Propulsion mechanism for ship and ship

Abstract

The utility model discloses a propulsion mechanism for a ship and the ship, and belongs to the field of ship propulsion, the propulsion mechanism comprises a driving part, a first transmission piece, an accelerator position sensor, a speed sensor, a first controller, a second controller and an engine, one end of the first transmission piece is connected with the driving part, and the other end of the first transmission piece is connected with the engine; the other end of the first transmission part is connected with the accelerator position sensor, the first controller is in communication connection with the navigational speed sensor and the driving part so as to selectively control the driving part to drive the first transmission part according to the navigational speed monitored by the navigational speed sensor, and the second controller is in communication connection with the accelerator position sensor and the engine. And the rotating speed of the engine can be selectively controlled according to a signal of the accelerator position sensor. According to the technical scheme, accurate navigational speed control can be completed through a simple ship propelling mechanism structure.

Description

Technical Field

[0001] The utility model relates to the field of boat propulsion, in particular to a propulsion mechanism for boats and the boats. Background Art

[0002] The propulsion mechanism of a boat is a crucial component of the boat power system, and its performance directly affects the boat's navigation efficiency, safety and economy. With the development of the boat industry and the improvement of environmental protection requirements, the technical requirements for the propulsion mechanism are becoming higher and higher. In the related technologies, the structure of the boat propulsion mechanism is relatively complex, and the accuracy of controlling the speed is not high. Utility Model Content

[0003] The utility model provides a propulsion mechanism for boats and boats, so as to solve the technical problems in the prior art that the propulsion mechanism structure of boats and boats is relatively complex and the speed control accuracy is not high, and realizes relatively accurate speed control through a simple boat propulsion mechanism structure and boats.

[0004] In order to solve the above-mentioned technical problems, an embodiment of the utility model provides a propulsion mechanism for a boat, including a driving part, which is arranged on the hull of the boat; a first transmission member and a throttle position sensor, one end of the first transmission member is connected to the driving part, and the other end of the first transmission member is connected to the throttle sensor; a speed sensor, which is used to monitor the speed of the boat; a first controller, the first controller is respectively communicated with the speed sensor and the driving part, so as to selectively control the driving part to drive the first transmission member according to the speed monitored by the speed sensor; a second controller and an engine, the second controller is respectively communicated with the throttle position sensor and the engine, so as to selectively control the engine speed according to the signal of the throttle position sensor.

[0005] According to the propulsion mechanism for boats and ships of the present application, one end of the first transmission member is connected to the driving part, and the other end of the first transmission member is connected to the throttle position sensor, so that the throttle position sensor can receive the signal of the driving part in time through the first transmission member; the first controller is connected to the speed sensor and the driving part in communication, so that the first controller can control the driving part according to the traditional speed monitored by the speed sensor, and then the driving part controls the first transmission member; the second controller is connected to the throttle position sensor and the engine in communication, so that the second controller can control the engine speed according to the signal of the throttle position sensor. Therefore, the effect of high-precision control of the boat speed can be achieved without designing a complex boat driving structure.

[0006] In some embodiments of the present application, the driving part is configured as a driving motor, and the first transmission member is configured as a pull wire.

[0007] In this way, the driving part is constructed as a driving motor and the first transmission member is constructed as a pull wire, which can improve the signal sensing accuracy.

[0008] In some embodiments of the present application, the propulsion mechanism further includes a turntable, which is rotatably connected to the motor shaft of the motor, and the turntable is connected to one end of the pull wire.

[0009] In this way, by connecting the turntable to the motor shaft for rotation and connecting the turntable to one end of the pull wire, the motor can be driven by the turntable, which increases the service life of the pull wire, thereby increasing the service life of the boat and reducing the maintenance cost of the boat.

[0010] In some embodiments of the present application, the propulsion mechanism further includes a fuel tank, which is connected to the engine to provide fuel to the engine, and the second controller is configured to control the fuel intake and / or air intake of the engine.

[0011] In this way, by arranging a fuel tank on the propulsion mechanism, fuel can be provided for the boat to sail, so that it has a power source. By constructing the second controller to control the oil intake and / or air intake of the engine, the combustion efficiency of the engine can be effectively improved.

[0012] In some embodiments of the present application, the propulsion mechanism further includes an oil inlet pipe, which is connected between the fuel tank and the engine to transport the fuel in the fuel tank to the engine.

[0013] In this way, by arranging the oil inlet pipe between the fuel tank and the engine to transport the fuel in the fuel tank to the engine, it can be ensured that the engine obtains a stable and continuous fuel supply, providing a power source for engine combustion.

[0014] In some embodiments of the present application, the propulsion mechanism further includes an oil return pipe, which is connected between the fuel tank and the engine to transport unburned fuel of the engine to the fuel tank.

[0015] In this way, the unburned fuel of the engine is transported to the fuel tank through the oil return pipe, which can save fuel and improve fuel efficiency.

[0016] In some embodiments of the present application, a first filter is provided on the oil inlet pipeline, and a second filter is provided on the oil return pipeline.

[0017] This allows impurities in the fuel to be effectively filtered when the fuel is entering the engine and when the fuel is returned through the return pipe, preventing the impurities from causing damage to the engine.

[0018] In some embodiments of the present application, the propulsion mechanism further includes a propeller connected to a power output end of the engine.

[0019] In this way, the propeller speed can be controlled by the engine, thereby controlling the speed of the boat and improving the control accuracy of the boat.

