A cruise ship shafting propulsion system

Abstract

The application provides a cruise ship shafting propulsion system, which comprises a shafting, a propeller connected to an output end of the shafting, a driving device for providing rotary driving force to the propeller, and a shaft coupling connecting the shafting and the driving device, wherein the rotation speed of the driving device is the same as that of the propeller; and the system further comprises a thrust bearing assembly, which comprises an outer shell and a thrust bearing, the outer shell is fixed to a ship body, an inner cavity is formed in the inner shell, and the thrust bearing is arranged in the inner cavity and sleeved on the outside of the shafting and used for bearing at least axial force of the shafting. The application can improve the propulsion efficiency of the cruise ship, reduce noise and vibration, save engine room space, and reduce maintenance cost.

Description

Technical Field

[0001] This application relates to the field of marine technology, and more specifically, to a cruise ship shafting propulsion system. Background Technology

[0002] In the propulsion system of Yangtze River cruise ships, high-speed motors typically provide the driving force. Because the motors operate at high speeds, and cruise ship propulsion requires significant torque, a reduction gearbox converts the high-speed motor to a lower speed to drive the shaft system and propel the ship. However, this combination of high-speed motors and reduction gearboxes results in low transmission efficiency and high energy loss. Furthermore, the noise and vibration generated by high-speed motors are substantial, and these are amplified further after passing through multiple stages of transmission in the reduction gearbox, impacting passenger comfort. Utility Model Content

[0003] This application provides a cruise ship shafting propulsion system that can improve cruise ship propulsion efficiency, reduce noise and vibration, enhance passenger comfort, save cabin space, and reduce maintenance costs.

[0004] This application provides a cruise ship shafting propulsion system, including a shaft, a propeller connected to the output end of the shaft, a drive device for providing rotational driving force to the propeller, and a coupling connecting the shaft and the drive device, wherein the rotational speed of the drive device is the same as the rotational speed of the propeller;

[0005] The cruise ship shafting propulsion system also includes:

[0006] A thrust bearing assembly, comprising a housing and a thrust bearing, the housing being fixed to the hull, the interior of the housing forming an inner cavity, the thrust bearing being disposed in the inner cavity and fitted onto the outside of the shafting system for bearing at least the axial force of the shafting system.

[0007] In some embodiments, the shafting system includes a stern shaft, an intermediate shaft, and a thrust shaft. The stern shaft is fixedly connected to the propeller, and the intermediate shaft is fixedly connected to both the stern shaft and the thrust shaft. A first thrust connection flange is provided on the side of the thrust shaft facing the coupling. The thrust bearing is fitted onto the outside of the thrust shaft, and the first thrust connection flange is fixedly connected to the coupling.

[0008] In some embodiments, a stern shaft connecting flange is provided at the end of the stern shaft facing the intermediate shaft, and an intermediate shaft connecting flange is provided at the end of the intermediate shaft facing the stern shaft. The stern shaft and the intermediate shaft are connected through the stern shaft connecting flange and the intermediate shaft connecting flange.

[0009] In some embodiments, a second thrust connection flange is provided on the thrust shaft in the direction of the intermediate shaft, and an intermediate flange is provided at one end of the intermediate shaft near the thrust shaft, the intermediate flange being fixedly connected to the second thrust connection flange.

[0010] In some embodiments, the outer shell is provided with a bottom flange, which is fixedly connected to the hull.

[0011] In some embodiments, the propeller, the stern shaft, the intermediate shaft, and the thrust shaft are arranged sequentially along the axial direction.

[0012] In some embodiments, the thrust bearing is specifically a thrust cylindrical roller bearing, a thrust self-aligning roller bearing, or a thrust tapered roller bearing.

[0013] In some embodiments, the outer casing is provided with an oil injection hole, which is connected to the inner cavity.

[0014] In some embodiments, the outer peripheral surface of the thrust shaft is provided with a graphene coating, at least a portion of which is located inside the region enclosed by the inner ring of the thrust bearing.

[0015] In some embodiments, the drive device is specifically a permanent magnet synchronous motor.

