Pull-type all-rotation propulsion device, its control system and control method

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 all-rotating marine propulsion device, and a control system and method thereof. [Background technology]

[0002] Currently, most ship propellers are push-type propellers, with the propeller blades located behind the propeller shaft. The propeller shaft in front of the propeller causes uneven flow through the propeller. This causes the push-type propeller to operate in an uneven flow field, resulting in significant interference and a large loss of efficiency. This increases the probability of propeller cavitation during operation, and increases the 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-rotation propeller, so changing the traditional rear propeller layout has become one of the development directions.

[0004] The utility model patent application number 202022679764.1 for a pull-type all-rotation icebreaking propeller for ships discloses a pull-type all-rotation propeller for ships, which comprises, in order from top to bottom, an upper gearbox assembly, a well box assembly, an intermediate vertical shaft assembly, and a lower gearbox assembly. The intermediate vertical shaft assembly transmits power between the upper gearbox assembly and the lower gearbox assembly, and the well box assembly is connected to the hull. The upper gearbox assembly and the lower gearbox assembly are respectively located above and below the well box assembly. This patent does not address the issue of lubrication of the upper gearbox assembly, the intermediate vertical shaft assembly, and the lower gearbox assembly, which increases friction in the upper gearbox assembly, the intermediate vertical shaft assembly, and the lower gearbox assembly during operation, resulting in significant power loss and rapid wear and overheating of components due to friction, resulting in a shortened service life of the propeller and high operating costs. The propeller 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 rotates the rotary ring gear via the reducer to rotate the lower gearbox assembly. When the lower gearbox assembly is driven by four sets of rotary drive assemblies, interference due to asynchronous drive motors is likely to occur, making the lower gearbox assembly unsmooth or unable to rotate. Summary of the Invention [Problem to be solved by the invention]

[0005] SUMMARY OF THE INVENTION An object of the present invention is to provide a pull-type all-rotating marine propulsion device, a control system and a control method thereof, in order to overcome the problems and deficiencies present in the background art described above.

[0006] The present invention adopts a front propeller structural form, which makes the wake field on the propeller surface relatively uniform, and the propeller operates in a relatively uniform flow field, which effectively improves the propulsion efficiency of the propeller, reduces the probability of cavitation, and reduces the noise, vibration and torque fluctuations on the drive shaft caused by the propeller, thereby effectively improving the overall performance of the entire propeller. [Means for solving the problem]

[0007] To achieve the above objectives, the present invention is realized by adopting the following technical solutions:

[0008] A pull-type full-rotation propeller includes an upper driving member (1), a middle connecting member (2) and a lower propeller (3) connected in sequence; The lower propeller (3) is disposed in front of the support frame of the lower propeller (3) so that the propeller (307) pushes the water flow backward while rotating, and the water exerts a reaction force on the propeller, thereby exerting a pulling force on the hull; 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 upper end cavity 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 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), and 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 a first annular oil receiving groove (103.1) at the bottom, and a first oil return hole (103.2) and a worm mounting sleeve (103.3) with its axis aligned with 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 top surface of the upper shaft mounting base (102) with 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. The first worm gear (105) is attached to the first worm (106). The upper shaft (104) is meshed with the first worm (106), and 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 upper shaft (104) has a central blind hole with a closed upper end at its center. The upper end of the upper shaft (104) has a first upper oil outlet hole (104.1) penetrating the blind hole. The lower end of the upper shaft (104) has a first lower oil outlet hole (104.2) penetrating the blind hole. 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 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 sleeve with its axis aligned with the tangent 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 central outer shaft (202) is attached to the cavity of the connecting mounting base (203) via a second large tapered roller bearing (209), the central inner shaft (206) is attached to the cavity of the central outer shaft (202) via a second small tapered roller bearing (211), the second worm gear (205) is attached to the upper end of the central 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 central 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 gear (205) is meshed with a second worm (207). A second motor (210) is mounted on the connecting mount (203). The output shaft of the second motor (210) and the second worm (207) are connected via 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 non-circular hole is provided at the lower end, and a circular central through hole is provided in the middle part. 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 for the shaft (312), and a space adjustment plate (313). , and skeleton seal (315) Including, The front guide cap (302.2) and the rear guide cap (301) of the lower gearbox (302) form a support frame for the lower propeller (3); 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) via a third tapered roller bearing (306). 、 beforeThe propeller shaft (309) is attached to the horizontal space formed by the support frame via a fourth bearing pedestal (311), a fourth tapered roller bearing (317), and a fifth bearing pedestal (314). A bevel gear (310) is attached to the propeller shaft (309) and meshes with the bevel gear at the lower end of the gear shaft (305). A propeller (307) is attached to the right end of the propeller shaft (309) by a pin (308). The skeleton seal (315) is attached to the propeller shaft (309) through a propeller shaft seal seat (316) to ensure the sealing of the lower cavity (302.4) of the lower gearbox (302); The propeller shaft (309) is machined with two types of threads, left-handed and right-handed. The space adjusting plate (313) has a middle hole machined with two types of threads, one for left-handed rotation and one for right-handed rotation, and 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) at 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. the law of nature, By the rotation of the propeller shaft (309), the space adjusting plate (313) moves back and forth along the propeller shaft (309) to change the size of the space, whereby the lubricating oil is supplied to the first worm gear (105) and the first worm (106), and the second worm gear (205) and the second worm (207) via the gear shaft (305), the central inner shaft (206), and the upper shaft (104). .

