Shipborne helicopter electro-hydraulic composite drive type fast mooring system and control strategy thereof

Abstract

The application provides a shipborne helicopter electro-hydraulic composite driving type fast mooring system and a control strategy thereof. The application adopts a hybrid power technology, and designs a linear driving system which can independently or simultaneously provide power, and comprises a power split unit, an electrical transmission unit, a hydraulic transmission unit, a power combined unit and a load unit. The torque and rotating speed provided by a servo motor pass through the power split unit, i.e. a first differential gear box, and then the power is split to a pump gear shaft and an auxiliary gear shaft through a motor shaft gear. The hydraulic transmission unit transmits energy to a pump / motor gear shaft through a pump-motor system. The electrical transmission unit transmits energy to a second auxiliary gear shaft through a fourth coupling. The power is combined through the power combined unit, i.e. a second differential gear box driving gear shaft, to provide power for the load unit. A corresponding control strategy is provided, and high power output, high precision control and high efficiency operation of the hybrid power linear driving system are realized.

Description

Technical Field

[0001] This invention relates to the field of integrated support technology for shipborne helicopters, and more particularly to a shipborne helicopter electro-hydraulic hybrid drive rapid mooring system. Background Technology

[0002] When operating helicopters at sea, they need to perform tasks in adverse sea conditions, especially when landing on ship decks where rapid recovery assistance is required. Due to the relatively small size of the landing platform, the complex environment of the ship deck, and the influence of sea winds, currents, and turbulent air currents on the ship deck, the rapid mooring device robotic arm for capturing helicopters needs to have excellent operational performance. The transmission system and control method of the rapid mooring device robotic arm are one of the fundamental guarantees for the high-quality capture of the robotic arm.

[0003] In rough sea conditions, due to the turbulence cycle, the time allowed for capture and mooring of helicopters after landing on a ship is very short. This requires the rapid mooring device's robotic arm to capture with sufficient speed, necessitating a hydraulic system to provide high-power drive for the arm's operation. The robotic arm's capture stroke is random, requiring controllable speed throughout the operation. To prevent collisions between the robotic arm and the helicopter during capture, precise braking during the capture process must also be controlled. To ensure speed, accuracy, and quality during the recovery of helicopters at sea, the rapid mooring device's capture robotic arm must simultaneously meet the technological requirements of rapid, high-power output during startup, controllable speed during operation, and rapid, precise braking during its reciprocating linear motion.

[0004] Reciprocating linear motion, as one of the most common motion methods in engineering applications, is typically achieved through various means such as hydraulic cylinders, electric cylinders, and hydraulic motors driving ball screws. These methods can be broadly categorized into hydraulic transmission and mechanical transmission. Hydraulic transmission units offer advantages such as high power-to-weight ratio, high output force, high power density, and strong overload capacity, making them widely used in engineering applications. With the increasing popularity of servo motors, mechanical transmission units using motors as drive units offer advantages such as high control precision, high energy efficiency, and fast response speed, leading to their widespread adoption in some engineering applications. However, both have their disadvantages. While hydraulic transmission units offer high power density, they suffer from insufficient control precision and significant braking impact. Motor-driven mechanical transmission units, while offering high control precision and fast dynamic response, require a larger starting torque and have lower power density.

[0005] Hybrid power technology, combining hydraulic and mechanical transmission units, aims to inherit the advantages of both. Equipped with both an engine and an electric motor, it can drive the hydraulic and mechanical transmission units separately or simultaneously to complete tasks. However, current research on hybrid power technology mainly focuses on how to allocate electrical and power resources according to the specific needs and priorities of the task, enabling the machine to reduce emissions and recover and reuse energy in different working scenarios. Existing research on high-performance control technology under heavy load conditions is limited, and it cannot simultaneously meet the three process requirements of rapid high-power output during startup, controllable speed during operation, and rapid and precise braking within the same work cycle. Existing systems use electric motors for startup and lack an additional braking control system, resulting in low startup power, poor braking accuracy, and severe vibration during braking. Therefore, existing hybrid power technology cannot meet the requirements of rapid mooring devices for high-load, high-start-speed, and high-control-precision linear reciprocating operations. Summary of the Invention

[0006] To address the aforementioned technical problem that existing hybrid power technologies cannot meet the demands of heavy loads, this invention provides a shipborne helicopter electro-hydraulic hybrid drive rapid mooring system and its control strategy. This invention designs a linear drive system capable of providing power independently or simultaneously, and proposes corresponding control strategies for various operating conditions, achieving high power output, high-precision control, and high-efficiency operation of the hybrid linear drive system.

[0007] The technical means employed in this invention are as follows:

[0008] A shipborne helicopter electro-hydraulic hybrid drive rapid mooring system includes a power shunt unit, an electrical drive unit, a hydraulic drive unit, a power merging unit, and a load unit.