[0016] In this embodiment, by setting the rotational speed of the drive unit to be the same as that of the propeller, there is no need for a reduction gearbox to reduce speed and increase torque, thus reducing energy loss and improving propulsion efficiency. Simultaneously, the noise and vibration generated by the low-speed motor are relatively small, significantly reducing the noise and vibration of the entire propulsion system during operation and improving the comfort of the cruise ship. Furthermore, this application uses thrust bearings instead of the complex and multi-layered reduction gearbox, reducing the number of parts and lowering maintenance difficulty and costs. In addition, by mounting the thrust bearing assembly externally to the shaft system, the installation structure of the thrust bearing assembly is compact, saving space in the engine room and providing more possibilities for arranging other equipment or optimizing space in the engine room. The thrust bearing assembly can effectively transmit axial force to the hull structure, ensuring the stable operation of the propulsion system. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0018] Figure 1Schematic diagram of a cruise ship shafting propulsion system provided in some embodiments of this application;

[0019] Figure 2 An enlarged view of the thrust bearing assembly in a cruise ship shafting propulsion system provided in some embodiments of this application.

[0020] The attached figures are labeled as follows:

[0021] 1. Drive unit; 2. Coupling; 3. Propeller; 4. Thrust shaft; 5. Intermediate shaft; 6. Stern shaft; 7. Thrust bearing assembly;

[0022] 41. First thrust connection flange; 42. Second thrust connection flange; 51. Intermediate flange; 71. Outer shell. Detailed Implementation

[0023] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0024] Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used in the description of this application is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. The terms "first," "second," etc., are used to distinguish different objects, not to describe a particular order or hierarchy.

[0025] In this application, the reference to "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment that is mutually exclusive with other embodiments.

[0026] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "attachment" 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 direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0027] In this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0028] In the embodiments of this application, the same reference numerals denote the same components, and for the sake of brevity, detailed descriptions of the same components are omitted in different embodiments. It should be understood that the thickness, length, width, and other dimensions of various components in the embodiments of this application shown in the accompanying drawings, as well as the overall thickness, length, width, and other dimensions of the integrated device, are merely illustrative and should not constitute any limitation on this application.

[0029] In this application, "multiple" means two or more (including two).

[0030] Please refer to Figure 1 and Figure 2 This application provides a cruise ship shaft propulsion system, which mainly includes a drive unit 1, a coupling 2, a shaft system, a propeller 3, and a thrust bearing assembly 7. The propeller 3 is connected to the output end of the shaft system, the coupling 2 connects the shaft system and the drive unit 1, the drive unit 1 provides rotational driving force to the propeller 3, and the thrust bearing assembly 7 is sleeved on the outside of the shaft system to bear the axial force of the shaft system.

[0031] The drive unit 1 is connected to the shaft system via a flexible coupling 2, and the motor base of the drive unit 1 is fixed to the hull. The drive unit 1 uses a low-speed, high-torque motor. In this embodiment, the rotational speed of the drive unit 1 should be matched with the required rotational speed of the propeller 3. It can be set so that the rotational speed of the drive unit 1 is equal to the required rotational speed of the propeller 3, so that no reduction gear is needed between them. The drive unit 1 directly outputs low-speed, high-torque power, thereby providing the required rotational driving force for the propeller 3.

[0032] Coupling 2 can be a rigid coupling or a flexible coupling, preferably a flexible coupling, to provide a certain buffering capacity. Coupling 2 can connect the drive unit 1 and the shaft system, transmit power, and absorb a small amount of alignment error and vibration.

[0033] The shaft system is used to transmit power and is usually a long shaft made of high-strength steel. Its surface can be treated with anti-corrosion coating. One end of the shaft system is connected to the drive device 1 through the coupling 2, and the other end is directly fixed to the propeller 3. The middle is supported by the thrust bearing assembly 7. The shaft system transmits the rotational power of the drive device 1 to the propeller 3 through the shaft system, and at the same time bears the thrust and torsional force generated by the propeller 3.

[0034] Propeller 3 is located at the output end of the shaft system. Propeller 3 includes multiple blades and can be made of stainless steel. The blade design of propeller 3 conforms to hydrodynamics. Propeller 3 can convert the rotational motion of the shaft system into water thrust, propelling the cruise ship forward or backward.

[0035] like Figure 1 and Figure 2 As shown, the thrust bearing assembly 7 in this embodiment includes a housing 71 and a thrust bearing. The bottom of the housing 71 is fixed to the hull, and the two can be connected by welding or using fasteners such as bolts. The interior of the housing 71 forms an inner cavity. The thrust bearing is installed in the inner cavity of the housing 71, and the inner ring of the thrust bearing is fitted onto the outside of the shaft system, with an interference fit between the thrust bearing and the shaft system. In this way, the thrust bearing can withstand the axial thrust generated by the propeller 3, or can simultaneously withstand the axial thrust and radial force, and transmit them to the hull, thereby ensuring the stable operation of the shaft system.

