Pull type full rotation propeller, control system and control method for the same

Abstract

To provide a pull type full rotation propeller, a control system and a control method for the same.SOLUTION: A pull type full rotation propeller includes a top unit drive member, a middle unit coupling member, and a bottom unit propeller which are connected in order. A first flange of the top unit drive member and a second mount of the middle unit coupling member are connected by a screw, and at the same time, a bottom end of a top unit shaft of the top unit drive member is inserted into a top end cavity in a middle unit inner shaft of the middle unit coupling member. A third flange of the bottom unit propeller is connected to a second flange at a bottom end of the middle unit coupling member, and at the same time, a top end of a gear shaft is inserted into a middle cavity at a bottom end in the middle unit inner shaft of the middle unit coupling member. The propeller adapts a structure configuration of a front propeller, track field on the propeller board surface is comparatively uniform, the propeller acts on a comparatively uniform flow field, propulsion efficiency of the propeller is effectively improved, probability of occurrence of cavitation is reduced, noise, oscillation, and torque fluctuation on a drive shaft, which are caused by the propeller, are reduced, and overall performance of the propeller as a whole is effectively improved.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to the technical field of marine components, and more particularly to a pull-type full rotation marine propulsion device, and a control system and method thereof. [Background technology]

[0002] At present, most ship propellers are push-type propellers, in which the propeller blades are located behind the propeller uprights, and the uprights in front of the propellers make the propeller flow uneven. The push-type propellers operate in an uneven flow field, suffer from large interference, have large efficiency losses, and increase the probability of propeller cavitation during operation, resulting in large noise, vibration and torque fluctuations on the drive shaft caused by the propeller.

[0003] These obvious phenomena directly affect the overall performance of the all-rotating propeller, so changing the traditional rear propeller layout has become one of the development directions.

[0004] The utility model patent with application number 202022679764.1 discloses a pull-type all-rotating propulsor for ships, which includes an upper gearbox assembly, a well box assembly, a middle vertical shaft assembly, and a lower gearbox assembly, which are arranged in order from top to bottom. The middle vertical shaft assembly is used to transmit power between the upper gearbox assembly and the lower gearbox assembly, the well box assembly is connected to the hull, and the upper gearbox assembly and the lower gearbox assembly are respectively arranged at the top and bottom of the well box assembly. The patent does not solve the problem of lubrication of the upper gearbox assembly, the middle vertical shaft assembly, and the lower gearbox assembly, which is prone to increase the friction force of the upper gearbox assembly, the middle vertical shaft assembly, and the lower gearbox assembly during operation, large power loss, and even rapid wear and overheating of parts due to friction, which results in a shorter service life of the propulsor and higher operating costs. The propulsion device uses four sets of the rotary drive assemblies, each of which includes a drive motor, a reducer and a rotary ring gear, and the drive motor drives the rotary ring gear to rotate through the reducer to drive the lower gearbox assembly. When the lower gearbox assembly is driven through four sets of rotary drive assemblies, interference caused by asynchronous drive motors is likely to occur, and the lower gearbox assembly may not rotate smoothly or may not rotate at all. Summary of the Invention [Problem to be solved by the invention]

[0005] SUMMARY OF THE PRESENT EMBODIMENT An object of the present invention is to provide a pull-type full rotary marine propulsion device, its control system and control method, in order to overcome the problems and deficiencies existing in the background art mentioned above.

[0006] The present invention adopts a front propeller structural form, so that the wake field on the propeller disc surface is relatively uniform, and the propeller operates in a relatively uniform flow field, which can effectively improve the propulsion efficiency of the propeller, reduce the probability of cavitation, reduce the noise, vibration and torque fluctuation on the drive shaft caused by the propeller, and effectively improve the realization of the overall performance of the entire propeller. [Means for solving the problem]

[0007] In order to achieve the above objectives, the present invention is realized by adopting the following technical solutions.

