CN109281926B - Vibration reduction thrust bearing with hydrostatic thrust self-balancing function - Google Patents
Vibration reduction thrust bearing with hydrostatic thrust self-balancing function Download PDFInfo
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- CN109281926B CN109281926B CN201811343052.3A CN201811343052A CN109281926B CN 109281926 B CN109281926 B CN 109281926B CN 201811343052 A CN201811343052 A CN 201811343052A CN 109281926 B CN109281926 B CN 109281926B
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
- F16C17/00—Sliding-contact bearings for exclusively rotary movement
- F16C17/04—Sliding-contact bearings for exclusively rotary movement for axial load only
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
- F16C33/00—Parts of bearings; Special methods for making bearings or parts thereof
- F16C33/02—Parts of sliding-contact bearings
- F16C33/04—Brasses; Bushes; Linings
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Support Of The Bearing (AREA)
- Sliding-Contact Bearings (AREA)
- Vibration Prevention Devices (AREA)
Abstract
The invention discloses a vibration reduction thrust bearing with a hydrostatic thrust self-balancing function, wherein two parts of parallel structures are arranged in the bearing to bear and balance thrust together; the front vehicle end and the back vehicle end are respectively provided with a plurality of damping cylinders, and the damping cylinders at the front vehicle end are connected with a seawater pressure compensator outside the shell through hydraulic pipelines; a lubricating oil inlet and outlet are formed in the upper part and the lower part of the shell at one end of the damping cylinder at the front vehicle end, and the thrust bearing realizes the input and output of the lubricating oil according to the pressure of seawater; hydraulic oil in the damping cylinder cavity at the reversing end is directly communicated with lubricating oil in the damping thrust bearing cavity, and seawater pressure is not transmitted. The invention reduces the natural frequency of longitudinal vibration of the shafting, plays a good role in vibration isolation for the vibration of the paddle shaft system in the forward and reverse full rotating speed range, and is particularly suitable for the propulsion shafting for the submersible vehicle.
Description
Technical Field
The invention relates to a thrust bearing of a submersible vehicle main shaft system, in particular to a vibration reduction thrust bearing with a hydrostatic thrust self-balancing function.
Background
The thrust bearing is an important device of a submersible propulsion system, transmits torque in the forward and reverse directions of a shafting to the propeller, transmits thrust and tension generated by the propeller to a ship body, and pushes the submersible to sail. When the propeller rotates in an uneven flow field, a certain alternating component exists in the thrust generated by the propeller to form a longitudinal exciting force, a certain excitation is generated on a shaft system, and the excitation is transmitted to a ship body through a thrust bearing to cause the vibration of the ship body and cause noise, so that the vibration control of the propeller shaft system is always the key point of noise control of the submersible vehicle.
The shafting longitudinal vibration control is generally characterized in that vibration reduction equipment is arranged in a vibration transmission path, and the transmission of longitudinal vibration caused by propeller excitation force to a hull structure through the shafting is controlled. A vibration reduction element is arranged between bearing parts inside the thrust bearing, and is one of important measures for reducing vibration and noise of the conventional shafting.
However, the design of longitudinal vibration control of the shafting has certain design disadvantages: in order to ensure the longitudinal vibration damping effect of the propeller shaft system, the vibration damping element in the design must have lower compression rigidity, but because the vibration damping element is arranged between the force bearing parts, huge static load force needs to be borne while vibration is isolated. The large load and the low rigidity bring great difficulty to the vibration reduction element in the aspects of bearing performance, use reliability and the like, and the axial displacement of a propeller shaft system under the thrust load is also greatly increased, so that the use safety of equipment such as a propeller, a sealing device, a bearing, a coupling and the like is endangered. Therefore, the conventional shafting longitudinal vibration reduction technology can only be used in shallow sea low-speed working conditions, and the effective action range of the vibration reduction technology is greatly reduced.
