Ship lock shaft device

Abstract

The utility model provides a ship lock shaft device which comprises a brake disc, a lock shaft device body, at least one lock shaft key and a driving part, a plurality of lock shaft key grooves are formed in the circumference of the brake disc, the lock shaft device body is located on the side portion of the brake disc, and the lock shaft key is installed on the side wall, facing the brake disc, of the lock shaft device body. The driving part is connected with one end part of the lock shaft key; the driving part drives the lock shaft key to extend outwards along the lock shaft device body and to be inserted into the lock shaft key groove in the corresponding position to lock the brake disc; or the driving part drives the lock shaft key to retract into the lock shaft device body and to be separated from the lock shaft key groove in the corresponding position, and the brake disc is unlocked. According to the ship lock shaft device, the operation mode and the maintenance mode of an existing ship lock shaft device are optimized; during operation, an operator does not need to go below a shaft system and can complete shaft locking and unlocking actions only by standing beside the shaft locking device base, and maintenance is very convenient.

Description

Technical Field

[0001] This utility model relates to the field of shipbuilding, and in particular to a ship shaft locking device. Background Technology

[0002] In the shipbuilding industry, for twin-propeller and multi-propeller ships, under certain special operating conditions, it is necessary to lock one or more propellers (propulsion shafts) to prevent the propellers from being passively rotated by water flow when the engine is stopped, which could damage the ship's main engine and gearbox, or even pose a certain threat to personal safety.

[0003] Typically, these special operating conditions include single-propeller propulsion or when the ship is moored along a river. For example, in single-propeller propulsion, the water flow relative to the ship's rearward movement can generate a reverse thrust on the propeller when it is stationary, causing it to tend to rotate in the opposite direction, thus driving the shaft system to rotate in the opposite direction. As another example, when the ship is moored along a river, if there is a strong current such as high or low tide, the propeller will also be pushed by the tidal current, causing it to rotate and posing a threat to the ship's main engine, gearbox, and even personal safety. Therefore, the application of a shaft locking device becomes essential to keep the shaft system stationary.

[0004] Figure 1 This is a schematic diagram of a locking shaft device in the prior art. Figure 1 As shown, most widely used shaft locking devices on the market are installed at the bottom of the shaft system. However, the structure of conventional shaft locking devices has significant drawbacks: firstly, the limited space under the shaft system makes installation difficult due to various constraints; secondly, operation and maintenance are extremely inconvenient. Personnel must descend under the shaft system and work in a cramped space, which is very inconvenient.

[0005] In view of this, the inventor of this utility model has designed a ship shaft locking device in order to overcome the above-mentioned technical problems. Utility Model Content

[0006] The technical problem to be solved by this utility model is to overcome the defects of existing shaft locking devices, such as difficulty in installation and inconvenience in operation and maintenance, and to provide a ship shaft locking device.

[0007] The present invention solves the above-mentioned technical problems through the following technical solution:

[0008] A ship shaft locking device is characterized in that the ship shaft locking device includes a brake disc, a shaft locking device body, at least one shaft locking key, and a drive component. The brake disc is provided with a plurality of keyways for the shaft locking key in the circumferential direction. The shaft locking device body is located on the side of the brake disc. The shaft locking key is installed on the side wall of the shaft locking device body facing the brake disc. The drive component is connected to one end of the shaft locking key.

[0009] The driving component drives the locking key to extend outward along the body of the locking device and insert into the keyway of the locking key at the corresponding position to lock the brake disc; or the driving component drives the locking key to retract into the body of the locking device and disengage from the keyway of the locking key at the corresponding position to unlock the brake disc.

[0010] According to one embodiment of the present invention, the ship locking device further includes a locking device base, the locking device base is fixed on the hull, and the locking device body is mounted on the locking device base.

[0011] According to one embodiment of the present invention, the driving component is a handwheel, the main body of the locking shaft device is provided with a through hole, the locking shaft key passes through the through hole, the handwheel is fixed on the outer side wall of the main body of the locking shaft device, and the handwheel is connected to one end of the locking shaft key.

[0012] According to one embodiment of the present invention, the ship locking device further includes at least one set of limit switches, which are disposed on the side wall of the main body of the locking device facing the brake disc, located on both sides of the locking key, and are used for interlocking with the main engine.

[0013] According to one embodiment of the present invention, the ship shaft locking device further includes a plurality of adjusting shims, which are installed between the connecting surfaces of the shaft locking device body and the shaft locking device base.

[0014] According to one embodiment of the present invention, the adjusting shim includes an adjusting clamp and a shim body. The lower end surface of the shim body is an arc surface, and the upper end surface of the shim body is provided with an arc-shaped groove. The arc surface and the arc-shaped groove are matched and fitted together.

