Pod hybrid thrust bearing assembly for ship
By combining the rotation and sliding compensation components of the hybrid thrust bearing assembly, the wear compensation problem of the bearing bushing and rolling bearing in the pod thruster is solved, the service life is extended and the maintenance difficulty is reduced.
Patent Information
- Application Number
- CN202510956204.0
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Priority Date
- 2024-07-15
- Filing Date
- 2025-07-11
- Publication Date
- 2025-10-10
AI Technical Summary
The bearing assembly of the existing pod thruster is difficult to effectively compensate for the wear of the drive shaft and the bearing angle in a complex marine environment, and the axial wear of the rolling bearing is difficult to compensate, and maintenance and disassembly are difficult.
A hybrid thrust bearing assembly is used, including a rotation compensation assembly and a sliding compensation assembly. Through the cooperation of the oil cavity and the plug, the gap between the bearing and the drive shaft is automatically adjusted to compensate for the bearing wear and reduce the axial wear of the rolling bearing.
The maintenance period of the thrust bearing assembly is extended, the service life of the bearing bush is increased, the difficulty of maintenance and disassembly is reduced, and the service period of the thrust bearing is enhanced.
Smart Images
Figure CN120759854A_ABST
Abstract
Description
Technical Field
[0001] The present invention relates to the technical field of ship propellers, and in particular to a pod hybrid thrust bearing assembly for ships. Background Art
[0002] The propulsion motor of a podded propulsion system is housed within the underwater pod, and its output shaft directly drives the propeller to generate the power required for navigation. The propeller's load is transmitted to the davit, slewing module, and hull via the bearing assembly. As the propeller rotates, the drive shaft is subjected to various loads in both the rotational and axial directions. This is particularly true during icebreaking, when the vessel experiences significant heaving and swaying. These loads, acting through the bearings connecting the shaft and podded hull, create radial and axial forces on the bearings, requiring a well-designed thrust bearing to ensure stable and reliable podded propulsion operation.
[0003] However, most of the current propeller shaft bearing designs use a single type of bearing to achieve load-bearing, such as using a rolling bearing alone to bear radial and axial loads, or using a sliding bearing alone to bear radial and axial loads. Although this type of thrust bearing assembly can reduce the friction coefficient of the bearing and reduce wear through better lubrication methods, during the use of podded propulsion vessels, due to the complex marine environment faced by the vessel, the podded propulsion has a large resistance force with the water flow, and part of the resistance force is transmitted to the drive shaft through the propeller, causing the drive shaft and the inner bearing of the sliding shaft to tilt slightly, resulting in increased wear at the corresponding angle between the drive shaft and the bearing. However, most of the existing sliding bearings use a single two-piece The bearing is combined with a sliding shoe structure, and it is not convenient to compensate for the wear at the angle between the drive shaft and the bearing. At the same time, the rolling bearing is fixed on a section of the drive shaft because it needs to bear radial loads. As the driving shaft and the sliding shoe in the sliding bearing wear, an axial gap will appear between the thrust-bearing end faces. At this time, the driving shaft will drive the rolling bearing to have a small axial load, causing axial wear of the rolling bearing that only bears radial loads. The existing thrust bearing assembly of this type is not convenient to compensate for the axial wear of the rolling bearing due to the single connection structure between the bearing seat and the rolling bearing. Although the above-mentioned existing single-structure thrust bearing assembly has good durability, the single structure is difficult to maintain and disassemble in the later stage. Summary of the Invention
[0004] The object of the present invention is to provide a pod hybrid thrust bearing assembly for ships, so as to solve the problems raised in the above-mentioned background technology that it is inconvenient to compensate for the wear of the angle between the drive shaft and the bearing, as well as the inconvenience in compensating for the axial wear of the rolling bearing and the difficulty in disassembly during maintenance and repair. The technical solution of the present invention addresses the technical problem that the existing technical solutions are too single, and provides a solution that is significantly different from the existing technology.
