EP2960148B1 - Konzentrische Antriebswellen - Google Patents

Konzentrische Antriebswellen Download PDF

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Publication number
EP2960148B1
EP2960148B1 EP14173593.6A EP14173593A EP2960148B1 EP 2960148 B1 EP2960148 B1 EP 2960148B1 EP 14173593 A EP14173593 A EP 14173593A EP 2960148 B1 EP2960148 B1 EP 2960148B1
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EP
European Patent Office
Prior art keywords
shaft
drive
flange
assembly
outer shaft
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP14173593.6A
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English (en)
French (fr)
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EP2960148A1 (de
Inventor
Benjamin Salter
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
GE Energy Power Conversion Technology Ltd
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GE Energy Power Conversion Technology Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by GE Energy Power Conversion Technology Ltd filed Critical GE Energy Power Conversion Technology Ltd
Priority to EP14173593.6A priority Critical patent/EP2960148B1/de
Priority to CA2894136A priority patent/CA2894136A1/en
Priority to KR1020150086441A priority patent/KR20160000420A/ko
Priority to US14/748,360 priority patent/US20150367927A1/en
Priority to CN201510354288.7A priority patent/CN105202008A/zh
Publication of EP2960148A1 publication Critical patent/EP2960148A1/de
Application granted granted Critical
Publication of EP2960148B1 publication Critical patent/EP2960148B1/de
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Classifications

    • 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
    • B63H23/32—Other parts
    • B63H23/34—Propeller shafts; Paddle-wheel shafts; Attachment of propellers on shafts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/12—Use of propulsion power plant or units on vessels the vessels being motor-driven
    • B63H21/17—Use of propulsion power plant or units on vessels the vessels being motor-driven by electric motor
    • 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
    • B63H23/32—Other parts
    • B63H23/34—Propeller shafts; Paddle-wheel shafts; Attachment of propellers on shafts
    • B63H2023/342—Propeller shafts; Paddle-wheel shafts; Attachment of propellers on shafts comprising couplings, e.g. resilient couplings; Couplings therefor
    • 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
    • B63H23/32—Other parts
    • B63H23/34—Propeller shafts; Paddle-wheel shafts; Attachment of propellers on shafts
    • B63H2023/346—Propeller shafts; Paddle-wheel shafts; Attachment of propellers on shafts comprising hollow shaft members
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/19—Gearing
    • Y10T74/19014—Plural prime movers selectively coupled to common output

