Ship lock shaft device

Abstract

The invention provides a ship lock shaft device which comprises a brake disc, a lock shaft device body, at least one lock shaft key and a driving component, a plurality of lock shaft key grooves are formed in the circumferential direction of the brake disc, the lock shaft device body is located on the side portion of the brake disc, and the lock shaft keys are installed on the side wall, facing the brake disc, of the lock shaft device body. The driving part is connected with one end part of the lock shaft key; the driving part drives the lock shaft key to extend outwards along the lock shaft device body and to be inserted into the lock shaft key groove in the corresponding position to lock the brake disc; or the driving part drives the lock shaft key to retract into the lock shaft device body and to be separated from the lock shaft key groove in the corresponding position, and the brake disc is unlocked. According to the ship lock shaft device, the operation mode and the maintenance mode of an existing ship lock shaft device are optimized; during operation, an operator does not need to go below a shaft system and can complete shaft locking and unlocking actions only by standing beside the shaft locking device base, and maintenance is very convenient.

Description

Technical Field

[0001] The present invention relates to the field of ships, and particularly to a ship shaft locking device. Background Art

[0002] In the field of ships, for twin-screw ships and multi-screw ships, in some special working conditions, it is necessary to lock one or more of the propellers (propulsion shafts) to prevent the propellers in the shutdown state from rotating passively under the action of water flow, which may cause damage to the ship's main engine, gearbox, etc., and even pose a certain threat to personal safety.

[0003] Generally, the above special working conditions include single-screw propulsion working conditions, or the ship docking along the river, etc. For example, in the single-screw propulsion working condition, the water flow flowing backward relative to the hull when the hull advances can generate a reverse thrust on the propeller in the shutdown state, causing the propeller to have a tendency to rotate in the reverse direction, thereby driving the shafting to rotate in the reverse direction. For another example, in the ship docking along the river working condition, if there are situations such as high tide or low tide with rapid water flow, the propeller will also be pushed by the tide water flow to rotate, posing a certain threat to the ship's main engine, gearbox and even personal safety. Therefore, in order to keep the shafting stationary, the application of the shaft locking device becomes very necessary.

[0004] Figure 1 The structure schematic diagram of the shaft locking device in the prior art is as follows. As Figure 1 shown, the shaft locking devices that are widely applied in the current market are basically installed at the bottom of the shafting. However, the structure of the conventional shaft locking device has great drawbacks: on the one hand, due to the narrow space under the shafting, there are many restricted conditions during installation, resulting in difficult design and installation; on the other hand, it is very inconvenient during operation or maintenance. When operating or maintaining, personnel need to reach under the shafting and work curled up in a narrow space, which is very inconvenient.

[0005] In view of this, the inventor of the present application has designed a ship shaft locking device in order to overcome the above technical problems. Summary of the Invention

[0006] The technical problem to be solved by the present invention is to provide a ship shaft locking device in order to overcome the defects of difficult installation and inconvenient operation and maintenance of the shaft locking device in the prior art.

[0007] The present invention solves the above technical problems through the following technical solutions:

[0008] A ship lock shaft device, characterized in that the ship lock shaft device includes a brake disc, a lock shaft device body, at least one lock shaft key and a driving component. A plurality of lock shaft key grooves are circumferentially arranged on the brake disc. The lock shaft device body is located on the side of the brake disc. The lock shaft key is installed on the side wall of the lock shaft device body facing the brake disc. The driving component is connected to one end of the lock shaft key;

[0009] The driving component drives the lock shaft key to extend outwards along the lock shaft device body, insert into the corresponding lock shaft key groove, and lock the brake disc; or the driving component drives the lock shaft key to retract into the lock shaft device body, disengage from the corresponding lock shaft key groove, and unlock the brake disc.

[0010] According to an embodiment of the present invention, the ship lock shaft device further includes a lock shaft device base, the lock shaft device base is fixed on the hull, and the lock shaft device body is installed on the lock shaft device base.