[0015] According to one embodiment of the present invention, the main body of the locking device and the base of the locking device are fastened together by a locking member passing through the corresponding connecting surface and the adjusting shim.

[0016] According to one embodiment of the present invention, the contact surface between the gasket body and the locking shaft device body is a plane.

[0017] According to one embodiment of the present invention, a plurality of positioning elements are further provided at the connection surface between the main body of the locking shaft device and the base of the locking shaft device.

[0018] According to one embodiment of the present invention, the brake disc is fixed between the shaft mating flanges.

[0019] The positive and progressive effects of this utility model are as follows:

[0020] This utility model of a ship shaft locking device has the following advantages:

[0021] I. The operation and maintenance methods of existing ship shaft locking devices have been optimized;

[0022] 2. During operation, the operator does not need to go down under the shaft system; they can simply stand next to the base of the locking device to complete the locking and unlocking actions.

[0023] Third, maintenance and repair are very convenient and user-friendly for installers and operators. Attached Figure Description

[0024] The above and other features, properties and advantages of this utility model will become more apparent from the following description taken in conjunction with the accompanying drawings and embodiments, in which the same reference numerals always denote the same features, wherein:

[0025] Figure 1 This is a schematic diagram of the structure of a locking shaft device in the prior art.

[0026] Figure 2 This is the front view of the ship lock shaft device of this utility model.

[0027] Figure 3 This is a left view of the ship lock shaft device of this utility model.

[0028] Figure 4 This is a right view of the ship lock shaft device of this utility model.

[0029] Figure 5 This is a top view of the ship lock shaft device of this utility model.

[0030] Figure 6 for Figure 2 Enlarged view of section A.

[0031] Figure 7 for Figure 3 Enlarged view of section B.

[0032] Figure 8 for Figure 3 Enlarged view of section C.

[0033] Figure 9 This is a schematic diagram showing the usage state of the ship shaft locking device of this utility model.

[0034] Figure 10 This is a schematic diagram of the installation structure of the limit switch mounted on the main body of the ship shaft locking device according to the present invention.

[0035] Figure 11 This is a schematic diagram of the limit switch in its natural state in the ship shaft locking device of this utility model.

[0036] Figure 12 This is a schematic diagram showing the limit switch in the working state of the ship shaft locking device of this utility model.

[0037] Figure 13 This is a perspective view of the adjusting pad in the ship shaft locking device of this utility model.

[0038] Figure 14 This is a longitudinal sectional view of the adjusting pad in the ship shaft locking device of this utility model.

[0039] Figure 15 This is a schematic diagram illustrating the working principle of the adjusting pad in the ship shaft locking device of this utility model.

[0040] [Attached image labels]

[0041] Brake disc 10

[0042] Shaft locking device body 20

[0043] Locking key 30

[0044] Drive component 40

[0045] Locking keyway 11

[0046] Through hole 21

[0047] Locking shaft device base 50

[0048] Limit switch 60

[0049] Protruding mounting part 61

[0050] 62 rollers

[0051] Mounting slot 63

[0052] Adjusting shim 70

[0053] Adjustment base 71

[0054] Gasket body 72

[0055] Locking part 80

[0056] Locking bolt 81

[0057] Nut 82

[0058] spherical gasket 83

[0059] Positioning component 90 Detailed Implementation

[0060] To make the above-mentioned objectives, features and advantages of this utility model more apparent and understandable, the specific embodiments of this utility model will be described in detail below with reference to the accompanying drawings.

[0061] Embodiments of the present invention will now be described in detail with reference to the accompanying drawings. Preferred embodiments of the present invention will now be described in detail, examples of which are shown in the drawings. Wherever possible, the same reference numerals will be used in all the drawings to denote the same or similar parts.

[0062] Furthermore, although the terminology used in this invention is selected from commonly known and used terms, some terms mentioned in this specification may have been selected by the applicant in his or her judgment, and their detailed meanings are explained in the relevant sections of the description herein.

[0063] Furthermore, it is required that this utility model be understood not only through the actual terminology used, but also through the meaning implied by each term.

[0064] like Figures 2 to 5 As shown, this utility model discloses a ship locking device, which includes a brake disc 10, a locking device body 20, at least one locking key 30, and a driving component 40. Multiple locking key slots 11 (e.g., eight locking key slots in this embodiment) are arranged circumferentially on the brake disc 10, and the locking key slots 11 are evenly distributed on the circumferential wall surface of the brake disc 10. The locking device body 20 is located on the side of the brake disc 10, the locking key 30 is mounted on the side wall of the locking device body 20 facing the brake disc 10, and the driving component 40 is connected to one end of the locking key 30.

[0065] The drive component 40 drives the locking key 30 to extend outward along the locking device body 20, for insertion into the corresponding locking key slot 11, thereby locking the brake disc 10. Alternatively, the drive component 40 drives the locking key 30 to retract into the locking device body 20, disengaging it from the corresponding locking key slot 11, thereby unlocking the brake disc 10.

