A connection structure between a ship's electric propulsion motor and its rudder

Abstract

This invention discloses a connection structure between a marine electric propulsion motor and a rudder, relating to the field of marine technology. It includes a shell containing symmetrically distributed rotating shafts rotatably connected within it. Each shaft has a fixedly mounted inclined push wheel. Symmetrically distributed fixed guide rails are fixedly connected to the inner side of the bottom wall of the shell. A fixed shaft is located inside the shell, with a rotating frame fixedly connected to its top and a rudder fixedly connected to its bottom. An emergency component is mounted on the rotating frame. This invention optimizes the transmission structure and emergency mechanism. Under normal operation, all components rotate collaboratively, ensuring precise and efficient directional adjustment. In abnormal situations, the emergency solution quickly disconnects the lifting sleeve from the rotating frame, simplifying the transmission path, avoiding bearing fatigue damage that could lead to jamming, ensuring safe navigation, and significantly improving the reliability and safety of the rudder system.

Description

Technical Field

[0001] This invention relates to the field of marine technology, and in particular to a connection structure between a marine electric propulsion motor and a ship's rudder. Background Technology

[0002] As the core control unit for ship navigation, the performance of the ship's steering system directly affects navigation safety and energy efficiency. The rudder, as the core actuator for steering control, generates hydrodynamic forces by changing the direction of water flow, creating a steering torque and thus adjusting the ship's course. Specifically, when the rudder deflects at a certain angle, a pressure difference is created on both sides of the rudder surface, pushing the stern in the opposite direction of the rudder deflection, thereby turning the bow to the target course.

[0003] However, with the transition of ship propulsion systems to electric propulsion, traditional rudder connection structures face new technical challenges. Electric propulsion systems, which directly drive the propeller with an electric motor, offer advantages over mechanical transmission systems such as compact structure and fast response speed, but also place higher demands on the rudder connection mechanism.

[0004] On the one hand, the instantaneous output torque of the electric propulsion system increases significantly, exacerbating stress concentration at the contact surface between the rudder stock and the bearing. On the other hand, the high-frequency vibration of the propeller is transmitted to the rudder system through the transmission chain, accelerating fatigue damage to the bearing components. According to statistics, the wear rate of rudder bearings in medium-sized ships using electric propulsion is about 40% higher than that in traditional ships, and in some cases, emergency rudder activation has even occurred due to bearing jamming. Summary of the Invention

[0005] In order to overcome the shortcomings of traditional ship electric propulsion and rudder connection structures, such as stress concentration due to large instantaneous torque, accelerated bearing fatigue damage due to high-frequency vibration, high bearing wear rate, and easy jamming, this invention provides a connection structure between ship electric propulsion motor and rudder.

[0006] A connection structure between a marine electric propulsion motor and a rudder includes a housing with symmetrically distributed rotating shafts rotatably connected inside. Each rotating shaft has an inclined push wheel fixedly mounted on it. A dual-shaft motor is installed inside the housing, and its symmetrically distributed output shafts are all fixedly connected to worm gears via couplings. Each rotating shaft has a worm wheel fixedly connected to the side near the worm gear, which meshes with the adjacent worm gear. Symmetrically distributed fixed guide rails are fixedly connected to the inner side of the bottom wall of the housing. A push frame is slidably connected between two fixed guide rails in the horizontal direction. A fixed shaft is provided inside the housing, with a rotating frame fixedly connected to its top and a rudder fixedly connected to its bottom. The rotating frame has symmetrically distributed U-shaped bayonets and an emergency component.

[0007] Furthermore, the push frame is arranged in a cross shape, with its upper horizontal section locked between two adjacent push wheels, and its lower horizontal section locked into adjacent U-shaped slots.

[0008] Furthermore, the emergency component includes a lifting sleeve mounted on a rotating frame. Both the rotating frame and the rudder have a groove. The top and bottom parts of the lifting sleeve are respectively provided with locking blocks that match the groove. The lifting sleeve is located outside the fixed shaft, and a steering wheel cylinder is rotatably connected inside the outer shell. Several sliding grooves are opened circumferentially on the inner wall of the cylinder near the rudder. The lifting sleeve slides linearly inside the steering wheel cylinder through the sliding grooves, thus restricting its rotational freedom.

[0009] Furthermore, a cylinder is installed on the top wall of the outer shell, and the telescopic part of the cylinder is fixedly connected to the first lifting frame, which is rotatably connected to the lifting sleeve.

[0010] Furthermore, the bottom wall of the first lifting frame has a circular through hole, through which the fixing shaft passes.

[0011] Furthermore, a second lifting frame is fixedly connected to the bottom of the first lifting frame, which slides vertically on the bottom wall of the outer shell, and a limit frame is fixedly connected to the outer side of the steering wheel cylinder.

