A hydraulic control system driven by a sail

Abstract

A kind of hydraulic control system driven by sail, including sail body, main beam, variable amplitude oil cylinder, sail shaft, bow wing oil cylinder, tail wing oil cylinder, hull, one main control valve group, two main control valve group, three main control valve group, one oil cylinder control valve group, two oil cylinder control valve group, three oil cylinder control valve group, one motor and oil supplement pump;The main beam is installed on hull, and the top of main beam is provided with sail shaft, and sail body is arranged on sail shaft;Variable amplitude oil cylinder is installed on hull at one end, and is obliquely installed on sail shaft at the other end;Bow wing oil cylinder includes one active oil cylinder, two active oil cylinders and redundancy standby oil cylinder.The hydraulic system is controlled by electric control program to change the angle of bow wing or tail wing of sail relative to the middle part of sail by the extension or retraction action of bow wing oil cylinder and tail wing oil cylinder, to achieve the maximum use efficiency of sail, can greatly reduce the space occupied by sail when being retracted, improve the utilization rate of hull space.

Description

Technical Field

[0001] This invention relates to an improvement of a sail system, belonging to the field of sail systems, and particularly to a sail drive hydraulic control system. Background Technology

[0002] With continuous technological advancements, older, high-emission power plants will gradually be replaced. For large ships, their propulsion systems typically use diesel engines to drive propellers, providing the power source for navigation. Under these environmental requirements, a new type of ship sail propulsion system has emerged. This system works in conjunction with the ship's existing propulsion system to reduce its usage frequency, achieving energy conservation and environmental protection. The sail propulsion system requires specific operating conditions and wind speeds, and necessitates adjusting the sail's structural angle to match the wind direction for optimal performance. This sail propulsion system uses hydraulic cylinders to raise and lower the sail, with multiple layers of cylinders pushing to change the sail's angle.

[0003] Due to the importance of the sail propulsion system, redundant control of the drive cylinders is required to avoid unforeseen problems such as the sail system failing to operate if a single cylinder malfunctions. Conventional hydraulic systems do not have multi-layer cylinder synchronous control, which can cause irreparable damage to the sail structure during cylinder operation. At the same time, this system cannot solve the problems of redundant control of drive cylinders and switching between high and low pressure systems, resulting in poor energy-saving effects.

[0004] The information disclosed in this background section is intended only to enhance the understanding of the overall background of this patent application and should not be construed as an admission or in any way implying that the information constitutes prior art known to those skilled in the art. Summary of the Invention

[0005] The purpose of this invention is to overcome the problem of lack of redundant control in the prior art and to provide a hydraulic control system for sail propulsion.

[0006] To achieve the above objectives, the technical solution of the present invention is: a sail-driven hydraulic control system, comprising a sail body, a main beam, a luffing cylinder, a sail shaft, a bow wing cylinder, a tail wing cylinder, a hull, a main control valve group, a second main control valve group, a third main control valve group, a first cylinder control valve group, a second cylinder control valve group, a third cylinder control valve group, a motor, and a make-up pump;

[0007] The main beam is installed on the hull, and a sail shaft is installed on the top of the main beam, with the main body of the sail mounted on the sail shaft.

[0008] One end of the variable amplitude cylinder is mounted on the hull, and the other end is mounted at an angle on the sail shaft;

[0009] The first wing oil cylinder comprises a main oil cylinder, a second main oil cylinder and a redundant standby oil cylinder.

[0010] The oil outlet of the first main oil cylinder is connected with an A1 port of a first oil cylinder control valve group, and the A1 port of the first oil cylinder control valve group is connected with a P port of a main control valve group. The oil inlet of the first main oil cylinder is connected with a B1 port of the first oil cylinder control valve group, and the B1 port of the first oil cylinder control valve group is connected with a T port of the main control valve group.

[0011] The oil outlet of the second main oil cylinder is connected with a second A1 port of a second oil cylinder control valve group, and the second A1 port of the second oil cylinder control valve group is connected with a P port of a second main control valve group. The oil inlet of the second main oil cylinder is connected with a second B1 port of the second oil cylinder control valve group, and the second B1 port of the second oil cylinder control valve group is connected with a T port of the second main control valve group.

[0012] The oil outlet of the redundant standby oil cylinder is connected with a second A1 port of a second oil cylinder control valve group, and the second A1 port of the second oil cylinder control valve group is connected with a P port of a second main control valve group. The oil inlet of the second main oil cylinder is connected with a second B1 port of the second oil cylinder control valve group, and the second B1 port of the second oil cylinder control valve group is connected with a T port of the second main control valve group.

[0013] The first oil cylinder control valve group, the second oil cylinder control valve group and a third oil cylinder control valve group have the same structure, and the first main control valve group and the second main control valve group have the same structure.

[0014] The first motor is connected with a supplementary oil pump, the supplementary oil pump is connected with an oil tank, the oil tank is connected with an oil outlet end of a main one-way valve, an oil inlet end of the main one-way valve is connected with a T1 port of the third oil cylinder control valve group, and a B2 port of the third oil cylinder control valve group is connected with the oil inlet of the redundant standby oil cylinder.

[0015] The sail body comprises a sail bow wing, a sail tail wing and a sail middle part, and the sail bow wing, the sail tail wing and the sail middle part are sequentially connected.

[0016] The sail middle part is fixed on a sail shaft, and there is no relative movement between the sail middle part and the sail shaft.

[0017] The first wing oil cylinder is installed between the sail bow wing and the sail middle part through a pin shaft, and the tail wing oil cylinder is installed between the sail middle part and the sail tail wing through a pin shaft.

