Ship tail shaft multi-stage sealing device capable of preventing oil leakage

Abstract

The invention discloses a ship stern shaft multistage sealing device capable of preventing oil leakage, and relates to the technical field of sealing devices.The ship stern shaft multistage sealing device comprises a stern shaft tube, a plurality of bearings are arranged in the stern shaft tube, a stern shaft used for driving a propeller to rotate is arranged in the stern shaft tube in a sleeved mode, and sealing mounting shells are arranged at the two ends of the stern shaft tube correspondingly; a sealing device used for sealing the two ends of the stern shaft tube is arranged in the sealing installation shell, a triangular block at one end of a hydraulic push rod drives an extrusion ring to be adjusted in a small range, and the extrusion ring applies radial extrusion force to a spring sealing ring through a first wedge block and a second wedge block; the clamping force between the spring sealing ring and the stern shaft can be automatically adjusted through the hydraulic push rod according to the draft of a ship and the resistance of seawater, the sealing effect can be effectively improved, and lubricating oil is prevented from leaking; meanwhile, after the clamping force is adjusted, the stability of the tail shaft during rotation can be improved according to different resistances borne by the propeller.

Description

A multi-stage sealing device for preventing oil leakage in ship stern shafts Technical Field

[0001] This invention relates to the field of sealing device technology, and in particular to a multi-stage sealing device for preventing oil leakage on a ship's stern shaft. Background Technology

[0002] The stern shaft is the core component of a ship's power transmission system. One end is connected to the output end of the ship's main engine or gearbox, and the other end extends out of the hull and is fixed to the propeller. It can transmit the rotational power generated by the main engine to the propeller, thereby driving the propeller to rotate and propel the ship.

[0003] In current technology, the stern shaft is typically mounted on multiple bearings inside the stern tube, with sealing devices at both ends. Lubricating oil is then introduced into the stern tube. When the stern shaft drives the propeller, it rotates within the tube, making full contact with the lubricating oil for heat dissipation and lubrication. However, the draft of a ship varies depending on whether it is fully loaded, partially loaded, or unloaded. For example, when the ship is docked and carrying the most cargo, the propeller is furthest from the sea surface. After the ship starts, the propeller experiences significant external forces such as seawater pressure and resistance. The force will reach its peak, therefore, the stern shaft connected to the propeller will also be subjected to the greatest seawater resistance and pressure. At this time, under the pressure and resistance of the seawater, the sealing devices at both ends of the stern shaft tube will be affected by this pressure, causing the lubricating oil inside the tube to be squeezed out from the sealing gaskets and other structures. At the same time, the seawater resistance will cause the propeller to generate large vibrations when rotating. Under the influence of external environmental factors, the sealing devices at both ends of the stern shaft tube are very likely to squeeze out the lubricating oil or cause the sealing oil film formed by the lubricating oil itself to fail, resulting in lubricating oil leakage. To this end, we propose a multi-stage sealing device for preventing oil leakage of ship stern shafts. Summary of the Invention

[0004] To address the problem that, under the pressure and resistance of seawater, the sealing devices at both ends of the stern shaft tube are subjected to significant pressure, causing lubricating oil inside the stern shaft tube to be squeezed out from the sealing gaskets and other sealing structures, this invention adopts the following technical solution: a multi-stage oil-leakage-proof marine stern shaft sealing device, comprising a stern shaft tube, wherein multiple bearings are arranged inside the stern shaft tube, and a stern shaft for driving the propeller rotation is sleeved inside the stern shaft tube. Sealing mounting shells are respectively provided at both ends of the stern shaft tube, and the sealing mounting shells are provided with a sealing device for the stern shaft... A sealing device for sealing both ends of a shaft tube; the sealing device includes a rotatable extrusion ring and a spring sealing ring for sealing. Multiple first wedges are fixedly connected inside the extrusion ring. Each first wedge slides in contact with multiple push pins via an inclined surface. One end of each push pin is fixedly disposed on the outside of the spring sealing ring. Multiple second wedges are fixedly connected to both sides of the extrusion ring. Each second wedge slides in contact with an extrusion plate via an inclined surface. One end of each extrusion plate is connected to a side pressure ring. An arc groove is formed inside the sealing mounting housing at the sliding position of the extrusion plate.

