A real-time measuring and calibrating device for the radial position of a ship's propeller shaft

Abstract

The utility model discloses a kind of real-time measurement and calibration device of warship tail shaft radial position, including base, slide rail assembly, moving assembly, receiving assembly and control assembly.Slide rail assembly is made of first slide rail and second slide rail, moving assembly includes first moving group and second moving group, and first moving group and second moving group are spaced apart along the extension direction of slide rail assembly;Receiving assembly includes first receiving group and second receiving group, and first receiving group and second receiving group are respectively arranged on first moving group and second moving group;Control assembly is made of control unit, first sensor group and second sensor group, and first sensor group and second sensor group are respectively installed on first receiving group and second receiving group, and electrically connected with control unit.The device is cooperated by slide rail assembly and moving assembly, realizes real-time multi-point monitoring to tail shaft radial position, is convenient for finding position deviation in time and carries out calibration, effectively improves the precision and efficiency of tail shaft installation.

Description

Technical Field

[0001] This utility model relates to the field of ship stern shaft installation and measurement technology, and in particular to a device for real-time measurement and calibration of the radial position of a ship stern shaft. Background Technology

[0002] In the field of ship propulsion system installation, the stern shaft, as a core transmission component connecting the main engine and propeller, directly affects the smoothness and service life of the shafting system due to its radial positioning accuracy. Traditional installation methods primarily rely on mechanical supports combined with manual inspection, measuring the deviation of the stern shaft from the theoretical centerline in sections. This approach has significant technical limitations: firstly, due to the singular measurement benchmark and the discrete nature of the inspection methods, it is difficult to fully grasp the spatial attitude changes of the stern shaft during installation; secondly, existing devices lack the ability to simultaneously monitor multiple sections of the stern shaft, making it difficult to coordinate local adjustments with overall alignment. Although some improved solutions attempt to introduce guide rail structures to expand the measurement range, they still cannot effectively solve the problems of insufficient measurement continuity and poor environmental adaptability under actual working conditions. These technical bottlenecks often require repeated adjustments during the stern shaft installation process, affecting not only construction efficiency but also hindering the improvement of ship propulsion system installation quality. Summary of the Invention

[0003] In view of this, the purpose of this utility model is to propose a real-time measurement and calibration device for the radial position of the stern shaft of a ship. By using parallel double slide rails in conjunction with a movable multi-point sensing structure, it can realize real-time monitoring and rapid calibration of the radial deviation of the stern shaft, and solve the problems of discontinuous measurement and low adjustment efficiency in traditional installation methods.

[0004] To achieve the aforementioned technical objectives, the technical solution adopted by this utility model is as follows: a real-time measurement and calibration device for the radial position of a ship's stern shaft, comprising: a base, a slide rail assembly, a moving assembly, a receiving assembly, and a control assembly. The slide rail assembly includes a first slide rail and a second slide rail, which are arranged parallel to each other on the base. The moving assembly includes a first moving group and a second moving group, which are spaced apart along the extension direction of the slide rail assembly and are both disposed on the slide rail assembly. The receiving assembly includes a first receiving group and a second receiving group, with the first receiving group disposed on the first moving group and the second receiving group disposed on the second moving group. The control assembly includes a control unit, a first sensor group, and a second sensor group, with the first sensor group disposed on the first receiving group and the second sensor group disposed on the second receiving group. The control unit is electrically connected to the first sensor group and the second sensor group, respectively.

[0005] In some embodiments, the first moving group includes: two first rollers, two second rollers, and a first chassis. The two first rollers are spaced apart on a first slide rail; the two second rollers are spaced apart on a second slide rail, each second roller being symmetrical to one of the first rollers; the first chassis is disposed on the two first rollers and the two second rollers, and a first receiving group is provided on the first chassis. The second moving group includes: two third rollers, two fourth rollers, and a second chassis. The two third rollers are spaced apart on the first slide rail; the two fourth rollers are spaced apart on the second slide rail, each fourth roller being symmetrical to one of the third rollers; the second chassis is disposed on the two third rollers and the two fourth rollers, and a second receiving group is provided on the second chassis.

[0006] In some embodiments, the first moving group further includes a first driving unit, which is tractively connected to a first roller and a second roller, and is disposed on a first chassis. The first driving unit is also electrically connected to a control unit. The second moving group further includes a second driving unit, which is tractively connected to a third roller and a fourth roller, and is disposed on a second chassis. The second driving unit is also electrically connected to a control unit.

[0007] In some embodiments, the radial cross-sections of the first and second slide rails are configured as "I" shapes; or, the radial cross-sections of the first and second slide rails are configured as "U" shapes.