[0020] In some embodiments of the present application, the engine is connected to the propeller through a second transmission member, the second transmission member includes a driving shaft and a driving pulley, the driving shaft is connected to the power output end of the engine, and the driving pulley is sleeved on the driving shaft; a driven shaft and a driven pulley, the driven shaft is rotatably arranged on a support frame, the driven pulley is sleeved on the driven shaft, the driven pulley is connected to the driving pulley through a transmission belt, and the driven shaft is also connected to the propeller.

[0021] This can reduce the vibration generated by the engine during the transmission process, improve the stability and accuracy of the propulsion mechanism under high-speed operating conditions, and reduce the generation of noise.

[0022] An embodiment of the present application also provides a boat, including a propulsion mechanism. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 It is a structural schematic diagram of a propulsion mechanism for a boat provided by an embodiment of the utility model;

[0024] Figure 2 A schematic diagram of the structure of a boat provided by an embodiment of the utility model;

[0025] Figure 3 yes Figure 1 A partial enlarged view of

[0026] Figure 4 It is a structural schematic diagram of a driving unit provided by an embodiment of the utility model;

[0027] Figure 5 yes Figure 1 Another partial enlarged picture of;

[0028] Figure 6 It is a structural schematic diagram of the second transmission member provided in an embodiment of the utility model.

[0029] The reference numerals of the drawings in the specification are as follows:

[0030] Boat 1; boat hull 1a; propulsion mechanism 1b;

[0031] Driving unit 11; motor shaft 11a; turntable 11b; driving unit bracket 11c;

[0032] First transmission member 12; first transmission member bracket 12a;

[0033] Throttle position sensor 13;

[0034] Speed ​​sensor 14;

[0035] A first controller 15;

[0036] A second controller 16;

[0037] Engine 17; Power output terminal 17a;

[0038] Fuel tank 18;

[0039] Oil inlet pipe 19; first filter 19a;

[0040] Oil return pipe 20; second filter 20a;

[0041] Propeller 21;

[0042] The second transmission member 22; a driving shaft 22a; a driving pulley 22b; a driven shaft 22c; a driven pulley 22d; a conveyor belt 22f; a support frame 22g; a bearing fixing seat 22h; a coupling 22i;

[0043] Fuel pump 23. DETAILED DESCRIPTION

[0044] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments of the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0045] In addition, for simplicity and clarity, in the accompanying drawings, the size or thickness of various components, layers may be amplified. Throughout the entire text, the same numerical value refers to the same element. As used herein, the term "and / or", "and / or" includes any and all combinations of one or more related enumerated items. In addition, it should be understood that when element A is referred to as "connecting" element B, element A may be directly connected to element B, or there may be an intermediate element C and element A and element B may be indirectly connected to each other.

[0046] Further, the use of “may” when describing embodiments of the present invention refers to “one or more embodiments of the present invention”.

[0047] The professional terms used herein are for the purpose of describing specific embodiments and are not intended to limit the utility model. As used herein, the singular form is intended to also include the plural form, unless the context clearly indicates otherwise. It should be further understood that the term "comprising", when used in this specification, refers to the presence of narrated features, values, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, values, steps, operations, elements, components and / or combinations thereof.

[0048] Spatial related terms, such as "on" and the like can be used herein for convenient description, to describe the relationship between an element or feature and another element (multiple elements) or feature (multiple features) as illustrated in the figure. It should be understood that, in addition to the directions described in the figure, spatial related terms are intended to include different directions of equipment or devices in use or operation. For example, if the equipment in the figure is turned over, the elements described as "above" or "on" other elements or features will be oriented "below" or "below" other elements or features. Therefore, the exemplary term "on" may include the direction above and below. It should be understood that although the terms first, second, third, etc. can be used herein to describe various elements, components, regions, layers and / or parts, these elements, components, regions, layers and / or parts should not be limited by these terms. These terms are used to distinguish an element, component, region, layer or part from another element, component, region, layer or part. Therefore, the first element, component, region, layer or part discussed below may be referred to as the second element, component, region, layer or part without departing from the teaching of the exemplary embodiment.

[0049] Existing boat propulsion mechanisms usually need to adopt more complex structures, such as platform body subsystem, kinetic / energy subsystem, perception subsystem, control subsystem, communication subsystem and interaction subsystem to realize the boat propulsion function. However, they are costly, prone to failure, and cannot meet operational requirements in terms of long-term reliability. In addition, the boat's speed control accuracy is not high.

[0050] The embodiment of the utility model solves the technical problems in the prior art that the propulsion mechanism and boat structure of the boat are relatively complex and the speed control accuracy is not high by providing a propulsion mechanism and boat for the boat, and realizes relatively accurate speed control through a simple boat propulsion mechanism structure and boat.

[0051] The technical solution in the embodiment of the utility model is to solve the technical problems that the propulsion mechanism structure of the boat and the boat in the above-mentioned prior art is relatively complex and the speed control accuracy is not high. The overall idea is as follows:

[0052] One end of the first transmission member is connected to the driving part, and the other end of the first transmission member is connected to the throttle sensor, so that the throttle sensor senses the change of the driving part through the first transmission member; the first controller is respectively connected to the speed sensor and the driving part for communication, so that the speed monitored by the speed sensor can selectively control the driving part to drive the first transmission member; the second controller is respectively connected to the throttle position sensor and the engine for communication, so as to selectively control the engine speed according to the signal of the throttle position sensor, thereby controlling the ship speed.

