Propeller speed reducer, ship and ship control method

Abstract

The invention relates to the technical field of ship transmission, in particular to a propeller speed reducer, a ship and a ship control method. The propeller speed reduction device comprises a gear box, a speed reduction unit, a power input unit and a tail transmission execution unit, the speed reduction unit comprises a first-stage speed reduction assembly and a second-stage speed reduction assembly, the second-stage speed reduction assembly comprises a first cylindrical gear and a first face gear, and the first cylindrical gear and the first-stage speed reduction assembly are in coaxial transmission; the axis of the first cylindrical gear and the axis of the first face gear intersect to form an included angle, the first cylindrical gear is connected with the first face gear in a meshed mode, the tooth end face of the first face gear is arranged in a taper mode, the power input unit is connected with the first-stage speed reduction assembly, and the tail transmission execution unit is connected with the first face gear. According to the invention, the condition of any small dip angle of a ship can be met, and a transmission mode of the cylindrical gear and the face gear is adopted, so that the higher speed ratio of the whole machine is realized, the power density is effectively improved, pairing processing is not needed, and the processing and maintenance cost is greatly reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of ship transmission, and in particular to a propeller speed reducer, a ship and a ship control method. Background Art

[0002] The marine low-angle gearbox is a key device used in the ship's power transmission system. It is mainly used to connect the ship's engine and propeller to achieve power transmission and speed and torque conversion. Since the ship will be tilted due to factors such as wind and waves during navigation, the marine low-angle gearbox can ensure the propeller's entry angle into the water within a certain small tilt angle range to ensure the ship's propulsion efficiency and performance.

[0003] Current marine low-angle gearboxes usually use thickened cylindrical gear pairs to achieve intersecting and staggered axis transmission. However, in actual applications, this transmission contact mode is in principle transmitted through point contact, and its contact area is small, which easily leads to stress concentration on the tooth surface, greatly limiting the bearing capacity of the gear, and easily causing problems such as tooth surface wear, which in turn leads to a reduction in the service life of the reducer. In addition, since the existing low-angle gear transmission system usually has three thickened gear pairs that are meshing with each other at the same time, the positioning accuracy of the shaft holes on the gearbox will directly affect the transmission accuracy and transmission stability of the gearbox, resulting in great difficulty in positioning the mounting shaft holes of the three thickened gear pairs on the gearbox. And due to the small installation space in the cabin, the processing and installation accuracy of the thickened gear pairs is not easy to guarantee, making it difficult to assemble. Summary of the invention

[0004] The technical problem to be solved by the embodiments of the present invention is to provide a propeller reduction device and a ship to solve the above-mentioned shortcomings of the prior art method of using three thickened gear pairs meshing with each other to achieve intersecting shafts and staggered shafts transmission between the ship's engine and propeller.

[0005] The present invention discloses a propeller reduction device, comprising a gearbox, a reduction unit arranged in the gearbox, and a power input unit and a tail transmission execution unit arranged on the gearbox, the reduction unit comprising a primary reduction assembly and a secondary reduction assembly, the secondary reduction assembly comprising a first cylindrical gear and a first face gear, the first cylindrical gear is coaxially driven with the primary reduction assembly, and the axis of the first cylindrical gear intersects with the axis of the first face gear to form an angle, the first cylindrical gear is meshed and connected with the first face gear, and the tooth end face of the first face gear is tapered, the power input unit is connected with the primary reduction assembly, and the tail transmission execution unit is connected with the first face gear.

[0006] Optionally, the angle between the axis of the first cylindrical gear and the axis of the first face gear is in the range of 0°-20°.

[0007] Optionally, the secondary reduction assembly further includes a transmission shaft, a middle partition is provided inside the gear box, the primary reduction assembly and the secondary reduction assembly are located on both sides of the middle partition, a first positioning hole corresponding to the transmission shaft is opened on the middle partition, a first bearing is provided on the transmission shaft, and the transmission shaft is rotatably connected to the first positioning hole through the first bearing, and the first cylindrical gear is connected to the end of the transmission shaft; A second positioning hole is provided on the box wall of the gear box on the side where the first cylindrical gear is located, a second bearing is provided on the end of the transmission shaft, and the end of the transmission shaft is rotatably connected to the second positioning bearing through the second bearing.

