A dual-engine parallel operation transmission device and switching control method for a marine gas turbine

Abstract

The application relates to a dual-engine parallel operation transmission device and a switching control method of a marine gas turbine, and relates to a transmission device and a switching control method. In order to solve the problem that the total power is increased or decreased before and after the working condition switching of a gas-gas combined propulsion system, the ship operation is unstable before and after the switching. The transmission device comprises a front gas turbine, a parallel operation gear box and a rear gas turbine, the parallel operation gear box is arranged on one side of a ship, and the transmission device has the capability of transmitting power from the transmission device to the other side of the ship or transmitting power from the other side of the ship to the transmission device. The switching control method of the application is convenient to switch during operation, various driving modes ensure that the total power of the ship remains unchanged, and then the smooth switching between various modes is realized through the engagement and disengagement of different clutches, so that the stable operation of the ship is ensured. The application belongs to the technical field of a marine transmission device and a transmission device switching control.

Description

Technical Field

[0001] This invention relates to a transmission device and a switching control method, specifically to a dual-engine parallel transmission device and a switching control method for marine gas turbines, belonging to the technical field of marine transmission devices and transmission device switching control. Background Technology

[0002] The combined gas turbine and gas turbine (COGAG) propulsion system uses two or more gas turbines as prime movers. It has flexible operating modes and advantages such as high power density and good power performance. It is widely used in the propulsion systems of various large ships.

[0003] The combined gas turbine and gas turbine propulsion system operates under numerous conditions during transmission, such as acceleration or deceleration at the output end, parallel operation or decoupling of multiple engines, etc. When switching between operating conditions, the total power of the propulsion system may increase or decrease before and after the switch, which may lead to a sudden acceleration or deceleration of the ship's speed, making the ship's operation unstable before and after the switch.

[0004] In summary, how to propose a transmission device and switching control method to address the above-mentioned technical problems has become an urgent issue for those skilled in the art. Summary of the Invention

[0005] To address the shortcomings of the prior art, this invention provides a dual-engine parallel transmission device and switching control method for marine gas turbines.

[0006] The technical solution of the present invention is: a dual-engine parallel transmission device for marine gas turbines, comprising a forward gas turbine, a parallel transmission gearbox and a rear gas turbine arranged sequentially from the bow to the stern, with the parallel transmission gearbox located on one side of the ship.

[0007] The parallel gearbox includes a first drive shaft, a second drive shaft, a third drive shaft, a fourth drive shaft, a fifth drive shaft, a sixth drive shaft, and a bridging gear shaft.

[0008] The first gear and the oar are coaxially mounted on the first drive shaft.

[0009] A second gear and a third gear are coaxially mounted on the second drive shaft, with the second gear meshing externally with the first gear.

[0010] A fourth gear is mounted on the third drive shaft, and one end of the third drive shaft is coaxially connected to the rear gas turbine via the first synchronous automatic clutch.

[0011] A fifth gear is mounted on the fourth drive shaft, and one end of the fourth drive shaft is coaxially connected to the front gas turbine via a second synchronous automatic clutch.

[0012] The sixth gear and the seventh gear are coaxially mounted on the fifth drive shaft. The sixth gear meshes externally with the fifth gear, and the seventh gear meshes externally with the first gear.

[0013] The eighth gear is mounted on the sixth drive shaft, and the eighth gear meshes externally with the sixth gear.

[0014] The bridging gear shaft is arranged coaxially with the sixth drive shaft, and the bridging gear shaft is connected to the sixth drive shaft through a friction clutch.

[0015] Furthermore, the fifth gear has N1 teeth, and the sixth gear has N2 teeth; and 2N1 = N2.

[0016] The present invention also provides a switching control method for a dual-engine parallel drive device for marine gas turbines, the method including a dual-engine parallel drive propeller mode, a front gas turbine drive propeller mode, a front gas turbine drive propeller and bridging gear shaft mode, and a front gas turbine and bridging gear shaft drive propeller mode.

[0017] Dual-engine parallel propeller drive mode:

[0018] The front gas turbine and the rear gas turbine operate at a speed of R and a power of P, respectively.

[0019] Both the first and second synchronous automatic clutches are engaged, while the friction clutch is disengaged.

[0020] The power from the gas turbine is transmitted to the propeller sequentially through the second synchronous automatic clutch, the fifth gear, the sixth gear, the seventh gear, and the first gear.

[0021] The power from the gas turbine is transmitted to the propeller sequentially through the first synchronous automatic clutch, the fourth gear, the third gear, the second gear, and the first gear.

[0022] Pre-gas turbine driven propeller mode:

[0023] The gas turbine operates at a speed of R and a power of 2P.

[0024] The first synchronous automatic clutch is engaged, while the second synchronous automatic clutch and the friction clutch are disengaged.