[0066] In this embodiment, the driving component 40 can preferably be a handwheel, and a through hole 21 (e.g., a locking shaft device body 20) is provided on the body 20. Figure 10 As shown, the locking key 30 is inserted into the through hole 21. The handwheel (i.e., the drive component 40) is fixed to the outer wall of the locking device body 20, and the handwheel is connected to one end of the locking key 30. The locking key 30 can move back and forth on the locking device body 20, that is, move back and forth along the through hole 21, by rotating the handwheel.

[0067] Furthermore, the ship's locking shaft device preferably also includes a locking shaft device base 50, which is fixed to the hull, and the locking shaft device body 20 is mounted on the locking shaft device base 50. The locking shaft device base 50 and the hull are permanently connected by welding.

[0068] like Figures 10 to 12 As shown, the ship's shaft locking device may also include at least one set of limit switches 60, which are disposed on the side wall of the main body 20 of the shaft locking device facing the brake disc 10, located on both sides of the shaft locking key 30, for interlocking with the main engine.

[0069] For example, the limit switch 60 includes at least one set of protruding mounting portions 61 and rollers 62. The protruding mounting portions 61 are respectively disposed on the side wall of the locking shaft device body 20 facing the brake disc 10, located on both sides of the through hole 21. The protruding mounting portions 61 are provided with mounting grooves 63, and the rollers 62 are rotatably mounted in the corresponding mounting grooves 63.

[0070] like Figure 11 As shown, when the locking key 30 is retracted into the locking device body 20 and the limit switch 60 is in the natural state, there is no signal output.

[0071] like Figure 12 As shown, when the locking key 30 extends out of the locking device body 20 and is in the locking state, the roller 62 of the limit switch 60 is compressed, the limit switch 60 is in the working state, and a signal is output to the host control system to achieve interlocking with the host.

[0072] When starting the main unit, the shaft lock must be released beforehand. This interlocks the limit switch 60 with the main unit, preventing attempts to start the main unit while the tail shaft is locked.

[0073] like Figures 13 to 15 As shown, the ship's shaft locking device also includes a plurality of adjusting shims 70, which are installed between the connecting surfaces of the shaft locking device body 20 and the shaft locking device base 50.

[0074] Preferably, the adjusting shim 70 includes an adjusting base 71 and a shim body 72. The lower end face of the shim body 72 is set as an arc surface, and the upper end face of the shim base 71 is provided with an arc-shaped groove, so that the arc surface and the arc-shaped groove match and fit together (e.g., Figure 6 and Figure 13 (As shown). The adjusting pad 70 is used to fine-tune the front-back and left-right angles between the locking shaft device body 20 and the locking shaft device base 50, so that the locking shaft key 30 can perfectly match the locking shaft key groove 11 on the brake disc 10.

[0075] Conversely, if the locking device body 20 and the locking device base 50 are installed directly without the adjustment shim 70, due to errors in the manufacturing process, the locking key 30 will inevitably fail to match the locking key keyway 11 after assembly. Therefore, this embodiment adds the adjustment shim 70, which allows the error to be resolved through fine-tuning.

[0076] When the ship's shaft locking device is installed, the main body 20 and the base 50 of the shaft locking device are fastened together by the locking member 80 passing through the corresponding connecting surface and the adjusting shim 70. The contact surface between the shim body 72 and the main body 20 of the shaft locking device is preferably a plane.

[0077] Multiple positioning elements 90 are also provided at the connection surface between the main body 20 of the locking shaft device and the base 50 of the locking shaft device. For example, the positioning elements 90 can preferably be positioning bolts. The positioning elements 90 can be used to initially determine the matching position between the main body 20 of the locking shaft device, the base 50 of the locking shaft device, and the brake disc 20, but they are not subjected to force.

[0078] After the positioning component 80 determines the matching position between the locking shaft device body 20, the locking shaft device base 50, and the brake disc 10, the locking component 80 and the adjusting shim 70 are fully stressed according to the determined position to complete the installation. The locking component 80 can preferably be a combination of locking bolt 81, nut 82, and ball washer 83 (e.g., Figure 2 , Figure 7 and Figure 8 As shown, the locking element 80 and the adjusting shim 70 cooperate with each other to fully fasten two non-parallel (limited included angle) planes (i.e., the planes connecting the upper and lower parts of the locking shaft device body 20 and the locking shaft device base 50).

[0079] like Figure 7 and Figure 8 As shown, in the structure of the locking component 80 in this embodiment, the nut 82 and the spherical washer 83 have an arc-shaped surface contact. This structure allows for fine-tuning of the angle, fully securing planes that are not parallel vertically.

