Water area propeller, steering control circuit and water area movable equipment

Abstract

The invention relates to the technical field of ship equipment, in particular to a water area propeller, a steering control circuit and water area movable equipment. The steering control circuit comprises a steering brake loop and an emergency loop. One end of a first connecting wire of the emergency loop is connected between the steering positive electrode end and the steering circuit board; one end of the second connecting wire is connected between the steering negative electrode end and the electric steering circuit board, the other end of the second connecting wire is connected to the first pin of the switch interface, one end of the third connecting wire is connected to the second pin, and the first pin and the second pin of the switch interface are in short circuit, so that the brake is electrified again after the steering brake loop is powered off and fails. The emergency loop is designed to be an independent bypass and provides working current needed by brake unlocking in a one-way mode, when an original steering brake loop cannot normally supply power due to faults, and the brake loses power and is locked, unlocking current can be independently supplied to the brake through the emergency loop, a brake pad is reliably loosened after the brake is powered on, and the brake is unlocked. And emergency release of the steering mechanism is realized.

Description

Technical Field

[0001] This invention relates to the field of marine equipment technology, and in particular to a water propulsion device, a steering control circuit, and a water-mobile device. Background Technology

[0002] With the development of new energy technologies, electric outboard motors, which primarily use electricity as their driving energy source, are gradually being promoted in water navigation projects. Marine propulsion systems are generally divided into internal propulsion systems, outboard motors, and podded propulsion systems. Generally speaking, the steering of a vessel equipped with a marine propulsion system is controlled by adjusting the direction of the propulsion system during navigation. This steering method requires a steering mechanism to adjust the direction of the propulsion system.

[0003] Electric outboard motors can be steered using an active steering system. To ensure that the outboard motor does not rotate passively due to external forces during propulsion and steering, an internal steering locking structure is typically installed. This locking structure allows the outboard motor to rotate freely when steering is needed, while locking the steering angle when steering is not required. In specific situations, the operator needs to be able to actively release this locking structure to perform operations such as emergency avoidance steering and adjusting the transport angle.

[0004] Active locking steering systems typically use electronically controlled brakes, electromagnetic locks, and other structures. When the system malfunctions and cannot be electrically controlled, the outboard motor steering locks up, making steering impossible. Summary of the Invention

[0005] This invention provides a water propulsion device, a steering control circuit, and a water-based mobile device to solve the problem in the prior art where, when an emergency release is required, the user can connect an external component to an electromagnetic brake, thereby releasing the electromagnetic brake and unlocking the steering of the water-based mobile device. Furthermore, the invention ensures that the steering unlock can be maintained for a certain period of time, thus ensuring that the user can return to a safe state in an emergency.

[0006] This invention provides a steering control circuit for a water propulsion device, comprising: A steering brake circuit includes a positive steering terminal adapted to be connected to the positive terminal of a power supply and a negative steering terminal adapted to be connected to the negative terminal of a power supply. The steering brake circuit also includes an electric steering circuit board and a brake. The brake includes a positive brake terminal and a negative brake terminal. The positive steering terminal, the electric steering circuit board, the positive brake terminal, the negative brake terminal, and the negative steering terminal are connected in series. The electric steering circuit board is used to disconnect the steering brake circuit in a fault condition so that the steering motor is locked after the brake loses power. An emergency circuit includes a first wiring terminal, a second wiring terminal, a third wiring terminal, and a switch interface. One end of the first wiring terminal is connected between the positive steering terminal and the steering circuit board, and the other end is connected between the positive brake terminal and the electric steering circuit board. One end of the second wiring terminal is connected between the negative steering terminal and the electric steering circuit board, and the other end is connected to the first pin of the switch interface. One end of the third wiring terminal is connected to the second pin of the switch interface, and the other end is connected to the negative brake terminal. The first and second pins of the switch interface are used to short-circuit with conductive components so that after the steering brake circuit fails to be powered off, the brake is re-energized, and the brake pads of the brake release the steering motor.

[0007] According to the present invention, a steering control circuit for a water propulsion device is provided. The steering control circuit further includes a central processing unit (CPU), which is connected to the positive and negative steering terminals. A first pin of the switch interface is connected to the CPU, and a second pin of the switch interface is an empty pin.

[0008] According to the present invention, a steering control circuit for a water propulsion device is provided, wherein the third wiring is provided with a connector for controlling the on / off state of the third wiring.

[0009] This invention provides a steering control circuit for a water propulsion device, comprising: A steering brake circuit includes a positive steering terminal adapted to be connected to the positive terminal of a power supply and a negative steering terminal adapted to be connected to the negative terminal of a power supply. The steering brake circuit also includes an electric steering circuit board and a brake. The brake includes a positive brake terminal and a negative brake terminal. The positive steering terminal, the electric steering circuit board, the positive brake terminal, the negative brake terminal, and the negative steering terminal are connected in series. The electric steering circuit board is used to disconnect the steering brake circuit in a fault condition so that the steering motor is locked after the brake loses power. An emergency circuit includes a first wiring, a second wiring, a third wiring, a switch interface, and a backup power supply. One end of the first wiring is connected between the positive terminal of the brake and the electric steering circuit board, and the other end is connected to the backup positive terminal of the backup power supply. One end of the second wiring is connected to the backup negative terminal of the backup power supply, and the other end is connected to the first pin of the switch interface. One end of the third wiring is connected to the second pin of the switch interface, and the other end is connected to the negative terminal of the brake. The first and second pins of the switch interface are used to short-circuit with conductive components so that the brake is re-energized after the steering brake circuit fails, and the brake pads of the brake release the steering motor.