[0009] The power splitting unit includes a servo motor, a first coupling, and a first differential gearbox. The first differential gearbox contains a motor shaft large gear, a motor shaft small gear, a pump gear shaft, and an auxiliary gear shaft. The output shaft of the servo motor is connected to the motor shaft small gear and the motor shaft large gear in sequence through the first coupling. The motor shaft large gear meshes with the pump gear shaft, and the motor shaft small gear meshes with the first auxiliary gear shaft.

[0010] The hydraulic transmission unit includes a second coupling, a variable pump, an oil tank, a check valve, a proportional valve, an accumulator, and a proportional relief valve; the pump gear shaft is connected to the variable pump via the second coupling, the variable pump is connected to the oil tank, the proportional relief valve, and the accumulator respectively, a check valve and a proportional valve are sequentially arranged between the variable pump and the accumulator, the proportional relief valve is connected to the oil tank, and the proportional relief valve and the accumulator are connected via pipelines;

[0011] The power confluence unit includes a first electrically controlled coupling / clutch, a second electrically controlled coupling / clutch, and a second differential gearbox. The second differential gearbox houses a pump / motor gear shaft, a small gear on the drive gear shaft, a second auxiliary gear shaft, and a large gear on the drive gear shaft. The proportional valve is electrically connected to a three-position four-way solenoid valve, which is connected to a variable displacement pump / motor. The variable displacement pump / motor is connected to the pump / motor gear shaft via the first electrically controlled coupling / clutch, and the pump / motor gear shaft meshes with the small gear on the drive gear shaft. The first auxiliary gear shaft is sequentially connected to the second auxiliary gear shaft via a fourth coupling and a second electrically controlled coupling / clutch, and the second auxiliary gear shaft meshes with the large gear on the drive gear shaft. The small gear and the large gear on the drive gear shaft are concentrically mounted on the drive gear shaft.

[0012] The load unit includes a ball screw, a ball screw pair, and a robotic arm; the ball screw is equipped with a ball screw pair and a robotic arm, the drive gear shaft is connected to one end of the ball screw through a third coupling, and the other end of the ball screw is the fixed end of the ball screw.

[0013] Furthermore, in the first differential gearbox:

[0014] The number of teeth a1 of the large gear on the motor shaft is greater than the number of teeth a2 of the small gear on the motor shaft;

[0015] The number of teeth a1 of the large gear on the motor shaft is less than the number of teeth a3 of the gear on the pump shaft;

[0016] The number of teeth a2 of the pinion on the motor shaft is less than the number of teeth a4 of the auxiliary shaft gear;

[0017] In the second differential gearbox:

[0018] The number of teeth b1 of the pinion on the drive gear shaft is less than the number of teeth b2 of the gear on the drive gear shaft.

[0019] The number of teeth b3 on the pump / motor shaft gear is greater than the number of teeth b1 on the pinion of the drive gear shaft;

[0020] The number of teeth a4 of the auxiliary shaft gear is less than the number of teeth b2 of the large gear on the driving gear shaft.

[0021] Furthermore, the hydraulic transmission unit is equipped with a two-way hydraulic lock for locking the transmission system and a protective valve for preventing overload of the hydraulic transmission unit.

[0022] Furthermore, the accumulator is a bladder-type accumulator.

[0023] The present invention also provides a control strategy for a shipborne helicopter electro-hydraulic hybrid drive rapid mooring system, which is implemented based on any of the above-mentioned shipborne helicopter electro-hydraulic hybrid drive rapid mooring systems, including an acceleration start-up phase control strategy, a constant speed motion phase control strategy, and a braking phase control strategy.

[0024] The control strategy for the acceleration start-up phase is as follows: During the acceleration start-up phase, a hydraulic transmission unit equipped with a high-pressure bladder accumulator is used as the power source. When the hydraulic transmission unit is needed, the proportional valve is turned on, and the hydraulic oil controls the variable pump / motor to rotate forward or reverse via a three-position four-way solenoid valve. At this time, the electronically controlled coupling / clutch is engaged to drive the pump / motor gear shaft, thereby transmitting the speed and torque to the drive gear shaft to drive the ball screw and move the large inertia load. At this time, the electronically controlled coupling / clutch of the mechanical transmission part is still in the disengaged state, and only the hydraulic transmission unit provides force and speed to the load end.

[0025] The control strategy for the uniform motion phase is as follows: During the uniform motion phase, the hydraulic transmission unit and the mechanical transmission unit work in parallel. Hydraulic energy is transmitted to the gearbox via a variable pump, a check valve, a three-position four-way solenoid valve, and then through a variable pump / motor to deliver speed and torque. Mechanical energy is transmitted to the gearbox via gears, a fourth coupling, and a second electrically controlled coupling / clutch to deliver speed and torque. Power is combined in the gearbox before load-side control. The load-side control strategy can adjust the displacement of the "variable pump-variable motor" to distribute the torque provided to the load by the hydraulic and mechanical transmission units according to the specific task requirements and priorities. This ensures speed control accuracy while allowing the variable motor and servo motor to operate within their respective high-efficiency ranges. Furthermore, the "variable pump-variable motor" can achieve stepless speed regulation control through displacement adjustment, realizing a speed control strategy that prioritizes high dynamics while emphasizing high efficiency.