[0011] According to an embodiment of the present invention, the driving component is a handwheel. A through hole is provided on the lock shaft device main body, the lock shaft key is inserted through the through hole, the handwheel is fixed on the outer side wall of the lock shaft device main body, and the handwheel is connected to one end of the lock shaft key.

[0012] According to an embodiment of the present invention, the ship lock shaft device further includes at least one group of limit switches. The limit switches are arranged on the side wall of the lock shaft device main body facing the brake disc, on both sides of the lock shaft key, and are used for interlocking with the main engine.

[0013] According to an embodiment of the present invention, the ship lock shaft device further includes a plurality of adjusting gaskets. The adjusting gaskets are installed between the connecting surfaces of the lock shaft device body and the lock shaft device base.

[0014] According to an embodiment of the present invention, the adjusting gasket includes an adjusting clamp seat and a gasket main body. The lower end surface of the gasket main body is an arc surface, and an arc-shaped groove is provided on the upper end surface of the gasket main body. The arc surface and the arc-shaped groove are mutually matched and adhered.

[0015] According to an embodiment of the present invention, the lock shaft device main body and the lock shaft device base are tightly connected by a locking member passing through the corresponding connecting surface and the adjusting gasket.

[0016] According to an embodiment of the present invention, the contact surface between the gasket main body and the lock shaft device main body is a plane.

[0017] According to an embodiment of the present invention, a plurality of positioning members are further provided at the connecting surface of the lock shaft device main body and the lock shaft device base.

[0018] According to an embodiment of the present invention, the brake disc is fixed between the shafting docking flanges.

[0019] The positive and progressive effects of the present invention are as follows:

[0020] The ship shaft locking device of the present invention has the following many advantages:

[0021] First, it optimizes the operation mode and maintenance mode of the existing ship shaft locking device;

[0022] Second, during operation, the operator does not need to reach down below the shafting. Just standing beside the base of the shaft locking device can complete the shaft locking and unlocking actions;

[0023] Third, the maintenance is very convenient and very user-friendly for installation and operation personnel. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] The above-mentioned and other features, properties and advantages of the present invention will become more obvious through the following description in conjunction with the drawings and embodiments. In the drawings, the same reference numerals always represent the same features, where:

[0025] Figure 1 is a schematic structural diagram of the shaft locking device in the prior art.

[0026] Figure 2 is the front view of the ship shaft locking device of the present invention.

[0027] Figure 3 is the left view of the ship shaft locking device of the present invention.

[0028] Figure 4 is the right view of the ship shaft locking device of the present invention.

[0029] Figure 5 is the top view of the ship shaft locking device of the present invention.

[0030] Figure 6 is Figure 2 the enlarged view of part A in

[0031] Figure 7 is Figure 3 the enlarged view of part B in

[0032] Figure 8 is Figure 3 the enlarged view of part C in

[0033] Figure 9 is the schematic diagram of the usage state of the ship shaft locking device of the present invention.

[0034] Figure 10 is the schematic installation structure diagram of the limit switch on the main body of the ship shaft locking device of the present invention.

[0035] Figure 11 In the ship lock shaft device of the present invention, it is a schematic diagram of the limit switch in the natural state.

[0036] Figure 12 In the ship lock shaft device of the present invention, it is a schematic diagram of the limit switch in the working state.

[0037] Figure 13 In the ship lock shaft device of the present invention, it is a three-dimensional view of the adjusting pad.

[0038] Figure 14 In the ship lock shaft device of the present invention, it is a longitudinal sectional view of the adjusting pad.

[0039] Figure 15 In the ship lock shaft device of the present invention, it is the working principle diagram of the adjusting pad.