[0008] In some embodiments, a first chassis has a first connecting section on the side near the first roller, and a first connecting groove on the lower surface of the first connecting section, the size of which is adapted to the width of the first roller; the first movable group further includes first locking bolts, the number of which is the same as the number of the first rollers, each first locking bolt being used to fix the first roller in the first connecting groove, and the first roller being rotatable relative to the first connecting groove; a second chassis has a second connecting section on the side near the second roller, and a second connecting groove on the lower surface of the second connecting section, the size of which is adapted to the width of the second roller; the first movable group further includes second locking bolts, the number of which is the same as the number of the second rollers, each second locking bolt being used to fix the second roller in the second connecting groove, and the second roller being rotatable relative to the second connecting groove. The second chassis has a third connecting section on the side near the third roller, and a third connecting groove on the lower surface of the third connecting section. The size of the third connecting groove is adapted to the width of the third roller. The second moving group also includes a third locking bolt, the number of which is the same as the number of the third roller. Each third locking bolt is used to fix the third roller in the third connecting groove, and the third roller can rotate relative to the third connecting groove. The second chassis has a fourth connecting section on the side near the fourth roller, and a fourth connecting groove on the lower surface of the fourth connecting section. The size of the fourth connecting groove is adapted to the width of the fourth roller. The second moving group also includes a fourth locking bolt, the number of which is the same as the number of the fourth roller. Each fourth locking bolt is used to fix the fourth roller in the fourth connecting groove, and the fourth roller can rotate relative to the fourth connecting groove.

[0009] In some embodiments, the first receiving group includes: a third chassis and two first liner plates, the third chassis being disposed on the first chassis and the third chassis being fastened to the first chassis by bolts; the two first liner plates are distributed in a V-shape on the third chassis and are used to place the ship's stern shaft; the first sensor group includes: a first pressure sensor and a plurality of first position sensors, the first pressure sensor being disposed between the first liner plates and the third chassis; the plurality of first position sensors are distributed on the first chassis in a first preset manner.

[0010] In some embodiments, the number of first position sensors is four; one first position sensor is disposed on the side of the first chassis near the first roller; one first position sensor is disposed on the side of the first chassis near the second roller; one first position sensor is disposed on the lower surface of the first chassis and is disposed below the vertical projection of the third chassis; one first position sensor is disposed in front of the first chassis, consistent with the installation direction of the ship's stern shaft.

[0011] In some embodiments, the second receiving group includes: a fourth chassis and two second liners, the fourth chassis being disposed on the second chassis and the fourth chassis being fastened to the second chassis by bolts; the two second liners are distributed in a V-shape on the fourth chassis and are used to house the ship's stern shaft; the second sensor group includes: a second pressure sensor and a plurality of second position sensors, the second pressure sensor being disposed between the second liners and the fourth chassis; the plurality of second position sensors are distributed on the second chassis in a second preset manner.

[0012] In some embodiments, the number of second position sensors is four; one second position sensor is disposed on the side of the second chassis near the third roller; one second position sensor is disposed on the side of the second chassis near the fourth roller; one second position sensor is disposed on the lower surface of the second chassis and below the vertical projection of the fourth chassis; one second position sensor is disposed in front of the second chassis, consistent with the installation direction of the ship's stern shaft.

[0013] In some embodiments, the control component further includes a voice broadcasting unit, which is electrically connected to the control unit.

[0014] By adopting the above technical solution, the beneficial effects of this utility model compared with the prior art are as follows:

[0015] This invention provides a device for real-time measurement and calibration of the radial position of a ship's stern shaft, comprising a base, a slide rail assembly, a moving assembly, a receiving assembly, and a control assembly. The slide rail assembly consists of a first slide rail and a second slide rail arranged in parallel. The moving assembly includes a first moving group and a second moving group spaced apart along the extension direction of the slide rail assembly. The receiving assembly includes a first receiving group and a second receiving group respectively disposed on the first and second moving groups. The control assembly consists of a control unit, a first sensor group, and a second sensor group, which are respectively mounted on the first and second receiving groups and electrically connected to the control unit. This device, through the cooperation of the slide rail assembly and the moving assembly, achieves real-time multi-point monitoring of the radial position of the stern shaft, facilitating timely detection and calibration of positional deviations, and effectively improving the accuracy and efficiency of stern shaft installation. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of this utility model 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 some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 This is a schematic diagram of the overall assembly structure of the device described in the specific embodiment;

[0018] Figure 2 This is a schematic diagram of the main structure of the device described in the specific embodiment;

[0019] Figure 3 This is a side view of the moving component described in the specific embodiment;

[0020] Figure 4 This is a bottom view of the moving component described in the specific embodiment;

[0021] Figure 5 This is a schematic diagram of the specific structure of the control component described in the specific implementation method.

[0022] The reference numerals for the above figures are as follows:

[0023] 1. Base;

[0024] 2. Slide rail assembly;

[0025] 21. First slide rail;

[0026] 22. Second slide rail;

[0027] 3. Mobile components;

[0028] 31. First moving group;

[0029] 311. First roller;

[0030] 312. Second roller;

[0031] 313. First chassis;

[0032] 314. First connecting groove;

[0033] 315. First locking bolt;

[0034] 316. Second connecting groove;

[0035] 317. Second locking bolt;

[0036] 32. Second moving group;

[0037] 4. First receiving group;

[0038] 41. Third chassis;

[0039] 42. First liner plate;

[0040] 5. Control components;

[0041] 51. Control unit;

[0042] 52. First sensor group;

[0043] 521. First pressure sensor;

[0044] 522. First position sensor;

[0045] 53. Voice broadcast unit. Detailed Implementation

[0046] The present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be particularly noted that the following embodiments are only for illustrating the present invention and do not limit the scope of the present invention. Similarly, the following embodiments are only some embodiments of the present invention, not all embodiments. All other embodiments obtained by those skilled in the art without creative effort are within the protection scope of the present invention.