[0026] Furthermore, a preparation phase is included before the accelerated startup phase, and the control strategy for the preparation phase is as follows:

[0027] During the system preparation phase, the second electrically controlled coupling / clutch is disengaged, and the servo motor drives the variable pump to deliver high-pressure oil to the accumulator through the proportional valve after the pressure is regulated by the proportional relief valve. When the accumulator is fully charged, the proportional valve is disengaged, allowing the accumulator to store high-pressure, high-flow hydraulic oil. The first electrically controlled coupling / clutch is engaged to lock the ball screw pair and the robotic arm. When the ball screw pair and the robotic arm are subjected to disturbance forces, they are transmitted to the hydraulic transmission unit through the hydraulic pump / motor, which acts on the two-way hydraulic lock to achieve the locking purpose.

[0028] Furthermore, the braking phase control strategy includes a high-precision braking phase first half control strategy and a high-precision braking phase second half control strategy.

[0029] The control strategy for the first half of the high-precision braking stage is as follows: disconnect the second electronically controlled coupling / clutch, and brake only by the hydraulic transmission unit. Use a variable pump / motor to convert the large amount of mechanical energy stored in the load into hydraulic energy and return it to the accumulator. The proportional valve at the outlet of the accumulator along the way acts as a variable damper by adjusting the valve size, so as to achieve efficient absorption of system impact under different braking conditions.

[0030] The control strategy for the latter half of the high-precision braking stage is as follows: After the load speed is reduced to the preset range, the capture system enters the latter half of the high-precision braking stage, disconnects the proportional valve to allow the accumulator energy to be stored, disconnects the electrically controlled coupling / clutch installed on the pump / motor gear shaft, and uses a motor-driven gear coupling mechanical transmission unit to perform high-precision position control during the braking process.

[0031] Compared with the prior art, the present invention has the following advantages:

[0032] This invention considers the advantages and disadvantages of electric motor drive systems and hydraulic transmission units, with high power, high precision, and low energy consumption as design goals. In response to the different requirements of load on the system's speed, stability, and high precision in different time periods under heavy load operations, hybrid power technology is adopted to design a linear drive system that can provide power independently or simultaneously. Corresponding control strategies are proposed for each working condition to achieve high power output, high precision control, and high efficiency operation of the hybrid linear drive system. Attached Figure Description

[0033] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0034] Figure 1 This diagram illustrates the hardware configuration of the capture system of the present invention.

[0035] Figure 2 This diagram illustrates the logic block diagram of the control strategy for the preparation phase of the capture system of the present invention.

[0036] Figure 3 This diagram illustrates the logic block diagram of the control strategy for the accelerated startup phase of the capture system of the present invention.

[0037] Figure 4 This diagram illustrates the logic block diagram of the control strategy for the uniform motion phase of the capture system of the present invention.

[0038] Figure 5 This diagram illustrates the logic block diagram of the control strategy for the first half of the high-precision braking phase of the capture system of the present invention.

[0039] Figure 6 This diagram illustrates the logic block diagram of the control strategy for the latter half of the high-precision braking phase of the capture system of the present invention.

[0040] In the diagram: 1. Servo motor; 2. First coupling; 3. First differential gearbox; 4. Motor shaft large gear; 5. Pump gear shaft; 6. First auxiliary gear shaft; 7. Second coupling; 8. Variable pump; 9. Proportional relief valve; 10. Check valve; 11. Proportional valve; 12. Accumulator; 13. Three-position four-way solenoid valve; 14. Variable pump / motor; 15. First electronically controlled coupling / clutch; 16. Pump / motor gear shaft; 17. Drive gear shaft pinion; 18. Third coupling; 19. Ball screw; 20. Ball screw pair and robotic arm; 21. Ball screw fixed end; 22. Second auxiliary gear shaft; 23. Second electronically controlled coupling / clutch; 24. Fourth coupling; 25. Oil tank; 26. Two-way hydraulic lock; 27. Protective valve; 28. Motor shaft pinion; 29. ​​Drive gear shaft large gear; 30. Second differential gearbox. Detailed Implementation

[0041] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0042] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the present invention or its application or use. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0043] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the scope of exemplary embodiments according to the invention. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0044] Unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps described in these embodiments do not limit the scope of the invention. It should also be understood that, for ease of description, the dimensions of the various parts shown in the drawings are not drawn to actual scale. Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters in the following figures denote similar items; therefore, once an item is defined in one figure, it need not be further discussed in subsequent figures.