[0040]

Reference Signs

[0041] Brake disc 10

[0042] Lock shaft device body 20

[0043] Lock shaft key 30

[0044] Drive component 40

[0045] Lock shaft key keyway 11

[0046] Through hole 21

[0047] Lock shaft device base 50

[0048] Limit switch 60

[0049] Protrusion mounting part 61

[0050] Roller 62

[0051] Mounting groove 63

[0052] Adjusting gasket 70

[0053] Adjusting base 71

[0054] Gasket body 72

[0055] Locking part 80

[0056] Locking bolt 81

[0057] Nut 82

[0058] Spherical gasket 83

[0059] Positioning part 90 Detailed implementation manners

[0060] To make the above objects, features, and advantages of the present invention more obvious and understandable, the following provides a detailed description of the specific embodiments of the present invention in conjunction with the accompanying drawings.

[0061] Embodiments of the present invention will now be described in detail with reference to the accompanying drawings. Preferred embodiments of the present invention will now be described in detail, which are illustrated in the accompanying drawings. Whenever possible, the same reference numerals will be used throughout the drawings to represent the same or similar parts.

[0062] In addition, although the terms used in the present invention are selected from well-known and commonly used terms, some of the terms mentioned in the specification of the present invention may be selected by the applicant according to his or her judgment, and their detailed meanings are described in the relevant parts of the description herein.

[0063] In addition, it is required to understand the present invention not only through the actual terms used, but also through the meaning implied by each term.

[0064] As Figures 2 to 5 shown, the present invention discloses a ship lock shaft device, which includes a brake disc 10, a lock shaft device body 20, at least one lock shaft key 30, and a driving component 40. Among them, a plurality of lock shaft key grooves 11 are provided in the circumferential direction of the brake disc 10 (for example, 8 lock shaft key grooves 11 are provided in this embodiment), and the lock shaft key grooves 11 are evenly arranged on the circumferential wall surface of the brake disc 10. The lock shaft device body 20 is located on the side of the brake disc 10, the lock shaft key 30 is installed on the side wall of the lock shaft device body 20 facing the brake disc 10, and the driving component 40 is connected to one end of the lock shaft key 30.

[0065] The driving component 40 drives the lock shaft key 30 to extend outwards along the lock shaft device body 20 for inserting into the corresponding lock shaft key groove 11, thereby locking the brake disc 10. Alternatively, the driving component 40 drives the lock shaft key 30 to retract into the lock shaft device body 20, disengaging from the corresponding lock shaft key groove 11, thereby unlocking the brake disc 10.

[0066] In this embodiment, the driving component 40 may preferably be a handwheel. A through hole 21 is provided on the lock shaft device body 20 (as Figure 10 shown), the lock shaft key 30 is passed through the through hole 21, the handwheel (i.e., the driving component 40) is fixed on the outer side wall of the lock shaft device body 20, and the handwheel is connected to one end of the lock shaft key 30. The lock shaft key 30 can be rotated by the handwheel to move back and forth on the lock shaft device body 20, that is, move back and forth along the through hole 21.

[0067] Further, the ship locking shaft device preferably further includes a locking shaft device base 50, which is fixed on the hull, and the locking shaft device body 20 is installed on the locking shaft device base 50. The locking shaft device base 50 and the hull are permanently connected by welding.

[0068] As Figures 10 to 12 shown, the ship locking shaft device may further include at least one set of limit switches 60, which are arranged on the side wall of the locking shaft device main body 20 facing the brake disc 10, on both sides of the locking shaft key 30, and are used for interlocking with the main engine.

[0069] For example, the limit switch 60 includes at least one set of convex mounting parts 61 and rollers 62. The convex mounting parts 61 are respectively arranged on the side wall of the locking shaft device main body 20 facing the brake disc 10, on both sides of the through hole 21. An installation groove 63 is formed on the convex mounting part 61, and the rollers 62 are respectively rotatably installed in the corresponding installation grooves 63.

[0070] As Figure 11 shown, when the locking shaft key 30 retracts into the locking shaft device body 20 and the limit switch 60 is in a natural state, no signal is output.

[0071] As Figure 12 shown, when the locking shaft key 30 extends out of the locking shaft device body 20 and is in the locking shaft state, the rollers 62 of the limit switch 60 are compressed, the limit switch 60 is in a working state, and a signal is output to the main engine control system to realize interlocking with the main engine.