Definitions

  • the present invention relates to drive shafts, and in particular to drive shafts for applications where two electrical machines (e.g., electric motors) are used to drive a single drive shaft.
  • the drive shafts can be used in marine or ship propulsion assemblies.
  • US 4127080 describes a tubular shaft of a marine line shafting comprising at least two coaxial tubes that define an inner shaft and an outer shaft.
  • An objective of the present invention is to provide a drive shaft, with two driving electrical machines, where an electrical machine, typically the electrical machine that is closest to the load, can be disconnected easily, when faulty, so that the drive shaft can be returned to service and driven by the remaining electrical machine.
  • the present invention provides a drive assembly comprising:
  • first and second connecting shafts do not form part of the drive shaft per se but that the ends of the drive shaft are connected to the first and second connecting shafts in use.
  • the second connecting shaft can be directly or indirectly coupled to any suitable load, e.g., a propulsion means such as a propeller, impeller, water jet etc. in the case of a marine propulsion assembly.
  • a propulsion means such as a propeller, impeller, water jet etc.
  • the first electrical machine and the non-related parts of the second electrical machine do not form part of the drive shaft per se but can apply a torque to the drive shaft in use.
  • the electrical machines can have any suitable construction and can be arranged in a twin or tandem configuration.
  • the outer shaft of the drive shaft can carry the active parts of the rotor assembly of the second electrical machine or can be directly or indirectly coupled to the rotor assembly.
  • the first electrical machine will be operated to apply torque to the inner shaft through the first connecting shaft to which it can be directly or indirectly coupled.
  • the second electrical machine will be operated to apply torque to the outer shaft.
  • the inner shaft can be rated to take a higher torque than that delivered by the second electrical machine.
  • the first end of the inner shaft can include a connecting flange that is connectable to a corresponding connecting flange of the first connecting shaft.
  • the second end of the inner shaft can include a connecting flange that is connectable to a corresponding connecting flange of the second connecting shaft.
  • the first and second connecting shafts are therefore connected to the first and second ends of the inner shaft in use for rotation therewith.
  • the connecting flange at the second end of the inner shaft can be releasably connected to the inner shaft. This allows the connecting flange to be fitted to the inner shaft after it has been properly located within the outer shaft.
  • the respective connecting flanges can be connected together using mechanical fixings such as bolts, pins, clamps etc.
  • the inner shaft can include a first intermediate flange that is releasably connected to a flange provided at a first end of the outer shaft, e.g., using mechanical fixings such as bolts, pins, clamps etc. that can be removed to disconnect the inner and outer shafts at the first end and configure the drive shaft in the second arrangement.
  • the mechanical fixings are expanding hydraulic bolts.
  • the drive shaft can further comprise a spacer between the first intermediate flange and the first end flange of the outer shaft. Any suitable spacer can be used.
  • the spacer can be a segmented ring spacer that is divided into two or more segments, each segment receiving at least one mechanical fixing such as a bolt. Such a spacer can be removed in a radial direction while the inner shaft remains in place.
  • the inner and outer shafts can be releasably connected at both ends of the outer shaft.
  • the inner shaft can further include a second intermediate flange that is releasably connected to a flange provided at a second end of the outer shaft, e.g., using mechanical fixings such as bolts, pins, clamps etc. that can be removed to disconnect the inner and outer shafts at the second end and configure the drive shaft in the second arrangement.
  • the drive shaft can further comprise a spacer between the second intermediate flange and the second end flange of the outer shaft.
  • any suitable spacer can be used, e.g., a segmented ring spacer. Each spacer between an intermediate flange and the adjacent end flange of the outer shaft can be removed when the inner and outer shafts are disconnected to allow a clear gap to be created between the respective flanges.
  • any suitable means can be used to releasably connect the inner and outer shafts to enable the drive shaft to be selectively configurable in the first or second arrangement.
  • Such means can be provided at one or both ends of the outer shaft.
