WO2022052282A1 - 舵桨推进系统及船舶 - Google Patents

舵桨推进系统及船舶 Download PDF

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Publication number
WO2022052282A1
WO2022052282A1 PCT/CN2020/126930 CN2020126930W WO2022052282A1 WO 2022052282 A1 WO2022052282 A1 WO 2022052282A1 CN 2020126930 W CN2020126930 W CN 2020126930W WO 2022052282 A1 WO2022052282 A1 WO 2022052282A1
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WIPO (PCT)
Prior art keywords
gear
shaft
clutch
rudder propeller
bevel gear
Prior art date
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PCT/CN2020/126930
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English (en)
French (fr)
Inventor
舒永东
管斐
潘大海
张道翔
常晓雷
杜鹏
谢堂海
谢华鹏
李土根
于健
刘子洋
张磊
常江
陈代明
柳德君
皮志达
林富华
刘伟
房超
王赛华
史东伟
Original Assignee
南京高精船用设备有限公司
江苏苏港航务工程有限公司
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Application filed by 南京高精船用设备有限公司, 江苏苏港航务工程有限公司 filed Critical 南京高精船用设备有限公司
Priority to DE112020005258.3T priority Critical patent/DE112020005258T8/de
Publication of WO2022052282A1 publication Critical patent/WO2022052282A1/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
    • 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
    • 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
    • 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

