CN115140289B - Marine propeller, cooling method for marine propeller, and marine vessel - Google Patents
Marine propeller, cooling method for marine propeller, and marine vessel Download PDFInfo
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- CN115140289B CN115140289B CN202210787600.1A CN202210787600A CN115140289B CN 115140289 B CN115140289 B CN 115140289B CN 202210787600 A CN202210787600 A CN 202210787600A CN 115140289 B CN115140289 B CN 115140289B
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- motor
- hollow shaft
- accommodating cavity
- marine propeller
- oil
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- 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
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- 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
- B63H21/38—Apparatus or methods specially adapted for use on marine vessels, for handling power plant or unit liquids, e.g. lubricants, coolants, fuels or the like
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K9/00—Arrangements for cooling or ventilating
- H02K9/19—Arrangements for cooling or ventilating for machines with closed casing and closed-circuit cooling using a liquid cooling medium, e.g. oil
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Power Engineering (AREA)
- Motor Or Generator Cooling System (AREA)
Abstract
The application relates to the field of ship power, and discloses a ship propeller, a cooling method of the ship propeller and a ship. The marine propeller includes: a motor including a stator and a rotor; the first shell is provided with a first accommodating cavity and a second accommodating cavity, the first accommodating cavity is used for storing oil, and the motor is arranged in the second accommodating cavity; one end of the hollow shaft is fixed with the rotor, and the other end of the hollow shaft is arranged in the first accommodating cavity; the rotating piece is connected with the hollow shaft; when the motor works, the rotor drives the hollow shaft to rotate, and the hollow shaft drives the rotating piece to rotate, so that oil in the first accommodating cavity flows into the hollow cavity from the other end of the hollow shaft, and is discharged to the motor from the other end of the hollow shaft. Through the mode, the marine propeller is provided with the hollow shaft comprising the rotating part, an oil pump is not required to be additionally arranged, the weight of the marine propeller can be reduced, the manufacturing cost, the use failure rate and the use cost of the marine propeller are reduced, and the cooling efficiency is higher.
Description
Technical Field
The application relates to the field of ship power, in particular to a ship propeller, a cooling method of the ship propeller and a ship.
Background
At present, the application prospect of the electric ship is wider and wider, and the electric ship provides power by utilizing a motor. The common motor cooling mode adopts oil cooling, and the oil cooling mode mainly comprises the steps of adding cooling oil into the motor to enable the cooling oil to absorb heat of a stator and then exchange heat with a motor shell, so that the stator is cooled. The cooling mode has low cooling efficiency and cannot meet the cooling requirement.
Disclosure of Invention
The application provides a marine propeller, a cooling method of the marine propeller and a ship.
The application provides a marine propeller, comprising:
the motor comprises a stator and a rotor, wherein the stator is fixedly connected with the first shell, and the rotor is rotationally connected with the stator;
the first shell is provided with a first accommodating cavity and a second accommodating cavity, the first accommodating cavity is used for storing oil, and the motor is arranged in the second accommodating cavity;
one end of the hollow shaft is fixed with the rotor, the other end of the hollow shaft is arranged in the first accommodating cavity, and the hollow shaft is provided with a hollow cavity;
the rotating piece is arranged in the hollow cavity and is connected with the hollow shaft;
when the motor works, the rotor drives the hollow shaft to rotate, the hollow shaft drives the rotating piece to rotate, negative pressure is generated in the hollow cavity in the rotating process of the rotating piece, so that oil in the first accommodating cavity flows into the hollow cavity from the other end of the hollow shaft, and is discharged to the motor from the other end of the hollow shaft.
The application also provides a cooling method of the marine propeller, which is applied to the marine propeller, the marine propeller comprises a control module, a driving device and a motor, the control module is connected with the driving device, the driving device is connected with the motor, and the method comprises the following steps: the control module acquires the working temperature of the motor of the marine propeller; the control module judges whether the working temperature accords with a preset temperature; and if the working temperature is judged to be not in accordance with the preset temperature, the control module sends a control signal to the driving device, wherein the control signal is used for indicating the driving device to drive the motor to run.