[0053] In order to better understand the above technical solution, the above technical solution will be described in more detail below in conjunction with the accompanying drawings and specific implementation methods.

[0054] Please also read Figure 1 and Figure 2 , Figure 1 It is a structural schematic diagram of a propulsion mechanism 1b for a boat 1 provided in an embodiment of the utility model; Figure 2 A schematic structural diagram of a boat 1 provided in an embodiment of the utility model.

[0055] In this embodiment, the propulsion mechanism 1b of the boat 1 includes a driving unit 11, a first transmission member 12 and a throttle position sensor 13. The driving unit 11 is arranged on the hull of the boat 1, one end of the first transmission member 12 is connected to the driving unit 11, and the other end of the first transmission member 12 is connected to the throttle position sensor 13. When the propulsion mechanism 1b of the boat 1 is running, the driving unit 11 relaxes or tightens the throttle position sensor 13 through the first transmission member 12. When the boat 1 needs to accelerate, the driving unit 11 can tighten the first transmission member 12. The driving unit 11 controls the tightening of the first transmission member 12 so that the first transmission member 12 is in a tightened state. By tightening one end of the first transmission member 12 by the driving unit 11, tightening stress is generated inside the first transmission member 12, and tightening force is generated at the other end of the first transmission member 12. The throttle position sensor 13 senses the tightening degree of the first transmission by sensing the size of the tightening force of the first transmission member 12, thereby sending a corresponding throttle position signal.

[0056] In some embodiments, a throttle pedal may be provided on the boat 1, and the driving unit 11 is controlled by the throttle pedal, thereby controlling the throttle position. When the displacement of the throttle pedal is greater, the tightening degree of the first transmission member 12 by the driving unit 11 is greater, and the corresponding tightening force of the first transmission member 12 is greater. After sensing the tightening force of the first transmission member 12, the throttle position sensor 13 sends a throttle position signal corresponding to the first transmission member 12. When the displacement of the throttle pedal is smaller, the tightening degree of the first transmission member 12 by the driving unit 11 is smaller, and the corresponding tightening force of the first transmission member 12 is smaller. After sensing the tightening force of the first transmission member 12, the throttle position sensor 13 sends a throttle position signal corresponding to the first transmission member 12.

[0057] In this embodiment, the driving part 11 is constructed as a driving motor, such as a servo motor, a stepper motor, a brushless DC motor or an AC motor. A servo motor is an engine 17 that controls the operation of a mechanical element in a servo system, and is an auxiliary motor indirect speed change device. It can convert a voltage signal into a torque and a speed to drive a control object, so that the control speed and position accuracy are very accurate. The servo motor is used as an actuator, and has the characteristics of a small electromechanical time constant and high linearity. The servo motor can convert the received electrical signal into an angular displacement or angular velocity output on the motor shaft, so that the first transmission member 12 can be effectively and accurately controlled to relax or tighten. A stepper motor is an open-loop control element that converts an electrical pulse signal into an angular displacement or a linear displacement. It controls the angular displacement by controlling the number of pulses, so as to achieve the purpose of accurate positioning. At the same time, it can control the speed and acceleration of the motor rotation by controlling the pulse frequency, so as to achieve the purpose of tightening the first transmission member 12. A brushless DC motor has the advantages of being able to output a large torque at a low speed and provide a large starting torque. The speed and output power of the AC motor can be adjusted at any time, and can meet single or multiple loading requirements.

[0058] In some embodiments, the driving unit 11 is fixed to the hull through a driving unit bracket 11c to ensure that the driving unit 11 operates stably under high-speed conditions and reduce vibration.

[0059] In this embodiment, the first transmission member 12 is constructed as a pull wire, which can be set as a galvanized steel wire rope or a stainless steel wire rope. The galvanized steel wire rope is strong and durable, which can increase the service life of the pull wire, thereby increasing the overall service life of the propulsion mechanism 1b of the boat 1 and reducing the number of maintenance times; the stainless steel wire rope has high strength and good corrosion resistance, and can effectively cope with various environments. Using the stainless steel wire rope as a pull wire on the boat 1 can undoubtedly greatly enhance the risk resistance of the propulsion mechanism 1b of the boat 1.

[0060] Furthermore, two ends of the first transmission member 12 are horizontally fixedly connected to the first transmission member bracket 12a and the engine 17 fixed in the steering gear cabin.

[0061] In some embodiments, the throttle position sensor can be set as a sliding resistor throttle position sensor or a contactless Hall throttle position sensor. The sliding resistor inside the sliding resistor throttle position sensor senses the displacement of the first transmission member 12, and then converts the resistance value into a voltage signal for output; the contactless Hall throttle position sensor and the permanent magnet of the first transmission member 12 rotate together with the movement of the first transmission member 12, changing the relative position between the magnet and the Hall element, thereby changing the angle at which the magnetic lines of force enter the Hall element, and thus changing the voltage value output by the Hall element. This can effectively improve the sensing accuracy of the throttle position sensor, and thus improve the control accuracy of the propulsion mechanism 1b of the boat 1.

