Hydraulic transmission variable-speed self-supporting jet propeller for ten-thousand-ton cargo ship
By using hydraulic transmission and self-sustaining seawater injection technology, the kinetic energy of seawater is converted into hydraulic power to provide propulsion for cargo ships, solving the problem of high costs associated with traditional fuel-powered cargo ships and achieving a significant reduction in energy consumption and carbon emissions.
Patent Information
- Application Number
- CN202520481926.0
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-03-18
- Publication Date
- 2026-01-16
- Estimated Expiration
- 2035-03-18
AI Technical Summary
Traditional cargo ships rely on fuel oil for propulsion, and fuel costs are high during ocean voyages, accounting for 40%-50% of total operating costs, and also have high carbon emissions.
Employing hydraulic transmission and self-supplied seawater injection technology, the kinetic energy of seawater is converted into hydraulic power through gear pumps and transmission components to provide propulsion for cargo ships and reduce energy consumption.
It significantly reduces energy consumption by 60%-70%, reduces sailing costs, and lowers carbon emissions.
Smart Images
Figure CN223803763U_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The utility model relates to a cargo ship propeller technical field, concretely is a ten-thousand-ton cargo ship hydraulic transmission variable speed self -supporting injection propeller. BACKGROUND
[0002] Cargo ship (also called cargo ship main body, freighter) is used as the ship of carrying goods, and the cargo ship is mainly used for carrying goods, and most of its cabin is used for stacking goods, and the displacement can be from hundreds of tons to hundreds of thousands of tons, and the ship body is usually made of steel, and the cargo ship has the characteristics of large carrying capacity compared with other transport tools.
[0003] Among them, the cargo ship in the traditional technology is mainly driven by conventional fuel, and a large amount of fuel is consumed in the long-distance navigation process, so that the overall navigation cost is high. The traditional cargo ship propulsion system relies on fuel driving, and the fuel cost accounts for 40%-50% of the total operating cost in ocean navigation. The utility model scheme can reduce energy consumption by 60%-70% through hydraulic transmission and seawater self-supporting injection technology, and significantly reduce carbon emissions.
[0004] Therefore, the utility model provides a ten-thousand-ton cargo ship hydraulic transmission variable speed self -supporting injection propeller to solve the above problems. UTILITY MODEL CONTENT
[0005] In view of the deficiency of prior art, the utility model provides a ten-thousand-ton cargo ship hydraulic transmission variable speed self -supporting injection propeller, which solves the above problems.
[0006] To achieve the above purpose, the utility model is realized by the following technical scheme: a ten-thousand-ton cargo ship hydraulic transmission variable speed self -supporting injection propeller, including the carrying shell, the top end of the carrying shell is fixedly connected with the carrying end cover, the edge of the top end of the carrying end cover is fixedly connected with a plurality of gear pumps, the power input end of each gear pump is fixedly connected with a matching spur gear, the liquid input end of each gear pump extends to the inside of the carrying shell, the middle part of the top end of the carrying end cover is fixedly connected with a flow combining pipe, the outer side of the flow combining pipe is fixedly connected with a transmission pipe corresponding to the gear pump, and the end of the transmission pipe away from the flow combining pipe is in communication with the liquid output end of the corresponding gear pump, the outer side of the flow combining pipe is fixedly connected with a liquid supply pipe, the end of the liquid supply pipe away from the flow combining pipe is fixedly connected with an injection propeller, the inside of the carrying shell is provided with a transmission assembly, the transmission assembly includes a transmission shaft, a variable speed impeller and a gear variable speed mechanism, for converting seawater kinetic energy into driving power of the gear pump.
[0007] Preferably, the transmission assembly further comprises a transmission spur gear, a fixed impeller, an acceleration spur gear and a central rotating shaft, the middle part of the mounting end cover is vertically connected with a transmission shaft rod, the top end of the transmission shaft rod is fixedly connected with a transmission spur gear, each transmission spur gear is in meshing connection with the transmission spur gear, the end of the transmission shaft rod inside the mounting shell is fixedly connected with a fixed impeller and a variable speed impeller, the bottom end of the transmission shaft rod is fixedly connected with an acceleration spur gear, the bottom end of the mounting shell is rotatably connected with a central rotating shaft, the outer side of the central rotating shaft is fixedly connected with a driving impeller, the outer side of the top end of the central rotating shaft is fixedly connected with a driving impeller, and the variable speed impeller is located between the fixed impeller and the driving impeller.
