CN112061359A - Steering oar propulsion system and ship - Google Patents
Steering oar propulsion system and ship Download PDFInfo
- Publication number
- CN112061359A CN112061359A CN202010937026.4A CN202010937026A CN112061359A CN 112061359 A CN112061359 A CN 112061359A CN 202010937026 A CN202010937026 A CN 202010937026A CN 112061359 A CN112061359 A CN 112061359A
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- gear
- shaft
- clutch
- propulsion system
- bevel gear
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H23/00—Transmitting power from propulsion power plant to propulsive elements
- B63H23/02—Transmitting power from propulsion power plant to propulsive elements with mechanical gearing
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H23/00—Transmitting power from propulsion power plant to propulsive elements
- B63H23/30—Transmitting power from propulsion power plant to propulsive elements characterised by use of clutches
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
- B63H25/42—Steering or dynamic anchoring by propulsive elements; Steering or dynamic anchoring by propellers used therefor only; Steering or dynamic anchoring by rudders carrying propellers
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H23/00—Transmitting power from propulsion power plant to propulsive elements
- B63H23/02—Transmitting power from propulsion power plant to propulsive elements with mechanical gearing
- B63H2023/0258—Transmitting power from propulsion power plant to propulsive elements with mechanical gearing comprising gearings with variable gear ratio, other than reversing drives or trolling drives
- B63H2023/0266—Transmitting power from propulsion power plant to propulsive elements with mechanical gearing comprising gearings with variable gear ratio, other than reversing drives or trolling drives comprising gearings with automatically variable gear ratio, other than continuously variable transmissions or trolling drives
Abstract
The invention relates to the field of ships and discloses a rudder propeller propulsion system and a ship. The steering oar propulsion system comprises a driving piece, a transmission shaft structure and a steering oar assembly which are sequentially connected, the steering oar assembly comprises a speed change mechanism and paddles, the speed change mechanism comprises an input shaft, an output shaft, a gear box and a clutch group, the input shaft is connected with the transmission shaft structure, the output shaft is connected with the paddles, and the rotating speed ratio of the output shaft and the input shaft is adjusted through the matching of the gear box and the clutch group. The ship comprises the rudder propeller propulsion system. The rudder propeller propulsion system and the ship provided by the invention realize the output of various rotating speeds of the blades, can meet the requirements of maximum towing force and maximum navigation speed under various working conditions such as towing, navigation and the like, and have the advantages of low fuel consumption rate and consumption, high navigation speed, time and cost saving, compact structure, light weight and reduced ship space occupation.
Description
Technical Field
The invention relates to the field of ships, in particular to a rudder propeller propulsion system and a ship.
Background
At present, high-technology ships are developing towards large-scale, high-ice regions, intellectualization, energy conservation, environmental protection, multi-working condition requirements and the like. The rudder propeller is used as a key core device for main propulsion and dynamic positioning of a high-technology ship, the usability, reliability and economy of the ship are directly influenced by the performance of the rudder propeller, and the rudder propeller is developed towards the direction of high power, high ice level, integration, intellectualization, energy conservation, environmental protection and adaptation to the requirements of multiple working conditions along with the development of the high-technology ship.
At present, a single-speed ratio structure is mostly adopted for driving a fixed-pitch rudder propeller of a ship, if the fixed-pitch rudder propeller is required to meet the requirements of multiple working conditions of a high-technology ship, technical parameters such as thrust, navigational speed and the like are required to be optimal, but the blade design of the conventional single-speed ratio fixed-pitch rudder propeller takes towing force or navigational speed as the optimal design, so that the ship can meet the requirements of maximum towing force or maximum navigational speed only under one working condition of towing or navigation, and the requirements cannot be met at the same time.
Disclosure of Invention
Based on the above problems, the present invention aims to provide a rudder propeller propulsion system and a ship, which can output various rotating speeds of blades, and can meet the requirements of maximum towing force and maximum sailing speed under various working conditions such as towing and sailing.
