Hybrid propulsion series type propulsion system and switching control method for surface unmanned vehicle

Abstract

The present application relates to the water surface unmanned ship hybrid power series propulsion system and switching control method, the propulsion system includes propulsion device and propulsion monitoring system, the propulsion device adopts series arrangement to realize transmission connection, including diesel engine, gear box, motor, thrust bearing, shafting and propeller which are arranged in the order from bow to stern; the propulsion monitoring system includes central monitoring station, control box, power management system. The propulsion system makes the unmanned ship meet the high and low speed requirements, realizes the diesel engine as the power source propulsion in high speed working condition, and realizes the motor as the power source propulsion in low speed working condition, which meets the requirement of long time low speed sailing; the propulsion monitoring system automatically controls the diesel engine, propulsion motor and gear box, realizes the switching of propulsion mode, simplifies the complexity of remote control console control, avoids the adverse effect of communication delay on propulsion mode switching, and improves the efficiency of unmanned ship propulsion mode state switching.

Description

Technical Field

[0001] This invention relates to the field of unmanned surface vessel propulsion technology, and in particular to a hybrid series propulsion system and switching control method for unmanned surface vessels. Background Technology

[0002] In recent years, with the development of communication and artificial intelligence technologies, unmanned surface vessels (USVs) have experienced rapid growth in the civilian sector. Because USVs can carry a variety of payloads, they have wide applications in many areas, such as marine environmental surveys, patrol monitoring, and maritime search and rescue.

[0003] Unmanned surface vessels (USVs) are generally designed for high speeds (typically above 27 knots). Due to tonnage and space limitations, they typically use high-speed diesel engines, which have a minimum stable operating speed (approximately 600-700 rpm). Below this speed, the diesel engine cannot operate normally. For USVs using fixed-pitch propellers, even at the minimum stable operating speed, the speed of a high-speed diesel engine is usually above 10 knots, making it difficult to maintain a stable speed below 6 knots.

[0004] Furthermore, the application of diesel-electric hybrid power systems in unmanned surface vessels (USVs) is relatively limited, and there are also few methods for switching between diesel and electric propulsion when the vessel is unmanned. Propulsion mode switching control involves multiple devices, and if operated via a remote control console, the long-distance communication delays during USV navigation on the surface can adversely affect propulsion mode switching. Summary of the Invention

[0005] To address the shortcomings of the prior art, the applicant provides a hybrid series propulsion system and switching control method for unmanned surface vessels, enabling the unmanned vessel to meet both high and low speed requirements. This allows it to use a diesel engine as the power source for propulsion at high speeds and an electric motor as the power source for propulsion at low speeds, thus satisfying the requirement to maintain low-speed navigation for extended periods.

[0006] The technical solution adopted in this invention is as follows:

[0007] A hybrid series propulsion system for unmanned surface vessels includes:

[0008] The propulsion system, arranged in series for transmission connection, includes a diesel engine, gearbox, motor, thrust bearing, shaft system, and propeller arranged sequentially from bow to stern. The motor contains a motor shaft, the output end of the thrust bearing is mechanically connected to the shaft system, and the shaft system is mechanically connected to the propeller. The motor is connected to a frequency converter, which is connected to a power distribution board.

[0009] The monitoring system includes a central monitoring station, a control box, and a power management system; the control box is connected to the diesel engine, gearbox, and motor; the power management system is configured on the distribution board; and the central monitoring station is connected to the control box and the power management system.

[0010] As a further improvement to the above technical solution:

[0011] The output end of the diesel engine is mechanically connected to the input end of the gearbox via a coupling. The output end of the gearbox is mechanically connected to the motor shaft, and the motor shaft is mechanically connected to the input end of the thrust bearing.

[0012] The diesel engine is equipped with a vibration damper at its engine foot, which is connected to the structural base of the hull. The engine feet of the gearbox, motor, and thrust bearing are rigidly connected to the structural base of the hull.

[0013] One end of the motor shaft is connected to the gearbox for transmission, and the other end is connected to the shaft system for transmission through a thrust bearing;

[0014] The motor has a transmission shaft bearing inside. When the motor is not working, the motor shaft rotates with the shaft system and gearbox, and the motor shaft plays the role of transmission connection.