[0008] A pull-type full rotary propeller includes an upper driving member 1, a middle connecting member 2 and a lower propeller 3 connected in order, the first flange 101 of the upper driving member 1 and the second mounting base 204 of the middle connecting member 2 are connected by a screw, the lower end of the upper shaft 104 of the upper driving member 1 is inserted into the upper end cavity of the middle inner shaft 206 of the middle connecting member 2, the third flange 303 of the lower propeller 3 is connected to the second flange 201 at the lower end of the middle connecting member 2 by a screw, and the upper end of the gear shaft 305 is inserted into the lower end cavity of the middle inner shaft 206 of the middle connecting member 2, The upper driving member 1 includes a first flange 101, an upper shaft mounting base 102, a first mounting base 103, an upper shaft 104, a first worm gear 105, a first worm 106, and a first motor 109. The first mounting base 103 has a circular bowl-shaped structure with a central through hole and an annular first oil receiving groove 103.1 at the bottom, and a first oil return hole 103.2 and a worm mounting cylinder 103.3 with an axis on a tangent line are formed on one side of the first oil receiving groove 103.1. The first mounting base 103 is attached to the upper surface of the upper shaft mounting base 102 by screws, and the first flange 101 is attached to the bottom surface of the upper shaft mounting base 102 by welding, forming a frame structure of the upper driving member 1, the upper shaft 104 is attached to the middle cavity of the upper shaft mounting base 102 through a first tapered roller bearing 112, the first worm gear 105 is attached to the upper end of the upper shaft 104, the first worm 106 is attached to the worm mounting hole 103.3 of the first mounting base 103 through a tapered roller bearing, and the first worm gear 105 and the first worm 106 are The upper shaft 104 is meshed with the first motor 109, the first motor 109 is attached to the upper surface of the first flange 101 and is located directly below the first worm 106, the output shaft of the first motor 109 and the first worm 106 are connected via a flexible transmission, the center of the upper shaft 104 is provided with a central blind hole whose upper end is closed, the upper end of the upper shaft 104 is provided with a first upper oil outlet hole 104.1 penetrating the blind hole, the lower end of the upper shaft 104 is provided with a first lower oil outlet hole 104.2 penetrating the blind hole, and the cross section of the lower end of the upper shaft 104 is non-circular. The central connecting member 2 includes a second flange 201, a central outer shaft 202, a connecting mounting base 203, a second mounting base 204, a second worm gear 205, a central inner shaft 206, a second worm 207, and a second motor 210. The second mounting base 204 has a central through hole and an annular oil receiving groove at the bottom, and a first oil return hole 204.1 and a second worm 207 mounting cylinder with an axis on the tangent line are machined on one side of the oil receiving groove. The second mounting base 204 is attached to the upper end of the connecting mounting base 203, the middle outer shaft 202 is attached to the cavity of the connecting mounting base 203 via a second large tapered roller bearing 209, the middle inner shaft 206 is attached to the cavity of the middle outer shaft 202 via a second small tapered roller bearing 211, the second worm gear 205 is attached to the upper end of the middle outer shaft 202 and is located within the second mounting base 204, the second flange 201 is attached to the bottom surface of the lower end of the middle outer shaft 202 with a screw, the second worm 207 is attached to the worm mounting tube of the second mounting base 204 via a tapered roller bearing, and the second worm gear The second motor 210 is attached to the connecting mount 203, and the output shaft of the second motor 210 and the second worm 207 are connected to each other through a shaft coupling. The upper end of the middle inner shaft 206 is provided with a non-circular hole that matches the shape of the lower end of the upper shaft 104. The hole wall is provided with a second oil outlet hole 206.1 that penetrates the non-circular hole of the middle inner shaft 206. The circumferential position of the second oil outlet hole 206.1 corresponds to the position of the first lower oil outlet hole 104.2 at the lower end of the upper shaft 104. The lower end is provided with a non-circular hole, and the middle part is provided with a circular central through hole. The lower propeller 3 includes a rear guide cap 301, a lower gear box 302, a third flange 303, a gear shaft 305, a propeller 307, a propeller shaft 309, a bevel gear 310, a fourth bearing base 311, a spring retaining ring 312 for the shaft, and a space adjustment plate 313. The third flange 303 is attached to the upper surface of the lower gear box 302, and the lower end of the gear shaft 305 is a bevel gear. The gear shaft 305 is attached to the vertical hole 302.3 of the lower gear box 302 through a third tapered roller bearing 306. The upper surface 301.2 of the rear guide cap 301 is fitted to the bottom surface of the lower gear box 302, and the rear guide cap 301 is fitted to the lower gear box 302. The front guide cap 302.2 of the lower gear box 302 and the rear guide cap 301 of the lower gear box 302 form a support frame for the lower propeller 3. The propeller shaft 309 is mounted in a horizontal space defined by the front guide cap 302.2 and the rear guide cap 301 of the lower gear box 302 through a fourth bearing base 311, a fourth tapered roller bearing 317 and a fifth bearing base 314. The bevel gear 310 is mounted on the propeller shaft 309, and the bevel gear 310 is engaged with the bevel gear at the lower end of the gear shaft 305. The propeller 307 is mounted on the right end of the propeller shaft 309 by a pin 308. The propeller shaft 309 is machined with two types of threads, a left-handed thread and a right-handed thread. The space adjusting plate 313 has an intermediate hole machined with two types of threads, a left-handed thread and a right-handed thread. A spring retaining ring 312 is attached to the middle end of the propeller shaft 309. The space adjusting plate 313 is attached to the propeller shaft 309 on the right side of the spring retaining ring 312. The space formed by the fourth bearing stand 311, the space adjusting plate 313 and the lower cavity 302.4 of the lower gear box 302 is filled with lubricating oil.

[0009] More preferably, the flexible transmission between the output shaft of the first motor 109 and the first worm 106 is a synchronous belt transmission or chain transmission, a first main wheel 110 is attached to the output shaft of the first motor 109, a first driven wheel 107 is attached to one end of the first worm 106, the first main wheel 110 attached to the output shaft of the first motor 109 and the first driven wheel 107 attached to one end of the first worm 106 are operably connected by a flexible member, the first main wheel 110 and the second driven member are synchronous pulleys or sprockets, and the flexible member is a synchronous belt or chain.

[0010] More preferably, the number of the first upper oil drain holes 104.1 at the upper end of the upper shaft 104 and the number of the first lower oil drain holes 104.2 at the lower end are each four, and are evenly distributed in the circumferential direction.

[0011] More preferably, the cross section of the lower end of the upper shaft 104 of the upper driving member 1 has a non-circular shape, such as a triangle, a square, a spline shape or any other polygonal shape.

[0012] More preferably, the number of the second oil outlet holes 206.1 penetrating the non-circular hole at the upper end of the middle inner shaft 206 is four, and they are evenly distributed in the circumferential direction.

[0013] More preferably, the pull-type full-rotation propeller is characterized in that the upper surface of the connecting mount 203 is provided with a plurality of lifting lugs.

[0014] More preferably, the cross-sectional shape of the non-circular hole provided at the upper end of the middle inner shaft 206 of the middle connecting member 2 matches the cross-sectional shape of the lower end of the upper shaft 104 .

[0015] More preferably, the cross-sectional shape of the non-circular hole provided at the lower end of the middle inner shaft 206 of the middle connecting member 2 is triangular, square, polygonal, or spline-shaped.

[0016] More preferably, the shape of the cross section of the upper end of the gear shaft 305 of the lower thruster 3 matches the shape of the non-circular hole at the lower end of the middle inner shaft 206 .

[0017] More preferably, a streamlined skeg is formed on the rear guide cap 301 of the lower thruster 3, and the shape of the skeg is "wing-shaped".

[0018] More preferably, the lower propulsion device 3 further includes a skeleton seal 315 and a propeller shaft seal seat 316, and the skeleton seal 315 is attached to the propeller shaft 309 via the propeller shaft seal seat 316 to ensure the sealing of the lower cavity 302.4 of the lower gearbox 302.

[0019] More preferably, the first oil return hole 103.2 on one side of the first oil receiving groove 103.1 of the first mounting base 103 communicates with the oil receiving groove of the second mounting base 204 via an oil pipe, and the second oil return hole 204.1 on one side of the oil receiving groove of the second mounting base 204 communicates with the space formed by the fourth bearing base 311, the space adjustment plate 313 and the lower cavity 302.4 of the lower gear box 302 via an oil pipe.