[0025] The power from the gas turbine is transmitted to the propeller sequentially through the second synchronous automatic clutch, the fifth gear, the sixth gear, the seventh gear, and the first gear.

[0026] Forward gas turbine-driven propeller and bridging gear shaft mode:

[0027] The gas turbine operates at a speed of R and a power of 2P, while the bridging gear shaft operates at a speed of R / 2 and a power of P.

[0028] Both the first synchronous automatic clutch and the friction clutch are engaged, while the second synchronous automatic clutch is disengaged.

[0029] The power from the gas turbine is transmitted to the propeller sequentially through the second synchronous automatic clutch, the fifth gear, the sixth gear, the seventh gear, and the first gear.

[0030] The power from the gas turbine is transmitted sequentially to the cross gear shaft via the second synchronous automatic clutch, the fifth gear, the sixth gear, the eighth gear, and the friction clutch.

[0031] Propeller drive mode using a gas turbine and a bridging gear shaft:

[0032] The gas turbine operates at a speed of R and a power of P, while the bridging gear shaft operates at a speed of R / 2 and a power of P.

[0033] Both the first synchronous automatic clutch and the friction clutch are engaged, while the second synchronous automatic clutch is disengaged.

[0034] The power from the gas turbine is transmitted to the propeller sequentially through the second synchronous automatic clutch, the fifth gear, the sixth gear, the seventh gear, and the first gear.

[0035] At the same time, the power of the bridging gear shaft is transmitted to the oar in sequence through the friction clutch, the eighth gear, the sixth gear, the seventh gear and the first gear.

[0036] When switching from the dual-engine parallel propeller mode to the front gas turbine propeller mode, firstly, the power of the rear gas turbine is reduced from P to 0, while the power of the front gas turbine is increased from P to 2P; then, the speed of the rear gas turbine is reduced from R to 0 to ensure that the second synchronous automatic clutch disengages.

[0037] When switching from the current gas turbine-driven propeller mode to the dual-engine parallel-drive propeller mode, firstly, the speed of the rear gas turbine is increased from 0 to R to ensure the engagement of the second synchronous automatic clutch; then, the power of the rear gas turbine is increased from 0 to P, while the power of the front gas turbine is reduced from 2P to P.

[0038] When switching from the dual-engine parallel propeller driving mode to the front gas turbine driving propeller and bridging gear shaft mode, firstly, the friction clutch is engaged; then, the power of the rear gas turbine is reduced from P to 0, while the power of the front gas turbine is increased from P to 2P; finally, the speed of the rear gas turbine is reduced from R to 0 to ensure that the second synchronous automatic clutch is disengaged.

[0039] When switching from the current gas turbine-driven propeller and bridging gear shaft mode to the dual-engine parallel-drive propeller mode, firstly, the speed of the rear gas turbine is increased from 0 to R to ensure the engagement of the second synchronous automatic clutch; then, the power of the rear gas turbine is increased from 0 to P, while the power of the front gas turbine is reduced from 2P to P; finally, the friction clutch is disengaged.

[0040] When the dual-engine parallel propeller driving mode is switched to the propeller driving mode of the front gas turbine and the bridging gear shaft, firstly, the friction clutch is engaged; then, the power of the rear gas turbine is reduced from P to 0, while the power of the bridging gear shaft is increased from 0 to P; finally, the speed of the rear gas turbine is reduced from R to 0 to ensure that the second synchronous automatic clutch is disengaged.

[0041] When switching from the current gas turbine and bridging gear shaft drive propeller mode to the dual-engine parallel drive propeller mode, firstly, the speed of the rear gas turbine is increased from 0 to R to ensure the engagement of the second synchronous automatic clutch; then, the power of the rear gas turbine is increased from 0 to P, while the power of the bridging gear shaft is reduced from P to 0; finally, the friction clutch is disengaged.

[0042] When switching from the current gas turbine-driven propeller mode to the front gas turbine-driven propeller and bridging gear shaft mode, the friction clutch will be engaged.

[0043] When switching from the current gas turbine-driven propeller and bridging gear shaft mode to the front gas turbine-driven propeller mode, the friction clutch is disengaged.

[0044] When switching from the current gas turbine-driven propeller mode to the front gas turbine and bridging gear shaft-driven propeller mode, firstly, the friction clutch is engaged; then, the power of the front gas turbine is reduced from 2P to P, while the power of the bridging gear shaft is increased from 0 to P.

[0045] When switching from the current gas turbine and bridging gear shaft driven propeller mode to the front gas turbine driven propeller mode, firstly, the power of the front gas turbine is increased from P to 2P, while the power of the bridging gear shaft is reduced from P to 0; then, the friction clutch is disengaged.