Definitions

  • the present application relates to the field of ships, for example, to a rudder propeller propulsion system and a ship.
  • the application provides a rudder propeller propulsion system and a ship, which can realize various rotational speed outputs of the blades, and can meet the requirements of maximum drag force and maximum speed under various working conditions such as towing and sailing.
  • An embodiment provides a rudder propeller propulsion system, including a drive member, a transmission shaft structure, and a rudder propeller assembly that are connected in sequence, wherein the rudder propeller assembly includes a speed change mechanism and blades, and the speed change mechanism includes an input shaft, An output shaft, a gear box and a clutch group, the input shaft is structurally connected with the transmission shaft, the output shaft is connected with the paddle, and the gear box and the clutch group cooperate with each other to adjust the output shaft and the The speed ratio of the input shaft.
  • An embodiment provides a ship including the above-mentioned rudder propeller propulsion system.
  • FIG. 1 is a schematic structural diagram of a rudder propeller propulsion system provided by a specific embodiment of the present application
  • FIG. 2 is a schematic structural diagram of a rudder propeller assembly in a rudder propeller propulsion system provided by a specific embodiment of the present application.
  • the terms “installed”, “connected” and “connected” should be understood in a broad sense, for example, it may be a fixed connection or a detachable connection Connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, and it can be the internal communication of two components.
  • installed should be understood in a broad sense, for example, it may be a fixed connection or a detachable connection Connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, and it can be the internal communication of two components.
  • the present embodiment provides a rudder propeller propulsion system.
  • the rudder propeller propulsion system includes a drive member 1 , a transmission shaft structure and a rudder propeller assembly 4 connected in sequence.
  • the rudder propeller assembly 4 includes a speed change mechanism 41 and a rudder propeller assembly 4 .
  • the paddle 43, the speed change mechanism 41 includes an input shaft 411, an output shaft 412, a gear box 413 and a clutch pack 414, the input shaft 411 is structurally connected with the transmission shaft, and the output shaft 412 is connected with the paddle 43 through the gear box 413 and the clutch pack 414
  • the matching adjusts the speed ratio of the output shaft 412 and the input shaft 411 .
  • the driving force of the driving element 1 (such as a diesel engine) is transmitted to the input shaft 411 of the speed change mechanism 41 in the rudder propeller assembly 4 through the transmission shaft structure, and the output shaft 412 of the speed change mechanism 41 is adjusted through the cooperation of the gear box 413 and the clutch group 414.
  • the rotational speed ratio of the input shaft 411 and the output shaft 412 transmit power to the blades 43 to achieve various rotational speed outputs of the blades 43.
  • the ship can meet the maximum drag force and maximum speed, etc. A number of requirements, which can better adapt to the requirements of multiple working conditions, so that the ship can achieve the fastest speed or maximum thrust under different working conditions, low fuel consumption rate and consumption, fast sailing speed, saving time and cost, compact structure, light weight , reduce ship space occupation.
  • the gear box 413 includes 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 optionally connected with the second gear 4132 or the third gear 4133 meshes.
  • the gear ratio between the second gear 4132 and the first gear 4131 is lower than the gear ratio between the third gear 4133 and the first gear 4131 .
  • the gear box 413 needs to output a regular speed
  • the first gear 4131 can directly output the regular speed; when the gear box 413 needs to output a high speed, the second gear 4132 can be engaged by the first gear 4131 and the second gear 4132.
  • High rotational speed is output; when the gear box 413 is required to output low rotational speed, the third gear 4133 can output low rotational speed through the meshing of the first gear 4131 and the third gear 4133 .
  • the clutch group 414 includes a first clutch 4141, a second clutch 4142 and a third clutch 4143, the first clutch 4141 is coaxially connected to the first gear 4131, the second clutch 4142 is coaxially connected to the second gear 4132, The three clutches 4143 are coaxially connected with the third gear 4133 , the output shaft 412 is selectively connected with the first clutch 4141 , and the second clutch 4142 and the third clutch 4143 are selectively connected with the output shaft 412 through the housing gear of the first clutch 4141 .
  • the clutch pack 414 When the clutch pack 414 is required to output a regular speed, the first clutch 4141 is engaged, the second clutch 4142 and the third clutch 4143 are not engaged, and the power transmission is sequentially the input coupling, the input shaft 411, the first clutch 4141, and the output shaft 412.
  • the axis of rotation of the paddle 43 and the axis of the output shaft 412 are parallel and spaced apart, and the rudder paddle assembly 4 further includes a transmission mechanism 42, and the transmission mechanism 42 is arranged between the output shaft 412 and the paddle. Between the blades 43 , it is arranged to transmit the power of the output shaft 412 to the blades 43 .