[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 driving 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 driving 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 driving 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 outlet holes 104.1 at the upper end of the upper shaft 104 and the number of the first lower oil outlet holes 104.2 at the lower end are each four, and they are uniformly 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 all-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 central inner shaft 206 of the central 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 propeller 3, and the shape of the skeg is "wing-shaped."

[0018] More preferably, the lower propeller 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 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 applies a reaction force to the propeller, and the propeller 307 applies a pulling force to 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 all-rotation propeller, 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 via 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 of the inverter during operation. 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 control 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, and the first and second encoders are electrically connected to the PLC's high-speed counting module, and the first and second encoders detect the angular displacement and angular velocity of the first motor 109 and the second motor 210, respectively. The alarm device is an alarm light or buzzer, and 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 terminals of the inverter are 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 connected to the high-current input terminals of the first motor 109 and the second motor 210, respectively. The PLC's switching input / output module is electrically connected to the coils of the first relay and the second relay, and the PLC's switching input / output module controls the energization or de-energization of the coils of the first relay and the second relay.

[0022] In order to achieve the above object, the present invention is realized by adopting the third technical solution described below, which is a control method for a pull-type all-rotation 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 open. 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 rotated through the flexible transmission mechanism and the worm gear mechanism. The rotation of the upper shaft 104 rotates the middle inner shaft 206. The rotation of the middle inner shaft 206 rotates the gear shaft 305. The gear shaft 305 rotates and rotates the propeller shaft 309 through the bevel gear mechanism. The rotation of the propeller shaft 309 rotates the propeller 307, and the ship sails. 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 opens, and the normally open contact of the second relay closes. 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 central outer shaft 202 is rotated via the worm gear mechanism. The rotation of the central 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 with the rotation of the propeller shaft 309, the space adjusting plate 313 moves back and forth along the propeller shaft 309 to change the size of the space formed by the fourth bearing base 311, the space adjusting plate 313 and the lower cavity 302.4 of the lower gear box 302. The lubricating oil therein flows through the gear shaft 305, the through-hole in the middle of the middle inner shaft 206, and passes through the first lower oil outlet hole 104.2 and the second oil outlet hole 206.1 to the second The lubricating oil is injected onto the worm gear 205 and the second worm 207, thereby realizing lubrication and heat dissipation for 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 injected 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 for 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, then flows through the oil pipe connecting the first oil return hole 103.2 and the oil receiving groove of the second mounting base 204 to the oil receiving groove of the second mounting base 204 of the central connecting member 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, then flows 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 to the lower cavity 302.4 of the lower gearbox 302 to the lower cavity 302.4 of the gearbox 302 of the lower propeller, thereby realizing the reuse of the lubricating oil. [Effects of the Invention]

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

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

[0025] 2. The rear guide cap of the lower propeller is fitted with a streamlined skeg, which has an "airfoil" shape and can further improve the steering effect of the pull-type omni-rotating propeller.