[0015] The gearbox is a reduction gearbox with two clutches, located at the input and output ends of the gearbox respectively. The two clutches are independently controlled for disengagement and engagement. The input clutch is used to control the forward and reverse rotation of the shaft system, while the output clutch is mainly used for switching between electric propulsion and diesel propulsion.

[0016] The propulsion monitoring system also includes an electronic speed control system, a frequency converter, and a solenoid valve; the control box is connected to the electronic speed control system, the frequency converter, and the solenoid valve respectively.

[0017] The electronic speed control system is used to control the start, stop and speed of the diesel engine. The frequency converter is connected to the motor. The frequency converter is equipped with a drive control unit. The drive control unit is used to control the start, stop and speed of the motor. The opening and closing of the solenoid valve controls the disengagement and engagement of the clutch.

[0018] The power management system has an automatic mode and a semi-automatic mode. In automatic mode, the power management system automatically starts, connects, and operates in parallel with the generator sets, as well as automatically disconnects and shuts down the generator sets according to the electric propulsion load. In semi-automatic mode, the central monitoring station can manage the generator sets through the power management system.

[0019] The propulsion device consists of two sets, which are respectively installed on the port side and the starboard side. The propulsion devices on the port side and the starboard side are completely independent. When the propulsion device on one side fails, it will not affect the normal operation of the propulsion device on the other side.

[0020] The control box includes a first control box and a second control box. The first control box and the second control box correspond to two sets of propulsion devices, and they are completely independent in terms of control and do not affect each other.

[0021] The switching control method of the above-mentioned hybrid series propulsion system for unmanned surface vessels, under high-speed conditions (ship speed greater than 12 knots or diesel engine speed greater than 700 rpm), the diesel engine serves as the power source, and the diesel engine drives the shaft system and propeller to rotate through the gearbox. At this time, the motor shaft rotates with the shaft system, playing the role of transmission connection, and the motor does not work.

[0022] Under low-speed conditions (sail speed below 12 knots or diesel engine speed between 600 and 700 rpm), the electric motor serves as the power source, driving the shaft system and propeller to rotate. At this time, the clutch at the output end of the gearbox is disengaged, and the diesel engine and gearbox do not work.

[0023] When switching from diesel engine propulsion to electric propulsion, the diesel engine first slows down to idle speed (between 600 and 700 rpm). The diesel engine and the electric motor are briefly paralleled by the power mode of the drive control unit (DCU) configured in the frequency converter. Then the clutch at the output end of the gearbox is disengaged, and the shaft system is driven by the electric motor.

[0024] When switching from electric propulsion to diesel propulsion, the diesel engine first starts and runs to idle speed (between 600 and 700 rpm). The drive control unit (DCU) in the frequency converter stops controlling the motor, allowing the gearbox output to decelerate freely. Then, the clutch at the gearbox output engages and disengages, and the shaft system is driven by the diesel engine.

[0025] The beneficial effects of this invention are as follows:

[0026] This invention's propulsion system enables unmanned surface vessels (USVs) to meet both high and low speed requirements. It utilizes a diesel engine for high-speed propulsion and an electric motor for low-speed propulsion, satisfying the need to maintain low-speed navigation for extended periods. The invention's switching control method automatically controls the diesel engine, propulsion motor, and gearbox through a propulsion monitoring system. This control includes starting, accelerating, decelerating, stopping, disengaging, and re-engaging the propulsion system, thereby simplifying the complexity of remote control and avoiding the adverse effects of communication delays on propulsion mode switching, thus improving the efficiency of USV propulsion mode switching.

[0027] The present invention also includes the following advantages:

[0028] (1) Under low-speed conditions (the speed is below 12 knots or the diesel engine speed is between 600 and 700 rpm), the propulsion motor replaces the diesel engine as the power source and the reduction gearbox does not participate in the transmission of torque. This not only increases the endurance of the unmanned surface vessel, but also reduces the vibration of the hull and can significantly reduce the vibration noise of the propulsion system.

[0029] (2) The propulsion mode switching control method of the present invention enables unmanned surface vessels to switch between different propulsion modes according to the control commands of the vessel-based autonomous navigation system, thereby improving the automation level of propulsion mode switching. Attached Figure Description

[0030] Figure 1 This is a schematic diagram of the propulsion device in this invention.

[0031] Figure 2 This is a schematic diagram of the composition of the monitoring system in this invention.