[0012] Furthermore, magnets are installed on the second lifting frame.

[0013] Furthermore, symmetrically distributed fans are provided on the side walls of the casing.

[0014] The beneficial effects are as follows: By optimizing the transmission structure and emergency mechanism, the present invention ensures that the components rotate in coordination during normal operation, so as to ensure accurate and efficient directional adjustment; in case of abnormality, the emergency plan can quickly disconnect the lifting sleeve from the rotating frame, simplify the transmission path, avoid bearing fatigue damage that could cause jamming, ensure the safety of ship navigation, and significantly improve the reliability and safety of the rudder system.

[0015] This invention uses a magnetic design to prevent the lifting sleeve from rotating due to external factors, ensuring its precise reset and enhancing system reliability. At the same time, the fan creates negative pressure inside the outer casing, effectively removing the heat generated by the dual-shaft motor, reducing the casing temperature, ensuring stable operation of the rudder system, and significantly improving the safety of ship navigation and the service life of the equipment. Attached Figure Description

[0016] Figure 1 This is a three-dimensional structural diagram of the present invention.

[0017] Figure 2 This is a three-dimensional structural cross-sectional view of the present invention.

[0018] Figure 3 This is a three-dimensional structural cross-sectional view of the components of the present invention, such as the fixed guide rail, the push frame, and the steering wheel cylinder.

[0019] Figure 4 This is a three-dimensional structural diagram of the steering wheel cylinder, rotating frame, and fixed shaft components of the present invention.

[0020] Figure 5 This is a three-dimensional structural cross-sectional view of the rotating frame, fixed shaft, and lifting sleeve of the present invention.

[0021] Figure 6 This is a three-dimensional structural cross-sectional view of the components of the present invention, such as the fixed shaft, lifting sleeve, and rudder.

[0022] Figure 7 This is a three-dimensional structural cross-sectional view of the steering wheel cylinder, fixed shaft, and rudder components of the present invention.

[0023] Figure 8 This is a three-dimensional structural cross-sectional view of the outer shell, cylinder, and first lifting frame of the present invention.

[0024] Figure 9 This is a three-dimensional structural cross-sectional view of the first lifting frame, the limiting frame, and the second lifting frame of the present invention.

[0025] Figure 10 This is a three-dimensional structural diagram of the housing and fan component of the present invention.

[0026] Component names and serial numbers in the diagram: 101_Outer shell, 102_Shaft, 1021_Push wheel, 103_Fixed guide rail, 104_Push frame, 105_Steering wheel cylinder, 106_Rotating frame, 107_Fixed shaft, 108_Lifting sleeve, 109_Rudder, 110_Dual-axis motor, 111_Worm gear, 112_Worm, 201_Cylinder, 202_First lifting frame, 301_Second lifting frame, 302_Limiting frame, 401_Fan. Detailed Implementation

[0027] The technical solution of the present invention will be further described below with reference to the accompanying drawings.

[0028] Example 1: A connection structure between a ship's electric propulsion motor and its rudder, such as... Figures 1-7 As shown, the device includes a sealed, corrosion-resistant housing 101, within which symmetrically distributed rotating shafts 102 are rotatably connected. Each rotating shaft 102 is fixedly mounted with an inclined push wheel 1021 via a heat-fitting process. The rotation of the rotating shaft 102 drives the push wheel 1021, thereby achieving electric propulsion for the ship. A dual-shaft motor 110 is installed inside the housing 101. Its symmetrically distributed output shafts are all fixedly connected to worm gears 112 via couplings. Each rotating shaft 102 has a worm wheel 111 fixedly connected to the side near the worm gear 112. The worm wheel 111 meshes with the adjacent worm gear 112 to form a gear transmission system, which is used to transmit the power of the motor to the rotating shaft 102 to drive the push wheel 1021.

[0029] The bottom wall of the outer shell 101 is fixedly connected to symmetrically distributed fixed guide rails 103. A pusher frame 104 is slidably connected between the two fixed guide rails 103 along the horizontal direction. The outer shell 101 is provided with a fixed shaft 107, with a rotating frame 106 fixedly connected to its top and a rudder 109 fixedly connected to its bottom. The rotating frame 106 is provided with symmetrically distributed U-shaped bayonets for cooperating with the pusher frame 104 for transmission. The movement of the pusher frame 104 drives the rotating frame 106 to rotate, thereby realizing the angle adjustment of the rudder 109. The rotating frame 106 is provided with an emergency component. When the bearing of the rudder becomes inflexible or even jammed due to wear, the emergency mode can be activated to ensure that the rudder direction can still be smoothly adjusted in extreme cases, thereby improving the safety of ship navigation.