[0046] Compared with the prior art, the present invention has the following advantages:

[0047] 1. The transmission device of the present invention includes a forward gas turbine 1, a parallel gearbox and a rear gas turbine 2 arranged sequentially from the bow to the stern, with the parallel gearbox located on one side of the ship; enabling the ship to select different gas turbines for operation under different working conditions, and also having the ability to transmit power from the transmission device of the present invention to the other side of the ship or to transmit power from the other side of the ship to the transmission device of the present invention, thereby making the power matching of the ship more reasonable.

[0048] 2. The switching control method of the present invention includes a dual-engine parallel propeller driving mode, a front gas turbine propeller driving mode, a front gas turbine propeller and bridging gear shaft driving mode, and a front gas turbine and bridging gear shaft propeller driving mode. The switching is convenient during operation. While ensuring that the total power of the ship remains unchanged, the various driving modes achieve smooth switching between the various modes through the engagement and disengagement of different clutches, thereby ensuring the stable operation of the ship. Attached Figure Description

[0049] Figure 1 This is a first structural schematic diagram of the present invention;

[0050] Figure 2 This is a second structural schematic diagram of the present invention, wherein the dashed line between the seventh gear 520 and the first gear 110 indicates that the seventh gear 520 and the first gear 110 are externally meshed;

[0051] Figure 3 This is a schematic diagram of the transmission route in the dual-engine parallel drive propeller mode of the present invention;

[0052] Figure 4 This is a schematic diagram of the transmission route in the gas turbine-driven propeller mode of the present invention;

[0053] Figure 5 This is a schematic diagram of the transmission route when the gas turbine drives the propeller and the bridging gear shaft in the mode of the present invention;

[0054] Figure 6 This is a schematic diagram of the transmission route when the propeller is driven by the gas turbine and the bridging gear shaft in the present invention.

[0055] In the diagram: 1. Front gas turbine; 2. Rear gas turbine; 5. Bridging gear shaft;

[0056] 100. First drive shaft; 110. First gear; 120. Oar;

[0057] 200. Second drive shaft; 210. Second gear; 220. Third gear;

[0058] 300. Third drive shaft; 310. Fourth gear; 320. First synchronous automatic clutch;

[0059] 400. Fourth drive shaft; 410. Fifth gear; 420. Second synchronous automatic clutch;

[0060] 500, Fifth drive shaft; 510, Sixth gear; 520, Seventh gear;

[0061] 600, Sixth drive shaft; 610, Eighth gear; 620, Friction clutch. Detailed Implementation

[0062] To make the objectives, features, and advantages of this invention more apparent and understandable, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments.

[0063] Specific implementation method one: Combining Figure 1 and Figure 2 This embodiment describes a dual-engine parallel transmission device for marine gas turbines, comprising a forward gas turbine 1, a parallel transmission gearbox, and a rear gas turbine 2 arranged sequentially from bow to stern, with the parallel transmission gearbox located on one side of the ship.

[0064] The parallel gearbox includes a first drive shaft 100, a second drive shaft 200, a third drive shaft 300, a fourth drive shaft 400, a fifth drive shaft 500, a sixth drive shaft 600, and a bridging gear shaft 5.

[0065] A first gear 110 and a paddle 120 are coaxially mounted on the first drive shaft 100.

[0066] A second gear 210 and a third gear 220 are coaxially mounted on the second drive shaft 200, with the second gear 210 meshing externally with the first gear 110.

[0067] A fourth gear 310 is mounted on the third drive shaft 300, and one end of the third drive shaft 300 is coaxially connected to the rear gas turbine 2 through the first synchronous automatic clutch 320.

[0068] A fifth gear 410 is mounted on the fourth drive shaft 400, and one end of the fourth drive shaft 400 is coaxially connected to the front gas turbine 1 through the second synchronous automatic clutch 420.

[0069] A sixth gear 510 and a seventh gear 520 are coaxially mounted on the fifth drive shaft 500. The sixth gear 510 meshes externally with the fifth gear 410, and the seventh gear 520 meshes externally with the first gear 110.

[0070] The eighth gear 610 is mounted on the sixth drive shaft 600, and the eighth gear 610 meshes externally with the sixth gear 510.

[0071] The bridging gear shaft 5 is coaxially arranged with the sixth transmission shaft 600. The bridging gear shaft 5 is connected to the sixth transmission shaft 600 through a friction clutch 620 to realize the ability to transmit power from the transmission device of the present invention to the other side of the ship or the other side of the ship to the transmission device of the present invention.

[0072] Specific Implementation Method Two: Combining Figure 1 and Figure 2In this embodiment, the number of teeth of the fifth gear 410 is N1, and the number of teeth of the sixth gear 510 is N2; and 2N1 = N2.

[0073] Furthermore, the fourth gear 310 and the fifth gear 410 have the same gear parameters.

[0074] Furthermore, the gear parameters of the third gear 220 and the sixth gear 510 are the same.

[0075] Furthermore, the second gear 210 and the seventh gear 520 have the same gear parameters.