[0010] According to the present invention, a steering control circuit for a water propulsion device is provided. The steering control circuit further includes a central processing unit (CPU), which is connected to the negative steering terminal. A first pin of the switch interface is connected to the CPU, and a second pin of the switch interface is an empty pin.

[0011] According to the present invention, a steering control circuit for a water propulsion device is provided, wherein the third wiring is provided with a connector for controlling the on / off state of the third wiring.

[0012] According to the present invention, a steering control circuit for a water propulsion device is provided, wherein the backup power supply is a rechargeable and rechargeable storage power supply.

[0013] According to the present invention, a steering control circuit for a water propulsion device is provided, wherein the backup power supply is a capacitor.

[0014] This invention provides a water propulsion device, comprising: frame; A propulsion device disposed on the frame, the propulsion device being used to provide propulsion force; and The water propeller steering control circuit described above is used to control the steering of the frame.

[0015] The present invention provides a water-based mobile device, including a water-based carrier and a water-based propulsion device as described above, wherein the water-based propulsion device is used to drive the water-based carrier to move.

[0016] The water propulsion device, steering control circuit, and water-based mobile equipment provided by this invention design the emergency circuit as an independent bypass. The emergency circuit itself is not connected to the signal and drive link of the steering control system, nor does it participate in the normal control logic of the steering system. Therefore, the emergency circuit will not passively trigger brake pad lock-up due to steering system malfunction, power failure, or abnormality, nor will it interfere with the fault protection logic of the original steering brake circuit.

[0017] The core function of the emergency circuit is to provide the working current required for brake unlocking in one direction: when the original steering brake circuit fails to supply power normally due to a fault, causing the brake to lose power and lock, the emergency circuit can supply unlocking current to the brake separately, so that the brake can reliably release the brake pads after being energized, realize the emergency release of the steering mechanism, and ensure that the equipment still has the ability to manually operate or reset under fault conditions. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0019] Figure 1 This is a schematic diagram of the steering control circuit of the water propulsion device according to an embodiment of the present invention; Figure 2 This is a schematic diagram of the steering control circuit of a water propulsion device according to another embodiment of the present invention; Figure 3 This is a schematic diagram of the structure of the water propulsion device according to an embodiment of the present invention; Figure 4 This is a schematic diagram of the structure of a water-based mobile device according to an embodiment of the present invention; Figure label: 1000. Mobile equipment in water areas; 1001. Water-based carriers; 200. Water propulsion device; 210. Rack; 220. Propulsion device; 221. Propulsion actuator; 222. Propeller; 230. Connecting components; 100. Electric power steering system; 10. Steering shaft; 20. Steering actuator; 30. Locking assembly; 50. Transmission mechanism; 60. Steering bracket; 900. Steering control circuit; 910. Steering brake circuit; 911. Positive steering terminal; 912. Negative steering terminal; 913. Electric power steering circuit board; 914. Brake; 9141. Brake positive terminal; 9142. Brake negative terminal; 915. Central Processing Unit; 920. Emergency circuit; 921. First wiring; 922. Second wiring; 923. Third wiring; 9231. Connector; 930, Switch interface; 931, First pin; 932, Second pin; 933, Conductive component; 940. Backup power supply; 941. Backup positive terminal; 942. Backup negative terminal; 800, power supply. Detailed Implementation

[0020] The embodiments of the technical solution of the present invention will now be described in detail with reference to the accompanying drawings. These embodiments are merely illustrative of the technical solution of the present invention and are therefore intended to limit the scope of protection of the present invention.

[0021] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains; the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the invention; the terms “comprising” and “having”, and any variations thereof, in the specification, claims, and foregoing description of the invention, are intended to cover non-exclusive inclusion.

[0022] In the description of the embodiments of the present invention, technical terms such as "first" and "second" are used only to distinguish different objects and should not be construed as indicating or implying relative importance or implicitly specifying the number, specific order, or primary and secondary relationship of the indicated technical features. In the description of the embodiments of the present invention, "multiple" means two or more, unless otherwise explicitly defined.

[0023] In this document, the term "implementation" means that a specific feature, structure, or characteristic described in connection with an implementation may be included in at least one implementation of the invention. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same implementation, nor is it a separate or alternative implementation mutually exclusive with other implementations. It will be explicitly and implicitly understood by those skilled in the art that the implementations described herein can be combined with other implementations.

[0024] In the description of the embodiments of this invention, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, the character " / " in this document generally indicates that the preceding and following related objects have an "or" relationship.

[0025] In the description of the embodiments of the present invention, the term "multiple" refers to two or more (including two), similarly, "multiple sets" refers to two or more (including two sets), and "multiple pieces" refers to two or more (including two pieces).

[0026] In the description of the embodiments of the present invention, the technical terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of the present invention.

[0027] In the description of the embodiments of this invention, unless otherwise explicitly specified and limited, the technical terms such as "installation," "connection," "joining," and "fixing" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of this invention according to the specific circumstances.

[0028] The following is combined Figures 1-4 This invention describes a water-based propulsion device 200, a steering control circuit 900, and a water-based mobile device 1000. It should be noted that the water-based mobile device 1000 can be various water-based transportation vehicles such as commercial ships, passenger ships, yachts, fishing boats, sailboats, and civilian vessels; it can also be equipment capable of moving in water, such as waterway inspection equipment, waterway management equipment, and waterway environmental monitoring equipment; or it can be equipment such as underwater robots used for underwater operations. No limitation is made herein. The water-based propulsion device 200 provides propulsion to the water-based mobile device 1000 to propel it forward, backward, or turn. The steering control circuit 900 can control the steering operation of the water-based propulsion device 200. It is understood that the following description is merely illustrative and not a specific limitation of the invention.