[0030] The push frame 104 is arranged in a cross shape. Its upper horizontal section is respectively locked between two adjacent push wheels 1021, which plays a role in limiting and guiding, ensuring that the push frame 104 moves smoothly along the predetermined track and preventing deviation or excessive vibration. Its lower horizontal section is respectively locked in adjacent U-shaped slots, ensuring a stable connection between the push frame 104 and the rotating frame 106, and realizing the effective transmission of power.

[0031] The emergency assembly includes a lifting sleeve 108 mounted on a rotating frame 106. Both the rotating frame 106 and the rudder 109 have a ring of slots. The top and bottom of the lifting sleeve 108 are respectively provided with locking blocks that match the slots. Through the cooperation of the slots and locking blocks, the lifting sleeve 108 can be engaged between the rotating frame 106 and the rudder 109, achieving a stable connection between the two. The lifting sleeve 108 is located outside the fixed shaft 107, serving as an isolation and protection mechanism. A steering wheel cylinder 105 is rotatably connected inside the outer casing 101. Several circumferential grooves are formed on the inner wall of the cylinder 105 near the rudder 109. The lifting sleeve 108 slides within these grooves. The lifting sleeve 108 has no rotational freedom within the steering wheel cylinder 105, only linear sliding freedom. Figure 2 and Figure 8 As shown, a cylinder 201 is installed on the top wall of the outer casing 101, and a first lifting frame 202 is fixedly connected to its telescopic part, which is rotatably connected to the lifting sleeve 108. Through the telescopic movement of the cylinder 201, the lifting sleeve 108 can move up and down, thereby completing the switching of emergency components and ensuring that the rudder 109 can be quickly adjusted in an emergency. A circular through hole is opened in the bottom wall of the first lifting frame 202, through which the fixed shaft 107 passes. This ensures that the movement of the first lifting frame 202 will not affect the normal operation of the fixed shaft 107, avoiding equipment failure due to component interference.

[0032] In its initial state, the steering wheel cylinder is precisely connected to the rudder via bearings. When the dual-axis motor 110 drives the worm gear 112 to rotate, it drives the rotating shaft 102 to rotate via a gear transmission system, thereby driving the push wheel 1021 to rotate. This, in turn, causes the push frame 104 to move left and right in a straight line. The left and right movement of the push frame 104 causes the rotating frame 106 to rotate in both directions. At the same time, the rotating frame 106 drives the rudder 109 to swing via the fixed shaft 107, thereby adjusting the direction of the rudder.

[0033] Because the upper part of the lifting sleeve 108 is engaged in the slot of the rotating frame 106, and the lower part is engaged in the slot of the rudder 109, and the rudder wheel cylinder 105 is keyed to the lifting sleeve 108, under normal working conditions, the lifting sleeve 108, the rudder wheel cylinder 105, the rotating frame 106, the fixed shaft 107, and the rudder 109 form a whole and rotate synchronously.

[0034] When the instantaneous output torque of the electric propulsion system increases significantly, the bearing assemblies of the rudder system may experience substantial stress concentration. This means that excessively high local pressure may occur at the contact surface between the rudder wheel cylinder 105 and the bearing, potentially leading to fatigue damage to the bearing balls or cage. Furthermore, the high-frequency vibrations of the propeller are transmitted to the rudder system via the drive chain, further exacerbating fatigue damage to the bearing assemblies. This could result in the rudder 109 becoming difficult to steer or even completely jamming, severely impacting the ship's navigation safety.

[0035] To ensure smooth rudder direction adjustment, an emergency plan is activated: control cylinder 201 actuates, causing the first lifting frame 202 to move upward. This causes the lifting sleeve 108 to disengage from the slots of the rotating frame 106 and the rudder 109. At this point, the rotating frame 106 no longer rotates synchronously with the lifting sleeve 108, and the rudder wheel cylinder 105 also stops rotating. Now, the rotating frame 106 drives the rudder 109 to swing solely through the fixed shaft 107, thus adjusting the rudder direction.

[0036] This embodiment optimizes the transmission structure and emergency mechanism. Under normal operation, all components rotate in coordination to ensure precise and efficient directional adjustment. In case of abnormality, the emergency plan quickly disconnects the lifting sleeve 108 from the rotating frame 106, simplifies the transmission path, avoids bearing fatigue damage that could cause jamming, ensures ship navigation safety, and significantly improves the reliability and safety of the rudder system.