[0076] The other components and connections are the same as in Specific Implementation Method 1.

[0077] Specific implementation method three: Combining Figures 1 to 6 This embodiment describes a switching control method for a dual-engine parallel drive device for marine gas turbines, which includes a dual-engine parallel drive propeller mode, a front gas turbine drive propeller mode, a front gas turbine drive propeller and bridging gear shaft mode, and a front gas turbine and bridging gear shaft drive propeller mode.

[0078] Dual-engine parallel propeller drive mode:

[0079] The front gas turbine 1 and the rear gas turbine 2 operate at a speed of R and a power of P, respectively.

[0080] The first synchronous automatic clutch 320 and the second synchronous automatic clutch 420 are both engaged, while the friction clutch 620 is disengaged.

[0081] The power of the front gas turbine 1 is transmitted to the propeller 120 in sequence through the second synchronous automatic clutch 420, the fifth gear 410, the sixth gear 510, the seventh gear 520 and the first gear 110.

[0082] The power of the gas turbine 2 is transmitted to the propeller 120 in sequence through the first synchronous automatic clutch 320, the fourth gear 310, the third gear 220, the second gear 210, and the first gear 110.

[0083] Pre-gas turbine driven propeller mode:

[0084] The gas turbine 1 operates at a speed of R and a power of 2P.

[0085] The first synchronous automatic clutch 320 is engaged, while the second synchronous automatic clutch 420 and the friction clutch 620 are disengaged.

[0086] The power of the front gas turbine 1 is transmitted to the propeller 120 in sequence through the second synchronous automatic clutch 420, the fifth gear 410, the sixth gear 510, the seventh gear 520 and the first gear 110.

[0087] Forward gas turbine-driven propeller and bridging gear shaft mode:

[0088] The gas turbine 1 operates at a speed of R and a power of 2P, while the bridging gear shaft 5 operates at a speed of R / 2 and a power of P.

[0089] The first synchronous automatic clutch 320 and the friction clutch 620 are both engaged, while the second synchronous automatic clutch 420 is disengaged.

[0090] The power of the front gas turbine 1 is transmitted to the propeller 120 in sequence through the second synchronous automatic clutch 420, the fifth gear 410, the sixth gear 510, the seventh gear 520 and the first gear 110.

[0091] The power of the front gas turbine 1 is transmitted to the cross gear shaft 5 sequentially through the second synchronous automatic clutch 420, the fifth gear 410, the sixth gear 510, the eighth gear 610 and the friction clutch 620.

[0092] Propeller drive mode using a gas turbine and a bridging gear shaft:

[0093] The gas turbine 1 operates at a speed of R and a power of P, while the bridging gear shaft 5 operates at a speed of R / 2 and a power of P.

[0094] The first synchronous automatic clutch 320 and the friction clutch 620 are both engaged, while the second synchronous automatic clutch 420 is disengaged.

[0095] The power of the front gas turbine 1 is transmitted to the propeller 120 in sequence through the second synchronous automatic clutch 420, the fifth gear 410, the sixth gear 510, the seventh gear 520 and the first gear 110.

[0096] Meanwhile, the power of the bridging gear shaft 5 is transmitted to the oar 120 in sequence through the friction clutch 620, the eighth gear 610, the sixth gear 510, the seventh gear 520 and the first gear 110.

[0097] When the dual-engine parallel propeller mode is switched to the front gas turbine propeller mode, firstly, the power of the rear gas turbine 2 is reduced from P to 0, while the power of the front gas turbine 1 is increased from P to 2P; then, the speed of the rear gas turbine 2 is reduced from R to 0 to ensure that the second synchronous automatic clutch 420 is disengaged.

[0098] When switching from the current gas turbine-driven propeller mode to the dual-engine parallel-drive propeller mode, firstly, the speed of the rear gas turbine 2 is increased from 0 to R to ensure that the second synchronous automatic clutch 420 is engaged; then, the power of the rear gas turbine 2 is increased from 0 to P, while the power of the front gas turbine 1 is reduced from 2P to P.

[0099] When the dual-engine parallel propeller driving mode is switched to the front gas turbine driving propeller and cross-gear shaft mode, firstly, the friction clutch 620 is engaged; then, the power of the rear gas turbine 2 is reduced from P to 0, while the power of the front gas turbine 1 is increased from P to 2P; finally, the speed of the rear gas turbine 2 is reduced from R to 0 to ensure that the second synchronous automatic clutch 420 is disengaged.

[0100] When switching from the current gas turbine-driven propeller and bridging gear shaft mode to the dual-engine parallel-drive propeller mode, firstly, the speed of the rear gas turbine 2 is increased from 0 to R to ensure that the second synchronous automatic clutch 420 is engaged; then, the power of the rear gas turbine 2 is increased from 0 to P, while the power of the front gas turbine 1 is reduced from 2P to P; finally, the friction clutch 620 is disengaged.