[0008] Optionally, the first-stage reduction assembly includes a second cylindrical gear and a second face gear, the second face gear is arranged at the end of the transmission shaft away from the first cylindrical gear, the power input unit includes an input shaft, and a driving device connected to one end of the input shaft, the input shaft is perpendicular to the transmission shaft, the second cylindrical gear is arranged on the input shaft, and the second cylindrical gear is meshingly connected with the tooth end face of the second face gear.

[0009] Optionally, the primary reduction assembly further comprises a third cylindrical gear disposed on the input shaft, the third cylindrical gear and the second cylindrical gear are distributed on both sides of the axis of the second face gear, and the third cylindrical gear is also meshedly connected with the second face gear; The second cylindrical gear and the third cylindrical gear are both rotatably connected to the input shaft, and the power input unit also includes a first clutch and a second clutch, the first clutch is electrically connected to the overall control of the hull, the active end of the first clutch is connected to the input shaft, and the driven end of the first clutch is connected to the second cylindrical gear, the second clutch is electrically connected to the overall control of the hull, the active end of the second clutch is connected to the input shaft, and the driven end of the second clutch is connected to the third cylindrical gear.

[0010] Optionally, a third positioning hole corresponding to the input shaft is provided on the box wall of the gear box, a third bearing is provided at the end of the input shaft, and the end of the input shaft is rotatably connected to the third positioning hole on the corresponding side through the third bearing.

[0011] Optionally, the tail drive execution unit includes an output shaft and a tail drive propeller, the tail drive propeller is arranged at one end of the output shaft, and the other end of the output shaft is connected to the first face gear.

[0012] Optionally, the first face gear includes a wheel body and gear teeth, the cross section of the wheel body is a "T"-shaped structure, including a first wheel portion and a second wheel portion, the outer diameter of the first wheel portion is larger than the outer diameter of the second wheel portion, the gear teeth are arranged on the end face of the first wheel portion away from the second wheel portion, and the gear teeth are arranged along the outer edge of the end face of the first wheel portion, and the middle part of the wheel body is further provided with an assembly hole that penetrates the first wheel portion and the second wheel portion, and the output shaft is penetrated in the wheel body along the assembly hole; A fourth positioning hole corresponding to the second wheel portion is provided on the box wall of the gear box, a fourth bearing is provided on the second wheel portion, and the second wheel portion is rotatably connected to the fourth positioning hole through the fourth bearing, a fifth positioning hole is also provided on the middle partition plate, a fifth bearing is provided on the end of the output shaft that penetrates into the gear box, and the end of the output shaft is rotatably connected to the fifth positioning hole through the fifth bearing.

[0013] The present invention also discloses a ship, comprising a hull and the above-mentioned propeller reduction device, wherein the propeller reduction device is arranged on the hull.

[0014] The present invention also discloses a ship control method, which is applied to the above-mentioned ship, and the ship control method comprises: Control the power input unit to drive the primary reduction assembly to operate, and drive the first cylindrical gear to rotate, and reduce speed by cooperating with the first face gear and the first cylindrical gear, and drive the tail transmission execution unit to rotate to realize the forward movement of the ship; The power input unit is controlled to drive the first-stage reduction assembly to operate, and drive the first cylindrical gear to rotate in the opposite direction. The first face gear and the first cylindrical gear cooperate to reduce speed, and the tail transmission execution unit is driven to rotate in the opposite direction to realize the reverse movement of the ship.

