A retractable vector propulsion ship four-blade wheel driving device and control method

Abstract

The application discloses a retractable four-blade wheel driving device of a vector propulsion ship and a control method, relates to the technical field of ship propulsion, and specifically relates to a retractable four-blade wheel driving device of a vector propulsion ship and a control method. The device comprises an engine, a gearbox, a gear box, a transmission rod and four groups of independently controllable blade wheels. The power of the engine is transmitted to the blade wheels through the gearbox and the gear box and the transmission rod. Each group of blade wheels is arranged on an independent telescopic support arm, the blade wheels are retracted and expanded and the angle of the blade wheels is adjusted through a rack, a telescopic shaft and a pull rod, and vector thrust is formed. The support arm adopts a guide rail type lifting mechanism, universal joints and multi-stage waterproof sealing structures are used between transmission components. The control method comprises the modes of berthing, sailing and turning in place: when berthing, part of the blade wheels are retracted, and the ship is accurately berthed by using the vector thrust; when sailing, all the four blade wheels are fully opened, and turning and oblique driving are realized through differential control; and 360-degree rotation in place is realized by reversely rotating the left and right blade wheels.

Description

Technical Field

[0001] This invention relates to the field of ship propulsion technology, specifically to a retractable vector propulsion four-bladed ship drive device and control method. Background Technology

[0002] Modern shipping places increasingly higher demands on a vessel's maneuverability, safety, and dock adaptability. Traditional ship propulsion systems typically rely on a single large propeller in conjunction with rudder blades to achieve forward, reverse, and turning movements. While such systems are technologically mature, they have inherent limitations: in low-speed, narrow waters, or during berthing and unberthing operations, the vessel's turning and lateral movement capabilities are severely insufficient, often requiring the use of auxiliary tugboats to complete precise berthing or complex maneuvers. This not only increases operating costs but also reduces operational efficiency, especially in busy ports or where berth space is limited. Furthermore, the main propeller, fixed to the hull, poses a risk of collision with docks and underwater obstacles when navigating or berthing in shallow waters.

[0003] To enhance ship maneuverability, the industry has developed various new propulsion technologies. For example, azimuth thrusters (such as Z-thrusters) can rotate 360 ​​degrees in thrust direction, greatly improving ship maneuverability. However, such thrusters are typically fixed under the hull, with their moving parts exposed to water for extended periods. They are susceptible to damage in shallow water or near-shore areas, and mechanical failures result in costly and time-consuming repairs. Another common solution is the bow thruster, which provides lateral thrust at the bow to assist in steering and lateral movement. However, its thrust magnitude and direction are limited, and it is usually only used as an auxiliary device, unable to independently perform complex ship attitude control.

[0004] In recent years, with technological advancements, devices combining vector propulsion and retractable concepts have emerged. For example, some workboats or special-purpose vessels are equipped with auxiliary propellers or podded propellers that can extend out of the hull to provide additional lateral thrust. However, these solutions typically serve as supplements to the main propulsion system, resulting in complex systems with low integration, making it difficult to achieve four-quadrant full vector propulsion and overall optimized control. Current technology lacks an integrated solution that can actively adjust the propulsion layout based on navigation conditions (such as high-speed navigation in open water versus precise operation in narrow waters), organically combining high-power propulsion with precise vector control. Especially on large cargo ships and other vessel types with extremely high requirements for cargo space and structural reliability, achieving reliable deployment and retraction of propulsion units and multi-degree-of-freedom vector control while ensuring structural strength and power transmission efficiency remains a significant technical challenge.

[0005] Therefore, there is a need in this field for a new type of ship propulsion device and control method that can effectively overcome the above-mentioned defects, provide the high-speed navigation performance of traditional propulsion systems, and achieve the protection of the propulsion unit and flexible vector thrust distribution through structural innovation. In this way, without relying on external assistance, it can significantly improve the autonomous maneuverability, operational accuracy and safety of ships, especially large cargo ships, in complex waters and berthing and unberthing operations. Summary of the Invention

[0006] The purpose of this invention is to provide a retractable vector propulsion four-blade drive device and control method for ships. Through four independently driven, retractable, and directional four sets of blades, the device provides the ship with retractable multi-directional vector thrust. This device significantly improves the ship's maneuverability and handling flexibility, enabling it to efficiently achieve various complex operating conditions such as lateral translation, diagonal travel, on-the-spot turning, and precise berthing without relying on tugboats. It is particularly suitable for waterways with high maneuverability requirements, such as ports and narrow channels.