  • the transmission mechanism 42 By arranging the transmission mechanism 42, the power transmission between the off-axis paddle 43 and the output shaft 412 can be realized.
  • 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 is meshed with the second bevel gear 422, the second bevel gear 422 is connected with the third bevel gear 424 through the connecting shaft 423, and the third bevel gear 424 is connected with the fourth bevel gear 424.
  • the bevel gear 425 is meshed, and the fourth bevel gear 425 is connected with the paddle 43 .
  • the power of the output shaft 412 is sequentially transmitted to the paddle 43 via the first bevel gear 421 , the second bevel gear 422 , the connecting shaft 423 , the third bevel gear 424 and the fourth bevel gear 425 .
  • the paddle 43 is connected with a paddle shaft 431 , and the paddle shaft 431 is connected with the fourth bevel gear 425 .
  • the transmission shaft structure includes a stub shaft assembly 2 , and the stub shaft assembly 2 is connected with the driving member 1 through a highly elastic coupling 5 .
  • the high elastic coupling 5 contains a pre-compressed rubber elastic compound that provides extra strength and extended service life.
  • the highly elastic coupling 5 can accommodate various types of misalignment.
  • the hub of the highly elastic coupling 5 is made of high-strength aluminum alloy, which is light and corrosion-resistant.
  • the rubber component is mainly used for shock absorption, smooth and quiet power transmission, thereby protecting the driving force and driving the machine.
  • the transmission shaft structure also includes a long shaft assembly 3, the first end of the long shaft assembly 3 is connected with the short shaft assembly 2 through the first universal joint 6, and the second end of the long shaft assembly 3 is connected by a second universal joint 6.
  • the input shaft 411 is connected to the coupling 7 .
  • the universal coupling utilizes the characteristics of its mechanism, so that the two shafts are not on the same axis, and when there is an angle between the axes, the connected two shafts can be rotated continuously, and the torque and motion can be transmitted reliably.
  • the biggest feature of the universal coupling is that its structure has a large angular compensation ability, compact structure and high transmission efficiency. Different structural types of universal couplings have different angles between the two axes, generally between 3° and 15°.
  • the drive member 1 includes a diesel engine or a hybrid engine.
  • a diesel engine is an engine that burns diesel for energy release.
  • the advantages of diesel engines are high torque and good economic performance.
  • the working process of diesel engines has many similarities with gasoline engines, and each working cycle also experiences four strokes of intake, compression, power, and exhaust.
  • the fuel used in diesel engines is diesel, its viscosity is higher than that of gasoline, it is not easy to evaporate, and its auto-ignition temperature is lower than that of gasoline. Therefore, the formation and ignition method of combustible mixture are different from those of gasoline engines.
  • the main difference is that the mixture in the cylinders of a diesel engine is compression ignited rather than ignited.
  • the input and output of the diesel engine and the blade 43 are arranged in the same longitudinal section, and the structure is compact and the interior space of the cabin is saved.
  • the hydraulic clutch inside the upper box of the rudder propeller realizes flexible coupling and slip transmission through electro-hydraulic control.
  • This hydraulic clutch has an emergency operation structure, which can perform emergency closing and discharging operations in the event of any loss of power and pressure.
  • the upper box of the rudder propeller adopts an integrated lubrication system, the external pipeline is simple, and the pressure jet lubrication is used for cooling.
  • the bearings and gears are pre-lubricated before the diesel engine is started to improve the service life.
  • the upper box of the rudder propeller adopts a layered box structure, which is easy to install and disassemble, and is convenient for later equipment maintenance.
  • This embodiment also provides a ship, including the above-mentioned rudder propeller propulsion system, and the driving force of the driving element 1 (for example, a diesel engine) is sequentially transmitted to the speed change mechanism 41 in the rudder propeller assembly 4 via the short shaft assembly 2 and the long shaft assembly 3
  • the input shaft 411 of the gear box 413 adjusts the speed ratio between the output shaft 412 of the transmission mechanism 41 and the input shaft 411 through the cooperation of the gear box 413 and the clutch group 414.
  • a variety of speed outputs in various working conditions such as towing and sailing, can make the ship meet many requirements such as maximum towing force and maximum speed, and can better adapt to the requirements of multiple working conditions, so that the ship can reach the maximum speed under different working conditions.
  • the fastest speed or maximum thrust, low fuel consumption rate and consumption, fast sailing speed, saving time and cost, the speed change mechanism 41 and the transmission mechanism 42 are integrated into one, compact structure, light weight, reduce the space occupation of the ship.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Structure Of Transmissions (AREA)
  • Gear Transmission (AREA)