[0029] In related technologies, when the electric steering circuit board controlling the steering of mobile watercraft malfunctions, it cannot control the steering motor, and the steering brake mechanically locks the steering angle of the system. Furthermore, because the steering circuit board can no longer supply power to the brakes, the brakes cannot be re-energized and released, meaning the steering motor can no longer rotate and steering is impossible. In this situation, the steering system cannot continue operating, making it difficult for the boat to turn back. Therefore, a control circuit is needed to re-energize the brakes and release the brake pads after the electric steering circuit board malfunctions.

[0030] Based on this, the steering control circuit 900 of the water propulsion device 200 according to an embodiment of the present invention includes: a steering brake circuit 910 and an emergency circuit 920.

[0031] Specifically, the steering brake circuit 910 includes a positive steering terminal 911 suitable for connection to the positive terminal of the power supply and a negative steering terminal 912 suitable for connection to the negative terminal of the power supply. In some examples, the power supply 800 may be a 12V battery. The steering brake circuit 910 mainly includes two external electrical interfaces: the positive steering terminal 911 and the negative steering terminal 912. The core function of this circuit is to realize the normal steering control and safety locking of the water propulsion unit 200 in fault conditions, ensuring that the propulsion system can steer flexibly under normal operating conditions, and automatically entering the locking state in the event of electrical abnormalities, control failures, or system malfunctions, to avoid equipment loss of control or safety risks. In other words, the steering brake circuit 910 is used to realize the normal steering and fault locking of the water propulsion unit 200.

[0032] The positive steering terminal 911 is used for electrical connection to the positive terminal of the external power supply 800, and the negative steering terminal 912 is used for electrical connection to the negative terminal of the external power supply 800, thereby providing a stable and reliable power input for the entire circuit. The steering brake circuit 910 also includes an electric steering circuit board 913 and a brake 914. The positive steering terminal 911 is directly connected to the positive terminal of the external power supply 800, serving as the positive power input port of the entire steering brake circuit 910, providing operating voltage to the electric steering circuit board 913, brake 914, and related control components. The negative steering terminal 912 is connected to the negative terminal of the power supply 800, or it provides a negative grounding path for the circuit, ensuring that the steering brake circuit 910 forms a complete electrical circuit and guaranteeing a stable and reliable current circuit.

[0033] The electric steering circuit board 913 is connected to the positive steering terminal 911 and the negative steering terminal 912, and receives 12V battery voltage. The electric steering circuit board 913 is also electrically connected to the steering motor, providing voltage to the steering motor and driving the steering motor to output steering torque. The electric steering circuit board 913 also communicates with the ECU (electronic controller) to receive digital steering signals from the interactive system (steering wheel, electric power steering steer yoke) via the ECU, thereby driving the steering motor to output steering torque according to the digital steering signals to control the steering angle.

[0034] Brake 914 performs a locking action in the event of a malfunction or command triggering, achieving safe braking and position holding of the propeller. Through the coordinated operation of the above components, the steering brake circuit 910 can simultaneously meet the dual functional requirements of normal steering control and fail-safe locking, improving the operational stability and safety of the water propulsion system.

[0035] The brake 914 may include a positive brake terminal 9141 and a negative brake terminal 9142. The positive steering terminal 911, the electric steering circuit board 913, the positive brake terminal 9141, the negative brake terminal 9142, and the negative steering terminal 912 are connected in series. The electric steering circuit board 913 is used to disconnect the steering brake circuit 910 in a fault state so that the brake 914 locks the steering motor after power loss.

[0036] like Figure 1 As shown, the steering control circuit 900 of the water propulsion unit 200 may also include an emergency circuit 920. It should be noted that the emergency circuit 920 is used to achieve independent emergency control of the brake 914 in emergency situations such as power failure, abnormality or failure of the steering brake circuit 910, to ensure that the steering motor can release the brake and return to a rotatable state, thereby improving the emergency response capability and safety of the water propulsion unit 200.

[0037] The emergency circuit 920 may include a first wiring 921, a second wiring 922, a third wiring 923, and a switch interface 930. One end of the first wiring 921 is connected between the positive steering terminal 911 and the steering circuit board, and the other end is connected between the positive brake terminal 9141 and the electric steering circuit board 913. One end of the first wiring 921 is connected to the power supply branch between the positive steering terminal 911 and the electric steering circuit board 913, and the other end is connected to the power supply branch between the positive brake terminal 9141 and the electric steering circuit board 913, thus achieving emergency continuity between the positive steering terminal and the positive brake terminal and providing a positive path for emergency power supply.

[0038] One end of the second wiring 922 is connected between the negative steering terminal 912 and the electric steering circuit board 913, and the other end is connected to the first pin 931 of the switch interface 930. That is, one end of the second wiring 922 is connected between the negative steering terminal 912 and the electric steering circuit board 913, and the other end is connected to the first pin 931 of the switch interface 930, which is used to introduce the negative circuit into the switch interface 930 to form the negative circuit node for emergency control.

[0039] One end of the third wiring 923 is connected to the second pin 932 of the switch interface 930, and the other end is connected to the brake negative terminal 9142. The first pin 931 and the second pin 932 of the switch interface 930 are used to short-circuit with the conductive element 933 so that the brake 914 is re-energized after the steering brake circuit 910 fails to be powered off, and the brake pads of the brake 914 release the steering motor. In some embodiments, the conductive element 933 can be a fuse.