Disclosure of Invention
The invention aims to solve the technical problems that the shafting longitudinal vibration reduction technology of a propeller shaft system in seawater has the technical characteristics of large load and low rigidity, so that the vibration reduction element brings great difficulty in the aspects of bearing performance, use reliability and the like, the shafting displacement is greatly increased, and the use safety of equipment such as a propeller, a sealing device, a bearing, a coupling and the like is endangered, so that the shafting longitudinal vibration reduction technology can be limited to be used only in a limited thrust range, and the effective use range of the vibration reduction technology is greatly reduced.
Aiming at the technical problems, the invention adopts the following technical scheme:
a vibration reduction thrust bearing with a hydrostatic thrust self-balancing function comprises a bearing shell and a thrust shaft, wherein the thrust shaft penetrates through the center line of the shell, and two ends of the thrust shaft are positioned outside the shell; the thrust balancing device is characterized in that two parts of parallel structures are arranged in the bearing to bear and balance thrust together;
the middle part of the thrust shaft is provided with a thrust disc, two sides of the thrust disc are divided into a front vehicle end and a back vehicle end, the front vehicle end and the back vehicle end are respectively provided with a plurality of vibration reduction cylinders, and the vibration reduction cylinders at the front vehicle end are connected with a seawater pressure compensator at the outer side of the shell through hydraulic pipelines;
the upper part and the lower part of a shell at one end of the front vehicle-end vibration damping cylinder are provided with lubricating oil inlets and outlets, the seawater pressure at the cabin penetrating position at the tail part of the shafting is transmitted to the front vehicle-end vibration damping cylinder through a seawater pressure compensator, the upper part and the lower part of the shell at one end of the front vehicle-end vibration damping cylinder are provided with lubricating oil inlets and outlets, and a thrust bearing realizes the input and output of lubricating oil according to the; hydraulic oil in the damping cylinder cavity at the reversing end is directly communicated with lubricating oil in the damping thrust bearing cavity, and seawater pressure is not transmitted.
Furthermore, the damping cylinder is of a spring damping piston structure formed by a piston, a spring, a piston cylinder and a cover plate, and the spring is arranged between the piston and the pressure plate along the linear compression direction; the piston of the vibration damping cylinder is axially parallel to the thrust shaft.
Furthermore, the sum of the sectional areas of the parts of the piston structures in the main damping cylinder, which bear the seawater pressure, is consistent with the sectional area of the shafting cabin penetrating part.
Furthermore, the seawater pressure compensator comprises a left cylinder body and a right cylinder body which are mutually connected and buckled, and a diaphragm is arranged between the left cylinder body and the right cylinder body at the joint of the left cylinder body and the right cylinder body; and hydraulic oil is filled between the piston of the damping cylinder at the front vehicle end and a diaphragm of the seawater pressure compensator through a hydraulic pipeline, and the diaphragm is communicated with the outer side of the right cylinder body and the extra-cabin seawater system.
Furthermore, a damping peripheral structure is formed by a thrust block, a supporting static ring and a supporting bearing bush in the front vehicle end and the back vehicle end to accommodate the damping cylinder; the thrust blocks are respectively arranged at two sides of a thrust disc of the thrust shaft and arranged against the thrust disc, and the inner sides of the thrust blocks are respectively supported by vibration reduction cylinders at respective sides; the supporting static ring is arranged in the shell and is tightly attached to the inner wall of the shell, the supporting bearing bush is arranged in an inner hole of the supporting static ring, and a thrust shaft is arranged in the supporting bearing bush; and a damping cylinder is arranged in a space between the inner wall of the outer hole of the support static ring and the outer wall of the support bearing bush.
Furthermore, a plurality of thrust blocks and a plurality of damping cylinders are correspondingly arranged in the forward end and the backward end; and at each end, a plurality of vibration reduction cylinders are uniformly distributed along the circumferential direction of the axial lead of the thrust shaft.
Furthermore, the thrust block at the front vehicle end, the damping cylinder at the front vehicle end, the thrust block at the reverse vehicle end and the damping cylinder for reversing all consist of eight blocks.
Furthermore, end face oil seals are installed at two ends of the shell.
