A marine propulsion structure and a marine vessel

Abstract

The utility model discloses a kind of ship propulsion structure and ship, belong to ship propulsion system technical field, to solve the technical problem of insufficient sealing reliability in the conventional ship propulsion system in prior art. It includes with the propulsion shafting of ship power output shaft body connection;Propulsion shafting includes the first shaft body being arranged in the ship body and the second shaft body being arranged in the ship body;First shaft body is connected with power output shaft body by first magnetic coupling component, and first shaft body is connected with second shaft body by second magnetic coupling component;Second shaft body is connected with propeller at one end away from first shaft body. The utility model propulsion structure is arranged on the one hand improve the watertight performance of ship body, on the other hand effectively reduce the operation noise of shaft body and propeller.

Description

Technical Field

[0001] This utility model relates to the field of ship propulsion system technology, specifically to a ship propulsion structure and a ship. Background Technology

[0002] The propulsion structure is a core component of a ship's power system. Its main function is to convert the energy generated by the engine into the power to propel the ship forward (or backward) and to ensure that the ship maintains a stable motion under different navigation conditions.

[0003] Traditional marine propulsion systems mostly use mechanical couplings or ordinary sealed couplings to connect the stern shaft and propeller shaft. Sealing is usually achieved by packing or mechanical seals. However, ordinary sealed couplings are difficult to maintain a stable sealing effect in complex sea conditions and have insufficient reliability. Therefore, regular maintenance and repair of the sealing structure are required, which is costly. Utility Model Content

[0004] The purpose of this utility model is to provide a ship propulsion structure and a ship to solve the technical problem of insufficient sealing reliability in traditional ship propulsion systems in the prior art.

[0005] To achieve the above objectives, the present invention provides the following technical solution:

[0006] In a first aspect, the present invention provides a ship propulsion structure suitable for connection with a power output shaft disposed within the hull, the ship propulsion structure comprising:

[0007] The propulsion shaft system includes a first shaft disposed inside the hull and a second shaft disposed outside the hull; the first shaft is connected to the power output shaft via a first magnetic coupling assembly, and the first shaft and the second shaft are connected via a second magnetic coupling assembly; a propeller is connected to the end of the second shaft away from the first shaft.

[0008] In an optional embodiment, the first magnetic coupling assembly includes an outer magnetic rotor fixedly connected to the power output shaft, an inner magnetic rotor fixedly connected to the first shaft, and an isolation sleeve disposed between the outer magnetic rotor and the inner magnetic rotor.

[0009] The outer magnetic rotor and the inner magnetic rotor form a magnetic connection, so that the power output shaft is connected to the first shaft for transmission.

[0010] In an optional embodiment, the second magnetic coupling assembly includes a first permanent disk connected to the first shaft and a second permanent disk connected to the second shaft;

[0011] The first permanent disk and the second permanent disk are arranged alternately, with the first permanent disk located inside the hull and the second permanent disk located outside the hull.

[0012] The first permanent disk and the second permanent disk form a magnetic connection so that the first shaft and the second shaft are connected in a transmission manner.

[0013] In an optional embodiment, the second shaft and the second permanent disk are configured to be disposed within the externally suspended propeller nacelle of the ship;

[0014] The ship's externally suspended propeller compartment includes a hull and multiple stern bearings;

[0015] Multiple stern bearings are disposed within the cabin and are used to fix the second shaft.

[0016] A cabin support frame is provided between the cabin and the hull, and the cabin support frame is used to support the externally suspended propeller cabin of the ship.

[0017] In an optional embodiment, a non-magnetic region is formed in the portion of the hull near the second magnetic coupling assembly;

[0018] The non-magnetic region is made of 904L high-nickel austenitic steel.

[0019] In an optional embodiment, the ship propulsion structure further includes:

[0020] The braking assembly includes a brake disc fixedly connected to the first shaft and a caliper acting on the brake disc.

[0021] When the first shaft is braked, a friction braking relationship is formed between the caliper and the brake disc.

