Novel shaft locking device for double-tail-shaft LNG (Liquefied Natural Gas) ship

Abstract

The utility model discloses a novel shaft locking device for a double-tail-shaft LNG (Liquefied Natural Gas) ship. The novel shaft locking device comprises a seat plate assembly, the seat plate assembly is fixedly connected with a ship platform seat plate through a plurality of connecting bolts; the seat plate assembly comprises a bottom plate; a front protruding part and a rear protruding part are arranged on one side edge in the length direction; left and right symmetrical vertical plates are arranged in the width direction of the bottom plate; a protruding sliding platform is arranged at the position of the channel, and the sliding platform is arranged on the bottom plate and forms a U-shaped channel with the left vertical plate and the right vertical plate. A locking piece structure assembly is arranged in the U-shaped channel; the locking block structure assembly comprises a locking block and a bull eye bearing located at the bottom. A through channel is arranged in the locking block and used for being connected with the rotating handle assembly. The rotating handle assembly comprises a rotating handle and a ball screw; the rotating handle is connected with the ball screw; the front protruding part is further provided with a stroke limiting switch. According to the structure, the ball screw and the bull eye bearing are additionally arranged, so that the friction force between the locking block and the seat plate assembly is greatly reduced, and the operation of sailors is greatly facilitated.

Description

Technical Field

[0001] The utility model relates to a novel shaft locking device for a double-stern shaft LNG ship, belonging to the technical field of ship engineering. Background Art

[0002] The commonly used shaft locking device is mainly composed of a locking block, a seat plate assembly, a limit switch, etc. When the flange on the stern shaft needs to be locked, the locking block needs to be manually moved into the square groove of the flange. When the shaft locking device is manufactured, the gap between the locking block and the base assembly needs to be strictly controlled. The width d of the locking block and the width D of the flange groove are generally controlled within 0.5~1mm. During the movement of the locking block, it is mainly affected by the plane friction between the locking block and the seat plate assembly.

[0003] Since the left and right baffles of the seat plate assembly are subjected to the impact of the lock block for a long time, the plane deformation is easy to occur, which greatly increases the friction force of the lock block when it moves forward and backward, and may cause jamming in serious cases. In addition, the shaft lock device is at the bottom of the cabin and is in a humid environment for a long time, which is prone to rust and greatly increases friction. This jamming phenomenon brings great inconvenience to the crew's daily operation. Utility Model Content

[0004] In view of the problems existing in the above-mentioned prior art, the utility model provides a novel shaft locking device for a double stern shaft LNG ship, thereby solving the above-mentioned technical problems.

[0005] In order to achieve the above-mentioned purpose, the technical solution adopted by the utility model is: a novel double stern shaft LNG ship locking device, comprising a seat plate assembly; the seat plate assembly is fixedly connected to the platform seat plate on the ship through a plurality of connecting bolts;

[0006] The seat plate assembly comprises a bottom plate; the bottom plate is a rectangular structure, and a front protrusion and a rear protrusion are arranged on one side of the bottom plate in the length direction; a vertical plate symmetrically arranged on the width direction of the bottom plate; a raised sliding platform is arranged at the channel, and the sliding platform is arranged on the bottom plate and forms a U-shaped channel with the left and right vertical plates; a locking block structure assembly is arranged in the U-shaped channel;

[0007] The locking block structural assembly comprises a locking block and a bull's eye bearing arranged at the bottom; a through passage is arranged in the locking block for connecting the rotating handle assembly; a front mounting fixing plate and a rear mounting fixing plate are arranged at the front and rear ends of the through passage; the front mounting fixing plate and the rear mounting fixing plate are fixed at the front and rear end faces of the locking block by screws; a U-shaped handle is arranged at the front end face of the locking block;

[0008] The rotating handle assembly includes a rotating handle and a ball screw; the rotating handle is connected to the ball screw; the front end of the ball screw is installed on the first support seat; the main rod body of the ball screw passes through the front mounting fixing plate, the locking block and the rear mounting fixing plate of the locking block structure assembly in sequence, and the rear end thereof is installed on the second support seat;

[0009] The front protrusion is also provided with a travel limit switch, which is used for real-time feedback of the position of the locking block in the U-shaped channel and feeding back the data to the control room.