[0008] Preferably, the transmission assembly further comprises a driving spur gear, a variable speed disc, a variable speed shaft rod, a variable speed gear A and a speed reduction gear B, the middle part of the inside of the mounting shell is fixedly connected with a variable speed disc, the edge of the variable speed disc is vertically rotatably connected with a plurality of variable speed shaft rods, the bottom end of each variable speed shaft rod is fixedly connected with a variable speed gear A, the driving spur gear is in meshing connection between the plurality of variable speed gears A, the top end of each variable speed shaft rod is fixedly connected with a speed reduction gear B, and the acceleration spur gear is in meshing connection between the plurality of speed reduction gears B.
[0009] Preferably, a plurality of bottom liquid inlet openings are formed in the bottom end of the mounting shell, a bottom induction door for sealing the bottom liquid inlet openings is arranged at the bottom end of the mounting shell, a plurality of side liquid inlet openings are formed in the outer side of the mounting shell, and side induction doors for sealing the side liquid inlet openings are arranged at positions corresponding to the side liquid inlet openings of the mounting shell.
[0010] Preferably, the number of gear pumps is 12-16, and the gear pumps are arranged in a ring array.
[0011] Preferably, a one-way valve is arranged on the liquid supply pipe.
[0012] Preferably, a plurality of stability supports are fixedly connected to the middle part of the inside of the mounting shell, and the variable speed disc is fixedly connected between the plurality of stability supports.
[0013] Preferably, the bottom end of the transmission shaft rod and the top end of the central rotating shaft are connected to the variable speed disc through ball bearings.
[0014] Beneficial effects
[0015] The utility model provides a ten-thousand-ton cargo ship hydraulic transmission variable speed self-sufficient jet propeller, has the following beneficial effects compared with prior art:
[0016] The hydraulic transmission variable speed self-provided jet propeller of the ten-thousand-ton cargo ship can provide the propelling force for the main body of the cargo ship by obtaining seawater, so that the sailing efficiency of the main body of the cargo ship is not affected, and the energy consumption is greatly reduced, and the sailing cost of the main body of the cargo ship is effectively controlled. BRIEF DESCRIPTION OF DRAWINGS
[0017] Figure 1 is the overall structure schematic diagram of the utility model;
[0018] Figure 2 is the explosion view of the overall structure of the utility model;
[0019] Figure 3 is the assembly structure schematic diagram of the gear pump and the confluence pipe of the utility model;
[0020] Figure 4 is the structure schematic diagram of the transmission assembly of the utility model;
[0021] Figure 5 is the separation structure schematic diagram of the driving spur gear and the variable speed gear A of the utility model;
[0022] Figure 6 is the position schematic diagram of the bottom liquid inlet and the side liquid inlet of the utility model;
[0023] Figure 7 is the assembly schematic diagram of the carrying shell of the utility model.
[0024] Fig. 1, carrying shell; 2, carrying end cover; 3, gear pump; 4, driving spur gear; 5, confluence pipe; 6, transmission pipe; 7, liquid supply pipe; 8, jet propeller; 9, transmission assembly; 10, transmission shaft; 11, transmission spur gear; 12, fixed impeller; 13, variable speed impeller; 14, accelerating spur gear; 15, center rotating shaft; 16, driving impeller; 17, driving spur gear; 18, variable speed disc; 19, variable speed shaft; 20, variable speed gear A; 21, speed reduction gear B; 22, bottom liquid inlet; 23, bottom induction door; 24, side liquid inlet; 25, side induction door; 26, main body of cargo ship; 27, liquid supply bin; 28, induction sealing door; 29, carrying bin. DETAILED DESCRIPTION
[0025] The technical solutions in the embodiments of the utility model will be clearly and completely described below with reference to the drawings in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, rather than all the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by those skilled in the art without creative labor fall within the scope of protection of the utility model.