[0007] To achieve the above objectives, the present invention provides the following technical solution: a retractable vector propulsion four-bladed drive device and control method for a ship, comprising: a ship hull; a power source disposed within the ship hull; a transmission mechanism for changing the output speed and torque; a transmission connection component for connecting the power source and the transmission mechanism; a propeller propeller disposed at the bottom of the hull; a transmission box for distributing power and changing the transmission direction; a torque distributor for separating the torque output from a single power source; a transmission component for transmitting the power output from the transmission box to the impeller; an impeller providing the main propulsion force; a main shaft housing for mounting and supporting the main shaft and the impeller transmission structure; a core shaft penetrating the transmission system and transmitting power; and a mechanism for adjusting the impeller thrust angle. The propeller comprises a linkage mechanism, a gear rack for telescopic and lifting actions, and an extendable shaft for moving the impeller assembly between extended and retracted positions. The power source is connected to a transmission mechanism via a transmission coupling. Transmission boxes are connected to both sides of the transmission mechanism, and these boxes are connected to the impeller via transmission components. The transmission mechanism is connected to the bottom of the hull via a propeller thruster. The impeller is mounted on a telescopic support arm, which is connected to the extendable shaft via a gear rack, enabling the impeller to extend, retract, and adjust its angle. The propeller is equipped with an underwater optical controller, a line position controller or an ultrasonic controller, as well as limit controllers, safety locks, safety protection positioning blocks, and safety protection positioners, thus providing protection and ensuring the safe operation of the propeller.

[0008] Furthermore, the drive device adopts an independent drive layout with two sets of impellers arranged on both sides of the ship's hull. Each impeller is driven by an independent transmission box and transmission components, and the rotation speed and direction of each impeller can be controlled independently. This allows for the coordinated realization of the ship's lateral translation, oblique propulsion at a non-zero angle with the ship's longitudinal axis, and in-situ turning without horizontal displacement.

[0009] Furthermore, the impeller is connected to the main shaft housing via a linkage mechanism. The linkage mechanism can adjust the planar direction of the impeller so that the direction of the fluid thrust it generates forms a preset angle with the longitudinal axis of the ship's main body, thereby generating a vector thrust with controllable direction.

[0010] Furthermore, the support arm adopts a lifting mechanism that moves along a preset guide path. This lifting mechanism, in conjunction with the meshing transmission of a gear rack and an extendable shaft, enables the impeller assembly to be smoothly extended and retracted in the vertical or inclined direction, and can reliably fix the angle at any working position.

[0011] Furthermore, the connection between the main shaft and the impeller adopts a hinged transmission structure that allows for angular offset. This structure maintains continuous and stable power transmission during the impeller's retraction and extension movements and planar angle adjustments, avoiding power interruption or transmission jamming caused by position changes.

[0012] Furthermore, the transmission components, where they pass through the hull bulkheads or shell structure, employ a combined sealing structure composed of multiple layers of different materials and structures to effectively prevent damage to the seal due to relative movement of components during the impeller's retraction and extension, thus ensuring reliable isolation between the hull interior and the external waters.

[0013] Furthermore, the following operational steps are included: Berthing and unberthing operation modes: Control the impeller assemblies located on both sides of the ship's main body to retract inward to within the ship's outline, leaving only two sets of adjustable impellers located in the middle area of ​​the ship's main body. By adjusting the propulsion angle and thrust of these two sets of impellers, precise vector thrust is generated to achieve accurate and smooth berthing of the ship relative to the dock. At the same time, the retracted support arm can avoid scratching the dock facilities in narrow spaces. Normal navigation mode: Control the support arms of all impeller components to extend outward to the working position, and all four impellers are put into operation. By implementing differential control of the speed or direction of the impeller groups on the left and right sides, the ship can quickly turn at high speed. Alternatively, by controlling the four impellers to generate oblique thrust in the same direction at the same time, the ship can travel obliquely along a trajectory at a certain angle to the longitudinal axis of the hull. Small-range maneuvering and on-the-spot turning function: Control the impeller group located on the left side of the ship's main body to generate opposite rotational motions with the impeller group on the right side, thereby generating a torque that makes the hull rotate around its own center point, realizing a 360-degree on-the-spot turn without relying on external traction and without horizontal displacement.