[0036] The cruise ship shaft propulsion system provided in this application employs a low-speed, high-torque drive unit 1, which drives the shaft system via a flexible coupling 2, ultimately rotating the propeller 3 to achieve power transmission. Simultaneously, the axial thrust generated by the propeller 3 is transmitted through the shaft system to the thrust bearing, which then transmits the force to the hull. The intermediate shaft 5 supports the shaft system, reducing radial vibration. The coupling 2 absorbs minor deviations and vibrations between the motor and the shaft system, achieving a vibration reduction effect.

[0037] Therefore, in this embodiment of the application, by directly matching the speed of the propeller 3 with the low-speed motor, the energy loss caused by the gearbox transmission can be reduced, the number of parts can be reduced, the transmission structure can be simplified, and the noise can be reduced.

[0038] In one specific embodiment, the shafting system includes a stern shaft 6, an intermediate shaft 5, and a thrust shaft 4. The stern shaft 6 is fixedly connected to the propeller 3. The two ends of the intermediate shaft 5 are fixedly connected to the stern shaft 6 and the thrust shaft 4, respectively. A first thrust connecting flange 41 is provided on the side of the thrust shaft 4 facing the coupling. A thrust bearing is fitted onto the outside of the thrust shaft 4. The first thrust connecting flange 41 is fixedly connected to the coupling 2. In this embodiment, the thrust shaft 4 and the coupling 2 are connected by flanges and fastened with bolts. During installation, they can be positioned first and then connected and tightened, thereby improving the installation accuracy between the thrust shaft 4 and the coupling 2.

[0039] Furthermore, a second thrust connection flange 42 is provided on the thrust shaft 4 facing the intermediate shaft 5, and an intermediate flange 51 is provided on the end of the intermediate shaft 5 near the thrust shaft 4. The intermediate flange 51 is fixedly connected to the second thrust connection flange 42. In this way, both ends of the thrust shaft 4 are connected to the intermediate shaft 5 and the coupling 2 by flanges, which can be used with gaskets to improve the sealing of the connection. The overall structure is stable and can withstand higher axial tensile force, internal pressure and vibration. Compared with threaded or plug-in and fastening connection schemes, the connection accuracy is higher and more stable and reliable.

[0040] Similar to the connection scheme between the thrust shaft 4 and the bearing assembly 2, a stern shaft connecting flange is provided at the end of the stern shaft 6 facing the intermediate shaft 5, and an intermediate shaft connecting flange is provided at the end of the intermediate shaft 5 facing the stern shaft 6. The stern shaft 6 and the intermediate shaft 5 are connected through the stern shaft connecting flange and the intermediate shaft connecting flange, thereby improving the installation accuracy between the stern shaft 6 and the intermediate shaft 5.

[0041] The propeller 3, stern shaft 6, intermediate shaft 5 and thrust shaft 4 are arranged sequentially along the axial direction to form a linear force transmission structure, thereby ensuring the stability and efficiency of the propulsion system.

[0042] Drive unit 1 can be a permanent magnet synchronous motor. Permanent magnet synchronous motors have advantages such as high efficiency, high power density, low noise and low vibration, and can directly meet the torque requirements of cruise ship propulsion without the need for a reduction gearbox to reduce speed and increase torque.

[0043] Thrust bearings can be cylindrical roller bearings, self-aligning roller bearings, or tapered roller bearings. Using thrust bearings effectively withstands axial forces, ensuring stable operation of the propulsion system. For example, taking self-aligning roller bearings as an example, they withstand axial thrust loads and allow for a certain degree of self-alignment. Compared to ordinary thrust ball bearings, self-aligning roller bearings have a larger contact area between the rollers and raceways, allowing them to withstand higher axial loads. Furthermore, self-aligning roller bearings have an automatic self-aligning function, adapting to minor shaft misalignments and ensuring stable operation of the propulsion system. Additionally, thrust bearings can also be tapered roller bearings, which can withstand larger axial and radial forces and are suitable for heavy-duty applications.