[0026] Embodiment one:
[0027] Please refer to Figures 1-5 , a hydraulic transmission variable speed self-sufficient jet propeller of a ten-thousand-ton cargo ship, comprising a carrying shell 1, a carrying end cover 2 fixedly connected to the top end of the carrying shell 1, a plurality of gear pumps 3 fixedly connected to the edge of the top end of the carrying end cover 2, a matching spur gear 4 fixedly connected to the power input end of each gear pump 3, a liquid input end of each gear pump 3 extending into the inside of the carrying shell 1, a confluence pipe 5 fixedly connected to the middle of the top end of the carrying end cover 2, a transmission pipe 6 corresponding to each gear pump 3 fixedly connected to the outside of the confluence pipe 5, and the end of the transmission pipe 6 away from the confluence pipe 5 in communication with the liquid output end of the corresponding gear pump 3, a liquid supply pipe 7 fixedly connected to the outside of the confluence pipe 5, and a jet propeller 8 fixedly connected to the end of the liquid supply pipe 7 away from the confluence pipe 5, a transmission assembly 9 arranged in the inside of the carrying shell 1, the transmission assembly 9 used for providing power to the gear pump 3. The gear pump 3 converts the seawater sucked in into hydraulic power through the matching spur gear 4 and the transmission assembly 9 linkage, and outputs the thrust force through the jet propeller 8.
[0028] In detail, the carrying shell 1 is located in the ten-thousand-ton cargo ship, and in this embodiment, the ten-thousand-ton cargo ship comprises a cargo ship main body 26, a liquid supply compartment 27 and a carrying compartment 29 arranged at the bottom end inside the cargo ship main body 26, and the carrying shell 1 is arranged in the inside of the carrying compartment 29, and the bottom end of the carrying shell 1 is located in the inside of the liquid supply compartment 27, and the liquid supply pipe 7 extends through the cargo ship main body 26 to the tail of the cargo ship main body 26, the bottom end of the liquid supply compartment 27 is provided with a water inlet hole, and the cargo ship main body 26 is provided with a sensing sealing door 28 for sealing the liquid supply compartment 27 at a position corresponding to the water inlet hole, and the sensing sealing door 28 is provided with an automatic sensor.
[0029] In detail, the bottom end of the carrying shell 1 is provided with a plurality of bottom liquid inlets 22, and the bottom end of the carrying shell 1 is provided with a bottom sensing door 23 for sealing the bottom liquid inlets 22, the outside of the carrying shell 1 is provided with a plurality of side liquid inlets 24, and the carrying shell 1 is provided with a side sensing door 25 for sealing the side liquid inlets 24 at a position corresponding to the side liquid inlets 24. The arrangement of the bottom liquid inlets 22 and the side liquid inlets 24 enables seawater to enter the inside of the carrying shell 1 through the bottom liquid inlets 22 and the side liquid inlets 24, and in combination with the arrangement of the bottom sensing door 23 and the side sensing door 25, the bottom liquid inlets 22 and the side liquid inlets 24 can be sealed in case of failure for subsequent maintenance, and in this embodiment, the bottom sensing door 23 and the side sensing door 25 are provided with an automatic sensor. The bottom sensing door 23 is opened when the ship sails at low speed to suck seawater through the bottom water pressure; the side sensing door 25 is opened when the ship sails at high speed to supplement the liquid supply through the lateral water flow, and the two are controlled by a pressure sensor linkage.
[0030] In this embodiment, the number of bottom liquid inlets 22 and side liquid inlets 24 is 6-30 groups.
[0031] Further, the number of gear pumps 3 is 12-16, arranged in a ring array. Through the large number of settings of the gear pump 3, enough power can be provided for the cargo ship body 26, so that the cargo ship body 26 can efficiently sail.
[0032] Further, the liquid supply pipe 7 is provided with a one-way valve, and through the setting of the one-way valve, the seawater at the tail of the cargo ship body 26 can be prevented from flowing to the confluence pipe 5 through the liquid supply pipe 7.
[0033] Embodiment two:
[0034] Please refer to Figures 1-5 , the embodiment provides a technical scheme on the basis of the embodiment one: the transmission assembly 9 comprises a transmission shaft 10, a transmission straight gear 11, a fixed impeller 12, a variable speed impeller 13, an acceleration straight gear 14 and a central rotating shaft 15, the middle part of the carrying end cover 2 is vertically rotationally connected with the transmission shaft 10, the top end of the transmission shaft 10 is fixedly connected with the transmission straight gear 11, and each transmission straight gear 4 is meshingly connected with the transmission straight gear 11, one end of the transmission shaft 10 located inside the carrying shell 1 is fixedly connected with the fixed impeller 12 and the variable speed impeller 13, the bottom end of the transmission shaft 10 is fixedly connected with the acceleration straight gear 14, the bottom end inside the carrying shell 1 is rotationally connected with the central rotating shaft 15, the outer side of the central rotating shaft 15 is fixedly connected with the driving impeller 16, the outer side of the top end of the central rotating shaft 15 is fixedly connected with the driving impeller 16, and the variable speed impeller 13 is located between the fixed impeller 12 and the driving impeller 16.
