A high-efficiency magnetic coupling structure for deep-submergence vehicle propulsion

Abstract

The application relates to a high-efficiency magnetic coupling structure for propelling a deep-sea vehicle, which comprises coaxially arranged inner and outer magnetic hubs and a composite pressure-resistant cover body; the inner magnetic hub is used for connecting a driving shaft, and the outer conical surface of the inner magnetic hub is provided with a first magnet array; the composite pressure-resistant cover body is arranged outside the inner magnetic hub, and the large-diameter end of the composite pressure-resistant cover body is provided with a mounting part used for sealingly connecting with a vehicle body; the outer magnetic hub is arranged outside the composite pressure-resistant cover body, and the inner conical surface of the outer magnetic hub is provided with a second magnet array which is magnetically coupled with the first magnet array; the composite pressure-resistant cover body comprises a plurality of conical frustum-shaped magnetic conductive core bodies which are arranged in layers and a conical frustum-shaped sealing pressure-bearing shell which is arranged outside the core bodies; the conical sidewalls of each magnetic conductive core body and the sealing pressure-bearing shell are provided with axially extending magnetic isolation gaps, and the magnetic isolation gaps on the layers are arranged in a circumferential direction and are staggered with each other. The structure can reduce eddy current loss and improve transmission efficiency while ensuring sealing through the multi-layer staggered and conical frustum-shaped cover body.

Description

Technical Field

[0001] This invention relates to the field of ship propulsion technology, specifically to a high-efficiency magnetic coupling structure for the propulsion of deep-sea submersibles. Background Technology

[0002] Coupling technology for the propulsion system of deep-sea submersibles is a core element ensuring efficient power output and stable operation. Its importance stems from the stringent requirements for energy efficiency, precise control, and system reliability in the extreme environments of the deep sea. In complex hydrodynamic and high-pressure environments, the coordinated coupling of the propulsion system's components directly determines the vehicle's maneuverability, endurance, and anti-interference performance. Traditional independent designs are prone to energy transfer losses, vibration and noise amplification, and dynamic response lag. Furthermore, in deep-water applications, the pressure-resistant housing of traditional propulsion systems faces severe challenges due to the dramatically increased environmental pressure. Not only does the high-pressure environment induce strong eddy currents, significantly increasing thermal expansion stress, but extreme pressure conditions also adversely affect the housing's sealing performance, reducing the efficiency of the entire transmission system. Therefore, researching highly reliable coupling technology is crucial for overcoming the power bottleneck of deep-sea equipment, achieving precision operation, and reducing maintenance risks, and represents an important innovative direction for patent layout in the current deep-sea equipment field. Summary of the Invention

[0003] To address the technical problems existing in the background art, the present invention provides a highly efficient magnetic coupling structure for propulsion of deep-sea submersibles.

[0004] The technical solution of this invention is as follows:

[0005] A high-efficiency magnetic coupling structure for propulsion of a deep-sea submersible includes an inner magnetic hub, a composite pressure-resistant cover, and an outer magnetic hub, all coaxially arranged and frustum-shaped.

[0006] The inner magnetic hub is used to connect the drive shaft, and its outer conical surface is provided with a first magnet array;

[0007] The composite pressure-resistant cover is fitted onto the outside of the inner magnetic hub, and its large-diameter end is provided with a mounting part for sealing connection with the aircraft body.

[0008] The outer magnetic hub is sleeved on the outside of the composite pressure-resistant cover, and its inner conical surface is provided with a second magnetic array that is magnetically coupled to the first magnetic array.

[0009] The composite pressure-resistant cover includes multiple stacked frustum-shaped magnetic cores and a frustum-shaped sealed pressure-bearing shell fitted over them. Each magnetic core and the sealed pressure-bearing shell has an axially extending magnetic isolation gap on its conical sidewall. The magnetic isolation gaps on each layer are staggered in the circumferential direction.

[0010] Preferably, the magnets in the first magnet array are bar permanent magnets, which are arranged obliquely along the circumference of the inner magnetic hub.

[0011] Preferably, the magnetic shielding gap extends axially while also extending obliquely along the circumference of the composite pressure-resistant cover.

[0012] Preferably, the tilt direction of the magnetic isolation gap is the same as the tilt direction of the magnets in the first magnet array.

[0013] Preferably, the tilt angle of the magnetic isolation gap is different from the tilt angle of the magnets in the first magnet array.

[0014] Preferably, the wall thickness of the sealed pressure-bearing housing is greater than the wall thickness of a single magnetic core.