[0005] Preferably, the sealing device further includes a hydraulic push rod that slides in contact with the stern tube. One end of the hydraulic push rod is connected to a triangular block. The surface of the extrusion ring is provided with a push groove, and the triangular block is adapted to the size of the push groove.

[0006] Preferably, the surface of the stern tube is provided with multiple oil inlets and circulation ports, and the sealing mounting shell is provided with a first sealing ring and a second sealing ring on the side away from the circulation ports.

[0007] Preferably, the stern tube is provided with an auxiliary mechanism for sealing both ends of the stern tube with the auxiliary sealing device. The auxiliary mechanism includes a first mating rod detachably connected to the movable end inside the bearing and a second mating rod slidably passing through the fixed end outside the bearing. Both ends of the first mating rod are fixedly connected with a movable ring. Multiple flow dividers are fixedly connected to the surface of the movable ring, and the flow dividers are located directly below the oil inlet.

[0008] Preferably, the movable ring and the bearing are coaxially arranged, and a plurality of protrusions are fixedly connected to the side of the movable ring away from the bearing, and the protrusions are arranged in an arc shape.

[0009] Preferably, the movable ring has a slide rod slidably contacting one side of the protrusion, one end of the slide rod is fixedly connected to a connecting rod, one end of the connecting rod is fixedly connected to an auxiliary ring, and the auxiliary ring is tapered on the side near the sealing mounting shell.

[0010] Preferably, a pair of movable rings are provided inside the stern tube, and the protrusions on one side of the movable rings are staggered in spatial position. The inner diameter of the movable ring is larger than the diameter of the stern tube, and one side of the auxiliary ring is fixedly connected to one end of the second mating rod.

[0011] Preferably, a toggle ring is fixedly connected to the surface of the second mating rod, and the toggle ring has multiple arc-shaped blades on its side.

[0012] Preferably, one end of the stern shaft is provided with an installation component, which is connected and installed to the ship body, and the other end of the stern shaft is equipped with a propeller, and a flow guide groove is provided inside the stern shaft tube.

[0013] Compared with the prior art, the beneficial effects of the present invention are as follows: 1. By driving the extrusion ring to make small-amplitude adjustments through the triangular block at one end of the hydraulic push rod, the extrusion ring applies radial extrusion force to the spring sealing ring through the first wedge and the second wedge, so that the spring sealing ring can adjust the clamping force between itself and the stern shaft according to the draft of the ship and the resistance of the seawater. This can effectively improve the sealing effect and prevent lubricating oil leakage. At the same time, after the clamping force is adjusted, the stability of the stern shaft during rotation can be improved according to the different resistances of the propeller. This can effectively improve the stability of the stern shaft during rotation, avoid large vibration amplitudes, and improve the smoothness of the stern shaft operation.

[0014] 2. The moving ring drives the flow divider and the protrusion to rotate synchronously. At this time, the rotation of the protrusion can drive the auxiliary ring on one side of the slide bar to move laterally and reciprocally. This can assist the flow of lubricating oil and improve the stability of the sealing oil film formed between the spring sealing ring and the stern shaft. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1 is a schematic diagram of the external structure of the present invention; Figure 2 is a schematic diagram of the internal structure of the present invention; Figure 3 is a schematic diagram of the sealing device of the present invention; Figure 4 is a schematic diagram of the hydraulic push rod and sealing mounting shell of the present invention; Figure 5 is a schematic diagram of the extrusion ring and push column of the present invention; Figure 6 is a front view of Figure 5 of the present invention; Figure 7 is an exploded view of the sealing device of the present invention; Figure 8 is a schematic diagram of the auxiliary mechanism of the present invention; Figure 9 is a schematic diagram of the first mating rod and the second mating rod of the present invention; Figure 10 is a schematic diagram of the protrusion and slide rod of the present invention; Figure 11 is a schematic diagram of the actuating ring and actuating blade of the present invention.

