Dual-motor driving assembly for ship

Abstract

A dual-motor driving assembly for a ship comprises a gear box and two motors mounted on the gear box, and is characterized in that the gear box comprises a box body fixed with a ship body base; a coupling assembly for dynamically coupling the two motors, a secondary planet row connected with the output end of the coupling assembly and an output shaft extending out of the box body and connected with a propeller are arranged in the box body, and the output shaft is connected with the output end of the secondary planet row and is supported on the box body through two cone bearings which are oppositely arranged. The size and weight of the whole driving assembly are effectively reduced, the requirement for installation space is lowered, energy consumption is reduced, axial impact of the output shaft caused by thrust of a propeller is prevented, the stability of the internal structure of the gearbox is improved, vibration and noise in the operation process of the driving assembly are reduced, abrasion of gears and bearings is reduced, and the service life of the gearbox is prolonged. The transmission reliability is improved.

Description

Technical Field

[0001] This utility model relates to a dual-motor drive assembly for ships, belonging to the field of ship drive technology. Background Technology

[0002] The requirements for green technologies in marine propulsion systems are increasing. Compared to traditional diesel engine drives, electric drive systems are more environmentally friendly and have lower carbon footprints. Currently, some marine electric propulsion systems use low-speed, high-torque permanent magnet motors for direct drive. However, this method suffers from drawbacks such as large motor size, high manufacturing and maintenance costs, and high power loss. In contrast, direct drive systems using a motor and gearbox (reduction gearbox) have lower requirements for the motor and lower power loss. The gearbox's output shaft connects to the propeller, driving its rotation. Several blades are mounted below the propeller, each rotating around its axis to generate thrust in the water in the same direction. Furthermore, the motor's rotation direction changes with the direction of travel, subjecting the gearbox's output bearing to bidirectional axial forces. Unreliable output shaft positioning can impact the reduction gear structure, affecting its stability, accelerating gear wear, and generating vibration and noise during operation, thus reducing transmission reliability. Moreover, to increase power, two or more motors are often used in coupled drive systems. Multiple motors and gearboxes result in a large drive structure, requiring more installation space above the propeller, increasing the ship's load, and raising energy consumption. Utility Model Content

[0003] The dual-motor drive assembly for ships provided by this utility model effectively reduces the volume and weight of the entire drive assembly, reduces the requirements for installation space and energy consumption, prevents the output shaft from being subjected to axial impact due to propeller thrust, improves the stability of the internal structure of the gearbox, reduces vibration and noise during the operation of the drive assembly, reduces wear on gears and bearings, and improves transmission reliability.

[0004] To achieve the above objectives, the technical solution adopted by this utility model is as follows:

[0005] A dual-motor drive assembly for ships includes a gearbox and two motors mounted on the gearbox. The gearbox is characterized in that: the gearbox includes a housing fixed to the hull base, and the housing contains a coupling assembly for power coupling of the two motors, a secondary planetary gear set connected to the output end of the coupling assembly, and an output shaft extending out of the housing and connected to the propeller. The output shaft is connected to the output end of the secondary planetary gear set and is supported on the housing by two oppositely arranged tapered bearings.

[0006] Preferably, the coupling assembly includes an input gear shaft splined to the motor output end, a coupling gear shaft parallel to the two input gear shafts, and a coupling gear fixed on the coupling gear shaft and meshing with the input gear shaft. The coupling gear shaft is coaxially connected to the secondary planetary gear set.

[0007] Preferably, the secondary planetary gear set includes a primary sun gear integrally formed with the coupling gear shaft, primary planet gears meshing with the primary sun gear, a primary planet carrier mounting the primary planet gears and a primary gear ring meshing on the outer circumference of the primary planet gears, a secondary sun gear connected to the primary planet carrier via a spline, secondary planet gears meshing with the secondary sun gear, a secondary planet carrier mounting the secondary planet gears and a secondary gear ring meshing on the outer circumference of the secondary planet gears, the primary gear ring and the secondary gear ring being integrally formed and fixed to the housing, the output shaft being integrally formed with the output end of the secondary planet carrier, and one end of the output shaft extending out of the housing being fixed to an output flange connected to the propeller.