[0062] In this embodiment, the propulsion mechanism 1b of the boat 1 further includes a boat speed sensor, a first controller 15, a second controller 16 and an engine 17. The speed sensor 14 is used to monitor the speed; the first controller 15 is respectively connected to the speed sensor 14 and the driving unit 11 in communication, so as to selectively control the driving unit 11 to drive the first transmission member 12 according to the speed monitored by the speed sensor 14; the second controller 16 is respectively connected to the throttle position sensor 13 and the engine 17 in communication, so as to selectively control the speed of the engine 17 according to the signal of the throttle position sensor 13. When the propulsion mechanism 1b of the boat 1 is running, the speed sensor monitors the speed of the boat 1, and the first controller 15 determines whether the monitored speed exceeds the preset speed according to the speed monitored by the speed sensor. If the monitored speed exceeds the preset speed, the first controller 15 can control the driving unit 11 to relax and reduce the displacement and tightening force of the driving unit 11; if the monitored speed does not reach the preset speed, the first controller 15 can control the driving unit 11 to tighten and reduce the displacement and tightening force of the driving unit 11. The second controller 16 controls the speed of the engine 17 according to the corresponding sensor signal sent by the throttle position sensor 13. When the sensor signal sent by the throttle position sensor 13 is received and the boat 1 needs to be accelerated, the second controller 16 controls the speed of the engine 17 to accelerate; when the sensor signal sent by the throttle position sensor 13 is received and the boat 1 needs to be decelerated or stopped accelerating, the second controller 16 controls the output torque and speed of the engine 17 to decrease.

[0063] In this embodiment, the second controller 16 is configured to control the amount of oil or / and air intake of the engine 17. The second controller 16 may be disposed on the engine 17 or may not be disposed on the engine 17, and the utility model does not limit the position where the second controller 16 is disposed. The second controller 16 may adjust the amount of oil and air intake of the engine 17 by controlling the opening degree of the internal throttle of the engine 17, thereby controlling the speed of the engine 17. When the second controller 16 controls the opening degree of the internal throttle of the engine 17 to be greater, the amount of oil and air intake of the engine 17 is greater, the fuel burns more fully inside the engine 17, and the speed of the engine 17 is faster; when the second controller 16 controls the opening degree of the internal throttle of the engine 17 to be smaller, the amount of oil and air intake of the engine 17 is smaller, the fuel burns less inside the engine 17, and the speed of the engine 17 is slower.

[0064] In some embodiments, the speed sensor 14 is a device for measuring the speed of the boat 1, which can convert the movement speed of the boat 1 into an electrical signal, thereby realizing accurate measurement of the speed of the boat 1. The speed sensor 14 can be set as a rotary wing sensor, a pressure sensor, and an electromagnetic induction sensor. The rotary wing sensor generates a pulse signal through the rotating wing to measure the speed of the boat 1; the pressure sensor calculates the boat speed by measuring the change in water pressure; the electromagnetic induction sensor uses the electromagnetic induction principle to measure the speed of the boat 1. When the boat 1 moves, it will drive the change of the magnetic field. This magnetic field change will generate an induced current inside the sensor. By measuring the change in the induced current, the movement speed of the boat 1 can be obtained. In this way, using the speed sensor 14 to measure the boat 1 can improve the accuracy of measuring the speed of the boat 1, and provide beneficial conditions for more accurate control of the speed of the boat 1.

[0065] In some embodiments, the first controller 15 can be set to a programmable logic controller or a programmable automation controller. The programmable logic controller usually adopts industrial-grade design and manufacturing standards, has high reliability and stability, and is able to operate for a long time in harsh environments after rigorous testing and verification. Since the ship is at sea for a long time, on the one hand, the sea environment is harsh and humid, and water may enter the propulsion mechanism 1b of the boat 1. On the other hand, since the working operation time of the boat 1 is usually long, a controller with high reliability and stability is required to operate; the hardware of the programmable automation controller combines the durability of the programmable controller with the powerful functions of the industrial computer, and adopts the open and highly flexible software architecture of IEC61131-3. This combination enables the programmable automation controller to meet the various requirements put forward by modern industrial applications, especially in processing analog quantities, digital operations and network communications. The capabilities of the programmable automation controller have been greatly improved, and the use of a programmable automation controller can improve the accuracy of controlling the speed.

[0066] In some embodiments, the second controller 16 may also be configured as an electronic throttle controller, which is a device for controlling the air intake of the engine 17. The principle is to adjust the power output of the engine 17 by controlling the opening degree of the throttle, thereby controlling the speed of the boat 1. When the speed of the boat 1 needs to be increased, the electronic throttle controller can control the throttle of the engine 17 to open more, so that its air intake and fuel supply increase, thereby increasing the speed; when the speed of the boat 1 needs to be slowed down, the electronic throttle controller can control the throttle of the engine 17 to close less, so that its air intake and fuel supply decrease, thereby slowing down its speed.

[0067] In some embodiments, the engine 17 of the boat 1 is the core power equipment for the navigation of the boat 1, and its performance and reliability are directly related to the navigation safety and operation efficiency of the boat 1. The engine 17 of the boat 1 can be a steam turbine, a gas turbine or a diesel engine, or a combination of one or two of the above engines 17. The steam turbine is suitable for boats 1 of relatively large tonnage, such as aircraft carriers, which usually need to use engines 17 with high output power and high horsepower; the gas turbine or the combined use of the gas turbine and the diesel engine is suitable for boats 1 of general tonnage; and the diesel engine with better economy is used for boats 1 of smaller tonnage.

