Full-rotation propeller driving device

Abstract

The invention relates to a full-rotation propeller driving device comprising a wheel flange type motor, a propeller, a supporting device and a rotation device. The rotation device is fixed to a ship body, connected with the supporting device and the wheel flange type motor and used for driving the wheel flange type motor and the propeller to conduct rotation turning through the supporting device. According to the full-rotation propeller driving device, the propelling efficiency is high, noise and vibration are low, the structure is simple, the weight and size are small, the reliability is high, and the problem of water leakage of underwater mechanisms does not need to be worried.

Description

technical field [0001] The invention belongs to the technical field of ship driving, and in particular relates to a full-turn propeller driving device. Background technique [0002] A full-turn propeller is a kind of ship propeller, which is usually powered by a diesel engine or an electric motor, which drives the gears and shafting to rotate, and drives the propeller to generate thrust. Swivel, giving full range of thrust. It is especially suitable for ships that have high requirements on maneuverability and maneuverability, such as tugboats, ocean engineering ships, passenger ships, etc. [0003] The traditional azimuth device is usually driven by a variable frequency motor or a diesel engine. The prime mover is connected with the azimuth input shaft through a coupling. There is a driving gear on the input shaft, which forms a reduction gear pair with the driven gear on the propeller shaft. The motor rotates, passes through the gear pair and the shaft system, and finally...

AI Technical Summary

Problems solved by technology

[0004] Problems existing in traditional full-turn propellers: low propulsion efficiency. First, traditional side thruster motors generally use variable frequency three-phase asynchronous motors. The stator excitation of this type of motor is separately excited. The excitation current is large, the magnetic circuit loss is large, and the motor efficiency is not high.

Secondly, the motor and the propeller are driven by gears, resulting in a loss of mechanical efficiency and reducing the transmission efficiency

The third thruster has a gear box and a davit that accommodate the shafting and gears, which is huge in size and creates resistance in the water, which further reduces the propulsion efficiency; the noise and vibration are large, and the gear transmission generates vibration and causes noise. Secondly, the water flows through the davit and the davit. After the gearbox, turbulent flow occurs, and the propeller vibrates in the turbulent flow, causing cavitation, and the bursting of the cavitation generates noise; the structure is complex, heavy and bulky, and low in reliability. The full-turn propeller transmission mechanism includes gear pairs, Shafting (including input shaft, intermediate shaft, propeller shaft), various thrust and radial bearings and bearing seats, seals and seal seats, underwater gearboxes and davits, etc., have complex structures, many parts, and many failure points. The seal is prone to oil leakage: the propeller shaft protrudes from the gearbox filled with lubricating oil, driving the propeller in the water, and there is a dynamic seal on the shaft, which is often caused by assembly errors, shaft system beating, sand wear, rubber aging, etc. Failure, causing oil leakage or water ingress, causing side thruster failure

[0005] The key to solving these problems is how to solve the problems of low efficiency, complex structure and many failure points caused by the gear transmission between the motor and the propeller

Images