Abstract

一种舵桨推进系统及船舶，舵桨推进系统包括依次连接的驱动件(1)、传动轴结构和舵桨总成(4)，其中，舵桨总成(4)包括变速机构(41)和桨叶(43)，变速机构(41)包括输入轴(411)、输出轴(412)、齿轮箱(413)和离合器组(414)，输入轴(411)与传动轴结构连接，输出轴(412)与桨叶(43)连接，齿轮箱(413)和离合器组(414)相互配合以调节输出轴(412)与输入轴(411)的转速比。

Description

舵桨推进系统及船舶
本申请要求申请日为2020年9月8日、申请号为202010937026.4的中国专利申请的优先权，该申请的全部内容通过引用结合在本申请中。
技术领域
本申请涉及船舶领域，例如涉及一种舵桨推进系统及船舶。
背景技术
现在高技术船舶正向着大型化、高冰区、智能化、节能环保和多工况需求等方向发展。舵桨作为高技术船舶主推进和动态定位的关键核心设备，其性能直接影响到船舶的使用性、可靠性及经济性，也随着高技术船舶的发展向着大功率、高冰级、集成化、智能化、节能环保和适应多工况需求的方向发展。
目前，船舶大多采用单速比结构驱动定螺距舵桨，如果定螺距舵桨要适用高技术船舶多工况要求，那么推力和航速等技术参数都需达到最优，但常规单速比定螺距舵桨的桨叶设计是以拖力或航速为最优设计，只能在拖带或航行的一种工况下，使得船舶满足最大拖力或最高航速要求，不能兼顾。
发明内容
本申请提供了一种舵桨推进系统及船舶，能够实现桨叶的多种转速输出，在拖带和航行等多种工况下，均可以满足最大拖力和最大航速的要求。
一实施例提供一种舵桨推进系统，包括依次连接的驱动件、传动轴结构和舵桨总成，其中，所述舵桨总成包括变速机构和桨叶，所述变速机构包括输入轴、输出轴、齿轮箱和离合器组，所述输入轴与所述传动轴结构连接，所述输出轴与所述桨叶连接，所述齿轮箱和所述离合器组相互配合以调节所述输出轴与所述输入轴的转速比。
一实施例提供一种船舶，包括上述的舵桨推进系统。
附图说明
图1是本申请具体实施方式提供的舵桨推进系统的结构示意图；
图2是本申请具体实施方式提供的舵桨推进系统中舵桨总成的结构示意图。
图中：
1-驱动件；2-短轴组件；3-长轴组件；4-舵桨总成；5-高弹性联轴器；6-
第一万向联轴器；7-第二万向联轴器；
41-变速机构；42-传动机构；43-桨叶；
411-输入轴；412-输出轴；413-齿轮箱；414-离合器组；
4131-第一齿轮；4132-第二齿轮；4133-第三齿轮；
4141-第一离合器；4142-第二离合器；4143-第三离合器；
421-第一锥齿轮；422-第二锥齿轮；423-连接轴；424-第三锥齿轮；425-
第四锥齿轮；
431-桨轴。
具体实施方式
在本申请的描述中，需要说明的是，术语“中心”、“上”、“下”、“左”、“右”、“竖直”、“水平”、“内”、“外”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本申请和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本申请的限制。此外，术语“第一”、“第二”、仅用于描述目的，而不能理解为指示或暗示相对重要性。其中，术语“第一位置”和“第二位置”为两个不同的位置。
在本申请的描述中，需要说明的是，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”应做广义理解，例如，可以是固定连接，也可以是可拆卸连接；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通。对于本领域的普通技术人员而言，可以具体情况理解上述术语在本申请中的具体含义。
如图1所示，本实施例提供一种舵桨推进系统，该舵桨推进系统包括依次连接的驱动件1、传动轴结构和舵桨总成4，舵桨总成4包括变速机构41和桨叶43，变速机构41包括输入轴411、输出轴412、齿轮箱413和离合器组414，输入轴411与传动轴结构连接，输出轴412与桨叶43连接，通过齿轮箱413和离合器组414的配合调节输出轴412与输入轴411的转速比。
驱动件1(例如柴油发动机)的驱动力经由传动轴结构传递至舵桨总成4中变速机构41的输入轴411，通过齿轮箱413和离合器组414的配合调节变速机 构41的输出轴412与输入轴411的转速比，输出轴412将动力传递至桨叶43，实现桨叶43的多种转速输出，在拖带和航行等多种工况，均可以使船舶满足最大拖力和最大航速等多项要求，可更好地适应多工况要求，使得船舶在不同工况下达到最快航速或最大推力，燃油消耗率和消耗量低，航行速度快，节约时间成本，结构紧凑，重量轻，减少船舶空间占用。
如图2所示，可选地，齿轮箱413包括第一齿轮4131、第二齿轮4132和第三齿轮4133，第一齿轮4131与输入轴411连接，第一齿轮4131可选择地与第二齿轮4132或第三齿轮4133啮合。在本实施例中，第二齿轮4132与第一齿轮4131的传动比低于第三齿轮4133与第一齿轮4131的传动比。当需要齿轮箱413输出常规转速时，可以直接由第一齿轮4131输出常规转速；当需要齿轮箱413输出高转速时，可以通过第一齿轮4131和第二齿轮4132的啮合，由第二齿轮4132输出高转速；当需要齿轮箱413输出低转速时，可以通过第一齿轮4131和第三齿轮4133的啮合，由第三齿轮4133输出低转速。