[0040] Understandably, one end of the third connector 923 is connected to the second pin 932 of the switch interface 930, and the other end is connected to the negative brake terminal 9142, allowing the switch interface 930 to directly control the on / off state of the negative brake terminal. The first pin 931 and the second pin 932 of the switch interface 930 are used to connect an external conductive component 933 to achieve pin-to-pin shorting. When the steering brake circuit 910 fails due to a power outage, a shorting operation at the switch interface 930 can re-establish an emergency power supply circuit for the brake 914, allowing the brake 914 to regain power and operate, thereby driving the brake pads to release the steering motor, disengaging the steering lock, and realizing the steering release function in an emergency.

[0041] It should be noted that, under fault conditions, the steering brake circuit 910 provides an additional emergency circuit 920 to re-energize the brake 914, thereby releasing the brake pads. The emergency circuit 920 itself is not connected to the steering system and does not trigger brake pad lock-up due to steering system failure; it only provides unlocking current to the brake 914, enabling the brake 914 to release the brake pads after being energized.

[0042] Understandably, in the event of power supply abnormality, control failure, or other malfunctions, the steering brake circuit 910 can provide an additional power supply path to the brake 914 by adding an independent emergency circuit 920, so that the brake 914 can be re-energized and activated, thereby releasing the brake pads and unlocking the steering motor.

[0043] According to an embodiment of the present invention, the steering control circuit 900 of the water propeller 200, by designing the emergency circuit 920 as an independent bypass, means that the emergency circuit 920 itself is not connected to the signal and drive link of the steering control system, nor does it participate in the normal control logic of the steering system. Therefore, the emergency circuit 920 will not be passively triggered to lock the brake pads due to the steering system's own fault, power failure, or abnormality, nor will it interfere with the fault protection logic of the original steering brake circuit 910.

[0044] The core function of the emergency circuit 920 is to provide the working current required for unlocking the brake 914 in one direction: when the original steering brake circuit 910 fails to supply power normally due to a fault, causing the brake 914 to lose power and lock, the emergency circuit 920 can supply the unlocking current to the brake 914 independently, so that the brake 914 can reliably release the brake pads after being energized, realize the emergency release of the steering mechanism, and ensure that the equipment still has the ability to manually operate or reset under fault conditions.

[0045] According to some embodiments of the present invention, the steering control circuit 900 further includes a central processing unit 915. The central processing unit 915 can be integrated into the steering control circuit 900. Specifically, the central processing unit 915 can serve as the core control unit of the steering control logic, and is electrically connected to the positive steering terminal 911 and the negative steering terminal 912 respectively. On the one hand, it is used to obtain the power supply status signal of the steering brake circuit 910, and on the other hand, it obtains a stable operating power supply 800 by connecting to the positive and negative terminals of the power supply 800, ensuring its own normal operation and the orderly realization of the steering control function.

[0046] Meanwhile, the first pin 931 of the switch interface 930 is electrically connected to the central processing unit 915, enabling the central processing unit 915 to monitor the level state of the first pin 931 of the switch interface 930 in real time, thereby identifying whether the switch interface 930 has undergone emergency operations such as short circuit, and providing signal input for the status judgment and logic adjustment of the steering control circuit 900; while the second pin 932 of the switch interface 930 is set as an empty pin, that is, this pin is not electrically connected to any component in the emergency circuit 920 (such as the third wiring 923, the brake negative terminal 9142) and the central processing unit 915 and other components of the steering control circuit 900, but only serves as a reserved interface or corresponding contact for short circuit operation, ensuring that the emergency unlocking of the brake 914 is achieved only through the designated path during emergency operation, avoiding circuit failure or functional abnormality caused by misconnection.

[0047] According to some embodiments of the present invention, the third wiring 923 in the emergency circuit 920 is provided with a plug 9231, which can manually or automatically control the circuit on / off of the third wiring 923, facilitating the installation, disassembly and troubleshooting of the third wiring 923, and can also cut off the circuit of the third wiring 923 in non-emergency conditions, further improving the safety and controllability of the emergency circuit 920.

[0048] In some examples, control elements associated with the electric steering system 100 may be arranged on the electric steering circuit board 913. Further, the electric steering system 100 may include a steering shaft 10, a steering actuator 20, and a locking assembly 30. The locking assembly 30 is configured in the actuation path from the steering actuator 20 to the steering shaft 10. The control elements are electrically connected to the locking assembly 30. The control elements are used to control the locking assembly 30 to be in a first state or a second state. When the locking assembly 30 is in the first state, the locking assembly 30 allows the steering actuator 20 to output steering torque to the steering shaft 10; when the locking assembly 30 is in the second state, the locking assembly 30 positions the steering shaft 10.

[0049] The locking assembly 30 includes a brake 914 for braking the steering shaft 10 and an anti-rotation member that rotates synchronously with the steering shaft 10. The brake 914 is provided with a blocking member that is movable under electromagnetic force. Controlling the locking assembly 30 to a first state or a second state according to the steering state includes: controlling the blocking member to move to separate from the anti-rotation member or controlling the blocking member to move to abut against the anti-rotation member according to the steering state.

[0050] In some embodiments, the locking assembly 30 is disposed on the actuation path from the steering actuator 20 to the steering shaft 10. A control element is used to control the locking assembly 30 to be in a first state or a second state, allowing the steering actuator 20 to output steering torque to the steering shaft 10, or to position the steering shaft 10. Thus, when steering is required, the steering shaft 10 can rotate freely and steer; when steering is not required, the steering shaft 10 is locked to prevent it from rotating and deviating from its direction when the actuator is subjected to external forces.