[0032] Figure 3 This is a diagram showing the working state of the diesel engine propulsion mode of the present invention (the equipment within the frame is running, while the equipment outside the frame is not running).

[0033] Figure 4 This is a diagram showing the working state of the electric propulsion mode of the present invention (the equipment inside the frame is running, while the equipment outside the frame is not running).

[0034] Among them: 10, diesel engine; 20, coupling; 30, gearbox; 40, motor; 41, motor shaft; 50, thrust bearing; 60, shaft system; 70, propeller. Detailed Implementation

[0035] The specific embodiments of the present invention will now be described with reference to the accompanying drawings.

[0036] like Figure 1 and 2 As shown, the hybrid series propulsion system of the unmanned surface vessel in this embodiment includes a propulsion device and a propulsion monitoring system. The propulsion device is arranged in series to achieve transmission connection, including a diesel engine 10, a gearbox 30, a motor 40, a thrust bearing 50, a shaft system 60, and a propeller 70 arranged sequentially from bow to stern. The motor 40 has a motor shaft 41, the output end of the thrust bearing 50 is mechanically connected to the shaft system 60, and the shaft system 60 is mechanically connected to the propeller 70. The motor 40 is connected to a frequency converter, and the frequency converter is connected to a power distribution board.

[0037] The propulsion monitoring system includes a central monitoring station, a control box, and a power management system (PMS). The control box is connected to the diesel engine 10, gearbox 30, and motor 40 via signals. The power management system is configured on the distribution board. The central monitoring station is connected to the control box and the power management system, and sends control commands to the control box and the power management system (PMS).

[0038] The output end of the diesel engine 10 is mechanically connected to the input end of the gearbox 30 via the coupling 20. The output end of the gearbox 30 is mechanically connected to the motor shaft 41. The motor shaft 41 is mechanically connected to the input end of the thrust bearing 50.

[0039] Furthermore, the coupling 20 is a joint coupling, the gearbox 30 is a reduction gearbox, and the propeller 70 is a fixed-pitch propeller.

[0040] The diesel engine 10 is equipped with a shock absorber at the engine foot, which is connected to the structural base of the hull. The engine feet of the gearbox 30, motor 40, and thrust bearing 50 are rigidly connected to the structural base of the hull.

[0041] One end of the motor shaft 41 is connected to the gearbox 30 for transmission, and the other end is connected to the shaft system 60 for transmission through the thrust bearing 50. The motor 40 has a transmission shaft bearing inside. When the motor 40 is not working, the motor shaft 41 rotates with the shaft system 60 and the gearbox 30, and the motor shaft 41 plays the role of transmission connection.

[0042] The gearbox 30 is a reduction gearbox with two clutches, which are respectively located at the input end and the output end of the gearbox 30. The two clutches are controlled independently for disengagement and engagement. The input clutch is used to control the forward and reverse rotation of the shaft system 60, and the output clutch is mainly used for switching between electric propulsion and diesel engine 10 propulsion.

[0043] See appendix Figure 2 Furthermore, the monitoring system also includes an electronic speed control system (ECS), a frequency converter, and solenoid valves; the control box is connected to the electronic speed control system, the frequency converter, and the solenoid valves respectively.

[0044] The electronic speed control system is used to control the start, stop and speed of the diesel engine 10. The frequency converter is connected to the motor 40. The frequency converter is equipped with a drive control unit (DCU). The power management system (PMS) is connected to the drive control unit (DCU). The drive control unit is used to control the start, stop and speed of the motor 40. It controls the disengagement and engagement of the clutches located at both ends of the gearbox 30 by opening and closing the solenoid valves.

[0045] The propulsion monitoring system operates on the principle that the submarine-based autonomous navigation system is connected to the central monitoring station via Ethernet. The central monitoring station is connected to the control box via RS485 lines. The control box is connected to the electronic speed control system (ECS), drive control unit (DCU), and solenoid valves via signal lines. The central monitoring station is connected to the power management system (PMS) via a CAN bus.

[0046] The power management system (PMS) is connected to the controller corresponding to the generator set via signal lines to realize the automatic start-up, connection and parallel operation of the generator set, as well as the automatic disconnection and shutdown of the generator set.