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

[0027] 4. The middle outer shaft of the middle connecting member is mounted within the connecting mount via a second large tapered roller bearing, and the middle inner shaft is mounted within the middle outer shaft via a second small tapered roller bearing. The middle inner shaft rotates the rotating gear shaft to enable the ship to navigate, and the middle outer shaft rotates the lower propeller to change the direction of the ship's navigation. This "shaft mounted on the outer shaft" structure simplifies the mechanical structure, makes the propeller structure more compact, reduces manufacturing costs, and reduces navigation resistance.

[0028] 5. The thruster uses oil injection lubrication 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 control of two motors by one inverter. This reduces the hardware costs of the control system compared to the conventional method in which each motor is controlled by one inverter. [Brief explanation of the drawings]

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

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

[0032] 1 and 2, the pull-type full-rotation 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 the lower end of the upper shaft 104 of the upper driving member 1 is inserted into the intermediate cavity at the upper end 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 intermediate 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 sleeve 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 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 driving wheel 110 is attached to the output shaft of the first motor 109, and a first driven wheel 107 is attached to one end of the first worm 106. The first driving 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 (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. A blind hole with a closed upper end is drilled in the center of the upper shaft 104, and a cross-shaped first upper oil outlet hole 104.1 and a cross-shaped first lower oil outlet hole 104.2 are drilled at the upper and lower ends, 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 through the blind hole. Lubricating oil flows through the blind hole in the center of the upper shaft 104 under external pressure and is injected through the first upper oil outlet hole 104.1 to the first worm gear 105 and the first worm 106, thereby lubricating and cooling 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 middle 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 surface of the connecting mounting base 203, the central 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 central inner shaft 206 is mounted in the cavity of the central 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 central outer shaft 202, the second flange 201 is attached to the bottom surface of the central outer shaft 202 with screws, the second worm 207 is mounted to the worm mounting tube of the second mounting base 204 via a bearing cover and a tapered roller bearing, and the second worm gear 205 is meshed with the second worm 207, the second motor 210 is mounted on the upper mounting 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 central outer shaft 202 is rotated via the worm gear mechanism. The central inner shaft 206 has square holes at both ends, a circular through-hole at the center of its middle section, and a second oil outlet hole 206.1 around its upper end, penetrating the square holes. Under external pressure, lubricating oil flows through the circular through-hole of the central inner shaft 206 and is injected through the second oil outlet hole 206.1 onto the second worm gear 205 and the second worm 207, thereby achieving 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 mount 204 and finally flows through the second oil return hole 204.1 to the oil pipe and into 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 shaft spring retaining ring 312, a space adjustment plate 313, and a skeleton seal 315. A streamlined skeg is machined on the rear guide cap 301 and has an "airfoil" shape, which can further improve the steering effect of the pull-type omni-rotary 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 attached to the upper surface of the lower gearbox 302, and the lower end of the gear shaft 305 is a bevel gear. The upper end of the gear shaft 305 is square and has a through hole in its center. The gear shaft 305 is attached to the vertical hole 302.3 of the lower gearbox 302 via 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 rudder post 302.1 of the lower gearbox 302, and the rear guide cap 301 abuts against the front guide cap 302.2 of the lower gearbox 302. The front guide cap 302.2 of the lower gearbox 302 and the rear guide cap 301 form a support frame for 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 base 311, the fourth tapered roller bearing 317, and the fifth bearing base 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. A shaft spring retaining ring 312 is attached to the middle end of the propeller shaft 309. The propeller shaft 309 to the right of the shaft spring retaining ring 312 is machined with two types of left-handed threads, one for left rotation and one for right rotation. The middle hole of the space adjusting plate 313 is similarly machined with two types of left-handed threads, one for right rotation. The space adjusting plate 313 is attached to the propeller shaft 309 to the right of the shaft spring retaining ring 312. When the propeller shaft 309 rotates, the space adjusting plate 313 moves back and forth along the propeller shaft 309, changing the size of the space formed by the fourth bearing base 311, the space adjusting plate 313, and the lower cavity 302.4 of the lower gearbox 302. A skeleton seal 315 is attached to the propeller shaft 309 via a 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 a propeller 307 is attached to the right end of the propeller shaft 309 with 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 Figure 14, the propeller is arranged forward, and the propeller is located in front of the upright. During rotation, the propeller pushes the water backward along the V-shaped direction, and the water exerts a reaction force on the propeller, providing a driving force for the hull to sail.