In order to achieve the purpose, the invention adopts the following technical scheme:
the utility model provides a rudder oar propulsion system, is including driving piece, transmission shaft structure and the rudder oar assembly that connects gradually, the rudder oar assembly includes speed change mechanism and paddle, speed change mechanism includes input shaft, output shaft, gear box and clutch group, the input shaft with transmission shaft structural connection, the output shaft with the paddle is connected, through the gear box with the cooperation of clutch group is adjusted the output shaft with the rotational speed ratio of input shaft.
As a preferable aspect of the rudder propeller propulsion system of the present invention, the gear box includes a first gear, a second gear, and a third gear, the first gear is connected to the input shaft, and the first gear is selectively engaged with the second gear or the third gear.
As a preferable aspect of the rudder propeller propulsion system according to the present invention, the clutch set includes a first clutch, a second clutch, and a third clutch, the first clutch is coaxially connected to the first gear, the second clutch is coaxially connected to the second gear, the third clutch is coaxially connected to the third gear, the output shaft is selectively connected to the first clutch, and the second clutch and the third clutch are selectively connected to the output shaft through a housing gear of the first clutch.
As a preferable scheme of the rudder propeller propulsion system of the present invention, the rotation axis of the blade is parallel to and spaced from the axis of the output shaft, and the rudder propeller assembly further includes a transmission mechanism disposed between the output shaft and the blade, for transmitting the power of the output shaft to the blade.
As a preferable scheme of the rudder propeller propulsion system of the present invention, the transmission mechanism includes a first bevel gear, a second bevel gear, a connecting shaft, a third bevel gear, and a fourth bevel gear, the first bevel gear is connected to the output shaft, the first bevel gear is engaged with the second bevel gear, the second bevel gear is connected to the third bevel gear through the connecting shaft, the third bevel gear is engaged with the fourth bevel gear, and the fourth bevel gear is connected to the blades.
As a preferable aspect of the rudder propeller propulsion system of the present invention, the blade is connected to a propeller shaft, and the propeller shaft is connected to the fourth bevel gear.
As a preferable aspect of the rudder propeller propulsion system of the present invention, the propeller shaft structure includes a stub shaft assembly connected to the driving member by a high elastic coupling.
As a preferable scheme of the rudder propeller propulsion system of the present invention, the transmission shaft structure further includes a long shaft assembly, one end of the long shaft assembly is connected to the short shaft assembly through a first universal coupling, and the other end of the long shaft assembly is connected to the input shaft through a second universal coupling.
As a preferable aspect of the rudder propeller propulsion system of the present invention, the driving member includes a diesel engine or a hybrid engine.
A ship comprising the rudder propeller propulsion system.
The invention has the beneficial effects that:
according to the rudder propeller propulsion system and the ship, the driving force of a driving piece (such as a diesel engine) is transmitted to the input shaft of the speed change mechanism in the rudder propeller assembly through the transmission shaft structure, the rotating speed ratio of the output shaft and the input shaft of the speed change mechanism is adjusted through the matching of the gear box and the clutch group, the output shaft transmits the power to the blades, so that the output of various rotating speeds of the blades is realized, the ship can meet multiple requirements such as maximum towing force and maximum sailing speed under various working conditions such as towing and sailing, the requirements of multiple working conditions can be better met, the ship can reach the fastest sailing speed or the maximum thrust under different working conditions, the fuel consumption rate and the consumption are low, the sailing speed is high, the time cost is saved, the structure is compact, the weight is light, and the space.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the description of the embodiments of the present invention will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the contents of the embodiments of the present invention and the drawings without creative efforts.
FIG. 1 is a schematic structural diagram of a rudder propeller propulsion system according to an embodiment of the present invention;
fig. 2 is a schematic structural diagram of a rudder propeller assembly in a rudder propeller propulsion system according to an embodiment of the present invention.
In the figure:
1-a driving member; 2-a short shaft assembly; 3-a long shaft assembly; 4-a rudder propeller assembly; 5-high elastic shaft coupling; 6-a first universal coupling; 7-a second universal coupling;
41-a speed change mechanism; 42-a transmission mechanism; 43-a paddle;
411-input shaft; 412-an output shaft; 413-a gearbox; 414-clutch group;
4131-first gear; 4132-second gear; 4133-third gear;
4141-first clutch; 4142-second clutch; 4143 — third clutch;
421-a first bevel gear; 422-second bevel gear; 423-connecting shaft; 424-third bevel gear; 425-a fourth bevel gear;
431-propeller shaft.