[0068] Please also read Figure 1 , Figure 3 as well as Figure 4 , Figure 3 yes Figure 1 A partial enlarged view of Figure 4 1 is a schematic diagram of the structure of the driving unit 11 provided in an embodiment of the utility model. In this embodiment, the propulsion mechanism 1b of the boat 1 also includes a turntable 11b, which is rotatably connected to the motor shaft 11a of the motor, and the turntable 11b is connected to one end of the pull line. When the propulsion mechanism 1b of the boat 1 is running, if it is necessary to control the boat speed to increase, the first controller 15 sends a command to the motor, the motor speed increases, the motor shaft 11a speeds up, and the turntable 11b speeds up, and the turntable 11b tightens the pull line, so that the throttle position sensor 13 sends a corresponding acceleration signal, and then the second controller 16 controls the engine 17 to increase its speed; if it is necessary to control the boat speed to slow down, the first controller 15 sends a command to the motor, the motor speed slows down, the motor shaft 11a speed slows down, and the turntable 11b slows down, and the turntable 11b loosens the pull line, so that the throttle position sensor 13 sends a corresponding deceleration signal, and then the second controller 16 controls the engine 17 to slow down.

[0069] Furthermore, the turntable 11b is rotatably connected to the motor shaft 11a of the motor, and the turntable 11b is connected to one end of the pull wire, which can protect the pull wire. The turntable 11b is usually designed with anti-electric shock and anti-wear mechanisms to protect the pull wire from damage, which extends the service life of the pull wire and reduces the replacement cost; it can also improve the safety of the propulsion mechanism 1b of the boat 1. The design of the turntable 11b takes safety factors into consideration, such as anti-electric shock design, making it safer to use, which reduces the safety hazards caused by the confusion of the pull wires.

[0070] See also Figure 1In this embodiment, the propulsion mechanism 1b of the boat 1 further includes a fuel tank 18, which is connected to the engine 17 to provide fuel for the engine 17. The fuel tank 18 stores fuel for providing power to the boat 1. During the operation of the boat 1, the fuel in the fuel tank 18 is consumed to convert chemical energy into mechanical energy. Generally speaking, the faster the boat speed, the higher the fuel consumption per unit time; the lower the boat speed, the less fuel consumption per unit time.

[0071] In some embodiments, the cross-section of the fuel tank 18 can be designed to be rectangular, which can store a large amount of fuel on the one hand, which is beneficial for the boat 1 to operate on the sea for a long time; on the other hand, setting the cross-section of the fuel tank 18 to be rectangular can also be beneficial for placing hydraulic devices on the box, reducing the internal volume of the ship.

[0072] Please refer to Figure 1 In this embodiment, the propulsion mechanism 1b of the boat 1 further includes an oil inlet pipe 19, which is connected between the fuel tank 18 and the engine 17 to deliver the fuel in the fuel tank 18 to the engine 17. The oil inlet pipe 19, as a part of the fuel supply system, mainly delivers the fuel from the fuel tank 18 to the engine 17, ensuring that the engine 17 obtains a stable and continuous fuel supply, and provides a power source for the engine 17.

[0073] In some embodiments, a fuel pump 23 is provided on the oil inlet pipe 19, and the fuel in the fuel tank 18 is sucked into the oil inlet pipe 19 through the fuel pump 23, and then enters the engine 17 through the oil inlet pipe 19. When the ship speed increases, the amount of fuel required by the engine 17 increases. At this time, the operating power of the fuel pump 23 is increased, the amount of fuel on the oil inlet pipe 19 is increased, and the fuel is supplied to the engine 17 through the oil inlet pipe 19, thereby increasing the amount of fuel supplied to the engine 17, thereby increasing the speed of the engine 17; when the ship speed decreases, the amount of fuel required by the engine 17 decreases. At this time, the operating power of the fuel pump 23 is reduced, the amount of fuel on the oil inlet pipe 19 is reduced, and the fuel is supplied to the engine 17 through the oil inlet pipe 19, thereby reducing the amount of fuel supplied to the engine 17, thereby reducing the speed of the engine 17. The fuel pump 23 can be a mechanical fuel pump 23, an electronic fuel pump 23 or a high-pressure common rail pump. The mechanical fuel pump 23 has a simple structure, low price and easy maintenance, which can significantly reduce the use cost of the ship and simplify the internal structure of the ship; the electronic fuel pump 23 can automatically control the injection amount and time, with high precision, strong adaptability and high reliability, and can greatly improve the working efficiency and environmental protection performance of the engine 17. Applying the electronic fuel pump 23 to the ship's oil inlet pipeline 19 can significantly improve the control accuracy of the second controller 16 on the oil intake of the engine 17, thereby improving the accuracy of controlling the speed of the boat 1; the high-pressure common rail pump can achieve high efficiency, low emissions and low noise requirements, and can adapt to the needs of various engines 17.

[0074] In some other embodiments, the oil inlet pipeline 19 generally includes an oil inlet hose and an oil inlet hard pipe (or PA pipe). The oil inlet hose is used to connect the fuel tank 18 and other components, and needs to have good flexibility and sealing performance; the oil inlet hard pipe (or PA pipe) is used to transport fuel, and needs to have high strength and corrosion resistance. The material of the oil inlet hard pipe can be a metal material. Since the metal material has a relatively large hardness, high strength and high temperature resistance, it can well adapt to various situations under complex working conditions, enhance the stability of the propulsion mechanism 1b of the boat 1, and reduce the number of maintenance times of the propulsion mechanism 1b of the boat 1. The material of the oil inlet hose can be nitrile rubber (NBR), nylon or synthetic rubber (EPDM). Nitrile rubber (NBR) has good oil resistance, strong oil corrosion resistance, excellent elasticity and wear resistance; nylon is light, wear-resistant, oil-resistant, and has certain high temperature resistance; synthetic rubber (EPDM) has excellent oxidation resistance, ozone resistance and corrosion resistance, and also has good heat resistance and cold resistance. This is conducive to the propulsion structure to adapt well to various situations under complex working conditions, enhance the operating stability of the propulsion mechanism 1b of the boat 1 and reduce the number of maintenance times of the propulsion mechanism 1b of the boat 1.

