A propeller and method based on independent blade planetary shaft reciprocating rotation control

Abstract

The present application relates to a kind of propeller and method based on independent blade planetary shaft reciprocating rotation control, comprising: hub, with main propulsion shaft is connected and is rotated by prime mover;Multiple blades, each blade has a blade shaft, the blade shaft is rotatably mounted to the hub, and the axis of the blade shaft is parallel with the axis of the main propulsion shaft and is eccentrically arranged;Multiple independent motors, the output end of each motor is drivingly connected with the corresponding blade shaft;Hybrid rotary interface, including electric slip ring module and optical fiber rotary joint module, for transmitting power and control signal on the ship body side to the multiple independent motors rotating with the hub;Control unit, for controlling the operation of the multiple independent motors through the hybrid rotary interface, so that each blade around each blade shaft is controlled reciprocating rotation, to form thrust difference in different rotation positions of propeller, to generate the control force and control moment required for ship maneuvering.

Description

Technical Field

[0001] This invention belongs to the field of marine and aviation propulsion, specifically relating to a propeller and method based on the reciprocating rotation control of an independent blade planetary shaft. Background Technology

[0002] The primary function of a propeller is to generate thrust to propel a ship or other moving object. Some propellers, in addition to generating thrust, can also change the thrust vector. These propellers come in different types, such as VSPs (Voith Schneider Electric propellers) and CVPs (Cyclic Variable Pitch propellers), used for tugboats and helicopters, respectively. These propellers (VSPs and CVPs) have completely different applications. Therefore, it is impossible to compare these propellers with the present invention.

[0003] Patent (WO 2016113599) discloses a thrust vectoring propeller that adjusts the angular velocity difference between the blades through a complex mechanical-hydraulic mechanism integrated inside the propeller hub. This mechanism includes a movable control cup, hydraulic cylinder, piston, and roller assembly. While this design achieves thrust vectoring control, it suffers from the following drawbacks: complex internal structure of the propeller hub, prone to hydraulic oil leakage, and high maintenance requirements; limited space in the propeller hub restricts the number of blades; and numerous rotating submerged components result in low reliability. Summary of the Invention

[0004] The technical problem to be solved by the present invention is to address the shortcomings of the prior art by proposing a propeller and method based on the reciprocating rotation control of an independent blade planetary shaft, which has a simple structure, high control precision, and fast response speed.

[0005] The technical solution adopted in this invention is: a thrust vectoring propeller based on independent blade planetary shaft reciprocating rotation control, characterized in that it comprises: The propeller hub (3) is connected to the main propulsion shaft (9) and is driven to rotate by the prime mover; Multiple blades (1), each blade having a blade shaft (2), the blade shaft being rotatably mounted on the hub, and the axis of the blade shaft being parallel to and eccentrically set with respect to the axis of the main propulsion shaft; Multiple independent motors (8), each motor corresponding to a blade, are fixedly installed on the blade hub and rotate with it, and the output end of each motor is connected to the corresponding blade shaft for transmission. A hybrid rotary interface is used to transmit electrical and control signals from the hull side to the plurality of independent electric motors that rotate with the propeller hub; The control unit (not shown) is located on the side of the hull (6) and is used to control the operation of the multiple independent motors (8) through the hybrid rotation interface, so that each blade (1) rotates in a controlled manner around its respective blade shaft (2), thereby forming a thrust difference at different rotation positions of the propeller to generate the control force and control torque required for ship maneuvering.

[0006] According to the above technical solution, the control unit (not shown) sends a control signal to the corresponding motor (8) based on the ship's steering command and the instantaneous azimuth angle of each blade (1), driving the blade (1) to reciprocate around the corresponding blade shaft (2), so that the blade (1) generates a periodically changing absolute azimuth angular velocity at different positions of the propeller rotation.

[0007] According to the above technical solution, on one side of the propeller disk, the reciprocating rotation of the blade (1) around the blade shaft (2) and the rotation of the hub (3) are superimposed to form a fast half-cycle; on the other side of the disk, the reciprocating rotation of the blade (1) around the blade shaft (2) and the rotation of the hub (3) are counteracted to form a slow half-cycle, thereby generating a thrust difference on both sides of the disk, causing the total thrust vector to deviate from the direction of the main shaft.

[0008] According to the above technical solution, the propeller hub (3), each blade (1) and its corresponding independent motor (8) together constitute a rotating assembly that rotates synchronously with the main propulsion shaft (9).