[0045] In the description of this invention, it should be understood that the orientation or positional relationship indicated by directional terms such as "front, back, up, down, left, right", "horizontal, vertical, horizontal" and "top, bottom" is generally based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing this invention and simplifying the description. Unless otherwise stated, these directional terms 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 the scope of protection of this invention. The directional terms "inner" and "outer" refer to the inner and outer contours relative to the outline of each component itself.

[0046] For ease of description, spatial relative terms such as "above," "over," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation besides the orientation of the device as described in the figures. For example, if the device in the figures is inverted, a device described as "above" or "above" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0047] Furthermore, it should be noted that the use of terms such as "first" and "second" to define components is merely for the purpose of distinguishing the corresponding components. Unless otherwise stated, the above terms have no special meaning and therefore should not be construed as limiting the scope of protection of this invention.

[0048] This invention provides a shipborne helicopter electro-hydraulic hybrid drive rapid mooring system, the system structure schematic diagram is as follows. Figure 1 As shown, the power source of the power splitting unit of the present invention is a servo motor 1. The servo motor 1 is connected to the first differential gearbox 3, so that the speed and torque are transmitted to the hydraulic transmission unit and the mechanical transmission unit respectively through the motor shaft gear.

[0049] To meet the requirements for rapid start-up under heavy load conditions, the hydraulic transmission unit uses a high-pressure bladder accumulator 12 as a power source during the start-up phase. During the system preparation phase, the variable pump 8 delivers high-pressure oil to the bladder accumulator 12 via a check valve 10 and a proportional valve 11. During the filling process, the proportional relief valve 9 controls the filling pressure. When the accumulator 12 is fully charged, the proportional valve 11 is disconnected, allowing the accumulator 12 to store high-pressure, high-flow hydraulic oil. When the hydraulic transmission unit needs to be used, the proportional valve 11 is connected, and the high-pressure, high-flow hydraulic oil controls the variable pump / motor 14 to rotate forward or reverse via a three-position four-way solenoid valve. At this time, the first electronically controlled coupling / clutch 15 is engaged, thereby driving the pump / motor gear shaft 16, which in turn transmits the speed and torque to the drive gear shaft, thereby driving the ball screw 19 and moving the large inertia load.

[0050] The electric drive unit is also powered by the servo motor 1. The speed and torque transmitted by the servo motor 1 are transmitted to the auxiliary gear shaft 6 through the gear transmission in the first differential gearbox 3, and then to the second differential gearbox 30 through the second electronically controlled coupling / clutch 23. After that, the power is transmitted to the motor shaft through the gear transmission, and finally to the ball screw 19 at the load end, thereby driving the load unit.

[0051] Hydraulic transmission units offer advantages such as high power-to-weight ratio, high output force, high power density, and strong overload capacity, while mechanical transmission units using electric motors as drive units offer advantages such as high control precision, high energy efficiency, and fast response speed. Therefore, electrically controlled couplings / clutches are installed on the two input shafts of the gearboxes (i.e., the second differential gearbox 30) near the load end of both the hydraulic and mechanical transmission units to ensure that the hydraulic and mechanical transmission units can provide power independently or simultaneously.

[0052] To address the starting speed and load requirements under different operating conditions, the hydraulic transmission unit uses a proportional relief valve 9 to regulate the filling pressure, and a proportional valve 11 is configured at the outlet of the accumulator 12. The filling and discharging speed and time of the accumulator are adjusted by controlling the valve core opening. To lock the load and provide overload protection, a two-way hydraulic lock 26 and a protection valve 27 are also configured in the hydraulic transmission unit circuit. To address the hydraulic shock and structural impact issues that exist under emergency braking conditions of large inertia loads, a variable pump / motor 14 is used to convert the large amount of mechanical energy stored in the load into hydraulic energy and return it to the accumulator 12. The proportional valve at the accumulator outlet can also act as a variable damper by adjusting the valve opening size, achieving efficient absorption of system shocks under different braking conditions. The absorbed hydraulic energy can also be used for the next operation, which improves both the stability and efficiency of the system operation.

[0053] Installing an electrically controlled coupling / clutch on the drive shaft of the mechanical transmission unit allows for timely connection to the system, ensuring high-precision position control of the load. This invention comprises five parts: a power splitting unit, an electrical transmission unit, a hydraulic transmission unit, a power merging unit, and a load unit.

[0054] The power source of the power shunt unit of the present invention is a servo motor 1. The servo motor 1 is connected to the differential gearbox 3 through the first coupling 2, so that the speed and torque are transmitted to the pump gear shaft 5 and the first auxiliary gear shaft 6 through the motor shaft large gear 4 and the motor shaft small gear 28 respectively.