[0014] Furthermore, in the aforementioned berthing and unberthing operation modes, the retained impeller plane angle is changed by operating the linkage mechanism, so that the direction of the propulsion force generated by it forms a preset angle with the longitudinal axis of the hull. Thus, without the assistance of external tugboats, the ship can generate the power to move diagonally, achieving autonomous, cable-free diagonal berthing or unberthing.

[0015] Furthermore, in the conventional navigation mode, the speed and direction of rotation of the impeller groups located at the front, rear, left, and right sides of the ship are independently and precisely adjusted by the ship control system to generate complex water flow thrust in coordination, thereby significantly improving the ship's maneuverability and handling performance in restricted waters, narrow channels, or complex sea conditions.

[0016] Furthermore, in the aforementioned small-range maneuvering and stationary turning functions, the torque from the power source is redistributed and directional controlled by the torque distributor, and the torque is transmitted to the impeller groups on the left and right sides of the ship respectively and in opposite directions, driving them to rotate in opposite directions. The torque difference of the reaction force of the water flow on both sides is used to drive the hull to turn in place, and the whole process does not rely on the deflection of the traditional rudder.

[0017] This invention provides a retractable vector propulsion four-bladed wheel drive device and control method for ships, which has the following advantages: 1. This device employs an independent drive layout with two sets of impellers on each side. Each set of impellers is driven by an independent gearbox and transmission rod, allowing for independent and precise control of the speed and direction of the impellers on both sides. Through this differential drive mechanism, the ship does not need to rely on traditional steering gear; it can achieve flexible lateral translation, diagonal travel, and other highly maneuverable actions simply by controlling the differential speed of the four sets of impellers. This revolutionizes the ship's maneuverability in complex waters such as narrow channels and congested ports, enabling it to "move" as flexibly as a land vehicle. This greatly improves the safety, accuracy, and efficiency of berthing, unberthing, and obstacle avoidance, effectively reducing the reliance of traditional ships on tugboat assistance in such scenarios.

[0018] The impeller is connected to the main shaft box via a tie rod, allowing its angle to be adjusted to create a controllable angle between the thrust direction and the hull, achieving true vector thrust. Combined with a retractable support arm structure, the impeller can be completely retracted into the hull when retracted to reduce drag, and can be quickly extended and flexibly adjusted in angle according to the required navigation attitude when needed. This design expands the propeller's function from simple forward / reverse to omnidirectional propulsion, enabling the ship to precisely generate oblique or lateral thrust when berthing, easily completing berthing operations at complex angles. This combination of retraction / extension and vector thrust significantly improves the ship's adaptability to different operating scenarios and overall propulsion efficiency.

[0019] The device integrates a torque separator and an independent transmission system, allowing the impellers on both sides to be distributed with opposite rotational power. When the stationary turning function is activated, the left and right impellers rotate in opposite directions, generating thrust in opposite directions but with equal torque, thereby driving the hull to achieve a smooth 360-degree stationary rotation. This function completely changes the operating mode of large ships in narrow waters or when precise positioning is required (such as turning around or anchoring), freeing them from the limitations of requiring a large turning radius and reducing dependence on complex external environments (such as water flow and wind direction), significantly improving operational autonomy, safety, and space utilization efficiency.

[0020] To address the challenge of watertightness in movable components, this device employs a multi-stage waterproof sealing structure at the junction of the transmission rod and the hull. This design effectively accommodates the complex movements at the connection point during impeller retraction, extension, and angle adjustments, preventing leakage caused by seal failure due to mechanical action. Simultaneously, a universal joint transmission structure connects the main shaft and the impeller, ensuring stable and low-loss power transmission to the impeller even as its attitude changes, maintaining consistent propulsion efficiency. These design features collectively guarantee the reliability and durability of the entire retractable vector propulsion system under long-term, frequent mechanical movement, reducing maintenance requirements and the risk of failure.

