Full-revolving propeller with parallel shaft speed reducer

Abstract

The utility model discloses a full-revolving propeller with a parallel shaft speed reducer. The full-revolving propeller comprises an upper gear box, a revolving well box and a lower gear box which are sequentially connected from top to bottom, the upper gear box is fixedly connected with the rotary well box, the lower gear box is rotatably installed on the rotary well box, the middle vertical shaft penetrates through the rotary well box, the upper end and the lower end of the middle vertical shaft extend into the upper gear box and the lower gear box respectively, and the top of the middle vertical shaft is in transmission connection with a transmission shaft installed in the upper gear box through a bevel gear. The bottom of the middle vertical shaft is in transmission connection with a paddle shaft mounted in the lower gear box through a bevel gear; the upper gear box is further provided with an upper box input shaft which is parallel to the transmission shaft and is in transmission connection with the transmission shaft through a gear. Therefore, the total speed ratio of the steering oar can be increased by adopting three-stage speed reduction, the input rotating speed of the steering oar is improved, the applicability of the steering oar is improved, an independent speed reducer is prevented from being added, and the installation space is reduced.

Description

Technical Field

[0001] This utility model relates to the field of ship propulsion, and in particular to a full-rotation propulsion with a parallel shaft reduction device. Background Technology

[0002] With the development of modern shipbuilding technology, the requirements for ship power density are becoming increasingly stringent, especially in azimuth tugboats. While the ship's dimensions remain constant, the power of the main propulsion system is increasing. Ship designers are placing increasingly stringent demands on the size and weight of the propulsion system. High-speed diesel engines offer advantages over medium- and low-speed diesel engines in terms of power, size, and weight. However, the input speed requirements of existing azimuth propulsion technology at high power outputs limit the selection of high-speed diesel engines by ship designers. Current technology adds a reduction gearbox between the high-speed diesel engine and the rudder propeller to meet the rudder propeller's input speed requirements, but this increases the complexity of the propulsion system and is detrimental to the lightweight design requirements of ship designers. Utility Model Content

[0003] To address the problem that existing technologies require adding a gearbox between the propeller and the high-speed diesel engine, which complicates the ship's propulsion system and increases its weight, the purpose of this invention is to provide a full-rotation propeller with a parallel shaft reduction device. This solution increases the applicability of the rudder propeller, avoids the need for a separate gearbox, and reduces installation space.

[0004] To achieve the above objectives, the present invention adopts the following technical solution: a full-rotation propeller with a parallel shaft reduction device, comprising an upper gear box, a rotary well box, and a lower gear box connected sequentially from top to bottom; the upper gear box is fixedly connected to the rotary well box, the lower gear box is rotatably mounted on the rotary well box, a central vertical shaft passes through the rotary well box, and the upper and lower ends of the central vertical shaft extend into the upper gear box and the lower gear box, respectively; the top of the central vertical shaft is connected to a drive shaft installed in the upper gear box via a bevel gear, and the bottom of the central vertical shaft is connected to a propeller shaft installed in the lower gear box via a bevel gear; the upper gear box is also provided with an upper gear input shaft and a drive shaft arranged parallel to each other and connected by gear transmission.

[0005] Preferably, the bottom of the upper gear box is provided with a first support part and a second support part that protrude downwards, and the bottom of the first support part and the bottom of the second support part are both fixedly connected to the top of the rotary well box; the top of the middle vertical shaft extends into the first support part and is connected to the drive shaft through a bevel gear; the upper gear box input shaft is rotatably mounted on the second support part, and the upper gear box input shaft is located below the drive shaft.

[0006] Preferably, a cylindrical driven gear is mounted on the drive shaft, and a cylindrical driving gear is mounted on the upper input shaft. The cylindrical driving gear and the cylindrical driven gear mesh and drive each other, with the cylindrical driving gear located below the cylindrical driven gear.

[0007] Preferably, a clutch for controlling the on / off state of power is provided between the cylindrical driven gear and the drive shaft.

[0008] Preferably, the right end of the upper gearbox input shaft extends out of the upper gearbox, and the input flange is installed at the right end of the upper gearbox input shaft.