[0009] According to the above technical solution, it also includes a motor housing (7), one end of which is fixedly connected to the propeller hub (3) and the other end is connected to the main propulsion shaft (9), and the multiple independent motors (8) are housed in the motor housing.

[0010] According to the above technical solution, one end of the blade shaft (2) is rotatably supported inside the blade hub (3) by a bearing (5), and a seal (4) is provided between the blade shaft and the blade hub to prevent water from entering the blade hub.

[0011] According to the above technical solution, the independent electric motor (8) is a tubular motor, a servo motor, a servo motor with gear reduction, or a high-torque rotary actuator.

[0012] According to the above technical solution, the number of blades (1) is three or more.

[0013] According to the above technical solution, the hybrid rotary interface includes an electric slip ring (or loose data cable) module and an optical fiber rotary connector module.

[0014] A thrust vector control method based on the above-mentioned propeller, characterized by comprising: In straight-line navigation mode, all motors (8) are kept fixed relative to the hub, so that the blades and hub have no relative movement, the whole assembly rotates synchronously, and the thrust vector is along the main shaft direction; In steering mode, the steering command is received, and according to the instantaneous azimuth angle of each blade (1), a precise digital control signal is sent to each motor (8) through the hybrid rotation interface to drive the corresponding blade (1) to perform controlled reciprocating rotation around its respective blade shaft (2), so that the blade (1) generates thrust difference at different rotation positions within the rotation cycle, thereby realizing thrust vector deflection.

[0015] The beneficial effects of this invention are as follows: 1. This invention equips each propeller blade with an independent motor mounted on a rotating hub. The motor directly drives the eccentrically positioned blade shaft, allowing the blades to reciprocate in a controlled manner relative to the hub around their respective blade shafts. A control unit (not shown) modulates the reciprocating rotation pattern of each blade in real time based on steering commands and blade azimuth angles, creating thrust differences at different circumferential positions on the rotor disk. This generates net lateral control force and control torque, causing the total thrust vector to deviate from the main shaft and point towards the target direction, achieving rudderless steering. This invention employs a simple and compact all-electric drive system, completely replacing the complex hydraulic mechanical mechanisms inside the hub. It achieves precise digital control, offering not only high control accuracy and fast response speed but also significantly simplifying and compacting the hub structure, facilitating manufacturing and assembly.

[0016] 2. Excellent control precision and response speed: The present invention adopts a digitally controlled commutated motor, combined with fiber optic transmission (high bandwidth, anti-interference) commands, which can achieve precise, fast and instantaneous adjustment of the reciprocating rotation of each blade around its own blade axis. CFD simulation data verified this performance: the thrust coefficient (KT) in the maneuver mode is up to 5.18 times higher than that in the conventional propulsion mode, indicating that it has a strong maneuver control torque generation capability [1.1].

[0017] 3. Significantly improved reliability: The hydraulic system is eliminated, completely solving the oil leakage problem; the number of moving parts in the rotating immersion component is greatly reduced, lowering the probability of mechanical failure and extending the system's service life.

[0018] 4. Significantly reduced maintenance requirements: The structure is simplified and there are no easily damaged parts such as hydraulic pumps, hydraulic hoses, and seals that require regular maintenance, thus significantly reducing the amount of maintenance work.

[0019] 5. The number of blades can be flexibly increased: the internal space of the rotor hub is freed up, and a multi-bladed propeller configuration can be designed to improve hydrodynamic performance, reduce noise and vibration, and improve propulsion efficiency at different speeds.

[0020] 6. Reduced hydrodynamic interference: By eliminating the external rudder and achieving maneuverability directly through the propeller, interference from rudder wake and accompanying turbulence is reduced, thus improving overall propulsion efficiency.

[0021] 7. High control flexibility: It can define complex and diverse control laws for the reciprocating rotation of the blades, and can not only adjust the swing amplitude, but also optimize the waveform and phase to adapt to the maneuvering requirements under different working conditions. Attached Figure Description

[0022] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0023] Figure 1 This is a longitudinal perspective view of the propeller assembly of the present invention. Figure 2 This is a diagram showing the positional changes of the blades during the entire cycle of rotation in maneuvering mode (rotation step 15°), illustrating the changes in the angle between each blade and the main coordinate system fixed to the blade hub. Figure 3 The curves show the instantaneous combined angular velocity of the key blade and the constant rotational angular velocity of the propeller shaft as a function of the polar angle position of the shaft (0° pointing due north).

