WO2016004836A1 - 一种恒速变距直翼全向推进器 - Google Patents

一种恒速变距直翼全向推进器 Download PDF

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Publication number
WO2016004836A1
WO2016004836A1 PCT/CN2015/083361 CN2015083361W WO2016004836A1 WO 2016004836 A1 WO2016004836 A1 WO 2016004836A1 CN 2015083361 W CN2015083361 W CN 2015083361W WO 2016004836 A1 WO2016004836 A1 WO 2016004836A1
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WO
WIPO (PCT)
Prior art keywords
gear
blade
shaft
speed variable
constant
Prior art date
Application number
PCT/CN2015/083361
Other languages
English (en)
French (fr)
Chinese (zh)
Inventor
黄佳林
陈立新
Original Assignee
浙江风神海洋工程技术有限公司
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
Priority claimed from CN201420380437.8U external-priority patent/CN204037884U/zh
Priority claimed from CN201410326630.8A external-priority patent/CN104149961B/zh
Application filed by 浙江风神海洋工程技术有限公司 filed Critical 浙江风神海洋工程技术有限公司
Priority to EP15818921.7A priority Critical patent/EP3168136B1/de
Publication of WO2016004836A1 publication Critical patent/WO2016004836A1/zh

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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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H1/00—Propulsive elements directly acting on water
    • B63H1/02—Propulsive elements directly acting on water of rotary type
    • B63H1/04—Propulsive elements directly acting on water of rotary type with rotation axis substantially at right angles to propulsive direction
    • B63H1/06—Propulsive elements directly acting on water of rotary type with rotation axis substantially at right angles to propulsive direction with adjustable vanes or blades
    • B63H1/08—Propulsive elements directly acting on water of rotary type with rotation axis substantially at right angles to propulsive direction with adjustable vanes or blades with cyclic adjustment
    • B63H1/10—Propulsive elements directly acting on water of rotary type with rotation axis substantially at right angles to propulsive direction with adjustable vanes or blades with cyclic adjustment of Voith Schneider type, i.e. with blades extending axially from a disc-shaped rotary body
    • 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
    • B63H23/10—Transmitting power from propulsion power plant to propulsive elements with mechanical gearing for transmitting drive from more than one propulsion power unit
    • B63H23/12—Transmitting power from propulsion power plant to propulsive elements with mechanical gearing for transmitting drive from more than one propulsion power unit allowing combined use of the propulsion power units
    • 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
    • B63H2023/0283—Transmitting power from propulsion power plant to propulsive elements with mechanical gearing using gears having orbital motion