  • the means can be a coupling of any suitable type (e.g., flange, viscous, magnetic, flexible etc.) or a clutch assembly of any suitable type (e.g., dog, friction, magnetic etc.). It will be readily appreciated that such means do not necessarily need to use corresponding flanges on the inner and outer shafts.
  • the inner and outer shafts can be physically adapted or constructed in other ways to facilitate their releasable connection.
  • torque from the first electrical machine can be transmitted between the first and second connecting shafts through the inner shaft.
  • Torque from the second electrical machine can also be transmitted between the outer shaft and the inner shaft through the intermediate flange(s).
  • the inner and outer shafts can be disconnected (e.g., by removing the bolts, pins, claims or other mechanical fixings, or by operating the clutch assembly) so that torque can still be transmitted between the first and second connecting shafts through the inner shaft. This means that the drive shaft can still be used even if there is a fault that requires the outer shaft to remain stationary.
  • the connecting flanges and intermediate flanges of the inner shaft are preferably located axially outside the outer shaft.
  • the outer shaft can further comprise one or more collars to prevent lateral movement of the drive shaft. Such collars are not normally intended to bear thrust load.
  • the drive assembly can further comprise one or more bearings for supporting the drive shaft.
  • the drive assembly can further comprise locking means for selectively preventing rotation of the outer shaft when the drive shaft is in the second arrangement.
  • the drive shaft (or the drive assembly) can be part of a marine propulsion assembly where the second connecting shaft can be used to drive propulsion means, e.g., a propeller, impeller, water jet etc.
  • a marine propulsion assembly can also include components such as one or more plummer blocks, thrust block etc.
  • the present invention further provides a method of operating a drive shaft comprising:
  • the method can include the step of removing the mechanical fixings to disconnect the outer shaft from the inner shaft in response to a fault condition.
  • the drive shaft includes a clutch assembly
  • the method can include the step of operating the clutch assembly to disconnect the outer shaft from the inner shaft in response to a fault condition.
  • the method can further include the step of preventing rotation of the outer shaft when disconnected from the inner shaft.
  • a drive assembly 1 for a marine propulsion assembly includes a first drive shaft 2 according to the present invention. It will be readily appreciated that the drive assembly 1 is not limited to marine applications and can be used for other purposes.
  • the drive shaft 2 includes an inner shaft 4 and a hollow outer shaft 6 that is coaxially located with respect to the inner shaft and spaced apart by an axial gap 8.
  • the inner shaft 4 has a first end 4a and a second end 4b.
  • the first end 4a includes a connecting flange 10 that is connected to a connecting flange 12 of a first connecting shaft 14 by means of a series of circumferentially spaced bolts 16.
  • the second end 4b includes a connecting flange 18 that is connected to a connecting flange 20 of a second connecting shaft 22 by means of a series of circumferentially spaced bolts 24.
  • the connecting flange 18 can be fitted to the second end 4b after the inner shaft 4 has been inserted through the outer shaft 6.
  • the outer shaft 6 includes a first end 6a and a second end 6b.
  • the inner shaft 4 includes an intermediate flange 26 that is releasably connected to an end flange 28 at the first end 6a of the outer shaft 6 by means of a series of circumferentially spaced bolts 30, e.g., expanding hydraulic bolts.
  • a series of circumferentially spaced bolts 30, e.g., expanding hydraulic bolts e.g., expanding hydraulic bolts.
  • a segmented ring spacer 32 is located between the intermediate flange 26 and the end flange 28. As described above, the spacer 32 is divided into two or more segments and each segment receives one or more of the bolts 32 so that they are retained in position between the flanges 26, 28.
  • the outer shaft 6 includes a pair of axially spaced collars 34 that prevent lateral movement. Each collar 34 is positioned adjacent a bearing 36 that supports the drive shaft 2.
  • An associated electric motor 38 (or 'aft motor') includes a rotor assembly 40 that is provided on the outer shaft 6.
  • Torque is provided by an external electric motor (not shown) to the first connecting shaft 14 and is transmitted to the second connecting shaft 22 by the inner shaft 4.
  • Torque provided by the associated electric motor 38 is transmitted to the second connecting shaft 22 by the outer shaft 6 and the inner shaft 4 through the intermediate flange 26 and the end flange 28.