[0055] The hydraulic transmission unit is essentially a hydraulic catapult system, powered by a servo motor 1. Power is transmitted to a variable pump 8 via the motor shaft gear 4, pump gear shaft 5, and second coupling 7. During system preparation, the variable pump 8 delivers high-pressure oil from the oil tank 25 through a check valve 10 and an energized proportional valve 11 to the bladder accumulator 12. During filling, the proportional relief valve 9 controls the filling pressure. When the bladder accumulator 12 is full or the system pressure is too high, the proportional valve 11 is de-energized, and the proportional relief valve 9 opens, allowing the oil to overflow back to the oil tank 25. When the hydraulic... When the catapult system is needed, the proportional valve 11 is energized, and the three-position four-way solenoid valve 13 is energized in the left or right position to control the variable pump / motor 14 to rotate forward or reverse. At this time, the first electronically controlled coupling / clutch 15 is engaged to drive the pump / motor gear shaft 16, which in turn transmits the speed and torque to the drive gear shaft pinion 17 and the third coupling 18 to drive the ball screw 19, which in turn drives the ball screw pair and the robotic arm 20 to move. At the same time, a two-way hydraulic lock 26 and a protective valve 27 are also configured in the hydraulic circuit to lock the transmission system and prevent the hydraulic transmission unit from overloading.

[0056] The electric drive unit is powered by the servo motor 1, and the power is transmitted to the large gear 29 of the drive gear shaft after passing through the motor shaft pinion 28, the first auxiliary gear shaft 6, the fourth coupling 24, the second electric control coupling / clutch 23, and the second auxiliary gear shaft 22, thereby driving the load unit.

[0057] This invention also provides a control strategy for a shipborne helicopter electro-hydraulic hybrid drive rapid mooring system. Considering the advantages and disadvantages of electric drive systems and hydraulic transmission units, this invention aims for high power, high precision, and low energy consumption. By analyzing the different requirements of the load on the system's speed and stability during various time periods under high inertia load operation conditions, a corresponding control strategy is designed, divided into a preparation phase, an acceleration and start-up phase, a uniform motion phase, the first half of the high-precision braking phase, and the second half of the high-precision braking phase. The specific control strategy logic block diagram is shown below. Figures 2-6 As shown:

[0058] In this diagram, red lines represent active connections, red arrows represent energy flow, black lines represent passive connections, and blue lines represent active disconnections.

[0059] The logic block diagram of the control strategy for the preparation phase of the capture system of the present invention is as follows: Figure 2 As shown, during the system preparation phase, the electrically controlled coupling / clutch of the mechanical transmission part is disengaged. The servo motor only acts on the mechanical transmission part to drive the variable pump to deliver high-pressure oil to the bladder accumulator after the pressure is regulated by the proportional relief valve. When the accumulator is fully charged, the proportional valve is disengaged, allowing the accumulator to store high-pressure, high-flow-rate hydraulic oil. During this process, the electrically controlled coupling / clutch of the hydraulic transmission unit is engaged to lock the ball screw pair and the robotic arm. When the ball screw pair and the robotic arm are subjected to disturbance forces, they are transmitted to the hydraulic transmission unit through the hydraulic pump / motor, acting on the two-way hydraulic lock to achieve the locking purpose.

[0060] The logic block diagram of the control strategy for the accelerated startup phase of the capture system of the present invention is as follows: Figure 3As shown, during the acceleration and start-up phase, a hydraulic transmission unit equipped with a high-pressure bladder accumulator is used as the power source to meet the system's requirements for high output force and high start-up speed during the start-up phase. The proportional relief valve during the accumulator filling process can adjust the filling pressure, and a proportional valve is configured at the accumulator outlet. The filling and discharging speed and time can be adjusted by controlling the valve core opening to meet the start-up speed requirements under different loads and working conditions. When the hydraulic transmission unit is needed, the proportional valve is turned on, and the high-pressure, high-flow hydraulic oil controls the variable pump / motor to rotate forward or reverse through a three-position four-way solenoid valve. At this time, the electric coupling / clutch is engaged to drive the pump / motor gear shaft, which in turn transmits the speed and torque to the drive gear shaft to drive the ball screw and move the large inertia load. At this time, the electric coupling / clutch of the mechanical transmission part is still in the disengaged state, and only the hydraulic transmission unit provides force and speed to the load end.

[0061] The logic block diagram of the control strategy for the uniform motion phase of the capture system of the present invention is as follows: Figure 4 As shown, during the uniform motion phase, the hydraulic transmission unit and the mechanical transmission unit work in parallel. The displacement of the "variable pump-variable motor" can be adjusted according to the specific task requirements and priorities to distribute the torque provided to the load by the hydraulic and mechanical transmission units. This ensures speed control accuracy while allowing the variable motor and servo motor to operate within their respective high-efficiency ranges. Furthermore, the "variable pump-variable motor" can achieve stepless speed regulation control through displacement adjustment, realizing a speed control strategy of "high dynamics as the primary factor, high efficiency as a secondary factor." During the uniform motion phase, the hydraulic and mechanical transmission units work in parallel. Hydraulic energy is transmitted through the variable pump 8, one-way valve 10, and three-position four-way solenoid valve 13, then through the variable pump / motor 14 to the gearbox 30, delivering speed and torque. Mechanical energy is transmitted through the gear shaft 6, the fourth coupling 24, and the second electronically controlled coupling / clutch 23 to the gearbox 30. Load-side control is then performed after power convergence is completed in the gearbox 30. The load-side control strategy can adjust the displacement of "variable pump 8-variable motor 14" to distribute the torque provided to the load by the hydraulic transmission unit and the mechanical transmission unit according to the specific task requirements and priorities. While ensuring speed control accuracy, it enables the variable motor and servo motor 1 to work in their respective high-efficiency ranges.