[0020] More preferably, the propeller is mounted on the hull and the propeller 307 is disposed forward, the propeller 307 is located in front of the upright, the propeller 307 pushes the water flow backwards as it rotates, the water exerts a reaction force on the propeller, and the propeller 307 exerts a pulling force on the hull.

[0021] In order to achieve the above object, the present invention is realized by adopting the following different technical solutions: A control system for a pull-type full-rotation propulsion device, comprising: a touch panel, a PLC, an inverter, a first torque sensor, a second torque sensor, a first encoder, a second encoder, a first relay, a second relay, an alarm device, a first motor, and a second motor; The PLC is composed of a CPU module, a switching input / output module, an analog input / output module, and a high-speed counting module, The touch panel is used as a master computer for human-computer interaction, and the PLC is used as a slave computer for lower-level control, the touch panel of the master computer and the PLC of the slave computer communicate with each other through TCP / IP protocol, the inverter is electrically connected to the switching input / output module and the analog input / output module of the PLC, the switching input / output module of the PLC controls the start and stop of the inverter, the analog input / output module of the PLC controls the output frequency during the operation of the inverter, the first torque sensor and the second torque sensor are electrically connected to the analog input / output module of the PLC, the first torque sensor and the second torque sensor detect the output torque of the first motor 109 and the second motor 210 respectively, and adjust the torque of the first motor 109 and the second motor 210. The inverter determines the operating state of the first motor 109 and the second motor 210, the first encoder and the second encoder are electrically connected to the high-speed counting module of the PLC, the first encoder and the second encoder detect the angular displacement and the angular velocity of the first motor 109 and the second motor 210 respectively, the alarm device is an alarm light or buzzer, the alarm device is electrically connected to the digital input / output module, and when a fault occurs in the system, the alarm device is activated, the three-phase electrical output terminal of the inverter is connected to the input terminals of the normally open contacts of the first relay and the second relay, the output terminals of the normally open contacts of the first relay and the second relay are respectively connected to the high current input terminals of the first motor 109 and the second motor 210, the switching input / output module of the PLC is electrically connected to the coils of the first relay and the second relay, and the switching input / output module of the PLC controls the energization or de-energization of the coils of the first relay and the second relay.

[0022] In order to achieve the above objectives, the present invention is realized by adopting the third technical solution described below, which is a control method for a pull-type all-rotating propeller control system, comprising: Includes 1 to 4 below. 1) The PLC controls the output of the switching input / output module, the coil of the first relay is energized, the coil of the second relay is de-energized, the normally open contact of the first relay is closed, and the normally open contact of the second relay is opened. At this time, the inverter controls the rotation of the first motor 109, and when the output shaft of the first motor 109 rotates, the upper shaft 104 is rotationally driven through the flexible transmission mechanism and the worm gear mechanism, the rotation of the upper shaft 104 rotationally drives the middle inner shaft 206, the rotation of the middle inner shaft 206 rotationally drives the gear shaft 305, the gear shaft 305 rotates and rotationally drives the propeller shaft 309 through the bevel gear mechanism, and the rotation of the propeller shaft 309 rotationally drives the propeller 307, thereby realizing the navigation of the ship. 2) The PLC controls the output of the switching input / output module, the coil of the first relay is de-energized, the coil of the second relay is energized, the normally open contact of the first relay is opened, and the normally open contact of the second relay is closed. At this time, the inverter controls the rotation of the second motor 210, and when the output shaft of the second motor 210 rotates, the middle outer shaft 202 is rotated via the worm gear mechanism, and the rotation of the middle outer shaft 202 rotates the lower propeller 3, so that the position of the propeller 307 relative to the ship is changed, and the sailing direction of the ship is changed. 3) When the ship is sailing, the propeller shaft 309 rotates, and the rotation of the propeller shaft 309 causes the space adjustment plate 313 to move back and forth along the propeller shaft 309 to change the size of the space formed by the fourth bearing stand 311, the space adjustment plate 313 and the lower cavity 302.4 of the lower gear box 302. The lubricating oil therein flows through the gear shaft 305 and the through hole in the middle part of the middle inner shaft 206, and flows through the first lower oil outlet hole 104.2 and the second oil outlet hole 206.1 to the second oil outlet hole 206.2. The lubricating oil is sprayed onto the worm gear 205 and the second worm 207, thereby realizing lubrication and heat dissipation of the second worm gear 205 and the second worm 207. At the same time, the lubricating oil flows through the gear shaft 305, the through hole in the middle of the central inner shaft 206 and the blind hole in the middle of the upper shaft 104, and is sprayed onto the first worm gear 105 and the first worm 106 through the first upper oil outlet hole 104.1, thereby realizing lubrication and heat dissipation of the first worm gear 105 and the first worm 106. 4) The lubricating oil after lubricating the first worm gear 105 and the first worm 106 flows into the first oil receiving groove 103.1 of the first mounting base 103, then flows into the oil receiving groove of the second mounting base 204 of the central connecting member 2 through the oil pipe connecting the first oil return hole 103.2 and the oil receiving groove of the second mounting base 204, and the lubricating oil after lubricating the second worm gear 205 and the second worm 207 flows into the oil receiving groove of the second mounting base 204, then flows into the lower cavity 302.4 of the gear box 302 of the lower thruster through the oil pipe connecting the second oil return hole 204.1 on one side of the oil receiving groove of the second mounting base 204 and the lower cavity 302.4 of the lower gear box 302, thereby realizing reuse of the lubricating oil. Effect of the Invention

[0023] The advantages and beneficial effects of the present invention are as follows:

[0024] 1. The front propeller structure is adopted, and the wake field on the propeller disc surface is relatively uniform. The propeller operates in a relatively uniform flow field, which effectively improves the propeller propulsion efficiency, reduces the probability of cavitation, reduces the noise, vibration and torque fluctuation on the drive shaft caused by the propeller, and effectively improves the overall performance of the entire propeller.

[0025] 2. The rear guide cap of the lower thruster is machined with a streamlined skeg, and the shape of the skeg is "wing-shaped". The skeg can further improve the steering effect of the pull-type full-rotation thruster.