  • the bolts 30 can be manually removed to disconnect the intermediate flange 26 and the end flange 28, and hence disconnect the stationary inner and outer shafts 4, 6.
  • the segmented ring spacer 32 is also removed to provide a clear gap between the intermediate flange 26 and the end flange 28.
  • the outer shaft 6 can optionally be locked to prevent rotation by a locking means (not shown).
  • the inner shaft 4 is still capable of transmitting torque from the external electric motor (not shown) to the second connecting shaft 22. No torque is applied to the outer shaft 6 by the inner shaft 4 during a fault condition.
  • the inner shaft can be held stationary while the segmented ring spacer 32 is repositioned between the intermediate flange 26 and the end flange 28 and the bolts 30 are manually reinserted to reconnect the intermediate flange 26 and the end flange 28.
  • FIG 2 shows a drive assembly 1' that includes a second drive shaft 2' according to the present invention.
  • the second drive shaft 2' is similar to the first drive shaft shown in Figure 1 and like components have been given the same reference numbers.
  • the second drive shaft 2' provides additional protection in situations where the associated electric motor 38 is subject to high shock loading.
  • the inner shaft 4' includes a first intermediate flange 26a that is releasably connected to an end flange 28a at the first end 6a of the outer shaft 6' by means of a series of circumferentially spaced bolts 30a.
  • the inner shaft 4' also includes a second intermediate flange 26b that is releasably connected to an end flange 28b at the second end 6b of the outer shaft 6' by means of a series of circumferentially spaced bolts 30b.
  • the second intermediate flange 26b can be fitted to the inner shaft 4' after it has been inserted through the outer shaft 6'.
  • a segmented ring spacer 32a is located between the intermediate flange 26a and the end flange 28a.
  • a segmented ring spacer 32b is located between the intermediate flange 26b and the end flange 28b.
  • the second drive shaft 2' is capable of withstanding high shock loads.
  • the bolts 30a can be removed to disconnect the intermediate flange 26a and the end flange 28a, and the bolts 30b can be removed to disconnect the intermediate flange 26b and the end flange 28b.
  • the segmented ring spacers 32a, 32b are also removed to provide a clear gap between the respective intermediate flange and the end flange.
  • the inner shaft can be held stationary while the segmented ring spacers 32a, 32b are repositioned between the respective intermediate and end flanges 26a, 28a and 26b, 28b.
  • the bolts 30a are then manually reinserted to reconnect the intermediate flange 26a and the end flange 28a and the bolts 30b are manually reinserted to reconnect the intermediate flange 26b and the end flange 28b.
  • a marine propulsion assembly 100 includes a drive assembly 1 as described above with reference to Figure 1 .
  • the first connecting shaft 14 passes through a bulkhead seal 102 in a watertight bulkhead 104 and is connected to an electric motor 106 (or 'forward motor').
  • the second connecting shaft 22 is connected to a propeller 108 by means of a first plummer block 110, a thrust block 112 and a second plummer block 114.
  • a stern seal 116 is provided in the hull 118 of the marine vessel.
  • Figure 3 shows the drive assembly during normal operating conditions.
  • Figure 4 shows the drive assembly during a fault condition where the electric motor 38 is out of service.
  • the bolts 30 and the segmented ring spacer 32 have been removed so the outer shaft 6 is disconnected from the inner shaft 4.
  • the inner shaft 4 is still capable of transmitting torque from the electric motor 106 to the second connecting shaft 22 to rotate the propeller 108.
  • the shaft that supports the rotor assembly of the electric motor 106 is connected to the first connecting shaft 14.
  • the first connecting shaft 14 can be formed as two intermediate shaft sections 14a, 14b that can be disconnected from each other in a similar manner to that discussed above. If there is a fault condition where the electric motor 106 is out of service, it can be disconnected from the drive assembly 1.
  • the support shaft can be disconnected from the first shaft section 14a (which can also optionally be removed completely) and the second shaft section 14b can be disconnected from the first end 4a of the inner shaft.
  • the second shaft section 14b passes through the bulkhead seal 102 and can be supported on a temporary cradle.
  • the electric motor 38 can still be operated and torque is transmitted to the second connecting shaft 22 by means of the outer shaft 6 and the inner shaft 4 to rotate the propeller 108.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)