[0015] Compared with the prior art, the propeller reduction device, ship and ship control method provided by the embodiments of the present invention have the following beneficial effects: Through the reduction unit arranged in the gearbox, and the power input unit and the tail transmission execution unit arranged on the gearbox, the first-stage reduction assembly is used to reduce the input power of high speed and small torque, and the power of low speed and large torque is transmitted to the second-stage reduction assembly, and the second-stage reduction assembly is used to further reduce the input speed. Through two reductions, the tail transmission execution unit has a larger torque and a lower speed. At the same time, due to the meshing of the first cylindrical gear and the first face gear, the tooth end face of the first face gear is set in a taper, and the axis of the first cylindrical gear and the axis of the first face gear intersect to form an angle, so that a small-angle intersecting axis transmission form is formed between the first cylindrical gear and the first face gear, and the transmission angle is adjustable, which can meet the situation of any small inclination angle of the ship. The transmission mode of the cylindrical gear and the face gear is adopted, which has sufficient tooth surface contact, so that the power transmission is relatively smooth, and the vibration and impact are reduced. It also has a larger speed ratio of the whole machine, effectively improves the power density, and does not require matching processing, which greatly reduces the processing and maintenance costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] The technical solution of the present invention will be further described in detail below with reference to the accompanying drawings and embodiments, in which: Figure 1 A schematic diagram of the overall structure of a propeller reduction device provided in an embodiment of the present invention; Figure 2 A schematic diagram of the structure of a two-stage reduction gear assembly provided in an embodiment of the present invention; Figure 3 A schematic structural diagram of a primary reduction reduction assembly provided in an embodiment of the present invention.

[0017] The reference numerals in the figures are: 1. Gearbox; 11. Middle partition; 2. Primary reduction assembly; 21. Second cylindrical gear; 22. Second face gear; 23. Third cylindrical gear; 3. Secondary reduction assembly; 31. First cylindrical gear; 32. First face gear; 321. First wheel; 322. Second wheel; 323. Gear teeth; 33. Transmission shaft; 4. Power input unit; 41. Input shaft; 42. First clutch; 43. Second clutch; 5. Tail drive actuator unit; 51. Output shaft; 52. Tail drive propeller. DETAILED DESCRIPTION

[0018] It should be noted that, in the absence of conflict, the embodiments and features in the embodiments of the present application can be combined with each other. Now, in conjunction with the accompanying drawings, a preferred embodiment of the present invention is described in detail.

[0019] The present invention discloses a propeller speed reducer, such as Figure 1 and Figure 2As shown, it includes a gearbox 1, a reduction unit arranged in the gearbox 1, and a power input unit 4 and a tail transmission execution unit 5 arranged outside the gearbox 1. The reduction unit includes a primary reduction assembly 2 and a secondary reduction assembly 3, and the secondary reduction assembly 3 includes a first cylindrical gear 31 and a first face gear 32. The first cylindrical gear 31 is coaxially driven with the primary reduction assembly 2, and the axis of the first cylindrical gear 31 intersects with the axis of the first face gear 32 to form an angle. The first cylindrical gear 31 is meshed and connected with the first face gear 32, and the tooth end face of the first face gear 32 is tapered. The power input unit 4 is connected to the primary reduction assembly 2, and the tail transmission execution unit 5 is connected to the first face gear 32.

[0020] Through the implementation of the above-mentioned propeller reduction gear embodiment, a reduction unit is arranged in the gearbox 1, and a power input unit 4 and a tail transmission execution unit 5 are arranged outside the gearbox 1. The first-stage reduction assembly 2 is used to reduce the input power of high speed and small torque, and the power is transferred to the second-stage reduction assembly 3 by changing the direction to low speed and large torque, and the second-stage reduction assembly 3 is used to further reduce the input speed. Through the double reduction, the tail transmission execution unit 5 has a larger torque and a lower speed, ensuring that the entire propeller reduction gear is smoothly transmitted. At the same time, due to the meshing of the first cylindrical gear 31 and the first face gear 32, the tooth end face of the first face gear 32 is set in a conical shape, and the axis of the first cylindrical gear 31 intersects with the axis of the first face gear 32 to form an angle, so that a small-angle intersecting axis transmission form is formed between the first cylindrical gear 31 and the first face gear 32, and its transmission angle is adjustable, and the first face gear 32 can adapt to a variety of axis arrangements, such as intersecting axes and staggered axes, to meet the situation of any small inclination angle of the ship, to ensure that the propeller's entry angle is guaranteed within a certain small inclination angle range, and thus to ensure the propulsion efficiency and performance of the ship. In addition, the transmission method using cylindrical gears and face gears has good stability during the transmission process, has sufficient tooth surface contact, makes the power transmission smoother, reduces energy loss, and can reduce vibration and impact during meshing, so that the secondary reduction assembly 3 can transmit power to the tail transmission execution unit 5 with higher efficiency when transmitting the same power. Furthermore, the first cylindrical gear 31 with a smaller size is not sensitive to axial installation errors, and is a constant transmission ratio transmission with a stable transmission ratio, and has a strong resistance to processing errors and installation errors. Since the first cylindrical gear 31 does not bear axial force when it is a spur gear, and bears a slight axial force when it is a helical gear, its support method is simple, and the number of bearings can be reduced or smaller bearings can be selected as needed, and installation and commissioning are simple. There is no need for matching processing and replacement. Although the fatigue speed of the first cylindrical gear 31 becomes faster, the first cylindrical gear 31 with a smaller size is easy to replace and repair, and the processing cost is low, which greatly reduces the maintenance cost.