[0026] 3. When the propeller shaft rotates, the space adjusting plate moves back and forth along the propeller shaft to change the size of the space formed by the fourth bearing stand, the space adjusting plate and the lower cavity of the lower gear box, and the lubricating oil therein is injected through the gear shaft, the middle shaft and the upper shaft to the second worm gear, the second worm, the first worm gear and the first worm, thereby realizing the lubrication of the second worm gear, the second worm, the first worm gear and the first worm, and effectively solving the problem of the difficulty of lubrication due to the large span between the transmission parts.

[0027] 4. The middle outer shaft of the middle connecting member is mounted in the connecting mounting base through a second large tapered roller bearing, and the middle inner shaft is mounted in the middle outer shaft through a second small tapered roller bearing. The middle inner shaft rotates and drives the rotating gear shaft to realize the navigation of the ship, and the middle outer shaft rotates and drives the lower propeller to change the navigation direction of the ship. The structure of "mounting a shaft outside the shaft" is adopted, which simplifies the mechanical structure and makes the structure of the propeller more compact, thereby reducing the manufacturing cost and reducing the resistance to navigation.

[0028] 5. The thruster uses oil injection to lubricate the parts, which improves the lubrication effect and has the effect of heat dissipation, greatly reducing the wear of parts and extending the service life of the thruster.

[0029] 6. The control system controls the energization / de-energization of the coil of the first relay and the energization / de-energization of the coil of the second relay, thereby realizing the control of both motors by one inverter. Compared with the traditional method in which each motor is controlled by one inverter separately, the hardware costs of the control system are reduced. [Brief description of the drawings]

[0030] [Figure 1] FIG. 2 is a schematic diagram of the structure of a pull-type all-rotary propeller. [Diagram 2] FIG. 2 is a schematic cross-sectional view of a pull-type full-rotation propulsion device. [Diagram 3] FIG. 4 is a schematic diagram of the structure of an upper driving member. [Figure 4] FIG. 2 is a front cross-sectional view of the upper drive member. [Diagram 5] FIG. 4 is a structural schematic diagram of a first mounting base. [Figure 6] FIG. 4 is a schematic diagram of the structure of a central connecting member. [Figure 7] FIG. 4 is a front cross-sectional view of the central connecting member. [Figure 8] FIG. 2 is a schematic diagram of the structure of the lower thruster. [Figure 9] FIG. 2 is a schematic cross-sectional view of a lower thruster. [Figure 10]FIG. 10 is an enlarged view of part A in FIG. [Figure 11] FIG. 4 is a schematic diagram of the structure of the rear flow guide cap. [Figure 12] FIG. 2 is a structural schematic diagram of the lower gear box. [Figure 13] FIG. 4 is a schematic cross-sectional view of a lower gear. [Figure 14] FIG. 2 is a schematic diagram of the arrangement of propulsion units on a hull. [Figure 15] FIG. 2 is a structural block diagram of the control system. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0031] The present invention will now be further described with reference to the drawings and examples.

[0032] As shown in Figures 1 and 2, the pull-type full rotary propeller of the present invention includes an upper driving member 1, a middle connecting member 2, and a lower propeller 3. The first flange 101 of the upper driving member 1 and the second mounting base 204 of the middle connecting member 2 are connected by a screw, and at the same time, the lower end of the upper shaft 104 of the upper driving member 1 is inserted into the middle cavity at the upper end of the middle inner shaft 206 of the middle connecting member 2, and the third flange 303 of the lower propeller 3 is connected to the second flange 201 at the lower end of the middle connecting member 2 by a screw, and at the same time, the upper end of the gear shaft 305 is inserted into the middle cavity at the lower end of the middle inner shaft 206 of the middle connecting member 2.

[0033] 3 to 5, the upper driving member 1 includes a first flange 101, an upper shaft mounting base 102, a first mounting base 103, an upper shaft 104, a first worm gear 105, a first worm 106, a first driven wheel 107, a first motor 109, and a first driving wheel 110. The first mounting base 103 is attached to the top surface of the upper shaft mounting base 102 with screws, the first flange 101 is attached to the bottom surface of the upper shaft mounting base 102 by welding, the upper shaft 104 is attached to the upper shaft mounting base 102 via an upper bearing cover 111 and a first tapered roller bearing 112, the first worm gear 105 is attached to the top end of the upper shaft 104, the first worm 106 is attached to a worm mounting cylinder 103.3 of the first mounting base 103 via a bearing cover and a tapered roller bearing, and the first worm gear 105 is attached to the first motor 109. The first motor 109 is attached to the upper surface of the first flange 101 and is located directly below the first worm 106. A first main wheel 110 is attached to the output shaft of the first motor 109. A first driven wheel 107 is attached to one end of the first worm 106. The first main wheel 110 attached to the output shaft of the first motor 109 and the first driven wheel 107 attached to one end of the first worm 106 are drivably connected by a flexible member (not shown). When the output shaft of the first motor 109 rotates, the upper shaft 104 is rotated via the flexible transmission mechanism and the worm gear mechanism. The upper shaft 104 has a blind hole with a closed upper end machined in the center thereof, and a cross-shaped first upper oil outlet hole 104.1 and a cross-shaped first lower oil outlet hole 104.2 machined in the upper and lower ends thereof, respectively. The cross section of the lower end of the upper shaft 104 is square, and both the first upper oil outlet hole 104.1 and the first lower oil outlet hole 104.2 penetrate the blind hole. The lubricating oil flows through the blind hole in the center of the upper shaft 104 under the external pressure, and is sprayed through the first upper oil outlet hole 104.1 to the first worm gear 105 and the first worm 106, thereby realizing the lubrication and cooling of the first worm gear 105 and the first worm 106. The lubricating oil then flows into the first oil receiving groove 103.1 of the first mounting base 103, and finally flows into the central connecting member 2 (not shown) through an oil pipe connecting the first oil return hole 103.2 and the oil receiving groove of the second mounting base 204.