[0047] In one embodiment, there are two propulsion systems, one on the port side and one on the starboard side. The propulsion systems on the port and starboard sides are completely independent; if one propulsion system malfunctions, it does not affect the normal operation of the other. The control box includes a first control box and a second control box, each corresponding to one of the two propulsion systems. The control boxes are completely independent in their operation and do not affect each other. They are responsible for monitoring the port and starboard propulsion systems, respectively, and include a frequency converter and gearbox 30 connected to the diesel engine 10 and the electric motor 40.

[0048] The first and second control boxes control the start, stop, and speed of the motor 40 via the drive control unit (DCU) configured within the frequency converter. The first and second control boxes also control the start, stop, and speed of the diesel engine 10 via the electronic speed control system (ECS). Furthermore, the first and second control boxes control the engagement and disengagement of the clutches at both ends of the gearbox 30 via the opening and closing of solenoid valves.

[0049] The power management system (PMS) has automatic and semi-automatic modes. In automatic mode, the power management system automatically starts, connects and operates in parallel with generator sets, automatically disconnects and shuts down generator sets, queries high-power load startup, and limits propulsion power according to the electric propulsion load. In semi-automatic mode, the central monitoring station can manage the generator sets through the power management system.

[0050] In electric propulsion mode, the central monitoring station sets the power management system (PMS) to automatic mode and monitors it via the CAN bus. When the power distribution board or generator set malfunctions or encounters an unexpected situation, the central monitoring station switches the PMS to semi-automatic mode. The remote control console sends control commands to the autonomous navigation system (AMS) via wireless communication, and the AMS sends commands to the central monitoring station via Ethernet. The central monitoring station then controls the PMS via the CAN bus based on the received commands, thus achieving remote control of the PMS.

[0051] Before starting motor 40, a power reserve is requested from the power management system through a high-power load start query. After the power management system starts the generator set according to the on-grid load, it sends a high-power load start permission signal to the frequency converter. Then, the drive control unit (DCU) configured in the frequency converter automatically closes the isolating switch on its side to pre-magnetize the frequency converter. After the magnetization is completed, motor 40 is started.

[0052] As Figure 3 As shown, in diesel engine propulsion mode, diesel engine 10 drives shaft 60 via gearbox 30 to rotate propeller 70, motor 40 does not run (stator is not energized), and the drive shaft of motor 40 rotates with the output end of gearbox 30, transmitting the rotation of the output end of gearbox 30 to thrust bearing 50.

[0053] As Figure 4 As shown, in electric propulsion mode, the motor 40 drives the shaft system 60 to rotate the propeller 70, while the diesel engine 10, coupling 20 and gearbox 30 do not operate.

[0054] In diesel propulsion mode, the propeller 70 is reversed by controlling the clutch at the input end of the gearbox 30; in electric propulsion mode, the propeller 70 is reversed by controlling the direction of the motor 40 through the drive control unit (DCU) configured in the inverter connected to the motor 40.

[0055] In the switching control method of the above-mentioned hybrid series propulsion system for unmanned surface vessels, under high-speed conditions (ship speed greater than 12 knots or diesel engine speed greater than 700 rpm), diesel engine 10 serves as the power source. Diesel engine 10 drives shaft system 60 and propeller 70 to rotate via gearbox 30. At this time, motor shaft 41 rotates with shaft system 60, playing the role of transmission connection, and motor 40 does not work.

[0056] Under low-speed conditions (sail speed below 12 knots or diesel engine speed between 600 and 700 rpm), the motor 40 serves as the power source, driving the shaft system 60 and propeller 70 to rotate. At this time, the clutch at the output end of the gearbox 30 is disengaged, and the diesel engine 10 and gearbox 30 do not work.

[0057] When switching from diesel engine 10 to electric propulsion, the diesel engine 10 first slows down to idle speed (between 600 and 700 rpm). The motor 40 is connected to a frequency converter, which is equipped with a drive control unit (DCU). The power mode of the drive control unit (DCU) enables the diesel engine 10 and the motor 40 to run in parallel for a short time. Then, the clutch at the output end of the gearbox 30 disengages, and the shaft system 60 is driven by the motor 40, which in turn drives the propeller 70 to rotate.

[0058] When switching from electric propulsion to diesel engine 10 propulsion, the diesel engine 10 first starts running to idle speed (between 600 and 700 rpm). The drive control unit (DCU) configured in the frequency converter stops controlling the motor 40, allowing the output end of the gearbox 30 to decelerate freely. Then the clutch at the output end of the gearbox 30 engages and disengages, and the shaft system 60 is driven by the diesel engine 10.