[0010] Furthermore, a mounting groove is provided below the locking block; the bull's eye bearing and its connecting member are fixed in the mounting groove by screws.

[0011] Furthermore, the bull's eye bearings are provided in four groups, which are evenly arranged at the bottom of the locking block.

[0012] Furthermore, the support seat 1 is arranged on the front protrusion; and the support seat 2 is arranged on the rear protrusion.

[0013] Furthermore, the front and rear ends of the vertical plate are provided with limit plates; the limit plates are fixedly connected to the side end surfaces of the vertical plate by screws, and a protruding portion on one side thereof is used to limit the locking block.

[0014] Furthermore, a plurality of reinforcing rib structures are provided at the L-shaped connection structure where one side of the vertical plate and the bottom plate are located.

[0015] Furthermore, a limit locking screw is also provided on the vertical plate; there are two limit locking screws, which are respectively used for locking the locking block when it is in the groove of the flange and for locking the locking block when it is not in the groove of the flange.

[0016] The beneficial effects of the utility model are:

[0017] (1) By setting up a rotating handle assembly, the lock block is changed from a hand-push type to a hand-cranked type when moving, converting linear motion into rotational motion. Since the rolling friction of the ball is smaller than the sliding friction of the lock block, it can provide higher efficiency and greater transmission force.

[0018] (2) By adding a bull's eye bearing assembly under the lock block, when the lock block moves forward and backward, the sliding friction is changed to rolling friction, which greatly reduces the friction force, facilitates the crew to operate the shaft locking device, and avoids the lock block from getting stuck. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 It is a schematic diagram of the structure of the utility model;

[0020] Figure 2 It is a schematic front view of the structure of the utility model;

[0021] Figure 3 It is a left side view showing the structure of the utility model;

[0022] Figure 4 It is a schematic top view of the structure of the utility model;

[0023] Figure 5 The utility model is a schematic cross-sectional view of the structure Figure 1 (Overall cross-section);

[0024] Figure 6 It is a structural schematic diagram (partial cross-section) of the position relationship between the locking block and the bull's eye bearing of the utility model;

[0025] Figure 7 This is a schematic front view of the structure of the flange and the locking block in the clamping state of the utility model;

[0026] Figure 8 This is a schematic diagram of the structure of the utility model when the locking block is clamped on the flange (position A);

[0027] Fig. 9 This is a schematic diagram of the structure of the utility model when the locking block is not clamped on the flange (position B).

[0028] In the figure: 1. seat plate assembly, 11. bottom plate, 111. front protrusion, 112. rear protrusion, 113. sliding platform, 12. vertical plate, 121. limit plate, 122. reinforcing rib structure, 123. limit locking screw, 2. connecting bolt, 3. platform seat plate, 4. lock block structure assembly, 41. lock block, 411. mounting groove, 42. bull's eye bearing, 43. front mounting fixing plate, 44. rear mounting fixing plate, 45. U-shaped handle, 5. rotating handle assembly, 51. rotating handle, 52. ball screw, 53. support seat one, 54. support seat two, 6. travel limit switch. DETAILED DESCRIPTION

[0029] In order to make the purpose, technical solution and advantages of the utility model more clear, the utility model is further described in detail through the accompanying drawings and embodiments. However, it should be understood that the specific embodiments described here are only used to explain the utility model and are not used to limit the scope of the utility model.

[0030] Unless otherwise defined, all technical and scientific terms used herein have the same meanings as those commonly understood by technicians in the technical field to which the present invention belongs. The terms used in the specification of the present invention are only for the purpose of describing specific embodiments and are not intended to limit the present invention.