[0047] Please see Figures 1 to 5 This embodiment provides a device for real-time measurement and calibration of the radial position of a ship's stern shaft, comprising: a base 1, a slide rail assembly 2, a moving assembly 3, a receiving assembly, and a control assembly 5. The slide rail assembly 2 includes a first slide rail 21 and a second slide rail 22, which are arranged parallel to each other on the base 1. The moving assembly 3 includes a first moving group 31 and a second moving group 32, which are spaced apart along the extension direction of the slide rail assembly 2 and are both disposed on the slide rail assembly 2. The receiving assembly includes a first receiving group 4 and a second receiving group, with the first receiving group 4 disposed on the first moving group 31 and the second receiving group disposed on the second moving group 32. The control assembly 5 includes a control unit 51, a first sensor group 52, and a second sensor group, with the first sensor group 52 disposed on the first receiving group 4 and the second sensor group disposed on the second receiving group. The control unit 51 is electrically connected to the first sensor group 52 and the second sensor group, respectively.

[0048] In this embodiment, the base 1 provides overall support, and its surface is provided with a mounting and positioning reference surface to ensure the parallelism of the slide rail assembly 2. The slide rail assembly 2 includes a first slide rail 21 and a second slide rail 22 arranged in parallel, preferably made of profiles with strong torsional resistance, such as rectangular or I-shaped profiles, and its extension direction is parallel to the tail shaft axis. The first moving group 31 and the second moving group 32 of the moving assembly 3 form a sliding engagement with the slide rail assembly 2 through a rolling mechanism, wherein the first moving group 31 includes symmetrically distributed load-bearing rollers and a chassis platform for mounting the measuring structure.

[0049] Preferably, the first receiving group 4 of the receiving assembly is provided with an inclined contact surface for stabilizing and supporting the cylindrical component. This contact surface can adopt a symmetrically arranged inclined plate structure, the included angle of which is adapted to the outer diameter of the tail shaft. The first sensor group 52 of the control assembly 5 includes multi-directionally arranged detection units, which are respectively set at key horizontal, vertical and axial positions of the chassis, and realize position monitoring through spatial vector analysis; preferably, the detection units adopt a non-contact measurement method.

[0050] During operation, the tail shaft is placed on the inclined contact surface of the receiving component, and the moving component 3 moves along the slide rail to the measurement position. The sensor group collects the spatial position data of the tail shaft in real time, and the control unit 51 calculates the radial offset state of the tail shaft by analyzing the differences in data from multiple measurement points. When a positional deviation is detected, the system outputs adjustment guidance. This embodiment achieves continuous measurement of the tail shaft's entire stroke through a dual-rail parallel layout and a symmetrical moving group structure; the symmetrical arrangement of the inclined contact surface ensures support stability and facilitates the identification of positional deviations; the high-precision fit between the slide rail and the moving group ensures the reliability of the measurement reference. While maintaining a simple structure, this device effectively improves the measurement efficiency and accuracy control capability during the tail shaft installation process.

[0051] In some embodiments, the first moving group 31 includes: two first rollers 311, two second rollers 312, and a first chassis 313. The two first rollers 311 are spaced apart on the first slide rail 21; the two second rollers 312 are spaced apart on the second slide rail 22, and each second roller 312 is symmetrical to one of the first rollers 311; the first chassis 313 is disposed on the two first rollers 311 and the two second rollers 312, and a first receiving group 4 is provided on the first chassis 313. The second moving group 32 includes: two third rollers, two fourth rollers, and a second chassis. The two third rollers are spaced apart on the first slide rail 21; the two fourth rollers are spaced apart on the second slide rail 22, and each fourth roller is symmetrical to one of the third rollers; the second chassis is disposed on the two third rollers and the two fourth rollers, and a second receiving group is provided on the second chassis.

[0052] In this embodiment, the first roller 311 and the second roller 312 of the first moving group 31 form a rolling engagement with the first slide rail 21 and the second slide rail 22, respectively. The first roller 311 and the second roller 312 are symmetrically arranged to ensure force balance during movement. The first chassis 313 is a rigid platform structure used to support the first receiving group 4 and transmit the load to the roller assembly. Preferably, the first roller 311 and the second roller 312 can adopt a structure with deep groove ball bearings to reduce rolling resistance. The third roller and the fourth roller of the second moving group 32 adopt the same symmetrical arrangement as the first moving group 31. The structure of the second chassis corresponds to that of the first chassis 313, forming a double support point measurement layout. This symmetrical roller arrangement can effectively prevent the moving component 3 from deflecting during sliding and ensure the straightness of the movement trajectory. The receiving group is connected to the moving group through the chassis, and its specific support structure will be described in detail in subsequent embodiments.