[0015] Preferably, the composite pressure-resistant cover also includes a frustoconical inner sealing seat, which is disposed inside the multiple magnetic cores and cooperates with the sealed pressure-bearing shell to clamp and fix the multiple magnetic cores. The conical sidewall of the inner sealing seat is also provided with a magnetic isolation gap, which is offset from the magnetic isolation gaps on the magnetic cores and the sealed pressure-bearing shell in the circumferential direction.

[0016] Preferably, all magnetically shielded gaps are filled with insulating material.

[0017] Preferably, the cross-section of the magnetic isolation gap of the sealed pressure-bearing shell and the inner sealing seat is trapezoidal, and the long side of the cross-section is located on the side close to the magnetic core.

[0018] Preferably, the magnets in the second magnet array are bar permanent magnets, and their arrangement is mirror-symmetrical to that of the magnets in the first magnet array.

[0019] This invention provides a high-efficiency magnetic coupling structure for deep-sea submersible propulsion. Through a composite structure of a multi-layered magnetic core and an outer sealed pressure-bearing shell, with the magnetically shielding gaps in each layer distributed in a circumferentially staggered manner, it achieves a balance between continuous pressure bearing and electromagnetic path segmentation. This makes the shell a complete pressure vessel macroscopically, but effectively segmented at the microscopic electromagnetic level, thus significantly reducing eddy current losses while ensuring deep-sea sealing reliability. Furthermore, the multi-stage, three-dimensional eddy current suppression mechanism allows the structure to maintain high magnetic transmission efficiency even under deep-sea high-pressure and high-speed rotation conditions. The frustoconical fit of the inner and outer magnetic hubs and the shell, along with the inclined design of the magnets and gaps, facilitates the formation of a uniform, tightly coupled magnetic field, resulting in smooth transmission and minimal torque pulsation. Attached Figure Description

[0020] Figure 1 This is a schematic diagram showing the assembly relationship of the various structures in Example 1;

[0021] Figure 2 This is an exploded axial view of the overall structure of Example 1;

[0022] Figure 3This is a schematic diagram of the composite pressure-resistant cover in Example 1;

[0023] Figure 4 This is an exploded view of the composite pressure-resistant cover in Example 1.

[0024] The components represented by the various reference numerals in the diagram are:

[0025] 1. Inner magnetic hub; 11. First magnet; 2. Composite pressure-resistant cover; 21. Magnetic core; 22. Sealed pressure-bearing shell; 23. Mounting part; 24. Magnetic isolation gap; 25. Inner sealing seat; 3. Outer magnetic hub; 31. Second magnet; 4. Drive shaft; 5. Propeller shaft. Detailed Implementation

[0026] The present invention will be further described below with reference to the accompanying drawings and specific embodiments. These embodiments are only for illustrating the present invention and are not intended to limit the scope of protection of the present invention.

[0027] Example 1

[0028] like Figure 1 As shown, this embodiment provides a high-efficiency magnetic coupling structure for the propulsion of a deep-sea submersible. The structure is arranged in a coaxial frustum-shaped nested layout, consisting of an inner magnetic hub 1, a composite pressure-resistant cover 2, and an outer magnetic hub 3 from the inside out, all three having the same taper.

[0029] like Figure 2 As shown, the inner magnetic hub 1 is directly integrally formed with the end of the drive shaft 4. Its outer wall surface expands along the axial direction with a 30° taper angle towards the power input end of the drive shaft 4, forming a solid frustum structure to improve the bending stiffness of the drive shaft and optimize the magnet layout space.

[0030] In other embodiments, the inner magnetic hub 1 can also be fixed to the drive shaft 4 by means of key connection or other means, and the taper angle of the inner magnetic hub 1 can also be selected from any angle between 20° and 40°.

[0031] Several strip permanent magnets, serving as first magnets 11, are uniformly assembled circumferentially on the outer conical surface of the inner magnetic hub 1, forming a first magnet array. The long sides of these first magnets 11 extend axially, but their long side direction is not parallel to the generatrix of the outer conical surface of the inner magnetic hub 1. Instead, they are inclined at an angle of about 45° relative to the generatrix of the outer conical surface of the inner magnetic hub 1. That is, the first magnets 11 are arranged inclinedly along the circumference of the inner magnetic hub 1 and have the same rotation direction, thereby forming a magnetic field source that rotates and moves forward in space.

[0032] In other embodiments, the inclination angle of the long side of the first magnet 11 relative to the generatrix of the outer conical surface of the inner magnetic hub 1 can be any value between 40° and 50°.