[0005] To achieve the above-mentioned objectives, the present invention provides the following technical solutions: a pod hybrid thrust bearing assembly for a ship, comprising an installation box, a bearing seat installed inside the installation box, a bearing cover installed on the upper end of the bearing seat, a drive shaft penetrating the center of the bearing seat and the bearing cover, a retaining ring and a mounting plate provided in the bearing seat and the bearing cover, two groups of retaining rings and mounting plates provided at left and right positions in the bearing seat and the bearing cover, the two groups of retaining rings provided on the left and right sides of the mounting plate, and grooves provided on the inner walls of the left and right sections of the mounting plate; Among them, the two retaining rings and mounting plates are arranged on the outside of the drive shaft, and bearing one and bearing two are slidably arranged on the front and rear sides of the groove at the lower end of the lower mounting plate, and bearing three and bearing four are slidably arranged on the front and rear sides of the middle grooves of the upper and lower mounting plates, and bearing five and bearing six are slidably arranged on the front and rear sides of the top groove of the upper mounting plate, respectively. Bearing one to bearing six are circumferentially abutting and connected to the drive shaft, and two first abutting rings are installed on the outer end of the drive shaft, and the two first abutting rings are arranged between the retaining ring and the mounting plate, and a second abutting ring is arranged on the left side of the first abutting ring, and the second abutting ring is installed on the outer end of the drive shaft, and a mounting box is provided on the left side of the bearing seat, and the mounting box is fixed on the inner side of the mounting box, and a rolling bearing is slidably installed at the center of the mounting box, and the rolling bearing is sleeved on the drive shaft.
[0006] Preferably, it also includes a rotation compensation assembly, which is arranged between the mounting plate and the mounting box, and is used to compensate for the wear of bearings one to six; and a sliding compensation assembly, which is arranged between the mounting box and the rotation compensation assembly, and is used to compensate for the wear of rolling bearings.
[0007] Preferably, the rotation compensation component includes oil chamber one and oil chamber two, and the oil chamber one and oil chamber two are respectively opened on the front and rear sides of the lower end of the installation box, the oil chamber three and oil chamber four are respectively opened on the front and rear sides of the middle part of the installation box, and the oil chamber five and oil chamber six are respectively opened on the front and rear sides of the upper end of the installation box.
[0008] Preferably, the oil chambers 1 to 6 are circumferentially opened on the inner side of the mounting box, and the distribution positions of the oil chambers 1 to 6 correspond to the positions of the bearings 1 to 6. A No. 1 plug is slidably provided on the inner side of the oil chambers 1 to 6. The right side wall ports of the oil chambers 1 to 6 are connected to the oil tank through a one-way valve and a pipeline. The oil tank is circumferentially distributed behind the bearings 1 to 6. The oil tank is circumferentially fixed on the outer side of the mounting plate groove. A No. 2 plug is slidably provided in the oil tank, and the inner tops of the No. 2 plugs all contact the outer end faces of the bearings 1 to 6.
[0009] Preferably, the oil tank located behind the bearing 1 and the bearing 2 at the lower right end and the oil tank located behind the bearing 5 and the bearing 6 at the upper left end are both connected to the oil cavity 1 and the oil cavity 2 through pipelines.
[0010] Preferably, the oil tank located behind the bearing one and the bearing two at the lower left end and the oil tank located behind the bearing five and the bearing six at the upper right end are both connected to the oil cavity four and the oil cavity five through pipelines.
[0011] Preferably, the oil tank located behind the bearing three on the left front side of the middle part and the oil tank located behind the bearing four on the right rear side of the middle part are both connected to the oil chamber four through a pipeline, and the oil tank located behind the bearing three on the right front side of the middle part and the oil tank located behind the bearing four on the left rear side of the middle part are both connected to the oil chamber three through a pipeline.
[0012] Preferably, the oil chamber one, oil chamber two, oil chamber five and oil chamber six have the same design volume, the oil chamber three has the same design volume as the oil chamber four, and the volume of the oil chamber three is less than half of the volume of the oil chamber one.
[0013] Preferably, the sliding compensation assembly includes an oil tank seat, which is arranged on the outside of the drive shaft and fixed on the inside of the mounting box. An oil chamber seven is opened on the inside of the oil tank seat, and a No. 3 plug is slidingly arranged in the oil chamber seven. The right end of the No. 3 plug passes through the right side wall of the oil chamber seven and then abuts against the second contact ring.
[0014] Preferably, an oil cavity eight is opened in the No. 1 plug block, and a clamping block is slidably arranged in the oil cavity eight. The inner top end of the clamping block is connected to the rolling bearing. The left wall port of the oil cavity seven is connected to the sliding tube through a hose. The sliding tube is slidably arranged in the sealing sliding plug. The sliding tube passes through the No. 1 plug block and is connected to the oil cavity eight. The sealing sliding plug is installed on the outer side walls of the oil cavity one to the oil cavity six. The No. 3 plug block is designed to be annular, and the ring of the No. 3 plug block corresponds to the second interference ring.
[0015] Preferably, a port is provided through the left side wall of the oil chamber seven, the ports on the left side of the oil chamber seven are distributed circumferentially, and the end of the oil chamber seven is connected to the sliding tube through a hose.