[0009] Preferably, the left end of the upper gearbox input shaft is mounted on the upper gearbox via a first cylindrical roller bearing, and the right end of the upper gearbox input shaft is mounted on the upper gearbox via a second cylindrical roller bearing and a ball bearing.

[0010] Preferably, the upper gearbox is provided with an oil passage, through which lubricating oil can enter between the second cylindrical roller bearing and the ball bearing to lubricate them.

[0011] Preferably, a first bevel gear is fitted on the drive shaft of the upper gearbox, and a second bevel gear meshing with the first bevel gear is fitted on the upper part of the intermediate vertical shaft; a third bevel gear is fitted on the lower part of the intermediate vertical shaft, and a fourth bevel gear meshing with the third bevel gear is fitted on the propeller shaft. Power is transmitted from the drive shaft and the intermediate vertical shaft to the propeller shaft, driving the propeller blades to rotate.

[0012] Preferably, the bottom of the upper gear box is provided with a downwardly protruding second support part, the upper gear box input shaft is rotatably mounted on the second support part, and the second support part is mounted on the rotary well box by adjusting washers.

[0013] The beneficial effects of the technical solution of this utility model are as follows: In the above solution, the upper box input shaft and the drive shaft form a first-stage reduction structure, the drive shaft and the intermediate vertical shaft form a second-stage reduction structure, and the intermediate vertical shaft and the propeller shaft stroke form a third-stage reduction structure. In this way, the three-stage reduction of the azimuth thruster can increase the total speed ratio of the azimuth thruster, improve the input speed of the azimuth thruster, increase the applicability of the thruster, avoid adding an independent reducer, and reduce the installation space. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the structure of a full-rotation thruster;

[0015] Figure 2 for Figure 1 Enlarged view of point A in the middle.

[0016] Reference numerals: 1. Upper gearbox; 11. Drive shaft; 12. First bevel gear; 13. Clutch; 14. Cylindrical driven gear; 15. Upper gearbox input shaft; 16. Cylindrical driving gear; 17. Second support part; 18. Oil passage; 19. Input flange; 10. Second bevel gear; 100. First cylindrical roller bearing; 101. Second cylindrical roller bearing; 102. Ball bearing; 103. First sealing ring; 104. Oil seal; 105. First spacer; 106. Second spacer; 107. Third spacer; 108. Fourth spacer; 109. Sleeve; 171. Adjusting washer;

[0017] 2. Rotary shaft box; 21. Base; 231. Bearing outer ring; 232. Bearing inner ring;

[0018] 3. Lower gearbox; 32. Propeller shaft; 33. Propeller blade; 34. Third bevel gear; 35. Fourth bevel gear; 36. Hollow rudder column; 37. Housing; 38. Flow deflector;

[0019] 4. Central vertical axis; 400, conical body. Detailed Implementation

[0020] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this utility model, and should not be construed as limiting this utility model.

[0021] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "clockwise", "counterclockwise", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0022] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, unless otherwise stated, "a plurality of" means two or more, unless otherwise expressly defined.

[0023] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0024] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature. Example

[0025] like Figure 1 and Figure 2 The fully rotating propeller with a parallel shaft reduction device shown includes an upper gear box 1, a rotating well box 2, and a lower gear box 3 connected from top to bottom. The upper gear box 1 is fixedly connected to the rotating well box 2, and the lower gear box 3 is rotatably mounted on the rotating well box 2. A central vertical shaft 4 passes through the rotating well box 2, and the upper and lower ends of the central vertical shaft 4 extend into the upper gear box 1 and the lower gear box 3, respectively. The top of the central vertical shaft 4 is connected to the drive shaft 11 installed in the upper gear box 1 through a bevel gear, and the bottom of the central vertical shaft 4 is connected to the propeller shaft 32 installed in the lower gear box 3 through a bevel gear.

[0026] The upper gearbox 1 is also equipped with an upper gearbox input shaft 15 and a transmission shaft 11 arranged in parallel and connected by gear transmission.

[0027] With this configuration, in the above scheme, the upper input shaft 15 and the drive shaft 11 form a first-stage reduction structure, the drive shaft 11 and the intermediate vertical shaft 4 form a second-stage reduction structure, and the intermediate vertical shaft 4 and the propeller shaft 32 form a third-stage reduction structure. In this way, the azimuth thruster adopts a three-stage reduction, which can increase the overall speed ratio of the azimuth thruster, improve the input speed of the azimuth thruster, increase the applicability of the thruster, avoid adding a separate reducer, and reduce installation space.