[0075] Please refer to Figure 1 The propulsion mechanism 1b of the boat 1 also includes an oil return pipe 20, which is connected between the fuel tank 18 and the engine 17 to transport the unburned fuel of the engine 17 to the fuel tank 18. The oil return pipe 20 is provided on the propulsion structure to recover excess fuel. When the fuel pump 23 supplies fuel to the engine 17, in addition to the normal fuel supply to the fuel nozzle for spraying, the remaining fuel is returned to the fuel tank 18 through the oil return pipeline; the oil return pipe 20 is provided on the propulsion structure to collect fuel vapor, and the excess fuel vapor collected by the carbon canister is also returned to the fuel tank 18 through the oil return pipe 20; and the oil return pipe 20 is provided on the propulsion structure to relieve fuel pressure, and the excess oil can be returned to the fuel tank 18, which plays a role in relieving fuel pressure; the oil return pipe 20 is provided on the propulsion structure to reduce fuel consumption. By recovering excess fuel and vapor, the oil return pipe 20 helps to reduce fuel consumption.

[0076] In some embodiments, the number of the oil return pipes 20 can be set to one, two or three, and the present invention does not limit the number of the oil return pipes 20 .

[0077] Furthermore, in order to ensure the normal operation of the oil return pipe 20, it is necessary to regularly check whether there is leakage, blockage or damage. If any problem is found, it should be repaired or replaced in time to ensure the stability of the propulsion system of the boat 1 under high-speed operation conditions and enhance the navigation safety of the boat 1.

[0078] Please refer to Figure 1In this embodiment, a first filter 19a is provided on the oil inlet pipe 19. The purpose of providing the first filter 19a on the oil inlet pipe 19 is to ensure that the fuel is effectively filtered before entering the engine 17, thereby protecting the engine 17 from damage by impurities and pollutants. The first filter 19a can filter impurities in the fuel, such as particulate matter, rust, and moisture, to prevent these impurities from entering the engine 17 and causing wear or other damage to the engine 17; the first filter 19a can improve the cleanliness of the fuel, making the fuel entering the engine 17 purer, thereby improving the performance and efficiency of the engine 17; the first filter 19a can also prevent impurities in the fuel system from clogging key components such as the fuel injector and the fuel pump 23, thereby ensuring the stable operation of the engine 17.

[0079] In some embodiments, the first filter 19a may be designed as a paper filter. Designing the first filter 19a as a paper filter may improve filtering accuracy, reduce costs, and facilitate replacement.

[0080] Furthermore, the first filter 19a can also be designed as a metal mesh filter or a non-woven fabric filter, etc. The present invention does not limit the type of the first filter 19a.

[0081] In this embodiment, the structure of the first filter 19a is generally composed of a housing, a filter element, a sealing ring, etc. The filter element is the core component of the filter, and its filtering accuracy and material directly affect the filtering effect and service life of the filter.

[0082] In this embodiment, a second filter 20a is provided on the oil return pipe 20. The purpose of providing the second filter 20a on the oil return pipe 20 is to ensure that the fuel in the fuel system is effectively filtered before returning to the fuel tank 18, thereby keeping the fuel clean and avoiding damage to the system. The second filter 20a provided on the oil return pipe 20 can filter impurities and effectively filter out pollutants such as metal powder, rubber impurities and abrasive particles in the fuel, ensuring that the oil remains clean when returning to the fuel tank 18; the second filter 20a provided on the oil return pipe 20 can protect the system and prevent pollutants from re-entering the fuel system, thereby protecting key components in the system, such as the hydraulic pump and the fuel injector, from wear and blockage.

[0083] In some embodiments, the filter disposed on the oil return pipe 20 generally includes components such as a filter element, a housing, a pressure differential transmitter and a bypass valve. The filter element can be made of chemical fiber filter material or other high-performance filter material, which has the advantages of high filtering accuracy, large oil flow capacity, small original pressure loss and large dirt holding capacity. By reasonably designing the housing of the second filter 20a, it can be convenient for installation and connection, and the system pipeline can be simplified. The filter element is made of glass fiber or other high-performance filter material, with high filtering accuracy, and can effectively intercept pollutants in the fuel. At the same time, the filter is also equipped with a pressure differential transmitter and a bypass valve. When the filter element is blocked and the pressure difference increases, the transmitter will send a signal to prompt the replacement of the filter element, and the bypass valve will automatically open when the filter element is blocked to ensure that the fuel can flow back to the fuel tank 18 smoothly. The second filter 20a needs to replace the filter element regularly to maintain the filtering effect. The replacement cycle depends on the use of the second filter 20a and the degree of contamination of the fuel. When replacing the filter element, it is necessary to close the inlet valve of the system and open the drain valve to discharge the residual oil in the second filter 20a. At the same time, it is also necessary to avoid contaminating the new filter element and the interior of the second filter 20a. Thus, the second filter 20a is arranged on the oil return pipe 20, which helps to extend the service life of the propulsion system of the boat 1.