Definitions

  • the invention belongs to the technical field of ship propulsion and operation, and particularly relates to a constant speed variable-distance straight-wing omnidirectional propeller capable of adjusting the output speed of the propeller according to the navigation condition of the main engine (diesel) to change the thrust magnitude. .
  • the propulsion control system is composed of the diesel engine, the clutch, the reduction gear box, the shaft system, the propeller and the rudder.
  • the propeller shafts are usually arranged in a horizontal state. The effective power from the main engine is transmitted to the propeller through the reduction gear and the shaft system, so that the propeller rotates to generate hydrodynamic power and push the ship forward.
  • the propeller can only exert the power of the main engine under the condition of the ship design working condition.
  • the host power cannot be fully utilized.
  • the method of adjusting the speed of the diesel engine cannot accurately control the thrust of the propeller, and the maneuverability of the rudder system is not good, so the propeller-rudder system cannot accurately control the ship.
  • the invention discloses a ship constant speed variable-distance straight-wing omnidirectional thruster, which is provided with an auxiliary power system, and the propeller with the auxiliary power system has the functions of clutching, shifting and emergency power.
  • a constant speed variable pitch straight wing omnidirectional thruster including a main machine, a base, a main shaft, a rotating disc, a steering gear, a rudder shaft, a sun gear, a bridge gear, and a paddle
  • the leaf gear, the blade and the blade shaft, the prime mover drives a sun wheel to rotate, the sun gear meshes with the planetary gear, the planetary gear meshes with the ring gear, the ring gear meshes with the speed regulating gear, and the speed regulating gear rotates by the auxiliary power control;
  • the planetary gear and The fixed shaft on the planet carrier rotates and cooperates, the planet carrier is connected with the rotating disk through the main shaft, and the main shaft and the base rotately cooperate;
  • the rudder shaft sequentially passes through the sun gear, the main shaft and the rotating disk, and one end of the rudder shaft is linked with the steering gear, and the rudder shaft The other end passes through the rotating disc and is interlocked with
  • the output shaft of the main engine is interlocked with the angular gear through the coupling, the angular gear meshes with the disk gear, and the disk gear is coupled with the sun gear; the rudder shaft extends through the disk gear and then extends to the sun gear.
  • planetary gears there are several planetary gears, and a plurality of planetary gears are evenly distributed in the circumferential direction.
  • the ring gear has an inner tooth and an outer tooth, and the inner tooth of the ring gear meshes with the planetary gear, and the outer tooth of the ring gear meshes with the speed regulating gear.
  • the ship's side line is disposed at a position different from the circumference at a position corresponding to a rotation angle of 1/2 of the revolution angle.
  • the auxiliary power is selected from a control motor or a hydraulic motor.
  • the host machine uses a diesel engine, a motor or a hydraulic motor.
  • the ring gear is supported by the frame by a ring gear support wheel or bearing.
  • the planet carrier is supported on the frame by a planet carrier support wheel or bearing.
  • the diesel engine does not need to use the clutch to drive the load after the no-load start is completed, but starts the diesel engine by means of the auxiliary power synchronous operation.
  • the use of the auxiliary power unit also enables the shifting function of the propeller while the engine speed is always constant.
  • the propeller of the invention has the advantages of large thrust, high efficiency, variable distance, high speed and full swing operation, and is particularly suitable for use as propulsion, manipulation, displacement, towing and dynamic positioning devices of various ships and marine engineering objects.
  • Figure 1 is a schematic view of the structure of an embodiment.
  • FIG. 2 is a schematic view of a shifting mechanism of an embodiment.
  • the constant speed variable pitch straight wing omnidirectional thruster of the embodiment includes a coupling 2, an angular gear 3, a disk gear 4, a sun gear 5, a planetary gear 6, a carrier 7, a ring gear 8, and a tone adjustment.
  • the blade gear 20, the blade 21 and the shaft 24, the output shaft of the main engine (diesel engine) 1 is interlocked with the angular gear 3 through the coupling 2, the angular gear 3 meshes with the disk gear 4, and the disk gear 4 and the sun gear 5 Connected and linked. Thereby, the output shaft of the main engine (diesel) 1 can drive the angular gear 3, the disk gear 4, and the sun gear 5 through the coupling 2 to rotate.