Detailed Description
In order to make the technical problems solved, technical solutions adopted and technical effects achieved by the present invention clearer, the technical solutions of the embodiments of the present invention will be described in further detail below with reference to the accompanying drawings, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and the like are used for descriptive purposes only and are not to be construed as indicating or implying relative importance. Wherein the terms "first position" and "second position" are two different positions.
In the description of the present invention, it should be noted that unless otherwise explicitly stated or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection or a removable connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
As shown in fig. 1, the present embodiment provides a rudder propeller propulsion system, which includes a driving member 1, a transmission shaft structure and a rudder propeller assembly 4 connected in sequence, where the rudder propeller assembly 4 includes a speed change mechanism 41 and a paddle 43, the speed change mechanism 41 includes an input shaft 411, an output shaft 412, a gear box 413 and a clutch group 414, the input shaft 411 is connected with the transmission shaft structure, the output shaft 412 is connected with the paddle 43, and a rotation speed ratio between the output shaft 412 and the input shaft 411 is adjusted through cooperation of the gear box 413 and the clutch group 414.
The driving force of a driving piece 1 (such as a diesel engine) is transmitted to an input shaft 411 of a speed change mechanism 41 in a rudder propeller assembly 4 through a transmission shaft structure, the rotating speed ratio of an output shaft 412 of the speed change mechanism 41 to the input shaft 411 is adjusted through the matching of a gear box 413 and a clutch group 414, the output shaft 412 transmits power to a paddle 43, and multiple rotating speed outputs of the paddle 43 are realized.
As shown in fig. 2, optionally, the gear box 413 comprises a first gear 4131, a second gear 4132 and a third gear 4133, the first gear 4131 is connected with the input shaft 411, and the first gear 4131 is selectively meshed with the second gear 4132 or the third gear 4133. In the present embodiment, the gear ratio of the second gear 4132 to the first gear 4131 is lower than the gear ratio of the third gear 4133 to the first gear 4131. When the gear box 413 is required to output the normal rotating speed, the first gear 4131 can directly output the normal rotating speed; when the gear box 413 is required to output high rotating speed, the second gear 4132 can output high rotating speed through the meshing of the first gear 4131 and the second gear 4132; when it is required that the gear box 413 outputs a low rotation speed, the third gear 4133 outputs a low rotation speed by the engagement of the first gear 4131 and the third gear 4133.
Alternatively, the clutch pack 414 includes a first clutch 4141, a second clutch 4142, and a third clutch 4143, the first clutch 4141 being coaxially coupled with the first gear 4131, the second clutch 4142 being coaxially coupled with the second gear 4132, the third clutch 4143 being coaxially coupled with the third gear 4133, the output shaft 412 being selectively coupled with the first clutch 4141, the second clutch 4142 and the third clutch 4143 being selectively coupled with the output shaft 412 through the housing gear of the first clutch 4141. When the clutch group 414 is required to output a normal rotating speed, the first clutch 4141 is engaged, the second clutch 4142 and the third clutch 4143 are not engaged, and power is transmitted to the input coupler, the input shaft 411, the first clutch 4141 and the output shaft 412 in sequence and finally transmitted to the blades 43 through the transmission mechanism 42; when the clutch group 414 is required to output high speed, the second clutch 4142 is engaged, the first clutch 4141 and the third clutch 4143 are not engaged, and the power transmission is sequentially the input coupling, the input shaft 411, the first gear 4131, the second gear 4132, the second clutch 4142, the housing gear of the first clutch 4141 and the output shaft 412, and finally the power transmission is transmitted to the paddle 43 through the transmission mechanism 42; when the clutch group 414 is required to output a low speed, the third clutch 4143 is engaged, the first clutch 4141 and the second clutch 4142 are not engaged, and the power transmission is sequentially the input coupling, the input shaft 411, the first gear 4131, the third gear 4133, the third clutch 4143, the housing gear of the first clutch 4141, the output shaft 412, and finally transmitted to the paddle 43 through the transmission mechanism 42.
