CN109292067A - Hanger structures for marine propulsion and marine propulsion - Google Patents

Abstract

The present invention provides a pylon structure (50) for a marine propulsion device (100) and a marine propulsion device for connecting an electric unit (40) of the marine propulsion device with a hull (200), wherein The hanger structure includes: a first end (56) for mutually rotatable connection with the hull (200); a second end (58), wherein the second end (58) Comprising: a first leg (51) capable of being connected with the housing (44) of the electric unit (40) at a distal region (41) away from the propeller of the electric unit (40), a second A foot (52) capable of being connected with the housing (44) of the electric unit (40) at the proximal end region (42) close to the propeller, the first foot (51) and the second foot (52) being connected spaced apart from each other, and a gap (53) is formed between the first support leg and the second support leg.

Description

Hanger structures for marine propulsion and marine propulsion

technical field

The invention relates to a pylon structure for a ship propulsion device, which is used for connecting an electric unit of the ship propulsion device with a hull; in addition, it also relates to a ship propulsion device, in particular to a pod type for a ship propulsion device.

Background technique

Ship propulsion is a device that provides power to a ship. Marine propulsion can be divided into two categories: active and reactive. The fibers and sails (see sailboats) that drive the boat forward by manpower or wind are active; paddles, sculls, paddle wheels, water jets, propellers, etc. are reactive. Most modern transport ships use reactive propellers, and the most widely used is the propeller type. The traditional propeller is connected with the engine in the hull through the shaft through the tail, and cooperates with the rudder to realize the propulsion and steering of the hull. A podded propeller may be mounted on a marine propulsion unit separate from the hull of the vessel. Such a structure enables the entire ship's propulsion device to rotate, and through this rotation, the propeller fluid can be directed to the direction required for the movement of the hull, thereby integrating the propeller and the rudder, improving efficiency, facilitating manipulation, and saving cabin space. effects of space. When the pod-type propeller is used as the power source of the ship's propulsion device, the thrust of the propeller will be transmitted to the hull. large stress. At the same time, since the motor that drives the propeller generates a lot of heat when it is running, an important way to take away this heat is to transfer the heat through the stator to the propulsion housing exposed to seawater. But the full-coverage pods in the past would have a large area that could not be cooled, resulting in localized high temperatures. To solve this problem, it is necessary to add a complex air circulation cooling device to the pod pylon.

SUMMARY OF THE INVENTION

In order to solve one or more of the above problems, the present invention first proposes a pylon structure for a marine propulsion device for connecting an electric unit of the marine propulsion device with a hull, wherein the pylon structure include:

a first end for mutually rotatable connection with the hull;

a second end, wherein the second end comprises:

a first leg connectable with the housing of the motorized unit at a distal region remote from the thruster of the motorized unit,

a second leg connectable with the housing of the motor unit in the proximal region near the thruster,

The first leg and the second leg are spaced apart from each other, and a gap is formed between the first leg and the second leg.

The pylon structure according to the present invention can be used for propulsion devices of various ships, especially pod-type propulsion devices. When physically connected, the housing of the electric unit can be at least partially exposed to water, so that heat can be dissipated through the housing. On the other hand, the first leg and the second leg can be connected at the two ends of the housing of the electric unit respectively, so as to solve the problem of insufficient stability caused by the "L"-shaped connection, which can absorb and Stress at the connection of the motorized unit.

According to an advantageous embodiment, the hanger structure includes a hanger shell and an inner cavity enclosed by the hanger shell. The hollow structure can reduce weight, and its inner cavity can be further used for heat dissipation.

According to an advantageous embodiment, the recess is arranged such that at least part of the housing between the proximal and distal regions of the housing of the electric unit is not covered by the hanger housing.

According to an advantageous embodiment, the cross section of the hanger shell in the direction of the water flow is streamlined or the shape of the cross section of the hanger shell starts from the front end in the direction of travel and gradually widens towards the rear end and then gradually towards the rear. The rear end is narrowed in the direction of travel. This design allows the hanger structure to have low running resistance in water flow.