[0016] Compared with the prior art, the present invention has the following beneficial effects: The present invention cooperates with bearings 1 to 6 and a rotation compensation assembly. When the propeller turns or the vessel heaves, the drive shaft is subjected to resistance from water flows in different directions, which will conflict with bearings 1 to 6 at corresponding force-bearing positions in the opposite direction, thereby increasing the friction coefficient and wear. Through the friction between the rolling bearing and the second plug, the oil between the oil chambers 1 to 6 and the oil tank cooperates to perform single wear compensation on bearings 1 to 6 that are not subject to resistance in the opposite direction. As a result, the thrust bearing assembly can automatically adjust the gap between the bearing and the drive shaft, extending the maintenance period of the thrust bearing assembly and the service life of the bearing. At the same time, the difficulty of repairing and disassembling the thrust bearing assembly is reduced by using multiple modular bearings. On the basis of the above, by setting up the cooperation of the sliding compensation component and the rolling bearing, when the drive shaft rotates and slides to the left from bearing one to bearing six to transmit thrust, the second contact ring and the No. 3 plug are subjected to friction and resistance force, and the No. 3 plug moves to the left in the oil chamber seven, so that the oil flows into the oil chamber eight to squeeze the card block to move inward and resist the rolling bearing, thereby compensating for the axial sliding wear of the card block and the rolling bearing, and improving the service life of the rolling bearing. At the same time, the power is transmitted through the friction and resistance of the second contact ring and the No. 3 plug, which slows down the use stage of the power transmitted by the friction and resistance of the first contact ring and the retaining ring, increases the wear cycle, and comprehensively improves the service life of the thrust bearing assembly. BRIEF DESCRIPTION OF THE DRAWINGS
[0017] Figure 1 This is a schematic diagram of the front cross-sectional structure of the present invention; Figure 2 This is a schematic diagram of the internal structure of the bearing seat and bearing cover of the present invention; Figure 3 This is a schematic diagram of the internal explosion structure of the bearing seat and bearing cover of the present invention; Figure 4 This is a schematic diagram of the internal explosion structure of the left bearing seat and bearing cover of the present invention; Figure 5 This is a schematic cross-sectional view of the rotation compensation assembly of the present invention; Figure 6 This is a schematic diagram of the connection structure between the oil chambers 1 to 6 and the oil tank from the right side of the present invention; Figure 7 This is a schematic diagram of the connection structure between the left-side oil chamber 1 to the oil chamber 6 and the oil tank of the present invention; Figure 8 This is a schematic structural diagram of the left-view sliding compensation assembly of the present invention; Figure 9 This is a schematic structural diagram of the right-view sliding compensation assembly of the present invention.
[0018] In the figure: 1, mounting box; 2, bearing seat; 3, bearing cover; 4, snap ring; 5, mounting piece; 6, drive shaft; 7, bearing bush No.1; 8, bearing bush No.2; 9, bearing bush No.3; 10, bearing bush No.4; 11, bearing bush No.5; 12, bearing bush No.6; 13, first contact ring; 14, second contact ring; 15, mounting box; 16, rolling bearing; 17, rotation compensation assembly; 171, oil cavity No.1; 172, oil cavity No.2; 173, oil cavity No.3; 174, oil cavity No.4; 175, oil cavity No.5; 176, oil cavity No.6; 177, No.1 plug; 178, oil tank; 179, No.2 plug; 18, sliding compensation assembly; 181, oil tank seat; 182, oil cavity No.7; 183, No.3 plug; 184, oil cavity No.8; 185, clamping block; 186, sliding pipe; 187, sealing sliding plug. DETAILED DESCRIPTION
[0019] The technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work fall within the scope of protection of the present application.