The application also provides a ship comprising the ship propeller.
According to the marine propeller provided by the application, the hollow shaft comprising the rotating part is arranged, and the rotation of the motor rotor is utilized to drive the hollow shaft to rotate, so that oil circulation is performed, an oil pump is not required to be additionally arranged, the weight of the marine propeller can be reduced, the manufacturing cost of the marine propeller is reduced, the use failure rate of the marine propeller is reduced, and the cooling efficiency is higher. Meanwhile, the marine propeller with the hollow shaft can save more energy and reduce the use cost of the marine propeller.
Drawings
FIG. 1 is a schematic structural view of a first embodiment of a marine propeller of the present application;
FIG. 2 is a schematic view of the structure of a first embodiment of the hollow shaft of the present application;
FIG. 3 is a schematic view of the structure of a second embodiment of the hollow shaft of the present application;
FIG. 4 is a schematic view of the structure of a third embodiment of the hollow shaft of the present application;
FIG. 5 is a schematic flow diagram of oil in a marine propeller of the present application;
FIG. 6 is a schematic view showing the construction of a second embodiment of a marine propeller of the present application;
FIG. 7 is a schematic flow chart of a first embodiment of a cooling method of a marine propeller of the present application;
fig. 8 is a schematic structural view of a first embodiment of the ship of the present application.
Detailed Description
In order that the above objects, features and advantages of the application will be readily understood, a more particular description of the application will be rendered by reference to the appended drawings. It is to be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the application. It should be further noted that, for convenience of description, only some, but not all of the structures related to the present application are shown in the drawings. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.
The terms "first," "second," and the like in this disclosure are used for distinguishing between different objects and not for describing a particular sequential order. Furthermore, the terms "comprise" and "have," as well as any variations thereof, are intended to cover a non-exclusive inclusion. For example, a process, method, system, article, or apparatus that comprises a list of steps or elements is not limited to only those listed steps or elements but may include other steps or elements not listed or inherent to such process, method, article, or apparatus.
Reference herein to "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment may be included in at least one embodiment of the application. The appearances of such phrases in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments. Those of skill in the art will explicitly and implicitly appreciate that the embodiments described herein may be combined with other embodiments.
The application provides a marine propeller 1, referring to fig. 1 to 5, fig. 1 is a schematic structural view of a first embodiment of the marine propeller 1 of the present application; FIG. 2 is a schematic view of the structure of a first embodiment of the hollow shaft 30 of the present application; FIG. 3 is a schematic view of a second embodiment of a hollow shaft 30 of the present application; FIG. 4 is a schematic view of a third embodiment of a hollow shaft 30 of the present application; fig. 5 is a schematic flow of oil in the marine propeller 1 according to the present application. As shown in fig. 1, the marine propeller 1 of the present application includes a first housing 10, a motor 20, and a hollow shaft 30.
The first casing 10 of the marine propeller 1 is provided with a first accommodating cavity 11 and a second accommodating cavity 12, oil is stored in the first accommodating cavity 11, and a motor 20 is arranged in the second accommodating cavity 12. The portion of the first housing 10 for storing the oil takes the form of a tank, or may take the form of other containers for storing the fluid. The motor 20 includes a stator 21 and a rotor 22, the stator 21 is fixedly connected with the first housing 10, the rotor 22 is rotatably connected with the stator 21, and one end of the hollow shaft 30 is fixed to the rotor 22.
Further, the other end of the hollow shaft 30 is disposed in the first accommodating cavity 11, immersed in the oil in the first accommodating cavity 11, and the hollow shaft 30 is provided with a hollow cavity 31. A rotating member 32 is disposed in the hollow cavity 31 of the hollow shaft 30, the rotating member 32 is connected with the hollow shaft 30, a plurality of oil drain holes 33 are disposed at one end of the hollow shaft 30 away from the first accommodating cavity 11, and the plurality of oil drain holes 33 are communicated with the hollow cavity 31 of the hollow shaft 30 and the second accommodating cavity 12 provided with the motor 20. And an oil return passage 40 is provided between the first accommodating chamber 11 in which the oil is stored and the second accommodating chamber 12 in which the motor 20 is provided.