[0018] The oil cylinder control valve group comprises a left hydraulic lock, a right hydraulic lock, a left one-way valve, a right one-way valve, four left two-position two-way electromagnetic reversing ball valves and four right two-position two-way electromagnetic reversing ball valves, the oil outlet of the main control valve group is communicated with the oil inlet of the left hydraulic lock through A1, the oil outlet of the left hydraulic lock is communicated with the rodless cavity of the active oil cylinder, the rod cavity of the active oil cylinder is communicated with the oil inlet of the right hydraulic lock, the oil outlet of the right hydraulic lock is communicated with the T port of the main control valve group and the oil tank through B1, and the left hydraulic lock is communicated with the right hydraulic lock through the left one-way valve and the right one-way valve.

[0019] The main control valve group comprises a two-way pressure compensator, a two-position two-way electromagnetic reversing ball valve, a speed regulating valve, a proportional electromagnetic reversing valve and a shuttle valve, the oil outlet of the two-way pressure compensator is communicated with the oil inlet of the two-position two-way electromagnetic reversing ball valve, the oil outlet of the two-position two-way electromagnetic reversing ball valve is communicated with the P port of the proportional electromagnetic reversing valve, the A port of the proportional electromagnetic reversing valve is communicated with the oil inlet of the left hydraulic lock through A1, the oil outlet of the right hydraulic lock is communicated with the B port of the proportional electromagnetic reversing valve through B1, and the T port of the proportional electromagnetic reversing valve is communicated with the oil tank.

[0020] The oil guide port of the left hydraulic lock is communicated with the five right one-way valves, the oil path between the left hydraulic lock and the five right one-way valves intersects with the oil path between the right hydraulic lock and B1, the oil guide port of the right hydraulic lock is communicated with the five left one-way valves, and the oil path between the right hydraulic lock and the five left one-way valves intersects with the oil path between the left hydraulic lock and A1.

[0021] The oil cylinder control valve group further comprises a pressure sensor and a second pressure sensor, the pressure sensor is arranged on the oil path between the active oil cylinder and the four left two-position two-way electromagnetic reversing ball valves, and the second pressure sensor is arranged on the oil path between the active oil cylinder and the four right two-position two-way electromagnetic reversing ball valves.

[0022] The three oil cylinder control valve group comprises three left hydraulic locks, three right hydraulic locks, three left one-way valves, three right one-way valves, six left two-position two-way electromagnetic reversing ball valves and six right two-position two-way electromagnetic reversing ball valves, the oil outlet of the main one-way valve is communicated with the oil inlet of the six right two-position two-way electromagnetic reversing ball valves through a port, the oil outlet of the three right two-position two-way electromagnetic reversing ball valves is communicated with the oil inlet of the three left one-way valves, the oil outlet of the three left one-way valves is communicated with the rodless cavity of the redundant standby oil cylinder, the rodless cavity of the redundant standby oil cylinder is communicated with the oil inlet of the three right one-way valves, the oil outlet of the three right one-way valves is communicated with the oil inlet of the six left two-position two-way electromagnetic reversing ball valves, the oil outlet of the six left two-position two-way electromagnetic reversing ball valves is communicated with the rod cavity of the redundant standby oil cylinder, and the oil outlet of the six left two-position two-way electromagnetic reversing ball valves is communicated with the oil tank through the main one-way valve.

[0023] The rodless cavity of the first active oil cylinder and the rodless cavity of the second active oil cylinder are connected through a seven-left two-position two-way electromagnetic reversing ball valve, and the rod cavity of the first active oil cylinder and the rod cavity of the second active oil cylinder are connected through an eight-left two-position two-way electromagnetic reversing ball valve.

[0024] Compared with the prior art, the present application has the following advantages:

[0025] 1. In the wind sail driving hydraulic control system, the wind sail includes a wind sail bow wing, a wind sail tail wing and a wind sail middle part, which are connected in sequence; the wind sail middle part is fixed on the wind sail shaft, and there is no relative movement between the wind sail middle part and the wind sail shaft; a bow wing oil cylinder is installed between the wind sail bow wing and the wind sail middle part through a pin shaft, and a tail wing oil cylinder is installed between the wind sail middle part and the wind sail tail wing through a pin shaft; the change value of the wind sail angle is calculated according to the wind direction, the wind sail angle is changed to match the wind angle, the hydraulic system is controlled by the electric control program to change the extension or retraction of the bow wing oil cylinder and the tail wing oil cylinder, and the angle of the wind sail bow wing or the wind sail tail wing relative to the wind sail middle part is changed, so that the maximum use efficiency of the wind sail is achieved; when the wind sail needs to be folded, the wind sail bow wing can be folded into an angle close to parallel with the wind sail middle part by driving the bow wing oil cylinder, so that the space occupied by the wind sail on the ship body can be greatly reduced, and the utilization rate of the ship body space is improved. Therefore, the wind sail occupies a smaller space on the ship body, has a high degree of automation, is very convenient to use, and is more energy-saving.