[0008] Preferably, the front end of the secondary planetary carrier has an axially recessed stop, a support bearing is press-fitted into the stop, one end of the coupling gear shaft is press-fitted into the support bearing, and the secondary sun gear is fitted onto the coupling gear shaft with clearance fit.

[0009] Preferably, the housing has a bearing hole that communicates with the inner cavity of the housing, and the inner wall of the bearing hole has an annular positioning protrusion. Two tapered bearings are press-fitted into the bearing hole and abut against the annular positioning protrusion respectively.

[0010] Preferably, the output shaft has a shoulder, the inner tapered bearing is axially positioned between the shoulder and the annular positioning protrusion, the inner end of the output flange extends into the bearing hole, the outer tapered bearing is axially positioned between the annular positioning protrusion and the inner end of the output flange, and an oil seal is press-fitted between the inner wall of the bearing hole and the output flange to seal the bearing hole.

[0011] The beneficial effects of this utility model are:

[0012] This utility model discloses a dual-motor drive assembly for ships. Two motors are mounted on a gearbox, which is fixed to the hull base, forming a single integrated structure for easier installation. A coupling component within the gearbox couples the power of the two motors and transmits it to a second-stage planetary gear set. The second-stage planetary gear set reduces speed and increases torque before transmitting it to the output shaft, thus driving the propeller. Utilizing the high speed ratio and compact size of the second-stage planetary gear set, only a small high-speed motor combined with the speed reduction and torque amplification of the second-stage planetary gear set is needed to meet the high-torque propeller drive requirements. This effectively reduces the overall size and weight of the drive assembly, lowers installation space requirements, and reduces energy consumption. Reversing is achieved by controlling the motor rotation direction, eliminating the need for additional... The addition of a gearbox reversing mechanism simplifies the overall structure and allows for switching between single-motor and dual-motor drive modes based on hull load and the ship's upstream / downstream operating conditions. This ensures the motor operates in its high-efficiency range, reducing energy consumption. The output shaft is supported on the gearbox housing by two opposing tapered bearings. The output shaft transmits axial force to the tapered bearings, utilizing their high axial load capacity. The two opposing tapered bearings bear the bidirectional thrust of the propeller along the axial direction. The thrust is then transmitted to the gearbox housing and subsequently to the hull through the housing, preventing axial impact on the output shaft caused by propeller thrust. This improves the stability of the gearbox's internal structure, reduces vibration and noise during drive assembly operation, lowers wear on gears and bearings, and enhances transmission reliability. Attached Figure Description

[0013] Figure 1 This is a schematic diagram of the dual-motor drive assembly for ships according to this utility model.

[0014] Figure 2 This is a schematic diagram of the transmission of the dual-motor drive assembly for ships according to this utility model.

[0015] Figure 3 for Figure 1 A magnified view of a portion of the image. Detailed Implementation

[0016] The following is combined Figures 1-3 The embodiments of this utility model will be described in detail below.

[0017] A dual-motor drive assembly for ships includes a gearbox and two motors 1, with the motors 1 mounted on the gearbox. The gearbox is characterized in that: the gearbox includes a housing 2 fixed to the hull base, and the housing 2 contains a coupling assembly 3 for power coupling of the two motors 1, a secondary planetary gear set 4 connected to the output end of the coupling assembly 3, and an output shaft 5 extending out of the housing 1 and connected to the propeller. The output shaft 5 is connected to the output end of the secondary planetary gear set 4 and is supported on the housing 2 by two oppositely arranged tapered bearings 6.