[0101] When the dual-engine parallel propeller driving mode is switched to the propeller driving mode of the front gas turbine and the bridging gear shaft, the friction clutch 620 is engaged first; then, the power of the rear gas turbine 2 is reduced from P to 0, while the power of the bridging gear shaft 5 is increased from 0 to P; finally, the speed of the rear gas turbine 2 is reduced from R to 0 to ensure that the second synchronous automatic clutch 420 is disengaged.

[0102] When switching from the current gas turbine and bridging gear shaft drive propeller mode to the dual-engine parallel drive propeller mode, firstly, the speed of the rear gas turbine 2 is increased from 0 to R to ensure that the second synchronous automatic clutch 420 is engaged; then, the power of the rear gas turbine 2 is increased from 0 to P, while the power of the bridging gear shaft 5 is reduced from P to 0; finally, the friction clutch 620 is disengaged.

[0103] When switching from the current gas turbine-driven propeller mode to the front gas turbine-driven propeller and bridging gear shaft mode, the friction clutch 620 is engaged.

[0104] When switching from the current gas turbine-driven propeller and bridging gear shaft mode to the front gas turbine-driven propeller mode, the friction clutch 620 is disengaged.

[0105] When switching from the current gas turbine-driven propeller mode to the front gas turbine and bridging gear shaft-driven propeller mode, firstly, the friction clutch 620 is engaged simultaneously; then, the power of the front gas turbine 1 is reduced from 2P to P, while the power of the bridging gear shaft 5 is increased from 0 to P.

[0106] When switching from the current gas turbine and bridging gear shaft drive propeller mode to the front gas turbine drive propeller mode, firstly, the power of the front gas turbine 1 is increased from P to 2P, while the power of the bridging gear shaft 5 is reduced from P to 0; then, the friction clutch 620 is disengaged.

[0107] The other components and connections are the same as in specific implementation method one or two.

[0108] Example

[0109] For ease of description in this embodiment, the names of the various parts are simplified as follows:

[0110] The gas turbine 1 is simplified to gas turbine 1;

[0111] After gas turbine 2 is simplified to gas turbine 2;

[0112] The bridging gear shaft 5 is simplified to a bridging end;

[0113] The first synchronous automatic clutch 320 is simplified to T1;

[0114] The second synchronous automatic clutch 420 is simplified to T2;

[0115] Friction clutch 620 is simplified to MC.

[0116] Example 1: Combination Figure 1 , Figure 2 , Figure 3 and Figure 4 In this embodiment, when the transmission device is running in a dual-engine parallel-drive propeller mode, the front gas turbine 1 and the rear gas turbine 2 operate at a speed of 2000 r / min and a power of 1000 kW, respectively.

[0117] When the transmission device is in the mode of driving the propeller with a gas turbine, the gas turbine 1 operates at a speed of 2000 r / min and a power of 2000 kW.

[0118] When the dual-engine parallel propeller mode is switched to the front gas turbine propeller mode, firstly, the power of the rear gas turbine 2 is reduced from 1000kW to 0kW, while the power of the front gas turbine 1 is increased from 1000kW to 2000kW; then, the speed of the rear gas turbine 2 is reduced from 2000r / min to 0r / min to ensure that the second synchronous automatic clutch 420 is disengaged.

[0119] The working status of each part is shown in the table below:

[0120]

[0121] When switching from the current gas turbine-driven propeller mode to the dual-engine parallel-drive propeller mode, firstly, the speed of the rear gas turbine 2 is increased from 0 r / min to 2000 r / min to ensure the engagement of the second synchronous automatic clutch 420; then, the power of the rear gas turbine 2 is increased from 0 kW to 1000 kW, while the power of the front gas turbine 1 is reduced from 2000 kW to 1000 kW.

[0122] The working status of each part is shown in the table below:

[0123]

[0124] In this embodiment, the total power of the ship remains unchanged before and after switching between the two working modes, so as to achieve stable ship speed.

[0125] Example 2: Combination Figure 1 , Figure 2 , Figure 3 and Figure 5 In this embodiment, when the transmission device operates in the dual-engine parallel drive propeller mode, the front gas turbine 1 and the rear gas turbine 2 operate at a speed of 2000 r / min and a power of 1000 kW, respectively; when the transmission device operates in the mode of the front gas turbine driving the propeller and the bridging gear shaft, the front gas turbine 1 operates at a speed of 2000 r / min and a power of 2000 kW.

[0126] When the dual-engine parallel propeller driving mode is switched to the front gas turbine driving propeller and cross-gear shaft mode, firstly, the friction clutch 620 is engaged; then, the power of the rear gas turbine 2 is reduced from 1000kW to 0kW, while the power of the front gas turbine 1 is increased from 1000kW to 2000kW; finally, the speed of the rear gas turbine 2 is reduced from 2000r / min to 0r / min to ensure that the second synchronous automatic clutch 420 is disengaged.