[0021] The proposed control method deeply integrates hardware capabilities with specific operational scenarios, forming multiple intelligent modes such as berthing, navigation, and on-the-spot turning. In berthing mode, by retracting part of the impeller and adjusting the angle of the remaining impeller, precise vector berthing can be achieved while avoiding collisions between the support arm and the dock. In navigation mode, it can flexibly switch between high-speed straight navigation and high-maneuverability differential turning as needed. This modular and integrated control strategy allows operators to invoke advanced maneuvering functions with simple commands without needing to be proficient in complex multi-mechanism coordination principles, significantly reducing operational difficulty and improving the overall operational efficiency and safety of the vessel under various working conditions. Attached Figure Description

[0022] To more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings in the following description are merely exemplary, and those skilled in the art can derive other embodiments based on the provided drawings without creative effort.

[0023] Figure 1 This is a schematic diagram of the overall structure of the present invention; Figure 2 This is a schematic diagram of the impeller structure of the present invention; Figure 3 This is a flowchart illustrating the overall power transmission process of the present invention. Figure 4 This is a flowchart of the impeller retraction and extension + vector angle adjustment process of the present invention; Figure 5 This is a flowchart illustrating the control process for the three operating modes of this invention.

[0024] Part Name: Cargo ship 1; engine 2; gearbox 3; shaft transfer device 4; impeller propeller 5; gearbox 6; torque separator 7; transmission rod 8; impeller 9; main shaft box 10; main shaft 11; tie rod 12; rack 13; telescopic shaft 14. Detailed Implementation

[0025] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numerals in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this disclosure. Rather, they are merely examples of apparatuses consistent with some aspects of this disclosure as detailed in the appended claims.

[0026] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0027] How to use: 1. Startup and Basic Mode Preparation The engine 2 (internal combustion engine) is started, and power is transmitted to the gearbox 3 via the axle 4. The gearbox 3 divides the power into three paths: one path drives the bottom-mounted impeller 5 to provide basic propulsion; the other two paths send power to gearboxes 6 located on both sides of the hull. Each gearbox 6 transmits power to its corresponding impeller 9 via a connecting transmission rod 8. The connection between the transmission rod 8 and the hull employs a multi-stage waterproof sealing structure to ensure reliable sealing under various operating conditions.

[0028] Mode selection and function execution 2.1 How to use the docking mode When the vessel needs to berth at the dock, the berthing mode is adopted. First, the telescopic shaft 14 is operated to drive the rack 13 to move, smoothly retracting the support arms containing the impeller assemblies located at the outermost ends on both sides of the vessel. At this time, only the two drive units in the middle of the hull remain operational. Next, by adjusting the tie rod 12 connecting the main shaft box 10 and the impeller 9, the propulsion direction of the middle impeller 9 is changed, so that the vector thrust it generates forms an angle with the hull. The main shaft 11 is connected to the impeller 9 through a universal joint, ensuring stable power transmission during the adjustment of the impeller 9 angle. By precisely controlling the thrust magnitude and vector direction of these two sets of impellers 9, the vessel can achieve oblique movement and smooth, precise berthing at the dock without the assistance of external tugboats. The retracted support arms prevent the hull from scraping against the dock facilities.

[0029] 2. How to use the navigation mode When navigating normally in open waters, the navigation mode is employed. Through the transmission of the telescopic shaft 14 and rack 13, the support arms on both sides are fully extended, allowing all four sets of impellers 9 to enter their working positions. The four impellers 9 operate at full power, and through differential control technology, the output speed and direction of the left and right gearboxes 6 are independently adjusted, enabling rapid turning at high speeds. For example, when a sharp right turn is required, the speed of the left impeller set can be increased or the speed of the right impeller set decreased. Furthermore, by synchronously adjusting the thrust vector angle of the two impellers 9, a total thrust at a certain angle to the ship's centerline can be synthesized, enabling the ship to travel at an angle, thus effectively coping with crosswinds or currents.