[0034] As shown in Figures 6 and 7, the central connecting member 2 includes a second flange 201, a central outer shaft 202, a connecting mounting base 203, a second mounting base 204, a second worm gear 205, a central inner shaft 206, a second worm 207, and a second motor 210. The second mounting base 204 is mounted on the upper flat surface of the connecting mounting base 203, the middle outer shaft 202 is mounted in the cavity of the connecting mounting base 203 via a second large bearing cover 208 and a second large tapered roller bearing 209, the middle inner shaft 206 is mounted in the cavity of the middle outer shaft 202 via a second small bearing cover 212 and a second small tapered roller bearing 211, the second worm gear 205 is mounted on the upper end of the middle outer shaft 202, the second flange 201 is mounted on the bottom surface of the middle outer shaft 202 with a screw, the second worm 207 is mounted on the worm mounting tube of the second mounting base 204 via a bearing cover and a tapered roller bearing, the second worm gear 205 is engaged with the second worm 207, the second motor 210 is mounted on the upper surface of the connecting mounting base 203, and its output shaft and the second worm 207 are transmission connected via a shaft coupling. When the output shaft of the second motor 210 rotates, the middle outer shaft 202 is rotated through the worm gear mechanism. The middle inner shaft 206 has square holes at both ends, a circular through hole at the center of the middle part, and a second oil outlet hole 206.1 that penetrates the square hole around the upper end. The lubricating oil flows through the circular through hole of the middle inner shaft 206 due to external pressure, and is injected through the second oil outlet hole 206.1 to the second worm gear 205 and the second worm 207, thereby realizing lubrication and cooling of the second worm gear 205 and the second worm 207. The lubricating oil then flows into the oil receiving groove of the second mounting base 204, and finally flows through the second oil return hole 204.1 from the oil pipe to the lower thruster (not shown).

[0035] As shown in Figures 8 to 13, the lower propeller 3 includes a rear guide cap 301, a lower gear box 302, a third flange 303, a gear shaft 305, a propeller 307, a propeller shaft 309, a bevel gear 310, a spring retaining ring 312 for the shaft, a space adjustment plate 313, and a skeleton seal 315. A streamlined skeg is processed on the rear guide cap 301, and the shape of the skeg is "wing-shaped", and the skeg can further improve the steering effect of the pull-type all-rotating propeller.

[0036] The lower gearbox 302 consists of a rudder post 302.1 and a front ductor cap 302.2.

[0037] The third flange 303 is mounted on the upper surface of the lower gear box 302, the lower end of the gear shaft 305 is a bevel gear, the upper end of the gear shaft 305 is square, and a through hole is formed in the center. The gear shaft 305 is mounted in the vertical hole 302.3 of the lower gear box 302 through the third bearing cover 304 and the third tapered roller bearing 306, the upper surface 301.2 of the rear guide cap 301 fits into the bottom surface of the ladder post 302.1 of the lower gear box 302, the rear guide cap 301 abuts against the front guide cap 302.2 of the lower gear box 302, and the front guide cap 302.2 of the lower gear box 302 and the rear guide cap 301 form the support frame of the lower propeller 3. The left and right ends of the propeller shaft 309 are mounted in the horizontal space formed by the front guide cap 302.2 and the rear guide cap 301 of the lower gearbox 302 via the fourth bearing stand 311, the fourth tapered roller bearing 317 and the fifth bearing stand 314, the fourth tapered roller bearing 317, respectively. The bevel gear 310 is attached to the propeller shaft 309, and the bevel gear 310 meshes with the bevel gear at the lower end of the gear shaft 305. An axle spring retaining ring 312 is attached to the middle end of the propeller shaft 309. The propeller shaft 309 at the right side of the axle spring retaining ring 312 is machined with two types of left-handed threads and right-handed threads. Similarly, the middle hole of the space adjusting plate 313 is machined with two types of left-handed threads and right-handed threads. The space adjusting plate 313 is attached to the propeller shaft 309 at the right side of the axle spring retaining ring 312. When the propeller shaft 309 rotates, the space adjusting plate 313 reciprocates left and right along the propeller shaft 309 to change the size of the space formed by the fourth bearing stand 311, the space adjusting plate 313 and the lower cavity 302.4 of the lower gear box 302. The skeleton seal 315 is attached to the propeller shaft 309 via the propeller shaft seal seat 316, ensuring the sealing of the lower cavity 302.4 of the lower gearbox 302 and preventing seawater from entering the lower cavity 302.4 of the gearbox 302, and the propeller 307 is attached to the right end of the propeller shaft 309 by a pin 308. When the propeller shaft 309 rotates, the propeller 307 attached to its right end is driven to rotate.

[0038] As shown in FIG. 14, the propeller is disposed forward, the propeller is located in front of the upright, and the propeller pushes the water backward along a V-shaped direction during rotation, and the water exerts a reaction force on the propeller, providing a driving force for the sailing of the hull.

[0039] As shown in Figure 15, the control system of the pull-type all-rotary propeller of the present invention includes a touch panel, a PLC, an inverter, a first torque sensor, a second torque sensor, a first encoder, a second encoder, a first relay, a second relay and an alarm device. The PLC includes a CPU module, a switching input / output module, an analog input / output module and a high-speed counting module. The touch panel is used as a master computer for human-computer interaction, and the PLC is used as a slave computer for lower-level control, the touch panel of the master computer and the PLC of the slave computer communicate through TCP / IP protocol, the inverter is electrically connected to the switching input / output module and the analog input / output module of the PLC, the switching input / output module of the PLC controls the start and stop of the inverter, the analog input / output module of the PLC controls the output frequency during the operation of the inverter, the first torque sensor and the second torque sensor are electrically connected to the analog input / output module of the PLC respectively, the first torque sensor and the second torque sensor detect the output torque of the first motor and the second motor respectively to judge the working state of the first motor and the second motor, the first encoder and the second encoder are electrically connected to the high-speed counting module of the PLC respectively, the first encoder and the second encoder detect the angular displacement and the angular velocity of the first motor and the second motor respectively. The alarm device is an alarm light or a buzzer, the alarm device is electrically connected to the analog input / output module, and the alarm device is activated when a fault occurs in the system. The three-phase electrical output terminals of the inverter are connected to the input terminals of the normally open contacts of the first relay and the second relay, the output terminals of the normally open contacts of the first relay and the second relay are respectively connected to the high current input terminals of the first motor 109 and the second motor 210, and the PLC switching input / output module is electrically connected to the coils of the first relay and the second relay (not shown), and the PLC switching input / output module controls the energization or de-energization of the coils of the first relay and the second relay.When the coil of the first relay is energized and the coil of the second relay is de-energized, the normally open contact of the first relay is closed and the normally open contact of the second relay is opened, and at this time, the inverter controls the rotation of the first motor 109. When the coil of the first relay is de-energized and the coil of the second relay is energized, the normally open contact of the first relay is opened and the normally open contact of the second relay is closed, and at this time, the inverter controls the rotation of the second motor 210. When the coil of the first relay is energized and the coil of the second relay is energized, both of the normally open contacts of the first relay and the second relay are closed, and at this time, the inverter controls the rotation of the first motor 109 and the second motor 210. By controlling the energization / de-energization of the coil of the first relay and the energization / de-energization of the coil of the second relay, one inverter can control two motors, and the hardware cost of the control system is reduced.