In order to adapt to the installation space in the ship, optionally, the rotation axis of the paddle 43 is parallel to and spaced from the axis of the output shaft 412, and the rudder propeller assembly 4 further includes a transmission mechanism 42, where the transmission mechanism 42 is disposed between the output shaft 412 and the paddle 43, and is used for transmitting the power of the output shaft 412 to the paddle 43. By providing the transmission mechanism 42, power transmission between the paddle 43 provided eccentrically and the output shaft 412 can be realized.
To facilitate the transmission of the output rotation speed of the speed changing mechanism 41 to the blades 43, optionally, the transmission mechanism 42 includes a first bevel gear 421, a second bevel gear 422, a connecting shaft 423, a third bevel gear 424 and a fourth bevel gear 425, the first bevel gear 421 is connected with the output shaft 412, the first bevel gear 421 and the second bevel gear 422 are engaged, the second bevel gear 422 is connected with the third bevel gear 424 through the connecting shaft 423, the third bevel gear 424 is engaged with the fourth bevel gear 425, and the fourth bevel gear 425 is connected with the blades 43. The power of the output shaft 412 is transmitted to the blades 43 via a first bevel gear 421, a second bevel gear 422, a connecting shaft 423, a third bevel gear 424, and a fourth bevel gear 425 in this order.
To facilitate the transmission of the output rotation speed of the fourth bevel gear 425 to the paddle 43, optionally, a paddle shaft 431 is connected to the paddle 43, and the paddle shaft 431 is connected to the fourth bevel gear 425.
Optionally, the drive shaft arrangement comprises a stub shaft assembly 2, the stub shaft assembly 2 being connected to the driver 1 by a high-elasticity coupling 5. The high-elasticity coupling 5 contains an elastic compound of pre-pressed rubber, which can provide extra strength and prolong the service life. The high-elasticity coupling 5 can accommodate various types of deviations. The hub of the high-elasticity coupling 5 is made of high-strength aluminum alloy, so that the high-elasticity coupling is light and corrosion-resistant. The rubber component is mainly used for damping, so that power transmission is smooth and quiet, and the driving force and a driving machine are protected.
Optionally, the transmission shaft structure further includes a long shaft assembly 3, one end of the long shaft assembly 3 is connected to the short shaft assembly 2 through a first universal coupling 6, and the other end of the long shaft assembly 3 is connected to the input shaft 411 through a second universal coupling 7. The universal coupling utilizes the characteristics of the mechanism thereof to ensure that the two shafts are not on the same axis, and the continuous rotation of the two connected shafts can be realized under the condition of an included angle of the axes, and the torque and the motion can be reliably transmitted. The biggest characteristics of universal joint are: the structure has larger angular compensation capability, compact structure and high transmission efficiency. The included angles of two axes of the universal couplings with different structural types are different and are generally between 3 degrees and 15 degrees.
To meet the large torque demand of the vessel, the drive 1 optionally comprises a diesel engine or a hybrid engine. Diesel engines are engines that burn diesel fuel to obtain energy release. The diesel engine has the advantages of large torque and good economic performance. The working process of a diesel engine is much the same as that of a gasoline engine, and each working cycle also goes through four strokes of intake, compression, power and exhaust. However, the fuel for diesel engine is diesel oil, which has higher viscosity than gasoline and is not easy to evaporate, and its self-ignition temperature is lower than gasoline, so the formation and ignition mode of combustible mixture are different from that of gasoline engine. The difference is mainly that the mixture in the cylinder of the diesel engine is compression ignited, not ignited. When the diesel engine works, air enters the cylinder, and when the air in the cylinder is compressed to the end point, the temperature can reach 500-700 ℃, and the pressure can reach 40-50 atmospheric pressures. When the piston is close to the top dead center, the fuel nozzle of the fuel supply system sprays fuel to the combustion chamber of the cylinder in a very short time at a very high pressure, the diesel oil forms fine oil particles, the fine oil particles are mixed with high-pressure and high-temperature air, the combustible mixed gas is combusted by itself and expands violently to generate explosive force to push the piston to do work downwards, the temperature can reach 1900-2000 ℃, the pressure can reach 60-100 atmospheric pressures, and the generated torque is very large, so that the diesel engine is widely applied to large-scale diesel equipment.