According to an advantageous embodiment, the inside of the first leg and/or the second leg of the hanger shell is hollow, so that the inner cavity of the hanger structure can be connected with all the first legs and the second leg through the first leg and the second leg. The inner space of the electric unit is communicated. When the inner cavity of the hanger shell is communicated with the inner cavity of the housing of the electric unit, the inner cavity of the hanger shell can be used to further dissipate heat for the motor, that is, the heat dissipation area and other possibilities of heat dissipation are further increased.

According to an advantageous embodiment, the first end can be connected to the hull in a mutually rotatable manner by means of a slewing bearing disk or an adapter ring. As a result, the steering of the propulsion device can be ensured.

According to an advantageous embodiment, the ends of the first leg and/or the second leg are open, so that the inner cavity of the hanger shell and the electric unit can be communicated via the first leg and/or the second leg. the inner cavity of the housing.

Another aspect of the present invention proposes a marine propulsion device, comprising:

a motorized unit including a motor and a housing surrounding the motor;

a propeller driven by said motor;

And a hanger structure according to any one of the above embodiments, wherein the hanger structure is connected with the electric unit. As a result, it is possible to provide a marine propulsion device that has good heat dissipation and can be stably connected to a marine vessel.

According to an advantageous embodiment, an air cooling device is arranged inside the housing. Advantageously, such a cooling device can be a fan, which is arranged on the motor shaft of the electric machine, whereby further heat dissipation can be achieved by means of air circulation in the inner cavity of the hanger structure and the inner cavity of the housing of the electric unit .

According to an advantageous embodiment, the housing is connected to the hanger shell of the hanger structure, so that the inner cavity of the housing communicates with the inner cavity of the hanger shell. When the inner cavity of the hanger shell is communicated with the inner cavity of the housing of the electric unit, the inner cavity of the hanger shell can be used to further dissipate heat for the motor, that is, the heat dissipation area and other possibilities of heat dissipation are further increased.

Description of drawings

The following drawings are only intended to illustrate and explain the present invention schematically, and do not limit the scope of the present invention. in,

Figure 1 schematically shows a podded propulsion device according to the prior art;

Figure 2 schematically shows another podded propulsion device according to the prior art;

Figure 3 schematically shows a podded propulsion device according to an embodiment of the present invention;

Figure 4 schematically shows a schematic diagram of section IV-IV;

Figure 5 schematically shows another perspective of a podded propulsion device according to an embodiment of the invention;

Figure 6 schematically shows another podded propulsion device according to an embodiment of the present invention.

Figure 7 schematically shows yet another podded propulsion device according to an embodiment of the present invention.

List of reference numbers:

1 Motor unit

3 hangers

4 engagement rings

5 propellers

6 lower

8 Mounting holes

15 Water cooling system

16 Water cooling pipes

30 Slewing bearing disc

40 Electric units

41 Remote

42 Proximal

44 shell

45,45’,45” first connection area

46,46’,46” 2nd connection area

47 Motor

48 Bearings

50,50’50” hanger structure

51,51’,51” first leg

51,52’,52” second leg

53,53’,53” clearance

54 Hanger shell

55 The body of the hanger structure

56 Bearing end of hanger structure

60,60’,60” propeller; thruster

62, 62’, 62” blades

70 Circulating air path

100,100’,100” Marine Propulsion

Detailed ways

In order to have a clearer understanding of the technical features, objects and effects of the present invention, the specific embodiments of the present invention will now be described with reference to the accompanying drawings.

Figure 1 schematically shows a podded propulsion device according to the prior art. The propulsion device installed in the lower part of the hull includes a motor unit 1 with a housing structure. The motor unit 1 is mounted on a hanger 3 which is rotatably connected to the bottom of the hull by means of an engagement ring 4 . The propeller 5 or the propeller 5 is mounted on the upstream end 2 of the motor unit 1 . At the downstream end, which corresponds to the upstream end 2 , it is connected to the hanger 3 by a so-called lower part 6 . The lower part 6 is provided with mounting holes 8 for fastening bolts. The flow of water flowing into the lower portion 6 cools the motor unit in the direction of the motor unit 1 .