[0021] Furthermore, the included angle between the axis of the first cylindrical gear 31 and the axis of the first face gear 32 is in the range of 0° to 20°.

[0022] Through the implementation of the above-mentioned propeller reduction device embodiment, the angle range between the axis of the first cylindrical gear 31 and the axis of the first face gear 32 is set to 0° 20°, ensuring that a small-angle intersecting axis transmission form is formed between the first cylindrical gear 31 and the first face gear 32, so as to optimize the meshing state of the first cylindrical gear 31 and the first face gear 32, reduce friction and wear during the meshing process, better adapt to the situation of ship tilting, and thus improve transmission efficiency.

[0023] Furthermore, combined with Figure 3 As shown, the secondary reduction assembly 3 also includes a transmission shaft 33. An intermediate partition 11 is provided inside the gearbox 1, and the primary reduction assembly 2 and the secondary reduction assembly 3 are located on both sides of the intermediate partition 11. A first positioning hole corresponding to the transmission shaft 33 is provided on the intermediate partition 11, and a first bearing is provided on the transmission shaft 33, and the transmission shaft 33 is rotatably connected to the first positioning hole through the first bearing. The first cylindrical gear 31 is connected to the end of the transmission shaft 33. A second positioning hole is provided on the box wall of the gearbox 1 on the side where the first cylindrical gear 31 is located, and a second bearing is provided on the end of the transmission shaft 33, and the end of the transmission shaft 33 is rotatably connected to the second positioning hole through the second bearing.

[0024] Through the implementation of the above-mentioned propeller reduction device embodiment, the first reduction assembly 2 and the second reduction assembly 3 are separated by the middle partition 11, so that the inside of the gear box 1 can be divided into different modules, reducing the vibration transmission between different reduction levels, thereby reducing noise and vibration, and facilitating separate maintenance and replacement. In addition, by using the cooperation of the first positioning hole and the first bearing, a stable support is provided for the transmission shaft 33 between the first reduction assembly 2 and the second reduction assembly 3 to ensure that the input power is stably transmitted from the first reduction assembly 2 to the first cylindrical gear 31. At the same time, by using the cooperation of the second positioning hole and the second bearing, the end of the transmission shaft 33 is positioned to further improve the stability of the transmission of the transmission shaft 33, which can ensure that the meshing between the gears in the first reduction assembly 2 and the second reduction assembly 3 is tighter and more effective, thereby improving the transmission efficiency.

[0025] Further, the primary reduction assembly 2 includes a second cylindrical gear 21 and a second face gear 22, and the second face gear 22 is arranged at the end of the transmission shaft 33 away from the first cylindrical gear 31. The power input unit 4 includes an input shaft 41, and a driving device connected to one end of the input shaft 41. The input shaft 41 is perpendicular to the transmission shaft 33, and the second cylindrical gear 21 is arranged on the input shaft 41, and the second cylindrical gear 21 is meshed with the tooth end surface of the second face gear 22.