[0033] In this embodiment, the first magnet 11 is made of samarium cobalt (SmCo) material. The first magnet 11 is arranged in a segmented, discrete layout around the inner magnetic hub 1. The circumferential span angle θ of a single first magnet 11 is 72°, and the magnet spacing Δ is set to 25% of the pole pitch τ (Δ = 0.25τ). In other words, there are four first magnets 11. At the end near the small diameter end of the inner magnetic hub 1, the end width of a single first magnet 11 has a span angle of 72° around the inner magnetic hub 1, and the spacing between adjacent first magnets 11 is set to 25% of the end width of a single first magnet 11, forming an equivalent effect similar to a fractional-slot concentrated winding. Experimental testing shows that the magnetic field coverage coefficient can reach 0.91. Furthermore, adopting the even-order harmonic symmetrical distribution principle, the magnetic poles of the first magnet 11 are arranged in N / S polarity alignment, forming a spatial four-fold rotational symmetry structure to balance leakage magnetic field and magnetic field coverage. The symmetrical distribution of the first magnets 11 ensures stable torque and avoids eccentric vibration.

[0034] like Figure 3 and Figure 4 As shown, the composite pressure-resistant cover 2 is fitted onto the outside of the inner magnetic hub 1, with a uniform first air gap between them to prevent friction between the inner magnetic hub 1 and the composite pressure-resistant cover during rotation, which would affect power transmission efficiency and alleviate thermal expansion stress. The large-diameter end of the composite pressure-resistant cover 2 is machined with a radially outwardly extending mounting portion 23, which is a flange in this embodiment. This flange is fastened and statically sealed to the vehicle's fuselage using high-strength bolts and metal O-rings.

[0035] The composite pressure-resistant cover 2 includes multiple frustoconical magnetic cores 21 stacked together with their conical surfaces tightly fitted, and a frustoconical sealed pressure-bearing shell 22 sleeved on the outside. In this embodiment, there are 3 magnetic cores 21.

[0036] As a preferred embodiment of this example, the composite pressure-resistant cover 2 also includes a frustoconical inner sealing seat 25, which is disposed inside the plurality of magnetic cores 21 and cooperates with the sealed pressure-bearing housing 22 to clamp and fix the plurality of magnetic cores 21.

[0037] The inner sealing seat 25, the sealing pressure-bearing shell 22, and the magnetic core 21 are all made of high-permeability silicon steel sheets by stamping. However, the wall thickness of the inner sealing seat 25 and the sealing pressure-bearing shell 22 is greater than the wall thickness of a single magnetic core 21, mainly serving as structural support, protection, and sealing. Moreover, the wall thickness of the magnetic core 21 is designed to be thinner, so that the composite pressure-resistant cover 2 has more layers of magnetic cores 21 under the same wall thickness, and thus more magnetic isolation gaps 24 (described in detail below), improving the sealing performance of the composite pressure-resistant cover 2 and suppressing eddy current effects.

[0038] The inner sealing seat 25, the sealing pressure bearing shell 22, and the magnetic core 21 all extend radially outward at their large diameter ends to form the mounting part 23. The radial length of the cross-section of the mounting part 23 is preferably 1 / 5 to 1 / 10 of the large diameter end diameter of the composite pressure-resistant cover 2, which is used to enhance the sealing performance of the end of the composite pressure-resistant cover 2 and disperse mechanical stress.

[0039] Multiple axially extending magnetic isolation slots 24 are machined on the conical sidewalls of the inner sealing seat 25, the three magnetic cores 21, and the sealed pressure-bearing shell 22. In this embodiment, the magnetic isolation slots 24 extend axially and also extend circumferentially at an angle of approximately 50 degrees. Their tilt direction is the same as that of the first magnet 11, but their tilt angle is different. In this embodiment, the tilt angle of the magnetic isolation slots 24 is greater than that of the first magnet 11. This angle difference is the result of magnetic field simulation optimization, aiming to better balance the relationship between magnetic circuit conduction and eddy current suppression during the tilting penetration of the magnetic field.

[0040] Furthermore, one end of the magnetic isolation gap 24 on each layer extends to the small-diameter end face of the corresponding layer.

[0041] like Figure 4 As shown, from the innermost inner sealing seat 25 to the outermost sealing pressure-bearing shell 22, the magnetic isolation gaps 24 on each layer are staggered in the circumferential direction. Specifically, they are evenly spaced along the circumference of the composite pressure-resistant cover 2 according to the stacking sequence, forming asymmetric magnetic gaps, so as to extend the eddy current path and disperse the magnetic field abrupt change, thereby reducing the local eddy current density.