In the embodiment shown in the prior art, the hanger 3 and the motor unit 1 form an "L"-shaped structure, so that the outer wall of the motor unit 1 can be exposed to water in a wide range, which is conducive to heat dissipation. However, the L-shaped structure makes the rigidity of the connection structure between the motor unit 1 and the arm member 3 less than that of a fully covered boom (as shown in the prior art solution shown in FIG. 2 ). The large cantilever structure will also cause a large moment at the bend, which requires thickening design.

FIG. 2 schematically shows another podded propulsion device according to the prior art. The lower end of the hanger 3 of the propulsion device extends along the longitudinal direction of the motor unit 1 and is connected to it, thereby providing a robust connection between the boom and the motor unit. Stress issues and flow regulation issues can be resolved through this connection. However, due to this "full coverage" connection, the outer wall of the motor unit cannot be completely exposed to water so as to obtain sufficient cooling. In the prior art, a special water cooling system 15 is designed in the boom 3 . This will inevitably further increase the manufacturing difficulty and cost.

In order to make the pod-type propulsion device more firm, and at the same time to ensure a good heat dissipation effect on the motor unit, the present invention proposes a specific solution.

Figure 3 schematically shows an embodiment of a marine propulsion device 100 according to the present invention.

The ship propulsion device 100 is particularly a pod type ship propulsion device, which can usually be connected to a ship, especially the bottom of the ship, through a slewing bearing disk 30 or a joint ring and other components known in the art, so that the pod The ship propulsion device 100 of the type can be rotated to adjust the sailing direction of the ship. The marine propulsion device 100 shown in FIG. 3 includes an electric unit 40 , and the electric unit 40 includes a casing 44 and driving components such as a motor surrounded by the casing 44 . The structure of the motor is known in the art and will not be repeated here. A propeller 60 is provided on one end 42 of the electric unit 40 , which is usually a propeller or a propeller 60 . In the embodiment shown in FIG. 3 , the propeller 60 includes four specially designed blades 62 . It is conceivable that the number of blades can also be 3 or 5, and the blade shape also needs to be designed according to the actual thrust and the like. In the present invention, the area of the end of the electric unit 40 close to the propeller 60 can be called the proximal area 42 . It is not limited to the point closest to the propeller 60 , but may indicate an area on the electric unit 40 , especially on its housing 44 , which is closer to the propeller 60 than the other end. Correspondingly, on the electric unit 40 , especially the area of the housing 44 that is closer to the other end or the area farther from the propeller 60 is called the distal area 41 .

The marine propulsion device 100 further includes a hanger structure 50 connecting the electric unit 40 and the slewing bearing plate 30 . The hanger structure shown in FIG. 3 forms an approximately triangular shape when viewed from the perspective of the drawing. Its bearing end 56 near the slew bearing disc 30 has a smaller cross-section that can engage the slew bearing disc 30 . The body 55 of the hanger structure 50 extends from the bearing end 56 in the direction of the electric unit 40 . The body 55 is surrounded by the hanger shell 54 to form a hollow structure. FIG. 4 also schematically shows a cross-sectional view of the body 55 seen along section line IV-IV in FIG. 3 . It can be seen that the cross-sectional area of the inner cavity 57 or the cross-sectional size of the body 55 gradually expands from the bearing end 56 to the motor unit end until two mutually spaced support feet are formed at the stand-alone unit end. Wherein, the shape of the hanger shell 54 makes the cross section of the hanger structure 50 in the direction of water flow to be streamlined. One of the first legs 51 is connected with the housing 44 of the electric unit 40 in the axial direction away from the distal region 41 of the propeller, and the other second leg 52 is used for connecting with the housing 44 of the electric unit 40 . A proximal region 42 is attached axially close to the propeller. Since the first leg 51 and the second leg 52 are spaced apart from each other, a gap 53 is formed between the first leg and the second leg. Since the gap itself is also formed by the hanger shell 54, it is similar to a The "bridge" spans between the first leg and the second leg, so that at least part of the housing 44 between the proximal end region 42 and the distal end region 41 of the housing 44 of the motor unit 40 is not covered by the hanger structure 50's of hanger shells are covered. Therefore, the hanger structure of the "hanging at both ends" structure can not only retain the firmness of the covering hanger, that is, maintain its strength without a heavy structure, but also make the housing 44 of the electric unit large in area. Exposure to water for adequate heat dissipation. Therefore, it realizes the combination of the advantages of the "L" type cantilever structure and the fully covered hanger structure through structural improvement.