[0039] As shown in Figure 15, the control system for the pull-type all-rotation 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 master computer's touch panel and the slave computer's PLC communicate via TCP / IP. The inverter is electrically connected to the PLC's switching I / O module and analog I / O module. The PLC's switching I / O module controls the start and stop of the inverter, and the PLC's analog I / O module controls the inverter's output frequency during operation. The first and second torque sensors are electrically connected to the PLC's analog I / O module, respectively, and detect the output torque of the first and second motors to determine their operating states. The first and second encoders are electrically connected to the PLC's high-speed counting module, respectively, and detect the angular displacement and angular velocity of the first and second motors, respectively. The alarm device is a warning light or buzzer, electrically connected to the analog I / O module, and 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 contacts of the first relay are closed and the normally open contacts of the second relay are open, 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 contacts of the first relay are open and the normally open contacts of the second relay are 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 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, reducing the hardware cost of the control system.

[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, and the ship is thereby able to sail. 2) When the output shaft of the second motor 210 rotates, the central outer shaft 202 is driven to rotate 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 is constantly rotating, and the space adjusting plate 313 moves back and forth along the propeller shaft 309 to change the size of the horizontal space formed by the fourth bearing base 311, the space adjusting plate 313 and the lower cavity 302.4 of the lower gear box 302. The lubricating oil therein is injected 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, thereby realizing 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 through the first oil return hole 103.2 into the oil receiving groove of the second mounting base 204 of the middle connecting member 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 through the second oil return hole 204.1 into the lower cavity 302.4 of the gearbox 302 of the lower propeller, thereby realizing the reuse of the lubricating oil. [Explanation of symbols]

[0041] 1 upper drive 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 sleeve, 104.1 First upper oil outlet hole, 104.2 First lower oil outlet 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 Second oil return hole, 206.1 Second oil outlet hole 301 rear guide cap, 302 lower gearbox, 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 Rudder Post, 302.2 Forward Diversion Cap, 302.2, 302.3 Vertical Hole, 302.4 Lower Cavity