[0022] In an optional embodiment, the propeller has blade serrations on both the leading edge and the trailing edge.

[0023] The blade serrations are used to reduce the rotational noise of the propeller.

[0024] Secondly, this utility model provides a ship, including the ship propulsion structure described in any one of the foregoing embodiments.

[0025] Based on the above technical solution, this utility model can produce at least the following technical effects:

[0026] The present invention provides a ship propulsion structure and a ship, including a propulsion shafting system composed of a first shaft and a second shaft. The first shaft is connected to the power output shaft via a first magnetic coupling assembly, and the second shaft is connected to the first shaft via a second magnetic coupling assembly. On the one hand, since the first shaft and the second shaft are connected via the second magnetic coupling assembly, the first shaft and the second shaft can be respectively disposed on the inner and outer sides of the hull and form a magnetic connection. Since the second shaft does not need to penetrate the hull, the watertightness of the hull is improved. On the other hand, compared with the transmission mechanical connection method, the setting of the magnetic coupling assembly reduces the operating noise of the shaft and the propeller. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of the layout structure of the ship propulsion structure of this utility model;

[0028] Figure 2 This is a schematic diagram of the ship propulsion structure of this utility model from a first-view perspective;

[0029] Figure 3 This is a schematic diagram of the ship propulsion structure of this utility model from a second perspective.

[0030] In the diagram: 100 - hull; 110 - power take-off shaft;

[0031] 200 - Propulsion shaft system; 210 - First shaft; 220 - Second shaft;

[0032] 300 - First magnetic coupling assembly; 310 - Outer magnetic rotor; 320 - Inner magnetic rotor; 330 - Isolation sleeve;

[0033] 400 - Second magnetic coupling assembly; 410 - First permanent disk; 420 - Second permanent disk;

[0034] 500 - Propeller; 510 - Blade serrations;

[0035] 600 - Externally suspended propeller compartment; 610 - Hull; 620 - Stern bearing; 630 - Hull support frame;

[0036] 700 - Brake assembly; 710 - Brake disc; 720 - Caliper. Detailed Implementation

[0037] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present utility model; obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present utility model without creative effort are within the protection scope of the present utility model.

[0038] This invention provides a ship propulsion structure and a ship equipped with the propulsion structure. By replacing the coupling method of the traditional ship propulsion structure with multiple magnetic coupling assemblies, it improves the sealing performance between the propulsion system and the hull. On the other hand, since the magnetic coupling assemblies transmit power in a non-contact manner, they can effectively isolate vibration, alleviate axial deviation and torque fluctuation, thereby reducing the impact caused by unbalanced loads. At the same time, the magnetic coupling assemblies reduce mechanical wear, improve system flexibility and adaptability, extend service life, reduce noise, and improve the overall stability and reliability of the transmission system.

[0039] The following detailed description of the ship propulsion structure and ship's overall structure, working principle, and technical effects provided by this utility model, through embodiments and in conjunction with the accompanying drawings, is a practical example.

[0040] Please see Figure 1 The ship propulsion structure provided in this embodiment includes a propulsion shaft system 220 connected to the ship's power output shaft 110. Specifically, the propulsion shaft system 220 includes a first shaft 210 and a second shaft 220. The first shaft 210 is connected to the power output shaft 110 through a first magnetic coupling assembly 300, and the first shaft 210 and the second shaft 220 are connected through a second magnetic coupling assembly 400. A propeller 500 is connected to the end of the second shaft 220.

[0041] In particular, in this embodiment, since the first shaft 210 and the second shaft 220 are connected non-contactly through the second magnetic coupling assembly 400, the first shaft 210 and the second shaft 220 can be respectively arranged on the inner and outer sides of the hull 100; specifically, the first shaft 210 is arranged inside the hull 100, and the second shaft 220 is arranged outside the hull 100.