[0040] The control method of the control system for a pull-type all-rotation propulsion device of the present invention includes the following 1) to 4). 1) When the output shaft of the first motor 109 rotates, the upper shaft 104 is rotationally driven via the flexible transmission mechanism and the worm gear mechanism, the rotation of the upper shaft 104 rotationally drives the middle inner shaft 206, the rotation of the middle inner shaft 206 rotationally drives the gear shaft 305, the gear shaft 305 rotates and rotationally drives the propeller shaft 309 via the bevel gear mechanism, the rotation of the propeller shaft 309 rotationally drives the propeller 307, thereby realizing the navigation of the ship. 2) When the output shaft of the second motor 210 rotates, the central outer shaft 202 is rotated via a worm gear mechanism, and the central outer shaft 202 rotates the lower propeller 3, changing the position of the propeller 307 relative to the ship and changing the direction of the ship's sailing. 3) When the ship is sailing, the propeller shaft 309 always rotates, and the space adjustment plate 313 moves back and forth along the propeller shaft 309 to change the size of the horizontal space formed by the fourth bearing stand 311, the space adjustment plate 313 and the lower cavity 302.4 of the lower gear box 302, and the lubricating oil therein is sprayed through the gear shaft 305, the middle inner shaft 206 and the upper shaft 104 to the second worm gear 205, the second worm 207, the first worm gear 105 and the first worm 106, so as to realize the lubrication and heat dissipation of the second worm gear 205, the second worm 207, the first worm gear 105 and the first worm 106. 4) After lubricating the first worm gear 105 and the first worm 106, the lubricating oil flows into the first oil receiving groove 103.1 of the first mounting base 103, and then flows into the oil receiving groove of the second mounting base 204 of the middle connecting member 2 through the first oil return hole 103.2. After lubricating the second worm gear 205 and the second worm 207, the lubricating oil flows into the oil receiving groove of the second mounting base 204, and then flows into the lower cavity 302.4 of the gear box 302 of the lower thruster through the second oil return hole 204.1, thereby realizing reuse of the lubricating oil. [Explanation of symbols]

[0041] 1 upper driving member, 2 middle connecting member, 3 lower propeller 101: first flange; 102: upper shaft mounting base; 103: first mounting base; 104: upper shaft; 105: first worm gear; 106: first worm; 107: first driven wheel; 109: first motor; 110: first driving wheel; 111: upper bearing cover; 112: first tapered roller bearing; 103.1 First oil receiving groove, 103.2 First oil return hole, 103.3 Worm mounting cylinder, 104.1 First upper oil drain hole, 104.2 First lower oil drain hole, 201 second flange, 202 central outer shaft, 203 connecting mount, 204 second mount, 205 second worm gear, 206 central inner shaft, 207 second worm, 208 second large bearing cover, 209 second large tapered roller bearing, 210 second motor, 211 second small tapered roller bearing, 212 second small bearing cover 204.1 Secondary oil return hole, 206.1 Secondary oil outlet hole 301 rear guide cap, 302 lower gear box, 303 third flange, 304 third bearing cover, 305 gear shaft, 306 third tapered roller bearing, 307 propeller, 308 pin, 309 propeller shaft, 310 bevel gear, 311 fourth bearing stand, 312 shaft spring retaining ring, 313 space adjustment plate, 314 fifth bearing stand, 315 skeleton seal, 316 propeller shaft seal seat, 317 fourth tapered roller bearing 301.1 Skeg, 301.2 Top 302.1 Ladder Post, 302.2 Front Diversion Cap, 302.2, 302.3 Vertical Hole, 302.4 Lower Cavity