  • the sun gear 5 meshes with three planetary gears 6, the three planetary gears 6 are evenly distributed in the circumferential direction, and the three planetary gears 6 are meshed with the internal teeth of the ring gear 8, the external teeth of the ring gear 8 and the speed regulating gear 9 meshing, the speed regulating gear 9 is rotated by the auxiliary power 10 (such as a control motor), and therefore, the ring gear 8 is controlled by the speed adjusting gear 9 and the auxiliary power 10 (control motor).
  • the auxiliary power 10 such as a control motor
  • the ring support wheel 11 and the carrier support wheel 12 are mounted by the vertical shaft, and the cross section of the ring support wheel 11 and the carrier support wheel 12 are both [shaped, the bottom cross section of the ring gear 8
  • one end of the L-shaped portion extends into the wheel portion of the ring gear support wheel 11, but it does not affect the rolling of the ring gear support wheel 11, and the vertical direction between the two cannot be relatively moved.
  • the wheel portion of the carrier support wheel 12 extends into the outer ring of the planet carrier 7, but it does not affect the rotation of the carrier 7, and the vertical direction between the two cannot be relatively moved.
  • the planetary gear 6 is rotatably engaged with a fixed shaft on the carrier 7, the carrier 7 is coupled to the rotating disk 15 via the main shaft 14, the main shaft 14 is rotatably engaged with the base 13, and the base 13 is mounted to the hull base 22.
  • the disk gear 4, the sun gear 5, the main shaft 14 and the rotating disk 15 are in a middle-pass shape in the direction of the central axis, and are used for extending the rudder shaft 17, and the rudder shaft 17 passes through the disk gear 4 and the sun gear 5 in order from top to bottom.
  • the upper end of the main shaft 14 and the rotating disc 15 and the upper end of the rudder shaft 17 are interlocked with the steering gear 16.
  • the lower end of the rudder shaft 17 passes through the top surface of the rotating disc 15 and is interlocked with the sun gear 18 in the rotating disc 15.
  • the rotating disk 15 is also rotated and matched with a plurality of blade shafts 24, the blade shaft 24 is parallel with the main shaft 14, and the plurality of blade shafts 24 are evenly arranged in the circumferential direction around the center gear 18, and the blade shaft 24 is passed through and fixed.
  • the paddle gear 20 is coupled, and the paddle gear 20 meshes with the sun gear 18 via the bridge gear 19.
  • One end of the blade shaft 24 extends into the water (i.e., the lower end protrudes from the rotating disk 15) and is connected to the blade 21.
  • the side line of each blade 21 is arranged at a position different from the circumference according to the rotation angle of the revolution angle 1/2. To form a uniform thrust in the direction of the water.
  • the carrier 7 drives the rotating disk 15 to rotate, and the rotary shaft 15 in the rotating disk 15 rotates around the central gear 18 by the blade gear 20 while passing through the bridge gear 19 while being revolved. , so that the blades form a uniform thrust in the water.
  • the steering gear 16 drives the sun gear 18 to rotate by an angle
  • the thrust direction also changes by an angle. Since the sun gear 18 can be rotated 360 degrees, the thrust of the propeller can be varied within 360 degrees.
  • the working principle of the propeller clutch state the output shaft of the main engine (diesel engine) 1 drives the angular gear 3, the disc gear 4, and the sun gear 5 through the coupling 2, and the ring gear 8 is controlled by the speed regulating gear 9 and the auxiliary power (control motor ) 10 reverse sync rotation.
  • the planetary gear 6 rotates in place under the joint action of the sun gear 5 and the ring gear 8. Since the carrier 7 and the rotating disk 15 do not rotate without generating torque, the diesel engine can successfully complete the starting and reach the idle state or the rated speed. At this time, the speed and thrust of the propeller are both zero.
  • the output shaft of the main engine (diesel engine) 1 drives the angular gear 3, the disc gear 4, and the sun gear 5 through the coupling 2 at the rated rotational speed.
  • the auxiliary power (control motor) 10 the speed regulating gear 9, and the ring gear 8 start to decelerate until the rotation stops, and the planetary gear 6 gradually rotates from the original position into the ring gear 8 under the joint action of the sun gear 5 and the ring gear 8.
  • Rolling and pushing the planet carrier 7 and the rotating disk 15 to accelerate the rotation until the rated speed is increased, so that the thruster increases from zero to the maximum with the input speed constant and pushes the ship to run at the maximum speed, and the propeller is in stable operation.