可选地，离合器组414包括第一离合器4141、第二离合器4142和第三离合器4143，第一离合器4141与第一齿轮4131同轴连接，第二离合器4142与第二齿轮4132同轴连接，第三离合器4143与第三齿轮4133同轴连接，输出轴412与第一离合器4141可选择地连接，第二离合器4142和第三离合器4143通过第一离合器4141的外壳齿轮与输出轴412可选择地连接。当需要离合器组414输出常规转速时，第一离合器4141合排，第二离合器4142和第三离合器4143不合排，动力传递依次为输入联轴器、输入轴411、第一离合器4141、输出轴412，最终通过传动机构42传递至桨叶43；当需要离合器组414输出高转速时，第二离合器4142合排，第一离合器4141和第三离合器4143不合排，动力传递依次为输入联轴器、输入轴411、第一齿轮4131、第二齿轮4132、第二离合器4142、第一离合器4141的外壳齿轮、输出轴412，最终通过传动机构42传递至桨叶43；当需要离合器组414输出低转速时，第三离合器4143合排，第一离合器4141和第二离合器4142不合排，动力传递依次为输入联轴器、输入轴411、第一齿轮4131、第三齿轮4133、第三离合器4143、第一离合器4141的外壳齿轮、输出轴412，最终通过传动机构42传递至桨叶43。
为适应船舶内的安装空间，可选地，桨叶43的转动轴线与输出轴412的轴线平行且间隔设置，舵桨总成4还包括传动机构42，传动机构42设置于输出轴412与桨叶43之间，且设置为将输出轴412的动力传递至桨叶43。通过设置传 动机构42，可以实现偏轴设置的桨叶43与输出轴412的动力传递。
为方便将变速机构41的输出转速传递至桨叶43，可选地，传动机构42包括第一锥齿轮421、第二锥齿轮422、连接轴423、第三锥齿轮424和第四锥齿轮425，第一锥齿轮421与输出轴412连接，第一锥齿轮421和第二锥齿轮422啮合，第二锥齿轮422通过连接轴423与第三锥齿轮424连接，第三锥齿轮424与第四锥齿轮425啮合，第四锥齿轮425与桨叶43连接。输出轴412的动力依次经由第一锥齿轮421、第二锥齿轮422、连接轴423、第三锥齿轮424和第四锥齿轮425传递至桨叶43。
为方便将第四锥齿轮425的输出转速传递至桨叶43，可选地，桨叶43连接有桨轴431，桨轴431与第四锥齿轮425连接。
可选地，传动轴结构包括短轴组件2，短轴组件2通过高弹性联轴器5与驱动件1连接。高弹性联轴器5含有预压橡胶的弹性化合物，可提供额外强度，延长使用寿命。高弹性联轴器5可容纳多种类型偏差。高弹性联轴器5的轮毂材质为高强度铝合金，既轻巧又防腐蚀。其中橡胶成分主要用于减震，使动力传输流畅、安静，从而保护驱动力以及驱动机器。
可选地，传动轴结构还包括长轴组件3，长轴组件3的第一端通过第一万向联轴器6与短轴组件2连接，长轴组件3的第二端通过第二万向联轴器7与输入轴411连接。万向联轴器利用其机构的特点，使两轴不在同一轴线，存在轴线夹角的情况下能实现所联接的两轴连续回转，并可靠地传递转矩和运动。万向联轴器最大的特点是：其结构有较大的角向补偿能力，结构紧凑，传动效率高。不同结构型式万向联轴器两轴线夹角不相同，一般在3°-15°之间。
为满足船舶的大扭矩需求，可选地，驱动件1包括柴油发动机或混合动力发动机。柴油发动机是燃烧柴油来获取能量释放的发动机。柴油发动机的优点是扭矩大、经济性能好。柴油发动机的工作过程与汽油发动机有许多相同的地方，每个工作循环也经历进气、压缩、做功、排气四个冲程。但由于柴油机用的燃料是柴油，它的粘度比汽油大，不容易蒸发，而其自燃温度却比汽油低，因此，可燃混合气的形成及点火方式都与汽油机不同。不同之处主要有，柴油发动机的气缸中的混合气是压燃的，而非点燃的。柴油发动机工作时，进入气缸的是空气，气缸中的空气压缩到终点的时候，温度可以达到500℃-700℃，压力可以达到40-50个大气压。活塞接近上止点时，供油系统的喷油嘴以极高的压力在极短的时间内向气缸燃烧室喷射燃油，柴油形成细微的油粒，与高压 高温的空气混合，可燃混合气自行燃烧，猛烈膨胀产生爆发力，推动活塞下行做功，此时温度可达1900℃-2000℃，压力可达60-100个大气压，产生的扭矩很大，所以柴油发动机广泛的应用于大型柴油设备上。
在本实施例中，柴油发动机与桨叶43相同纵剖面输入输出布置，结构紧凑，节约船舱内部空间。舵桨上箱体内部的的液压离合器，通过电液控制实现柔性合排和滑差传动。此液压离合器具有应急操作结构，在任何失电和失压的情况下，可进行应急合排操作。舵桨上箱体外部配有检测和观察孔，便于安装拆卸和维护保养。舵桨上箱体采用集成式润滑系统，外部管路简单，采用压力喷射润滑冷却，在柴油发动机启机之前对轴承和齿轮进行预润滑，提高使用寿命。舵桨上箱体采用分层式箱体结构，安装拆卸方便，便于后期设备维护保养。
本实施例还提供一种船舶，包括上述的舵桨推进系统，驱动件1(例如柴油发动机)的驱动力依次经由短轴组件2和长轴组件3传递至舵桨总成4中变速机构41的输入轴411，通过齿轮箱413和离合器组414的配合调节变速机构41的输出轴412与输入轴411的转速比，输出轴412将动力经由传动机构42传递至桨叶43，实现桨叶43的多种转速输出，在拖带和航行等多种工况，均可以使船舶满足最大拖力和最大航速等多项要求，可更好地适应多工况要求，使得船舶在不同工况下达到最快航速或最大推力，燃油消耗率和消耗量低，航行速度快，节约时间成本，变速机构41和传动机构42集成为一体，结构紧凑，重量轻，减少船舶空间占用。

