Operating state detection system and method for sliding bearing under active-passive switching working condition

Abstract

This invention proposes a sliding bearing operating status detection system and method under active / passive switching conditions, including a speed and torque control motor, a primary and a secondary gearbox, a sliding bearing, a hydraulic station, a detection mechanism, and a control mechanism. The output shaft of the speed control motor is connected to the input shaft of the primary gearbox via a coupling. The three output shafts of the primary gearbox are respectively connected to the primary brake and the two input shafts of the secondary gearbox. The third input shaft of the secondary gearbox is connected to the torque control motor via a coupling. The output shaft of the secondary gearbox is connected to the secondary brake via a coupling. The detection mechanism detects the operating status of the sliding bearing, and the control mechanism controls the speed and torque of the motor. This invention simulates the active / passive switching state of the sliding bearing to realize the detection of the sliding bearing operating status.

Description

Technical Field

[0001] This application relates to the technical field of sliding bearing testing, and more specifically, to a sliding bearing operating status testing system and method under active-passive switching conditions. Background Technology

[0002] Sliding bearings are widely used in marine propulsion shafting and internal combustion engines. In high-power ship propulsion systems, gear reducers often employ sliding bearings. Compared to rolling bearings, sliding bearings have larger clearances. Under high-speed, heavy-load conditions, sliding bearings are prone to abnormalities such as oil film instability. The load-bearing capacity, efficiency, reliability, lifespan, and durability of sliding bearings directly impact the performance of the propulsion shafting and main engine. As crucial core components of the entire ship, the proper functioning of the main engine and propulsion shafting directly affects the ship's reliability, maneuverability, and even its normal navigation and operations.

[0003] Therefore, sliding bearings are a very important research object in the field of shipbuilding. During ship starting and braking, the shaft section where the sliding bearing is located often experiences active-passive switching conditions. However, current sliding bearing testing benches rarely include this active-passive switching condition. Summary of the Invention

[0004] The technical problem to be solved by the present invention is to provide a system and method for detecting the operating status of sliding bearings under active-passive switching conditions, in order to address the above-mentioned problems.

[0005] The embodiments of this application are implemented as follows:

[0006] This application provides a sliding bearing operating status detection system under active / passive switching conditions. The system comprises a speed control motor, a torque control motor, a primary gearbox, a secondary gearbox, a sliding bearing, a hydraulic station, a detection mechanism, and a control mechanism. The output shaft of the speed control motor is connected to the input shaft of the primary gearbox via a coupling. There are three output shafts: one is connected to a primary brake via a coupling, the other two are connected to the two input shafts of the secondary gearbox, the third input shaft of the secondary gearbox is connected to the torque control motor via a coupling, and the output shaft of the secondary gearbox is connected to the secondary brake via a coupling.

[0007] The sliding bearing is installed on the third input shaft of the secondary gearbox. The hydraulic station is connected to the sliding bearing to supply oil to the sliding bearing. The detection mechanism is fixed on the sliding bearing to detect the operating status of the sliding bearing.

[0008] The control mechanism is an electrical control cabinet. Its input end is connected to the detection mechanism, and its output end is connected to the speed control motor and the torque control motor to control the speed and torque of the speed control motor and the torque control motor.

[0009] In some alternative implementations, the central part of the primary gearbox is a driving gear, with driven gears meshing on both sides of the driving gear, and the diameter of the driving gear is larger than that of the driven gear.

[0010] In some alternative implementations, the secondary gearbox has three meshing gears, with the diameter of the middle gear being smaller than that of the two side gears.

[0011] In some alternative implementations, the detection mechanism includes two acceleration sensors, a temperature sensor, and a pressure sensor. The two acceleration sensors are respectively arranged on the top and side wall of the sliding bearing, and the temperature sensor and pressure sensor are both installed at the oil inlet of the sliding bearing.

[0012] In some alternative implementations, a mass block is provided on the third input shaft of the secondary gearbox.

[0013] In some alternative implementations, both the primary brake and the secondary brake are magnetic powder brakes.

[0014] In some alternative implementations, the two acceleration sensors are fixed to the sliding bearing by magnetic adsorption, and the temperature sensor and pressure sensor are fixed to the oil passage of the sliding bearing by threaded connection.