[0026] Through the implementation of the above-mentioned propeller reduction device embodiment, the high-speed, low-torque input power transmitted by the input shaft 41 is decelerated and reversed to low-speed, high-torque power transmitted to the secondary reduction assembly 3 by the meshing of the second cylindrical gear 21 and the second face gear 22, ensuring the smooth transmission of the entire propeller reduction device. At the same time, the transmission mode of the cylindrical gear and the face gear is adopted, so that the primary reduction assembly 2 also has good stability during the transmission process. Through sufficient tooth surface contact, the power transmission is relatively smooth, the energy loss is reduced, and the vibration and impact can be reduced during meshing, so that the primary reduction assembly 2 can transmit the power to the tail transmission execution unit 5 with higher efficiency when transmitting the same power. Furthermore, the second cylindrical gear 21 with a smaller size is not sensitive to axial installation errors, and is a constant transmission ratio transmission with a stable transmission ratio and a strong resistance to processing errors and installation errors. Since the second cylindrical gear 21 does not bear axial force when it is a spur gear and bears slight axial force when it is a helical gear, its support method is simple, and the number of bearings can be reduced or smaller bearings can be selected as needed, and installation and debugging are simple. There is no need for matching processing and replacement. Although the fatigue speed of the second cylindrical gear 21 becomes faster, the second cylindrical gear 21 with a smaller size is easy to replace and repair, and the processing cost is low, which greatly reduces the maintenance cost.

[0027] Furthermore, the primary reduction assembly 2 also includes a third cylindrical gear 23 disposed on the input shaft 41. The third cylindrical gear 23 and the second cylindrical gear 21 are distributed on both sides of the axis of the second face gear 22, and the third cylindrical gear 23 is also meshed and connected with the second face gear 22. The second cylindrical gear 21 and the third cylindrical gear 23 are both rotationally connected to the input shaft 41. The power input unit 4 also includes a first clutch 42 and a second clutch 43. The first clutch 42 is electrically connected to the overall control of the hull, the active end of the first clutch 42 is connected to the input shaft 41, and the driven end of the first clutch 42 is connected to the second cylindrical gear 21. The second clutch 43 is electrically connected to the overall control of the hull, the active end of the second clutch 43 is connected to the input shaft 41, and the driven end of the second clutch 43 is connected to the third cylindrical gear 23.

[0028] Through the implementation of the above-mentioned propeller reduction device embodiment, since the second cylindrical gear 21 and the third cylindrical gear 23 are both rotatably connected with the input shaft 41, that is, the input shaft 41 maintains a relative rotation state with the second cylindrical gear 21 and the third cylindrical gear 23 respectively. Therefore, by using the setting of the first clutch 42 and the second clutch 43, when the master control of the hull controls the first clutch 42 to be powered off and the second clutch 43 is powered on, the friction plate of the first clutch 42 is pressed to achieve closure, and the input shaft 41 is tightened, and the second clutch 43 releases the input shaft 41. At this time, the power input on the input shaft 41 will be transmitted to the second cylindrical gear 21 through the first clutch 42, and the second cylindrical gear 21 drives the second face gear 22 to rotate until the power is transmitted to the tail transmission execution unit 5, so as to realize the forward movement of the ship. At this time, since the second clutch 43 releases the input shaft 41, the third cylindrical gear 23 and the input shaft 41 are in a relative rotation state, so the third cylindrical gear 23 will rotate with the second face gear 22, and will not cause any limit to the rotation of the second face gear 22.

[0029] Similarly, when the master control of the ship body controls the second clutch 43 to cut off the power, and the first clutch 42 is energized, the friction plate of the second clutch 43 is pressed to achieve closure, and the input shaft 41 is clamped, while the first clutch 42 releases the input shaft 41. At this time, the power input on the input shaft 41 will be transmitted to the third cylindrical gear 23 through the second clutch 43, and the third cylindrical gear 23 drives the second face gear 22 to rotate in the opposite direction until the power is transmitted to the tail transmission execution unit 5, so that the ship moves backward. At this time, since the first clutch 42 releases the input shaft 41, the second cylindrical gear 21 and the input shaft 41 are in a state of relative rotation, so the second cylindrical gear 21 will rotate with the second face gear 22, and will not cause any limit to the rotation of the second face gear 22. Therefore, by using the above structure, the face gear pair formed by the first reduction assembly 2 and the face gear pair formed by the second reduction assembly 3 can be used to smoothly control the ship to move forward and backward, thereby ensuring the propulsion efficiency and performance of the ship.

[0030] Furthermore, a third positioning hole corresponding to the input shaft 41 is provided on the box wall of the gear box 1, a third bearing is provided at the end of the input shaft 41, and the end of the input shaft 41 is rotatably connected to the third positioning hole on the corresponding side through the third bearing.