[0051] Specifically, the steering actuator 20 can be a steering motor. The steering actuator 20 can be directly connected to the steering shaft 10, or indirectly connected via the transmission mechanism 50. The control element is, for example, a controller, which can control the rotational speed and steering of the steering actuator 20. The control element can receive control signals from the central processing unit 915 and control the locking assembly 30 to be in a first state or a second state according to the control signals. The central processing unit 915 can be located in an external terminal device (e.g., a remote control, mobile phone, tablet computer) or in the water propulsion unit 200. The control element can also acquire the steering state and control the locking assembly 30 to be in a first state or a second state according to the steering state. The steering state includes the steering signal from the electric steering device 100 and the control signal from the steering control device.

[0052] When the steering state includes a steering signal from the electric steering device 100, the control element acquires the steering signal from the electric steering device 100 and controls the locking assembly 30 to be in a first state or a second state according to the steering signal. Specifically, when the control element acquires a normal steering signal from the electric steering device 100, it controls the locking assembly 30 to be in the first state according to the normal steering signal; when the control element acquires a steering abnormal signal from the electric steering device 100, it controls the locking assembly 30 to be in the second state according to the steering abnormal signal. The electric steering device 100 may also include a driver for driving the steering actuator 20. The driver may be integrated with the aforementioned controller in the control element, or the driver may be set independently of the aforementioned control element. When the electric steering device 100 experiences any one or more steering abnormalities such as a steering actuator 20 malfunction, a driver malfunction, a power failure in the steering actuator 20, or a power failure in the driver, the control element detects a steering abnormality signal and controls the locking assembly 30 to be in the second state according to the steering abnormality signal. Once the aforementioned steering malfunction of the electric steering system 100 is resolved, the control element detects a normal steering signal and controls the locking assembly 30 to be in the first state based on the normal steering signal.

[0053] When the steering state includes a steering control device control signal, the control element acquires the steering control device control signal and controls the locking component 30 to be in a first state or a second state according to the control signal. Specifically, when the control element acquires a normal steering control device control signal, it controls the locking component 30 to be in the first state according to the normal steering control signal; when the control element acquires a steering control device abnormal control signal, it controls the locking component 30 to be in the second state according to the abnormal control signal. The steering control device is electrically connected to the electric steering device 100 and is used to control the electric steering device 100 to steer. When the steering control device experiences any one or more of the following abnormal control conditions: a position sensing failure (e.g., inability to detect steering position, loss of position data, position data inconsistent with actual control), power failure, etc., the control element detects the abnormal control signal and controls the locking component 30 to be in the second state according to the abnormal control signal. After the aforementioned abnormal control conditions of the steering control device are resolved, the control element detects a normal steering signal and controls the locking component 30 to be in the first state according to the normal steering control signal.

[0054] The control element is electrically connected to the locking assembly 30 to control the locking assembly 30 to be in a first state or a second state. The difference between the first and second states of the locking assembly 30 includes, but is not limited to, structural changes and / or positional changes. When the locking assembly 30 is in the first state, it allows the steering actuator 20 to output steering torque to the steering shaft 10, for example, by directly outputting steering torque to the steering shaft 10, or indirectly outputting steering torque to the steering shaft 10 through the transmission mechanism 50. When the locking assembly 30 is in the second state, it positions the steering shaft 10, for example, by directly positioning the steering shaft 10, or by positioning any element on the actuation path from the steering actuator 20 to the steering shaft 10, thereby achieving the positioning of the steering shaft 10.

[0055] In some embodiments, the brake 914 can be an electromagnetic normally closed brake. The operating characteristics of the brake 914 can be: when energized, the brake pads are released (the steering motor can rotate); when de-energized, the brake pads are locked (the steering motor is locked). For example, when it is necessary to allow the steering actuator 20 to output steering torque to the steering shaft 10, the brake 914 is energized, and the brake 914 drives the locking assembly 30 to move through electromagnetic force, so that the locking assembly 30 is in a first state, and the locking assembly 30 is released from positioning the steering shaft 10; when it is necessary to position the steering shaft 10, the brake 914 is de-energized, and the brake 914 drives the locking assembly 30 to move to another position through the driving force of the internal elastic element or mechanical actuator, so that the locking assembly 30 is in a second state, and the locking assembly 30 is positioned on the steering shaft 10. Of course, energizing the brake 914 is not limited to requiring continuous power to put the locking component 30 in the first state. Alternatively, after energizing the brake 914 to put the locking component 30 in the first state, the power can be de-energized, and the mechanical limit will keep the locking component 30 in the first state, thus continuously positioning the steering shaft 10. Similarly, de-energizing the brake 914 is not limited to requiring continuous power to put the locking component 30 in the second state. Alternatively, after de-energizing the brake 914 to put the locking component 30 in the second state, the power can be energized, and the mechanical limit will keep the locking component 30 in the second state, thus continuously releasing the positioning of the steering shaft 10. The second approach involves the following steps: When the steering actuator 20 needs to output steering torque to the steering shaft 10, the brake 914 is de-energized. The brake 914 then drives the locking assembly 30 to move via the driving force of its internal elastic element or mechanical actuator, placing the locking assembly 30 in a first state and releasing it from the steering shaft 10. When the steering shaft 10 needs to be positioned, the brake 914 is energized, driving the locking assembly 30 to move to another position via electromagnetic force, placing the locking assembly 30 in a second state and positioning it against the steering shaft 10. The phrases "brake 914 energized" and "brake 914 de-energized" can refer to the brake 914 remaining energized or de-energized to maintain the locking assembly 30 in either the first or second state, or the brake 914 changing the locking assembly 30's state by energizing or de-energizing it.