[0127] The working status of each part is shown in the table below:

[0128]

[0129] When switching from the current gas turbine-driven propeller and bridging gear shaft mode to the dual-engine parallel-drive propeller mode, firstly, the speed of the rear gas turbine 2 is increased from 0 r / min to 2000 r / min to ensure the engagement of the second synchronous automatic clutch 420; then, the power of the rear gas turbine 2 is increased from 0 kW to 1000 kW, while the power of the front gas turbine 1 is reduced from 2000 kW to 1000 kW; finally, the friction clutch 620 is disengaged.

[0130] The working status of each part is shown in the table below:

[0131]

[0132]

[0133] In this embodiment, the total power of the ship remains unchanged before and after switching between the two working modes, so as to achieve stable ship speed.

[0134] Example 3: Combination Figure 1 , Figure 2 , Figure 3 and Figure 6 In this embodiment, when the transmission device operates in a dual-engine parallel-drive propeller mode, the front gas turbine 1 and the rear gas turbine 2 operate at a speed of 2000 r / min and a power of 1000 kW, respectively. When the transmission device operates in a propeller-drive mode using the front gas turbine and the bridging gear shaft 5, the front gas turbine 1 operates at a speed of 2000 r / min and a power of 1000 kW, and the bridging gear shaft 5 operates at a speed of 1000 r / min and a power of 1000 kW.

[0135] When the dual-engine parallel propeller driving mode is switched to the propeller driving mode of the front gas turbine and the bridging gear shaft, firstly, the friction clutch 620 is engaged; then, the power of the rear gas turbine 2 is reduced from 1000kW to 0kW, while the power of the bridging gear shaft 5 is increased from 0kW to 1000kW; finally, the speed of the rear gas turbine 2 is reduced from 2000r / min to 0r / min to ensure that the second synchronous automatic clutch 420 is disengaged.

[0136] The working status of each part is shown in the table below:

[0137]

[0138] When switching from the current gas turbine and bridging gear shaft drive propeller mode to the dual-engine parallel drive propeller mode, firstly, the speed of the rear gas turbine 2 is increased from 0 r / min to 2000 r / min to ensure the engagement of the second synchronous automatic clutch 420; then, the power of the rear gas turbine 2 is increased from 0 kW to 1000 kW, while the power of the bridging gear shaft 5 is reduced from 1000 kW to 0 kW; finally, the friction clutch 620 is disengaged.

[0139] The working status of each part is shown in the table below:

[0140]

[0141]

[0142] In this embodiment, the total power of the ship remains unchanged before and after switching between the two working modes, so as to achieve stable ship speed.

[0143] Example 4: Combination Figure 1 , Figure 2 , Figure 4 and Figure 5 In this embodiment, when the transmission device operates in the mode of driving the propeller with a gas turbine, the gas turbine 1 operates at a speed of 2000 r / min and a power of 2000 kW; when the transmission device operates in the mode of driving the propeller with a gas turbine and a bridging gear shaft, the gas turbine 1 operates at a speed of 2000 r / min and a power of 2000 kW.

[0144] When switching from the current gas turbine-driven propeller mode to the front gas turbine-driven propeller and bridging gear shaft mode, the friction clutch 620 is engaged.

[0145] The working status of each part is shown in the table below:

[0146]

[0147] When switching from the current gas turbine-driven propeller and bridging gear shaft mode to the front gas turbine-driven propeller mode, the friction clutch 620 is disengaged.

[0148] The working status of each part is shown in the table below:

[0149]

[0150] In this embodiment, the total power of the ship remains unchanged before and after switching between the two working modes, so as to achieve stable ship speed.

[0151] Example 5: Combination Figure 1 , Figure 2 , Figure 3 and Figure 5 In this embodiment, when the transmission device operates in the mode of driving the propeller with a gas turbine, the gas turbine 1 operates at a speed of 2000 r / min and a power of 2000 kW; when the transmission device operates in the mode of driving the propeller with both the gas turbine and the bridging gear shaft, the gas turbine 1 operates at a speed of 2000 r / min and a power of 1000 kW, and the bridging gear shaft 5 operates at a speed of 1000 r / min and a power of 1000 kW.

[0152] When switching from the current gas turbine-driven propeller mode to the front gas turbine and bridging gear shaft-driven propeller mode, firstly, the friction clutch 620 is engaged; then, the power of the front gas turbine 1 is reduced from 2000kW to 1000kW, while the power of the bridging gear shaft 5 is increased from 0kW to 1000kW.