[0018] The above-described marine dual-motor drive assembly consists of two motors 1 mounted on a gearbox, with the gearbox 2 fixed to the hull base. This creates a single, integrated structure for easy installation. A coupling component 3 within the gearbox couples the power of the two motors 1 and transmits it to the second-stage planetary gear set 4. The second-stage planetary gear set 4 reduces and increases torque before transmitting it to the output shaft 5, thus driving the propeller. Utilizing the high speed ratio and compact size of the second-stage planetary gear set, a small high-speed motor combined with the reduction and torque amplification of the second-stage planetary gear set is sufficient to meet the high-torque propeller drive requirements. This effectively reduces the overall size and weight of the drive assembly, lowers installation space requirements, and reduces energy consumption. Reversing is achieved by controlling the motor rotation direction, eliminating the need for additional components. The gearbox reversing mechanism simplifies the overall structure and allows for switching between single-motor and dual-motor drive modes based on hull load and the ship's upstream / downstream operating conditions. This ensures the motor operates in its high-efficiency range, reducing energy consumption. The output shaft 5 is supported on the housing 1 by two opposing tapered bearings 6. The output shaft 5 transmits axial force to the tapered bearings 6. Utilizing the high axial load capacity of the tapered bearings, the two opposing tapered bearings 6 bear the bidirectional thrust of the propeller along the axial direction. The thrust is transmitted to the housing 2 through the cooperation of the tapered bearings 6 and the housing 2, and then to the hull. This prevents axial impact on the output shaft due to propeller thrust, improves the stability of the gearbox's internal structure, reduces vibration and noise during drive assembly operation, reduces wear on gears and bearings, and improves transmission reliability.

[0019] The coupling assembly 3 includes an input gear shaft 31 splinedly connected to the motor output end, a coupling gear shaft 32 parallelly disposed between the two input gear shafts 31, and a coupling gear 33 fixed on the coupling gear shaft 32 and meshing with the input gear shafts 31. The coupling gear shaft 32 is coaxially connected to the secondary planetary gear set 4. The power of the two motors is coupled to the coupling gear shaft 32 through the meshing of the input gear shaft 31 and the coupling gear 33, and the power is transmitted to the secondary planetary gear set 4 through the coupling gear shaft 32.

[0020] The secondary planetary gear set 4 includes a primary sun gear 41 integrally formed with the coupling gear shaft 32, a primary planet gear 42 meshing with the primary sun gear 41, a primary planet carrier 43 mounting the primary planet gear 42, a primary gear ring 44 meshing on the outer circumference of the primary planet gear 42, a secondary sun gear 45 connected to the primary planet carrier 43 via a spline, a secondary planet gear 46 meshing with the secondary sun gear 45, a secondary planet carrier 47 mounting the secondary planet gear 46, and a secondary gear ring 48 meshing on the outer circumference of the secondary planet gear 46. The primary gear ring 44 and the secondary gear ring 48 are integrally formed and fixed to the housing 1. The output shaft 5 is integrally formed with the output end of the secondary planet carrier 47, and one end of the output shaft 5 extending out of the housing is fixed to the output flange 51 connected to the propeller. The first-stage sun gear 41 is integrally formed with the coupling gear shaft 32, which improves the strength of the coupling gear shaft 32. The output shaft 5 is integrally formed with the second-stage planetary carrier 47, which improves the strength of the output shaft 5 and ensures the reliability of the transmission. The coupling gear shaft 32 drives the first-stage planetary gear 42 and the first-stage planetary carrier 43 to rotate synchronously. The first-stage planetary carrier 43 drives the second-stage sun gear 45 and the second-stage planetary gear 46 to rotate synchronously. Since the first-stage ring gear 44 and the second-stage ring gear 48 are fixed to the housing 2 and cannot rotate, the second-stage planetary gear 46 drives the second-stage planetary carrier 47 to rotate. The output shaft 4 rotates synchronously with the second-stage planetary carrier 47 to output power to the propeller. The first-stage planetary ring gear 44 and the second-stage planetary ring gear 48 can be machined as a whole to reduce the machining difficulty and improve the strength of the housing.

[0021] The secondary planetary carrier 47 has an axially recessed stop 48 at its front end, within which a support bearing 49 is press-fitted. One end of the coupling gear shaft 32 is pressed into the support bearing 42, and the secondary sun gear 45 is fitted onto the coupling gear shaft 32 with a clearance fit. One end of the coupling gear shaft 32 is supported by the meshing of the coupling gear 33 and the input gear shaft 31, while the other end is supported by the support bearing 49, ensuring that the coupling gear shaft 32 is not tilted along its axial direction. The secondary sun gear 45 is supported by the secondary planetary gears 46 and fitted onto the coupling gear shaft 32, which effectively reduces the axial dimension of the secondary planetary carrier 4 and improves the structural compactness of the drive assembly.