[0035] The transmission assembly 9 further comprises a driving straight gear 17, a variable speed disc 18, a variable speed shaft 19, a variable speed gear A 20 and a speed reduction gear B 21, the middle part inside the carrying shell 1 is fixedly connected with the variable speed disc 18, as Figure 4 shown, the bottom end of the transmission shaft 10 and the top end of the central rotating shaft 15 are connected on the variable speed disc 18 through ball bearings, to ensure the transmission stability. The edge of the variable speed disc 18 is vertically rotationally connected with a plurality of variable speed shafts 19, the bottom end of each variable speed shaft 19 is fixedly connected with a variable speed gear A 20, the driving straight gear 17 is meshingly connected between the plurality of variable speed gears A 20, the top end of each variable speed shaft 19 is fixedly connected with a speed reduction gear B 21, and the acceleration straight gear 14 is meshingly connected between the plurality of speed reduction gears B 21. In the utility model, the fixed impeller 12 is used for stabilizing the water flow direction, the variable speed impeller 13 realizes the rotation speed adjustment by adjusting the blade angle, and the acceleration straight gear 14 and the speed reduction gear B 21 are meshed to complete the multi-stage speed change of the power output.
[0036] In the embodiment, the diameter of the variable speed gear A 20 is greater than the diameter of the central rotating shaft 15, and the diameter of the speed reduction gear B 21 is greater than the diameter of the acceleration straight gear 14; so as to realize the speed change.
[0037] Preferably, the middle part of the carrying shell 1 is fixedly connected with a plurality of stability supports, and the variable speed disc 18 is fixedly connected between the plurality of stability supports. The stability supports can stably support the variable speed disc 18, so that the variable speed disc 18 is prevented from shaking.
[0038] Here, the bottom end of the transmission shaft rod 10 and the top end of the central rotating shaft 15 are connected to the variable speed disc 18 through the ball bearings. The transmission shaft rod 10 and the central rotating shaft 15 are assisted by the variable speed disc 18, and the ball bearings can greatly improve the smoothness of the rotation of the transmission shaft rod 10 and the central rotating shaft 15.
[0039] Meanwhile, the contents not described in detail in the specification all belong to the prior art known to those skilled in the art.
[0040] Working principle: before the cargo ship main body 26 sails, the induction blocking door 28 is opened to unblock the water inlet, so that seawater enters the liquid supply compartment 27. Since the bottom end of the carrying shell 1 is located inside the carrying shell 1, the seawater can enter the carrying shell 1 through the bottom liquid inlet 22 and the side liquid inlet 24, and drive the driving impeller 16. Since the driving impeller 16 is supported by the central rotating shaft 15, the central rotating shaft 15 can drive the driving impeller 16 to rotate, which drives the variable speed gear A20 to drive the variable speed shaft 19 to rotate. Under the connection of the speed reduction gear B21 and the acceleration spur gear 14, the speed reduction gear B21 drives the acceleration spur gear 14 to rotate, which drives the variable speed impeller 13 and the transmission spur gear 11 to rotate, and the transmission spur gear 11 drives the matching spur gear 4 to provide power for the gear pump 3. The seawater in the carrying shell 1 is pumped out, and then injected into the liquid supply pipe 7 through the combined pipe 5 and the transmission pipe 6, and finally sprayed out through the jet propeller 8. Since the jet propeller 8 is located at the tail of the cargo ship main body 26, the cargo ship main body 26 can be driven to sail, and the use of fuel is greatly reduced.
[0041] It should be noted that in this document, the propeller is suitable for different ship types such as ocean-going cargo ships and inland cargo ships, and the relationship terms such as first and second in the document are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between the entities or operations. Moreover, the terms “include”, “contain” or any other variants thereof are intended to cover non-exclusive inclusion, so that the process, method, article or equipment including a series of elements not only includes those elements, but also includes other elements not explicitly listed or inherent to such process, method, article or equipment.
[0042] Although the embodiments of the present application have been shown and described, it is to be understood that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present application, the scope of which is defined by the appended claims and their equivalents.