[0080] In addition, in this embodiment, the brake disc 10 is permanently fastened between the shaft mating flanges. The diameter of the brake disc 10 is larger than that of the shaft mating flanges.

[0081] Based on the above structural description, the ship shaft locking device of this utility model is simpler to operate, has a more reasonable structure, and is more reliable in performance. It also fills a technical gap in this field and provides domestic shipbuilding companies with a more optimized alternative solution in this area.

[0082] In summary, the ship shaft locking device of this utility model has the following advantages:

[0083] I. The operation and maintenance methods of existing ship shaft locking devices have been optimized;

[0084] 2. During operation, the operator does not need to go down under the shaft system; they can simply stand next to the base of the locking device to complete the locking and unlocking actions.

[0085] Third, maintenance and repair are very convenient and user-friendly for installers and operators.

[0086] For those skilled in the art, the above disclosure of utility models is merely illustrative and does not constitute a limitation of this application. Although not explicitly stated herein, those skilled in the art may make various modifications, improvements, and corrections to this application. Such modifications, improvements, and corrections are suggested in this application and therefore remain within the spirit and scope of the exemplary embodiments of this application.

[0087] Furthermore, this application uses specific terms to describe embodiments of the application. For example, "an embodiment," "one embodiment," and / or "some embodiments" refer to a particular feature, structure, or characteristic related to at least one embodiment of the application. Therefore, it should be emphasized and noted that "an embodiment," "one embodiment," or "an alternative embodiment" mentioned twice or more in different locations in this specification do not necessarily refer to the same embodiment. In addition, certain features, structures, or characteristics in one or more embodiments of the application can be appropriately combined.

[0088] Similarly, it should be noted that, in order to simplify the description of the embodiments disclosed in this application and thus aid in the understanding of one or more embodiments of the utility model, the foregoing description of the embodiments of this application sometimes combines multiple features into one embodiment, drawing, or description thereof. However, this disclosure method does not mean that the object of this application requires more features than those mentioned in the claims. In fact, the embodiments have fewer features than all the features of the single embodiments disclosed above. Some embodiments use numbers describing the number of components or attributes; it should be understood that such numbers used in the description of embodiments are modified in some examples by the modifiers "approximately," "about," or "generally."

[0089] While specific embodiments of this utility model have been described above, those skilled in the art should understand that these are merely illustrative examples, and the scope of protection of this utility model is defined by the appended claims. Those skilled in the art can make various changes or modifications to these embodiments without departing from the principles and essence of this utility model, but all such changes and modifications fall within the scope of protection of this utility model.

Claims

1. A boat lock shaft device, characterized by The ship's locking shaft device includes a brake disc, a locking shaft device body, at least one locking shaft key, and a drive component. The brake disc is provided with multiple locking shaft key slots in the circumferential direction. The locking shaft device body is located on the side of the brake disc. The locking shaft key is installed on the side wall of the locking shaft device body facing the brake disc. The drive component is connected to one end of the locking shaft key. The driving component drives the locking key to extend outward along the body of the locking device and insert into the keyway of the locking key at the corresponding position to lock the brake disc; Alternatively, the driving component can drive the locking key to retract into the locking device body, disengaging it from the keyway of the locking key at the corresponding position, thereby unlocking the brake disc.

2. The boat lock shaft arrangement as claimed in claim 1, characterized in that The ship's shaft locking device also includes a shaft locking device base, which is fixed to the hull, and the shaft locking device body is mounted on the shaft locking device base.

3. The boat lock shaft arrangement as claimed in claim 1, characterized in that The ship's shaft locking device also includes at least one set of limit switches, which are disposed on the side wall of the main body of the shaft locking device facing the brake disc, located on both sides of the shaft locking key, and are used for interlocking with the main engine.

4. The boat lock shaft assembly of claim 1, wherein, The ship shaft locking device also includes multiple adjusting shims, which are installed between the connecting surfaces of the shaft locking device body and the shaft locking device base.

5. The boat lock shaft arrangement as claimed in claim 4, characterized in that The adjusting shim includes an adjusting clamp and a shim body. The lower end face of the shim body is an arc surface, and the upper end face of the shim body is provided with an arc-shaped groove. The arc surface and the arc-shaped groove match and fit together.

6. The boat lock shaft arrangement as claimed in claim 5, characterized in that The main body of the locking device and the base of the locking device are fastened together by locking members passing through the corresponding connecting surfaces and the adjusting shims.

7. The boat lock shaft arrangement as claimed in claim 5, characterized in that The contact surface between the gasket body and the locking shaft device body is a plane.

8. The boat lock shaft apparatus of claim 1, wherein, Multiple positioning components are also provided at the connection surface between the main body of the locking shaft device and the base of the locking shaft device.

9. The boat lock shaft assembly of claim 1, wherein, The brake disc is fixed between the shaft mating flanges.

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