[0022] The gearbox housing 1 has a bearing hole 11 communicating with the inner cavity of the gearbox. The inner wall of the bearing hole 11 has an annular positioning protrusion 12. Two tapered bearings 6 are press-fitted into the bearing hole 11 and abut against the annular positioning protrusion 12. The output shaft 5 transmits axial force to the tapered bearings 6. The two opposing tapered bearings can withstand bidirectional axial force. The tapered bearings 6 transmit the axial force they bear to the gearbox housing 2 through the annular positioning protrusion 12, and then to the hull through the gearbox housing 2. This prevents axial impact on the output shaft due to propeller thrust, improves the stability of the gearbox's internal structure, reduces vibration and noise during drive assembly operation, reduces wear on gears and bearings, and improves transmission reliability.

[0023] The output shaft 5 has a shoulder 52. An inner tapered bearing 6 is axially positioned between the shoulder 51 and the annular positioning protrusion 12. The inner end of the output flange 51 extends into the bearing hole 11. The outer tapered bearing 6 is axially positioned between the annular positioning protrusion 12 and the inner end of the output flange 51. An oil seal 7 is press-fitted between the inner wall of the bearing hole 11 and the output flange 51 to seal the bearing hole 11. The inner tapered bearing 6 is positioned by the shoulder 52 and the annular positioning protrusion 12, and the outer tapered bearing is positioned by the annular positioning protrusion 12 and the inner end of the output flange 51, ensuring the reliable positioning of the two tapered bearings 6. The oil seal 7 seals the bearing hole 11 to prevent lubricating oil in the gearbox from leaking from the bearing hole 11.

[0024] The technical solutions of the embodiments of this utility model have been fully described above with reference to the accompanying drawings. It should be noted that the described embodiments are only a part of the embodiments of this utility model. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

Claims

1. A dual-motor drive assembly for marine applications, comprising a gearbox and two motors, the motors being mounted on the gearbox, characterized in that: The gearbox includes a housing fixed to the hull base, a coupling assembly for power coupling of two motors, a secondary planetary gear set connected to the output end of the coupling assembly, and an output shaft extending out of the housing and connected to the propeller. The output shaft is connected to the output end of the secondary planetary gear set and is supported on the housing by two oppositely arranged tapered bearings.

2. The marine dual-motor drive assembly according to claim 1, characterized in that: The coupling assembly includes an input gear shaft splined to the motor output end, a coupling gear shaft parallel to the two input gear shafts, and a coupling gear fixed on the coupling gear shaft and meshing with the input gear shaft. The coupling gear shaft is coaxially connected to the secondary planetary gear set.

3. The marine dual-motor drive assembly according to claim 2, characterized in that: The secondary planetary gear set includes a primary sun gear integrally formed with the coupling gear shaft, primary planet gears meshing with the primary sun gear, a primary planet carrier mounting the primary planet gears and a primary gear ring meshing on the outer circumference of the primary planet gears, a secondary sun gear connected to the primary planet carrier via a spline, secondary planet gears meshing with the secondary sun gear, a secondary planet carrier mounting the secondary planet gears and a secondary gear ring meshing on the outer circumference of the secondary planet gears, the primary gear ring and the secondary gear ring being integrally formed and fixed to the housing, the output shaft being integrally formed with the output end of the secondary planet carrier, and the end of the output shaft extending out of the housing being fixed to an output flange connected to the propeller.

4. The marine dual-motor drive assembly according to claim 3, characterized in that: The front end of the secondary planetary carrier has an axially recessed stop, and a support bearing is press-fitted into the stop. One end of the coupling gear shaft is pressed into the support bearing, and the secondary sun gear is fitted onto the coupling gear shaft with clearance fit.

5. The marine dual-motor drive assembly according to claim 3, characterized in that: The housing has bearing holes that communicate with the inner cavity of the housing. The inner wall of the bearing hole has an annular positioning protrusion. Two tapered bearings are press-fitted into the bearing hole and abut against the annular positioning protrusion.

6. The marine dual-motor drive assembly according to claim 3, characterized in that: The output shaft has a shoulder, and the inner tapered bearing is axially positioned between the shoulder and the annular positioning protrusion. The inner end of the output flange extends into the bearing hole, and the outer tapered bearing is axially positioned between the annular positioning protrusion and the inner end of the output flange. An oil seal is press-fitted between the inner wall of the bearing hole and the output flange to seal the bearing hole.

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