The invention provides a vibration reduction thrust bearing with a hydrostatic thrust self-balancing function, which is mainly arranged on a main thrust shaft system of a submersible vehicle shaft system, is used for transmitting propeller thrust to a ship body and pushing the submersible vehicle to advance, and is also used for reducing the transmission of dynamic excitation force of a propeller to the ship body structure and reducing the vibration noise of the ship body structure.
The principle of the invention is as follows: the thrust borne by a deep submersible vehicle shaft system mainly comprises two parts: the marine pressure outside the cabin extrudes hydrostatic thrust brought by the cabin-penetrating section of the shafting, and 2 the propeller rotates to apply dynamic thrust to the shafting. According to this atress characteristic of shafting, thrust bearing is inside to set up two parts parallel structure and bears thrust jointly: 1, a piston cylinder structure is arranged, outboard seawater pressure is introduced, and reverse hydrostatic thrust is generated to offset the hydrostatic thrust on an underwater shafting; 2, a vibration damping element is arranged to receive the dynamic thrust generated by the rotation of the propeller and damp the vibration generated by the alternating component in the dynamic thrust.
Because the sum of partial sectional areas of the piston structures in the forward damping cylinder 6, which bear seawater pressure, is consistent with the sectional area of the shaft system cabin penetrating part, and hydrostatic thrust exerted on the shaft system and the bearing by the seawater pressure in the same water pressure state is consistent, the shaft system keeps self-balance under the hydrostatic thrust in the positive direction and the negative direction, the damping element does not bear the hydrostatic thrust, and the effective damping range of the thrust bearing is not limited by the submergence depth of the submersible vehicle.
The inner diaphragm of the seawater pressure compensator can directly transmit the outboard seawater pressure while isolating two media of seawater and hydraulic oil, so that the pressure in the cavity of the front vehicle damping cylinder is basically consistent with the seawater pressure at the cabin penetrating position at the tail part of the shafting, and the consistency of hydrostatic thrust borne by two ends of the shafting can be ensured.
And thirdly, a vibration damping spring arranged in the vibration damping cylinder plays a good vibration isolation role in the vibration of the propeller shaft system in the forward and reverse full rotating speed range. The damping spring applies pretightening force when being installed, has stable rigidity within the dynamic thrust range of the propeller and high reliability, and does not have the rigidity creep phenomenon after being used for a long time.
Damping thrust bearing with hydrostatic thrust self-balancing function, its characterized in that: hydraulic oil in a cavity of the reversing vibration-damping cylinder is directly communicated with lubricating oil in a cavity of the thrust bearing, outboard seawater pressure is not transmitted, a compression spring in the cavity of the reversing vibration-damping cylinder directly bears the reversing pulling force of the shafting, and shafting vibration under the condition of reversing is attenuated to be transmitted to a hull structure through the thrust bearing.
Compared with the prior art, the invention has the beneficial effects that: 1. a damping cylinder is arranged in the thrust bearing, outboard seawater pressure is introduced, so that hydrostatic pressure and shafting hydrostatic thrust are self-balanced, a damping spring does not bear hydrostatic thrust compression any more, and the effective damping range of the damping thrust bearing extends to full depth; 2. the spiral spring is selected as the vibration reduction element, the rigidity is stable within the dynamic thrust range of the propeller, the reliability is high, and the rigidity creep phenomenon can not occur after long-time use. 3. The forward and reverse ends are provided with the damping springs, so that the vibration exciting frequency of the propeller and the inherent frequency ratio of the shafting are increased, the longitudinal vibration inherent frequency of the shafting is reduced, and the vibration isolation effect on the forward and reverse full-rotating-speed range vibration of the propeller shaft system is good.
Drawings
Fig. 1 is a schematic structural diagram of the vibration reduction thrust bearing with the hydrostatic thrust self-balancing function.
Fig. 2 is a schematic structural view of the forward vibration damping cylinder 6 in fig. 1 (the other side corresponds to this, and is not separately shown).
Fig. 3 is a schematic structural diagram of the seawater pressure compensator in fig. 1.