[0017] In the diagram: 1. Stern tube; 2. Oil inlet; 3. Sealing housing; 4. Mounting component; 5. Stern shaft; 6. Sealing device; 601. Hydraulic push rod; 602. Triangular block; 603. Extrusion ring; 604. First wedge; 605. Push column; 606. Side pressure ring; 607. Second wedge; 608. Extrusion plate; 609. Spring sealing ring; 7. Auxiliary mechanism; 701. First mating rod; 702. Second mating rod; 703. Moving ring; 704. Diverter plate; 705. Protrusion; 706. Slide rod; 707. Connecting rod; 708. Auxiliary ring; 709. Actuating ring; 710. Actuating blade; 8. Guide groove; 9. First sealing ring; 10. Second sealing ring; 11. Circulation port; 12. Bearing. Detailed Implementation

[0018] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0019] Referring to Figures 1 to 7, a multi-stage sealing device for an oil-leakage-proof ship stern shaft includes a stern shaft tube 1. The device is characterized by: multiple bearings 12 disposed inside the stern shaft tube 1; a stern shaft 5 for driving a propeller rotation fitted inside the stern shaft tube 1; sealing housings 3 disposed at both ends of the stern shaft tube 1; and sealing devices 6 disposed inside the sealing housings 3 for sealing both ends of the stern shaft tube 1. The sealing device 6 includes a rotatable compression ring 603 and a spring sealing ring 609 for sealing. Multiple first wedges 604 are fixedly connected inside the ring 603. The first wedges 604 slide in contact with multiple push pins 605 through inclined surfaces. One end of each push pin 605 is fixedly set on the outside of the spring sealing ring 609. Multiple second wedges 607 are fixedly connected to both sides of the compression ring 603. The second wedges 607 slide in contact with compression plates 608 through inclined surfaces. One end of the compression plate 608 is connected to a side pressure ring 606. An arc groove is provided inside the sealing mounting shell 3 at the sliding position of the compression plate 608.

[0020] During operation, after the stern shaft 5 passes through the multiple bearings 12 installed in the stern tube 1, lubricating oil needs to be filled into the stern tube 1 during operation to lubricate the bearings 12 and dissipate heat from the stern shaft 5. However, when the ship is fully loaded with cargo, its draft is at its deepest. The propeller driven by the rotation of the stern shaft 5 experiences maximum seawater resistance and pressure. At this time, the stern shaft 5 will experience violent shaking under the action of seawater resistance, which may cause axial misalignment between the stern shaft 5 and the stern tube 1. This can lead to gaps in the sealing structure inside the sealing housings 3 at both ends of the stern tube 1. At this time, the lubricating oil will leak under the pressure of seawater. Therefore, by setting a small-rotatable compression ring 603 and a spring sealing ring 609 for sealing the lubricating oil inside the sealing housing 3 at both ends of the stern tube 1, when the draft changes continuously, the compression ring 603 is driven to rotate slightly. The rotation of the compression ring 603 will drive multiple first wedges 604 to rotate inside the sealing housing 3. When the first wedges 604 rotate, they will push the pusher 605 towards the center of the compression ring 603 through the inclined surface. Since one end of the pusher 605 is fixed to the outside of the spring sealing ring 609, the pusher... When the pusher 605 compresses the spring sealing ring 609, the spring inside the spring sealing ring 609 is subjected to compressive force. This ensures that the spring sealing ring 609 fully contacts the surface of the stern shaft 5, forming a sealing oil film between the spring sealing rings 609 and on the surface of the stern shaft 5. This effectively isolates the lubricating oil inside the stern shaft tube 1, preventing leakage. Furthermore, the rotation distance of the compression ring 603 is less than the arc length of the first wedge 604, allowing the compression ring 603 to rotate slightly. It should be noted that to prevent excessive compression of the pusher 605 by the first wedge 604 after the compression ring 603 rotates slightly—leading to insufficient draft—the compression ring 603 is designed to prevent this. When the water depth is shallow, excessive extrusion pressure can prevent the spring sealing ring 609 from tightly adhering to the surface of the stern shaft 5, thus compromising the stability of the sealing oil film and causing lubricating oil leakage. The rotation amplitude of the extrusion ring 603 can be automatically adjusted by the pusher 605. Therefore, the rotation amplitude of the extrusion ring 603 can apply different extrusion pressures to the spring sealing ring 609 through the pusher 605, which can be effectively and automatically adjusted according to the ship's draft depth, so that the spring sealing ring 609 and the stern shaft 5 can always maintain a certain stability, improve the formation effect of the sealing oil film, and thus improve the sealing effect of the lubricating oil, avoiding lubricating oil leakage.Furthermore, to prevent the spring sealing ring 609 from being squeezed when the pusher 605 drives it, and to automatically adjust the clamping force between the spring sealing ring 609 and the stern shaft 5 surface to improve the stability of the sealing oil film, while the spring sealing ring 609 at one end of the pusher 605 driven by the first wedge 604 via the inclined plane may be over-squeezed, causing the spring sealing ring 609 to deform, movable side pressure rings 606 are provided on both sides of the spring sealing ring 609. When the extrusion ring 603 rotates slightly, it will also drive the second wedges 607 on both sides to rotate synchronously. The rotation of the second wedges 607 will push the extrusion plate 608 to slide inside the arc groove opened inside the sealing mounting shell 3 via the inclined plane (as shown in Figure 7). Since the extrusion plate 608 is made of a tough material, the extrusion plate... After sliding inside the arc groove inside the sealing housing 3, 608 can squeeze one side of the side pressure ring 606. When the side pressure ring 606 is subjected to the squeezing force, it will also squeeze both sides of the spring sealing ring 609. This can prevent the spring sealing ring 609 from being over-squeezed and deformed after the pusher 605 applies the squeezing force. This can effectively improve the stability of the contact between the spring sealing ring 609 and the stern shaft 5 surface during automatic adjustment. As a result, the spring sealing ring 609 can fully contact the stern shaft 5 surface without damaging the sealing oil film formed between it and the stern shaft 5. This can effectively seal both ends of the stern shaft tube 1 and prevent the sealing effect of the lubricating oil from being reduced due to changes in the ship's draft, thus effectively improving the sealing effect.