[0084] Please also read Figure 5 and Figure 6 , Figure 5 yes Figure 1 Another partial enlarged picture of; Figure 6 It is a schematic structural diagram of the second transmission member 22 provided in an embodiment of the utility model.

[0085] In this embodiment, the propulsion mechanism 1b of the boat 1 further includes a propeller 21, which is connected to the power output end 17a of the engine 17. The speed of the boat 1 is controlled by controlling the speed of the power output end 17a of the engine 17, thereby controlling the speed of the propeller 21.

[0086] Furthermore, the number of blades of the propeller 21 is four, and the propeller 21 blades are evenly installed at the preset position of the propeller hub of the propeller 21 with the same pitch angle. Setting the number of blades of the propeller 21 to four can improve the efficiency of the engine 17 and improve the matching performance with the engine 17. In addition, due to its symmetry, the four-blade propeller 21 can make the main engine more efficient and more effectively convert the power of the engine 17 into propulsion.

[0087] Furthermore, the propeller 21 blade pitch angles are uniformly and equally installed at the preset position of the propeller 21 hub, which can make the propeller 21 more evenly stressed during rotation, thereby improving the flight stability, and also help reduce vibration and imbalance, making the propeller 21 run more smoothly. Under the same engine 17 power, such a designed blade can provide more stable thrust and pull, thereby optimizing the overall thrust performance of the boat 1.

[0088] In some embodiments, the number of blades of the propeller 21 can also be set to two, three, five, etc. The utility model does not limit the number of blades of the propeller 21.

[0089] Please also read Figure 5 and Figure 6 In this embodiment, the engine 17 is connected to the propeller 21 through a second transmission member 22, and the second transmission member 22 includes a driving shaft 22a and a driving pulley 22b, the driving shaft 22a is connected to the power output end 17a of the engine 17, and the driving pulley 22b is sleeved on the driving shaft 22a; a driven shaft 22c and a driven pulley 22d, the driven shaft 22c is rotatably arranged on a support frame 22g, the driven pulley 22d is sleeved on the driven shaft 22c, the driven pulley 22d is connected to the driving pulley 22b through a transmission belt 22f, and the driven shaft 22c is also connected to the propeller 21.

[0090] The power output end 17a of the engine 17 is connected to the driving shaft 22a through the coupling 22i. On the one hand, the torque can be transmitted through the coupling 22i, and the power generated by the engine 17 can be effectively transmitted to the driving shaft 22a, which can enable the power of the engine 17 to act on the driving shaft 22a efficiently and stably, thereby driving the propeller 21 to rotate, thereby improving the accuracy of controlling the speed of the boat 1; on the other hand, the driving shaft 22a is connected through the coupling 22i, and the axial displacement can also be absorbed. When the relative displacement between the engine 17 and the driving shaft 22a occurs due to manufacturing errors, installation errors, temperature changes or load changes, the coupling 22i can alleviate the impact and vibration caused by these displacements, protect the second transmission member 22 from damage, and thereby improve the stability and reliability of the operation of the propulsion mechanism 1b of the boat 1. Since the coupling 22i itself has a buffering and shock-absorbing effect, it can reduce vibration and impact during the operation of the engine 17, thereby allowing the second transmission member 22 to operate stably.

[0091] Furthermore, since the coupling 22i has a relatively simple structure and is easy to install and maintain, if the coupling 22i is damaged or needs to be replaced during the operation of the second transmission member 22, the repair work can be completed quickly, reducing downtime and production losses, and simplifying the structure of the propulsion mechanism 1b of the boat 1.

[0092] In some embodiments, the coupling 22i can be set to a rigid coupling 22i, a flexible coupling 22i without elastic elements, and a flexible coupling 22i with non-metallic elastic elements, etc. Connecting the power output end 17a of the engine 17 and the driving shaft 22a through the rigid coupling 22i can make the second transmission member 22 simpler in structure, lower in manufacturing cost, more convenient in assembly and disassembly and maintenance, and greater in torque transmission; connecting the power output end 17a of the engine 17 and the driving shaft 22a through a flexible coupling 22i without elastic elements can compensate for the relative displacement of the two axes; connecting the power output end 17a of the engine 17 and the driving shaft 22a through a flexible coupling 22i with non-metallic elastic elements can compensate for the relative displacement of the two axes and can also provide buffering and vibration reduction.

[0093] In this embodiment, the driving pulley 22b is sleeved on the driving shaft 22a. When the driving shaft 22a rotates, it drives the driving pulley 22b to rotate together. The rotation of the driving pulley 22b drives the conveyor belt 22f to rotate. In this way, on the one hand, due to the large contact area between the conveyor belt 22f and the driving pulley 22b and the driven pulley 22d, it can withstand a large pressure, thereby reducing the loss of transmission energy and improving the transmission efficiency; on the other hand, using the conveyor belt 22f to connect the driving pulley 22b and the driven pulley 22d can also adapt to different working conditions and requirements. By replacing pulleys of different sizes, the transmission ratio can be adjusted to meet the requirements of different speeds and torques, making the modification of the boat 1 easier; moreover, due to the characteristics of the conveyor belt 22f itself, the conveyor belt 22f runs smoothly and makes less noise during the transmission process. The conveyor belt 22f has the effects of vibration absorption and noise reduction, reducing the noise generated by the transmission.

