Cooling monitoring device and method for water lubricated bearing of propeller shaft

Abstract

The invention provides a cooling monitoring device and method for a water lubricated bearing of a propeller shaft. The cooling monitoring device includes a seawater cooling pump, a fresh water coolingpump and a plate cooler. A water outlet of the fresh water cooling pump communicates with a cooling channel on the water lubricated bearing in a stern shaft tube cavity through a pipeline, and a water inlet of the fresh water cooling pump communicates with the plate cooler through a pipeline. A water inlet of the seawater cooling pump communicates with the outside through a pipeline, and a wateroutlet of the seawater cooling pump communicates with the plate cooler through a pipeline. The plate cooler further communicates with the outside and the stern shaft tube cavity separately through pipelines, seawater flowing from the seawater cooling pump into the plate cooler is discharged through the pipeline communicating the plate cooler with the outside, and fresh water flowing out from the stern shaft tube cavity flows into the fresh water cooling pump through the pipeline communicating the plate cooler with the fresh water cooling pump. A temperature sensor and a granularity sensor arearranged on the pipeline communicating the stern shaft tube cavity with the plate cooler so as to cool the water lubricated bearing, and the abrasion degree of the water lubricated bearing is monitored in real time.

Description

technical field [0001] The invention relates to a water-lubricated bearing used to support a propeller shaft on a ship, in particular to a cooling monitoring device and a cooling monitoring method for the water-lubricating bearing. Background technique [0002] The propeller shaft on a ship is installed in the stern tube through an alloy bearing. In order to make the propeller shaft have less friction when the inner ring of the bearing rotates relative to the outer ring of the bearing, lubricating oil is usually coated on the bearing to reduce the friction of the propeller shaft. The frictional force of the shaft as the inner ring of the bearing rotates relative to the outer ring of the bearing. However, according to regulations such as VGP2013 promulgated by USCG, the environmental protection requirements for ships that meet unlimited navigation areas are becoming more and more stringent. Since alloy bearings need to be lubricated by lubricating oil, the lubricating oil is ...

AI Technical Summary

Problems solved by technology

However, according to regulations such as VGP2013 promulgated by USCG, the environmental protection requirements for ships that meet unlimited navigation areas are becoming more and more stringent. Since alloy bearings need to be lubricated by lubricating oil, the lubricating oil is easy to leak into seawater, which does not meet the requirements. Environmental protection requirements, in order to solve environmental problems, the propeller shafts on existing ships are mostly supported by water-lubricated bearings

Water-lubricated bearings are mainly made of polymer composite materials. Compared with alloy bearings, water-lubricated bearings are more prone to wear and tear. Therefore, the initial installation thickness of water-lubricated bearings on new ships is thicker, but as the ship’s operating time The wear degree of water-lubricated bearings is more serious, and the thickness is getting thinner and thinner, so that the load it can bear is getting smaller and smaller. For this, the industry usually uses open seawater cooling system to cool water-lubricated bearings to avoid The working temperature of the water-lubricated bearing is too high, which further aggravates the wear and tear. The seawater cooling system pumps seawater into the stern tube where the propeller shaft is installed to cool the water-lubricated bearing, and then it is pumped out again and discharged into the sea, and the cycle goes on and on. An open cooling system is formed. However, since the cooling channel on the water-lubricated bearing is shallow, generally only a few millimeters deep, it is easy to be blocked by large particles in the inflowing seawater, which will further aggravate the water flow. The wear of the lubricated bearing, because the wear degree of the water-lubricated bearing cannot be observed in real time, in order to ensure the safety of the ship’s operation, the ship docks every year to detect the thickness of the water-lubricated bearing, which not only affects the operating efficiency of the ship, but also increases the cost of the ship’s docking inspection. cost

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