Detailed Description
The invention is further described with reference to the accompanying drawings and examples, and the invention is further described with reference to the accompanying drawings, in which figure 1 ~ figure 3 shows a detailed embodiment of the invention.
The invention discloses a vibration reduction thrust bearing with a hydrostatic thrust self-balancing function, which is arranged on a main propulsion shaft system, and comprises a thrust shaft 1, a shell 2, a reversing vibration reduction cylinder 3, a thrust block 4, a support static ring 5, a forward vibration reduction cylinder 6, a support bearing bush 7, a hydraulic pipeline 8, a seawater pressure compensator 9, an end face oil seal and the like. The method is applied to self-balancing in the running process of the propeller shaft system.
The arrangement relationship of each part is shown in the attached figure 1: the thrust shaft 1 penetrates through the center of the shell 2 along the center line of the shell, two ends of the thrust shaft 1 are positioned outside the shell 2, the middle part of the thrust shaft 1 is provided with a thrust disc 1.1, and the disc surface of the thrust disc 1.1 is vertical to the center line of the shell; in the shell 2, two sides of a thrust disc 1.1 are divided into a forward end and a reverse end, and a damping structure is formed by a thrust block 4, a support static ring 5 and a support bearing bush 7 in the forward end and the reverse end to accommodate a damping cylinder; the thrust blocks 4 are respectively arranged at two sides of a thrust disc 1.1 of the thrust shaft 1 and arranged back to the thrust disc 1.1, and the inner sides of the thrust blocks 4 are respectively supported by damping cylinders (a reverse damping cylinder 3 and a forward damping cylinder 6) at respective sides; the supporting static ring 5 is arranged in the shell 2 and is arranged close to the inner wall of the shell 2, the supporting bearing bush 7 is arranged in an inner hole of the supporting static ring 5, and the thrust shaft 1 is arranged in the supporting bearing bush 7; between the inner wall of the outer hole of the supporting static ring 5 and the outer wall of the supporting bearing bush 7, a reversing damping cylinder 3 and a forward damping cylinder 6 are respectively arranged in the supporting static ring 5 at the reversing end and the forward end; the thrust block 4 at the forward end and the forward vibration damping cylinder 6, the thrust block 4 at the reverse end and the reverse vibration damping cylinder 3 are all composed of eight blocks and are uniformly distributed along the circumferential direction of the axis; two ends of the shell 2 are provided with end face oil seals, and the forward damping cylinder 6 is connected with a seawater pressure compensator 9 on the outer side of the shell 2 through a hydraulic pipeline 8; and the upper part and the lower part of the shell 2 are provided with lubricating oil inlets and outlets for inputting and outputting lubricating oil of the thrust bearing.
As shown in fig. 2, the forward damping cylinder 6 includes a piston 10, a spring 11, a piston cylinder 12, a cover plate 13, and the like, and the spring 11 is disposed between the piston 10 and the pressure plate 13. As shown in fig. 3, the seawater pressure compensator 9 includes a left cylinder 14, a right cylinder 16, a diaphragm 15, and the like, and the diaphragm 15 is installed between the cylinders 14 and 16.
Hydraulic oil is filled between a piston 10 of the main damping cylinder 6 and a diaphragm 15 of the seawater pressure compensator 9 through a hydraulic pipeline 8, and the diaphragm 15 is communicated with the outside of a right cylinder body 16 and an extra-cabin seawater system. The communication state can ensure that the hydraulic oil pressure on one side of the piston 10 of the main damping cylinder 6 is consistent with the seawater pressure outside the cabin, and the hydrostatic thrust generated by the hydraulic oil pressure is transmitted to the thrust block 4 through the piston 10 and then transmitted to the shafting through the thrust shaft 1 to offset the hydrostatic thrust born by the shafting. Namely, the hydrostatic thrust value of the shafting is the area of the cabin penetrating part multiplied by the seawater pressure outside.
The reverse vibration damping cylinder 3 is directly communicated with the lubricating oil in the thrust bearing cavity, the outboard seawater pressure is not transmitted, and the vibration damping spring 11 of the reverse vibration damping cylinder 3 bears the reverse thrust of the propeller shaft system and attenuates the vibration component of the reverse thrust.