[0031] By implementing the above-mentioned propeller reduction device embodiment, the third positioning hole provided on the gear box 1 can be used to accurately position the two ends of the input shaft 41, thereby ensuring the smoothness of the transmission of the input shaft 41. The third bearing provided on the input shaft 41 can also provide higher stability and rotation efficiency, thereby reducing the difficulty in steering caused by unstable connection. The friction and wear caused by the direct contact between the input shaft 41 and the gear box 1 can also be effectively reduced, thereby extending the service life of the input shaft 41.

[0032] Furthermore, the tail transmission execution unit 5 includes an output shaft 51 and a tail transmission propeller 52. The tail transmission propeller 52 is disposed at one end of the output shaft 51, and the other end of the output shaft 51 is connected to the first face gear 32.

[0033] Through the implementation of the above-mentioned propeller reduction device embodiment, the input shaft 41 is driven by the driving device to rotate, and the second cylindrical gear 21 or the third cylindrical gear 23 is driven to rotate by the input shaft 41 by the control of the first clutch 42 or the second clutch 43, thereby driving the second face gear 22 to rotate. The second face gear 22 transmits the input power to the first cylindrical gear 31 through the transmission shaft 33, and then the power is transmitted to the first face gear 32 by the meshing of the first cylindrical gear 31 and the first face gear 32. Since the output shaft 51 is connected to the first face gear 32, the input power can be transmitted to the output shaft 51 after the secondary reduction, and the tail propeller 52 is driven to rotate, thereby realizing the operation of the ship to ensure the propulsion efficiency and performance of the ship.

[0034] Further, the first face gear 32 includes a wheel body and gear teeth 323. The cross section of the wheel body is a "T"-shaped structure, including a first wheel portion 321 and a second wheel portion 322. The outer diameter of the first wheel portion 321 is larger than the outer diameter of the second wheel portion 322, and the gear teeth 323 are arranged on the end face of the first wheel portion 321 away from the second wheel portion 322, and the gear teeth 323 are arranged along the outer edge of the end face of the first wheel portion 321. The middle part of the wheel body is also provided with an assembly hole that penetrates the first wheel portion 321 and the second wheel portion 322, and the output shaft 51 is penetrated in the wheel body along the assembly hole. A fourth positioning hole corresponding to the second wheel portion 322 is provided on the box wall of the gearbox 1, and a fourth bearing is provided on the second wheel portion 322, and the second wheel portion 322 is rotatably connected to the fourth positioning hole through the fourth bearing. A fifth positioning hole is also provided on the middle partition 11, and a fifth bearing is provided on the end of the output shaft 51 that penetrates into the gearbox 1, and the end of the output shaft 51 is rotatably connected to the fifth positioning hole through the fifth bearing.

[0035] Through the implementation of the above-mentioned propeller reduction device embodiment, the assembly hole is set in the middle of the wheel body of the first face gear 32, and the output shaft 51 is assembled with the first face gear 32 along the assembly hole, so that the first face gear 32 can drive the output shaft 51 to transmit when it rotates. And the fourth positioning hole on the gear box 1 and the fourth bearing on the second wheel part 322 are used to provide stable support for the transmission of the first face gear 32, so as to ensure that the input power is stably transmitted from the first face gear to the output shaft 51. At the same time, the fifth positioning hole on the middle partition 11 and the fifth bearing on the end of the output shaft 51 are used to provide stable support for the output shaft 51, so as to ensure that the output shaft 51 drives the tail propeller 52 to rotate smoothly after the rotation. In addition, the cross-section of the wheel body is in a "T" shape, so that the gear teeth 323 are distributed on the end face of the first wheel part 321 with a large outer diameter, so as to ensure stable transmission between the first face gear 32 and the first cylindrical gear 31, and at the same time, by increasing the number of teeth of the first face gear 32, the rotation speed of the input power is further reduced to provide a larger torque and a lower rotation speed for the output shaft 51.

[0036] The invention also discloses a ship, comprising a hull and the above-mentioned propeller reduction device, wherein the propeller reduction device is arranged on the hull.