Claims (14)

  1. Antriebsanordnung (1; 1'), die aufweist:
    eine erste elektrische Maschine (106);
    eine erste Verbindungswelle (14), die durch ein durch die erste elektrische Maschine (106) ausgeübtes Drehmoment gedreht wird;
    eine zweite Verbindungswelle (22);
    eine zweite elektrische Maschine (38), die eine Rotoranordnung (40) aufweist; und
    eine Antriebswelle (2; 2'), die aufweist:
    eine Innenwelle (4; 4'), die aufweist:
    ein erstes Ende (4a), das mit der ersten Verbindungwelle (14) verbunden ist; und
    ein zweites Ende (4b), das mit der zweiten Verbindungswelle (22) verbunden ist; und
    eine hohle Außenwelle (6; 6'), die zu der Innenwelle (4; 4') koaxial ist, wobei die Außenwelle wenigstens einen Teil der Rotoranordnung (40) definiert oder mit dieser funktionsmäßig verbunden ist und mit der Innenwelle (4; 4') derart lösbar verbunden ist, dass die Antriebswelle (2; 2') wahlweise in einer ersten Anordnung für normale Betriebsbedingungen, in der die Außenwelle (6; 6') mit der Innenwelle (4; 4') zur gemeinsamen Drehung mit dieser verbunden ist, und einer zweiten Anordnung konfigurierbar ist, in der die Außenwelle (6; 6') nicht mit der Innenwelle (4; 4') verbunden ist.
  2. Antriebsanordnung (1; 1') nach Anspruch 1, wobei die Innenwelle (4; 4') einen ersten Zwischenflansch (26; 26a) enthält, der mit einem Flansch (28; 28a) lösbar verbunden ist, der an einem ersten Ende (6a) der Außenwelle (6; 6') vorgesehen ist.
  3. Antriebsanordnung (1; 1') nach Anspruch 2, die ferner einen Abstandshalter (32; 32a) zwischen dem ersten Zwischenflansch (26; 26a) und dem ersten Endflansch (28; 28a) der Außenwelle (6; 6') aufweist.
  4. Antriebsanordnung (1') nach einem beliebigen vorhergehenden Anspruch, wobei die Innenwelle (6') einen zweiten Zwischenflansch (26b) enthält, der mit einem Flansch (28b) lösbar verbunden ist, der an einem zweiten Ende (6b) der Außenwelle (6') vorgesehen ist.
  5. Antriebsanordnung (1') nach Anspruch 4, die ferner einen Abstandshalter (32b) zwischen dem zweiten Zwischenflansch (26b) und dem zweiten Endflansch (28b) der Außenwelle (6') aufweist.
  6. Antriebsanordnung (1; 1') nach einem beliebigen vorhergehenden Anspruch, wobei die Innen- und die Außenwelle (4, 6; 4', 6') unter Verwendung mechanischer Befestigungen (30) lösbar verbunden sind, die entfernt werden können, um die Antriebswelle (2; 2') in der zweiten Anordnung zu konfigurieren.
  7. Antriebsanordnung nach einem beliebigen der Ansprüche 1 bis 5, wobei die Innen- und die Außenwelle unter Verwendung einer Kupplungsanordnung lösbar verbunden sind.
  8. Antriebsanordnung (1; 1') nach einem beliebigen vorhergehenden Anspruch, wobei die Außenwelle (6; 6') ferner einen oder mehrere Bünde (34) aufweist, um eine seitliche Bewegung der Antriebswelle (2; 2') zu verhindern.
  9. Antriebsanordnung (1; 1') nach einem beliebigen vorhergehenden Anspruch, die ferner ein oder mehrere Lager (36) zur Lagerung der Antriebswelle (2; 2') aufweist.
  10. Antriebsanordnung nach einem beliebigen vorhergehenden Anspruch, die ferner Verriegelungsmittel aufweist, um eine Drehung der Außenwelle wahlweise zu verhindern, wenn sich die Antriebswelle in der zweiten Anordnung befindet.
  11. Schiffsantriebsanordnung (100), die aufweist:
    Antriebsmittel (108); und
    eine Antriebsanordnung (1; 1') nach einem beliebigen vorhergehenden Anspruch, wobei die zweite Verbindungswelle (22) mit den Antriebsmitteln (108) direkt oder indirekt verbunden ist und die Antriebsmittel (108) im Einsatz antreibt.
  12. Verfahren zum Betreiben einer Antriebswelle (2), die aufweist:
    eine Innenwelle (4), die aufweist:
    ein erstes Ende (4a), das angepasst ist, um mit einer ersten Verbindungswelle (14) verbindbar zu sein, die durch ein durch eine erste elektrische Maschine (106) ausgeübtes Drehmoment gedreht wird;
    ein zweites Ende (4b), das angepasst ist, um mit einer zweiten Verbindungswelle (22) verbindbar zu sein; und
    eine hohle Außenwelle (6), die zu der Innenwelle (4) koaxial ist, wobei die Außenwelle wenigstens einen Teil einer Rotoranordnung (40) einer zweiten elektrischen Maschine (38) definiert oder mit einer Rotoranordnung (40) einer zweiten elektrischen Maschine (38) funktionsmäßig verbunden ist und angepasst ist, um mit der Innenwelle (4) lösbar verbunden zu sein;
    wobei das Verfahren die Schritte aufweist:
    Verbinden der Außenwelle (6) mit der Innenwelle (4) während normaler Betriebsbedingungen; und
    Trennen der Außenwelle (6) von der Innenwelle (4) als Reaktion auf eine Fehlerbedingung.
  13. Verfahren nach Anspruch 12, wobei die Innen- und die Außenwelle (4, 6) durch mechanische Befestigungen (30) oder eine Kupplungsanordnung lösbar verbunden sind und wobei das Verfahren den Schritt des Entfernens der mechanischen Befestigungen (30) oder Betätigens der Kupplungsanordnung zur Trennung der Außenwelle (6) von der Innenwelle (4) als Reaktion auf eine Fehlerbedingung enthält.
  14. Verfahren nach Anspruch 12 oder 13, das ferner den Schritt des Verhinderns einer Drehung der Außenwelle, wenn diese von der Innenwelle getrennt ist, aufweist.
EP14173593.6A 2014-06-24 2014-06-24 Konzentrische Antriebswellen Active EP2960148B1 (de)