Specifically, when the motor 20 works, the rotor 22 in the motor 20 drives the hollow shaft 30 to rotate, and then the hollow shaft 30 drives the rotating member 32 to rotate, and negative pressure is generated in the hollow cavity 31 during the rotation of the rotating member 32. The oil in the first accommodating cavity 11 flows into the hollow cavity 31 from one end of the hollow shaft 30 immersed in the oil in the first accommodating cavity 11 under the action of the negative pressure, and is discharged to the motor 20 through a plurality of oil discharge holes 33 which are arranged at the other end of the hollow shaft 30 and are communicated with the hollow cavity 31 and the second accommodating cavity 12. Under the action of gravity, the oil flows through the stator 21 and the rotor 22 in the motor 20, exchanges heat with the stator 21 and the rotor 22, takes away heat generated by the stator 21 and the rotor 22 when the motor 20 operates, and returns to the first accommodating cavity 11 through the oil return channel 40 which circulates the first accommodating cavity 11 and the second accommodating cavity 12 after the heat exchange, so that cooling of the motor 20 is realized through the circulation of the oil (as shown in fig. 5).
It should be noted that, when the oil after heat exchange returns to the first accommodating cavity 11, heat exchange is performed with the oil in the first accommodating cavity 11, the temperature of the oil in the first accommodating cavity 11 rises after the oil circulates to cool the motor 20, and at this time, the oil in the first accommodating cavity 11 needs to be cooled by water cooling. In the running process of the propeller, part of the first accommodating cavity 11 is submerged under water, and oil in the first accommodating cavity 11 can exchange heat with outside water through the first shell 10, so that heat dissipation and temperature reduction of the oil in the first accommodating cavity 11 are realized. In other embodiments, when the oil in the first accommodating cavity 11 is cooled, a cooling flow channel is further arranged in the first casing 10, the cooling flow channel can be adjacent to and isolated from the first accommodating cavity 11, circulating flow of cooling medium in the cooling flow channel is realized by arranging a water pump, when the cooling medium in the cooling flow channel flows through a position close to the first accommodating cavity 11, heat exchange is performed with the oil in the first accommodating cavity 11, heat of the oil can be taken away, and finally the cooling medium in the cooling flow channel takes away heat through external water or external air.
Alternatively, as shown in fig. 2, fig. 2 is a schematic structural view of a first embodiment of the hollow shaft 30 of the present application, the rotating member 32 of the hollow shaft 30 is provided with a screw blade 321, the screw blade 321 extends along a cylindrical spiral curve, the screw blade 321 is fixedly connected to the inner wall of the hollow shaft 30, and rotates with the rotation of the hollow shaft 30. When the rotor 22 in the motor 20 drives the hollow shaft 30 to rotate, the spiral blade 321 rotates along with the hollow shaft 30, the oil in the first accommodating cavity 11 flows in from the spiral blade 321 immersed in the oil by the hollow shaft 30, and flows along one side of the spiral blade 321 along with the rotation of the spiral blade 321 to one side of the hollow shaft 30 where the plurality of oil discharge holes 33 are arranged, so that the hollow shaft 30 drives the spiral blade 321 to rotate to transmit the oil in the first accommodating cavity 11 to the motor 20.