[0056] The following is combined Figure 2 The water propulsion device 200 of the present invention is described. It is to be understood that the following description is merely illustrative and not a specific limitation of the invention.

[0057] The steering control circuit 900 of the water propulsion device 200 according to an embodiment of the present invention includes a steering brake circuit 910 and an emergency circuit 920.

[0058] Specifically, the steering brake circuit 910 includes a positive steering terminal 911 suitable for connection to the positive power supply terminal and a negative steering terminal 912 suitable for connection to the negative power supply terminal. The steering brake circuit 910 mainly comprises two external electrical interfaces: the positive steering terminal 911 and the negative steering terminal 912. The core function of this circuit is to achieve normal steering control and safety locking in fault conditions for the water propulsion unit 200, ensuring flexible steering of the propulsion system under normal operating conditions and automatically entering a locking state in the event of electrical abnormalities, control failures, or system malfunctions, thus preventing equipment loss of control or safety risks. In other words, the steering brake circuit 910 is used to achieve normal steering and fault locking of the water propulsion unit 200.

[0059] The steering brake circuit 910 also includes an electric steering circuit board 913 and a brake 914. The brake 914 includes a positive brake terminal 9141 and a negative brake terminal 9142. The positive steering terminal 911, the electric steering circuit board 913, the positive brake terminal 9141, the negative brake terminal 9142, and the negative steering terminal 912 are connected in series to form a complete steering brake power supply circuit. The steering brake circuit 910 is mainly connected to the power supply 800 through these two external electrical interfaces. Its core function is to realize the normal steering control of the water propulsion unit 200 and the safety locking in the fault state, ensuring that the propulsion system can steer flexibly under normal operating conditions, and automatically entering the locking state in the event of electrical abnormality, control failure, or system failure, so as to avoid equipment loss of control or safety risks.

[0060] The electric steering circuit board 913 is used to disconnect the steering brake circuit 910 in a fault condition, so that the brake 914 locks the steering motor after power loss. The electric steering circuit board 913 performs fault monitoring and circuit control functions. When a fault condition is detected in the steering brake circuit 910, it actively disconnects the steering brake circuit 910, causing the brake 914 to lose its operating power 800, thereby locking the steering motor and ensuring equipment safety. In some embodiments, the brake 914 can be an electromagnetic normally closed brake 914, whose operating characteristics are clearly defined as follows: in the energized state, the brake pads automatically release, and the steering motor can rotate freely, ensuring normal steering of the water propeller 200; in the de-energized state, the brake pads automatically lock, and the steering motor is locked, achieving safe braking in a fault condition, and is compatible with the fault control logic of the steering brake circuit 910 and the unlocking function of the emergency circuit 920.

[0061] The emergency circuit 920 specifically includes a first wiring 921, a second wiring 922, a third wiring 923, a switch interface 930, and a backup power supply 940. It should be noted that the backup power supply 940 can be used to provide independent emergency power to the brake 914, enabling the steering motor to unlock, in the event of a power failure in the steering brake circuit 910. In some examples, the backup power supply 940 can be a 12V battery.

[0062] One end of the first wiring 921 is connected to the branch between the brake positive terminal 9141 and the electric steering circuit board 913, and the other end is connected to the backup positive terminal 941 of the backup power supply 940, providing a positive electrical signal input to the emergency circuit 920.

[0063] One end of the second wiring 922 is connected to the backup negative terminal 942 of the backup power supply 940, and the other end is connected to the first pin 931 of the switch interface 930. At the same time, the first pin 931 of the switch interface 930 is also electrically connected to the central processing unit 915, so that the central processing unit 915 can monitor the level status of the first pin 931 of the switch interface 930 in real time, and then identify whether the switch interface 930 has short-circuited or other emergency operations, providing signal input for the status judgment and logic adjustment of the steering control circuit 900.

[0064] One end of the third wiring 923 is connected to the second pin 932 of the switch interface 930, and the other end is connected to the brake negative terminal 9142, forming the negative terminal path of the emergency circuit 920; the second pin 932 of the switch interface 930 is a functional pin, which is used in conjunction with the first pin 931 to short-circuit with the external conductive component 933. In some embodiments, the conductive component 933 can be a fuse.

[0065] When the steering brake circuit 910 experiences a power outage or malfunction, the emergency circuit 920 between the backup power supply 940 and the brake 914 can be connected by shorting the first pin 931 and the second pin 932 of the switch interface 930 through the conductive element 933. This allows the brake 914 to be powered again, thereby driving the brake pads to release the steering motor and realizing the emergency release of the steering mechanism.

[0066] In addition, the third wiring 923 in the emergency circuit 920 is equipped with a connector 9231, which can manually or automatically control the circuit on / off of the third wiring 923, facilitating the installation, disassembly and troubleshooting of the third wiring 923. At the same time, the circuit of the third wiring 923 can be cut off in non-emergency conditions, further improving the safety and controllability of the emergency circuit 920.

[0067] According to some embodiments of the present invention, the backup power supply 940 can be a rechargeable and dischargeable storage power supply. It is understood that the backup power supply 940 adopts a rechargeable and dischargeable storage power supply, which can be used multiple times to ensure the long-term stable standby of the emergency circuit 920, and is used to provide independent emergency power supply to the brake 914 when the steering brake circuit 910 fails to power, so as to unlock the steering motor.