[0072] When starting the main engine, the locking shaft state must be released in advance. In this way, the limit switch 60 and the main engine are interlocked to prevent attempting to start the main engine when the tail shaft is in a locked state.

[0073] As Figures 13 to 15 shown, the ship locking shaft device further includes a plurality of adjusting shims 70, which are installed between the connection surfaces of the locking shaft device body 20 and the locking shaft device base 50.

[0074] Preferably, the adjusting shim 70 includes an adjusting base 71 and a shim body 72. The lower end surface of the shim body 72 is set as an arc surface, and the upper end surface of the adjusting base 71 is provided with an arc-shaped groove, so that the arc surface and the arc-shaped groove match and fit with each other (as Figure 6 and Figure 13 shown). The adjusting shim 70 is used to finely adjust the front, rear, left, and right angles between the locking shaft device body 20 and the locking shaft device base 50, so that the locking shaft key 30 can perfectly match the locking shaft key groove 11 on the brake disc 10.

[0075] Conversely, if there is no adjustment spacer 70 between the lock shaft device body 20 and the lock shaft device base 50, and they are directly installed, due to the machining process errors, there will definitely be a situation where the lock shaft key 30 cannot match the lock shaft keyway 11 after assembly. Therefore, in this embodiment, an adjustment gasket 70 is added, so that the error can be solved through fine adjustment.

[0076] When the ship lock shaft device is installed, the lock shaft device body 20 and the lock shaft device base 50 are tightly connected through the locking member 80 passing through the corresponding connection surface and the adjustment gasket 70. The contact surface between the gasket body 72 and the lock shaft device body 20 is preferably a plane.

[0077] A plurality of positioning members 90 are also provided at the connection surface between the lock shaft device body 20 and the lock shaft device base 50. For example, the positioning member 90 can preferably be a positioning bolt. The positioning member 90 can be used to initially determine the matching positions among the lock shaft device body 20, the lock shaft device base 50, and the brake disc 20, but it does not bear force.

[0078] After the positioning member 80 determines the matching positions among the lock shaft device body 20, the lock shaft device base 50, and the brake disc 10, the locking member 80 and the adjustment gasket 70 are fully stressed and installed according to the determined positions. The locking member 80 can preferably be a combination of a locking bolt 81, a nut 82, and a spherical gasket 83 (as Figure 2 、 Figure 7 and Figure 8 shown). The locking member 80 and the adjustment gasket 70 cooperate with each other to fully fasten two non-parallel (with a limited angle) planes (i.e., the upper and lower connecting planes of the lock shaft device body 20 and the lock shaft device base 50).

[0079] As Figure 7 and Figure 8 shown, in the structure of the locking member 80 in this embodiment, the contact surface between the nut 82 and the spherical gasket 83 is an arc surface. This structure can achieve fine adjustment of the angle and fully fasten the non-parallel upper and lower planes.

[0080] In addition, in this embodiment, the brake disc 10 is permanently fastened between the shafting docking flanges. The diameter of the brake disc 10 is larger than that of the shafting docking flanges.

[0081] According to the above structural description, the ship lock shaft device of the present invention is simpler to operate, more reasonable in structure, more reliable in performance, and fills the technical gap in this field, providing a more optimized alternative for domestic shipbuilding enterprises in this field.

[0082] In summary, the ship lock shaft device of the present invention has the following many advantages:

[0083] First, it optimizes the operation mode and maintenance mode of the existing ship lock shaft device;

[0084] Second, during operation, the operator does not need to reach below the shafting. Just standing beside the base of the shaft locking device can complete the shaft locking and unlocking actions.

[0085] Third, the maintenance is very convenient and very user-friendly for installation and operation personnel.

[0086] For those skilled in the art, the above invention disclosure is only an example and does not constitute a limitation to this application. Although not explicitly stated here, those skilled in the art may make various modifications, improvements, and corrections to this application. Such modifications, improvements, and corrections are proposed in this application, so such modifications, improvements, and corrections still fall within the spirit and scope of the exemplary embodiments of this application.