  • the auxiliary power does not consume energy.
  • Speed control process of the propeller The ship will frequently perform variable speed navigation when restricting the navigation channel and entering and leaving the port. At this time, the working speed of the propeller needs to be adjusted frequently.
  • the propeller is adjusted under the condition that the diesel engine speed is constant, and the working principle is: the output shaft of the main engine (diesel engine) 1 drives the angular gear 3, the disc gear 4, the sun gear 5 through the coupling 2 at the rated speed. Rotate.
  • the rotation speed of the ring gear 8 is adjusted, and the planetary gear 6 changes its revolution and the rotation speed of the carrier 7 and the rotating disk 15 under the joint action of the sun gear 5 and the ring gear 8, thereby ensuring that the thrust of the propeller is not at the input speed. In the case of change, the thrust required for the advancement of the ship is rapidly changed.
  • Adjustment of the working point of the propeller under different working conditions For tugboats, fishing boats and military vessels, the vessel has a variety of navigational conditions. At this point, the propeller can re-select the appropriate working point according to different working conditions to give full play to the host power and save energy.
  • the working principle is: the output shaft of the main engine (diesel engine) 1 drives the angle through the coupling 2 at the rated speed.
  • the gear 3, the disk gear 4, and the sun gear 5 rotate, and the ring gear 8 is controlled by the speed regulating gear 9 and the auxiliary power (control motor) 10 and adjusts its rotation speed and steering according to the running state of the ship.
  • the planetary gear 6 is in the sun gear 5 and the teeth.
  • Auxiliary power drive state The ship can use auxiliary power to drive the propeller under special circumstances. Its working principle is: close the main engine (diesel engine) 1, so that the rotation speed of the sun gear 5 is zero, and the ring gear 8 is driven by auxiliary power (control motor) 10 Driven by the timing gear 9, the planetary gear 6 rolls along the sun gear 5 under the action of the ring gear 8 to revolve and push the carrier 7 and the rotating disk 15 to rotate to generate the thrust required for the ship to advance.
  • the invention can make the main engine (diesel engine) of the ship run at the rated speed at all times, which greatly reduces the wear, fuel consumption and emissions of the diesel engine components during the entry and exit and the variable speed navigation.
  • the invention can ensure that the propeller can fully absorb the power of the main engine and generate the maximum thrust when the ship is in different sailing conditions in different working conditions.
  • the invention improves the propulsion efficiency and maneuverability of the ship when navigating in a restricted course.
  • the invention eliminates the clutch, gear box, shafting and rudder device of the propeller propulsion system, and has high equipment integration degree, and the propulsion system is convenient to install and simple in arrangement.
  • the invention can accurately adjust the magnitude and direction of the thrust of the propeller by controlling the motor and the steering gear, and can be used as a high-performance actuator for dynamic positioning of ships and marine engineering.
  • the propeller has auxiliary power, its auxiliary power can be operated independently, and it can also output power together with the diesel engine. It can also be used as emergency power in case of emergency.
  • Auxiliary power not only improves the ship's sea survivability, but also allows ships to obtain higher speeds when necessary.
  • the present invention is not limited to the above embodiments, for example, the number of planet wheels 6 may be set to one or more; the ring gear 8 may be provided with a tooth profile both internally and externally, or only on the inside.
  • the speed regulating gear 9 is also arranged on the outer side or the inner side; the ring gear 8 and the carrier support
  • the wheel 12 can adopt a bearing structure; the main engine (diesel engine) 1 can use a motor, a hydraulic motor or other power equipment, and correspondingly, the angular gear 3, the disk gear 4 and the like can be omitted; the auxiliary power 10 can be a motor, a hydraulic motor or the like. Controlling the power device; and the like, all of the modifications and variations of the present invention fall within the scope of the present invention.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Retarders (AREA)
PCT/CN2015/083361 2014-07-10 2015-07-06 一种恒速变距直翼全向推进器 WO2016004836A1 (zh)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP15818921.7A EP3168136B1 (de) 2014-07-10 2015-07-06 Omnidirektionaler voith-schneider-verstellpropeller mit konstanter drehzahl