Claims

1. A pull-type full rotary propeller includes an upper driving member (1), a middle connecting member (2) and a lower propeller (3) connected in sequence, the first flange (101) of the upper driving member (1) and the second mounting base (204) of the middle connecting member (2) are connected by a screw, the lower end of the upper shaft (104) of the upper driving member (1) is inserted into the upper end cavity of the middle inner shaft (206) of the middle connecting member (2), the third flange (303) of the lower propeller (3) is connected to the second flange (201) at the lower end of the middle connecting member (2) by a screw, the upper end of the gear shaft (305) is inserted into the lower end cavity of the middle inner shaft (206) of the middle connecting member (2), The upper driving member (1) includes a first flange (101), an upper shaft mounting base (102), a first mounting base (103), an upper shaft (104), a first worm gear (105), a first worm (106), and a first motor (109); The first mounting base (103) has a circular bowl-shaped structure with a central through hole and an annular first oil receiving groove (103.1) at the bottom, and a first oil return hole (103.2) and a worm mounting cylinder (103.3) with an axis on the tangent line are formed on one side of the first oil receiving groove (103.1). The first mounting base (103) is attached to the upper surface of the upper shaft mounting base (102) by a screw, and the first flange (101) is attached to the bottom surface of the upper shaft mounting base (102) by welding, forming a frame structure of the upper driving member (1), the upper shaft (104) is attached to the middle cavity of the upper shaft mounting base (102) through a first tapered roller bearing (112), the first worm gear (105) is attached to the upper end of the upper shaft (104), the first worm (106) is attached to the worm mounting hole (103.3) of the first mounting base (103) through a tapered roller bearing, and the first worm gear (105) is attached to the first worm (106) through a tapered roller bearing. a first motor (109) attached to the upper surface of the first flange (101) and located directly below the first worm (106); an output shaft of the first motor (109) and the first worm (106) are connected via a flexible transmission; a center blind hole with a closed upper end is provided in the center of the upper shaft (104); a first upper oil drain hole (104.1) penetrating the blind hole is provided in the upper end of the upper shaft (104); a first lower oil drain hole (104.2) penetrating the blind hole is provided in the lower end of the upper shaft (104); and a cross section of the lower end of the upper shaft (104) is non-circular; The central connecting member (2) includes a second flange (201), a central outer shaft (202), a connecting mount (203), a second mount (204), a second worm gear (205), a central inner shaft (206), a second worm (207), and a second motor (210); The second mounting base (204) has a central through hole and an annular oil receiving groove at its bottom, and a second oil return hole (204.1) and a second worm (207) mounting cylinder with its axis on the tangent line are machined on one side of the oil receiving groove. The second mounting base (204) is attached to the upper end of the connecting mounting base (203), the middle outer shaft (202) is attached to the cavity of the connecting mounting base (203) via a second large tapered roller bearing (209), the middle inner shaft (206) is attached to the cavity of the middle outer shaft (202) via a second small tapered roller bearing (211), the second worm gear (205) is attached to the upper end of the middle outer shaft (202) and is located within the second mounting base (204), the second flange (201) is attached to the bottom surface of the lower end of the middle outer shaft (202) with a screw, the second worm (207) is attached to the worm mounting tube of the second mounting base (204) via a tapered roller bearing, and the second worm the second inner shaft (206) is provided at its upper end with a non-circular hole that matches the shape of the lower end of the upper shaft (104); the hole wall is provided with a second oil outlet hole (206.1) that penetrates the non-circular hole of the middle inner shaft (206); the circumferential position of the second oil outlet hole (206.1) corresponds to the position of the first lower oil outlet hole (104.2) at the lower end of the upper shaft (104); the lower end is provided with a non-circular hole; and the middle part is provided with a circular central through hole; The lower propeller (3) includes a rear guide cap (301), a lower gear box (302), a third flange (303), a gear shaft (305), a propeller (307), a propeller shaft (309), a bevel gear (310), a fourth bearing base (311), a spring retaining ring 312, and a space adjustment plate (313). The third flange (303) is attached to the upper surface of the lower gear box (302), and the lower end of the gear shaft (305) is a bevel gear. The gear shaft (305) is attached to the vertical hole (302.3) of the lower gear box (302) through a third tapered roller bearing (306). The upper surface (301.2) of the rear guide cap (301) is fitted to the bottom surface of the lower gear box (302), and the rear guide cap (301) is attached to the lower gear box (302). the front guide cap (302.2) of the lower gearbox (302) and the rear guide cap (301) of the lower gearbox (302) form a support frame for the lower propeller (3); the propeller shaft (309) is mounted in the horizontal space defined by the front guide cap (302.2) and the rear guide cap (301) of the lower gearbox (302) through the fourth bearing stand (311), the fourth tapered roller bearing (317) and the fifth bearing stand (314); the bevel gear (310) is mounted on the propeller shaft (309), and the bevel gear (310) is engaged with the bevel gear at the lower end of the gear shaft (305); the propeller (307) is mounted on the right end of the propeller shaft (309) through the pin (308); The propeller shaft 309 is machined with two types of threads, a left-handed thread and a right-handed thread. a space adjusting plate (313) having an intermediate hole machined with two types of threads, a left-handed thread and a right-handed thread, a spring retaining ring (312) is attached to the middle end of the propeller shaft (309), the space adjusting plate (313) is attached to the propeller shaft (309) on the right side of the spring retaining ring (312), and the space formed by the fourth bearing stand (311), the space adjusting plate (313) and the lower cavity (302.4) of the lower gear box (302) is filled with lubricating oil.

2. 2. The pull-type all-rotation propeller according to claim 1, wherein the flexible transmission between the output shaft of the first motor (109) and the first worm (106) is a synchronous belt transmission or a chain transmission, a first main wheel (110) is attached to the output shaft of the first motor (109), a first driven wheel (107) is attached to one end of the first worm (106), the first main wheel (110) attached to the output shaft of the first motor (109) and the first driven wheel (107) attached to one end of the first worm (106) are operably connected by a flexible member, the first main wheel (110) and the second driven member are synchronous pulleys or sprockets, and the flexible member is a synchronous belt or a chain.

3. 2. The pull-type all-rotary propeller according to claim 1, wherein the number of the first upper oil discharge holes (104.1) at the upper end of the upper shaft (104) and the number of the first lower oil discharge holes (104.2) at the lower end of the upper shaft (104) are both four, and are evenly distributed in the circumferential direction.

4. The pull-type full-rotation propeller according to claim 1, characterized in that the cross section of the lower end of the upper shaft (104) of the upper driving member (1) is non-circular, and is triangular, square, splined or other polygonal.

5. The pull-type all-rotating propeller according to claim 1, characterized in that the number of the second oil discharge holes (206.1) penetrating the non-circular hole at the upper end of the middle inner shaft (206) is four, and is evenly distributed in the circumferential direction.

6. The pull-type all-rotating propeller according to claim 1, characterized in that the upper surface of the coupling mount (203) is provided with a plurality of lifting lugs.

7. 2. The pull-type all-rotation propeller according to claim 1, wherein the cross-sectional shape of the non-circular hole provided at the upper end of the middle inner shaft (206) of the middle connecting member (2) matches the cross-sectional shape of the lower end of the upper shaft (104).

8. The pull-type full-rotation propeller according to claim 1, characterized in that the cross-sectional shape of the non-circular hole provided at the lower end of the central inner shaft (206) of the central connecting member (2) is triangular, square, polygonal, or spline-shaped.

9. The pull-type all-rotating propeller according to claim 1, characterized in that the shape of the upper end cross section of the gear shaft (305) of the lower propeller (3) matches the shape of the non-circular hole at the lower end of the central inner shaft (206).