[0153] The working status of each part is shown in the table below:

[0154]

[0155] When switching from the current gas turbine and bridging gear shaft drive propeller mode to the front gas turbine drive propeller mode, firstly, the power of the front gas turbine 1 is increased from 1000kW to 2000kW, while the power of the bridging gear shaft 5 is reduced from 1000kW to 0kW; then, the friction clutch 620 is disengaged.

[0156] The working status of each part is shown in the table below:

[0157]

[0158] In this embodiment, the total power of the ship remains unchanged before and after switching between the two working modes, so as to achieve stable ship speed.

[0159] The present invention has been disclosed above with reference to preferred embodiments, but it is not intended to limit the present invention. Any simple modifications, equivalent changes and alterations made by those skilled in the art to the above embodiments without departing from the technical solution of the present invention, based on the technical essence of the present invention, shall still fall within the scope of the technical solution of the present invention.

Claims

1. A dual-engine parallel transmission device for marine gas turbines, characterized in that: It includes a forward gas turbine (1), a parallel gearbox and a rear gas turbine (2) arranged sequentially from bow to stern, with the parallel gearbox located on one side of the ship; The parallel gearbox includes a first drive shaft (100), a second drive shaft (200), a third drive shaft (300), a fourth drive shaft (400), a fifth drive shaft (500), a sixth drive shaft (600), and a bridging gear shaft (5). A first gear (110) and a paddle (120) are coaxially mounted on the first drive shaft (100). A second gear (210) and a third gear (220) are coaxially mounted on the second drive shaft (200), and the second gear (210) meshes externally with the first gear (110); A fourth gear (310) is installed on the third drive shaft (300), and the fourth gear (310) meshes externally with the third gear (220). One end of the third drive shaft (300) is coaxially connected to the rear gas turbine (2) through the first synchronous automatic clutch (320). A fifth gear (410) is installed on the fourth drive shaft (400), and one end of the fourth drive shaft (400) is coaxially connected to the front gas turbine (1) through the second synchronous automatic clutch (420); A sixth gear (510) and a seventh gear (520) are coaxially mounted on the fifth transmission shaft (500). The sixth gear (510) meshes externally with the fifth gear (410), and the seventh gear (520) meshes externally with the first gear (110). An eighth gear (610) is mounted on the sixth drive shaft (600), and the eighth gear (610) meshes externally with the sixth gear (510); The bridging gear shaft (5) is coaxially arranged with the sixth transmission shaft (600), and the bridging gear shaft (5) is connected to the sixth transmission shaft (600) through a friction clutch (620); The switching control method of the marine gas turbine dual-engine parallel drive device includes dual-engine parallel drive propeller mode, front gas turbine drive propeller mode, front gas turbine drive propeller and bridging gear shaft mode, and front gas turbine and bridging gear shaft drive propeller mode. Each drive mode ensures that the total power of the ship remains unchanged, and then the smooth switching between various modes is achieved by engaging and disengaging different clutches.

2. The marine gas turbine dual-engine parallel transmission device according to claim 1, characterized in that: The number of teeth of the fifth gear (410) is N 1. The number of teeth of the sixth gear (510) is N 2; and 2 N 1= N 2.

3. The marine gas turbine dual-engine parallel transmission device according to claim 2, characterized in that: The fourth gear (310) has the same gear parameters as the fifth gear (410).

4. The marine gas turbine dual-engine parallel transmission device according to claim 3, characterized in that: The third gear (220) has the same gear parameters as the sixth gear (510).

5. A dual-engine parallel transmission device for marine gas turbines according to claim 4, characterized in that: The second gear (210) has the same gear parameters as the seventh gear (520).