[0021] Referring to Figures 4 to 7, the sealing device 6 also includes a hydraulic push rod 601 that slides in contact with the stern tube 1. One end of the hydraulic push rod 601 is connected to a triangular block 602 via a hinge ball joint. The surface of the compression ring 603 is provided with a push groove, and the triangular block 602 is adapted to the size of the push groove.

[0022] During operation, when the ship's draft changes, the hydraulic push rod 601 inside the sealing housing 3 is activated. The hydraulic push rod 601 slides inside the sealing housing 3, driving the triangular block 602 to move via the hinged ball. The triangular block 602 then applies a pushing force to the groove on the surface of the compression ring 603, causing the compression ring 603 to drive the first wedge 604 and the second wedge 607 to rotate synchronously. This achieves synchronous adjustment of the outer side and both sides of the spring sealing ring 609, effectively applying uniform and stable compression force and improving the appropriate clamping force between the spring sealing ring 609 and the stern shaft 5. It should be noted that if the ship's draft is shallow and the clamping force between the spring sealing ring 609 and the stern shaft 5 is too large, the spring sealing ring... A sealing oil film may not yet be fully formed between the stern shaft 5 and the spring sealing ring 609. When the stern shaft 5 rotates at this time, dry friction may occur between the stern shaft 5 and the spring sealing ring 609, causing wear and damage to the spring sealing ring 609. If the ship's draft is deep, the lubricating oil inside the stern tube 1 will be subjected to the squeezing force of seawater. If the contact clamping force between the spring sealing ring 609 and the stern shaft 5 is too small, the lubricating oil may be squeezed out of the stern tube 1 by the seawater pressure, resulting in lubricating oil leakage. Therefore, the movement of the compression ring 603 and the side pressure ring 606 can effectively prevent lubricating oil leakage, so that the clamping force between the spring sealing ring 609 and the stern shaft 5 can fully adapt to the changes in the ship's draft, allowing the spring sealing ring 609 to achieve a better sealing effect.

[0023] Referring to Figures 5 to 7, a plurality of oil inlets 2 and circulation ports 11 are respectively provided on the surface of the stern tube 1, and a first sealing ring 9 and a second sealing ring 10 are sequentially provided on the side of the sealing housing 3 away from the circulation port 11.