[0094] Furthermore, a driving shaft 22a is sleeved on one end of the support frame 22g, and a bearing fixing seat 22h is also provided on the other end of the support frame 22g. The driven shaft 22c is rotatably arranged on the support frame 22g through the bearing fixing seat 22h. When the driving pulley 22b drives the driving pulley to rotate through the transmission belt, the transmission shaft of the driving pulley will also rotate accordingly, thereby driving the propeller 21 to rotate. Installing the driven shaft 22c on the bearing fixing seat 22h can ensure the stability and accuracy of the driven shaft 22c during high-speed rotation, and can also enable the bearing to maintain its position stability when bearing various loads, prevent position deviation caused by vibration or impact, and thus ensure the normal operation of the driven shaft 22c.

[0095] In some embodiments, the boat also includes a boat hull 1a, which allows the boat to float on the water, reduces water flow resistance, helps to increase the speed, reduces noise generated during navigation, and improves overall navigation efficiency.

[0096] The utility model provides a propulsion mechanism 1b for a boat 1, which is connected to a first controller 15 through a speed sensor 14, and the first controller 15 can selectively control a driving unit 11 to drive a first transmission member 12 according to the speed monitored by the speed sensor 14, and the driving unit 11 is connected to the first transmission member 12 through a turntable 11b, and the first transmission member 12 is connected to a throttle position sensor, and the throttle position sensor senses that the driving unit 11 drives the first transmission member 12 to send a corresponding signal to a second controller 16, and the second controller 16 is connected to an engine 17 for communication, and then the oil intake and / or air intake of the engine 17 are controlled to pass through an oil inlet pipe 19 and a position sensor provided on the oil inlet pipe 19. The first filter 19a enters the engine 17, and controls the unburned fuel to return to the fuel tank 18 through the return oil pipe 20 and the second filter 20a arranged on the return oil pipe 20. The power output end 17a of the engine 17 is connected to the driving shaft 22a, the driving pulley 22b is sleeved on the driving shaft 22a, the driven pulley 22d is rotatably arranged on the support frame 22g, and the driven pulley 22d is connected to the driving pulley 22b through the transmission belt 22f, so as to drive the driven pulley 22d to rotate. The driven pulley 22d is connected to the propeller 21 through the driven shaft 22c, so as to drive the propeller 21 to rotate, thereby realizing a relatively accurate speed control through a simple propulsion mechanism 1b structure of the boat 1.

[0097] The embodiment of the present application further provides a boat 1, comprising a propulsion mechanism 1b.

[0098] The specific embodiments described above further describe the purpose, technical solutions and beneficial effects of the utility model in detail. It should be understood that the above description is only a specific embodiment of the utility model and is not intended to limit the protection scope of the utility model. It is particularly pointed out that for those skilled in the art, any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the utility model should be included in the protection scope of the utility model.

Claims

1. A propulsion mechanism for a boat, characterized in that: include: A driving unit, arranged on the hull of the boat; a first transmission member and a throttle position sensor, wherein one end of the first transmission member is connected to the driving unit, and the other end of the first transmission member is connected to the throttle position sensor; A speed sensor, used to monitor the speed of the boat; a first controller, the first controller being communicatively connected to the ship speed sensor and the driving unit respectively, so as to selectively control the driving unit to drive the first transmission member according to the ship speed monitored by the ship speed sensor; A second controller and an engine, wherein the second controller is communicatively connected to the throttle position sensor and the engine respectively, so as to selectively control the rotation speed of the engine according to a signal of the throttle position sensor.

2. The propulsion mechanism according to claim 1, characterized in that: The driving part is configured as a driving motor, and the first transmission member is configured as a pull wire.

3. The propulsion mechanism according to claim 2, characterized in that: The propulsion mechanism further comprises a turntable, which is rotatably connected to the motor shaft of the motor, and the turntable is connected to one end of the pull wire.

4. The propulsion mechanism according to claim 1, characterized in that: The propulsion mechanism further includes a fuel tank, which is connected to the engine to provide fuel for the engine, and the second controller is configured to control the fuel intake and / or air intake of the engine.

5. The propulsion mechanism according to claim 4, characterized in that: The propulsion mechanism further comprises an oil inlet pipeline connected between the oil tank and the engine to transport the fuel in the oil tank to the engine.

6. The propulsion mechanism according to claim 5, characterized in that: The propulsion mechanism further comprises an oil return pipe connected between the oil tank and the engine to transport unburned fuel of the engine to the oil tank.

7. The propulsion mechanism according to claim 6, characterized in that: The oil inlet pipeline is provided with a first filter, and the oil return pipeline is provided with a second filter.

8. The propulsion mechanism according to claim 1, characterized in that: The propulsion mechanism also includes a propeller, which is connected to the power output end of the engine.

9. The propulsion mechanism according to claim 8, characterized in that: The engine is connected to the propeller via a second transmission member, and the second transmission member includes: A driving shaft and a driving pulley, wherein the driving shaft is connected to the power output end of the engine, and the driving pulley is sleeved on the driving shaft; A driven shaft and a driven pulley, wherein the driven shaft is rotatably arranged on a support frame, the driven pulley is sleeved on the driven shaft, the driven pulley is connected to the driving pulley through a transmission belt, and the driven shaft is also connected to the propeller.

10. A boat, characterized in that: The invention comprises the propulsion mechanism according to any one of claims 1 to 9.

Images