[0024] The markings in the diagram are: 1-blade; 2-blade shaft; 3-hull; 4-seal; 5-bearing; 6-hull; 7-motor housing; 8-motor; 9-main propulsion shaft. Detailed Implementation

[0025] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0026] Terminology Definition To facilitate understanding of this invention, key terms are defined below: Relative angular velocity: refers to the angular velocity of the blade 1 relative to the hub 3 as it rotates around its respective blade shaft 2, which is actively generated by the motor 8. When the motor 8 drives the blade 1 to rotate in the direction of rotation of the hub 3, the relative angular velocity is positive; when rotating in the opposite direction, the relative angular velocity is negative; when the blade 1 is stationary relative to the hub 3, the relative angular velocity is zero.

[0027] Absolute azimuth angular velocity: refers to the actual angular velocity of blade 1 relative to the ground or a stationary frame of reference for the ship. Its value is determined by the rotational angular velocity of the hub 3 and the angular velocity caused by the reciprocating rotation of blade 1 around its respective blade shaft 2. Changes in absolute azimuth angular velocity directly affect the magnitude of the thrust generated by blade 1 at different rotational positions.

[0028] Instantaneous azimuth: refers to the angular position of blade 1 in the plane of rotation relative to a fixed reference direction (such as the due north direction of the hull or the 0° mark of the main shaft) at any given moment, with a value range of 0° to 360°.

[0029] like Figure 1 As shown, this embodiment provides a thrust vectoring propeller based on the reciprocating rotation control of an independent blade planetary shaft, including a hub 3, which is connected to a prime mover (in this embodiment, a marine internal combustion engine via a reduction gearbox) through a main propulsion shaft 9. Four blades 1 are mounted on the hub 3, each blade 1 having a blade shaft 2 (also called a planetary shaft). The blade shaft 2 is supported within the hub 3 by bearings 5, and its axis is parallel to and eccentrically positioned with respect to the main propulsion shaft 9. A seal 4 is provided between the blade shaft 2 and the hub 3 to prevent water ingress. Each blade 1 corresponds to a motor 8, which is mounted on the hub body and rotates with it. The motor output shaft is directly connected to the blade shaft 2 via a coupling.

[0030] The hull 6 houses a control unit (not shown in the figure), which is connected to the motor 8 via a hybrid rotary interface. This hybrid rotary interface includes: an electric slip ring module 6 for transmitting high-power electricity; and a fiber optic rotary connector module 7 for transmitting high-bandwidth, electromagnetically interference-resistant digital control signals to achieve precise control of the motor 8. The control unit (not shown in the figure) sends control signals to the corresponding motor 8 based on the ship's steering commands and the instantaneous azimuth angle of each propeller blade 1, driving the propeller blade 1 to reciprocate around its corresponding blade shaft 2, causing the blade 1 to generate a periodically changing absolute azimuth angular velocity at different positions during one revolution of the propeller.

[0031] Specifically, this embodiment also includes a motor housing 7, one end of which is fixedly connected to the propeller hub 3, and the other end is connected to the main propulsion shaft 9 via a flange. The motor is encapsulated within the motor housing 7. Thus, the propeller hub, propeller blades, and motor constitute a rotating assembly that rotates synchronously with the main propulsion shaft.

[0032] The independent electric motor 8 can be any one of a tubular motor, a servo motor, a high-torque rotary actuator, or a digitally controlled commutated motor. This embodiment uses a digitally controlled commutated motor as an example for explanation.

[0033] This invention equips each blade 1 with an independent motor 8 mounted on a rotating hub 3. The motor 8 directly drives the eccentrically positioned blade shaft 2, allowing the blades 1 to reciprocate in a controlled manner relative to the hub 3 around their respective blade shafts 2. A control unit (not shown) modulates the reciprocating rotation pattern of each blade 1 in real time based on steering commands and the instantaneous azimuth angle of the blades 1, generating thrust differences at different circumferential positions on the rotor disk. This produces net lateral control force and control torque, causing the total thrust vector to deviate from the main shaft and point towards the target direction, achieving rudderless steering of the ship. This invention employs a simple and compact all-electric drive system, completely replacing the complex hydraulic mechanical mechanisms inside the hub, achieving precise digital control, significantly simplifying and compacting the hub structure, and facilitating manufacturing and assembly.