[0028] In this embodiment, the bottom of the upper gearbox 1 is provided with a downwardly protruding first support portion and a second support portion 17. The bottom of the first support portion and the bottom of the second support portion 17 are both fixedly connected to the top of the rotary shaft box 2. The top of the intermediate vertical shaft 4 extends into the first support portion and is connected to the drive shaft 11 through a bevel gear. The upper gearbox input shaft 15 is rotatably mounted on the second support portion 17 and is located below the drive shaft 11. With this configuration, there are more connecting parts between the upper gearbox and the rotary shaft box 2, which makes the structure of the azimuth propeller more stable. The upper gearbox input shaft 15 utilizes the space that is not used by existing azimuth propellers, thus meeting the requirements of the azimuth propeller for the deceleration structure without increasing the volume of the azimuth propeller, making the structure of the azimuth propeller more compact.

[0029] Furthermore, the second support 17 is connected to the base 21 of the rotary well box 2 via an adjusting washer 171. The adjusting washer is used to assist in supporting the upper box and increases the rigidity of the upper box.

[0030] In this embodiment, a cylindrical driven gear 14 is mounted on the transmission shaft 11, and a cylindrical driving gear 16 is mounted on the upper input shaft 15. The cylindrical driving gear 16 and the cylindrical driven gear 14 mesh and drive each other, with the cylindrical driving gear 16 located below the cylindrical driven gear 14.

[0031] In this embodiment, a clutch 13 for controlling the on / off state of power is provided between the cylindrical driven gear 14 and the drive shaft 11; the cylindrical driven gear 14 is sleeved on the housing of the clutch 13, and the cylindrical driven gear 14 is fixedly connected to the housing of the clutch 13. The specific structure of the clutch 13 can be found in existing technical documents such as CN220905310U, CN222117089U, CN201872935U, and CN111207182A. In other embodiments, the housings of the cylindrical driven gear 14 and the clutch 13 are integrally formed.

[0032] In this embodiment, the gear ratio between the cylindrical driving gear and the cylindrical driven gear is i1, the gear ratio between the upper gearbox pinion and the upper gearbox large gear is i2, the gear ratio between the lower gearbox input gear shaft and the lower gearbox large gear is i3, and the total reduction ratio of the azimuth propeller is i1*i2*i3. By adjusting the gear ratio i1 between the cylindrical driving gear and the cylindrical driven gear, the rotational speed of the upper gearbox drive shaft can remain constant under different input speeds. This expands the versatility and universality of the propeller.

[0033] In this embodiment, the right end of the upper gearbox input shaft 15 extends out from the upper gearbox 1, and the input flange 19 is installed at the right end of the upper gearbox input shaft 15.

[0034] The left end of the upper gearbox input shaft 15 is mounted on the upper gearbox 1 via the first cylindrical roller bearing 100, and the right end of the upper gearbox input shaft 15 is mounted on the upper gearbox 1 via the second cylindrical roller bearing 101 and the ball bearing 102. The cylindrical drive gear 16 is located between the first cylindrical roller bearing 100 and the second cylindrical roller bearing 101.

[0035] Furthermore, the second support portion 17 of the upper gearbox 1 has a mounting hole through which the upper gearbox input shaft 15 passes. A first spacer 105 is installed in the mounting hole, which restricts the first cylindrical roller bearing 100. A second spacer 106 and a third spacer 107 are also installed in the mounting hole, with the second cylindrical roller bearing 101 located between the second spacer 106 and the third spacer 107. The second spacer 106 and the third spacer 107 clamp the outer ring of the second cylindrical roller bearing. A fourth spacer 10 is fitted onto the upper gearbox input shaft 15. 8 and sleeve 109, the shoulder on the upper box input shaft 15 and the fourth spacer 108 clamp the inner ring of the second cylindrical roller bearing 101, the fourth spacer 108 and sleeve 109 clamp the inner ring of the ball bearing 102, the input flange is sleeved on the right end of the upper box input shaft 15, and the locking plate is fixed to the right end of the upper box input shaft 15 by bolts. By tightening the bolts, the locking plate, output flange, sleeve 109, inner ring of ball bearing 102, fourth spacer 108, second cylindrical roller bearing 101 and shoulder of upper box input shaft 15 can be pressed together in sequence.