[0020] Embodiment one: please refer to Figures 1-9 The present application provides a technical solution: a pod hybrid thrust bearing assembly for a ship, a bearing seat 2 is installed on the inner side of a mounting box 1, a bearing cover 3 is installed on the upper end of the bearing seat 2, a drive shaft 6 is arranged through the middle of the bearing seat 2 and the bearing cover 3, a snap ring 4 and a mounting piece 5 are arranged in the bearing seat 2 and the bearing cover 3, two snap rings 4 and mounting pieces 5 are arranged on the outer side of the drive shaft 6, two groups of snap rings 4 and mounting pieces 5 are arranged at the left and right positions in the bearing seat 2 and the bearing cover 3, two groups of snap rings 4 are arranged on the left and right sides of the mounting piece 5, grooves are formed in the inner walls of the left and right segment separation areas of the mounting piece 5, a bearing bush No.1 7 and a bearing bush No.2 8 are arranged in the grooves on the left and right sides of the lower end of the lower mounting piece 5, a bearing bush No.3 9 and a bearing bush No.4 10 are arranged in the grooves on the left and right sides of the middle of the upper and lower mounting pieces 5, a bearing bush No.5 11 and a bearing bush No.6 12 are arranged in the grooves on the left and right sides of the top of the upper mounting piece 5, the bearing bush No.1 7 to the bearing bush No.6 12 are connected to the drive shaft 6 in the circumferential direction, two first contact rings 13 are installed on the outer end of the drive shaft 6, the two first contact rings 13 are arranged between the snap rings 4 and the mounting pieces 5, a second contact ring 14 is arranged on the left side of the first contact ring 13, the second contact ring 14 is installed on the outer end of the drive shaft 6, a mounting box 15 is arranged on the left side of the bearing seat 2, the mounting box 15 is fixed on the inner side of the mounting box 1, a rolling bearing 16 is slidingly installed in the middle of the mounting box 15, the rolling bearing 16 is sleeved on the drive shaft 6; The rotation compensation assembly 17 is disposed between the mounting plate 5 and the mounting box 15 and is used to compensate for the wear of the bearings 1 to 6 12. The rotation compensation component 17 includes an oil chamber 171 and an oil chamber 2 172. The oil chamber 171 and the oil chamber 2 172 are respectively opened on the front and rear sides of the lower end of the installation box 15. The front and rear sides of the middle part of the installation box 15 are respectively opened with an oil chamber 3 173 and an oil chamber 4 174. The front and rear sides of the upper end of the installation box 15 are respectively opened with an oil chamber 5 175 and an oil chamber 6 176. The oil chambers 171 to 176 are circumferentially opened on the inner side of the installation box 15. The distribution positions of the oil chambers 171 to 176 correspond to the positions of the bearing bushes 17 to 12. The oil A plug 177 is slidably provided on the inner side of the cavity 171 to the oil cavity 6 176. The right side wall ports of the oil cavity 171 to the oil cavity 6 176 are connected to the oil tank 178 through a one-way valve and a pipeline. The oil tank 178 located behind the bearing 1 7 and the bearing 2 8 at the lower end on the right side and the oil tank 178 located behind the bearing 5 11 and the bearing 6 12 at the upper end on the left side are both connected to the oil cavity 171 and the oil cavity 2 172 through pipelines. The oil tank 178 located behind the bearing 1 7 and the bearing 2 8 at the lower end on the left side and the oil tank 178 located behind the bearing 5 11 and the bearing 6 12 at the upper end on the right side are both connected to the oil cavity 171 and the oil cavity 2 172 through pipelines. 8 are connected to the oil chamber four 174 and the oil chamber five 175 through a pipeline, the oil tank 178 located behind the middle left front side bearing three 9 and the oil tank 178 located behind the middle right rear side bearing four 10 are both connected to the oil chamber four 174 through a pipeline, the oil tank 178 located behind the middle right front side bearing three 9 and the oil tank 178 located behind the middle left rear side bearing four 10 are both connected to the oil chamber three 173 through a pipeline, the oil tank 178 is circumferentially distributed behind the bearing one 7 to the bearing six 12, the oil tank 178 is circumferentially fixed to the outside of the groove of the mounting plate 5, and the oil tank 17 8 is provided with a No. 2 plug 179 for sliding inside, and the inner top of the No. 2 plug 179 contacts the outer end faces of the bearing shells 1 7 to 6 12. In the standard assembly process of the sliding bearing, in order to allow the lubricating oil to be evenly introduced between the bearing shells and the drive shaft 6, the clearance between the drive shaft and the lower side of the bearing shell is zero, and the clearance on both sides shall not be greater than half of the top clearance. The design volumes of the oil chamber 1 171, the oil chamber 2 172, the oil chamber 5 175 and the oil chamber 6 176 are the same, the design volume of the oil chamber 3 173 is the same as that of the oil chamber 4 174, and the volume of the oil chamber 3 173 is less than half of the volume of the oil chamber 1 171.
[0021] The rotation compensation assembly 17 is used to compensate for the wear of bearings 1 7 to 6 12 . The sliding compensation assembly 18 is arranged between the mounting box 1 and the rotation compensation assembly 17 . The sliding compensation assembly 18 is used to compensate for the wear of the rolling bearing 16 .