[0034] Description of how the present invention works: Straight-line navigation mode: In this mode, all motors 8 are fixed relative to the propeller hub, the blade shaft 2 and the propeller hub 3 have no relative movement, and the entire assembly (propeller hub, blades, motors) rotates synchronously like a rigid body, which is consistent with the working principle of traditional fixed-pitch propellers. The thrust vector is along the direction of the propeller main shaft.

[0035] Maneuvering Mode (Steering Mode): When steering is required, the control unit (not shown) sends precise digital signals to the motor 8 via the fiber optic module of the hybrid rotation interface, based on the steering commands and the real-time azimuth angle of each blade 1. Simultaneously, it transmits the necessary power to the motor 8 via the slip ring. The motor 8 drives the corresponding blade 1 to perform controllable reciprocating rotation around its respective blade shaft 2 (the blade shaft oscillation angle is designed according to the actual steering angle). The amplitude and phase of the reciprocating rotation of each blade 1 adjust according to its instantaneous azimuth angle position, forming two half-cycles: Rapid half-cycle (one side of the propeller disk): The reciprocating rotation of blade 1 around blade shaft 2 is superimposed with the rotational speed of hub 3, increasing the effective rotational speed of the blade (see...). Figure 2 , Figure 3 ).

[0036] Slow half-cycle (on the other side of the propeller disk): The reciprocating rotation of blade 1 around blade shaft 2 counteracts the rotational speed of hub 3, reducing the effective blade speed (see...). Figure 2 , Figure 3 ).

[0037] Since the thrust of a single blade 1 changes with its local tangential velocity at different rotation positions, the aforementioned fast half-cycle and slow half-cycle will form a significant thrust difference on both sides of the propeller disk, thereby generating net lateral control force and control torque, causing the total thrust vector to deviate from the main axis and point towards the target direction, thus achieving rudderless steering of the ship.

[0038] In this embodiment, the control unit (not shown) can optimize the waveform of the reciprocating rotation of the blade 1 with the change of azimuth angle according to different working conditions (such as high-speed steering, low-speed maneuvering, and energy-saving mode), including but not limited to sine waves, and adjust the amplitude and phase of the waveform to obtain the required steering response and efficiency.

[0039] The present invention also provides a propeller thrust vector control method, the specific steps of which are as follows: 1) The system performs a power-on self-test and the control unit initializes the status of each motor.

[0040] 2) Determine the ship's maneuvering command: If the command is to sail in a straight line, proceed to step 3; if it is to turn, proceed to step 4.

[0041] 3) Straight-line navigation mode: The control unit (not shown) sends a zero-speed command to all motors 8. The motor rotor is locked relative to the stator, and the relative angular velocity is zero. There is no relative movement between the blade 1 and the hub 3. The propeller rotates as a whole to generate thrust along the main shaft direction.

[0042] 4) Steering mode: The control unit (outside the diagram) reads the instantaneous azimuth angle of each blade 1 (feedback through the encoder inside the motor), calculates the required reciprocating rotation modulation waveform (amplitude, phase, waveform shape) for each blade 1 according to the target steering angle and angular velocity requirements, and sends the modulation command to each motor driver through the fiber optic rotary connector. The motor 8 drives the blade 1 to generate periodic relative oscillation, forming a thrust difference on both sides of the disk to achieve vector steering.

[0043] Rapid half-cycle (one side of the propeller disk): The reciprocating rotation of blade 1 around blade shaft 2 is superimposed with the rotational speed of hub 3, increasing the effective rotational speed of the blade (see...). Figure 2 , Figure 3 ).

[0044] Slow half-cycle (on the other side of the propeller disk): The reciprocating rotation of blade 1 around blade shaft 2 counteracts the rotational speed of hub 3, reducing the effective blade speed (see...). Figure 2 , Figure 3 ).

[0045] Since the thrust of a single blade 1 changes with its local tangential velocity at different rotation positions, the aforementioned fast half-cycle and slow half-cycle will form a significant thrust difference on both sides of the propeller disk, thereby generating net lateral control force and control torque, causing the total thrust vector to deviate from the main axis and point towards the target direction, thus achieving rudderless steering of the ship.