[0044] To reduce the coefficient of friction between the thrust shaft 4 and the thrust bearing, an oil injection hole can be provided on the housing 71. This hole connects an external lubrication device (e.g., a manual grease gun, an automatic lubrication system, etc.) to the inner cavity of the housing 71. The oil injection hole can be positioned at the main friction points of the thrust shaft 4 to ensure that lubricating oil reaches the areas requiring lubrication directly. During lubrication, lubricating oil can be added directly to the inner cavity through the oil injection hole without disassembling the housing 71, significantly reducing maintenance time and labor costs, and extending the service life of the thrust shaft 4.

[0045] Furthermore, the thrust shaft 4 can also possess self-lubricating properties. A graphene coating can be applied to the outer circumferential surface of the thrust shaft 4, with at least a portion of the wear-resistant graphene coating located inside the area enclosed by the inner ring of the thrust bearing to ensure lubrication in the main load area. Utilizing the low interlaminar shear strength of graphene, the friction between the thrust shaft 4 and the thrust bearing can be significantly reduced.

[0046] The cruise ship shafting propulsion system provided in this application has been described in detail above. Specific examples have been used to illustrate the principles and implementation methods of this application. The descriptions of the embodiments above are merely for the purpose of helping to understand the method and core ideas of this application. It should be noted that those skilled in the art can make various improvements and modifications to this application without departing from its principles, and these improvements and modifications also fall within the protection scope of this application.

Claims

1. A cruise ship shafting propulsion system, characterized in that, The device includes a shaft system, a propeller (3) connected to the output end of the shaft system, a drive device (1) for providing rotational driving force to the propeller (3), and a coupling (2) connecting the shaft system and the drive device (1), wherein the rotational speed of the drive device (1) is the same as the rotational speed of the propeller (3). The cruise ship shafting propulsion system also includes: The thrust bearing assembly (7) includes a housing (71) and a thrust bearing. The housing (71) is fixed to the hull. The interior of the housing (71) forms an inner cavity. The thrust bearing is disposed in the inner cavity and fitted onto the outside of the shaft system for bearing at least the axial force of the shaft system.

2. The cruise ship shafting propulsion system according to claim 1, characterized in that, The shaft system includes a stern shaft (6), an intermediate shaft (5), and a thrust shaft (4). The stern shaft (6) is fixedly connected to the propeller (3). The intermediate shaft (5) is fixedly connected to the stern shaft (6) and the thrust shaft (4). A first thrust connection flange (41) is provided on the side of the thrust shaft (4) facing the coupling. The thrust bearing is fitted on the outside of the thrust shaft (4). The first thrust connection flange (41) is fixedly connected to the coupling (2).

3. The cruise ship shafting propulsion system according to claim 2, characterized in that, The stern shaft (6) is provided with a stern shaft connecting flange at the end facing the intermediate shaft (5), and the intermediate shaft (5) is provided with an intermediate shaft connecting flange at the end facing the stern shaft (6). The stern shaft (6) and the intermediate shaft (5) are connected through the stern shaft connecting flange and the intermediate shaft connecting flange.

4. The cruise ship shafting propulsion system according to claim 3, characterized in that, The thrust shaft (4) is provided with a second thrust connection flange (42) facing the intermediate shaft (5), and an intermediate flange (51) is provided at one end of the intermediate shaft (5) near the thrust shaft (4). The intermediate flange (51) is fixedly connected to the second thrust connection flange (42).

5. The cruise ship shafting propulsion system according to claim 3, characterized in that, The outer shell (71) is provided with a bottom flange, which is fixedly connected to the hull.

6. The cruise ship shafting propulsion system according to any one of claims 2 to 5, characterized in that, The propeller (3), the stern shaft (6), the intermediate shaft (5) and the thrust shaft (4) are arranged sequentially along the axial direction.

7. The cruise ship shafting propulsion system according to claim 1, characterized in that, The thrust bearing is specifically a thrust cylindrical roller bearing, a thrust self-aligning roller bearing, or a thrust tapered roller bearing.

8. The cruise ship shafting propulsion system according to claim 1, characterized in that, The outer shell (71) is provided with an oil injection hole, which is connected to the inner cavity.

9. The cruise ship shafting propulsion system according to claim 2, characterized in that, The outer peripheral surface of the thrust shaft (4) is provided with a graphene coating, and at least a portion of the graphene coating is located inside the area enclosed by the inner ring of the thrust bearing.

10. The cruise ship shafting propulsion system according to claim 1, characterized in that, The drive device (1) is specifically a permanent magnet synchronous motor.

Images