[0030] 3. In-place turning operation method In narrow waters or when extremely high maneuverability is required, the stationary steering function can be activated. The core of this function is the redistribution of power from the gearbox 3 via the torque separator 7. During operation, the torque separator 7 reverses the input torque of the left and right gearboxes 6. Specifically, the impeller set driven by the left gearbox 6 rotates forward, while the impeller set driven by the right gearbox 6 rotates in reverse. This design, where the thrust generated by the left and right impellers 9 is equal in magnitude and opposite in direction, allows the vessel to perform a precise 360-degree rotation around its center point without relying on traditional steering gear. Throughout the process, the transmission system remains stable, and the support arms are in an extended, locked state.

[0031] Retraction and Vector Angle Adjustment Mechanism The retraction and extension of impeller 9 are achieved through a guide rail lifting mechanism. The linear motion of the telescopic shaft 14 is converted into the translation of the rack 13, thereby driving the support arm to rise and fall smoothly along the guide rail, and it can be locked at any position. The vector angle adjustment of impeller 9 is accomplished by the tie rod 12 mechanism. The change in the length of tie rod 12 directly drives impeller 9 to deflect around its mounting point, changing the direction of thrust. The universal joint transmission structure between the main shaft 11 and impeller 9 ensures that the power transmission path from the main shaft box 10 to impeller 9 remains continuous and efficient during angle deflection and position retraction and extension.

[0032] Example: Example 1 This embodiment demonstrates a retractable vector propulsion four-bladed drive system for ships and its application in the berthing operations of large cargo ships. The system is installed on the stern and both sides of cargo ship 1.

[0033] The device includes an engine 2 (internal combustion engine) that powers the system. The power output from engine 2 is transmitted to gearbox 3 via a shaft separator 4. Gearbox 3 not only transmits a portion of the power to the flapper propeller 5 located at the bottom of the hull to provide a basic speed, but more importantly, it distributes power to two gearboxes 6 on the left and right sides. Each gearbox 6 is connected to a drive rod 8, the end of which drives an impeller 9. A key feature of this embodiment is that the four impellers 9 are not fixedly mounted, but rather mounted on independent support arms. A rack 13 is integrated inside the support arm, meshing with a telescopic shaft 14 capable of linear motion. By controlling the extension and retraction of the telescopic shaft 14, the rack 13 can be driven, thereby smoothly extending and retracting the entire support arm and its end impellers 9.

[0034] When cargo ship 1 enters the port and prepares to berth, the helmsman activates the berthing mode. First, the telescopic shaft 14 is operated to fully retract the two sets of impellers 9 located on the outermost sides of the port and starboard sides of cargo ship 1, along with their support arms, into the hull. At this time, only the two sets of impellers 9 near the centerline of the hull remain operational. To achieve precise lateral movement, the helmsman adjusts the lever 12 connecting the impellers 9 to the main shaft box 10, changing the thrust angle of these two sets of working impellers 9 so that their thrust direction forms an angle with the centerline of the hull, generating vector thrust. Since the rotational power of the impellers 9 is transmitted through the main shaft 11 with a universal joint structure, the power transmission is uninterrupted and stable during angle adjustment. With the help of this precisely controllable lateral thrust, this large cargo ship 1 achieves smooth, safe, and efficient angled berthing without the assistance of tugboats, while the retracted support arms effectively avoid the risk of collision with dock facilities.

[0035] Example 2 This embodiment details the application of the same drive unit in navigation modes when dealing with complex waterway maneuvers.

[0036] After the vessel leaves the dock and enters the main channel, the operator switches the mode to navigation mode. By controlling the telescopic shaft 14, the previously retracted side support arms are fully extended, allowing all four sets of impellers 9 to be fully deployed to their optimal working positions. The four sets of impellers 9 operate at full power driven by the engine 2 (internal combustion engine) through the gearbox 3 and gearbox 6. The multi-stage waterproof sealing structure at the junction of the transmission rod 8 and the hull ensures the airtightness of the cabin when extended.