[0026] 2. In the wind sail driving hydraulic control system, the oil outlet of the first active oil cylinder is connected with an A1 port of a first oil cylinder control valve group, the A1 port of the first oil cylinder control valve group is connected with a P port of a main control valve group, the oil inlet of the first active oil cylinder is connected with a B1 port of the first oil cylinder control valve group, and the B1 port of the first oil cylinder control valve group is connected with a T port of the main control valve group; the oil outlet of the second active oil cylinder is connected with a second A1 port of a second oil cylinder control valve group, the second A1 port of the second oil cylinder control valve group is connected with the P port of the second main control valve group, the oil inlet of the second active oil cylinder is connected with a second B1 port of the second oil cylinder control valve group, and the second B1 port of the second oil cylinder control valve group is connected with the T port of the second main control valve group; a two-way pressure compensator is used to keep the pressure difference between the inlet and outlet of a proportional electromagnetic reversing valve constant, when the proportional electromagnetic reversing valve fails, a two-position two-way electromagnetic reversing ball valve is powered, hydraulic oil enters the proportional electromagnetic reversing valve through the adjustment of a speed regulating valve to control the running speed of the oil cylinder, prevent the oil cylinder from overspeeding, ensure the safety of the system, ensure that the working pressures of the two cavities are consistent under the premise that the two active oil cylinders are synchronous, and improve the synchronization effect. Therefore, the synchronization system can not only keep the speeds basically consistent, but also ensure that the loads of the two cavities of the oil cylinder are consistent, so that the speed and pressure double synchronization effect is achieved.

[0027] 3, In the wind sail drive hydraulic control system, the oil outlet of the redundant standby oil cylinder is connected with two A1 ports of the two oil cylinder control valve group, and the two A1 ports of the two oil cylinder control valve group are connected with P ports of the two main control valve group; the oil inlet of the two driving oil cylinders is connected with two B1 ports of the two oil cylinder control valve group, and the two B1 ports of the two oil cylinder control valve group are connected with T ports of the two main control valve group; a motor is connected with a oil supplement pump, the oil supplement pump is connected with an oil tank, the oil tank is connected with the oil outlet end of the main one-way valve, the oil inlet end of the main one-way valve is connected with T1 ports of the three oil cylinder control valve group, B2 ports of the three oil cylinder control valve group are connected with the oil inlet of the redundant standby oil cylinder, the electromagnet of the six left two-position two-way electromagnetic reversing ball valve is electrified, and the rodless cavity hydraulic oil passes through the six left two-position two-way electromagnetic reversing ball valve and the three right one-way valve and enters the rod cavity of the redundant standby oil cylinder; at the same time, the redundant hydraulic oil in the rodless cavity flows back to the oil tank through the two-position two-way electromagnetic reversing ball valve and the main one-way valve, so that the cylinder is prevented from exploding, the safe use of the cylinder is ensured, and the vacuum in the oil return pipeline is prevented. Therefore, the emergency failure speed control mode is added on the synchronous system, redundancy control is carried out, the hydraulic cylinder is effectively protected, and stall failure is avoided.

[0028] 4, In the wind sail drive hydraulic control system, two motors are connected with a high-pressure pump and a low-pressure pump in sequence, the high-pressure pump and the low-pressure pump are connected with an oil tank, the high-pressure pump is connected with the first wing cylinder through nine left two-position two-way electromagnetic reversing ball valves and nine right two-position two-way electromagnetic reversing ball valves, and the low-pressure pump is connected with the tail wing cylinder through ten left two-position two-way electromagnetic reversing ball valves and ten right two-position two-way electromagnetic reversing ball valves. The high-low pressure automatic switching system effectively reduces the system use power, avoids long-time operation of the system under high pressure on the premise of keeping the running speed of the two cylinders, and achieves the effect of reducing cost and increasing efficiency. ACCURACY

[0029] Figure 1 It is a structural schematic diagram of the application.

[0030] Figure 2 It is a structural schematic diagram of the wind sail in the application.

[0031] Figure 3 It is a structural schematic diagram of the first wing cylinder synchronous control in the application.

[0032] Figure 4 It is a structural schematic diagram of the one main control valve group in the application.

[0033] Figure 5 It is a connection structural schematic diagram of the one oil cylinder control valve group in the application.

[0034] Figure 6 It is a connection structural schematic diagram of the one driving oil cylinder and the two driving oil cylinders in the application.

[0035] Figure 7is the structural schematic diagram of the redundant standby oil cylinder in the application.

[0036] Figure 8 is the structural schematic diagram of the high-low pressure system switching in the application.

[0037] In the figure: sail body 1, main beam 2, luffing cylinder 3, sail shaft 4, bow wing cylinder 5, tail wing cylinder 6, sail bow wing 7, sail tail wing 8, pin shaft 9, sail middle part 10, hull 11, one main control valve group 12A, two-way pressure compensator PC1.1, two-position two-way electromagnetic directional ball valve DT2.1, speed regulating valve V2.1, proportional electromagnetic directional valve DT1.1, shuttle valve V1.1, two main control valve groups 12B, three main control valve groups 12C, one cylinder control valve group 13A, one left hydraulic lock H1.1, one right hydraulic lock H1.2, left one-way valve V3.1, right one-way valve V3.2, four left two-position two-way electromagnetic directional ball valve DT4.1, four right two-position two-way electromagnetic directional ball valve DT4.2, one pressure sensor PT1.1, two pressure sensors PT1.2, two cylinder control valve groups 13B, three cylinder control valve groups 13C, three left hydraulic locks H3.1, three right hydraulic locks H3.2, three left one-way valves V5.1, three right one-way valves V5.2, six left two-position two-way electromagnetic directional ball valve DT6.1, six right two-position two-way electromagnetic directional ball valve DT6.2, one active cylinder 14A, two active cylinders 14B, redundant standby cylinder 14C, oil tank 15, main one-way valve V7, five right one-way valve V7.1, five left one-way valve V7.2, seven left two-position two-way electromagnetic directional ball valve DT7.1, eight left two-position two-way electromagnetic directional ball valve DT8.1, one motor M1, oil supplement pump P1, one left displacement sensor PT1.1, one right displacement sensor PT1.2, two motors M2, high-pressure pump P2, low-pressure pump P3. DETAILED DESCRIPTION

[0038] The application is further described in detail in the following description and specific embodiments in conjunction with the accompanying drawings.