The dynamic propulsive force generated in the running process of the propeller shaft system is transmitted to the piston 10 through the thrust shaft and the thrust block, and then transmitted to the shell through the spring 11, and further transmitted to the ship body structure. The dynamic propelling force can attenuate the pulsating force of the spring 11 in the transmission process, and the transmission of the vibration of the propeller shaft system to the ship structure is isolated.
Claims (8)
1. A vibration reduction thrust bearing with a hydrostatic thrust self-balancing function comprises a bearing shell and a thrust shaft, wherein the thrust shaft penetrates through the center line of the shell, and two ends of the thrust shaft are positioned outside the shell; the thrust balancing device is characterized in that two parts of parallel structures are arranged in the bearing to bear and balance thrust together;
the middle part of the thrust shaft is provided with a thrust disc, two sides of the thrust disc are divided into a front vehicle end and a back vehicle end, the front vehicle end and the back vehicle end are respectively provided with a plurality of vibration reduction cylinders, and the vibration reduction cylinders at the front vehicle end are connected with a seawater pressure compensator at the outer side of the shell through hydraulic pipelines;
a lubricating oil inlet and a lubricating oil outlet are formed in the upper part and the lower part of a shell at one end of the front vehicle-end vibration damping cylinder, the seawater pressure at the cabin penetrating position at the tail part of the shafting is transmitted to the front vehicle-end vibration damping cylinder through a seawater pressure compensator, and the thrust bearing realizes the input and output of the lubricating oil according to the seawater pressure; hydraulic oil in the damping cylinder cavity at the reversing end is directly communicated with lubricating oil in the damping thrust bearing cavity, and seawater pressure is not transmitted.
2. The damped thrust bearing with hydrostatic thrust self-balancing functionality of claim 1, wherein: the damping cylinder is of a spring damping piston structure formed by a piston, a spring, a piston cylinder and a cover plate, and the spring is arranged between the piston and the pressing plate along the linear compression direction; the piston of the vibration damping cylinder is axially parallel to the thrust shaft.
3. The damped thrust bearing with hydrostatic thrust self-balancing functionality of claim 1, wherein: the sum of the sectional areas of the parts of the piston structures in the main damping cylinder, which bear the seawater pressure, is consistent with the sectional area of the shaft system cabin penetrating part.
4. The damped thrust bearing with hydrostatic thrust self-balancing functionality of claim 1, wherein: the seawater pressure compensator comprises a left cylinder body and a right cylinder body which are mutually connected and buckled, and a diaphragm is arranged between the left cylinder body and the right cylinder body at the joint of the left cylinder body and the right cylinder body; and hydraulic oil is filled between the piston of the damping cylinder at the front vehicle end and a diaphragm of the seawater pressure compensator through a hydraulic pipeline, and the diaphragm is communicated with the outer side of the right cylinder body and the extra-cabin seawater system.
5. The damped thrust bearing with hydrostatic thrust self-balancing functionality of claim 1, wherein: in the front vehicle end and the back vehicle end, a damping peripheral structure is formed by a thrust block, a supporting static ring and a supporting bearing bush to accommodate the damping cylinder; the thrust blocks are respectively arranged at two sides of a thrust disc of the thrust shaft and arranged against the thrust disc, and the inner sides of the thrust blocks are respectively supported by vibration reduction cylinders at respective sides; the supporting static ring is arranged in the shell and is tightly attached to the inner wall of the shell, the supporting bearing bush is arranged in an inner hole of the supporting static ring, and a thrust shaft is arranged in the supporting bearing bush; and a damping cylinder is arranged in a space between the inner wall of the outer hole of the support static ring and the outer wall of the support bearing bush.
6. The damped thrust bearing with hydrostatic thrust self-balancing functionality of claim 1, wherein: a plurality of thrust blocks and a plurality of damping cylinders are correspondingly arranged in the forward end and the backward end; and at each end, a plurality of vibration reduction cylinders are uniformly distributed along the circumferential direction of the axial lead of the thrust shaft.