[0046] 5) Real-time closed-loop adjustment: The control unit repeats step 4 periodically until the steering command ends and the straight-line navigation mode is restored.

[0047] The table below compares the advantages of this application with those of vector pitch / cyclic pitch propellers (VSP / CVP) and the technology of US Patent No. 5466177A.

[0048] Example 2 This embodiment is basically the same as Embodiment 1, except that: the motor adopts a servo motor with a planetary gear reducer to adapt to different torque requirements; the main propulsion power adopts a large motor direct drive, eliminating the reduction gearbox; and the number of blades is set to five to reduce the load and vibration noise of a single blade.

[0049] The embodiments described above are some, but not all, of the embodiments of this application. The detailed description of the embodiments of this application is not intended to limit the scope of the claimed application, but merely to illustrate selected embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

Claims

1. A propeller based on reciprocating rotation control of an independent blade planetary shaft, characterized in that, include: The propeller hub (3) is connected to the main propulsion shaft (9) and is driven to rotate by the prime mover; Multiple blades (1), each blade having a blade shaft (2), the blade shaft being rotatably mounted on the hub, and the axis of the blade shaft being parallel to and eccentrically set with respect to the axis of the main propulsion shaft; Multiple independent motors (8), each motor corresponding to a blade, are fixedly installed on the blade hub and rotate with it, and the output end of each motor is connected to the corresponding blade shaft (2) for transmission. A hybrid rotary interface is used to transmit electrical and control signals from the hull side to the plurality of independent electric motors (8) that rotate with the propeller hub (3). The control unit is used to control the operation of the multiple independent motors (8) through the hybrid rotation interface, so that each blade (1) reciprocates in a controlled manner around its respective blade shaft (2), thereby creating a thrust difference at different rotation positions of the propeller to generate the control force and control torque required for ship maneuvering.

2. The propeller according to claim 1, characterized in that: The control unit sends a control signal to the corresponding motor (8) according to the ship's steering command and the instantaneous azimuth angle of each blade (1), driving the blade (1) to reciprocate around the corresponding blade shaft (2), so that the blade (1) generates a periodically changing absolute azimuth angular velocity at different positions of the propeller rotation.

3. The propeller according to claim 2, characterized in that: On one side of the propeller disk, the reciprocating rotation of the blade (1) around the blade shaft (2) and the rotation of the hub (3) are superimposed to form a fast half-cycle; on the other side of the disk, the reciprocating rotation of the blade (1) around the blade shaft (2) and the rotation of the hub (3) are counteracted to form a slow half-cycle, thereby generating a thrust difference on both sides of the disk, causing the total thrust vector to deviate from the direction of the main shaft.

4. The propeller according to claim 1 or 2, characterized in that: The hub (3), each blade (1) and its corresponding independent motor (8) together constitute a rotating assembly that rotates synchronously with the main propulsion shaft (9).

5. The propeller according to claim 4, characterized in that: It also includes an electric motor housing (7), one end of which is fixedly connected to the propeller hub (3) and the other end is connected to the main propulsion shaft (9), and the plurality of independent electric motors (8) are housed in the electric motor housing.

6. The propeller according to claim 5, characterized in that: One end of the blade shaft (2) is rotatably supported inside the blade hub (3) by a bearing (5), and a seal (4) is provided between the blade shaft and the blade hub to prevent water from entering the blade hub.

7. The propeller according to claim 1, characterized in that: The independent electric motor (8) is any one of a tubular motor, a servo motor, a high-torque rotary actuator, or a digitally controlled commutated motor.

8. The propeller according to claim 1, characterized in that: The number of blades (1) is three or more.

9. The propeller according to claim 1, characterized in that: The hybrid rotary interface includes an electric slip ring module and an optical fiber rotary connector module.

10. A thrust vector control method based on a propeller according to any one of claims 1 to 9, characterized in that... include: In straight-line navigation mode, all motors (8) are kept fixed relative to the hub, so that the blades and hub have no relative movement, the whole assembly rotates synchronously, and the thrust vector is along the main shaft direction; In steering mode, the steering command is received, and according to the instantaneous azimuth angle of each blade (1), a precise digital control signal is sent to each motor (8) through the hybrid rotation interface to drive the corresponding blade (1) to perform controlled reciprocating rotation around its respective blade shaft (2), so that the blade (1) generates thrust difference at different rotation positions within the rotation cycle, thereby realizing thrust vector deflection.

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