[0015] A detection method for a sliding bearing operating status detection system under active / passive switching conditions, characterized by comprising the following steps:

[0016] Step a, Startup Phase:

[0017] Speed ​​control motor M1 ensures uniform acceleration during system startup in speed control mode. At this time, the combined torque provided by speed control motor M1 and torque control motor M2 is greater than the combined load torque of the first and second stage brakes, causing the system to accelerate at an angular acceleration of β1. Torque control motor M2 outputs a very small torque in torque mode, which is less than the load torque of the second stage brake. Therefore, torque control motor M2 cannot independently drive the shaft segment, requiring additional torque from speed control motor M1. In the second-stage reduction gearbox, this manifests as the large gear being the driving gear and the small gear being the driven gear. The large gear drives the small gear, and at this time, the shaft segment is in a passive state. The formula for the passive state is: (T M1 +T M2 )-(T C1 +T C2 ) = Jβ1 ,

[0018] Among them, T M1 The torque T provided to the speed control motor M1 M2 The torque T provided to the torque control motor M2 C1 The load torque T provided for the first-stage brake C1 C2 The load torque provided to the secondary brake C2, where J is the equivalent moment of inertia of the system;

[0019] Step b, Transition Phase:

[0020] Speed ​​control motor M1 maintains a constant system speed in speed control mode. At this time, the combined torque provided by speed control motor M1 and torque control motor M2 is equal to the combined load torque of primary brake C1 and secondary brake C2, making the system run at a uniform speed. Torque control motor M2 gradually increases its output torque in torque mode until it equals the load torque of secondary brake C2. Torque control motor M2 can then independently drive the shaft segment. At this time, the shaft segment is in the critical state of active-passive switching. The critical state formula is: (TM1+TM2)-(TC1+TC2)=0.

[0021] Step c, Acceleration Phase:

[0022] Speed ​​control motor M1, in speed control mode, ensures the system continues to accelerate. The combined torque provided by speed control motor M1 and torque control motor M2 is greater than the combined load torque of magnetic powder brakes C1 and C2, causing the system to accelerate with an angular acceleration of β2. Torque control motor M2, in torque mode, continues to increase its output torque, exceeding the load torque of magnetic powder brake C2. The torque of torque control motor M2 not only drives its own shaft but also has surplus torque to drive the shaft of speed control motor M1. In the gearbox, this manifests as the pinion being the driving gear and the gearbox being the driven gear; the pinion drives the gearbox. At this point, the shaft of torque control motor M2 has switched to the driving state. The switching between driving and driven states is now complete. The formula for the driving state is as follows:

[0023] (TM1+TM2)-(TC1+TC2)=J β2 ;

[0024] Step d, steady-state phase:

[0025] Speed ​​control motor M1 maintains a constant system speed in speed control mode, while torque control motor M2 maintains a constant output torque in torque control mode. At this time, the combined torque provided by speed control motor M1 and torque control motor M2 equals the total load torque of magnetic powder brakes C1 and C2, resulting in uniform system operation. The formula for uniform speed is:

[0026] (TM1+TM2)-(TC1+TC2)=0.

[0027] The beneficial effects of this application are as follows: This application provides a sliding bearing operating status detection system and method under active-passive switching conditions. It designs a sliding bearing operating status detection system under active-passive switching conditions, which can simulate the active-passive switching state of the sliding bearing. It can simulate and reproduce the oil film characteristics of the sliding bearing under different structural characteristics by changing the position of the mass block. It also uses sensor measurement technology to measure vibration and oil temperature and oil pressure to realize the function of sliding bearing operating status detection, providing a new solution for the field of sliding bearing detection. Attached Figure Description

[0028] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0029] Figure 1 This is a schematic diagram illustrating the distribution of an embodiment of this application;

[0030] Figure 2 This is a diagram showing the speed and torque changes of the shaft segment containing the sliding bearing in an embodiment of this application. Detailed Implementation

[0031] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0032] Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely to illustrate selected embodiments of the application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0033] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0034] In the description of this application, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used when the product of this application is in use. They are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on this application. In addition, the terms "first," "second," and "third," etc., are only used to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0035] Furthermore, terms such as "horizontal," "vertical," and "sag" do not imply that components must be absolutely horizontal or suspended, but rather that they can be slightly tilted. For example, "horizontal" simply means that its direction is more horizontal relative to "vertical," and does not mean that the structure must be completely horizontal, but can be slightly tilted.

[0036] In the description of this application, it should also be noted that, unless otherwise expressly specified and limited, the terms "set up," "install," "connect," and "link" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0037] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature being directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature being directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0038] The features and performance of this application will be further described in detail below with reference to the embodiments.