[0068] According to some embodiments of the present invention, the backup power supply 940 can be a capacitor. The capacitor can quickly respond to emergency needs; after the steering brake circuit 910 fails to power, it can rapidly release electrical energy, enabling the brake 914 to quickly unlock and preventing the steering motor from locking up for an extended period. Using the capacitor as a repeatedly chargeable and dischargeable storage power source 800 allows for a long cycle life, eliminating the need for frequent replacements and ensuring long-term standby for the emergency circuit 920. Furthermore, the capacitor has the advantage of strong instantaneous power supply capability; for example, if unlocking the brake 914 only requires instantaneous electrical energy, the capacitor can quickly output peak current to meet the power supply requirements for the rapid release of the brake 914.

[0069] Please see Figure 3 This invention also provides a water propulsion device 200. The water propulsion device 200 includes a frame 210, a propulsion device 220 disposed on the frame 210, and a steering control circuit 900 of the water propulsion device 200 according to any of the above embodiments. The propulsion device 220 is used to provide propulsion force. The steering control circuit 900 of the water propulsion device 200 can control the operation of an electric steering device 100, so that the electric steering device 100 drives the frame 210 to turn.

[0070] Specifically, the water propulsion unit 200 includes, but is not limited to, outboard motors and inboard / outboard motors. The propulsion device 220 may include a propulsion actuator 221 and a propeller 222. The propulsion actuator 221 may be a propulsion motor. The propulsion actuator 221 is connected to the propeller 222 and drives the propeller 222 to rotate to provide propulsion force. The electric steering device 100 drives the frame 210 to change the direction of the propulsion force of the propeller 222.

[0071] According to an embodiment of the present invention, the water propulsion device 200 designes the emergency circuit 920 as an independent bypass. The emergency circuit 920 itself is not connected to the signal and drive link of the steering control system, nor does it participate in the normal control logic of the steering system. Therefore, the emergency circuit 920 will not be passively triggered to lock the brake pads due to steering system malfunction, power failure, or abnormality, nor will it interfere with the fault protection logic of the original steering brake circuit 910.

[0072] The core function of the emergency circuit 920 is to provide the working current required for unlocking the brake 914 in one direction: when the original steering brake circuit 910 fails to supply power normally due to a fault, causing the brake 914 to lose power and lock, the emergency circuit 920 can supply the unlocking current to the brake 914 independently, so that the brake 914 can reliably release the brake pads after being energized, realize the emergency release of the steering mechanism, and ensure that the equipment still has the ability to manually operate or reset under fault conditions.

[0073] In the water propulsion device 200 of this embodiment, the water propulsion device 200 further includes a connecting assembly 230 for fixing the water carrier 1001 (e.g., Figure 4 (As shown). The electric steering device 100 is connected to the connecting assembly 230 and is used to drive the frame 210 to steer relative to the connecting assembly 230.

[0074] Specifically, the connecting assembly 230 is, for example, a lifting clamp. The water propulsion unit 200 is fixed to the water carrier 1001 via the connecting assembly 230. The water carrier 1001 is, for example, a hull, and the connecting assembly 230 can be fixed to the stern. The electric steering device 100 is connected to the connecting assembly 230 to drive the frame 210 to turn relative to the connecting assembly 230, thereby enabling course adjustment.

[0075] Please see Figure 3 In some embodiments, the electric steering system 100 may include a steering shaft 10 and a steering actuator 20. The steering actuator 20 is fixedly mounted on a frame 210. The frame 210 is rotatably connected to the steering shaft 10, and the connecting assembly 230 is fixedly connected to the steering shaft 10.

[0076] In this embodiment of the invention, the steering actuator 20 is fixedly mounted on the frame 210. The frame 210 and the aforementioned steering bracket 60 can be the same component or different components. It is understood that when the frame 210 and the steering bracket 60 are different components, the steering actuator 20 can be fixedly mounted on the frame 210 via the steering bracket 60. When the electric steering device 100 drives the frame 210 to turn relative to the connecting assembly 230, the steering torque output by the steering actuator 20 is sequentially output to the steering shaft 10 via the drive shaft, the reduction assembly, and the torque amplification assembly. Since the steering shaft 10 is fixedly connected to the connecting assembly 230, and the connecting assembly 230 is used to fix the water carrier 1001, with the connecting assembly 230 as a fixed position reference, the frame 210, which is rotatably connected to the steering shaft 10, rotates relative to the steering shaft 10, that is, turns relative to the connecting assembly 230.

[0077] Please see Figure 4 In some embodiments, the steering actuator 20 is fixedly mounted to the connecting assembly 230. The connecting assembly 230 is rotatably connected to the steering shaft 10, and the frame 210 is fixedly connected to the steering shaft 10.

[0078] In this embodiment of the invention, the steering actuator 20 is fixedly mounted on the connecting assembly 230. The frame 210 and the aforementioned steering bracket 60 are separate components, and the steering actuator 20 can be fixedly mounted on the connecting assembly 230 via the steering bracket 60. When the electric steering device 100 drives the frame 210 to turn relative to the connecting assembly 230, the steering torque output by the steering actuator 20 is sequentially output to the steering shaft 10 via the drive shaft, the reduction assembly, and the torque amplification assembly. Since the steering shaft 10 is fixedly connected to the frame 210, and the connecting assembly 230 is rotatably connected to the steering shaft 10, the steering shaft 10 drives the frame 210 to turn relative to the connecting assembly 230.

[0079] Please see Figure 4 The present invention also provides a water-based mobile device 1000. The water-based mobile device 1000 includes a water-based thruster 200 and a water-based carrier 1001 as described in any of the above embodiments. The water-based thruster 200 is connected to the water-based carrier 1001.