[0059] After receiving the control command from the unmanned surface vessel's (USV) autonomous navigation system to switch from diesel propulsion to electric propulsion, the central monitoring station first requests power reservation from the power management system (PMS) configured in the switchboard via a high-power load start-up inquiry. The PMS starts the generator set according to the grid load and then sends a high-power load start-up inquiry signal to the frequency converter. Upon receiving start-up permission, the drive control unit (DCU) configured in the frequency converter automatically closes the isolating switch on its side to pre-magnetize the frequency converter. After magnetization, the motor 40 is started. Next, a speed control command is sent to the electronic speed control system (ECS) of the diesel engine 10, causing the diesel engine 10 to slow down to idle. The power mode of the drive control unit briefly parallels the diesel engine 10 and the motor 40. Then, the first and second control boxes disengage the clutch at the output end of the gearbox 30. Once the motor 40 drives the propeller 70 stably, the first and second control boxes stop the diesel engine 10, at which point the USV switches from diesel propulsion to electric propulsion.

[0060] After receiving the control command from the unmanned surface vessel's autonomous navigation system to switch from electric propulsion to diesel propulsion, the propulsion monitoring system first controls the diesel engine 10 to start and run to idle speed. The drive control unit (DCU) configured in the frequency converter stops controlling the motor 40, allowing the output end of the gearbox 30 to freely decelerate to about 200 rpm. Then, the first control box and the second control box control the engagement and disengagement of the clutches at the output ends of the port and starboard gearboxes 30, respectively. After the diesel engine 10 drives the propeller 70 to run stably, the drive control unit automatically disconnects the isolating switch located on its side. At this time, the unmanned surface vessel switches from diesel-electric propulsion to diesel propulsion.

[0061] During the propulsion mode switching process, the key is to judge whether the propulsion mode switching is successfully completed based on the disengagement and engagement status of the clutch at the output end of gearbox 30.

[0062] During the propulsion mode switching process, the remote control console sends a propulsion mode conversion command to the submarine-based autonomous navigation system via wireless communication, and the submarine-based autonomous navigation system then forwards the command to the propulsion monitoring system. In the propulsion monitoring system, after receiving the propulsion mode conversion command from the submarine-based autonomous navigation system, the central monitoring station sends a series of commands to the first control box and the second control box according to a preset program. The first and second control boxes then control the diesel engine 10, the electric motor 40, and the gearbox 30 on the port and starboard sides, respectively, according to the commands.

[0063] During the propulsion mode switching process, malfunctions are more likely to occur when the clutches at both ends of gearbox 30 are disengaged or engaged. During the switch from electric propulsion to diesel propulsion, if the clutch engagement / disengagement signal at the output end of gearbox 30 is not received within the set time (7 seconds), the first and second control boxes will send a port or starboard propulsion mode switching failure alarm to the central monitoring station. Similarly, during the switch from diesel propulsion to electric propulsion, if the clutch disengagement signal at the output end of gearbox 30 is not received within the set time (7 seconds), the first and second control boxes will send a port or starboard propulsion mode switching failure alarm to the central monitoring station.

[0064] The above description is an explanation of the present invention and not a limitation thereof. The scope of the present invention is defined by the claims. Within the scope of protection of the present invention, any form of modification may be made.