[0037] Through the implementation of the above-mentioned propeller reduction device embodiment, the propeller reduction device can be used to meet the situation of any small inclination angle of the ship, ensuring that the ship can ensure the propeller's entry angle within a certain small inclination angle range, thereby ensuring the propulsion efficiency and performance of the ship.

[0038] The present invention also discloses a ship control method, which is applied to the above-mentioned ship. The ship control method comprises: The power input unit 4 is controlled to drive the primary reduction assembly 2 to operate, and drives the first cylindrical gear 31 to rotate, and the first face gear 32 cooperates with the first cylindrical gear 31 to reduce speed, and drives the tail transmission execution unit 5 to rotate to realize the forward movement of the ship; The control power input unit 4 drives the primary reduction assembly 2 to operate, and drives the first cylindrical gear 31 to rotate in the reverse direction. The first face gear 32 cooperates with the first cylindrical gear 31 to reduce speed, and drives the tail transmission execution unit 5 to rotate in the reverse direction to realize the reverse movement of the ship.

[0039] In combination with the above-mentioned propeller speed reducer, the ship control method of the embodiment of the present invention is further developed as follows: When the master control of the ship body controls the first clutch 42 to cut off the power and the second clutch 43 to turn on the power, the friction plate of the first clutch 42 is pressed to close and hold the input shaft 41, while the second clutch 43 releases the input shaft 41. At this time, the drive device is started to control the rotation of the input shaft 41, so that the input power on the input shaft 41 is transmitted to the second cylindrical gear 21 through the first clutch 42, and the second cylindrical gear 21 drives the second face gear 22 to rotate. Through the transmission shaft 33, the second face gear 22 transmits the input power to the first cylindrical gear 31, and then the power is transmitted to the first face gear 32 by the meshing of the first cylindrical gear 31 and the first face gear 32. Since the output shaft 51 is connected to the first face gear 32, the input power can be transmitted to the output shaft 51 after the secondary reduction, and the tail propeller 52 is driven to rotate, so as to realize the forward movement of the ship.

[0040] When the master control of the ship body controls the second clutch 43 to cut off the power, and the first clutch 42 is energized, the friction plate of the second clutch 43 is pressed to close, and the input shaft 41 is tightened, while the first clutch 42 releases the input shaft 41. At this time, the drive device is started to control the rotation of the input shaft 41, so that the input power on the input shaft 41 is transmitted to the third cylindrical gear 23 through the second clutch 43, and the third cylindrical gear 23 drives the second face gear 22 to rotate in the opposite direction. Through the transmission shaft 33, the second face gear 22 transmits the input power to the first cylindrical gear 31, and then the power is transmitted to the first face gear 32 by the meshing of the first cylindrical gear 31 and the first face gear 32, so that the first face gear 32 rotates in the opposite direction. Since the output shaft 51 is connected to the first face gear 32, the input power can be transmitted to the output shaft 51 after the secondary reduction, and the output shaft 51 rotates in the opposite direction and drives the tail propeller 52 to rotate in the opposite direction, thereby realizing the backward movement of the ship.

[0041] It should be understood that the above embodiments are only used to illustrate the technical solutions of the present invention rather than to limit it. For those skilled in the art, the technical solutions described in the above embodiments can be modified, or some of the technical features therein can be replaced by equivalents; and all these modifications and replacements should fall within the scope of protection of the claims attached to the present invention.

Claims

1. A propeller speed reducer, characterized in that: The propeller reduction device includes a gearbox, a reduction unit arranged in the gearbox, and a power input unit and a tail transmission execution unit arranged on the gearbox. The reduction unit includes a primary reduction assembly and a secondary reduction assembly. The secondary reduction assembly includes a first cylindrical gear and a first face gear. The first cylindrical gear is coaxially driven with the primary reduction assembly, and the axis of the first cylindrical gear intersects with the axis of the first face gear to form an angle. The first cylindrical gear is meshed and connected with the first face gear, and the tooth end face of the first face gear is tapered. The power input unit is connected with the primary reduction assembly, and the tail transmission execution unit is connected with the first face gear.

2. The propeller reduction device according to claim 1, characterized in that: The included angle between the axis of the first cylindrical gear and the axis of the first face gear is in the range of 0°-20°.