[0024] During operation, lubricating oil is introduced into the stern tube 1 to lubricate and cool the stern shaft 5. At this time, the lubricating oil is introduced into the stern tube 1 through the oil inlet 2 via the oil inlet pipe. The lubricating oil then passes through the multiple bearings 12 located inside the stern tube 1 and is discharged from the circulation port 11, thus enabling the lubricating oil to form a complete circulation process. This improves the flow effect of the lubricating oil, allowing a stable sealing film to form between the lubricating oil, the spring sealing ring 609, and the stern shaft 5, assisting the spring sealing ring 609 in sealing both ends of the stern tube 1. Furthermore, it allows the lubricating oil to flow fully within the stern tube 1. The operation improves the heat dissipation and lubrication effect on the stern shaft 5. It should be noted that, in order to prevent solid impurities such as sand and gravel in the seawater from entering the interior of the stern shaft 5 and affecting its normal use, a first sealing ring 9 and a second sealing ring 10 are sequentially arranged inside the sealing housing 3 and on one side of the compression ring 603. The diameter of the first sealing ring 9 is smaller than that of the second sealing ring 10, which can effectively form a multi-level sealing protection, prevent seawater and other impurities from directly contacting the spring sealing ring 609 and the compression ring 603, improve the protection effect, and thus improve the stability of the seal at both ends of the stern shaft tube 1.

[0025] Referring to Figures 8 to 11, the stern tube 1 is provided with an auxiliary mechanism 7 for sealing both ends of the stern tube 1 by the auxiliary sealing device 6. The auxiliary mechanism 7 includes a first mating rod 701 detachably connected to the movable end inside the bearing 12, and a second mating rod 702 slidably passing through the fixed end outside the bearing 12. Both ends of the first mating rod 701 are fixedly connected to a moving ring 703. Multiple diverter plates 704 are fixedly connected to the surface of the moving ring 703, and the diverter plates 704 are located directly below the oil inlet 2.

[0026] During operation, to facilitate the filling of lubricating oil into the stern tube 1 and the formation of a sealing oil film between the lubricating oil and the spring sealing ring 609 and the stern shaft 5, which assists the spring sealing ring 609 in performing multi-stage sealing, the pressure of the lubricating oil filling into the stern tube 1 needs to be adjusted when the ship's draft changes. This creates a certain pressure value inside the stern tube 1, adjusting it to a more balanced state with the pressure value generated at deeper ship drafts. This ensures the formation of a sealing oil film between the spring sealing ring 609 and the surface of the stern shaft 5. The stability of the stern shaft 5 is ensured by multiple bearings 12 installed inside the stern shaft tube 1. The rotation of the stern shaft 5 drives the movable ends of the bearings 12 to rotate synchronously. This not only improves the stability of the stern shaft 5, preventing excessive resistance to the propeller at deeper drafts and thus avoiding significant vibrations that could compromise the sealing effect of the sealing structures at both ends of the stern shaft tube 1, but also maintains a certain level of stability in the coaxiality of the stern shaft 5 and the stern shaft tube 1. Furthermore, the rotation of the movable ends of the bearings 12 drives multiple bearings 12 to rotate synchronously. The first mating rod 701 rotates synchronously, which drives the moving rings 703 located directly below the oil inlet 2 at both ends to rotate. The rotation of the moving rings 703 drives multiple distributor plates 704 to rotate synchronously. When the ship's draft changes, the lubricating oil filling pressure will be adjusted accordingly, so that the lubricating oil is sprayed onto the surface of the rotating distributor plates 704 at different pressures. On the one hand, this can prevent the lubricating oil from flowing turbulently in the stern tube 1 after the pressure change, thereby damaging the sealing oil film; on the other hand, it can prevent the high-pressure lubricating oil from carrying in too much gas, and can separate the lubricating oil. The flow is guided to a stable state between the spring sealing ring 609 and the stern shaft 5, thereby achieving a stable formation of the sealing oil film. It should be noted that the flow dividers 704 on the surface of the moving ring 703 are arranged in different shapes (as shown in Figure 10). Some flow dividers 704 are bent inward on the surface of the moving ring 703, while others are bent outward. This can effectively guide the lubricating oil sprayed into the stern shaft tube 1 at different pressure values.