Alternatively, as shown in fig. 3, fig. 3 is a schematic structural view of a second embodiment of the hollow shaft 30 of the present application, and the rotating member 32 of the hollow shaft 30 is provided with a helical blade 321, and the helical blade 321 extends along a cylindrical helical curve. The rotating member 32 is further provided with a first center shaft 322, the center of the first center shaft 322 is coaxial with the center of the hollow shaft 30, the first center shaft 322 is located in the hollow cavity 31, and the helical blades 321 are disposed on the circumferential side of the first center shaft 322 to rotate with the rotation of the hollow shaft 30. When the rotor 22 in the motor 20 drives the hollow shaft 30 to rotate, the oil in the first accommodating cavity 11 flows along one side of the spiral blade 321 along with the rotation of the spiral blade 321 to one side of the hollow shaft 30 where the plurality of oil drain holes 33 are arranged, so that the hollow shaft 30 drives the spiral blade 321 to rotate to transmit the oil in the first accommodating cavity 11 to the motor 20. Compared with the first embodiment of the hollow shaft 30, the rotating member 32 is provided with the first central shaft 322, and the helical blades 321 are disposed on the circumferential side of the first central shaft 322, so that the efficiency of the hollow shaft 30 for transmitting oil can be prevented from being lower due to the fact that the oil falls back into the first accommodating cavity 11 from the gap between the helical blades 321 in the process of transmitting the oil by the helical blades 321.
Alternatively, as shown in fig. 4, fig. 4 is a schematic structural diagram of a third embodiment of the hollow shaft 30 of the present application, the rotating member 32 of the hollow shaft 30 is provided with a second central shaft 323, and a plurality of spiral blades 324 are disposed around the second central shaft 323, and the plurality of spiral blades 324 are uniformly distributed along the second central shaft 323. In this embodiment, at least one spiral fan blade 324 is provided, and the plurality of spiral fan blades 324 generate negative pressure when rotating along with the hollow shaft 30. When the plurality of spiral fan blades 324 rotate around the axis center of the second central shaft 323, the pressure in the hollow cavity 31 becomes smaller, the pressure in the first accommodating cavity 11 is unchanged, and then oil in the first accommodating cavity 11 enters the second accommodating cavity 12 through the hollow cavity 31 by the pressure difference between the first accommodating cavity 11 and the hollow cavity 31 so as to cool the motor 20. Compared with the first embodiment of the hollow shaft 30 and the second embodiment of the hollow shaft 30 in which the spiral blades 321 are disposed on the rotating member 32 of the hollow shaft 30, the difficulty of transferring oil to the oil drain hole 33 by generating negative pressure by rotating the plurality of spiral blades 324 along with the hollow shaft 30 is greater, the rotation speed requirement on the spiral blades 324 is higher, when the rotation speed of the rotor 22 in the motor 20 is lower, the negative pressure generated by rotating the spiral blades 324 along with the hollow shaft 30 when the rotor 22 drives the hollow shaft 30 to rotate is difficult to transfer the oil in the first accommodating cavity 11 to the oil drain hole 33 of the hollow shaft 30 at one end of the hollow shaft 30 far away from the first accommodating cavity 11, and the cooling efficiency of the motor 20 is reduced.
Through the arrangement of the rotating member 32, an oil pump is not required to be arranged in the marine propeller 1 in the process of cooling the motor 20 by oil, and the oil is directly transmitted to the motor 20 by the negative pressure generated by the rotation of the hollow shaft 30 driven by the rotor 22 when the motor 20 operates, so that the motor 20 can be cooled. And the oil pump is not arranged in the marine propeller 1, so that the weight of the marine propeller 1 can be reduced, and the manufacturing cost of the marine propeller can be reduced. Meanwhile, the oil pump drives the oil to flow, and the marine propeller 1 is required to provide energy, so that the marine propeller 1 which is arranged by the oil pump is omitted, the energy is saved, and the use cost of the marine propeller 1 can be reduced.
Further, the marine propulsion 1 further comprises a drive device 50, the drive device 50 being connected to the motor 20. When the driving device 50 works, the stator 21 in the driving motor 20 generates a rotating magnetic field, the rotor 22 in transmission connection with the stator 21 obtains a rotating moment under the action of the rotating magnetic field, so that the hollow shaft 30 is driven to rotate, the rotating piece 32 in the hollow shaft 30 rotates based on the rotation of the hollow shaft 30, negative pressure is generated, and oil in the first accommodating cavity 11 is brought into the motor 20 under the action of the negative pressure.