[0031] like Figure 1-Figure 5As shown, a novel double stern shaft LNG ship locking device includes a seat plate assembly 1; the seat plate assembly 1 is fixedly connected to a platform seat plate 3 on the ship through a plurality of connecting bolts 2;

[0032] The seat plate assembly 1 includes a bottom plate 11; the bottom plate 11 is a rectangular structure, and a front protrusion 111 and a rear protrusion 112 are provided on one side of the bottom plate 11 in the length direction; a vertical plate 12 is provided in a left-right symmetrical manner in the width direction of the bottom plate 11; a raised sliding platform 112 is provided at the channel, and the sliding platform 112 is provided on the bottom plate 11 and forms a U-shaped channel with the left and right vertical plates 12; a locking block structure assembly 4 is provided in the U-shaped channel;

[0033] The lock block structure assembly 4 includes a lock block 41 and a bull's eye bearing 42 disposed at the bottom; a through passage is disposed in the lock block 41 for connecting the rotating handle assembly 5; a front mounting fixing plate 43 and a rear mounting fixing plate 44 are disposed at the front and rear ends of the through passage; the front mounting fixing plate 43 and the rear mounting fixing plate 44 are fixed to the front and rear end surfaces of the lock block 41 by screws; a U-shaped handle 45 is disposed at the front end surface of the lock block 41;

[0034] The rotating handle assembly 5 includes a rotating handle 51 and a ball screw 52; the rotating handle 51 is connected to the ball screw 52; the front end of the ball screw 52 is installed on the support seat 1 53; the main rod body of the ball screw 52 passes through the front mounting fixing plate 43, the locking block 41 and the rear mounting fixing plate 44 of the locking block structure assembly 4 in sequence, and the rear end thereof is installed on the support seat 2 54;

[0035] A travel limit switch 6 is also provided on the front protrusion 111 , which is used to provide real-time feedback of the position of the locking block 41 in the U-shaped channel and to feed back the data to the control room.

[0036] This embodiment is preferred, refer to Figure 6 A mounting groove 411 is provided below the locking block 41 ; the bull's eye bearing 42 and its connecting member are fixed in the mounting groove 411 by screws.

[0037] Preferably, in this embodiment, four groups of bull's eye bearings 42 are provided, which are evenly arranged at the bottom of the locking block 4 .

[0038] In this embodiment, preferably, the support seat 1 53 is disposed on the front protrusion 111 ; and the support seat 2 54 is disposed on the rear protrusion 112 .

[0039] Preferably, in this embodiment, the front and rear ends of the vertical plate 12 are provided with limiting plates 121 ; the limiting plates 12 are fixedly connected to the side end surfaces of the vertical plate 12 by screws, and a protruding portion on one side thereof is used to limit the locking block 4 .

[0040] Preferably, in this embodiment, a plurality of reinforcing rib structures 122 are provided at the L-shaped connection structure where one side of the vertical plate 12 and the bottom plate 11 are located.

[0041] Preferably, in this embodiment, a limit locking screw 123 is further provided on the vertical plate 12; two limit locking screws 123 are provided, which are respectively used for locking the locking block 4 when it is in the flange groove and locking the locking block 4 when it is not in the flange groove.

[0042] Working principle: The seat plate assembly 1 of the shaft locking device is connected to the workbench on the ship through the connecting bolts 2. The 8 adjusting nuts under the seat plate assembly 1 are adjusted to control the distance between the seat plate assembly and the workbench so that the locking block 41 on the seat plate assembly 1 can match the groove hole on the flange on the stern shaft. Figure 7 The locking block 41 controls the front and rear positions (position A, position B) of the locking block 41 by shaking the ball screw 52. Figure 8 and Fig. 9 . When the lock block 41 is in position A, the lock block 41 is stuck in the groove of the flange, the flange is in a fixed position, the travel limit switch 6 is not in contact with the lock block 41, and is in a closed state; when the lock block 41 is in position B, the lock block 41 is separated from the groove of the flange, the flange is in a rotational motion state, the travel limit switch 6 is in contact with the lock block and is in a working state, and the switch signal on the travel limit switch 6 can be transmitted to the control room on the ship to display the position of the lock block 41. Whether the lock block 41 is in position A or position B, the ball screw 52 can be self-locking. For safety reasons, a limit locking screw 123 is added to the extreme position of the lock block 41 to play a secondary protection role.