[0039] Reference Figures 1 to 8 A sail driving hydraulic control system, comprising a sail body 1, a main beam 2, a luffing cylinder 3, a sail shaft 4, a bow wing cylinder 5, a tail wing cylinder 6, a hull 11, one main control valve group 12A, two main control valve groups 12B, three main control valve groups 12C, one cylinder control valve group 13A, two cylinder control valve groups 13B, three cylinder control valve groups 13C, one motor M1 and an oil supplement pump P1.

[0040] The main beam 2 is installed on the hull 11, and the top of the main beam 2 is provided with the sail shaft 4, and the sail body 1 is arranged on the sail shaft 4.

[0041] One end of the luffing cylinder 3 is installed on the hull 11, and the other end is obliquely installed on the sail shaft 4.

[0042] The first wing oil cylinder 5 comprises a main oil cylinder 14A, a second main oil cylinder 14B and a redundant standby oil cylinder 14C;

[0043] The oil outlet of the first main oil cylinder 14A is connected with an A1 port of an oil cylinder control valve group 13A, and the A1 port of the oil cylinder control valve group 13A is connected with a P port of a main control valve group 12A; the oil inlet of the first main oil cylinder 14A is connected with a B1 port of the oil cylinder control valve group 13A, and the B1 port of the oil cylinder control valve group 13A is connected with a T port of the main control valve group 12A;

[0044] The oil outlet of the second main oil cylinder 14B is connected with two A1 ports of a second oil cylinder control valve group 13B, and the two A1 ports of the second oil cylinder control valve group 13B are connected with a P port of a second main control valve group 12B; the oil inlet of the second main oil cylinder 14B is connected with two B1 ports of the second oil cylinder control valve group 13B, and the two B1 ports of the second oil cylinder control valve group 13B are connected with a T port of the second main control valve group 12B;

[0045] The oil outlet of the redundant standby oil cylinder 14C is connected with two A1 ports of the second oil cylinder control valve group 13B, and the two A1 ports of the second oil cylinder control valve group 13B are connected with a P port of the second main control valve group 12B; the oil inlet of the redundant standby oil cylinder 14C is connected with two B1 ports of the second oil cylinder control valve group 13B, and the two B1 ports of the second oil cylinder control valve group 13B are connected with a T port of the second main control valve group 12B;

[0046] The first oil cylinder control valve group 13A, the second oil cylinder control valve group 13B and a third oil cylinder control valve group 13C have the same structure, and the first main control valve group 12A and the second main control valve group 12B have the same structure;

[0047] The first motor M1 is connected with a supplement oil pump P1, the supplement oil pump P1 is connected with an oil tank 15, the oil tank 15 is connected with an oil inlet end of a main one-way valve V7, an oil outlet end of the main one-way valve V7 is connected with a T port of the third oil cylinder control valve group 13C, and a B2 port of the third oil cylinder control valve group 13C is connected with an oil inlet of the redundant standby oil cylinder 14C.

[0048] The sail body 1 comprises a sail bow wing 7, a sail stern wing 8 and a sail middle part 10, which are sequentially connected.

[0049] The sail middle part 10 is fixed on the sail shaft 4, and there is no relative movement between the sail middle part 10 and the sail shaft 4.

[0050] The first wing oil cylinder 5 is installed between the sail bow wing 7 and the sail middle part 10 through a pin shaft 9, and the stern wing oil cylinder 6 is installed between the sail middle part 10 and the sail stern wing 8 through the pin shaft 9.

[0051] The oil cylinder control valve group 13A includes a left hydraulic lock H1.1, a right hydraulic lock H1.2, a left check valve V3.1, a right check valve V3.2, a four left two-position two-way electromagnetic reversing ball valve DT4.1, and a four right two-position two-way electromagnetic reversing ball valve DT4.2. The outlet of the main control valve group 12A is communicated with the inlet of the left hydraulic lock H1.1 through A1, and the outlet of the left hydraulic lock H1.1 is communicated with the rodless cavity of the active oil cylinder 14A. The rod cavity of the active oil cylinder 14A is communicated with the inlet of the right hydraulic lock H1.2, and the outlet of the right hydraulic lock H1.2 is communicated with the T port of the main control valve group 12A and the oil tank 15 through B1. The left hydraulic lock H1.1 is communicated with the right hydraulic lock H1.2 through the left check valve V3.1 and the right check valve V3.2.

[0052] The main control valve group 12A includes a two-way pressure compensator PC1.1, a two-position two-way electromagnetic reversing ball valve DT2.1, a speed regulating valve V2.1, a proportional electromagnetic reversing valve DT1.1, and a shuttle valve V1.1. The outlet of the two-way pressure compensator PC1.1 is communicated with the inlet of the two-position two-way electromagnetic reversing ball valve DT2.1, the outlet of the two-position two-way electromagnetic reversing ball valve DT2.1 is communicated with the P port of the proportional electromagnetic reversing valve DT1.1, the A port of the proportional electromagnetic reversing valve DT1.1 is communicated with the inlet of the left hydraulic lock H1.1 through A1. The outlet of the right hydraulic lock H1.2 is communicated with the B port of the proportional electromagnetic reversing valve DT1.1 through B1, and the T port of the proportional electromagnetic reversing valve DT1.1 is communicated with the oil tank 15.