Claims

1. A pull-type full-rotation propeller includes an upper driving member (1), a middle connecting member (2) and a lower propeller (3) connected in sequence; the lower propeller (3) is disposed in front of the support frame of the lower propeller (3) so that the propeller (307) pushes the water flow backward while rotating, and the water exerts a reaction force on the propeller and a pulling force on the hull; 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 upper end cavity 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 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 mount (102), a first mount (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 sleeve (103.3) with its axis tangent to the first oil receiving groove (103.1) on one side of the first oil receiving groove (103.1). The first mounting base (103) is attached to the top surface of the upper shaft mounting base (102) with screws, and the first flange (101) is attached to the bottom surface of the upper shaft mounting base (102) with 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). a first motor (109) attached to the upper surface of the first flange (101) and positioned 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 central blind hole with a closed upper end is provided in the center of the upper shaft (104); a first upper oil outlet hole (104.1) penetrating the blind hole is provided in the upper end of the upper shaft (104); a first lower oil outlet hole (104.2) penetrating the blind hole is provided in the lower end of the upper shaft (104); 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 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 aligned with the tangent 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 central outer shaft (202) is attached to the cavity of the connecting mounting base (203) via a second large tapered roller bearing (209), the central inner shaft (206) is attached to the cavity of the central outer shaft (202) via a second small tapered roller bearing (211), the second worm gear (205) is attached to the upper end of the central 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 central outer shaft (202) with a screw, the second worm (207) is attached to the worm mounting sleeve of the second mounting base (204) via a tapered roller bearing, and the second worm The gear (205) is meshed with a second worm (207). A second motor (210) is mounted on the connecting mount (203). The output shaft of the second motor (210) and the second worm (207) are connected via 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 non-circular hole is provided at the lower end, and a circular central through hole is provided in the middle part. 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 stand (311), a shaft spring retaining ring (312), a space adjustment plate (313), and a skeleton seal (315); The front guide cap (302.2) and the rear guide cap (301) of the lower gearbox (302) form a support frame for the lower propeller (3); 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, and the gear shaft (305) is attached to a vertical hole (302.3) of the lower gear box (302) via a third tapered roller bearing (306); The propeller shaft (309) is mounted in the horizontal space formed by the support frame via a fourth bearing stand (311), a fourth tapered roller bearing (317), and a fifth bearing stand (314). A bevel gear (310) is mounted on the propeller shaft (309) and meshes with the bevel gear at the lower end of the gear shaft (305). A propeller (307) is mounted on the right end of the propeller shaft (309) with a pin (308). The skeleton seal (315) is attached to the propeller shaft (309) through a propeller shaft seal seat (316) to ensure the sealing of the lower cavity (302.4) of the lower gearbox (302); The propeller shaft (309) is machined with two types of threads, left-handed and right-handed. The space adjusting plate (313) has an intermediate hole machined with two types of threads, one for left-handed rotation and one for right-handed rotation, and 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) at 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; The pull-type all-rotation propeller is characterized in that, as the propeller shaft (309) rotates, the space adjustment plate (313) moves back and forth along the propeller shaft (309) to change the size of the space, thereby supplying the lubricating oil to the first worm gear (105) and the first worm (106), and the second worm gear (205) and the second worm (207) via the gear shaft (305), the central inner shaft (206), and the upper shaft (104).

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 driving 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 driving 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 driving wheel (110) and the first driven wheel (107) 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 outlet holes (104.1) at the upper end of the upper shaft (104) and the number of the first lower oil outlet holes (104.2) at the lower end of the upper shaft (104) are each four, and they are uniformly distributed in the circumferential direction.

4. The pull-type all-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. 2. The pull-type all-rotary propeller according to claim 1, wherein the number of second oil discharge holes (206.1) penetrating the non-circular hole at the upper end of the central inner shaft (206) is four, and the holes are uniformly distributed in the circumferential direction.

6. 2. The pull-type all-rotation propeller according to claim 1, wherein the upper surface of the connecting 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 central inner shaft (206) of the central connecting member (2) matches the cross-sectional shape of the lower end of the upper shaft (104).

8. The pull-type all-rotating propeller according to claim 1, characterized in that a streamlined skeg is formed on the rear guide cap (301) of the lower propeller (3), and the shape of the skeg is an airfoil.

9. 2. The pull-type full-rotation propeller according to claim 1, wherein 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 adjusting plate (313), and the lower cavity (302.4) of the lower gearbox (302) via an oil pipe.

10. The motor 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 via 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 of the inverter during operation. 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. the first and second encoders 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, and the alarm device is electrically connected to the digital input / output module, so that 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 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 connected to the high-current input terminals of the first motor and the second motor, respectively; 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.

11. 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 and rotationally drives 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 central outer shaft (202) is rotated via the worm gear mechanism. The rotation of the central 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 adjusting 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 adjusting plate (313) and the lower cavity (302.4) of the lower gear box (302). The lubricating oil therein flows through the gear shaft (305), the through-hole in the middle of the central inner shaft (206), and then flows through the first lower oil outlet hole (104.2) and the second oil outlet hole (206.1) to the second The lubricating oil is injected 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 part of the central inner shaft (206) and the blind hole in the middle part of the upper shaft (104), and is injected 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 mount (103), then flows through the oil pipe connecting the first oil return hole (103.2) and the oil receiving groove of the second mount (204) of the central connecting member (2) into the oil receiving groove of the second mount (204), and lubricates the second worm gear (205) and the second worm (207).

11. The control method for a pull-type all-rotation propeller control system according to claim 10, wherein the oil flows into the oil receiving groove of the second mount (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 mount (204) and the lower cavity (302.4) of the lower gearbox (302), thereby realizing the reuse of lubricating oil.

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