[0053] This embodiment achieves smooth movement of the measuring device through two symmetrically arranged moving components 3. The first moving group 31 and the second moving group 32 form a stable double-rail guiding system through the cooperation of rollers and parallel slide rails. When the device moves along the stern shaft axis, the symmetrically distributed rollers effectively counteract the influence of lateral forces, preventing the measurement reference from shifting. The chassis structure provides a stable installation platform for subsequent measurement function modules, and its rigid design ensures that no errors are introduced due to deformation during the measurement process. This embodiment simplifies the operation process of moving and adjusting the device, while providing a reliable mechanical foundation for the realization of subsequent accurate measurement functions. It is particularly suitable for working conditions that require frequent adjustments to the measurement position during the installation of the ship's stern shaft.

[0054] In some embodiments, the first moving group 31 further includes a first driving unit, which is drivenly connected to the first roller 311 and the second roller 312. The first driving unit is disposed on the first chassis 313 and is also electrically connected to the control unit 51. The second moving group 32 further includes a second driving unit, which is drivenly connected to the third roller and the fourth roller. The second driving unit is disposed on the second chassis and is also electrically connected to the control unit 51.

[0055] In this embodiment, the first drive unit provides power to the first moving group 31. It is connected to the first roller 311 and the second roller 312 via a transmission mechanism to achieve automatic displacement of the moving component 3. Preferably, the first drive unit can be a combination of a servo motor and a reducer, with precise speed and position control achieved through the control unit 51. The structure and function of the second drive unit correspond to the first drive unit, and the two work together to ensure synchronous movement of the two moving groups. The electrical connection between the control unit 51 and the drive unit includes, but is not limited to, cable connection, enabling remote control and automated operation. The first drive unit and the second drive unit are installed on the first chassis 313 and the second chassis, respectively, facilitating maintenance without affecting the arrangement space of the measuring components.

[0056] This embodiment achieves automated movement of the measuring device by adding drive units to the first moving group 31 and the second moving group 32. The control unit 51 sends commands to the first and second drive units according to measurement requirements. The first and second drive units drive the rollers to move precisely along the slide rail via a transmission mechanism. This embodiment eliminates vibration and positioning errors that may be introduced by manual pushing, improving the repeatability of the measurement position. The symmetrical arrangement of the dual drive units ensures the smoothness of the movement process, avoiding deflection problems caused by unilateral drive. Their collaborative work with the control unit 51 makes the measurement process more efficient and controllable, particularly suitable for scenarios requiring continuous multi-point measurements, providing a reliable foundation for subsequent precise measurement functions.

[0057] In some embodiments, the radial cross-sections of the first slide rail 21 and the second slide rail 22 are configured as "I"-shaped; or, the radial cross-sections of the first slide rail 21 and the second slide rail 22 are configured as "U"-shaped.

[0058] In this embodiment, the radial cross-sections of the first slide rail 21 and the second slide rail 22 adopt an "I" or "U" shaped structure. The "I" shaped cross-section has a symmetrical flange structure, providing better bending and torsional resistance, suitable for applications requiring heavy loads; the "U" shaped cross-section has an open groove structure, facilitating roller installation and maintenance. Preferably, the "I" shaped cross-section can be integrally rolled from high-strength alloy steel, with a straightness error not exceeding 0.1 mm / m; the "U" shaped cross-section can have wear-resistant liners installed in the groove to extend its service life. Both cross-sectional forms provide a stable guiding reference for the moving component 3, ensuring positioning accuracy during the measurement process.

[0059] This embodiment provides a reliable guiding foundation for the measuring device by optimizing the cross-sectional shape of the slide rail. The symmetrical structure of the "I"-shaped cross-section effectively resists the torsional moment during movement, ensuring the stability of the measurement reference; the open design of the "U"-shaped cross-section facilitates the installation, debugging, and maintenance of the roller assembly. Both cross-sectional forms ensure that the moving component 3 slides smoothly along the predetermined trajectory, avoiding measurement errors caused by track deformation. This satisfies the structural strength requirements under different working conditions while also taking into account the convenience of practical use, providing a solid mechanical foundation for the subsequent realization of accurate measurement functions.

[0060] In some embodiments, a first chassis 313 has a first connecting section on the side near the first roller 311, and a first connecting groove 314 is provided on the lower surface of the first connecting section. The size of the first connecting groove 314 is adapted to the width of the first roller 311. The first moving assembly 31 also includes a first locking bolt 315, the number of which is the same as the number of the first roller 311. Each first locking bolt 315 is used to fix the first roller 311 in the first connecting groove 314, and the first roller 311 can rotate relative to the first connecting groove 314. A second chassis has a second connecting section on the side near the second roller 312, and a second connecting groove 316 is provided on the lower surface of the second connecting section. The size of the second connecting groove 316 is adapted to the width of the second roller 312. The first moving assembly 31 also includes a second locking bolt 317, the number of which is the same as the number of the second roller 312. Each second locking bolt 317 is used to fix the first roller 311 in the first connecting groove 314, and the first roller 311 can rotate relative to the first connecting groove 314. Two rollers 312 are fixed in the second connecting groove 316 and can rotate relative to the second connecting groove 316; a third connecting section is provided on the side of the second chassis near the third roller, and a third connecting groove is provided on the lower surface of the third connecting section, the size of which is adapted to the width of the third roller; the second moving assembly 32 also includes a third locking bolt, the number of which is the same as the number of the third roller, each third locking bolt is used to fix the third roller in the third connecting groove, and the third roller can rotate relative to the third connecting groove; a fourth connecting section is provided on the side of the second chassis near the fourth roller, and a fourth connecting groove is provided on the lower surface of the fourth connecting section, the size of which is adapted to the width of the fourth roller; the second moving assembly 32 also includes a fourth locking bolt, the number of which is the same as the number of the fourth roller, each fourth locking bolt is used to fix the fourth roller in the fourth connecting groove, and the fourth roller can rotate relative to the fourth connecting groove.