[0039] like Figure 1As shown, this invention proposes a sliding bearing operating status detection system under active / passive switching conditions, including a speed control motor 1, a torque control motor 2, a primary gearbox 3, a secondary gearbox 4, a sliding bearing 5, a hydraulic station 6, a detection mechanism, and a control mechanism. The output shaft of the speed control motor is connected to the input shaft of the primary gearbox via a coupling. There are three output shafts: one output shaft is connected to a primary brake 7 via a coupling, and the other two output shafts are connected to the two input shafts of the secondary gearbox. The third input shaft of the secondary gearbox is connected to the torque control motor via a coupling, and the output shaft of the secondary gearbox is connected to a secondary brake 8 via a coupling. The sliding bearing is installed on the third input shaft of the secondary gearbox. The hydraulic station is connected to the sliding bearing to supply oil to it. The detection mechanism is fixed on the sliding bearing to detect its operating status. The control mechanism is an electrical control cabinet 9, with its input end connected to the detection mechanism and its output end connected to the speed control motor and the torque control motor to control their speed and torque.

[0040] In some alternative implementations, the primary gearbox contains a driving gear in the center, with driven gears meshing on either side of the driving gear. The diameter of the driving gear is larger than that of the driven gears. The secondary gearbox contains three meshing gears, with the diameter of the middle gear being smaller than that of the two side gears.

[0041] In some alternative implementations, the detection mechanism includes two acceleration sensors, a temperature sensor, and a pressure sensor. The two acceleration sensors are respectively arranged on the top and side wall of the sliding bearing, and the temperature and pressure sensors are both installed at the oil inlet of the sliding bearing.

[0042] During the active-passive switching, the master-slave order of the large and small gears in the secondary gearbox changes. Due to the presence of tooth gaps, an impact is generated during gear transmission. The secondary gearbox supported by the sliding bearing adopts a spatial arrangement. The resultant force of the two large gears on the small gear is downward, so the resultant force on the sliding bearing is downward. Due to the presence of impact, the downward resultant force on the sliding bearing will change abruptly. This can be used to study the performance changes of the sliding bearing during the active-passive switching process.

[0043] In some optional implementations, a mass block 10 is provided on the third input shaft of the secondary gearbox. The mass block can be quickly installed and removed, and mass blocks of different masses are available. Different masses can be installed at different positions on this shaft segment to change the oil film stiffness of the sliding bearing and assist in controlling the oil film changes. Furthermore, installing mass blocks of different masses at different positions will cause changes in the mode shape of this shaft segment. By changing the mass and installation position of the mass block, the maximum second-order mode shape of this shaft segment can be located near the sliding bearing installation location. This makes the impact of the active / passive switching on the sliding bearing more pronounced.

[0044] In some alternative implementations, both the primary brake and the secondary brake are magnetic powder brakes.

[0045] In some alternative implementations, two acceleration sensors are fixed to the sliding bearing by magnetic adsorption, and temperature and pressure sensors are fixed to the oil passage of the sliding bearing by threaded connection, with the sensor probes screwed into the oil pipes during detection.

[0046] Motor M1 uses speed control mode to control the speed changes of the entire system at various stages. Motor M2 uses torque control mode. It simulates the active / passive switching condition of a sliding bearing, meaning the torque on the shaft segment where the sliding bearing is located changes direction (positive or negative). Motor M2, magnetic powder brake C2, and the sliding bearing are on the same shaft segment, so the torque on the shaft segment where the sliding bearing is located is the sum of the torques of motor M2 and magnetic powder brake C2. The load torque of magnetic powder brake C2 remains constant, with the direction of motor M2's torque considered positive. Initially, the torque of motor M2 is controlled to be less than the torque of magnetic powder brake C2, and the direction of their combined torque is negative. Therefore, the direction of the torque on the shaft segment where the sliding bearing is located is negative. At this time, motor M2 cannot drive this shaft segment alone; motor M1 needs to provide additional torque. In the gearbox, this manifests as the large gear being the driving gear and the small gear being the driven gear. The large gear drives the small gear to rotate, so this shaft segment is in a passive state. After the system enters the next stage, the torque of motor M2 is greater than that of magnetic powder brake C2. At this time, the resultant torque of the two is positive, meaning the torque on the shaft section where the sliding bearing is located is positive. Motor M2 can then drive this shaft section independently, and has surplus torque to drive the shaft section where motor M1 is located. In the gearbox, this manifests as the pinion being the driving gear and the gear being the driven gear; the pinion drives the gear, so the shaft section where the sliding bearing is located is in the driving state. Therefore, by simply controlling the torque of motor M2, the driving / driven switching of the sliding bearing can be achieved.