[0037] The independent drive advantage of this device becomes apparent when the vessel needs to overtake slower-moving vessels or avoid suddenly appearing obstacles. Since the impeller assemblies on both sides are controlled by independent gearboxes 6, the operator can implement differential control. For example, when a rapid left turn is needed, the system briefly increases the speed of the right impeller 9 while slightly decreasing the speed of the left impeller 9. The thrust difference generated on both sides creates a powerful steering torque, enabling the vessel to make agile turns with a radius much smaller than that of a traditional rudder. Furthermore, if there is an angle between the channel current direction and the course, the operator can simultaneously fine-tune the angles of the four impeller assemblies 9 via lever 12, partially canceling out the total thrust vector with the direction of water resistance, achieving stable and energy-efficient diagonal navigation, effectively maintaining the course and saving fuel.

[0038] Example 3 This embodiment focuses on describing the specific implementation of the drive device in its stationary turning function, which is suitable for turning around in narrow waters.

[0039] When a vessel enters waters with limited space, such as small locks or congested anchorages, the conventional turning radius is often insufficient for turning around. In this case, the operator can activate the stationary turn function. The core control component of this function is the torque separator 7. When the command is given, the torque separator 7 redirects the power flow distributed from the gearbox 3 to the left and right gearboxes 6.

[0040] Its operating mechanism is as follows: Torque separator 7 adjusts the transmission phase, so that the power supplied to the left gearbox 6 drives the two sets of impellers 9 on the left to rotate in one direction, while the power supplied to the right gearbox 6 drives the two sets of impellers 9 on the right to rotate in completely opposite directions. At this time, the thrust generated by the impellers 9 on both sides is equal in magnitude but opposite in direction. This pair of force couples acts on the hull, and the pure torque generated allows the cargo ship 1 to slowly rotate 360 ​​degrees around its own center of gravity without relying on forward or backward inertia or the participation of traditional rudder blades. During the entire rotation process, the support arm is in an extended and locked state, and the universal joint structure between the main shaft 11 and the impellers 9 ensures that even when the rotation of the hull causes a relative change in the direction of the water flow, the power can be smoothly transmitted to the impellers 9, achieving stable and controllable turning in place.

[0041] Example 4 This embodiment illustrates the application of this device in compound maneuvering scenarios during emergency collision avoidance.

[0042] Suppose a cargo ship 1 equipped with this drive system is navigating a river when a small vessel suddenly appears crossing the channel ahead. In this situation, multiple modes need to be combined for emergency avoidance. The pilot first quickly switches to navigation mode, ensuring all four impellers 9 are fully extended to provide maximum maneuverability.

[0043] In the first step, the pilot might quickly operate lever 12 to adjust the angles of all impellers 9, generating a vector thrust at a large angle to the ship's axis. This gives the ship instantaneous lateral acceleration, allowing for an emergency lateral shift to avoid the collision point. Immediately afterward, if insufficient lateral space is detected, the pilot can activate the core of the stationary steering function. Through the rapid intervention of the torque separator 7, the left and right impellers 9 generate opposing thrust, causing the bow to veer rapidly and change the ship's orientation. After the bow avoids the obstacle, differential control of the left and right gearboxes 6, combined with the adjustment of the impeller 9's vector angle, allows the ship to accelerate away along a new safe course. Throughout the collision avoidance process, the impeller 9's extension and retraction mechanisms remain in an extended and locked state. The rapid response of the transmission system and the seamless integration of multiple control modes greatly enhance the ship's active safety performance in emergency situations.

[0044] Example 5 This embodiment illustrates how to use the drive device under special operating conditions, such as operations that require maintaining a precise ship position for an extended period of time.

[0045] In certain marine engineering or scientific research operations, ships need to maintain a position with high precision near a fixed point for extended periods, and may require minor course adjustments. Traditional propulsion and rudder systems are inefficient and complex to operate under such conditions.

[0046] In this operating condition, a vessel equipped with this device can flexibly utilize all its control characteristics. First, continuous basic power is provided by engine 2 (internal combustion engine) and gearbox 3. All four sets of impellers 9 are extended and operational. During position holding, the operator can independently and precisely adjust the output power of each gearbox 6 to counteract the effects of environmental forces such as wind and current on the hull. For example, when water currents push the hull from the port side, the system automatically increases the thrust output of the right impeller 9 to counteract the impact.