[0053] The oil outlet of the left hydraulic lock H1.1 is communicated with the five right check valve V7.1, and the oil path between the left hydraulic lock H1.1 and the five right check valve V7.1 intersects with the oil path between the right hydraulic lock H1.2 and B1. The oil outlet of the right hydraulic lock H1.1 is communicated with the five left check valve V7.2, and the oil path between the right hydraulic lock H1.2 and the five left check valve V7.2 intersects with the oil path between the left hydraulic lock H1.1 and A1.

[0054] The oil cylinder control valve group 13A further includes a pressure sensor PT1.1 and a pressure sensor PT1.2. The pressure sensor PT1.1 is arranged on the oil path between the active oil cylinder 14A and the four left two-position two-way electromagnetic reversing ball valve DT4.1, and the pressure sensor PT1.2 is arranged on the oil path between the active oil cylinder 14A and the four right two-position two-way electromagnetic reversing ball valve DT4.2.

[0055] The three-oil-cylinder control valve group 13C includes three left hydraulic locks H3.1, three right hydraulic locks H3.2, three left check valves V5.1, three right check valves V5.2, six left two-position two-way electromagnetic reversing ball valves DT6.1 and six right two-position two-way electromagnetic reversing ball valves DT6.2, the oil outlet end of the main check valve V7 is communicated with the oil inlet end of the six right two-position two-way electromagnetic reversing ball valve DT6.2 through the T port, the oil outlet end of the three right two-position two-way electromagnetic reversing ball valve DT6.1 is communicated with the oil inlet end of the three left check valve V5.1, the oil outlet end of the three left check valve V5.1 is communicated with the rodless cavity of the redundant standby oil cylinder 14C; the rodless cavity of the redundant standby oil cylinder 14C is communicated with the oil inlet end of the three right check valve V5.2, the oil outlet end of the three right check valve V5.2 is communicated with the oil inlet end of the six left two-position two-way electromagnetic reversing ball valve DT6.1, the oil outlet end of the six left two-position two-way electromagnetic reversing ball valve DT6.1 is communicated with the rod cavity of the redundant standby oil cylinder 14C, and the oil outlet end of the six left two-position two-way electromagnetic reversing ball valve DT6.1 is communicated with the oil tank 15 through the main check valve V7.

[0056] The rodless cavities of the one active oil cylinder 14A and the two active oil cylinders 14B are connected through the seven left two-position two-way electromagnetic reversing ball valve DT7.1, and the rod cavities of the one active oil cylinder 14A and the two active oil cylinders 14B are connected through the eight left two-position two-way electromagnetic reversing ball valve DT8.1. Embodiment

[0057] The structural components are as follows: a sail-driven hydraulic control system, comprising a sail body 1, a main beam 2, an amplitude cylinder 3, a sail shaft 4, a bow wing cylinder 5, a tail wing cylinder 6, and a hull 11; the main beam 2 is installed on the hull 11, the top of the main beam 2 is provided with the sail shaft 4, and the sail body 1 is arranged on the sail shaft 4; one end of the amplitude cylinder 3 is installed on the hull 11, and the other end is obliquely installed on the sail shaft 4; the sail body 1 is retracted and expanded through the extension and retraction of the amplitude cylinder 3; in the case that the sail body 1 is not used, the sail body 1 can be retracted inside the cabin, so as to avoid damage to the sail body 1 in strong wind or icing conditions and protect the sail body 1; the sail body 1 comprises a sail bow wing 7, a sail tail wing 8, and a sail middle part 10, which are sequentially connected; the sail middle part 10 is fixed on the sail shaft 4, and there is no relative movement between the sail middle part 10 and the sail shaft 4; the bow wing cylinder 5 is installed between the sail bow wing 7 and the sail middle part 10 through a pin shaft 9, and the tail wing cylinder 6 is installed between the sail middle part 10 and the sail tail wing 8 through a pin shaft 9.

[0058] Application method: the change value of the angle of the sail body 1 is calculated by the wind direction, the angle of the sail body 1 is changed to match the windward angle, the hydraulic system is controlled by the electric control program to control the extension or retraction of the first wing oil cylinder 5 and the tail wing oil cylinder 6 to change the angle of the sail first wing 7 or the sail tail wing 8 relative to the sail middle part 10; when the sail body 1 needs to be folded, the sail first wing 7 is folded to an angle close to parallel with the sail middle part 10 by driving the first wing oil cylinder 5. Embodiment

[0059] Embodiment 2 is basically the same as embodiment 1, the difference is that:

[0060] The structural components are as follows: the first wing oil cylinder 5 comprises a main oil cylinder 14A, a second main oil cylinder 14B and a redundant standby oil cylinder 14C; an oil outlet of the main oil cylinder 14A is connected with an A1 port of an oil cylinder control valve group 13A, and the A1 port of the oil cylinder control valve group 13A is connected with a P port of a main control valve group 12A; an oil inlet of the main oil cylinder 14A is connected with a B1 port of the oil cylinder control valve group 13A, and the B1 port of the oil cylinder control valve group 13A is connected with a T port of the main control valve group 12A; an oil outlet of the second main oil cylinder 14B is connected with two A1 ports of a second oil cylinder control valve group 13B, and the two A1 ports of the second oil cylinder control valve group 13B are connected with a P port of a second main control valve group 12B; an oil inlet of the second main oil cylinder 14B is connected with two B1 ports of the second oil cylinder control valve group 13B, and the two B1 ports of the second oil cylinder control valve group 13B are connected with a T port of the second main control valve group 12B; the oil cylinder control valve group 13A comprises a left hydraulic lock H1.1, a right hydraulic lock H1.2, a left one-way valve V3.1, a right one-way valve V3.2, four left two-position two-way electromagnetic reversing ball valves DT4.1 and four right two-position two-way electromagnetic reversing ball valves DT4.2; when the main oil cylinder 14A is filled with oil, an oil outlet of the main control valve group 12A is connected with an oil inlet of the left hydraulic lock H1.1 through the A1 port, an oil outlet of the left hydraulic lock H1.1 is connected with a rodless cavity of the main oil cylinder 14A; a rod cavity of the main oil cylinder 14A is connected with an oil inlet of the right hydraulic lock H1.2, and an oil outlet of the right hydraulic lock H1.2 is connected with the T port of the main control valve group 12A and the oil tank 15 through the B1 port; the left hydraulic lock H1.1 is connected with the right hydraulic lock H1.2 through the left one-way valve V3.1 and the right one-way valve V3.2; the main control valve group 12A comprises a two-way pressure compensator PC1.1, a two-position two-way electromagnetic reversing ball valve DT2.1, a speed regulating valve V2.1, a proportional electromagnetic reversing valve DT1.1 and a shuttle valve V1.1; an oil outlet of the two-way pressure compensator PC1.1 is connected with an oil inlet of the two-position two-way electromagnetic reversing ball valve DT2.1, an oil outlet of the two-position two-way electromagnetic reversing ball valve DT2.1 is connected with a P port of the proportional electromagnetic reversing valve DT1.1, an A port of the proportional electromagnetic reversing valve DT1.1 is connected with an oil inlet end of the left hydraulic lock H1.1 through the A1 port; an oil outlet of the right hydraulic lock H1.2 is connected with a B port of the proportional electromagnetic reversing valve DT1.1 through the B1 port, a T port of the proportional electromagnetic reversing valve DT1.1 is connected with the oil tank 15; an oil guide port of the left hydraulic lock H1.1 is connected with a five right one-way valve V7.1, an oil path between the left hydraulic lock H1.1 and the five right one-way valve V7.1 and an oil path between the right hydraulic lock H1.2 and the B1 port intersect, an oil guide port of the right hydraulic lock H1.2 is connected with a five left one-way valve V7.2, and an oil path between the right hydraulic lock H1.2 and the five left one-way valve V7.2 and the left hydraulic lock H1.1. The oil passage intersects between A1 and A1; the one oil cylinder control valve group 13A further comprises a pressure sensor PT1.1 and a pressure sensor PT1.2, the pressure sensor PT1.1 is arranged on the oil passage between the one active oil cylinder 14A and the four left two-position two-way electromagnetic reversing ball valve DT4.1, the pressure sensor PT1.2 is arranged on the oil passage between the one active oil cylinder 14A and the four right two-position two-way electromagnetic reversing ball valve DT4.2, the rodless cavity of the one active oil cylinder 14A and the rodless cavity of the two active oil cylinders 14B are connected through the seven left two-position two-way electromagnetic reversing ball valve DT7.1, the rod cavity of the one active oil cylinder 14A and the rod cavity of the two active oil cylinders 14B are connected through the eight left two-position two-way electromagnetic reversing ball valve DT8.1; a left displacement sensor PT1.1 is arranged on the oil inlet of the one active oil cylinder 14A, a right displacement sensor PT1.2 is arranged on the oil outlet of the one active oil cylinder 14A, and two right displacement sensors PT2.2 are arranged on the oil outlet of the one active oil cylinder 14A to monitor the displacement of the one active oil cylinder 14A and the two active oil cylinders 14B; at the same time, the displacement of the one active oil cylinder 14A and the two active oil cylinders 14B is compared, when the displacement difference of the one active oil cylinder 14A and the two active oil cylinders 14B exceeds a certain value, the opening degree of the proportional electromagnetic reversing valve DT1.1 of the one active oil cylinder 14A with larger displacement (when extending) is reduced through the electric control program, to ensure that the displacement difference of the one active oil cylinder 14A and the two active oil cylinders 14B is within a certain value range.

[0061] Application method: the outlet pressure of the proportional electromagnetic reversing valve DT1.1 is introduced into the oil port a of the two-way pressure compensator PC1.1 through a shuttle valve V1.1, the inlet pressure of the proportional electromagnetic reversing valve DT1.1 is introduced into the oil port b of the two-way pressure compensator PC1.1 through the internal flow of the valve block, and the proportional electromagnetic reversing valve DT1.1 is kept by the two-way pressure compensator PC1.1. The pressure difference between the inlet and outlet is a constant value, when the proportional electromagnetic reversing valve DT1.1 fails, the two-position two-way electromagnetic reversing ball valve DT2.1 is powered on, the hydraulic oil enters the proportional electromagnetic reversing valve DT1.1 through the adjustment of the speed regulating valve V2.1 to achieve the control of the running speed of the oil cylinder, prevent the oil cylinder from over-speeding, and ensure the safety of the system, under the premise of controlling the displacement synchronization of the one active oil cylinder 14A and the two active oil cylinders 14B, the rodless cavity and the rod cavity of the one active oil cylinder 14A and the two active oil cylinders 14B are connected by the seven left two-position two-way electromagnetic reversing ball valve DT7.1 and the eight left two-position two-way electromagnetic reversing ball valve DT8.1, when the one active oil cylinder 14A and the two active oil cylinders 14B work, the seven left two-position two-way electromagnetic reversing ball valve DT7.1 and the eight left two-position two-way electromagnetic reversing ball valve DT8.1 are connected and powered on, to ensure that the working pressure of the two cavities is consistent under the premise of displacement synchronization of the one active oil cylinder 14A and the two active oil cylinders 14B. Embodiment

[0062] Example 3 is substantially the same as example 2, except that:

[0063] The structural composition is as follows: the oil outlet of the redundant backup oil cylinder 14C is connected with the two A1 ports of the two oil cylinder control valve group 13B, the two A1 ports of the two oil cylinder control valve group 13B are connected with the P port of the two main control valve group 12B; the oil inlet of the two active oil cylinder 14B is connected with the two B1 ports of the two oil cylinder control valve group 13B, the two B1 ports of the two oil cylinder control valve group 13B are connected with the T port of the two main control valve group 12B, the motor M1 is connected with the oil supplement pump P1, the oil supplement pump P1 is connected with the oil tank 15, the oil tank 15 is connected with the oil inlet end of the main one-way valve V7, the oil outlet end of the main one-way valve V7 is connected with the T port of the three oil cylinder control valve group 13C, the B2 port of the three oil cylinder control valve group 13C is connected with the oil inlet of the redundant backup oil cylinder 14C, the three oil cylinder control valve group 13C includes three left hydraulic lock H3.1, three right hydraulic lock H3.2, three left one-way valve V5.1, three right one-way valve V5.2, six left two-position two-way electromagnetic reversing ball valve DT6.1 and six right two-position two-way electromagnetic reversing ball valve DT6.2, the oil outlet end of the main one-way valve V7 is connected with the oil inlet end of the six right two-position two-way electromagnetic reversing ball valve DT6.2 through the T port, the oil outlet end of the three right two-position two-way electromagnetic reversing ball valve DT6.1 is connected with the oil inlet end of the three left one-way valve V5.1, the oil outlet end of the three left one-way valve V5.1 is connected with the rodless cavity of the redundant backup oil cylinder 14C; the rodless cavity of the redundant backup oil cylinder 14C is connected with the oil inlet end of the three right one-way valve V5.2, the oil outlet end of the three right one-way valve V5.2 is connected with the oil inlet end of the six left two-position two-way electromagnetic reversing ball valve DT6.1, the oil outlet end of the six left two-position two-way electromagnetic reversing ball valve DT6.1 is connected with the rod cavity of the redundant backup oil cylinder 14C, and the oil outlet end of the six left two-position two-way electromagnetic reversing ball valve DT6.1 is connected with the oil tank 15 through the main one-way valve V7.

[0064] Application method: when the redundant standby oil cylinder 14C needs to perform the piston rod extension following action, the electromagnet of the six right two-position two-way electromagnetic reversing ball valve DT6.2 is powered on, the rod cavity hydraulic oil passes through the six right two-position two-way electromagnetic reversing ball valve DT6.2 and the three left one-way valve V5.1 to enter the rodless cavity of the redundant standby oil cylinder 14C; at the same time, an electric motor M1 is started to drive the oil supplement pump P1 to work, and the hydraulic oil of the oil tank 15 passes through the T1 port of the three main control valve group 12C and the three left one-way valve V5.1 to enter the rodless cavity of the redundant standby oil cylinder 14C, preventing the rodless cavity of the redundant standby oil cylinder 14C from being empty during the piston rod extension following action; when the redundant standby oil cylinder 14C needs to perform the piston rod retraction following action, the electromagnet of the six left two-position two-way electromagnetic reversing ball valve DT6.1 is powered on, the rodless cavity hydraulic oil passes through the six left two-position two-way electromagnetic reversing ball valve DT6.1 and the three right one-way valve V5.2 to enter the rod cavity of the redundant standby oil cylinder 14C; at the same time, the excess hydraulic oil in the rodless cavity flows back to the oil tank 15 through the two-position two-way electromagnetic reversing ball valve DT6.1 and the main one-way valve V7, preventing the oil cylinder from exploding and ensuring the safe use of the oil cylinder; the opening pressure of the main one-way valve V7 needs to meet the height difference from the highest redundant standby oil cylinder 14C to the oil tank 15, preventing the return oil pipeline from being vacuum. Embodiment

[0065] The embodiment 4 is basically the same as the embodiment 3, except that:

[0066] The structural composition is as follows: a switching method of a sail-driven hydraulic control system, comprising two electric motors M2, a high-pressure pump P2 and a low-pressure pump P3, the two electric motors M2 are connected with the high-pressure pump P2 and the low-pressure pump P3 in sequence, the high-pressure pump P2 and the low-pressure pump P3 are communicated with the oil tank 15, the high-pressure pump P2 is communicated with the first wing cylinder 5 through the nine left two-position two-way electromagnetic reversing ball valve DT9.1 and the nine right two-position two-way electromagnetic reversing ball valve DT9.2, and the low-pressure pump P3 is communicated with the tail wing cylinder 6 through the ten left two-position two-way electromagnetic reversing ball valve DT10.1 and the ten right two-position two-way electromagnetic reversing ball valve DT10.2.

[0067] Application method: start the two electric motors M2 to drive the high-pressure pump P2 and the low-pressure pump P3 to be in standby state; when the first wing cylinder 5 is high pressure and the tail wing cylinder 6 is low pressure: the nine left two-position two-way electromagnetic reversing ball valve DT9.1 is powered on, the high-pressure oil of the high-pressure pump P2 enters the first wing cylinder 5, and the ten right two-position two-way electromagnetic reversing ball valve DT10.2 is powered on, the low-pressure oil of the low-pressure pump P3 enters the tail wing cylinder; when the first wing cylinder 5 is low pressure and the tail wing cylinder 6 is high pressure: the ten left two-position two-way electromagnetic reversing ball valve DT10.1 is powered on, the low-pressure oil of the low-pressure pump P3 enters the first wing cylinder 5, and the nine right two-position two-way electromagnetic reversing ball valve DT9.2 is powered on, the high-pressure oil of the high-pressure pump P2 enters the tail wing cylinder 6.