[0047] The detection system can be divided into four operating phases: startup phase, transition phase, acceleration phase, and stabilization phase.

[0048] Step a, Startup Phase:

[0049] Speed ​​control motor M1 ensures uniform acceleration during system startup in speed control mode. At this time, the combined torque provided by speed control motor M1 and torque control motor M2 is greater than the combined load torque of the first and second stage brakes, causing the system to accelerate at an angular acceleration of β1. Torque control motor M2 outputs a very small torque in torque mode, which is less than the load torque of the second stage brake. Therefore, torque control motor M2 cannot independently drive the shaft segment, requiring additional torque from speed control motor M1. In the second-stage reduction gearbox, this manifests as the large gear being the driving gear and the small gear being the driven gear. The large gear drives the small gear, and at this time, the shaft segment is in a passive state. The formula for the passive state is: (T M1 +T M2 )-(T C1 +T C2 ) = J β1 ,

[0050] Among them, T M1 The torque T provided to the speed control motor M1 M2 The torque T provided to the torque control motor M2 C1 The load torque T provided for the first-stage brake C1 C2 The load torque provided by the secondary brake C2 is J, which is the equivalent moment of inertia of the system.

[0051] Step b, Transition Phase:

[0052] Speed ​​control motor M1 ensures the system speed remains constant in speed control mode. At this time, the combined torque provided by speed control motor M1 and torque control motor M2 is equal to the combined load torque of primary brake C1 and secondary brake C2, making the system run at a uniform speed. Torque control motor M2 gradually increases its output torque in torque mode until it equals the load torque of secondary brake C2. Torque control motor M2 can then independently drive the shaft segment. At this time, the shaft segment is in the critical state of active-passive switching. The critical state formula is: (TM1+TM2)-(TC1+TC2)=0.

[0053] Step c, Acceleration Phase:

[0054] Speed ​​control motor M1, in speed control mode, ensures the system continues to accelerate. The combined torque provided by speed control motor M1 and torque control motor M2 is greater than the combined load torque of magnetic powder brakes C1 and C2, causing the system to accelerate with an angular acceleration of β2. Torque control motor M2, in torque mode, continues to increase its output torque, exceeding the load torque of magnetic powder brake C2. The torque of torque control motor M2 not only drives its own shaft but also has surplus torque to drive the shaft of speed control motor M1. In the gearbox, this manifests as the pinion being the driving gear and the gearbox being the driven gear; the pinion drives the gearbox. At this point, the shaft of torque control motor M2 has switched to the driving state. The switching between driving and driven states is now complete. The formula for the driving state is as follows:

[0055] (TM1+TM2)-(TC1+TC2)=J β2 .

[0056] Step d, steady-state phase:

[0057] Speed ​​control motor M1 maintains a constant system speed in speed control mode, while torque control motor M2 maintains a constant output torque in torque control mode. At this time, the combined torque provided by speed control motor M1 and torque control motor M2 equals the total load torque of magnetic powder brakes C1 and C2, resulting in uniform system operation. The formula for uniform speed is:

[0058] (TM1+TM2)-(TC1+TC2)=0.

[0059] The industrial control computer collects and analyzes acceleration, temperature, and pressure signals to identify the operating status of the sliding bearing. When the active and passive operating conditions switch, the sensor signals will also change accordingly due to the sudden change in the load-bearing capacity of the sliding bearing. Identifying this change indicates that the active and passive operating conditions of the system have been switched. When the sensor signal exceeds the threshold, the sliding bearing is in a fault state.

Claims

1. A sliding bearing operating status detection system under active / passive switching conditions, characterized in that, The system includes a speed control motor, a torque control motor, a primary gearbox, a secondary gearbox, a sliding bearing, a hydraulic station, a detection mechanism, and a control mechanism. The output shaft of the speed control motor is connected to the input shaft of the primary gearbox via a coupling. There are three output shafts: one output shaft is connected to the primary brake via a coupling, the other two output shafts are connected to the two input shafts of the secondary gearbox, the third input shaft of the secondary gearbox is connected to the torque control motor via a coupling, and the output shaft of the secondary gearbox is connected to the secondary brake via a coupling. The sliding bearing is installed on the third input shaft of the secondary gearbox. The hydraulic station is connected to the sliding bearing to supply oil to the sliding bearing. The detection mechanism is fixed on the sliding bearing to detect the operating status of the sliding bearing. The control mechanism is an electrical control cabinet, with its input end connected to the detection mechanism and its output end connected to the speed control motor and torque control motor, controlling the speed and torque of the speed control motor and torque control motor; The first-stage gearbox has a driving gear in the middle, with driven gears meshing on both sides of the driving gear. The diameter of the driving gear is larger than that of the driven gear. The second-stage gearbox has three meshing gears, with the diameter of the middle gear being smaller than that of the two side gears. A mass block is provided on the third input shaft of the second-stage gearbox.