[0022] Among them, by setting the cooperation of bearings 17 to 6 12 and the rotation compensation component 17, during the propeller turning or the heaving of the ship, the drive shaft 6 is subjected to the resistance force of water flow from different directions, and will conflict with the bearings 17 to 6 12 at the corresponding force positions in the opposite direction, so that the friction coefficient increases and the wear increases. Through the friction between the rolling bearing 16 and the second plug 179, the oil between the oil chamber 171 to the oil chamber 6 176 and the oil tank 178 is coordinated to perform a single wear compensation on the bearings 17 to 6 12 that are not subject to the resistance force in the opposite direction, so that the thrust bearing assembly can automatically adjust the gap between the bearing and the drive shaft 6.
[0023] Example 2: Based on Example 1, please refer to Figures 1-9 , the sliding compensation assembly 18 includes an oil tank seat 181, the oil tank seat 181 is arranged on the outside of the drive shaft 6, the oil tank seat 181 is fixed on the inside of the mounting box 1, an oil chamber 7 182 is opened inside the oil tank seat 181, and a No. 3 plug 183 is slidingly arranged in the oil chamber 7 182. The right end of the No. 3 plug 183 penetrates the right side wall of the oil chamber 7 182 and then contacts the second contact ring 14. The No. 3 plug 183 is designed to be annular, and the ring of the No. 3 plug 183 corresponds to the second contact ring 14. An oil chamber 8 184 is opened in the No. 1 plug 177, and a sliding arrangement is arranged in the oil chamber 8 184. A clamping block 185 is provided, and the inner top end of the clamping block 185 abuts against and connects to the rolling bearing 16. The left side wall port of the oil chamber seven 182 is connected to the sliding tube 186 through a hose. The sliding tube 186 is slidably set in the sealing sliding plug 187. The left side wall of the oil chamber seven 182 is penetrated by a port. The left side ports of the oil chamber seven 182 are circumferentially distributed. The end of the oil chamber seven 182 is connected to the sliding tube 186 through a hose. The sliding tube 186 penetrates the No. 1 plug 177 and is connected to the oil chamber eight 184. The sealing sliding plug 187 is installed on the outer side wall of the oil chamber one 171 to the oil chamber six 176.
[0024] In some examples, the sliding compensation assembly 18 is used to compensate for the wear of the rolling bearing 16. By setting the cooperation between the sliding compensation assembly 18 and the rolling bearing 16, when the drive shaft 6 rotates and slides to the left from the bearing 1 7 to the bearing 6 12 to transmit thrust, the second contact ring 14 and the third plug 183 are subjected to friction and resistance force, and the third plug 183 moves to the left in the oil chamber 7 182, so that the oil flows into the oil chamber 8 184 to squeeze the block 185 to move inward to resist the rolling bearing 16, thereby compensating for the axial sliding wear of the block 185 and the rolling bearing 16. At the same time, the power is transmitted through the friction and resistance of the second contact ring 14 and the third plug 183, which slows down the use stage of the power transmission by the friction and resistance of the first contact ring 13 and the retaining ring 4.
[0025] Working principle: When the pod hybrid thrust bearing assembly for ships is used, when the propeller is started, the drive shaft 6 is driven to rotate. After receiving the propeller thrust, the drive shaft 6 slides in the bearing bush 1 7 to the bearing bush 6 12. The drive shaft 6 drives the second contact ring 14 and the rolling bearing 16 to move forward. The rolling bearing 16 slides in the block 185. The second contact ring 14 moves to contact the third plug 183. The third plug 183 is forced to move to the left in the oil chamber 7 182. The oil in the oil chamber 7 182 flows into the oil chamber 8 184 through the hose. The oil in the oil chamber 8 184 increases, so that The clamping block 185 moves inward and contacts the rolling bearing 16. At the same time, the movement of the clamping block 185 drives the sliding tube 186 to slide in the sealing sliding plug 187. This process compensates for the wear of the rolling bearing 16 when the clamping block 185 slides. At the same time, the thrust of the drive shaft 6 is transmitted to the mounting box 1 through the contact between the No. 3 plug 183, the oil chamber 7 182 and the oil tank seat 181, reducing the force and friction between the first contact ring 13 and the snap ring 4. When the No. 3 plug 183 moves to the left bottom of the oil chamber 7 182, the rolling bearing 16 and the clamping block 185 no longer compensate for wear. In the above process, when the drive shaft 6 is rotated and subjected to force, the propeller is in the process of changing the propulsion direction and rotating. During the counterclockwise rotation, the propeller is subjected to the resistance force of the water flow and the drive shaft 6 tilts in the opposite direction between the bearing bush 3 9 and the bearing bush 4 10. The drive shaft 6 will simultaneously resist the left rear bearing bush 4 10 and the right front bearing bush 3 9 in the mounting plate 5. At this time, the friction