Although not shown in FIG. 3 , it is conceivable that the interior of the housing 44 of the motor unit 40 is also hollow. On the other hand, because the insides of the first leg 51 and the second leg 52 formed by the hanger shell 54 are also hollow, the inner cavity of the hanger structure 50 can be connected with the inner space of the electric unit 40 Connected.

Referring to FIG. 6 , it schematically shows the first leg 51 , the second leg 52 and the inner space of the housing 44 of the electric unit 40 . Motor element 40 includes a motor 47 which is supported on motor shaft 43 . The motor shaft 43 is rotatably supported on a pair of bearings 48 . In order to achieve better heat dissipation, in addition to the housing 44 of the electric unit with a large area exposed to water, further heat dissipation can be achieved by installing a small fan 49 on the motor shaft. Fan 49 tends to circulate air within housing 44 and the interior cavity of hanger housing 54 as indicated by arrow 70 . Of course, by installing fans with different fan shapes, the air can also be circulated in the opposite direction as indicated by arrow 70 . As shown by the arrow 70, the hot air between the stator and the rotor of the motor 42 is driven into the inner cavity of the hanger shell 54. Since the inner cavity of the hanger shell 54 itself has no heat-generating components, the outer surface of the hanger shell 54 is in contact with a large amount of water. , which can quickly cool the circulating air, and the cooled air can enter the motor to cool it down.

The interconnection between the hanger shell 54 and the shell 44 of the electric unit 40 can be realized by riveting, bolting, welding, sliding pin suspension or bonding, etc., which will not be repeated here. As shown in FIG. 3 , the hanger shell 54 is connected to the housing 44 at the first leg 51 and the second leg 54 of the hanger structure 50 to form a first connection area 45 and a second connection area 46 . In the embodiment shown in FIG. 3 , the first connection area 45 is slightly larger than the second connection area 46 . But generally speaking, since the connection area is actually the area covered by the hanger shell 54 of the hanger structure 50 with the casing 44 of the electric unit 40 , the smaller the connection area, the better the heat dissipation of the casing 44 . On the other hand, if circulating air cooling is used, the connecting area needs to be large enough to arrange the air passages to ensure active heat dissipation by the fan inside the housing 44 of the motor unit 40 . Therefore, the designer can design the ideal size and shape of the first connection region 45 and the second connection region 46 according to experiments or simulations.

It should be pointed out that the ends of the first leg 51 and the second leg 52 may be open ends (that is, the hanger shell 54 is not sealed at the ends of the first leg 51 and the second leg 52, but is open, so the The inner cavity of the hanger shell 54 is communicated with the inner cavity of the housing 44 of the electric unit through the first and second legs), or when the ends of the first and second legs 51 and 52 are closed, the main Heat dissipation is carried out by means of the casing 44 which is not covered by the hanger structure or by means of a fan. Of course, one of the first leg 51 and the second leg 52 may be closed and the other open.