Further, the marine propeller 1 further includes an output shaft 60 and a propeller 70, and the output shaft 60 is disposed in a vertical direction of the hollow shaft 30. One end of the output shaft 60 is in driving connection with one end of the hollow shaft 30 away from the motor 20, and the other end of the output shaft 60 is connected with the propeller 70. When the rotor 22 obtains a rotation moment under the action of the rotating magnetic field to drive the hollow shaft 30 to rotate, the hollow shaft 30 drives the output shaft 60 to rotate, so that the propeller 70 of the marine propeller 1 is driven to rotate, and the marine propeller 1 can provide thrust for the ship 2 (shown in fig. 8) to overcome the resistance of the ship 2 sailing in water and push the ship 2 to travel.
Unlike the prior art, the marine propeller 1 of the present embodiment includes: the motor 20 comprises a stator 21 and a rotor 22, wherein the stator 21 is fixedly connected with the first shell 10, and the rotor 22 is rotationally connected with the stator 21; the first shell 10 is provided with a first accommodating cavity 11 and a second accommodating cavity 12, the first accommodating cavity 11 is used for storing oil, and the motor 20 is arranged in the second accommodating cavity 12; the hollow shaft 30, one end of the hollow shaft 30 is fixed with the rotor 22, the other end of the hollow shaft 30 is arranged in the first accommodating cavity 11, and the hollow shaft 30 is provided with a hollow cavity 31; the rotating piece 32 is arranged in the hollow cavity 31 and is connected with the hollow shaft 30; when the motor 20 works, the rotor 22 drives the hollow shaft 30 to rotate, the hollow shaft 30 drives the rotating piece 32 to rotate, negative pressure is generated in the hollow cavity 31 in the rotating process of the rotating piece 32, so that oil in the first accommodating cavity 11 flows into the hollow cavity 31 from the other end of the hollow shaft 30, and is discharged to the motor 20 from the other end of the hollow shaft 30. By the mode, when the marine propeller 1 performs oil cooling of the motor 20, the hollow shaft 30 comprising the rotary part 32 is arranged, and the hollow shaft 30 is driven to rotate by the rotation of the rotor 22 of the motor 20, so that oil circulation is performed, the cooling efficiency is improved, an oil pump is not required to be additionally arranged, the weight of the marine propeller 1 can be reduced, the manufacturing cost is reduced, and the use failure rate of the marine propeller 1 is reduced. Meanwhile, the marine propeller 1 provided with the hollow shaft 30 can save more energy and reduce the use cost of the marine propeller 1.
Referring to fig. 6 and 7, fig. 6 is a schematic structural view of a second embodiment of the marine propeller 1 of the present application, and fig. 7 is a schematic flow chart of a first embodiment of a cooling method of the marine propeller 1 of the present application. As shown in fig. 6, the marine propeller 1 includes a control module 80, a driving device 50 and a motor 20, the control module 80 is connected with the driving device 50, the driving device 50 is connected with the motor 20, and the specific structure of the marine propeller 1 is as described in the above embodiment and will not be described herein. The control module 80 is an integrated control circuit board, mainly composed of a control chip, an integrated circuit and a printed circuit board, and the driving device 50 is a power circuit board, mainly composed of a MOS tube, an integrated circuit and a printed circuit board. The control module 80 and the driving means 50 may be enclosed in a control box housing, the control module 80 and the driving means 50 being fixed on top of the frame of the propeller and being electrically connected to the motor 20 by means of cables. Of course, in other embodiments, the control module 50 and the driving device 50 may be fixed to the bottom of the frame of the propeller.
As shown in fig. 7, the cooling method of the marine propeller 1 of the present application includes the steps of:
s101: the control module 80 collects the operating temperature of the motor 20 of the marine propeller 1.
The control module 80 of the marine propulsion 1 collects the operating temperature of the motor 20 when the motor 20 is operated under the drive of the drive.