Claims

1. A hybrid series propulsion system for unmanned surface vessels, characterized in that, include: The propulsion device is arranged in series to achieve transmission connection, including a diesel engine (10), a gearbox (30), a motor (40), a thrust bearing (50), a shaft system (60), and a propeller (70) arranged sequentially from bow to stern; the motor (40) is provided with a motor shaft (41), the output end of the thrust bearing (50) is mechanically connected to the shaft system (60), and the shaft system (60) is mechanically connected to the propeller (70); the motor (40) is connected to a frequency converter, and the frequency converter is connected to a power distribution board; The monitoring system includes a central monitoring station, a control box, and a power management system; the control box is connected to the diesel engine (10), gearbox (30), and motor (40) via signals; the power management system is configured on the power distribution board; and the central monitoring station is connected to the control box and the power management system. The gearbox (30) is a reduction gearbox with two clutches, which are respectively located at the input end and the output end of the gearbox (30). The two clutches are controlled separately to disengage and engage. The input clutch is used to control the forward and reverse rotation of the shaft system (60), and the output clutch is mainly used for switching between electric propulsion and diesel engine (10) propulsion. The propulsion device consists of two sets, which are respectively installed on the port side and the starboard side. The propulsion devices on the port side and the starboard side are completely independent. When the propulsion device on one side fails, it will not affect the normal operation of the propulsion device on the other side. The control box includes a first control box and a second control box. The first control box and the second control box correspond to two sets of propulsion devices, and they are completely independent in terms of control and do not affect each other. During the process of switching from electric propulsion to diesel propulsion, if the clutch engagement / disengagement signal at the output end of the gearbox (30) is not fed back within the set time, the first control box and the second control box send an alarm to the central monitoring station for failure to switch the port or starboard propulsion mode; during the process of switching from diesel propulsion to electric propulsion, if the clutch disengagement signal at the output end of the gearbox (30) is not fed back within the set time, the first control box and the second control box send an alarm to the central monitoring station for failure to switch the port or starboard propulsion mode.

2. The hybrid series propulsion system for unmanned surface vessels as described in claim 1, characterized in that, The output end of the diesel engine (10) is mechanically connected to the input end of the gearbox (30) via a coupling (20). The output end of the gearbox (30) is mechanically connected to the motor shaft (41). The motor shaft (41) is mechanically connected to the input end of the thrust bearing (50).

3. The hybrid series propulsion system for unmanned surface vessels as described in claim 1, characterized in that, The diesel engine (10) is equipped with a shock absorber at the engine foot, and the shock absorber is connected to the structural base of the hull. The engine feet of the gearbox (30), motor (40), and thrust bearing (50) are rigidly connected to the structural base of the hull.

4. The hybrid series propulsion system for unmanned surface vessels as described in claim 1, characterized in that, One end of the motor shaft (41) is connected to the gearbox (30) for transmission, and the other end is connected to the shaft system (60) through the thrust bearing (50); The motor (40) is equipped with a transmission shaft bearing. When the motor (40) is not working, the motor shaft (41) rotates with the shaft system (60) and the gearbox (30).

5. The hybrid series propulsion system for unmanned surface vessels as described in claim 1, characterized in that, The propulsion monitoring system also includes an electronic speed control system, a frequency converter, and a solenoid valve; the control box is connected to the electronic speed control system, the frequency converter, and the solenoid valve respectively. The electronic speed control system is used to control the start, stop and speed of the diesel engine (10). The frequency converter is connected to the motor (40). The frequency converter is equipped with a drive control unit. The drive control unit is used to control the start, stop and speed of the motor (40). The opening and closing of the solenoid valve controls the disengagement and engagement of the clutch.

6. The hybrid series propulsion system for unmanned surface vessels as described in claim 1, characterized in that, The power management system has an automatic mode and a semi-automatic mode. In automatic mode, the power management system automatically starts, connects, and operates in parallel with the generator sets, as well as automatically disconnects and shuts down the generator sets according to the electric propulsion load. In semi-automatic mode, the central monitoring station can manage the generator sets through the power management system.

7. The switching control method for a hybrid series propulsion system for unmanned surface vessels as described in any one of claims 1-6, characterized in that, Under high-speed conditions, the diesel engine (10) serves as the power source. The diesel engine (10) drives the shaft system (60) and propeller (70) to rotate via the gearbox (30). At this time, the motor shaft (41) rotates with the shaft system (60), and the motor (40) does not work. Under low-speed conditions, the motor (40) serves as the power source, driving the shaft system (60) and propeller (70) to rotate. At this time, the clutch at the output end of the gearbox (30) is disengaged, and the diesel engine (10) and gearbox (30) do not work. When switching from diesel engine propulsion to electric propulsion, the diesel engine (10) first slows down to idle speed. The diesel engine (10) and the electric motor (40) are briefly paralleled by the power mode of the drive control unit configured in the inverter. Then the clutch at the output end of the gearbox (30) is disengaged, and the shaft system (60) is driven by the electric motor (40). When switching from electric propulsion to diesel propulsion, the diesel engine (10) first starts running to idle speed, the drive control unit configured in the inverter stops controlling the motor (40), allowing the output end of the gearbox (30) to decelerate freely, and then the clutch at the output end of the gearbox (30) engages, and the shaft system (60) is driven by the diesel engine (10).

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