In the embodiment, the diesel engine and the blades 43 are arranged in the same longitudinal section for input and output, so that the structure is compact, and the internal space of the cabin is saved. And a hydraulic clutch inside the steering oar upper box body realizes flexible row combination and slip transmission through electro-hydraulic control. The hydraulic clutch has an emergency operation structure, and can carry out emergency combination and discharge operation under the condition of any power loss and pressure loss. The outer part of the upper box body of the rudder propeller is provided with a detection and observation hole, so that the rudder propeller is convenient to mount, dismount, maintain and maintain. The upper box body of the steering oar adopts an integrated lubricating system, the external pipeline is simple, pressure jet lubrication cooling is adopted, the bearing and the gear are pre-lubricated before the diesel engine is started, and the service life is prolonged. The upper box body of the steering oar adopts a layered box body structure, so that the installation and the disassembly are convenient, and the later equipment maintenance is convenient.
The embodiment further provides a ship, including the above rudder propeller propulsion system, the driving force of a driving member 1 (such as a diesel engine) is sequentially transmitted to the input shaft 411 of the speed change mechanism 41 in the rudder propeller assembly 4 through the short shaft component 2 and the long shaft component 3, the rotation speed ratio of the output shaft 412 and the input shaft 411 of the speed change mechanism 41 is adjusted through the cooperation of the gear box 413 and the clutch group 414, the output shaft 412 transmits the power to the blades 43 through the transmission mechanism 42, so as to achieve multiple rotation speed outputs of the blades 43, under multiple working conditions such as towing and sailing, the ship can meet multiple requirements such as maximum towing force and maximum sailing speed, and can better adapt to the requirements of multiple working conditions, so that the ship can reach the fastest sailing speed or the maximum thrust under different working conditions, the fuel consumption rate and consumption are low, the sailing speed is high, the time cost is saved, the speed change mechanism 41 and the, compact structure, light in weight reduces boats and ships space and occupies.
It is to be noted that the foregoing is only illustrative of the preferred embodiments of the present invention and the technical principles employed. It will be understood by those skilled in the art that the present invention is not limited to the particular embodiments illustrated herein, but is capable of various obvious changes, rearrangements and substitutions as will now become apparent to those skilled in the art without departing from the scope of the invention. Therefore, although the present invention has been described in greater detail by the above embodiments, the present invention is not limited to the above embodiments, and may include other equivalent embodiments without departing from the spirit of the present invention, and the scope of the present invention is determined by the scope of the appended claims.
Claims (10)
1. The utility model provides a rudder oar propulsion system, characterized in that, is including driving piece (1), transmission shaft structure and the rudder oar assembly (4) that connect gradually, rudder oar assembly (4) are including speed change mechanism (41) and paddle (43), speed change mechanism (41) are including input shaft (411), output shaft (412), gear box (413) and clutch pack (414), input shaft (411) with the transmission shaft structural connection, output shaft (412) with paddle (43) are connected, through gear box (413) with the cooperation regulation of clutch pack (414) output shaft (412) with the speed ratio of rotation of input shaft (411).
2. Rudder paddle propulsion system according to claim 1, characterised in that the gear box (413) comprises a first gear (4131), a second gear (4132) and a third gear (4133), the first gear (4131) being connected with the input shaft (411), the first gear (4131) being alternatively in mesh with the second gear (4132) or the third gear (4133).
3. Rudder paddle propulsion system according to claim 2, characterised in that the clutch pack (414) comprises a first clutch (4141), a second clutch (4142) and a third clutch (4143), the first clutch (4141) being coaxially connected with the first gear (4131), the second clutch (4142) being coaxially connected with the second gear (4132), the third clutch (4143) being coaxially connected with the third gear (4133), the output shaft (412) being selectively connectable with the first clutch (4141), the second clutch (4142) and the third clutch (4143) being selectively connectable with the output shaft (412) through a housing gear of the first clutch (4141).