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
CN201410326630.8 2014-07-10
CN201420380437.8U CN204037884U (zh) 2014-07-10 2014-07-10 恒速变距直翼全向推进器
CN201420380437.8 2014-07-10
CN201410326630.8A CN104149961B (zh) 2014-07-10 2014-07-10 一种恒速变距直翼全向推进器

Publications (1)

Publication Number Publication Date
WO2016004836A1 true WO2016004836A1 (zh) 2016-01-14

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Application Number Title Priority Date Filing Date
PCT/CN2015/083361 WO2016004836A1 (zh) 2014-07-10 2015-07-06 一种恒速变距直翼全向推进器

Country Status (2)

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EP (1) EP3168136B1 (de)
WO (1) WO2016004836A1 (de)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111591416A (zh) * 2020-06-24 2020-08-28 南京工业职业技术学院 一种具有新型动力传递系统及转向机构的水下探测机器人
CN113086149A (zh) * 2021-05-13 2021-07-09 鸿蒙海工(大庆)科技有限公司 一种基于vsp新型摆线推进器的多连杆机构

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0246631A1 (de) * 1986-05-23 1987-11-25 RENK TACKE GmbH Schiffsantriebsanlage
CN101142118A (zh) * 2005-03-10 2008-03-12 瓦特西拉芬兰有限公司 推进配置
CN102307781A (zh) * 2009-02-12 2012-01-04 双环公司 混合式船舶动力传动系系统
JP5161652B2 (ja) * 2008-05-19 2013-03-13 三菱重工業株式会社 船舶の多軸推進装置
CN202879782U (zh) * 2012-09-21 2013-04-17 中国船舶重工集团公司第七一一研究所 船舶混合动力系统
CN104149961A (zh) * 2014-07-10 2014-11-19 浙江风神海洋工程技术有限公司 一种恒速变距直翼全向推进器
CN204037884U (zh) * 2014-07-10 2014-12-24 浙江风神海洋工程技术有限公司 恒速变距直翼全向推进器

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19938415C1 (de) * 1999-08-13 2001-01-18 Voith Hydro Gmbh & Co Kg Schiffsantrieb, insbesondere mit mindestens einem Zykloidalpropeller
CN102001434B (zh) * 2010-11-17 2013-01-02 杭州风光科技有限公司 一种差速型船用平旋推进装置

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0246631A1 (de) * 1986-05-23 1987-11-25 RENK TACKE GmbH Schiffsantriebsanlage
CN101142118A (zh) * 2005-03-10 2008-03-12 瓦特西拉芬兰有限公司 推进配置
JP5161652B2 (ja) * 2008-05-19 2013-03-13 三菱重工業株式会社 船舶の多軸推進装置
CN102307781A (zh) * 2009-02-12 2012-01-04 双环公司 混合式船舶动力传动系系统
CN202879782U (zh) * 2012-09-21 2013-04-17 中国船舶重工集团公司第七一一研究所 船舶混合动力系统
CN104149961A (zh) * 2014-07-10 2014-11-19 浙江风神海洋工程技术有限公司 一种恒速变距直翼全向推进器
CN204037884U (zh) * 2014-07-10 2014-12-24 浙江风神海洋工程技术有限公司 恒速变距直翼全向推进器

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111591416A (zh) * 2020-06-24 2020-08-28 南京工业职业技术学院 一种具有新型动力传递系统及转向机构的水下探测机器人
CN111591416B (zh) * 2020-06-24 2024-03-26 南京工业职业技术学院 一种具有动力传递系统及转向机构的水下探测机器人
CN113086149A (zh) * 2021-05-13 2021-07-09 鸿蒙海工(大庆)科技有限公司 一种基于vsp新型摆线推进器的多连杆机构
CN113086149B (zh) * 2021-05-13 2022-12-16 飞马滨(青岛)智能科技有限公司 一种基于vsp摆线推进器的多连杆机构

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Publication number Publication date
EP3168136A1 (de) 2017-05-17
EP3168136A4 (de) 2018-03-14
EP3168136B1 (de) 2019-06-19

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