[0061] In this embodiment, the first connecting segment and the second connecting segment are located at the ends of the first chassis 313 and the second chassis, respectively, and the connecting grooves on their lower surfaces are used to accommodate the roller assembly. The widths of the first connecting groove 314, the second connecting groove 316, the third connecting groove, and the fourth connecting groove are adapted to the widths of the corresponding rollers, ensuring that the first roller 311, the second roller 312, the third roller, and the fourth roller maintain stable rotation within the grooves while limiting their axial displacement.

[0062] The first locking bolt 315, the second locking bolt 317, the third locking bolt, and the fourth locking bolt are used to fix the roller in the corresponding connecting groove. Their threaded portions mate with the threaded holes on the corresponding connecting sections. The rotational resistance of the roller can be controlled by adjusting the locking force. Preferably, the first locking bolt 315, the second locking bolt 317, the third locking bolt, and the fourth locking bolt are made of stainless steel, and wear-resistant washers are placed between the bolt heads and the rollers to reduce frictional loss. The first connecting section and the first chassis 313 can be connected by integral molding or welding, and the second, third, and fourth connecting sections are connected similarly to ensure that the structural strength meets the load-bearing requirements.

[0063] This embodiment achieves modular installation of the roller assembly through the structural design of the connecting section and connecting groove. The fixing method of the locking bolts ensures a reliable connection between the roller and the chassis while allowing the roller to rotate freely within the groove. This embodiment simplifies the disassembly and maintenance process of the first roller 311, the second roller 312, the third roller, or the fourth roller. When a roller needs to be replaced, simply loosen the corresponding locking bolt to remove the old roller and install the new roller, without disassembling the entire moving assembly 3. The precise dimensional control of the first connecting groove 314, the second connecting groove 316, the third connecting groove, and the fourth connecting groove ensures the coaxiality of the first roller 311, the second roller 312, the third roller, or the fourth roller, avoiding operational jamming problems caused by installation deviations. This improves the ease of maintenance and reliability of the device, making it particularly suitable for working environments requiring frequent movement and long-term use, providing mechanical protection for the stable operation of the measurement system.

[0064] In some embodiments, the first receiving group 4 includes: a third chassis 41 and two first liner plates 42, the third chassis 41 is disposed on the first chassis 313, and the third chassis 41 and the first chassis 313 are fastened together by bolts; the two first liner plates 42 are distributed in a V-shape on the third chassis 41, and the two first liner plates 42 are used to place the ship's stern shaft; the first sensor group 52 includes: a first pressure sensor 521 and a plurality of first position sensors 522, the first pressure sensor 521 is disposed between the first liner plates 42 and the third chassis 41; the plurality of first position sensors 522 are distributed on the first chassis 313 in a first preset manner.

[0065] In this embodiment, the third chassis 41 refers to the load-bearing structure installed above the first chassis 313, which is rigidly connected to the first chassis 313 by bolt fastening to ensure the stability of the measurement reference. The two first liner plates 42 are V-shaped supports symmetrically arranged on the third chassis 41, with their V-angle designed according to the tail shaft diameter, used to directly support the ship's tail shaft. The first preset mode is a specific arrangement of the first position sensors 522 on the first chassis 313, which can be an equally spaced linear array, a cross-shaped distribution, or other arrangement forms capable of comprehensively monitoring the radial displacement of the tail shaft. Preferably, the first preset mode can adopt a cross-shaped distribution, that is, at least two first position sensors 522 are set in both the horizontal and vertical directions to form a two-dimensional measurement network. The first pressure sensor 521 refers to a pressure detection element installed between the contact surfaces of the first liner plates 42 and the third chassis 41, used to monitor the pressure distribution of the tail shaft on the support structure in real time.

[0066] This embodiment uses a combination structure of the third chassis 41 and the first chassis 313 to form a stable measurement platform. The V-shaped support formed by the two first liner plates 42 ensures accurate positioning of the tail shaft. The first pressure sensor 521 monitors the pressure distribution in real time, and together with multiple first position sensors 522 arranged in a first preset manner, complete data on the radial displacement of the tail shaft can be acquired synchronously. When the tail shaft installation is offset, the device can accurately determine the direction and degree of offset by analyzing the changes in pressure distribution and displacement data. This embodiment achieves a balance between support stability and comprehensive measurement. The optimized arrangement of the first preset method ensures that there are no blind spots in displacement monitoring, and the cross-validation of pressure data and position data improves the reliability of the measurement results, providing a more precise technical means for tail shaft installation quality control.