[0062] The braking stage of this invention addresses the hydraulic and structural impact issues that arise during emergency braking due to the high kinetic energy of the high-speed load. In the first half of the braking stage, the electrically controlled coupling / clutch on the mechanical transmission unit's drive shaft is disconnected, and braking is performed solely by the hydraulic transmission unit. A variable displacement pump / motor converts the large amount of mechanical energy stored in the load into hydraulic energy, which flows back to the accumulator. The proportional valve at the accumulator outlet, which passes through this stage, can also act as a variable damper by adjusting the valve opening size, achieving efficient absorption of system impacts under different braking conditions. Furthermore, the absorbed hydraulic energy can be used for the next operation, improving both system stability and efficiency. Once the load speed decreases to a certain range, the second half of the braking stage begins. The proportional valve is disconnected, allowing the accumulator to store energy. The electrically controlled coupling / clutch on the pump / motor gear shaft is then disconnected, and a motor-driven gear coupling mechanical transmission unit performs high-precision position control during the braking process. Ultimately, this achieves high power output, high-precision control, and high-efficiency operation of the hybrid linear drive system.

[0063] The logic block diagram of the control strategy for the first half of the high-precision braking phase of the capture system of the present invention is as follows: Figure 5 As shown, in the first half of the high-precision braking stage, the electrically controlled coupling / clutch installed on the transmission shaft of the mechanical transmission unit is disconnected, and braking is performed solely by the hydraulic transmission unit. A variable pump / motor converts the large amount of mechanical energy stored in the load into hydraulic energy and returns it to the accumulator. The proportional valve at the outlet of the accumulator, which passes through the accumulator, can also act as a variable damper by adjusting the valve port size, achieving efficient absorption of system impacts under different braking conditions. Furthermore, the absorbed hydraulic energy can be used for the next operation, which improves both the stability and efficiency of the system operation.

[0064] The logic block diagram of the control strategy for the latter half of the high-precision braking stage of the capture system of the present invention is as follows: Figure 6 As shown, after the load speed decreases to a certain range, the capture system enters the second half of the high-precision braking stage, disconnects the proportional valve to allow the accumulator energy to be stored, disconnects the electronically controlled coupling / clutch installed on the pump / motor gear shaft, and uses a motor-driven gear coupling mechanical transmission unit to perform high-precision position control during the braking process, ultimately realizing high power output, high-precision control, and high-efficiency operation of the hybrid linear drive system.

[0065] In the system designed in this invention, the servo motor serves as the sole power source. Due to the differences in system operation functions and control strategies between the hydraulic transmission unit and the mechanical transmission unit, the design of the transmission ratio of the two differential gearboxes in the system is particularly important. For distinction, the differential gearbox closer to the servo motor is named the first differential gearbox 3, and the differential gearbox closer to the load is named the second differential gearbox 30. Assuming the same module, the following are defined in the first differential gearbox 3: 1) the motor shaft large gear is A1 with a number of teeth a1; 2) the motor shaft small gear is A2 with a number of teeth a2; 3) the pump shaft gear is A3 with a number of teeth a3; 4) the auxiliary shaft gear is A4 with a number of teeth a4. The following are defined in the second differential gearbox 30: 1) the driving gear shaft small gear is B1 with a number of teeth b1; 2) the driving gear shaft large gear is B2 with a number of teeth b2; 3) the pump / motor shaft gear is B3 with a number of teeth b3; 4) the auxiliary shaft gear is B4 with a number of teeth b4.

[0066] The transmission ratios of the first differential gearbox 3 are as follows:

[0067] 1) The number of teeth a1 of the large gear A1 on the motor shaft is greater than the number of teeth a2 of the small gear A2 on the motor shaft. This is because the energy in the hydraulic transmission unit is used for accumulator charging and load driving in some working conditions, so a shorter charging time is required, while the mechanical transmission unit is used for high-precision control.

[0068] 2) The number of teeth a1 of the large gear A1 on the motor shaft is less than the number of teeth a3 of the gear A3 on the pump shaft. This is because the optimal speed range of the pump is lower than that of the servo motor, and the torque required by the variable pump when the accumulator of the hydraulic transmission unit is filled is greater than that of the servo motor. The speed reduction in the transmission ratio can better match the optimal speed and optimal power range of the two, and achieve power matching at the optimal efficiency point of the two.