Claims (10)

  1. 一种舵桨推进系统，包括依次连接的驱动件(1)、传动轴结构和舵桨总成(4)，其中，所述舵桨总成(4)包括变速机构(41)和桨叶(43)，所述变速机构(41)包括输入轴(411)、输出轴(412)、齿轮箱(413)和离合器组(414)，所述输入轴(411)与所述传动轴结构连接，所述输出轴(412)与所述桨叶(43)连接，所述齿轮箱(413)和所述离合器组(414)相互配合以调节所述输出轴(412)与所述输入轴(411)的转速比。
  2. 根据权利要求1所述的舵桨推进系统，其中，所述齿轮箱(413)包括第一齿轮(4131)、第二齿轮(4132)和第三齿轮(4133)，所述第一齿轮(4131)与所述输入轴(411)连接，所述第一齿轮(4131)可选择地与所述第二齿轮(4132)或所述第三齿轮(4133)啮合。
  3. 根据权利要求2所述的舵桨推进系统，其中，所述离合器组(414)包括第一离合器(4141)、第二离合器(4142)和第三离合器(4143)，所述第一离合器(4141)与所述第一齿轮(4131)同轴连接，所述第二离合器(4142)与所述第二齿轮(4132)同轴连接，所述第三离合器(4143)与所述第三齿轮(4133)同轴连接，所述输出轴(412)与所述第一离合器(4141)可选择地连接，所述第二离合器(4142)和所述第三离合器(4143)通过所述第一离合器(4141)的外壳齿轮与所述输出轴(412)可选择地连接。
  4. 根据权利要求1所述的舵桨推进系统，其中，所述桨叶(43)的转动轴线与所述输出轴(412)的轴线平行且间隔设置，所述舵桨总成(4)还包括传动机构(42)，所述传动机构(42)设置于所述输出轴(412)与所述桨叶(43)之间，所述传动机构(42)设置为将所述输出轴(412)的动力传递至所述桨叶(43)。
  5. 根据权利要求4所述的舵桨推进系统，其中，所述传动机构(42)包括第一锥齿轮(421)、第二锥齿轮(422)、连接轴(423)、第三锥齿轮(424)和第四锥齿轮(425)，所述第一锥齿轮(421)与所述输出轴(412)连接，所述第一锥齿轮(421)和所述第二锥齿轮(422)啮合，所述第二锥齿轮(422)通过所述连接轴(423)与所述第三锥齿轮(424)连接，所述第三锥齿轮(424)与所述第四锥齿轮(425)啮合，所述第四锥齿轮(425)与所述桨叶(43)连接。
  6. 根据权利要求5所述的舵桨推进系统，其中，所述桨叶(43)连接有桨轴(431)，所述桨轴(431)与所述第四锥齿轮(425)连接。
  7. 根据权利要求1所述的舵桨推进系统，其中，所述传动轴结构包括短轴组件(2)，所述短轴组件(2)通过高弹性联轴器(5)与所述驱动件(1)连接。
  8. 根据权利要求7所述的舵桨推进系统，其中，所述传动轴结构还包括长轴组件(3)，所述长轴组件(3)的第一端通过第一万向联轴器(6)与所述短轴组件(2)连接，所述长轴组件(3)的第二端通过第二万向联轴器(7)与所述输入轴(411)连接。
  9. 根据权利要求1所述的舵桨推进系统，其中，所述驱动件(1)包括柴油发动机或混合动力发动机。
  10. 一种船舶，包括如权利要求1-9任一项所述的舵桨推进系统。
PCT/CN2020/126930 2020-09-08 2020-11-06 舵桨推进系统及船舶 WO2022052282A1 (zh)

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