[0027] Referring to Figures 10 and 11, the moving ring 703 and the bearing 12 are coaxially arranged. Multiple protrusions 705 are fixedly connected to the side of the moving ring 703 away from the bearing 12, and the protrusions 705 are arranged in an arc shape.

[0028] During operation, when the bearing 12 rotates synchronously with the stern shaft 5, the rotation of the bearing 12 drives the moving rings 703 at one end of multiple first mating rods 701 to rotate synchronously. When the moving rings 703 drive the flow divider plate 704 to rotate synchronously, it not only guides the flow of lubricating oil but also ensures a stable flow of lubricating oil to the position between the spring sealing ring 609 and the stern shaft 5, forming a sealing oil film and improving the sealing effect of the sealing structure. Furthermore, since the moving rings 703 and the bearing 12 are coaxially arranged, when the moving rings 703 rotate, they drive a portion of the lubricating oil to rotate synchronously with them. When lubricating oil of different pressure values ​​is sprayed onto the flow divider plate 704 on the surface of the moving rings 703, it ensures a sufficiently stable flow of lubricating oil to the flow divider plate 704. The surface of the flow guides the flow, preventing the lubricating oil from being sprayed onto the surface of the distributor plate 704 at high pressure, which would prevent it from being effectively guided. It should be noted that when the moving ring 703 rotates, it also drives multiple protrusions 705 to rotate synchronously. Since the protrusions 705 are located on the side of the moving ring 703 away from the bearing 12, the rotation plane of the moving ring 703 may be larger. For example, when the moving ring 703 rotates, the rotation area on the side of the moving ring 703 with protrusions 705 may be larger. At this time, the protrusions 705 move closer to the spring sealing ring 609, which allows the lubricating oil driven by the rotation of the moving ring 703 to flow better to the position where the spring sealing ring 609 is connected to the stern shaft 5, forming a more stable sealing oil film.

[0029] Referring to Figures 8 to 11, the movable ring 703 has a slide rod 706 slidably contacting one side of the protrusion 705. One end of the slide rod 706 is fixedly connected to a connecting rod 707, and one end of the connecting rod 707 is fixedly connected to an auxiliary ring 708. The auxiliary ring 708 is tapered on the side near the sealing mounting shell 3.

[0030] During operation, when the moving ring 703 rotates, causing the protrusion 705 to rotate synchronously, the moving ring 703 pushes the slide rod 706 to move through the protrusion 705. The movement of the slide rod 706 drives the connecting rod 707 to move, and the movement of the connecting rod 707 causes the auxiliary ring 708 to slide inside the stern tube 1. Since a return spring is provided at the sliding position between the auxiliary ring 708 and the stern tube 1, when the protrusion 705 on one side of the moving ring 703 stops pushing the slide rod 706, the auxiliary ring 708 will reset under the force of the return spring, thus allowing the auxiliary ring to return to its original position. 708 is capable of reciprocating motion. It should be noted that, since the auxiliary ring 708 is tapered on the side near the sealing mounting shell 3, the lateral reciprocating motion of the auxiliary ring 708 will drive some of the lubricating oil that has been sprayed onto the surface of the diverter plate 704 for guidance to move together. This can prevent the lubricating oil from directly rushing onto the surface of the sealing oil film formed between the spring sealing ring 609 and the stern shaft 5, thus preventing damage to the sealing oil film. This allows the lubricating oil to flow in a stable state, improving the stability of the sealing oil film formed between the spring sealing ring 609 and the stern shaft 5.

[0031] Referring to Figures 8 to 11, a pair of movable rings 703 are provided inside the stern tube 1, and the protrusions 705 on one side of the movable rings 703 are staggered in spatial position. The inner diameter of the movable rings 703 is larger than the diameter of the stern tube 5. One side of the auxiliary ring 708 is fixedly connected to one end of the second mating rod 702.