Figure 4 schematically shows another embodiment of the marine propulsion device according to the invention. As shown in the figure, the propeller 60' has different forms, and those skilled in the art can select the propeller or other types of propellers according to the actual application environment. In this embodiment, it can be seen that the first connection area 45' and the second connection area 46'

Figure 5 schematically shows yet another embodiment of a marine propulsion device according to the present invention. Among them, the first connection area 45" and the second connection area 46" are larger, so that the gap 53" between the first leg 51" and the second leg 52" is relatively small. This design idea, more The cooling is carried out by using the air circulation in the inner cavity of the hanger shell 54 and the shell 44. Therefore, the heat dissipation area of the hanger shell 54 is also required to be larger, and the connection between the hanger structure and the electric unit 40 is correspondingly larger. stable.

In various embodiments according to the present invention, the front foot of the hanger structure 50 on the inflow side, ie, the first leg is designed to be relatively narrow, and gradually expands along its circumferential direction and then narrows on the non-incoming side. As a result, a shape with good hydrodynamics, such as a streamline shape that is more favorable to the flow of water, can be formed on the A-A cross section similar to that shown in FIG. 3 . The three-dimensional shape of the hanger structure 50 can be seen more clearly in FIG. 4 , for example.

It should be understood that although this specification is described according to various embodiments, not each embodiment only includes an independent technical solution, and this description in the specification is only for the sake of clarity, and those skilled in the art should take the specification as a whole , the technical solutions in each embodiment can also be appropriately combined to form other implementations that can be understood by those skilled in the art.

The above descriptions are only exemplary embodiments of the present invention, and are not intended to limit the scope of the present invention. Any equivalent changes, modifications and combinations made by any person skilled in the art without departing from the concept and principles of the present invention shall fall within the protection scope of the present invention.

Claims (10)

1. Hanger structure (50) for a marine propulsion device (100) for connecting an electric unit (40) of the marine propulsion device with a hull (200), wherein the hanger structure comprises:

a first end (56) for mutual rotatable connection with the hull (200);

a second end (58), wherein the second end (58) comprises:

a first leg (51) connectable to the housing (44) of the electric unit (40) at a distal region (41) remote from the propeller of the electric unit (40),

a second leg (52) connectable to the housing (44) of the electrical unit (40) in a proximal region (42) adjacent the pusher,

the first leg (51) and the second leg (52) are spaced apart from each other, with a void (53) formed therebetween.

2. The hanger structure (50) of claim 1, said hanger structure (50) comprising a hanger shell (54) and an interior cavity enclosed by said hanger shell (54).

3. The hanger structure (50) according to claim 2, wherein the void (53) is arranged such that at least part of the housing (44) between the proximal end region (42) and the distal end region (41) of the housing (44) of the electric unit (40) is not covered by the hanger housing (54).

4. The hanger structure (50) according to claim 2 or 3, characterized in that the cross-section of the hanger shell (54) in the direction of the water flow is streamlined or the shape of the cross-section of the hanger shell (54) is gradually narrowed from the front end in the direction of travel to the rear end and then gradually widened toward the rear end in the direction of travel.

5. The hanger structure (50) according to any one of claims 2 to 4, wherein the interior of the first leg (51) and/or the second leg (52) of the hanger housing (54) is hollow such that the interior cavity of the hanger structure (50) can communicate with the interior space of the electric unit (40) through the first leg (51) and the second leg (52).

6. The pylon structure (50) of any one of claims 1 to 4 wherein the first end (56) is connectable to the hull via a swivel bearing disc (30) or an adapter ring (30) in a mutually rotatable manner.

7. The hanger structure (50) according to any one of claims 1-4, wherein an end of said first leg (51) and/or second leg (52) is open.

8. Marine propulsion arrangement (100), comprising:

an electric unit (40) comprising an electric motor and a housing (44) enclosing the electric motor;

a propeller (60) driven by said motor;

and a hanger structure (50) according to any one of claims 1-7, wherein said hanger structure (50) is connected to said electric unit (40).

9. Marine propulsion arrangement (100) according to claim 8, characterised in that an air cooling device is arranged inside the housing (44).

10. Marine propulsion device (100) according to claim 8 or 9, characterised in that the housing (44) is connected with a cradle shell (54) of the cradle structure (50) such that the inner cavity of the housing (44) communicates with the inner cavity of the cradle shell (54).