Optionally, the temperature sensor connected with the motor 20 or other devices for detecting temperature are arranged in the marine propeller 1 to collect the working temperature of the motor 20, and the control module 80 is connected with the devices for detecting temperature to obtain the working temperature of the motor 20, so that the real-time monitoring of the working temperature of the motor 20 by the control module 80 is realized.
S102: the control module 80 determines whether the operating temperature meets a preset temperature.
The control module 80 of the marine propulsion 1 determines whether the operating temperature of the motor 20 corresponds to a preset temperature. The preset temperature of the motor 20 is the temperature of the motor 20 during normal operation, by collecting data of the operating temperature of the motor 20 and collecting data of energy conversion and operation states of the motor 20 at different operating temperatures, a database is built based on the data, and the database is stored in a memory connected with the control module 80, meanwhile, the temperature corresponding to the motor 20 in the normal operation state with higher energy conversion efficiency is set to be the preset temperature, the preset temperature can be a specific temperature value or a temperature range, and the operating temperature of the motor 20 in the normal operation state is the temperature value or the temperature range during operation. When the motor 20 is in operation, if the working temperature of the motor 20 is too high, the operation failure of the motor 20 is easily caused, and equipment damage is generated; if the operating temperature of the motor 20 is too low, the motor 20 is not in the optimal operating state, and the energy conversion efficiency of the motor 20 is low. When the control module 80 determines whether the operating temperature meets the preset temperature, the control module reads the preset temperature in the memory to obtain the preset temperature, and compares the operating temperature of the motor 20 with the preset temperature, thereby determining whether the operating temperature meets the preset temperature.
In general, in the motor 20: the temperature rise of the core contacted by the windings should not exceed the temperature rise limit of the insulation of the contacted windings, the temperature rise being the temperature of each component in the motor 20 above ambient; the temperature of the rolling bearing is not more than 95 ℃, the temperature of the sliding bearing is not more than 80 ℃, and the oil quality is changed and an oil film is damaged due to the too high temperature; the insulation is susceptible to high temperatures to accelerate aging and damage, and the highest temperatures at which the motor 20 operates using different insulation materials. The difference of the used materials and the device types inside the motor 20 and the difference of the external environment temperature of the motor 20 in the marine propeller 1 affect the preset temperature setting of the motor 20, and the preset temperature of the motor 20 is adjusted in real time based on the difference of the used materials and the device types inside the motor 20 and the external environment temperature of the motor 20, so that the motor 20 cannot be aged or damaged in the use process when the working temperature of the motor 20 is in the temperature value or the temperature range.
S103: the control module 80 sends a control signal to the driving device 50, where the control signal is used to instruct the driving device 50 to drive the motor 20 to operate.
If the control module 80 of the marine propulsion 1 determines that the working temperature of the motor 20 does not meet the preset temperature, the control module 80 generates a control signal based on the fact that the working temperature of the motor 20 does not meet the preset temperature, and sends the control signal to the driving device 50, and the driving device 50 drives the motor 20 to operate based on the control signal, adjusts the rotating speed of the motor 20, and then adjusts the working temperature of the motor 20.
Optionally, the control signal includes a rotation speed reducing instruction, if the control module 80 of the marine propulsion 1 determines that the working temperature of the motor 20 is greater than the preset temperature, the control signal generated by the control module 80 is the rotation speed reducing instruction, and the control module 80 sends the rotation speed reducing instruction to the driving device 50 to instruct the driving device 50 to control the rotation speed of the motor 20 to be reduced according to the rotation speed reducing instruction, so as to reduce the heat generated by the motor 20, and adjust the working temperature of the motor 20 to be reduced to the preset temperature.
Optionally, the control signal includes an increase rotation speed command, if the control module 80 of the marine propulsion 1 determines that the working temperature of the motor 20 is less than the preset temperature, the control module 80 generates a control signal that is the increase rotation speed command, and the control module 80 sends the increase rotation speed command to the driving device 50 to instruct the driving device 50 to control the rotation speed of the motor 20 to increase according to the increase rotation speed command, thereby increasing the heat generated by the motor 20, and adjusting the working temperature of the motor 20 to increase to the preset temperature.