[0032] During operation, when the auxiliary ring 708 reciprocates laterally, it drives multiple second mating rods 702 to move synchronously. Since the multiple protrusions 705 on one side of the two moving rings 703 are staggered in space, when one protrusion 705 pushes the slide rod 706, the other slide rod 706 will not contact the protruding part of the protrusion 705. This allows the auxiliary ring 708 to intermittently reciprocate laterally, effectively assisting the lubricating oil to flow towards the spring sealing ring 609, forming a stable sealing oil film and improving the sealing effect of the stern tube 1. It should be noted that since the inner diameter of the moving ring 703 is larger than the diameter of the stern shaft 5, when the moving ring 703 drives the diverter plate 704 and the protrusions 705 to rotate synchronously, it avoids interfering with the normal rotation of the stern shaft 5 and allows the auxiliary ring 708 to operate stably, improving the auxiliary ring 708's guidance of the lubricating oil and ensuring sufficient flow of the lubricating oil, further enhancing the stability of the formed sealing oil film.

[0033] Referring to Figures 10 and 11, a toggle ring 709 is fixedly connected to the surface of the second mating rod 702, and multiple arc-shaped paddles 710 are provided on the side of the toggle ring 709.

[0034] During operation, as the auxiliary ring 708 continuously reciprocates laterally, it drives the agitator ring 709 to move synchronously. The movement of the agitator ring 709 then drives multiple deflectors 710 to move synchronously. Since the agitator ring 709 and deflectors 710 are positioned in the middle of the two circulation ports 11, their lateral reciprocating motion inside the stern tube 1 not only agitates the lubricating oil, creating better flow within the stern tube 1 and improving lubrication and heat dissipation for the stern shaft 5 and bearing 12, but also... The lubricating oil flows evenly to the sealing housings 3 on both sides of the stern tube 1 until it is discharged from the circulation port 11, which can effectively improve the lubricating oil's performance. It should be noted that when the actuating ring 709 and the arc-shaped actuating blade 710 move synchronously, the actuating blade 710 will push the lubricating oil to flow, so that the lubricating oil moves effectively towards the circulation port 11. On the one hand, this ensures that the lubricating oil flows fully, and on the other hand, it improves the flow effect of the lubricating oil, making it easier for it to flow out from the circulation port 11, thus improving the circulation effect and preventing the lubricating oil from standing still in the stern tube 1, ensuring the efficiency of the lubricating oil.

[0035] Referring to Figures 1 to 3, a mounting component 4 is provided at one end of the stern shaft 5, which is connected and installed to the ship body. A propeller is installed at the other end of the stern shaft 5, and guide grooves 8 are intersected inside the stern shaft tube 1.

[0036] During operation, the stern shaft 5 is mounted to the hull of the ship by installing a mounting piece 4 at one end, and then the propeller is installed at the other end of the stern shaft 5. The stern shaft 5 is driven to rotate inside the stern shaft tube 1 by a drive device in the hull, such as a drive motor, which also lubricates and dissipates heat. It should be noted that, to avoid the lubricating oil entering the stern shaft tube 1 through the oil inlet 2 from being unable to flow sufficiently inside the stern shaft tube 1 due to the obstruction of multiple bearings 12 installed inside the stern shaft tube 1, this process is designed to prevent such obstruction. At this time, by opening cross-flow grooves 8 inside the stern tube 1, the lubricating oil can flow inside the flow grooves 8. On the one hand, it can guide the lubricating oil to flow fully inside the stern tube 1. On the other hand, it can avoid large turbulent flow phenomena caused by the rotation of the lubricating oil flow speed or the moving ring 703. It can effectively improve the stability of the lubricating oil flow, so that the lubricating oil flows fully and improves the stability of the sealing oil film formed between the spring sealing ring 609 and the stern tube 5.

[0037] The control method of this invention is automatic control through a controller. The control circuit of the controller can be implemented by simple programming by those skilled in the art. The power supply is also common knowledge in the art. Furthermore, since this invention is mainly used to protect mechanical devices, the control method and circuit connection will not be explained in detail here.

[0038] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art within the scope of the technology disclosed in the present invention, based on the technical solution and inventive concept of the present invention, should be covered within the scope of protection of the present invention.