6. A switching control method using the dual-engine parallel drive system for marine gas turbines as described in any one of claims 1 to 5, characterized in that: The method includes a dual-engine parallel propeller driving mode, a front gas turbine propeller driving mode, a front gas turbine propeller and bridging gear shaft driving mode, and a front gas turbine and bridging gear shaft driving propeller mode. Dual-engine parallel propeller drive mode: The front gas turbine (1) and the rear gas turbine (2) operate at a speed of R and a power of P, respectively; The first synchronous automatic clutch (320) and the second synchronous automatic clutch (420) are both engaged, and the friction clutch (620) is disengaged. The power of the front gas turbine (1) is transmitted to the propeller (120) in sequence through the second synchronous automatic clutch (420), the fifth gear (410), the sixth gear (510), the seventh gear (520) and the first gear (110). The power of the gas turbine (2) is transmitted to the propeller (120) in sequence through the first synchronous automatic clutch (320), the fourth gear (310), the third gear (220), the second gear (210), and the first gear (110). Pre-gas turbine driven propeller mode: The gas turbine (1) operates at a speed of R and a power of 2P; The first synchronous automatic clutch (320) is engaged, and the second synchronous automatic clutch (420) and the friction clutch (620) are disengaged. The power of the front gas turbine (1) is transmitted to the propeller (120) in sequence through the second synchronous automatic clutch (420), the fifth gear (410), the sixth gear (510), the seventh gear (520) and the first gear (110). Forward gas turbine-driven propeller and bridging gear shaft mode: The front gas turbine (1) operates at a speed of R and a power of 2P, and the bridging gear shaft (5) operates at a speed of R / 2 and a power of P. The first synchronous automatic clutch (320) and the friction clutch (620) are both engaged, and the second synchronous automatic clutch (420) is disengaged. The power of the front gas turbine (1) is transmitted to the propeller (120) in sequence through the second synchronous automatic clutch (420), the fifth gear (410), the sixth gear (510), the seventh gear (520) and the first gear (110). The power of the front gas turbine (1) is transmitted to the cross gear shaft (5) in sequence through the second synchronous automatic clutch (420), the fifth gear (410), the sixth gear (510), the eighth gear (610) and the friction clutch (620). Propeller drive mode using a gas turbine and a bridging gear shaft: The front gas turbine (1) operates at a speed of R and a power of P, and the bridging gear shaft (5) operates at a speed of R / 2 and a power of P. The first synchronous automatic clutch (320) and the friction clutch (620) are both engaged, and the second synchronous automatic clutch (420) is disengaged. The power of the front gas turbine (1) is transmitted to the propeller (120) in sequence through the second synchronous automatic clutch (420), the fifth gear (410), the sixth gear (510), the seventh gear (520) and the first gear (110). At the same time, the power of the bridging gear shaft (5) is transmitted to the oar (120) in sequence through the friction clutch (620), the eighth gear (610), the sixth gear (510), the seventh gear (520) and the first gear (110). When the dual-engine parallel propeller mode is switched to the front gas turbine propeller mode, First, the power of the rear gas turbine (2) is reduced from P to 0, while the power of the front gas turbine (1) is increased from P to 2P. Then, the speed of the after-gas turbine (2) is reduced from R to 0 to ensure that the second synchronous automatic clutch (420) is disengaged; When switching from the current gas turbine-driven propeller mode to the dual-engine parallel-drive propeller mode, First, the speed of the after-gas turbine (2) is increased from 0 to R to ensure that the second synchronous automatic clutch (420) is engaged; Then, the power of the after-gas turbine (2) is increased from 0 to P, while the power of the front gas turbine (1) is reduced from 2P to P; When the dual-engine parallel propeller driving mode is switched to the front gas turbine driving propeller and bridging gear shaft mode, First, engage the friction clutch (620). Then, the power of the after-gas turbine (2) is reduced from P to 0, while the power of the front gas turbine (1) is increased from P to 2P. Finally, the speed of the after-gas turbine (2) is reduced from R to 0 to ensure that the second synchronous automatic clutch (420) is disengaged; When switching from the current gas turbine-driven propeller and bridging gear shaft mode to the dual-engine parallel-drive propeller mode, First, the speed of the after-gas turbine (2) is increased from 0 to R to ensure that the second synchronous automatic clutch (420) is engaged; Then, the power of the after-gas turbine (2) is increased from 0 to P, while the power of the front gas turbine (1) is reduced from 2P to P; Finally, disengage the friction clutch (620); When the dual-engine parallel propeller drive mode is switched to the propeller drive mode using the front gas turbine and the bridging gear shaft, First, engage the friction clutch (620). Then, the power of the after-gas turbine (2) is reduced from P to 0, while the power of the bridging gear shaft (5) is increased from 0 to P; Finally, the speed of the after-gas turbine (2) is reduced from R to 0 to ensure that the second synchronous automatic clutch (420) is disengaged; When the current gas turbine and bridging gear shaft drive propeller mode is switched to the dual-engine parallel drive propeller mode, First, the speed of the after-gas turbine (2) is increased from 0 to R to ensure that the second synchronous automatic clutch (420) is engaged; Then, the power of the after-gas turbine (2) is increased from 0 to P, while the power of the bridging gear shaft (5) is reduced from P to 0. Finally, disengage the friction clutch (620); When switching from the current gas turbine-driven propeller mode to the front gas turbine-driven propeller and bridging gear shaft mode, the friction clutch (620) is engaged; When switching from the current gas turbine-driven propeller and bridging gear shaft mode to the front gas turbine-driven propeller mode, the friction clutch (620) is disengaged; When switching from the current gas turbine-driven propeller mode to the propeller-driven mode using a front gas turbine and a bridging gear shaft, First, engage the friction clutch (620); Then, the power of the front gas turbine (1) is reduced from 2P to P, while the power of the bridging gear shaft (5) is increased from 0 to P; When switching from the current gas turbine and bridging gear shaft driven propeller mode to the front gas turbine driven propeller mode... First, the power of the gas turbine (1) is increased from P to 2P, while the power of the bridging gear shaft (5) is reduced from P to 0. Then, disengage the friction clutch (620).

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