coefficient of the bearing bush 4 10 and the bearing bush 3 9 in the above process increases and the wear is more. At the same time, when the drive shaft 6 tilts in this process, it drives the rolling bearing 16 to resist the block 185. The block 185 is subjected to force to drive the oil chamber 4 174 The first plug 177 slides outward, causing the oil in the fourth oil chamber 174 to flow through the pipeline and the one-way valve into the oil tank 178 behind the right rear bearing 4 10 and the left front bearing 3 9, respectively. The increased oil in the oil tank 178 pushes the second plug 179 inward to contact the corresponding bearing 3 9 and bearing 4 10, compensating for the wear of the right rear bearing 4 10 and the left front bearing 3 9 in the drive shaft 6 and the mounting plate 5 when the propeller rotates clockwise. During this process, the movement of the first plug 177 drives the slide tube 186 to slide in the sealing slide plug 187. On the contrary, during the clockwise rotation, the propeller is subjected to the resistance of the water flow and the drive shaft 6 tilts in the opposite direction between the bearing three 9 and the bearing four 10. The drive shaft 6 will simultaneously resist the right rear bearing four 10 and the left front bearing three 9 in the mounting plate 5. At this time, the friction coefficient of the bearing four 10 and the bearing three 9 in the above process increases and wears more. At the same time, during this process, when the drive shaft 6 tilts, it drives the rolling bearing 16 to resist the block 185. The block 185 is forced to drive the No. 1 plug 177 in the oil chamber three 173 to slide outward, causing the oil The oil in chamber three 173 flows through the pipeline and the one-way valve into the oil tank 178 behind the left rear bearing four 10 and the right front bearing three 9, respectively. The increased oil in the oil tank 178 pushes the second plug 179 inward to contact the corresponding bearing three 9 and bearing four 10, compensating for the wear of the left rear bearing four 10 and the right front bearing three 9 in the drive shaft 6 and the mounting plate 5 when the propeller rotates counterclockwise. During this process, the movement of the first plug 177 drives the slide tube 186 to slide in the sealing slide plug 187. When the ship rises and falls, the drive shaft 6 in the propeller is forced to tilt downward in the water, and the drive shaft 6 contacts the upper left bearing 5 11 and the lower right bearing 1 7 and the lower right bearing 2 8. At this time, the friction coefficient of the bearing 5 11 and the bearing 6 12 and the bearing 1 7 and the bearing 2 8 with the drive shaft 6 is large and the wear is more severe. At the same time, when the drive shaft 6 tilts in the above process, it drives the rolling bearing 16 to contact the block 185. The block 185 is forced to drive the No. 1 plug 177 in the oil chamber 5 175 and the oil chamber 6 176 to slide outward, so that the oil in the oil chamber 5 175 and the oil chamber 6 176 can flow freely. After passing through the pipeline and the one-way valve, the oil flows into the oil tank 178 behind the bearing bush 1 7 and the bearing bush 2 8 on the lower left side and the bearing bush 5 11 and the bearing bush 6 12 on the upper right side. The oil in the oil tank 178 increases and pushes the second plug 179 inward to contact the corresponding bearing bush 1 7 and the bearing bush 2 8 as well as the bearing bush 5 11 and the bearing bush 6 12. When the drive shaft 6 tilts upward, the wear of the drive shaft 6 and the bearing bush 5 11 and the bearing bush 6 12 on the upper left end and the bearing bush 1 7 and the bearing bush 2 8 on the lower right end in the mounting plate 5 is compensated. During this process, the movement of the first plug 177 drives the slide pipe 186 to slide in the sealing slide plug 187. On the contrary, when the drive shaft 6 is forced to tilt upward in the water, the drive shaft 6 contacts the bearing bush 5 11 and the bearing bush 6 12 at the lower left end and the bearing bush 1 7 and the bearing bush 2 8 at the upper right end. At this time, the friction coefficient of the bearing bush 5 11 and the bearing bush 6 12 as well as the bearing bush 1 7 and the bearing bush 2 8 with the drive shaft 6 is large and wears more. At the same time, when the drive shaft 6 tilts in the above process, it drives the rolling bearing 16 to contact the block 185. The block 185 is forced to drive the No. 1 plug 177 in the oil chamber 1 171 and the oil chamber 2 172 to slide outward, so that the oil in the oil chamber 1 171 and the oil chamber 2 172 passes through the pipeline and the single The oil flows into the oil tank 178 behind the bearing 1 7 and bearing 2 8 on the upper left side and the bearing 5 11 and bearing 6 12 on the lower right side after the valve. The increase in oil in the oil tank 178 pushes the second plug 179 inward to resist the corresponding bearing 1 7 and bearing 2 8 as well as bearing 5 11 and bearing 6 12, thereby compensating for the wear of the drive shaft 6 and the upper left bearing 5 11 and bearing 6 12 and the lower right bearing 1 7 and bearing 2 8 in the mounting plate 5 when the drive shaft 6 tilts downward. In this process, the movement of the No. 1 plug 177 drives the sliding tube 186 to slide in the sealing sliding plug 187.