[0042] The width of the magnetic gap 24 is preferably 0.1-1.5 mm to minimize eddy current losses and effectively improve transmission efficiency. The magnetic gaps 24 of adjacent layers are arranged in an alternating pattern to form a three-dimensional magnetic circuit blocking network, which effectively suppresses eddy current effects while achieving sealing performance. This can significantly increase magnetic flux density and reduce magnetic reluctance loss, thereby improving the torque transmission efficiency of the coupling mechanism.

[0043] See also Figure 2 The outer magnetic hub 3 is fitted onto the outside of the composite pressure-resistant cover 2, with a uniform second air gap between them. This is to prevent friction between the outer magnetic hub 3 and the composite pressure-resistant cover during rotation, which would affect the power transmission efficiency and optimize the magnetic circuit coupling efficiency. The gap between the first air gap and the second air gap is preferably 0.5-2mm to ensure efficient magnetic field penetration while reducing eddy current losses.

[0044] The outer magnetic hub 3 can be connected to the propeller shaft 5 by means of integral molding or key connection. Several second magnets 31 are assembled on its inner conical surface to form a second magnet array. The second magnets 31 are also inclined strip permanent magnets. Their number and arrangement are completely consistent with the first magnet 11. However, the installation phase in the circumferential and axial directions makes their magnetic poles precisely mirror symmetrical with the magnetic poles of the first magnet 11, that is, N pole to S pole. This ensures that the magnetic poles of the inner and outer magnetic hubs are completely aligned in the circumferential and axial directions, forming a closed magnetic circuit, reducing magnetic leakage, and improving magnetic flux utilization.

[0045] In this embodiment, the second magnet 31 is made of AlNiCo material, which is corrosion-resistant, pressure-resistant, and has good stability.

[0046] During operation, the drive shaft 4 rotates the inner magnetic hub 1 and its first magnet 11, generating an inclined rotating magnetic field. This magnetic field passes through the first air gap and attempts to enter the composite pressure-resistant housing 2. Due to the inclined and circumferentially staggered magnetic isolation gaps 24 on each layer of the composite pressure-resistant housing 2, the path of the magnetic field is guided and "divided" by these gaps as it penetrates each layer. At the same time, the possible loops of induced eddy currents are effectively blocked in three-dimensional space by these staggered gaps. The optimized magnetic field finally penetrates the second air gap and acts on the second magnet 31 of the outer magnetic hub 3, generating synchronous torque and driving the propeller shaft 5 to rotate. Throughout the process, the composite pressure-resistant housing 2, as a solid whole, relies on its complete metal wall and its frustoconical shape to withstand the external seawater pressure, improving its pressure resistance, and ensuring sealing performance through the static seal of the mounting part 23. At the same time, the "multi-layer staggered" structure reduces eddy current losses and improves transmission efficiency.

[0047] In addition, the mechanism of this application also includes a housing, which covers the outside of the outer magnetic hub 3 and is connected and fixed to the fuselage of the aircraft. The housing is made of titanium alloy (Ti-6Al-4V, Grade 5) with a yield strength ≥500MPa and is manufactured using an isostatic pressing process. The housing further improves the electromagnetic compatibility of the overall structure of the mechanism of this application, ensures torque transmission efficiency and dynamic response characteristics, and also serves to protect the coupling mechanism of this application.

[0048] Finally, it should be noted that the drive shaft 4 and the propeller shaft 5 are not suspended in the air, but are supported and rotated through other structures of the aircraft. This is not related to the inventive point of this application, so it is not shown in the accompanying drawings and is not described. Those skilled in the art should be able to know this based on common sense.

[0049] Example 2

[0050] This embodiment is basically the same in structure as Embodiment 1, the difference being the treatment of the magnetic isolation gaps 24. In this embodiment, the magnetic isolation gaps 24 on all components of the composite pressure-resistant cover 2 (i.e., the inner sealing seat 25, the magnetic core 21, and the sealed pressure-bearing shell 22) are filled with a low-permeability insulating material. This insulating material can be a modified epoxy potting compound, which has good fluidity before curing and can completely fill all gaps through a vacuum pressure impregnation process, forming a hard insulator after curing.