[0067] In some embodiments, the number of first position sensors 522 is four; one first position sensor 522 is disposed on the side of the first chassis 313 near the first roller 311; one first position sensor 522 is disposed on the side of the first chassis 313 near the second roller 312; one first position sensor 522 is disposed on the lower surface of the first chassis 313 and is disposed below the projection of the third chassis 41 in the vertical direction; one first position sensor 522 is disposed in front of the first chassis 313 and is consistent with the installation direction of the ship's stern shaft.

[0068] In this embodiment, the first position sensor 522 refers to a measuring element used to detect the radial displacement of the stern shaft. In this embodiment, there are four sensors, each arranged in a specific position. The first position sensor 522 located on the side of the first chassis 313 near the first roller 311 monitors the horizontal displacement of the stern shaft; the first position sensor 522 located on the side of the first chassis 313 near the second roller 312 monitors the horizontal displacement of the stern shaft; the first position sensor 522 located on the lower surface of the first chassis 313 and below the projection of the third chassis 41 monitors the vertical displacement of the stern shaft; and the first position sensor 522 located in front of the first chassis 313 and aligned with the stern shaft's installation direction monitors the axial displacement of the stern shaft. This arrangement forms a three-dimensional, all-around monitoring network. Preferably, the first position sensor 522 can be a laser displacement sensor, with its measurement beam direction consistent with the direction of the monitored displacement, ensuring measurement accuracy.

[0069] This embodiment achieves comprehensive real-time monitoring of the stern shaft's spatial position through a specific arrangement of four first position sensors 522. Two sensors in the horizontal direction monitor the lateral displacement of the stern shaft, a sensor in the vertical direction monitors the vertical displacement, and an axial sensor monitors the forward and backward position changes. This three-dimensional monitoring network can accurately capture any directional displacement during the stern shaft installation process, providing comprehensive position data to the back-end system. When an installation deviation occurs in the stern shaft, the system can immediately identify the direction and degree of the deviation and guide adjustment operations. This embodiment solves the problem of the single monitoring dimension of traditional measurement methods, significantly improves the position control accuracy of the stern shaft installation, ensures that the fit accuracy between the stern shaft and the bearing meets design requirements, and lays the foundation for the stable operation of the ship's propulsion system.

[0070] In some embodiments, the second receiving group includes: a fourth chassis and two second liners, the fourth chassis being disposed on the second chassis and the fourth chassis being fastened to the second chassis by bolts; the two second liners are distributed in a V-shape on the fourth chassis and are used to house the ship's stern shaft; the second sensor group includes: a second pressure sensor and a plurality of second position sensors, the second pressure sensor being disposed between the second liners and the fourth chassis; the plurality of second position sensors are distributed on the second chassis in a second preset manner.

[0071] In this embodiment, the fourth chassis refers to a support platform mounted on the second chassis, rigidly connected to the second chassis by bolts, and used to support the second liner plates. The two second liner plates are V-shaped supports symmetrically arranged on the fourth chassis, with their V-angle matching the diameter of the stern shaft, used to directly support the ship's stern shaft. The second pressure sensor is a pressure detection element installed between the contact surface of the second liner plates and the fourth chassis, used to monitor the pressure distribution of the stern shaft on the second liner plates in real time. Multiple second position sensors are displacement detection elements arranged on the second chassis according to a second preset method, used to collect radial displacement data at different positions of the stern shaft. Preferably, the second preset method can adopt a cross-shaped distribution or a ring array arrangement to ensure all-round monitoring of stern shaft displacement changes.

[0072] This embodiment utilizes a combination structure of the fourth and second chassis to form a stable measurement platform, while the V-shaped support formed by the two second liner plates ensures accurate tail shaft positioning. A second pressure sensor monitors the pressure distribution in real time, and in conjunction with multiple second position sensors arranged in a second preset configuration, it can simultaneously acquire complete data on the radial displacement of the tail shaft. When tail shaft misalignment occurs, the system analyzes changes in pressure distribution and displacement data to accurately determine the direction and extent of the misalignment. This embodiment achieves a balance between support stability and comprehensive measurement. The optimized arrangement of the second preset configuration ensures no blind spots in displacement monitoring, and the cross-validation of pressure and position data improves the reliability of the measurement results, providing a more precise technical means for tail shaft installation quality control.

[0073] In some embodiments, the number of second position sensors is four; one second position sensor is disposed on the side of the second chassis near the third roller; one second position sensor is disposed on the side of the second chassis near the fourth roller; one second position sensor is disposed on the lower surface of the second chassis and below the vertical projection of the fourth chassis; one second position sensor is disposed in front of the second chassis, consistent with the installation direction of the ship's stern shaft.