[0026] Any content not described in detail in this specification is prior art known to those skilled in the art. In the description of the present invention, unless otherwise specified, "plurality" means two or more. Terms such as "upper," "lower," "left," "right," "inner," "outer," "front," "rear," "head," and "tail" indicate positions or relationships based on those shown in the accompanying drawings and are intended solely for ease of description and simplification. They do not indicate or imply that the devices or components referred to must have, be constructed, or operate in a specific orientation and are therefore not to be construed as limiting the present invention. Furthermore, terms such as "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance. In the description of the present invention, unless otherwise specified or limited, the terms "connected" and "connected" are to be understood broadly, meaning, for example, fixedly connected, detachably connected, or integrally connected; mechanically connected, electrically connected; directly connected, or indirectly connected through an intermediary. Those skilled in the art will understand the specific meanings of these terms in the present invention on a case-by-case basis.
[0027] Although the present invention has been described in detail with reference to the aforementioned embodiments, it is still possible for those skilled in the art to modify the technical solutions described in the aforementioned embodiments, or to make equivalent substitutions for some of the technical features therein. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.
Claims
1. A pod hybrid thrust bearing assembly for a ship, characterized in that: The invention comprises an installation box (1), wherein a bearing seat (2) is installed inside the installation box (1), a bearing cover (3) is installed on the upper end of the bearing seat (2), a drive shaft (6) is provided in the center of the bearing seat (2) and the bearing cover (3), a retaining ring (4) and a mounting plate (5) are provided in the bearing seat (2) and the bearing cover (3), two groups of the retaining ring (4) and the mounting plate (5) are provided at left and right positions in the bearing seat (2) and the bearing cover (3), the two groups of retaining rings (4) are provided on the left and right sides of the mounting plate (5), and grooves are provided on the inner wall of the left and right separation areas of the mounting plate (5); Among them, the two retaining rings (4) and the mounting plate (5) are arranged on the outside of the drive shaft (6), and the front and rear sides of the groove at the lower end of the lower mounting plate (5) are respectively provided with bearing bush 1 (7) and bearing bush 2 (8) for sliding, and the front and rear sides of the middle groove of the upper and lower mounting plates (5) are respectively provided with bearing bush 3 (9) and bearing bush 4 (10) for sliding, and the front and rear sides of the top groove of the upper mounting plate (5) are respectively provided with bearing bush 5 (11) and bearing bush 6 (12), and the bearing bush 1 (7) to the bearing bush 6 (12) are circumferentially abutted against each other and connected to the drive shaft (6), and the drive shaft (6) ) is provided with two first friction rings (13) at the outer end thereof, the two first friction rings (13) being arranged between the retaining ring (4) and the mounting plate (5), a second friction ring (14) being provided on the left side of the first friction ring (13), the second friction ring (14) being mounted on the outer end of the drive shaft (6), a mounting box (15) being provided on the left side of the bearing seat (2), the mounting box (15) being fixed on the inner side of the mounting box (1), a rolling bearing (16) being slidably mounted at the center of the mounting box (15), the rolling bearing (16) being sleeved on the drive shaft (6); A rotation compensation assembly (17), the rotation compensation assembly (17) being arranged between the mounting plate (5) and the mounting box (15), the rotation compensation assembly (17) being used for compensating for the wear of bearing bushes 1 (7) to 6 (12); A sliding compensation component (18) is provided between the mounting box (1) and the rotation compensation component (17), and the sliding compensation component (18) is used for wear compensation of the rolling bearing (16).