3. The propeller reduction device according to claim 1, characterized in that: The secondary reduction assembly also includes a transmission shaft, a middle partition is provided inside the gear box, the primary reduction assembly and the secondary reduction assembly are located on both sides of the middle partition, a first positioning hole corresponding to the transmission shaft is opened on the middle partition, a first bearing is provided on the transmission shaft, and the transmission shaft is rotatably connected to the first positioning hole through the first bearing, and the first cylindrical gear is connected to the end of the transmission shaft; A second positioning hole is provided on the box wall of the gear box on the side where the first cylindrical gear is located, a second bearing is provided on the end of the transmission shaft, and the end of the transmission shaft is rotatably connected to the second positioning bearing through the second bearing.

4. The propeller reduction device according to claim 3, characterized in that: The first-stage reduction assembly includes a second cylindrical gear and a second face gear, the second face gear is arranged at the end of the transmission shaft away from the first cylindrical gear, the power input unit includes an input shaft and a driving device connected to one end of the input shaft, the input shaft is perpendicular to the transmission shaft, the second cylindrical gear is arranged on the input shaft, and the second cylindrical gear is meshed with the tooth end surface of the second face gear.

5. The propeller reduction device according to claim 4, characterized in that: The primary reduction assembly further includes a third cylindrical gear disposed on the input shaft, the third cylindrical gear and the second cylindrical gear are distributed on both sides of the axis of the second face gear, and the third cylindrical gear is also meshedly connected with the second face gear; The second cylindrical gear and the third cylindrical gear are both rotatably connected to the input shaft, and the power input unit also includes a first clutch and a second clutch, the first clutch is electrically connected to the overall control of the hull, the active end of the first clutch is connected to the input shaft, and the driven end of the first clutch is connected to the second cylindrical gear, the second clutch is electrically connected to the overall control of the hull, the active end of the second clutch is connected to the input shaft, and the driven end of the second clutch is connected to the third cylindrical gear.

6. The propeller reduction device according to any one of claims 3 to 5, characterized in that: A third positioning hole corresponding to the input shaft is arranged on the box wall of the gear box, a third bearing is arranged at the end of the input shaft, and the end of the input shaft is rotatably connected to the third positioning hole on the corresponding side through the third bearing.

7. The propeller reduction device according to claim 6, characterized in that: The tail drive execution unit includes an output shaft and a tail drive propeller. The tail drive propeller is arranged at one end of the output shaft, and the other end of the output shaft is connected to the first face gear.

8. The propeller reduction device according to claim 7, characterized in that: The first face gear includes a wheel body and gear teeth. The cross section of the wheel body is a "T"-shaped structure, including a first wheel portion and a second wheel portion. The outer diameter of the first wheel portion is larger than the outer diameter of the second wheel portion. The gear teeth are arranged on the end face of the first wheel portion away from the second wheel portion, and the gear teeth are arranged along the outer edge of the end face of the first wheel portion. The middle part of the wheel body is also provided with an assembly hole that passes through the first wheel portion and the second wheel portion. The output shaft is arranged in the wheel body along the assembly hole. A fourth positioning hole corresponding to the second wheel portion is provided on the box wall of the gear box, a fourth bearing is provided on the second wheel portion, and the second wheel portion is rotatably connected to the fourth positioning hole through the fourth bearing, a fifth positioning hole is also provided on the middle partition plate, a fifth bearing is provided on the end of the output shaft that penetrates into the gear box, and the end of the output shaft is rotatably connected to the fifth positioning hole through the fifth bearing.

9. A ship, characterized in that: The ship comprises a hull and a propeller reduction device according to any one of claims 1 to 8, wherein the propeller reduction device is arranged on the hull.

10. A ship control method, characterized in that: Applied to the ship according to claim 9, the ship control method comprises: Control the power input unit to drive the primary reduction assembly to operate, and drive the first cylindrical gear to rotate, and reduce speed by cooperating with the first face gear and the first cylindrical gear, and drive the tail transmission execution unit to rotate to realize the forward movement of the ship; The power input unit is controlled to drive the first-stage reduction assembly to operate, and drive the first cylindrical gear to rotate in the opposite direction. The first face gear and the first cylindrical gear cooperate to reduce speed, and the tail transmission execution unit is driven to rotate in the opposite direction to realize the reverse movement of the ship.

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