[0074] In this embodiment, the second position sensor refers to a measuring element used to detect the radial displacement of the stern shaft. In this embodiment, there are four sensors, each arranged in a specific location. A second position sensor located on the side of the second chassis near the third roller monitors the horizontal displacement of the stern shaft; a second position sensor located on the side of the second chassis near the fourth roller monitors the horizontal displacement of the stern shaft; a second position sensor located on the lower surface of the second chassis and below the projection of the fourth chassis monitors the vertical displacement of the stern shaft; and a second position sensor located in front of the second chassis and aligned with the stern shaft's installation direction monitors the axial displacement of the stern shaft. This arrangement forms a three-dimensional, all-around monitoring network. Preferably, the second position sensors can be laser displacement sensors, with their measurement beam direction consistent with the direction of the displacement they are monitoring, ensuring measurement accuracy.

[0075] This embodiment achieves comprehensive real-time monitoring of the stern shaft's spatial position through a specific arrangement of four second position sensors. Two sensors in the horizontal direction monitor the lateral displacement of the stern shaft, a sensor in the vertical direction monitors the vertical displacement, and an axial sensor monitors the forward and backward position changes. This three-dimensional monitoring network can accurately capture any directional displacement during the stern shaft installation process, providing comprehensive position data to the backend system. When an installation deviation occurs in the stern shaft, the system can immediately identify the direction and degree of the deviation and guide adjustment operations. This embodiment solves the problem of the single monitoring dimension of traditional measurement methods, significantly improves the position control accuracy of the stern shaft installation, ensures that the fit accuracy between the stern shaft and the bearing meets design requirements, and lays the foundation for the stable operation of the ship's propulsion system.

[0076] In some embodiments, the control component 5 further includes a voice broadcasting unit 53, which is electrically connected to the control unit 51.

[0077] In this embodiment, the voice broadcast unit 53 refers to an audio output device electrically connected to the control unit 51, used to convert key information during the stern shaft installation process into voice prompts. The voice broadcast unit 53 receives the processing results from the control unit 51 and outputs key parameters such as stern shaft offset and adjustment suggestions in voice form, facilitating timely information access for operators in noisy environments. Preferably, the voice broadcast unit 53 can use an industrial-grade waterproof speaker to adapt to the humid environment of ship cabins. The voice content may include key parameters such as offset direction and adjustment level, and supports multi-language switching.

[0078] This embodiment adds a voice broadcast unit 53, which works in conjunction with the control unit 51, to convert real-time monitoring data during the tail shaft installation process into intuitive voice prompts. When the system detects that the tail shaft offset exceeds a threshold, the voice broadcast unit 53 immediately broadcasts the offset direction and adjustment suggestions, allowing operators to obtain key information without constantly monitoring the display interface. This design is particularly suitable for working scenarios with limited visibility or noisy environments, such as ship engine rooms, where auditory assistance compensates for the limitations of visual observation, significantly improving the operator's response speed and work efficiency. Simultaneously, voice prompts can prevent operational errors caused by visual distraction, further improving the safety and accuracy of tail shaft installation, and providing an effective human-machine interaction solution for precision installation operations in complex environments.

[0079] By adopting the above technical solutions, this utility model differs from existing technologies and has the following beneficial effects: The parallel layout of the first slide rail 21 and the second slide rail 22, combined with the symmetrical structure of the first moving group 31 and the second moving group 32, achieves continuous measurement of the entire tail shaft stroke. The V-shaped first liner 42 and second liner arrangement of the first receiving group 4 and the second receiving group ensures support stability and facilitates position deviation identification. The first position sensor group 522 and the second position sensor group are arranged in specific orientations, forming a comprehensive monitoring network in the horizontal, vertical, and axial dimensions. When the tail shaft offset is detected to exceed the preset deviation range, the direction and degree of offset can be accurately identified, providing clear manual adjustment guidance for operators. The voice broadcast unit 53 added to the control component 5 converts key adjustment information into voice prompts, effectively solving the problem of operational inconvenience caused by the noisy environment of the ship's engine room. Through the coordinated cooperation of the slide rail component 2, the moving component 3, the receiving component, and the control component 5, the above technical solutions significantly improve the position control accuracy and operational convenience of the tail shaft installation process while maintaining structural simplicity.

[0080] The above description is only a part of the embodiments of this utility model, and does not limit the scope of protection of this utility model. Any equivalent device or equivalent process transformation made based on the content of this utility model specification and drawings, or direct or indirect application in other related technical fields, are similarly included in the patent protection scope of this utility model.

Claims

1. A device for real-time measurement and calibration of the radial position of a ship's stern shaft, characterized in that, include: Base; The slide rail assembly includes a first slide rail and a second slide rail, wherein the first slide rail and the second slide rail are arranged parallel to each other on the base; The moving component includes a first moving group and a second moving group, wherein the first moving group and the second moving group are spaced apart along the extension direction of the slide rail component and are both disposed on the slide rail component; The receiving component includes a first receiving group and a second receiving group, wherein the first receiving group is disposed on the first moving group and the second receiving group is disposed on the second moving group; The control component includes a control unit, a first sensor group, and a second sensor group. The first sensor group is disposed on the first receiving group, and the second sensor group is disposed on the second receiving group. The control unit is electrically connected to the first sensor group and the second sensor group, respectively.