[0036] Furthermore, a first sealing ring 103 is installed in the assembly hole, and the third spacer 107 and the first sealing ring 103 clamp the outer ring of the ball bearing 102. The outer ring of the first sealing ring 103 is engaged with the assembly hole, and the inner ring of the first sealing ring 103 is connected to the sleeve. An oil seal 104 is also provided between the first sealing ring 103 and the sleeve.

[0037] Furthermore, the upper gearbox 1 is provided with an oil passage 18, and the third retaining ring 107 is provided with an oil hole, which is connected to the oil passage 18; lubricating oil can enter between the second cylindrical roller bearing 101 and the ball bearing 102 through the oil passage 18 and the oil hole to lubricate the second cylindrical roller bearing 101 and the ball bearing 102.

[0038] In this embodiment, a first bevel gear 12 is fitted onto the drive shaft 11 of the upper gearbox 1, and a second bevel gear 10 meshing with the first bevel gear 12 is fitted onto the upper part of the intermediate vertical shaft 4; a third bevel gear 34 is fitted onto the lower part of the intermediate vertical shaft 4, and a fourth bevel gear 35 meshing with the third bevel gear 34 is fitted onto the propeller shaft 32. Power is transmitted from the drive shaft 11 and the intermediate vertical shaft 4 to the propeller shaft 32, driving the propeller blades to rotate. The upper gearbox also includes an upper gearbox output shaft, on which the second bevel gear is mounted. The top of the intermediate vertical shaft is connected to the upper gearbox output shaft via a spline drive. The lower gearbox also includes a lower gearbox input shaft, integrally formed with the third bevel gear, and the bottom of the intermediate vertical shaft is connected to the lower gearbox input shaft via a spline drive.

[0039] In this embodiment, the rotary well box 2 includes a base 21, a hydraulic motor and a slewing bearing. The upper gear box 1, the hydraulic motor and the slewing bearing are mounted on the base 21, and the lower gear box 3 is fixedly mounted below the slewing bearing. The hydraulic motor can drive the slewing bearing and the lower gear box 3 to rotate circumferentially.

[0040] A reducer is installed on the output end of the hydraulic motor, and the reducer is fixedly mounted on the base 21. A pinion is provided on the output end of the reducer. The slewing bearing includes an outer ring 231 and an inner ring 232. The inner ring 232 is fixedly connected to the base 21, and the outer teeth of the outer ring 231 mesh with the pinion. In this technical solution, a reducer is installed on the output end of the hydraulic motor, and a pinion is installed on the output end of the reducer. After receiving pressurized oil, the hydraulic motor operates, driving the reducer to rotate and causing the pinion to rotate. The slewing bearing includes an inner ring 232 and an outer ring 231. The inner ring 232 is fixed to the base 21, thereby allowing the outer ring 231 to rotate stably under the action of the pinion. A tapered body 400 is fixedly provided at the lower end of the outer ring 231 of the bearing. The lower gear box 3 also includes a hollow rudder column 36 fixed to the lower end of the tapered body 400, a housing 37 fixed to the lower end of the hollow rudder column 36, and a flow guide cap 38 constructed on the outside of the propeller shaft 32. The oil distributor is installed at the inner end of the propeller shaft 32, and a propeller hub is installed on the outside of the propeller shaft 32. The propeller blade seat is installed on the propeller hub, and the propeller blade is set on the propeller blade seat. A guide frame is provided inside the propeller hub, and a piston is fixedly provided at the front end of the guide frame. The piston is installed in a hydraulic cylinder, and a guide tube is provided circumferentially on the outside of the propeller blade. In the above technical solution, the tapered body 400, the hollow rudder column 36, the housing 37, and the flow guide cap 38 are fixed sequentially at the lower end of the outer ring 231 of the bearing, so that the rotation of the outer ring 231 of the bearing can drive the lower gear box 3 to rotate circumferentially. In addition, when the pitch pump rotates, it generates pressurized oil. The pressurized oil enters the distributor through the pipeline. The distributor inputs the pressurized oil to both sides of the piston in the cylinder through the propeller shaft 32. The guide is fixed to the piston. When the pressurized oil enters the cylinder, it causes the piston to move left and right, causing the guide to move linearly, which drives the propeller seat to rotate, thereby realizing the pitch adjustment of the propeller blade 33.