2. The sliding bearing operating status detection system under active / passive switching conditions according to claim 1, characterized in that, The detection mechanism includes two acceleration sensors, one temperature sensor, and one pressure sensor. The two acceleration sensors are respectively arranged on the top and side wall of the sliding bearing, and the temperature sensor and pressure sensor are both installed at the oil inlet of the sliding bearing.

3. The sliding bearing operating status detection system under active / passive switching conditions according to claim 2, characterized in that, Both the primary brake and the secondary brake are magnetic powder brakes.

4. The sliding bearing operating status detection system under active / passive switching conditions according to claim 2 or 3, characterized in that, The two acceleration sensors are fixed to the sliding bearing by magnetic adsorption, and the temperature sensor and pressure sensor are fixed to the oil circuit of the sliding bearing by threaded connection.

5. The detection method using the sliding bearing operating status detection system under active / passive switching conditions as described in claim 4, characterized in that, Includes the following steps: Step a, Startup Phase: Speed ​​control motor M1 ensures uniform acceleration during system startup in speed control mode. At this time, the combined torque provided by speed control motor M1 and torque control motor M2 is greater than the combined load torque of the first and second stage brakes, causing the system to accelerate at an angular acceleration of β1. Torque control motor M2 outputs a very small torque in torque mode, which is less than the load torque of the second stage brake. Therefore, torque control motor M2 cannot independently drive the shaft segment, requiring additional torque from speed control motor M1. In the second-stage reduction gearbox, this manifests as the large gear being the driving gear and the small gear being the driven gear. The large gear drives the small gear, and at this time, the shaft segment is in a passive state. The formula for the passive state is: (T) M1 +T M2 )-(T C1 +T C2 )=J β1 , Among them, T M1 The torque T provided to the speed control motor M1 M2 The torque T provided to the torque control motor M2 C1 The load torque T provided for the first-stage brake C1 C2 The load torque provided to the secondary brake C2, where J is the equivalent moment of inertia of the system; Step b, Transition Phase: Speed ​​control motor M1 maintains a constant system speed in speed control mode. At this time, the combined torque provided by speed control motor M1 and torque control motor M2 is equal to the combined load torque of primary brake C1 and secondary brake C2, making the system run at a uniform speed. Torque control motor M2 gradually increases its output torque in torque mode until it equals the load torque of secondary brake C2. Torque control motor M2 can then independently drive the shaft segment. At this time, the shaft segment is in the critical state of active-passive switching. The critical state formula is: (TM1+TM2)-(TC1+TC2)=0. Step c, Acceleration Phase: Speed ​​control motor M1, in speed control mode, ensures the system continues to accelerate. The combined torque provided by speed control motor M1 and torque control motor M2 is greater than the combined load torque of magnetic powder brakes C1 and C2, causing the system to accelerate with an angular acceleration of β2. Torque control motor M2, in torque mode, continues to increase its output torque, exceeding the load torque of magnetic powder brake C2. The torque of torque control motor M2 not only drives its own shaft but also has surplus torque to drive the shaft of speed control motor M1. In the gearbox, this manifests as the pinion being the driving gear and the gearbox being the driven gear; the pinion drives the gearbox. At this point, the shaft of torque control motor M2 has switched to the driving state. The switching between driving and driven states is now complete. The formula for the driving state is as follows: (TM1+TM2) - (TC1+TC2) = J β2 ; Step d, steady-state phase: Speed ​​control motor M1 maintains a constant system speed in speed control mode, while torque control motor M2 maintains a constant output torque in torque control mode. At this time, the combined torque provided by speed control motor M1 and torque control motor M2 equals the total load torque of magnetic powder brakes C1 and C2, resulting in uniform system operation. The formula for uniform speed is: (TM1+TM2)-(TC1+TC2)=0.

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