[0051] Specifically, for the sealed pressure-bearing housing 22 and the inner sealing seat 25 that directly bear external pressure, the magnetic isolation gap 24 is machined into a trapezoidal gap. The long base of the trapezoidal section is located on the side closer to the magnetic core 21. The insulating material completely fills the trapezoidal gap and is firmly bonded to it, which not only completely blocks the potential leakage path through the gap, but also strengthens the structure and fixes the relative positions of each layer.

[0052] This embodiment improves the sealing reliability of the composite pressure-resistant cover 2 and reduces the possibility of fluid infiltration by filling the gaps with insulating material. The insulating material also enhances the overall structural integrity and improves vibration and pressure impact resistance. Simultaneously, the non-conductive insulating material ensures that the magnetic shielding and eddy current blocking effects of the gaps are unaffected. Furthermore, the close contact between the insulating material and the metal wall surface makes the electromagnetic boundary conditions more defined and the performance more stable and controllable.

Claims

1. A high-efficiency magnetic coupling structure for propulsion of deep-sea submersibles, characterized in that, It includes an inner magnetic hub (1) that is coaxially arranged and is frustoconical in shape, a composite pressure-resistant cover (2) and an outer magnetic hub (3). The inner magnetic hub (1) is used to connect the drive shaft (4), and its outer conical surface is provided with a first magnet array; The composite pressure-resistant cover (2) is fitted on the outside of the inner magnetic hub (1), and its large-diameter end is provided with an installation part (23) for sealing connection with the aircraft body. The outer magnetic hub (3) is sleeved on the outside of the composite pressure-resistant cover (2), and its inner conical surface is provided with a second magnetic array that is magnetically coupled to the first magnetic array; The composite pressure-resistant cover (2) includes multiple stacked frustum-shaped magnetic cores (21) and a frustum-shaped sealed pressure-bearing shell (22) fitted over them. Each magnetic core (21) and the sealed pressure-bearing shell (22) has an axially extending magnetic isolation gap (24) on its conical sidewall. The magnetic isolation gaps (24) on each layer are staggered in the circumferential direction.

2. The high-efficiency magnetic coupling structure for deep-sea submersible propulsion as described in claim 1, characterized in that, The magnets in the first magnet array are bar permanent magnets, which are arranged obliquely along the circumference of the inner magnetic hub (1).

3. The high-efficiency magnetic coupling structure for deep-sea submersible propulsion as described in claim 2, characterized in that, The magnetic shielding gap (24) extends axially and then extends obliquely along the circumferential direction of the composite pressure-resistant cover (2).

4. The high-efficiency magnetic coupling structure for deep-sea submersible propulsion as described in claim 3, characterized in that, The tilt direction of the magnetic isolation gap (24) is the same as the tilt direction of the magnets in the first magnet array.

5. The high-efficiency magnetic coupling structure for propulsion of deep-sea submersibles as described in claim 4, characterized in that, The tilt angle of the magnetic isolation gap (24) is different from the tilt angle of the magnets in the first magnet array.

6. The high-efficiency magnetic coupling structure for deep-sea submersible propulsion as described in claim 1, characterized in that, The wall thickness of the sealed pressure-bearing housing (22) is greater than the wall thickness of the single magnetic core (21).

7. The high-efficiency magnetic coupling structure for propulsion of a deep-sea submersible as described in claim 1, characterized in that, The composite pressure-resistant cover (2) also includes a frustoconical inner sealing seat (25), which is disposed inside the multiple magnetic cores (21) and cooperates with the sealed pressure-bearing shell (22) to clamp and fix the multiple magnetic cores (21). The conical sidewall of the inner sealing seat (25) is also provided with a magnetic isolation gap (24), which is offset from the magnetic isolation gap (24) on the magnetic cores (21) and the sealed pressure-bearing shell (22) in the circumferential direction.

8. The high-efficiency magnetic coupling structure for deep-sea submersible propulsion as described in claim 7, characterized in that, All magnetic isolation gaps (24) are filled with insulating material.

9. The high-efficiency magnetic coupling structure for propulsion of a deep-sea submersible as described in claim 8, characterized in that, The cross-section of the magnetic isolation gap (24) of the sealed pressure bearing shell (22) and the inner sealing seat (25) is trapezoidal, and the long side of the cross-section is located on the side close to the magnetic core (21).

10. The high-efficiency magnetic coupling structure for propulsion of a deep-sea submersible as described in claim 1, characterized in that, The magnets in the second magnet array are bar permanent magnets, and their arrangement is mirror-symmetrical to that of the magnets in the first magnet array.

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