Claims
1. A hydraulic transmission variable speed self-contained jet propulsor for a very large cargo ship, characterized by: The utility model provides a kind of marine water jet propulsion device, including mounting shell (1), the top end of mounting shell (1) is fixedly connected with mounting end cover (2), the edge of the top end of mounting end cover (2) is fixedly connected with multiple gear pumps (3), the power input end of each gear pump (3) is fixedly connected with with motion spur gear (4), the liquid input end of each gear pump (3) extends to inside mounting shell (1), the middle of the top end of mounting end cover (2) is fixedly connected with with flow pipe (5), the outside of with flow pipe (5) is fixedly connected with transmission pipe (6) corresponding to gear pump (3), and the liquid output end of transmission pipe (6) is communicated with corresponding gear pump (3) away from with flow pipe (5), the outside of with flow pipe (5) is fixedly connected with liquid supply pipe (7), the end of liquid supply pipe (7) is fixedly connected with jet propeller (8) away from with flow pipe (5), the inside of mounting shell (1) is provided with transmission assembly (9), transmission assembly (9) includes transmission shaft rod (10), variable speed impeller (13) and gear variable speed mechanism, for converting sea water kinetic energy into the driving power of gear pump (3).
2. A hydraulic transmission variable speed self-contained jet-propulsor for a megayacht according to claim 1, characterized in that: The transmission assembly (9) further includes a transmission spur gear (11), a fixed impeller (12), an acceleration spur gear (14) and a central rotating shaft (15), the middle of the mounting end cover (2) is vertically rotatably connected with the transmission shaft rod (10), the top end of the transmission shaft rod (10) is fixedly connected with the transmission spur gear (11), and each of the with-motion spur gears (4) is meshingly connected with the transmission spur gear (11), one end of the transmission shaft rod (10) inside the mounting shell (1) is fixedly connected with the fixed impeller (12) and the variable speed impeller (13), the bottom end of the transmission shaft rod (10) is fixedly connected with the acceleration spur gear (14), the bottom end inside the mounting shell (1) is rotatably connected with the central rotating shaft (15), the outside of the central rotating shaft (15) is fixedly connected with the drive impeller (16), the top end of the central rotating shaft (15) is fixedly connected with the drive impeller (16), and the variable speed impeller (13) is located between the fixed impeller (12) and the drive impeller (16).
3. A hydraulic transmission variable speed self-contained jet-propulsor for a megayacht according to claim 2, characterized in that: The transmission assembly (9) further includes a drive spur gear (17), a variable speed disc (18), a variable speed shaft (19), a variable speed gear A (20) and a reduction gear B (21), the middle inside the mounting shell (1) is fixedly connected with the variable speed disc (18), the edge of the variable speed disc (18) is vertically rotatably connected with a plurality of variable speed shafts (19), the bottom end of each variable speed shaft (19) is fixedly connected with the variable speed gear A (20), and the drive spur gear (17) is meshingly connected between a plurality of variable speed gears A (20), the top end of each variable speed shaft (19) is fixedly connected with the reduction gear B (21), and the acceleration spur gear (14) is meshingly connected between a plurality of reduction gears B (21).
4. A hydraulic transmission variable speed self-contained jet-propulsor for a megayacht according to claim 1, characterized in that: The bottom end of the carrying shell (1) is provided with a plurality of bottom liquid inlets (22), and the bottom end of the carrying shell (1) is provided with a bottom induction door (23) for plugging the bottom liquid inlet (22); the outer side of the carrying shell (1) is provided with a plurality of side liquid inlets (24), and the carrying shell (1) is provided with a side induction door (25) corresponding to the position of the side liquid inlet (24) for plugging the side liquid inlet (24).
5. A hydraulic transmission variable speed self-contained jet-propulsor for a megayacht according to claim 1, characterized in that: The number of the gear pumps (3) is 12-16, which are arranged in a ring array.
6. A hydraulic transmission variable speed self-contained jet-propulsor for a megayacht according to claim 1, characterized in that: A one-way valve is arranged on the liquid supply pipe (7).
7. A hydraulic transmission variable speed self-contained jet-propulsor for a megayacht according to claim 3, characterized in that: A plurality of stability supports are fixedly connected to the middle part inside the carrying shell (1), and the variable speed disc (18) is fixedly connected between the plurality of stability supports.
8. A hydraulic transmission variable speed self-contained jet-propulsor for a megayacht according to claim 2, characterized in that: The bottom end of the transmission shaft rod (10) and the top end of the central rotating shaft (15) are connected to the variable speed disc (18) through ball bearings.