[0080] Specifically, the water-mobile device 1000 can be various water transportation vehicles such as commercial ships, passenger ships, yachts, fishing boats, sailboats, and civilian vessels; it can also be equipment capable of moving in water, such as water patrol equipment, water management equipment, and water environment monitoring equipment; or it can be equipment such as underwater robots used for underwater operations, etc., without any limitations. The water carrier 1001 is, for example, a ship hull. The water carrier 1001 can provide a certain amount of buoyancy, enabling the water-mobile device 1000 to float on the water surface and carry people, goods, or other carried objects. The water propulsion unit 200 is connected to the water carrier 1001 and is used to provide propulsion to propel the water carrier 1001 forward, backward, or turning.

[0081] According to an embodiment of the present invention, the water-based mobile device 1000 has an emergency circuit 920 designed as an independent bypass. The emergency circuit 920 itself is not connected to the signal and drive link of the steering control system, nor does it participate in the normal control logic of the steering system. Therefore, the emergency circuit 920 will not be passively triggered to lock the brake pads due to steering system malfunction, power failure, or abnormality, nor will it interfere with the fault protection logic of the original steering brake circuit 910.

[0082] The core function of the emergency circuit 920 is to provide the working current required for unlocking the brake 914 in one direction: when the original steering brake circuit 910 fails to supply power normally due to a fault, causing the brake 914 to lose power and lock, the emergency circuit 920 can supply the unlocking current to the brake 914 independently, so that the brake 914 can reliably release the brake pads after being energized, realize the emergency release of the steering mechanism, and ensure that the equipment still has the ability to manually operate or reset under fault conditions.

[0083] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. These modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention, and they should all be covered within the scope of the claims and specification of the present invention. In particular, as long as there is no structural conflict, the various technical features mentioned in the various embodiments can be combined in any way. The present invention is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

Claims

1. A steering control circuit for a water propulsion device, characterized in that, include: A steering brake circuit includes a positive steering terminal adapted to be connected to the positive terminal of a power supply and a negative steering terminal adapted to be connected to the negative terminal of a power supply. The steering brake circuit also includes an electric steering circuit board and a brake. The brake includes a positive brake terminal and a negative brake terminal. The positive steering terminal, the electric steering circuit board, the positive brake terminal, the negative brake terminal, and the negative steering terminal are connected in series. The electric steering circuit board is used to disconnect the steering brake circuit in a fault condition so that the steering motor is locked after the brake loses power. An emergency circuit includes a first wiring terminal, a second wiring terminal, a third wiring terminal, and a switch interface. One end of the first wiring terminal is connected between the positive steering terminal and the steering circuit board, and the other end is connected between the positive brake terminal and the electric steering circuit board. One end of the second wiring terminal is connected between the negative steering terminal and the electric steering circuit board, and the other end is connected to the first pin of the switch interface. One end of the third wiring terminal is connected to the second pin of the switch interface, and the other end is connected to the negative brake terminal. The first and second pins of the switch interface are used to short-circuit with conductive components so that after the steering brake circuit fails to be powered off, the brake is re-energized, and the brake pads of the brake release the steering motor.

2. The steering control circuit for the water propulsion device according to claim 1, characterized in that, The steering control circuit also includes a central processing unit (CPU), which is connected to the positive and negative steering terminals. The first pin of the switch interface is connected to the CPU, and the second pin of the switch interface is an empty pin.

3. The steering control circuit for the water propulsion device according to claim 2, characterized in that, The third wiring is provided with a plug, which is used to control the on / off state of the third wiring.

4. A steering control circuit for a water propulsion device, characterized in that, include: A steering brake circuit includes a positive steering terminal adapted to be connected to the positive terminal of a power supply and a negative steering terminal adapted to be connected to the negative terminal of a power supply. The steering brake circuit also includes an electric steering circuit board and a brake. The brake includes a positive brake terminal and a negative brake terminal. The positive steering terminal, the electric steering circuit board, the positive brake terminal, the negative brake terminal, and the negative steering terminal are connected in series. The electric steering circuit board is used to disconnect the steering brake circuit in a fault condition so that the steering motor is locked after the brake loses power. An emergency circuit includes a first wiring, a second wiring, a third wiring, a switch interface, and a backup power supply. One end of the first wiring is connected between the positive terminal of the brake and the electric steering circuit board, and the other end is connected to the backup positive terminal of the backup power supply. One end of the second wiring is connected to the backup negative terminal of the backup power supply, and the other end is connected to the first pin of the switch interface. One end of the third wiring is connected to the second pin of the switch interface, and the other end is connected to the negative terminal of the brake. The first and second pins of the switch interface are used to short-circuit with conductive components so that the brake is re-energized after the steering brake circuit fails, and the brake pads of the brake release the steering motor.

5. The steering control circuit for the water propulsion device according to claim 4, characterized in that, The steering control circuit also includes a central processing unit (CPU), which is connected to the negative end of the steering wheel. The first pin of the switch interface is connected to the CPU, and the second pin of the switch interface is an empty pin.

6. The steering control circuit for the water propulsion device according to claim 5, characterized in that, The third wiring is provided with a plug, which is used to control the on / off state of the third wiring.

7. The steering control circuit for the water propulsion device according to claim 4, characterized in that, The backup power source is a rechargeable and rechargeable storage power source.

8. The steering control circuit for the water propulsion device according to claim 4, characterized in that, The backup power source is a capacitor.

9. A water propulsion device, characterized in that, include: frame; A propulsion device is mounted on the frame, the propulsion device being used to provide propulsion force; and The steering control circuit of the water propeller according to any one of claims 1 to 8, wherein the steering control circuit of the water propeller is used to control the steering of the frame.

10. A water-based mobile device, characterized in that, It includes a water-based carrier and a water-based propulsion device according to claim 9, wherein the water-based propulsion device is used to drive the water-based carrier to move.

Images