10. The pull-type all-rotating propeller according to claim 1, characterized in that a streamlined skeg is processed on the rear guide cap (301) of the lower propeller (3), and the shape of the skeg is "wing-shaped".

11. 2. The pull-type all-rotating propeller according to claim 1, characterized in that the lower propeller (3) further comprises a skeleton seal (315) and a propeller shaft seal seat (316), and the skeleton seal (315) is attached to the propeller shaft (309) through the propeller shaft seal seat (316) to ensure the sealing of the lower cavity (302.4) of the lower gearbox (302).

12. 2. The pull-type all-rotating propeller according to claim 1, wherein a first oil return hole (103.2) on one side of the first oil receiving groove (103.1) of the first mounting base (103) communicates with an oil receiving groove of the second mounting base (204) via an oil pipe, and a second oil return hole (204.1) on one side of the oil receiving groove of the second mounting base (204) communicates with a space formed by the fourth bearing base (311), the space adjustment plate (313) and the lower cavity (302.4) of the lower gear box (302) via an oil pipe.

13. The pull-type all-rotating propeller according to claim 1, characterized in that the propeller is attached to the hull, the propeller (307) is arranged forward, the propeller (307) is located in front of the upright, the propeller (307) pushes the water flow backward while rotating, the water exerts a reaction force on the propeller, and the propeller (307) exerts a pulling force on the hull.

14. The torque sensor includes a touch panel, a PLC, an inverter, a first torque sensor, a second torque sensor, a first encoder, a second encoder, a first relay, a second relay, an alarm device, a first motor, and a second motor, The PLC is composed of a CPU module, a switching input / output module, an analog input / output module, and a high-speed counting module, The touch panel is used as a master computer for human-computer interaction, and the PLC is used as a slave computer for lower-level control, the touch panel of the master computer and the PLC of the slave computer communicate with each other through TCP / IP protocol, the inverter is electrically connected to the switching input / output module and the analog input / output module of the PLC, the switching input / output module of the PLC controls the start and stop of the inverter, the analog input / output module of the PLC controls the output frequency during the operation of the inverter, the first torque sensor and the second torque sensor are electrically connected to the analog input / output module of the PLC, the first torque sensor and the second torque sensor detect the output torque of the first motor and the second motor respectively to determine the operating states of the first motor and the second motor, and the first encoder and the second encoder are electrically connected to the PLC high-speed counting module, the first encoder and the second encoder detect the angular displacement and the angular velocity of the first motor and the second motor respectively; the alarm device is an alarm light or buzzer, the alarm device is electrically connected to the digital input / output module, and the alarm device is activated when a fault occurs in the system; the three-phase electrical output terminal of the inverter is connected to the input terminals of the normally open contacts of the first relay and the second relay, and the output terminals of the normally open contacts of the first relay and the second relay are respectively connected to the high current input terminals of the first motor and the second motor; the PLC switching input / output module is electrically connected to the coils of the first relay and the second relay, and the PLC switching input / output module controls the energization or de-energization of the coils of the first relay and the second relay.

15. The following 1) to 4) are included: 1) The PLC controls the output of the switching input / output module, the coil of the first relay is energized, the coil of the second relay is de-energized, the normally open contact of the first relay is closed, and the normally open contact of the second relay is opened. At this time, the inverter controls the rotation of the first motor (109). When the output shaft of the first motor (109) rotates, the upper shaft (104) is rotationally driven through the flexible transmission mechanism and the worm gear mechanism. The rotation of the upper shaft (104) rotationally drives the middle inner shaft (206). The rotation of the middle inner shaft (206) rotationally drives the gear shaft (305). The gear shaft (305) rotates to rotationally drive the propeller shaft (309) through the bevel gear mechanism. The rotation of the propeller shaft (309) rotationally drives the propeller (307), thereby realizing the navigation of the ship. 2) The PLC controls the output of the switching input / output module, the coil of the first relay is de-energized, the coil of the second relay is energized, the normally open contact of the first relay is opened, and the normally open contact of the second relay is closed. At this time, the inverter controls the rotation of the second motor (210). When the output shaft of the second motor (210) rotates, the middle outer shaft (202) is rotationally driven via the worm gear mechanism. The rotation of the middle outer shaft (202) rotates the lower propeller (3), changing the position of the propeller (307) relative to the ship and changing the sailing direction of the ship. 3) When the ship is sailing, the propeller shaft (309) rotates, and the rotation of the propeller shaft (309) causes the space adjustment plate (313) to move back and forth along the propeller shaft (309) to change the size of the space formed by the fourth bearing stand (311), the space adjustment plate (313) and the lower cavity (302.4) of the lower gear box (302). The lubricating oil therein flows through the gear shaft (305) and the through hole in the middle of the middle inner shaft (206), and flows through the first lower oil outlet hole (104.2) and the second oil outlet hole (206.1) to the second oil outlet hole (206.2). The lubricating oil is sprayed onto the worm gear (205) and the second worm (207), thereby realizing lubrication and heat dissipation of the second worm gear (205) and the second worm (207); at the same time, the lubricating oil flows through the gear shaft (305), the through hole in the middle of the central inner shaft (206) and the blind hole in the middle of the upper shaft (104), and is sprayed onto the first worm gear (105) and the first worm (106) through the first upper oil outlet hole (104.1), thereby realizing lubrication and heat dissipation of the first worm gear (105) and the first worm (106); 4) After lubricating the first worm gear (105) and the first worm (106), the lubricating oil flows into the first oil receiving groove (103.1) of the first mounting base (103), and then flows into the oil receiving groove of the second mounting base (204) of the central connecting member (2) through an oil pipe connecting the first oil return hole (103.2) and the oil receiving groove of the second mounting base (204), and lubrication after lubricating the second worm gear (205) and the second worm (207) The control method for the pull-type all-rotating propeller control system according to claim 14, characterized in that the oil flows into the oil receiving groove of the second mounting base (204), and then flows into the lower cavity (302.4) of the gearbox (302) of the lower propeller through an oil pipe connecting the second oil return hole (204.1) on one side of the oil receiving groove of the second mounting base (204) and the lower cavity (302.4) of the lower gearbox (302), thereby realizing the reuse of the lubricating oil.

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