Unlike the prior art, the cooling method of the marine propeller 1 of the present embodiment includes: the control module 80 collects the working temperature of the motor 20 of the marine propeller 1; the control module 80 judges whether the operating temperature meets a preset temperature; if the working temperature does not meet the preset temperature, the control module 80 sends a control signal to the driving device 50, where the control signal is used to instruct the driving device 50 to drive the motor 20 to run. In the above manner, the control module 80 connected with the driving device 50 collects the working temperature of the motor 20 of the marine propeller 1, and generates a control signal according to the working temperature of the motor 20 to instruct the driving device 50 to drive the motor 20 to run, so as to adjust the rotation speed of the motor 20 and further adjust the working temperature of the motor 20, so that the motor 20 can be in an optimal working state, thereby improving the energy conversion efficiency of the motor 20 of the marine propeller 1.
Referring to fig. 8, fig. 8 is a schematic structural view of a first embodiment of a ship 2 according to the present application. As shown in fig. 8, the ship 2 of the present application comprises the above-mentioned ship propeller 1 and a hull 3, the ship propeller 1 is fixed to the hull 3, and a propeller 70 of the ship propeller 1 rotates to provide thrust when the ship 2 travels, so as to overcome the resistance of the ship 2 traveling in water and push the hull 3 of the ship 2 to travel.
The foregoing description is only of embodiments of the present application, and is not intended to limit the scope of the application, and all equivalent structures or equivalent processes using the descriptions and the drawings of the present application or directly or indirectly applied to other related technical fields are included in the scope of the present application.
Claims (13)
1. A marine propulsion vessel comprising:
the motor comprises a stator and a rotor, wherein the stator is fixedly connected with the first shell, and the rotor is rotationally connected with the stator;
the first shell is provided with a first accommodating cavity and a second accommodating cavity which are spaced, the first accommodating cavity is used for storing oil, and the motor is arranged in the second accommodating cavity;
one end of the hollow shaft is arranged in the first accommodating cavity, the other end of the hollow shaft is fixed with the rotor, and the hollow shaft is provided with a hollow cavity;
the rotating piece is arranged in the hollow cavity and is connected with the hollow shaft;
when the motor works, the rotor drives the hollow shaft to rotate, the hollow shaft drives the rotating piece to rotate, negative pressure is generated in the hollow cavity in the rotating process of the rotating piece, so that oil in the first accommodating cavity flows into the hollow cavity from one end of the hollow shaft, and is discharged to the motor from the other end of the hollow shaft;
the marine propeller further comprises an output shaft and a propeller, one part of the output shaft is positioned in the first accommodating cavity and is in transmission connection with one end of the hollow shaft, which is far away from the motor, and the other part of the output shaft is connected with the propeller;
an oil return channel is arranged between the first accommodating cavity and the second accommodating cavity, and the oil in the second accommodating cavity can flow into the first accommodating cavity through the oil return channel;
in the running process of the marine propeller, the first accommodating cavity is partially positioned under water, and oil in the first accommodating cavity exchanges heat with external water through the first shell, wherein the external water is water capable of providing a reaction force under the rotating contact of a propeller of the marine propeller.
2. Marine propeller as claimed in claim 1, wherein the rotating member is provided with helical blades extending along a cylindrical helical curve.
3. The marine propeller as recited in claim 2, wherein the rotating member is further provided with a first center shaft, an axial center of the first center shaft is coaxially disposed with an axial center of the hollow shaft, the first center shaft is located in the hollow cavity, and the helical blades are disposed on a circumferential side of the first center shaft.
4. The marine propeller as recited in claim 1, wherein the rotating member is provided with a second central shaft and a plurality of spiral blades disposed around the second central shaft, the plurality of spiral blades generating negative pressure during rotation about an axis of the second central shaft.