2. A pod hybrid thrust bearing assembly for a ship according to claim 1, characterized in that: The rotation compensation component (17) includes an oil chamber 1 (171) and an oil chamber 2 (172), wherein the oil chamber 1 (171) and the oil chamber 2 (172) are respectively opened on the front and rear sides of the lower end of the installation box (15), the front and rear sides of the middle part of the installation box (15) are respectively opened with an oil chamber 3 (173) and an oil chamber 4 (174), and the front and rear sides of the upper end of the installation box (15) are respectively opened with an oil chamber 5 (175) and an oil chamber 6 (176).
3. The pod hybrid thrust bearing assembly for a ship according to claim 2, characterized in that: The oil chambers 1 (171) to 6 (176) are circumferentially opened on the inner side of the mounting box (15). The distribution positions of the oil chambers 1 (171) to 6 (176) correspond to the positions of the bearing bushes 1 (7) to 6 (12). The inner sides of the oil chambers 1 (171) to 6 (176) are all slidably provided with a No. 1 plug (177). The right sides of the oil chambers 1 (171) to 6 (176) are provided with a No. 1 plug (177). The side wall port is connected to an oil tank (178) through a one-way valve and a pipeline. The oil tank (178) is circumferentially distributed behind bearing one (7) to bearing six (12). The oil tank (178) is circumferentially fixed to the outside of the groove of the mounting plate (5). A second plug (179) is slidably arranged in the oil tank (178). The inner top of the second plug (179) contacts the outer end surface of bearing one (7) to bearing six (12).
4. A pod hybrid thrust bearing assembly for a ship according to claim 3, characterized in that: The oil tank (178) located behind the bearing 1 (7) and the bearing 2 (8) at the lower right end and the oil tank (178) located behind the bearing 5 (11) and the bearing 6 (12) at the upper left end are both connected to the oil chamber 1 (171) and the oil chamber 2 (172) through pipelines.
5. The pod hybrid thrust bearing assembly for a ship according to claim 4, characterized in that: The oil tank (178) located behind the bearing bush 1 (7) and the bearing bush 2 (8) at the lower end on the left side and the oil tank (178) located behind the bearing bush 5 (11) and the bearing bush 6 (12) at the upper end on the right side are both connected to the oil chamber 4 (174) and the oil chamber 5 (175) through pipelines.
6. The pod hybrid thrust bearing assembly for a ship according to claim 5, characterized in that: The oil tank (178) located behind the bearing three (9) on the left front side of the middle part and the oil tank (178) located behind the bearing four (10) on the right rear side of the middle part are both connected to the oil chamber four (174) through a pipeline, and the oil tank (178) located behind the bearing three (9) on the right front side of the middle part and the oil tank (178) located behind the bearing four (10) on the left rear side of the middle part are both connected to the oil chamber three (173) through a pipeline.
7. The pod hybrid thrust bearing assembly for a ship according to claim 6, characterized in that: The oil chamber one (171), the oil chamber two (172), the oil chamber five (175) and the oil chamber six (176) are designed to have the same volume, the oil chamber three (173) is designed to have the same volume as the oil chamber four (174), and the volume of the oil chamber three (173) is less than half the volume of the oil chamber one (171).
8. The pod hybrid thrust bearing assembly for a ship according to claim 7, characterized in that: The sliding compensation assembly (18) includes an oil tank seat (181), the oil tank seat (181) is arranged on the outside of the drive shaft (6), the oil tank seat (181) is fixed on the inside of the mounting box (1), an oil chamber seven (182) is opened on the inside of the oil tank seat (181), a third plug (183) is slidably arranged in the oil chamber seven (182), and the right end of the third plug (183) penetrates the right side wall of the oil chamber seven (182) and contacts the second contact ring (14).
9. The pod hybrid thrust bearing assembly for a ship according to claim 8, characterized in that: An oil chamber eight (184) is provided in the first plug (177), a clamping block (185) is slidably provided in the oil chamber eight (184), the inner top end of the clamping block (185) contacts and connects to the rolling bearing (16), the left wall port of the oil chamber seven (182) is connected to the sliding tube (186) through a hose, the sliding tube (186) is slidably provided in the sealing sliding plug (187), the sliding tube (186) passes through the first plug (177) and is connected to the oil chamber eight (184), the sealing sliding plug (187) is installed on the outer wall of the oil chamber one (171) to the oil chamber six (176), the third plug (183) is designed to be annular, and the annular shape of the third plug (183) corresponds to the second contact ring (14).
10. The pod hybrid thrust bearing assembly for a ship according to claim 9, characterized in that: A port is provided through the left wall of the oil chamber seven (182), and the ports on the left side of the oil chamber seven (182) are distributed circumferentially. The end of the oil chamber seven (182) is connected to the sliding pipe (186) through a hose.