[0037] Example 2: As Figure 9 and Figure 10As shown, a second lifting frame 301 is fixedly connected to the bottom of the first lifting frame 202. This second lifting frame slides vertically on the bottom wall of the outer casing 101, serving as a limiting and guiding element to ensure smooth and non-deviation-free lifting. A limiting frame 302 is fixedly connected to the outer side of the steering wheel cylinder 105, which extends through the second lifting frame 301. Magnets are provided on the second lifting frame 301 to attract the limiting frame 302, keeping the steering wheel cylinder 105 stationary and ensuring the rudder 109 is locked in position under specific operating conditions, thus improving the safety and reliability of ship navigation. Symmetrically distributed fans 401 are provided on the side walls of the outer casing 101 to dissipate heat generated during equipment operation, improving heat dissipation performance, extending equipment lifespan, and ensuring stable operation.

[0038] When cylinder 201 drives the first lifting frame 202 to move upward, the second lifting frame 301 rises synchronously. When the second lifting frame 301 rises to contact the bottom of the limit frame 302, the two are tightly engaged by magnets. This design prevents the steering wheel cylinder 105 from rotating due to other external factors, avoids misalignment between the locking block and the locking slot of the lifting sleeve 108, and ensures that it can accurately return to its original position.

[0039] During ship navigation, the continuous operation of the dual-shaft motor 110 may cause overheating, affecting the normal use of the rudder. To dissipate heat in a timely manner, when the rudder is running, the fan 401 is turned on. The fan 401 generates negative pressure inside the housing 101, which prompts external cooling airflow to enter the housing 101 and carry away the heat, thereby reducing the temperature of the housing 101 and ensuring stable operation of the equipment.

[0040] This embodiment uses a magnetic design to prevent the lifting sleeve 108 from rotating due to external factors, ensuring its accurate reset and enhancing system reliability. At the same time, the fan 401 creates a negative pressure inside the housing 101, effectively removing the heat generated by the dual-shaft motor 110, reducing the temperature of the housing 101, ensuring the stable operation of the rudder system, and significantly improving the safety of ship navigation and the service life of the equipment.

[0041] The technical principles of the embodiments of the present invention have been described above with reference to specific examples. These descriptions are merely for explaining the principles of the embodiments of the present invention and should not be construed as limiting the scope of protection of the embodiments of the present invention in any way. Based on the explanation herein, those skilled in the art can conceive of other specific embodiments of the present invention without creative effort, and these embodiments will all fall within the scope of protection of the embodiments of the present invention.

Claims

1. A connection structure of a marine electric propulsion motor and a rudder, characterized by, The utility model relates to a kind of pusher, including shell (101), its inside rotationally connected with the symmetry distribution rotating shaft (102), each rotating shaft (102) is fixedly installed with oblique push wheel (1021), shell (101) is installed with double-shaft motor (110), its symmetry distribution output shaft is fixed with worm (112) by shaft coupling, each rotating shaft (102) is fixed with worm wheel (111) on the side close to worm (112), it is meshed with each other with adjacent worm (112), the bottom wall of shell (101) is fixed with the symmetry distribution fixed guide (103), slidingly connected with push frame (104) between two fixed guide (103) in horizontal direction, fixed shaft (107) is provided in shell (101), its top is fixed with rotating frame (106), bottom is fixed with rudder (109), rotating frame (106) is provided with the symmetry distribution U-shaped socket, emergency assembly is provided on rotating frame (106); Emergency assembly includes lifting sleeve (108) provided on rotating frame (106), rotating frame (106) and rudder (109) are all opened with a circle of clamping slots, the top and bottom of lifting sleeve (108) are respectively provided with the clamping block matched with clamping slot, lifting sleeve (108) is located at the outside of fixed shaft (107), rudder wheel cylinder (105) is rotationally connected in shell (101), it is opened with several slide grooves on the inner wall of the side close to rudder (109) along the circumference, lifting sleeve (108) realizes linear sliding in rudder wheel cylinder (105) by slide groove, and its rotation degree of freedom is limited; Cylinder (201) is installed on the top wall of shell (101), its telescopic part is fixed with first lifting frame (202), which is rotationally connected with lifting sleeve (108); The bottom wall of first lifting frame (202) is opened with circular through hole, and fixed shaft (107) passes through the circular through hole; The bottom of first lifting frame (202) is fixed with second lifting frame (301), which vertically slides on the bottom wall of shell (101), and the outside of rudder wheel cylinder (105) is fixed with limiting frame (302); Second lifting frame (301) is provided with magnet.

2. A connection structure of a ship electric propulsion motor and a rudder according to claim 1, characterized in that, Push frame (104) is arranged in cross type, and the upper horizontal segment part is respectively clamped between adjacent two push wheels (1021), and the lower horizontal segment part is respectively clamped in adjacent U-shaped socket.

3. A connection structure of a ship electric propulsion motor and a rudder according to claim 2, characterized in that, Symmetrically distributed fan (401) is arranged on the side wall of shell (101).

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