[0043] This structural improvement fully considers the actual working conditions of the existing shaft locking device, and by adding the ball screw 52 and the bull's eye bearing 42, the friction between the locking block 41 and the seat plate assembly 1 is greatly reduced, which greatly facilitates the operation of the crew.

[0044] The novel shaft locking device has a reasonable structure. The added ball screw 52 and bull's eye bearing 42 are both standard parts and can be easily reached. The device does not increase the overall dimensions and occupy much space resources, and is in line with current standards.

[0045] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modification, equivalent substitution or improvement made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A new type of twin stern shaft locking device for LNG ships, It is characterized in that It comprises a seat plate assembly (1); the seat plate assembly (1) is fixedly connected to a platform seat plate (3) on a ship via a plurality of connecting bolts (2); The seat plate assembly (1) comprises a base plate (11); the base plate (11) is a rectangular structure, and a front protrusion (111) and a rear protrusion (112) are provided on one side of the base plate (11) in the length direction; a left-right symmetrical vertical plate (12) is provided in the width direction of the base plate (11); a raised sliding platform (113) is provided at the channel, and the sliding platform (113) is provided on the base plate (11) and forms a U-shaped channel with the left and right vertical plates (12); a locking block structure assembly (4) is provided in the U-shaped channel; The locking block structural assembly (4) comprises a locking block (41) and a bull's eye bearing (42) arranged at the bottom; a through passage is arranged in the locking block (41) for connecting the rotating handle assembly (5); a front mounting fixing plate (43) and a rear mounting fixing plate (44) are arranged at the front and rear ends of the through passage; the front mounting fixing plate (43) and the rear mounting fixing plate (44) are fixed to the front and rear end surfaces of the locking block (41) by screws; a U-shaped handle (45) is arranged on the front end surface of the locking block (41); The rotating handle assembly (5) comprises a rotating handle (51) and a ball screw (52); the rotating handle (51) is connected to the ball screw (52); the front end of the ball screw (52) is mounted on a first support seat (53); the main rod body of the ball screw (52) passes through the front mounting fixing plate (43), the locking block (41) and the rear mounting fixing plate (44) of the locking block structural assembly (4) in sequence, and the rear end thereof is mounted on a second support seat (54); The front protrusion (111) is also provided with a travel limit switch (6), which is used to provide real-time feedback of the position of the locking block (41) in the U-shaped channel and to feed back the data to the control room.

2. According to claim 1, a novel twin-stern shaft LNG ship locking device, It is characterized in that A mounting groove (411) is provided below the locking block (41); the bull's eye bearing (42) and its connecting member are fixed in the mounting groove (411) by means of screws.

3. According to claim 1, a novel twin-stern shaft LNG ship locking device, It is characterized in that The bull's eye bearings (42) are provided in four groups and are evenly arranged at the bottom of the locking block (41).

4. According to claim 1, a novel twin-stern shaft LNG ship locking device, It is characterized in that The first support seat (53) is arranged on the front protrusion (111); and the second support seat (54) is arranged on the rear protrusion (112).

5. According to claim 1, a novel twin stern shaft LNG ship locking device, It is characterized in that Limiting plates (121) are provided at the front and rear ends of the vertical plate (12); the limiting plates (121) are fixedly connected to the side end surfaces of the vertical plate (12) via screws, and a protruding portion on one side of the limiting plates is used to limit the locking block (41).

6. A novel twin-stern shaft locking device for LNG ships according to claim 1, It is characterized in that A plurality of reinforcing rib structures (122) are provided at the L-shaped connection structure where one side of the vertical plate (12) and the bottom plate (11) are located.

7. According to claim 1, a novel twin-stern shaft LNG ship locking device, It is characterized in that The vertical plate (12) is also provided with a limit locking screw (123); two limit locking screws (123) are provided, which are respectively used for locking the locking block (41) when it is in the groove of the flange and for locking the locking block (41) when it is not in the groove of the flange.

Images