[0047] When fine-tuning the ship's heading is required, there is no need to steer back and forth like traditional ships. Simply apply a small differential speed command to the impellers 9 on both sides, or make a very small angular offset to one side of the impeller 9 via the tie rod 12, to generate a precise and continuously controllable heading adjustment torque, achieving "inching" of the ship's position and "fine-tuning" of its course. The guide rail lifting mechanism of the support arm and the rack and pinion transmission 13 ensure the absolute stability of the impeller 9's working position, while the universal joint of the main shaft 11 and the waterproof seal of the transmission rod 8 ensure the system's reliability under long-term continuous operation, enabling the ship to perform high-precision positioning tasks as if it had a dynamic positioning system.

[0048] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A retractable vector propulsion four-bladed wheel drive device for ships, characterized in that, include: Cargo ship (1), engine (2), gearbox (3), shaft transfer device (4), universal impeller propeller (5), gearbox (6), torque separator (7), transmission rod (8), impeller (9), main shaft box (10), main shaft (11), tie rod (12), rack (13), telescopic shaft (14); The engine (2) is connected to the gearbox (3) via a shaft adapter (4). Gearboxes (6) are connected to both sides of the gearbox (3). Gearboxes (6) are connected to impellers (9) via transmission rods (8). The gearbox (3) is connected to the bottom of the hull via a multi-bladed propeller (5). The impeller (9) is mounted on a telescopic support arm, which is connected to the telescopic shaft (14) via a rack (13) to enable the retraction and angle adjustment of the impeller (9).

2. The driving device according to claim 1, characterized in that, The four-impeller drive device adopts an independent drive layout of two sets of impellers (9) on each side. Each set of impellers (9) is driven by an independent gearbox (6) and transmission rod (8), and the speed and direction can be controlled independently to realize the ship's lateral translation, diagonal driving and turning on the spot.

3. The driving device according to claim 1, characterized in that, The impeller (9) is connected to the main shaft box (10) via a tie rod (12). The tie rod (12) can adjust the angle of the impeller (9) so that the direction of the propulsion force forms an angle with the hull, thereby realizing vector thrust.

4. The driving device according to claim 1, characterized in that, The support arm adopts a guide rail type lifting mechanism, which, together with the transmission of the rack (13) and the telescopic shaft (14), realizes the smooth extension and retraction and angle locking of the impeller group.

5. The driving device according to claim 1, characterized in that, The main shaft (11) and the impeller (9) adopt a universal joint transmission structure to maintain stable power output during the retraction and angle adjustment of the impeller (9).

6. The driving device according to claim 1, characterized in that, The connection between the transmission rod (8) and the hull adopts a multi-level waterproof sealing structure to prevent watertight failure caused by the retraction and extension actions.

7. A method for controlling the retractable vector propulsion four-bladed wheel drive of a ship, characterized in that, Includes the following steps: Dock-up mode: The two side impellers (9) are retracted, leaving only the two sets of adjustable impellers (9) in the middle. The precise docking is achieved through vector thrust, while the support arm is retracted to avoid the hull scraping against the dock. Navigation mode: The support arm extends and the four impellers (9) operate at full power. Rapid steering is achieved through differential control, or oblique driving is achieved by synchronous output of oblique thrust; Stationary steering function: The left and right impellers (9) rotate in opposite directions, so that the hull can rotate 360° in place.

8. The control method according to claim 7, characterized in that, In the berthing mode, by adjusting the lever (12) to change the angle of the impeller (9), the direction of the propulsion force is at a certain angle to the hull, and oblique berthing can be achieved without additional tugboats.

9. The control method according to claim 7, characterized in that, In navigation mode, the speed and direction of different side impellers (9) are independently controlled to improve the maneuverability of the ship in complex waters.

10. The control method according to claim 7, characterized in that, In the stationary turning function, power is distributed through the torque separator (7) so that the left and right impellers (9) rotate in opposite directions, and 360° stationary turning can be completed without additional servo motor.

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