7. The damped thrust bearing with hydrostatic thrust self-balancing functionality of claim 1, wherein: the thrust block at the front vehicle end, the damping cylinder at the front vehicle end, the thrust block at the reverse vehicle end and the damping cylinder for reversing are all composed of eight blocks.
8. The damped thrust bearing with hydrostatic thrust self-balancing functionality of claim 1, wherein: end face oil seals are arranged at two ends of the shell.
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| Application Number | Priority Date | Filing Date | Title |
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| CN201811343052.3A CN109281926B (en) | 2018-11-13 | 2018-11-13 | Vibration reduction thrust bearing with hydrostatic thrust self-balancing function |
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| Application Number | Priority Date | Filing Date | Title |
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| CN201811343052.3A CN109281926B (en) | 2018-11-13 | 2018-11-13 | Vibration reduction thrust bearing with hydrostatic thrust self-balancing function |
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| CN109281926A CN109281926A (en) | 2019-01-29 |
| CN109281926B true CN109281926B (en) | 2020-01-14 |
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Families Citing this family (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN211308938U (en) * | 2019-07-19 | 2020-08-21 | 中国船舶重工集团公司第七一九研究所 | Ship shafting thrust transmission device |
| CN111442051A (en) * | 2020-04-24 | 2020-07-24 | 中国舰船研究设计中心 | Active thrust balance type shafting longitudinal vibration damper |
| CN113107971A (en) * | 2021-05-06 | 2021-07-13 | 东台市远洋船舶配件有限公司 | Thrust bearing with vibration-damping piston |
| CN113386939B (en) * | 2021-06-24 | 2022-06-28 | 中国舰船研究设计中心 | Thrust bearing device with compact structure |
| CN113494525B (en) * | 2021-07-22 | 2023-02-03 | 中国船舶集团有限公司第七一一研究所 | Thrust bearing |
| CN113653764A (en) * | 2021-07-27 | 2021-11-16 | 中国舰船研究设计中心 | Damping thrust bearing based on hydraulic servo control |
| CN114112395B (en) * | 2021-12-21 | 2023-03-31 | 上海交通大学 | Multi-working-condition vibration-damping loading thrust sliding bearing test bed |
| CN114810883B (en) * | 2022-04-28 | 2024-04-26 | 中国舰船研究设计中心 | Thrust bearing vibration reduction structure with double springs and double-side parallel support |
| CN115076222B (en) * | 2022-06-29 | 2024-04-12 | 中国舰船研究设计中心 | Thrust bearing longitudinal vibration damper with decoupling thrust and supporting function |
Family Cites Families (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2880718B2 (en) * | 1988-12-21 | 1999-04-12 | カヤバ工業株式会社 | Hydraulic thrust bearing |
| RU2104606C1 (en) * | 1994-06-24 | 1998-02-10 | Иван Дмитриевич Сизов | Electric drive |
| DE102006009859A1 (en) * | 2006-03-03 | 2007-09-06 | Renk Ag | camp |
| CN201301899Y (en) * | 2008-09-18 | 2009-09-02 | 中国船舶重工集团公司第七一九研究所 | Plane lath type water lubrication composite material stern bearing |
| CN102267556A (en) * | 2011-05-01 | 2011-12-07 | 浙江大学 | Ship propelling device employing hydraulic thrust bearing |
| CN102269218B (en) * | 2011-07-19 | 2013-04-17 | 华中科技大学 | Thrust bearing resonant converter for marine |
| CN202170929U (en) * | 2011-07-19 | 2012-03-21 | 华中科技大学 | Resonance converter for marine thrust bearing |
| CN204985330U (en) * | 2015-07-29 | 2016-01-20 | 中国舰船研究设计中心 | Mechanical type damping thrust bearing |
| CN107575467A (en) * | 2017-09-22 | 2018-01-12 | 中国船舶重工集团公司第七〇九研究所 | A kind of active frequency modulation hydraulic damping vibration damping thrust bearing |
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