4. Rudder propeller propulsion system according to claim 1, characterised in that the axis of rotation of the blade (43) is parallel to and spaced from the axis of the output shaft (412), the rudder propeller assembly (4) further comprising a transmission mechanism (42), the transmission mechanism (42) being arranged between the output shaft (412) and the blade (43) for transmitting the power of the output shaft (412) to the blade (43).
5. Steering oar propulsion system according to claim 4, characterised in that the transmission mechanism (42) comprises a first bevel gear (421), a second bevel gear (422), a connecting shaft (423), a third bevel gear (424) and a fourth bevel gear (425), the first bevel gear (421) being connected with the output shaft (412), the first bevel gear (421) and the second bevel gear (422) being engaged, the second bevel gear (422) being connected with the third bevel gear (424) via the connecting shaft (423), the third bevel gear (424) being engaged with the fourth bevel gear (425), the fourth bevel gear (425) being connected with the blades (43).
6. Rudder propeller propulsion system according to claim 5, characterised in that a propeller shaft (431) is connected to the blades (43), which propeller shaft (431) is connected to the fourth angle gear (425).
7. Rudder propeller propulsion system according to claim 1, characterised in that the drive shaft arrangement comprises a stub shaft assembly (2), which stub shaft assembly (2) is connected with the driving member (1) by means of a high elastic coupling (5).
8. Rudder propeller propulsion system according to claim 7, characterised in that the drive shaft arrangement further comprises a long shaft assembly (3), one end of the long shaft assembly (3) being connected to the short shaft assembly (2) by a first universal coupling (6) and the other end of the long shaft assembly (3) being connected to the input shaft (411) by a second universal coupling (7).
9. Rudder propeller propulsion system according to claim 1, characterised in that the driving member (1) comprises a diesel engine or a hybrid engine.
10. A vessel comprising a rudder propeller propulsion system according to any one of claims 1-9.
Priority Applications (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010937026.4A CN112061359A (en) | 2020-09-08 | 2020-09-08 | Steering oar propulsion system and ship |
| PCT/CN2020/126930 WO2022052282A1 (en) | 2020-09-08 | 2020-11-06 | Rudder propeller propulsion system and ship |
| DE112020005258.3T DE112020005258T8 (en) | 2020-09-08 | 2020-11-06 | Rudder propeller propulsion system and ship |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010937026.4A CN112061359A (en) | 2020-09-08 | 2020-09-08 | Steering oar propulsion system and ship |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN112061359A true CN112061359A (en) | 2020-12-11 |
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ID=73664524
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202010937026.4A Pending CN112061359A (en) | 2020-09-08 | 2020-09-08 | Steering oar propulsion system and ship |
Country Status (3)
| Country | Link |
|---|---|
| CN (1) | CN112061359A (en) |
| DE (1) | DE112020005258T8 (en) |
| WO (1) | WO2022052282A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115719562B (en) * | 2022-11-17 | 2024-05-17 | 南京高精船用设备有限公司 | Rudder oar teaching test bench device |
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- 2020-09-08 CN CN202010937026.4A patent/CN112061359A/en active Pending
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- 2020-11-06 DE DE112020005258.3T patent/DE112020005258T8/en active Active
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| CN107972840A (en) * | 2017-11-08 | 2018-05-01 | 杭州前进齿轮箱集团股份有限公司 | A kind of freezing trawler double speed clutch transfer case |
| CN208919224U (en) * | 2018-10-31 | 2019-05-31 | 杭州伟豪离合器有限公司 | One into four goes out the ship gear-box of three clutches |
| CN110345204A (en) * | 2019-06-13 | 2019-10-18 | 南京高精船用设备有限公司 | Half slip clutch gear-box |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115719562B (en) * | 2022-11-17 | 2024-05-17 | 南京高精船用设备有限公司 | Rudder oar teaching test bench device |
Also Published As
| Publication number | Publication date |
|---|---|
| DE112020005258T8 (en) | 2022-09-29 |
| WO2022052282A1 (en) | 2022-03-17 |
| DE112020005258T5 (en) | 2022-07-21 |
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