2. The real-time measurement and calibration device for the radial position of the ship's stern shaft according to claim 1, characterized in that, The first moving group includes: Two first rollers are spaced apart on the first slide rail; Two second rollers are spaced apart on the second slide rail, and each second roller is symmetrical to one of the first rollers; The first chassis is mounted on two first rollers and two second rollers, and the first chassis is provided with the first receiving assembly. The second moving group includes: Two third rollers are spaced apart on the first slide rail; Two fourth rollers are spaced apart on the second slide rail, and each fourth roller is symmetrical to one of the third rollers; The second chassis is mounted on the two third rollers and the two fourth rollers, and the second chassis is provided with the second receiving group.

3. The real-time measurement and calibration device for the radial position of the ship's stern shaft according to claim 2, characterized in that, The first moving group also includes: A first drive unit is drivenly connected to the first roller and / or the second roller. The first drive unit is mounted on the first chassis. The first drive unit is also electrically connected to the control unit. The second moving group also includes: The second drive unit is connected to the third roller and / or the fourth roller via a transmission connection. The second drive unit is mounted on the second chassis and is also electrically connected to the control unit.

4. The real-time measurement and calibration device for the radial position of the ship's stern shaft according to claim 2, characterized in that, The radial cross-section of the first slide rail and / or the second slide rail is configured as an "I" shape; Alternatively, the radial cross-section of the first slide rail and / or the second slide rail may be configured as a "U" shape.

5. The real-time measurement and calibration device for the radial position of the ship's stern shaft according to claim 2, characterized in that, The first chassis has a first connecting section on the side near the first roller, and the lower surface of the first connecting section has a first connecting groove, the size of which is adapted to the width of the first roller. The first moving group also includes: The number of first locking bolts is the same as that of the first rollers. Each first locking bolt is used to fix the first roller in the first connecting groove, and the first roller can rotate relative to the first connecting groove. The second chassis has a second connecting section on the side near the second roller, and a second connecting groove is provided on the lower surface of the second connecting section. The size of the second connecting groove is adapted to the width of the second roller. The first moving group also includes: The number of second locking bolts is the same as that of the second rollers. Each second locking bolt is used to fix the second roller in the second connecting groove, and the second roller can rotate relative to the second connecting groove. The second chassis has a third connecting section on the side near the third roller, and the lower surface of the third connecting section has a third connecting groove, the size of which is adapted to the width of the third roller. The second moving group also includes: The number of third locking bolts is the same as that of the third rollers. Each third locking bolt is used to fix the third roller in the third connecting groove, and the third roller can rotate relative to the third connecting groove. The second chassis has a fourth connecting section on the side near the fourth roller, and the lower surface of the fourth connecting section has a fourth connecting groove, the size of which is adapted to the width of the fourth roller. The second moving group also includes: The number of fourth locking bolts is the same as that of the fourth rollers. Each fourth locking bolt is used to fix the fourth roller in the fourth connecting groove, and the fourth roller can rotate relative to the fourth connecting groove.

6. The real-time measurement and calibration device for the radial position of the ship's stern shaft according to claim 2, characterized in that, The first receiving group includes: A third chassis is mounted on the first chassis, and the third chassis is fastened to the first chassis by bolts. Two first liner plates are distributed in a V-shape on the third chassis, and the two first liner plates are used to place the ship's stern shaft; The first sensor group includes: A first pressure sensor is disposed between the first liner and the third chassis; Multiple first position sensors are distributed on the first chassis in a first preset manner.

7. The real-time measurement and calibration device for the radial position of the ship's stern shaft according to claim 6, characterized in that, The number of the first position sensors is four; One of the first position sensors is disposed on the side of the first chassis near the first roller; One of the first position sensors is disposed on the side of the first chassis near the second roller; One of the first position sensors is disposed on the lower surface of the first chassis and is positioned below the projection of the third chassis in the vertical direction; One of the first position sensors is located at the front of the first chassis, aligned with the installation direction of the ship's stern shaft.

8. The real-time measurement and calibration device for the radial position of the ship's stern shaft according to claim 6, characterized in that, The second receiving group includes: The fourth chassis is mounted on the second chassis, and the fourth chassis is fastened to the second chassis by bolts. Two second liner plates are distributed in a V-shape on the fourth chassis, and the two second liner plates are used to place the ship's stern shaft; The second sensor group includes: The second pressure sensor is disposed between the second liner and the fourth chassis. Multiple second position sensors are distributed on the second chassis in a second preset manner.

9. The real-time measurement and calibration device for the radial position of the ship's stern shaft according to claim 8, characterized in that, The number of the second position sensors is four; One of the second position sensors is disposed on the side of the second chassis near the third roller; One of the second position sensors is disposed on the side of the second chassis near the fourth roller; A second position sensor is disposed on the lower surface of the second chassis and positioned below the projection of the fourth chassis in the vertical direction; A second position sensor is disposed at the front of the second chassis, in the same direction as the ship's stern shaft.

10. The real-time measurement and calibration device for the radial position of the ship's stern shaft according to claim 1, characterized in that, The control component also includes: The voice broadcast unit is electrically connected to the control unit.

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