[0087] Meanwhile, this application uses specific terms to describe the embodiments of this application. Such as "one embodiment", "an embodiment", and / or "some embodiments" mean a certain feature, structure, or characteristic related to at least one embodiment of this application. Therefore, it should be emphasized and noted that the "one embodiment" or "an embodiment" or "an alternative embodiment" mentioned twice or more at different positions in this specification does not necessarily refer to the same embodiment. In addition, certain features, structures, or characteristics in one or more embodiments of this application can be appropriately combined.

[0088] Similarly, it should be noted that, in order to simplify the description of this application disclosure and thus help the understanding of one or more invention embodiments, in the previous description of the embodiments of this application, sometimes multiple features are merged into one embodiment, drawing, or description thereof. However, this disclosure method does not mean that the features required by the object of this application are more than those mentioned in the claims. In fact, the features of the embodiments are less than all the features of the single embodiment disclosed above. In some embodiments, numbers describing components and attribute quantities are used. It should be understood that such numbers used for the description of embodiments are modified by the modifier "about", "approximately", or "substantially" in some examples.

[0089] Although the specific embodiments of the present invention have been described above, those skilled in the art should understand that these are only examples. The protection scope of the present invention is defined by the appended claims. Without departing from the principles and essence of the present invention, those skilled in the art can make various changes or modifications to these embodiments, but these changes and modifications all fall within the protection scope of the present invention.

Claims

1. A ship shaft locking device, characterized in that: The ship shaft locking device comprises a brake disc, a shaft locking device body, at least one shaft locking key and a driving component, wherein a plurality of shaft locking key slots are arranged in the circumference of the brake disc, the shaft locking device body is located at the side of the brake disc, the shaft locking key is installed on the side wall of the shaft locking device body facing the brake disc, and the driving component is connected to one end of the shaft locking key; The driving component drives the shaft locking key to extend outward along the shaft locking device body and insert into the shaft locking key slot at the corresponding position to lock the brake disc; Alternatively, the driving component drives the shaft locking key to retract into the shaft locking device body, disengaging from the shaft locking key slot at a corresponding position, thereby unlocking the brake disc.

2. The ship shaft locking device according to claim 1, characterized in that: The ship shaft locking device also includes a shaft locking device base, which is fixed on the ship body, and the shaft locking device body is installed on the shaft locking device base.

3. The ship shaft locking device according to claim 1, characterized in that: The driving component is a hand wheel, a through hole is provided on the main body of the shaft locking device, the shaft locking key is inserted in the through hole, the hand wheel is fixed on the outer side wall of the main body of the shaft locking device, and the hand wheel is connected to one end of the shaft locking key.

4. The ship shaft locking device according to claim 1, characterized in that: The ship shaft locking device also includes at least one set of limit switches, which are arranged on the side wall of the shaft locking device body facing the brake disc and located on both sides of the shaft locking key for interlocking with the main engine.

5. The ship shaft locking device according to claim 1, characterized in that: The ship shaft locking device also includes a plurality of adjusting gaskets, which are installed between the connecting surface of the shaft locking device body and the shaft locking device base.

6. The ship shaft locking device according to claim 5, characterized in that: The adjusting gasket comprises an adjusting clamping seat and a gasket body, the lower end surface of the gasket body is an arc surface, the upper end surface of the gasket body is provided with an arc groove, and the arc surface and the arc groove match and fit each other.

7. The ship shaft locking device according to claim 6, characterized in that: The shaft locking device body and the shaft locking device base are fastened together by a locking member passing through corresponding connecting surfaces and the adjusting gasket.

8. The ship shaft locking device according to claim 6, characterized in that: The contact surface between the gasket body and the shaft locking device body is a plane.

9. The ship shaft locking device according to claim 1, characterized in that: A plurality of positioning members are also provided at the connection surface between the shaft locking device body and the shaft locking device base.

10. The ship shaft locking device according to claim 1, characterized in that: The brake disc is fixed between the shaft system butt flanges.

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