5. The marine propeller as claimed in claim 1, wherein an end of the hollow shaft remote from the first receiving chamber is provided with a plurality of oil drain holes, the plurality of oil drain holes being in communication with the hollow chamber for draining the oil to the stator.
6. The marine propeller of claim 1, further comprising a drive device coupled to the motor for driving the motor into operation.
7. The marine propeller of claim 1, wherein the output shaft is disposed in a vertical direction of the hollow shaft.
8. A method of cooling a marine propeller as claimed in any one of claims 1 to 7, wherein the marine propeller further comprises a control module and a drive device, the control module being connected to the drive device, the drive device being connected to the motor, the method comprising:
the control module acquires the working temperature of the motor of the marine propeller;
the control module judges whether the working temperature accords with a preset temperature;
and if the working temperature is judged to be not in accordance with the preset temperature, the control module sends a control signal to the driving device, wherein the control signal is used for indicating the driving device to drive the motor to run.
9. The method of cooling according to claim 8, wherein,
the control signal comprises a rotation speed reducing instruction, and the driving device controls the rotation speed of the motor to be reduced according to the rotation speed reducing instruction.
10. The method of cooling according to claim 9, wherein,
and if the working temperature is judged to be greater than the preset temperature, the control module sends the rotating speed reducing instruction to the driving device so as to instruct the driving device to control the rotating speed of the motor to be reduced according to the rotating speed reducing instruction.
11. The method of cooling according to claim 8, wherein,
the control signal comprises an increase rotation speed command, and the driving device controls the rotation speed of the motor to increase according to the increase rotation speed command.
12. The method of cooling according to claim 11, wherein,
and if the working temperature is less than the preset temperature, the control module sends the rotating speed increasing instruction to the driving device so as to instruct the driving device to control the rotating speed of the motor to increase according to the rotating speed increasing instruction.
13. A marine vessel comprising a marine propulsion means as claimed in any one of claims 1 to 7.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210787600.1A CN115140289B (en) | 2022-07-04 | 2022-07-04 | Marine propeller, cooling method for marine propeller, and marine vessel |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210787600.1A CN115140289B (en) | 2022-07-04 | 2022-07-04 | Marine propeller, cooling method for marine propeller, and marine vessel |
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| Publication Number | Publication Date |
|---|---|
| CN115140289A CN115140289A (en) | 2022-10-04 |
| CN115140289B true CN115140289B (en) | 2023-10-17 |
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| CN202210787600.1A Active CN115140289B (en) | 2022-07-04 | 2022-07-04 | Marine propeller, cooling method for marine propeller, and marine vessel |
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| CN (1) | CN115140289B (en) |
Citations (8)
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| CN111817503A (en) * | 2019-04-11 | 2020-10-23 | 上海汽车集团股份有限公司 | Hybrid gearbox driving motor cooling system and control method |
| CN113972779A (en) * | 2021-11-22 | 2022-01-25 | 四川弘亨电机有限公司 | Permanent magnet motor |
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2022
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| CN101263642A (en) * | 2005-09-16 | 2008-09-10 | 西门子公司 | Electrical machine having permanent magnets |
| CN105981270A (en) * | 2014-02-05 | 2016-09-28 | 麦格纳动力系有限两合公司 | Electric machine |
| CN108702076A (en) * | 2015-11-09 | 2018-10-23 | 格林斯普可再生能源有限公司 | Cooling device for direct drive generator |
| CN107437859A (en) * | 2016-05-25 | 2017-12-05 | 大众汽车有限公司 | Rotor for motor |
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| CN207420897U (en) * | 2017-06-06 | 2018-05-29 | 青岛引黄济青水务有限责任公司 | Diving pump protector |
| CN111817503A (en) * | 2019-04-11 | 2020-10-23 | 上海汽车集团股份有限公司 | Hybrid gearbox driving motor cooling system and control method |
| CN113972779A (en) * | 2021-11-22 | 2022-01-25 | 四川弘亨电机有限公司 | Permanent magnet motor |
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| Publication number | Publication date |
|---|---|
| CN115140289A (en) | 2022-10-04 |
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