[0069] 3) The number of teeth a2 of the motor shaft pinion A2 is less than the number of teeth a4 of the auxiliary shaft gear A4. By using a speed reduction treatment in the transmission ratio, the transmission shaft can output a larger torque while ensuring higher control accuracy.

[0070] The transmission ratios of the second differential gearbox 30 are as follows:

[0071] 1) The number of teeth b1 of the pinion B1 on the drive gear shaft is less than the number of teeth b2 of the gear B2 on the drive gear shaft because the hydraulic transmission unit is used for rapid start control of large inertia loads, while the mechanical transmission unit is used for high-precision braking control.

[0072] 2) The number of teeth b3 on the pump / motor shaft gear B3 is greater than the number of teeth b1 on the pinion B1 of the drive gear shaft. Since the hydraulic transmission unit uses a high-pressure bladder accumulator 12 as the starting power source, when the output power is sufficient, the speed-increasing treatment on the transmission ratio can enable large inertia loads to obtain a larger starting speed. In the energy recovery process, it will be converted into speed reduction treatment, so that the pump / motor outputs greater pressure and improves energy recovery efficiency.

[0073] 3) The number of teeth a4 of the auxiliary shaft gear A4 is less than the number of teeth b2 of the large gear B2 of the drive gear shaft. By adopting further speed reduction processing in the transmission ratio, the transmission shaft can output a larger torque while ensuring higher control accuracy.

[0074] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A shipborne helicopter electro-hydraulic hybrid drive rapid mooring system, characterized in that: It includes a power shunt unit, an electric drive unit, a hydraulic drive unit, a power combiner unit, and a load unit; The power splitting unit includes a servo motor (1), a first coupling (2), and a first differential gearbox (3). The first differential gearbox (3) is provided with a motor shaft large gear (4), a motor shaft small gear (28), a pump gear shaft (5), and an auxiliary gear shaft. The output shaft of the servo motor (1) is connected to the motor shaft small gear (28) and the motor shaft large gear (4) in sequence through the first coupling (2). The motor shaft large gear (4) meshes with the pump gear shaft (5), and the motor shaft small gear (28) meshes with the first auxiliary gear shaft (6). The hydraulic transmission unit includes a second coupling (7), a variable pump (8), an oil tank (25), a check valve (10), a proportional valve (11), an accumulator (12), and a proportional relief valve (9); the pump gear shaft (5) is connected to the variable pump (8) through the second coupling (7), the variable pump (8) is connected to the oil tank (25), the proportional relief valve (9), and the accumulator (12) respectively, a check valve (10) and a proportional valve (11) are arranged sequentially between the variable pump (8) and the accumulator (12), the proportional relief valve (9) is connected to the oil tank (25), and the proportional relief valve (9) and the accumulator (12) are connected by a pipeline; The power confluence unit includes a first electrically controlled coupling / clutch (15), a second electrically controlled coupling / clutch (23), and a second differential gearbox (30). The second differential gearbox (30) contains a pump / motor gear shaft (16), a drive gear shaft pinion (17), a second auxiliary gear shaft (22), and a drive gear shaft large gear (29). The proportional valve (11) is electrically connected to a three-position four-way solenoid valve (13), which is connected to a variable pump / motor (14). The variable pump / motor (14) is connected to... The first auxiliary gear shaft (6) is connected to the pump / motor gear shaft (16) via the first electrically controlled coupling / clutch (15), and the pump / motor gear shaft (16) meshes with the small gear (17) of the drive gear shaft; the first auxiliary gear shaft (6) is connected to the second auxiliary gear shaft (22) via the fourth coupling (24) and the second electrically controlled coupling / clutch (23), and the second auxiliary gear shaft (22) meshes with the large gear (29) of the drive gear shaft; the small gear (17) and the large gear (29) of the drive gear shaft are concentrically arranged on the drive gear shaft; The load unit includes a ball screw (19), a ball screw pair and a robotic arm (20); the ball screw (19) is provided with a ball screw pair and a robotic arm (20), the drive gear shaft is connected to one end of the ball screw (19) through a third coupling (18), and the other end of the ball screw (19) is the fixed end (21) of the ball screw. The electric drive unit is powered by a servo motor (1), which transmits power to the large gear (29) of the drive gear shaft via the motor shaft pinion (28), the first auxiliary gear shaft (6), the fourth coupling (24), the second electric control coupling / clutch (23), and the second auxiliary gear shaft (22), thereby driving the load unit.