[0042] Please see Figure 2 and Figure 3 In this embodiment, the first magnetic coupling assembly 300 includes an outer magnetic rotor 310 fixedly connected to the power output shaft 110, an inner magnetic rotor 320 fixedly connected to the first shaft 210, and an isolation sleeve 330 disposed between the outer magnetic rotor 310 and the inner magnetic rotor 320.

[0043] The outer magnetic rotor 310 and the inner magnetic rotor 320 are magnetically connected, so that when the power output shaft 110 rotates, the torque can be transmitted to the first shaft 210 through the outer magnetic rotor 310 and the inner magnetic rotor 320.

[0044] In this embodiment, the second magnetic coupling assembly 400 includes a first permanent disk 410 connected to the first shaft 210 and a second permanent disk 420 connected to the second shaft 220; in particular, the first permanent disk 410 and the second permanent disk 420 are spaced apart, and the first permanent disk 410 is disposed inside the hull 100, while the second permanent disk 420 is disposed outside the hull 100.

[0045] Compared to traditional ship propulsion structures, the first shaft 210 and the second shaft 220 are connected non-contactly through the aforementioned second magnetic coupling assembly 400, thus eliminating the need for an opening at the original propeller location at the stern, thereby improving the watertightness of the hull 100.

[0046] The ship propulsion device provided in this embodiment has the following torque transmission path: the power source (such as a motor or engine) directly or indirectly transmits power to the power output shaft 110. The power output shaft 110 transmits torque to the inner magnetic rotor 320 through the outer magnetic rotor 310, thereby driving the first shaft 210 to rotate. The first shaft 210 drives the first permanent magnet disk 410 to rotate synchronously. The first permanent magnet disk 410 transmits torque to the second permanent magnet disk 420 through a magnetic connection, thereby driving the second shaft 220 to rotate, and then driving the propeller 550 to rotate through the second shaft 220.

[0047] In order to achieve braking of the propeller 500, the ship propulsion device provided in this embodiment also includes a braking assembly 700. The braking assembly 700 includes a brake disc 710 fixedly connected to the first shaft 210 and a caliper 720 acting on the brake disc 710. The caliper 720 is connected to an external fixing structure.

[0048] Understandably, when the first shaft 210 is braked, a friction braking relationship is formed between the caliper 720 and the brake disc 710, thereby achieving braking of the first shaft 210 and thus braking of the propeller 500.

[0049] In particular, in this embodiment, if the stern is made of conventional marine steel, eddy currents will be generated in the alternating magnetic field due to eddy current heating under the action of the second magnetic coupling assembly 400, resulting in local high temperature, increased energy loss and reduced efficiency.

[0050] Therefore, in this embodiment, a non-magnetic region is formed in the part of the hull 100 near the second magnetic coupling assembly 400; the non-magnetic region is made of 904L high-nickel austenitic steel; on the one hand, the second magnetic coupling assembly 400 will not be affected by the non-magnetic region during operation, and on the other hand, the non-magnetic region can meet the characteristics of the hull 100 being extremely corrosion resistant and having high mechanical strength.

[0051] In order to fix the second shaft 220 and the propeller 500 connected to the second shaft 220, in this embodiment, a ship external suspended propeller compartment 600 for supporting the second shaft 220 is also provided on one side of the hull 100.

[0052] Specifically, the ship's externally suspended propeller compartment 600 includes a compartment 610 and a plurality of stern bearings 620 disposed within the compartment 610. The stern bearings 620 are used to fix and support the aforementioned second shaft 220.

[0053] In addition, a hull support 630 is provided between the hull 610 and the hull 100. The hull support 630 is used to support and fix the externally suspended propeller hull 600 of the ship.

[0054] Please see Figure 3 In order to further reduce the noise generated by the propeller 500 during operation, in this embodiment, blade serrations 510 are provided on both the guide edge and the trailing edge of the propeller 500.

[0055] The ship equipped with the above-mentioned ship propulsion structure provided by this utility model can produce at least the following technical effects:

[0056] 1. The first shaft 210 and the second shaft 220 are connected non-contactly through the second magnetic connection assembly 500, so that no opening is needed at the original propeller location at the stern, thereby improving the watertightness of the hull 100.