[0068] The high-low pressure automatic switching system effectively reduces system power, avoids long time operation of the system under high pressure on the premise of keeping the running speed of the two oil cylinders, and achieves the effect of reducing cost and increasing efficiency.

[0069] The above merely describes the preferred embodiments of the present application, and the protection scope of the present application is not limited to the above-mentioned embodiments, but any equivalent modifications or changes made by those skilled in the art according to the disclosed content of the present application shall be included in the protection scope recorded in the claims.

Claims

1. A sail-driven hydraulic control system, characterized in that, The wind sail body, the main beam, the amplitude cylinder, the wind sail shaft, the bow wing cylinder, the stern wing cylinder, the ship body, the first main control valve group, the second main control valve group, the third main control valve group, the first cylinder control valve group, the second cylinder control valve group, the third cylinder control valve group, the motor and the oil supplement pump are included. The main beam is installed on the ship body, and the top of the main beam is provided with the wind sail shaft. One end of the amplitude cylinder is installed on the ship body, and the other end is obliquely installed on the wind sail shaft. The bow wing cylinder includes a driving cylinder, a second driving cylinder and a redundant standby cylinder. The oil outlet of the driving cylinder is connected with an A1 port of the first cylinder control valve group, and the A1 port of the first cylinder control valve group is connected with a P port of the main control valve group. The oil inlet of the driving cylinder is connected with a B1 port of the first cylinder control valve group, and the B1 port of the first cylinder control valve group is connected with a T port of the main control valve group. The oil outlet of the second driving cylinder is connected with a second A1 port of the second cylinder control valve group, and the second A1 port of the second cylinder control valve group is connected with a P port of the second main control valve group. The oil inlet of the second driving cylinder is connected with a second B1 port of the second cylinder control valve group, and the second B1 port of the second cylinder control valve group is connected with a T port of the second main control valve group. The structure of the first cylinder control valve group, the second cylinder control valve group and the third cylinder control valve group is the same, and the structure of the main control valve group and the second main control valve group is the same. The motor is connected with the oil supplement pump, the oil supplement pump is connected with an oil tank, the oil tank is connected with an oil outlet end of a main one-way valve, an oil inlet end of the main one-way valve is connected with a T1 port of the third cylinder control valve group, and a B2 port of the third cylinder control valve group is connected with an oil inlet of the redundant standby cylinder. The first cylinder control valve group includes a left hydraulic lock, a right hydraulic lock, a left one-way valve, a right one-way valve, four left two-position two-way electromagnetic reversing ball valves and four right two-position two-way electromagnetic reversing ball valves, the oil outlet of the main control valve group is connected with the oil inlet of the left hydraulic lock through the A1 port, the oil outlet of the left hydraulic lock is connected with the rodless cavity of the driving cylinder, the rod cavity of the driving cylinder is connected with the oil inlet of the right hydraulic lock, the oil outlet of the right hydraulic lock is connected with the T port of the main control valve group and the oil tank through the B1 port, and the left hydraulic lock is connected with the right hydraulic lock through the left one-way valve and the right one-way valve. The main control valve group comprises a two-way pressure compensator, a two-position two-way electromagnetic reversing ball valve, a speed regulating valve, a proportional electromagnetic reversing valve and a shuttle valve, the oil outlet of the two-way pressure compensator is communicated with the oil inlet of the two-position two-way electromagnetic reversing ball valve, the oil outlet of the two-position two-way electromagnetic reversing ball valve is communicated with the P port of the proportional electromagnetic reversing valve, the A port of the proportional electromagnetic reversing valve is communicated with the oil inlet end of a left hydraulic lock through an A1 port, the oil outlet of the right hydraulic lock is communicated with the B port of the proportional electromagnetic reversing valve through a B1 port, and the T port of the proportional electromagnetic reversing valve is communicated with an oil tank.

2. A sail-driven hydraulic control system according to claim 1, wherein: The sail body comprises a sail front wing, a sail tail wing and a sail middle part.

3. A sail-driven hydraulic control system according to claim 2, wherein: The sail middle part is fixed on the sail shaft, and there is no relative movement between the sail middle part and the sail shaft.

4. A sail-driven hydraulic control system according to claim 2, wherein: The sail front wing and the sail middle part are connected through a pin shaft and a front wing oil cylinder, and the sail middle part and the sail tail wing are connected through a pin shaft and a tail wing oil cylinder.

5. A sail-driven hydraulic control system according to claim 1, wherein: The oil guide port of the left hydraulic lock is communicated with the five right one-way valves, the oil path between the left hydraulic lock and the five right one-way valves intersects with the oil path between the right hydraulic lock and the B1 port, the oil guide port of the right hydraulic lock is communicated with the five left one-way valves, and the oil path between the right hydraulic lock and the five left one-way valves intersects with the oil path between the left hydraulic lock and the A1 port.

6. A sail-driven hydraulic control system according to claim 1, wherein: The oil cylinder control valve group further comprises a pressure sensor and a second pressure sensor, the pressure sensor is arranged on the oil path between the main driving oil cylinder and the four left two-position two-way electromagnetic reversing ball valves, and the second pressure sensor is arranged on the oil path between the main driving oil cylinder and the four right two-position two-way electromagnetic reversing ball valves.

7. A sail-driven hydraulic control system according to claim 1, wherein: The rodless cavity of the main driving oil cylinder and the rodless cavity of the second main driving oil cylinder are connected through the seven left two-position two-way electromagnetic reversing ball valves, and the rod cavity of the main driving oil cylinder and the rod cavity of the second main driving oil cylinder are connected through the eight left two-position two-way electromagnetic reversing ball valves.

Images