2. The shipborne helicopter electro-hydraulic hybrid drive rapid mooring system according to claim 1, characterized in that, In the first differential gearbox (3): Number of teeth of the large gear (4) on the motor shaft a 1 is greater than the number of teeth of the pinion (28) on the motor shaft. a 2; Number of teeth of the large gear (4) on the motor shaft a 1 is less than the number of teeth on the pump shaft gear. a 3; Number of teeth of the pinion (28) on the motor shaft a 2 is less than the number of teeth of the auxiliary shaft gear. a 4; In the second differential gearbox (30): Number of teeth of the pinion (17) on the drive gear shaft b 1 is less than the number of teeth of the large gear (29) on the drive gear shaft. b 2; The pump / motor shaft gear has the following number of teeth. b 3 is greater than the number of teeth of the pinion (17) on the drive gear shaft. b 1; Number of teeth on the auxiliary shaft gear a 4 is less than the number of teeth of the large gear (29) on the drive gear shaft. b 2.

3. The shipborne helicopter electro-hydraulic hybrid drive rapid mooring system according to claim 1, characterized in that, The hydraulic transmission unit is equipped with a two-way hydraulic lock (26) for locking the transmission system and a protection valve (27) for preventing overload of the hydraulic transmission unit.

4. The shipborne helicopter electro-hydraulic hybrid drive rapid mooring system according to claim 1, characterized in that, The accumulator (12) is a bladder-type accumulator.

5. A control strategy for a shipborne helicopter electro-hydraulic hybrid drive rapid mooring system, implemented based on the shipborne helicopter electro-hydraulic hybrid drive rapid mooring system described in any one of claims 1-4, characterized in that, This includes control strategies for the acceleration and start-up phase, the uniform motion phase, and the braking phase. The control strategy for the acceleration start-up phase is as follows: During the acceleration start-up phase, a hydraulic transmission unit equipped with a high-pressure bladder accumulator (12) is used as the power source. When the hydraulic transmission unit needs to be used, the proportional valve (11) is turned on, and the hydraulic oil controls the variable pump / motor (14) to rotate forward or reverse through the three-position four-way solenoid valve (13). At this time, the first electric control coupling / clutch is turned on to drive the pump / motor gear shaft (16), and then transmits the speed and torque to the drive gear shaft to drive the ball screw (19) and drive the large inertia load to move. At this time, the second electric control coupling / clutch of the mechanical transmission part is still in the disengaged state, and only the hydraulic transmission unit provides force and speed to the load end. The control strategy for the uniform motion phase is as follows: During the uniform motion phase, the hydraulic transmission unit and the mechanical transmission unit work in parallel. That is, the hydraulic energy is transmitted to the second differential gearbox (30) through the variable pump (8), the check valve (10), the three-position four-way solenoid valve (13), the variable pump / motor (14), and the mechanical energy is transmitted to the second differential gearbox (30) through the first auxiliary gear shaft (6), the fourth coupling (24), and the second electronically controlled coupling / clutch (23). After the power is combined in the second differential gearbox (30), the load end control is performed. The load end control strategy adjusts the displacement of the variable pump (8) and the variable pump / motor (14) according to the needs and priorities of the specific task to distribute the torque provided to the load by the hydraulic transmission unit and the mechanical transmission unit.

6. The control strategy of the shipborne helicopter electro-hydraulic hybrid drive rapid mooring system according to claim 5, characterized in that, The accelerated startup phase is preceded by a preparation phase, the control strategy for which is as follows: During the system preparation phase, the second electronically controlled coupling / clutch (23) is disconnected, and the servo motor (1) drives the variable pump (8) to deliver high-pressure oil to the accumulator (12) through the proportional valve (11) after the pressure is adjusted by the proportional relief valve (9). When the accumulator (12) is fully charged, the proportional valve (11) is disconnected, so that the accumulator (12) stores high-pressure, high-flow hydraulic oil. The first electronically controlled coupling / clutch (15) is engaged to lock the ball screw pair and the robotic arm (20). When the ball screw pair and the robotic arm (20) are subjected to disturbance, the force will be transmitted to the hydraulic transmission unit through the hydraulic pump / motor and act on the two-way hydraulic lock (26) to achieve the purpose of locking.

7. The control strategy of the shipborne helicopter electro-hydraulic hybrid drive rapid mooring system according to claim 5, characterized in that, The braking phase control strategy includes a high-precision braking phase first half control strategy and a high-precision braking phase second half control strategy. The control strategy for the first half of the high-precision braking stage is as follows: disconnect the second electric control coupling / clutch (23), brake only by the hydraulic transmission unit, use a variable pump / motor (14) to convert the large amount of mechanical energy stored in the load into hydraulic energy and return it to the accumulator (12), and the proportional valve (11) at the outlet of the accumulator (12) along the way acts as a variable damper by adjusting the valve port size, so as to achieve efficient absorption of system impact under different braking conditions; The control strategy for the second half of the high-precision braking stage is as follows: after the load speed is reduced to the preset range, the capture system enters the second half of the high-precision braking stage, disconnects the proportional valve (11) so that the energy of the accumulator (12) can be stored, disconnects the first electric control coupling / clutch (15) installed on the pump / motor gear shaft (16), and uses the motor-driven gear coupling mechanical transmission unit to perform high-precision position control of the braking process.

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