Priority Applications (5)

Application Number Priority Date Filing Date Title
EP14173593.6A EP2960148B1 (de) 2014-06-24 2014-06-24 Konzentrische Antriebswellen
CA2894136A CA2894136A1 (en) 2014-06-24 2015-06-11 Drive shafts
KR1020150086441A KR20160000420A (ko) 2014-06-24 2015-06-18 구동 샤프트
US14/748,360 US20150367927A1 (en) 2014-06-24 2015-06-24 Drive shafts
CN201510354288.7A CN105202008A (zh) 2014-06-24 2015-06-24 驱动轴

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP14173593.6A EP2960148B1 (de) 2014-06-24 2014-06-24 Konzentrische Antriebswellen

Publications (2)

Publication Number Publication Date
EP2960148A1 EP2960148A1 (de) 2015-12-30
EP2960148B1 true EP2960148B1 (de) 2016-08-17

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EP14173593.6A Active EP2960148B1 (de) 2014-06-24 2014-06-24 Konzentrische Antriebswellen

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US (1) US20150367927A1 (de)
EP (1) EP2960148B1 (de)
KR (1) KR20160000420A (de)
CN (1) CN105202008A (de)
CA (1) CA2894136A1 (de)

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CN107733152B (zh) * 2017-09-15 2019-07-12 北京精密机电控制设备研究所 一种用于双电机的离合装置
CN107755260A (zh) * 2017-11-13 2018-03-06 盐城吉达环保设备有限公司 一种双轴双转子分级选粉机
CN108397473B (zh) * 2018-05-07 2024-03-19 珠海市凯菱机械科技有限公司 一种单旋翼无人机的主旋翼轴及其加工工艺
IT202000002695A1 (it) 2020-02-11 2021-08-11 Ge Avio Srl Gruppo trasmissione ad ingranaggi provvisto di un motore elettrico

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DE19630835C2 (de) * 1996-07-31 1998-09-10 Man B & W Diesel Gmbh Antriebsvorrichtung
NO20012041L (no) * 2001-04-26 2002-10-28 Ann Helen Hystad Anordning ved rörflensmontering
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FR2919266B1 (fr) * 2007-07-26 2009-11-06 Dcn Sa Groupe moteur pour l'entrainement d'une ligne d'arbres d'une ligne de propulsion d'un navire, du type comprenant un groupe moteur principal, au moins un groupe moteur secondaire et au moins un arbre d.
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GB2468888B (en) * 2009-03-26 2013-11-06 Magnomatics Ltd Marine propulsion device with an electrical machine having integral magnetic gearing
KR20120001960A (ko) * 2010-06-30 2012-01-05 현대자동차주식회사 하이브리드 변속기용 인풋샤프트 및 이를 적용한 하이브리드 변속기
US9862460B2 (en) * 2012-12-03 2018-01-09 Samsung Heavy Ind. Co., Ltd. Propeller for ship, and assembling method and disassembling method therefor
US9452815B2 (en) * 2013-03-15 2016-09-27 Michigan Marine Propulsion Systems, LLC Contra-rotating propulsor for marine propulsion

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US20150367927A1 (en) 2015-12-24
KR20160000420A (ko) 2016-01-04
CA2894136A1 (en) 2015-12-24
CN105202008A (zh) 2015-12-30
EP2960148A1 (de) 2015-12-30

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