Claims

1. A multi-stage sealing device for preventing oil leakage in a ship's stern shaft, comprising a stern shaft tube (1), characterized in that: The stern tube (1) is internally provided with multiple bearings (12), and the stern tube (1) is internally fitted with a stern shaft (5) for driving the propeller to rotate. Both ends of the stern tube (1) are respectively provided with sealing housings (3), and the sealing housings (3) are internally provided with sealing devices (6) for sealing both ends of the stern tube (1). The sealing device (6) includes a rotatable compression ring (603) and a spring sealing ring (609) for sealing. Multiple first wedges are fixedly connected internally to the compression ring (603). 604), the first wedge (604) is in sliding contact with a plurality of push pins (605) through an inclined surface, and one end of the plurality of push pins (605) is fixedly disposed on the outside of the spring sealing ring (609); a plurality of second wedges (607) are fixedly connected to both sides of the extrusion ring (603), and the second wedges (607) are in sliding contact with an extrusion plate (608) through an inclined surface, and one end of the extrusion plate (608) is connected to a side pressure ring (606), and an arc groove is provided inside the sealing mounting shell (3) at the sliding position of the extrusion plate (608).

2. The multi-stage sealing device for preventing oil leakage in a ship's stern shaft according to claim 1, characterized in that: The sealing device (6) also includes a hydraulic push rod (601) that slides in contact with the stern tube (1). One end of the hydraulic push rod (601) is connected to a triangular block (602). The surface of the extrusion ring (603) is provided with a push groove, and the triangular block (602) is adapted to the size of the push groove.

3. The multi-stage sealing device for preventing oil leakage in a ship's stern shaft according to claim 1, characterized in that: The surface of the stern tube (1) is provided with multiple oil inlets (2) and circulation ports (11), and the sealing housing (3) is provided with a first sealing ring (9) and a second sealing ring (10) on the side away from the circulation port (11).

4. A multi-stage sealing device for preventing oil leakage in a ship's stern shaft according to claim 1, characterized in that: The stern tube (1) is provided with an auxiliary mechanism (7) for the auxiliary sealing device (6) to seal both ends of the stern tube (1). The auxiliary mechanism (7) includes a first mating rod (701) detachably connected to the movable end inside the bearing (12) and a second mating rod (702) slidably passing through the fixed end outside the bearing (12). Both ends of the first mating rod (701) are fixedly connected with a moving ring (703). Multiple diverter plates (704) are fixedly connected to the surface of the moving ring (703), and the diverter plates (704) are located directly below the oil inlet (2).

5. A multi-stage sealing device for preventing oil leakage in a ship's stern shaft according to claim 4, characterized in that: The movable ring (703) and the bearing (12) are coaxially arranged. Multiple protrusions (705) are fixedly connected to the side of the movable ring (703) away from the bearing (12), and the protrusions (705) are arranged in an arc shape.

6. A multi-stage sealing device for preventing oil leakage in a ship's stern shaft according to claim 5, characterized in that: The movable ring (703) has a protrusion (705) on one side that slides in contact with a slide rod (706). One end of the slide rod (706) is fixedly connected to a connecting rod (707). One end of the connecting rod (707) is fixedly connected to an auxiliary ring (708). The auxiliary ring (708) is tapered on the side near the sealing mounting shell (3).

7. A multi-stage sealing device for preventing oil leakage in a ship's stern shaft according to claim 6, characterized in that: A pair of movable rings (703) are provided inside the stern tube (1), and the protrusions (705) on one side of the movable rings (703) are staggered in spatial position. The inner diameter of the movable rings (703) is larger than the diameter of the stern tube (5). One side of the auxiliary ring (708) is fixedly connected to one end of the second mating rod (702).

8. A multi-stage sealing device for preventing oil leakage in a ship's stern shaft according to claim 7, characterized in that: The surface of the second mating rod (702) is fixedly connected to a toggle ring (709), and the side of the toggle ring (709) is provided with a plurality of arc-shaped paddles (710).

9. A multi-stage sealing device for preventing oil leakage in a ship's stern shaft according to claim 1, characterized in that: One end of the stern shaft (5) is provided with an installation part (4), which is connected and installed to the ship body. The other end of the stern shaft (5) is equipped with a propeller, and the interior of the stern shaft tube (1) is provided with a guide groove (8).

Images