[0057] 2. Compared to mechanical transmission connections, the magnetic coupling assembly reduces the operating noise of the shaft and propeller;

[0058] 3. The propeller 500 has blade serrations 510 on both the guide edge and the trailing edge, which reduces the operating noise of the propeller 500, thereby further reducing the operating noise of the ship's propulsion structure;

[0059] 4. Compared with the traditional single main shaft configuration, the segmented shaft configuration of the power output shaft 110, the first shaft 210, and the second shaft 220 helps to reduce vibration, improve the balance and stability of the transmission system, and improve the vibration problem of the ship's propulsion system under high-speed operation. At the same time, the multi-segment structure helps to reduce the risk of resonance, and the magnetic coupling transmits power in a non-contact manner, effectively isolating vibration, mitigating axial deviation and torque fluctuation, and reducing the impact caused by unbalanced loads.

[0060] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A ship propulsion structure, characterized in that, Suitable for connection to a power take-off shaft (110) disposed within the hull (100), the ship propulsion structure includes: The propulsion shaft system (200) includes a first shaft (210) disposed inside the hull (100) and a second shaft (220) disposed outside the hull (100); the first shaft (210) is connected to the power output shaft (110) via a first magnetic coupling assembly (300), and the first shaft (210) and the second shaft (220) are connected via a second magnetic coupling assembly (400); a propeller (500) is connected to one end of the second shaft (220) away from the first shaft (210).

2. The ship propulsion structure according to claim 1, characterized in that, The first magnetic coupling assembly (300) includes an outer magnetic rotor (310) fixedly connected to the power output shaft (110), an inner magnetic rotor (320) fixedly connected to the first shaft (210), and an isolation sleeve (330) disposed between the outer magnetic rotor (310) and the inner magnetic rotor (320). The outer magnetic rotor (310) and the inner magnetic rotor (320) form a magnetic connection relationship, so that the power output shaft (110) is connected to the first shaft (210) in a transmission connection.

3. The ship propulsion structure according to claim 1, characterized in that, The second magnetic coupling assembly (400) includes a first permanent disk (410) connected to the first shaft (210) and a second permanent disk (420) connected to the second shaft (220). The first permanent disk (410) and the second permanent disk (420) are arranged at intervals, with the first permanent disk (410) disposed inside the hull (100) and the second permanent disk (420) disposed outside the hull (100); The first permanent disk (410) and the second permanent disk (420) form a magnetic connection relationship so that the first shaft (210) and the second shaft (220) are connected in a transmission manner.

4. The ship propulsion structure according to claim 3, characterized in that, The second shaft (220) and the second permanent disk (420) are configured to be housed within the ship's externally suspended propeller nacelle (600); The externally suspended propeller compartment (600) of the ship includes a hull (610) and multiple stern bearings (620). Multiple stern bearings (620) are disposed within the hull (610) and are used to fix the second shaft (220). A cabin support (630) is provided between the cabin (610) and the hull (100), and the cabin support (630) is used to support the externally suspended propeller cabin (600) of the ship.

5. The ship propulsion structure according to claim 1, characterized in that, The portion of the hull (100) near the second magnetic coupling assembly (400) has a non-magnetic region; The non-magnetic region is made of 904L high-nickel austenitic steel.

6. The ship propulsion structure according to claim 1, characterized in that, The ship propulsion structure also includes: Braking assembly (700), the braking assembly (700) includes a brake disc (710) fixedly connected to the first shaft (210) and a caliper (720) acting on the brake disc (710). When the first shaft (210) is braked, a friction braking relationship is formed between the caliper (720) and the brake disc (710).

7. The ship propulsion structure according to claim 1, characterized in that, The propeller (500) has blade serrations (510) on both the guide edge and the trailing edge. The blade serrations (510) are used to reduce the rotational noise of the propeller (500).

8. A ship, characterized in that, Includes the ship propulsion structure as described in any one of claims 1-7.

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