[0041] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0042] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention without departing from the principles and spirit of the present invention.

Claims

1. A full-rotation thruster with a parallel shaft reduction gear, characterized in that: It includes an upper gear box (1), a rotary well box (2) and a lower gear box (3) connected from top to bottom; the upper gear box (1) is fixedly connected to the rotary well box (2), the lower gear box (3) is rotatably installed on the rotary well box (2), the middle vertical shaft (4) passes through the rotary well box (2), the upper and lower ends of the middle vertical shaft (4) extend into the upper gear box (1) and the lower gear box (3) respectively, the top of the middle vertical shaft (4) is connected to the drive shaft (11) installed in the upper gear box (1) through a bevel gear, and the bottom of the middle vertical shaft (4) is connected to the propeller shaft (32) installed in the lower gear box (3) through a bevel gear; The upper gearbox (1) is also provided with an upper gearbox input shaft (15) and a transmission shaft (11) arranged in parallel and connected by gear transmission.

2. A full-rotation thruster with a parallel shaft reduction device according to claim 1, characterized in that: The bottom of the upper gear box (1) is provided with a first support part and a second support part (17) that protrude downwards. The bottom of the first support part and the bottom of the second support part (17) are both fixedly connected to the top of the rotary well box (2). The top of the middle vertical shaft (4) extends into the first support part and is connected to the drive shaft (11) through a bevel gear. The upper box input shaft (15) is rotatably mounted on the second support part (17) and is located below the drive shaft (11).

3. A full-rotation thruster with a parallel shaft reduction device according to claim 1, characterized in that: A cylindrical driven gear (14) is mounted on the drive shaft (11), and a cylindrical driving gear (16) is mounted on the upper input shaft (15). The cylindrical driving gear (16) and the cylindrical driven gear (14) mesh and drive each other. The cylindrical driving gear (16) is located below the cylindrical driven gear (14).

4. A full-rotation thruster with a parallel shaft reduction device according to claim 3, characterized in that: A clutch (13) for controlling the on / off of power is provided between the cylindrical driven gear (14) and the drive shaft (11).

5. A full-rotation thruster with a parallel shaft reduction device according to claim 1, characterized in that: The right end of the upper gearbox input shaft (15) extends out from the upper gearbox (1), and the input flange (19) is installed on the right end of the upper gearbox input shaft (15).

6. A full-rotation thruster with a parallel shaft reduction device according to claim 1, characterized in that: The left end of the upper gearbox input shaft (15) is mounted on the upper gearbox (1) via a first cylindrical roller bearing (100), and the right end of the upper gearbox input shaft (15) is mounted on the upper gearbox (1) via a second cylindrical roller bearing (101) and a ball bearing (102).

7. A full-rotation thruster with a parallel shaft reduction device according to claim 6, characterized in that: The upper gearbox (1) is provided with an oil passage (18), through which lubricating oil can enter between the second cylindrical roller bearing (101) and the ball bearing (102) to lubricate the second cylindrical roller bearing (101) and the ball bearing (102).

8. A full-rotation thruster with a parallel shaft reduction device according to claim 1, characterized in that: The upper gearbox (1) has a first bevel gear (12) mounted on the drive shaft (11), and a second bevel gear (10) meshing with the first bevel gear (12) mounted on the upper part of the intermediate vertical shaft (4); a third bevel gear (34) is mounted on the lower part of the intermediate vertical shaft (4), and a fourth bevel gear (35) meshing with the third bevel gear (34) is mounted on the propeller shaft (32). Power is transmitted from the drive shaft (11) and the intermediate vertical shaft (4) to the propeller shaft (32), which drives the propeller blade (33) to rotate.

9. A full-rotation thruster with a parallel shaft reduction device according to claim 1, characterized in that: The bottom of the upper gear box (1) is provided with a downward protruding second support part (17). The upper gear box input shaft (15) is rotatably mounted on the second support part (17). The second support part (17) is mounted on the rotary well box (2) by adjusting washer (171).

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