A marine dual-fuel power transmission device with stability regulation function

Abstract

The present invention discloses a marine dual-fuel power transmission device with a stability adjustment function, which relates to the field of dual-drive power transmission technology. The device comprises two engines and a transmission shaft. The output ends of the two engines are both provided with output shafts, the output shafts being one shaft and two shafts, respectively, connected to the two engines, and a transmission assembly being provided between the two output shafts and the transmission shaft. The transmission shaft comprises a central shaft and a sleeve shaft, the central shaft and the sleeve shaft being concentrically sleeved and connected, the central shaft and the sleeve shaft being slidably meshed, and the central shaft being connected to a drive rod via a coupling. The present invention uses the transmission assembly to switch the transmission shaft between the one shaft and the second shaft, thereby enabling the transmission shaft to switch between engines burning different fuels. At the same time, a speed difference detection mechanism is provided inside the transmission assembly to ensure a stable transition during the switching process when the transmission shaft switches between different output shafts.

Description

Technical Field

[0001] The present invention relates to the technical field of dual-drive power transmission, and in particular to a marine dual-fuel power transmission device with a stability adjustment function. Background Art

[0002] A dual-fuel engine is an engine that can use both gas and oil at the same time. By utilizing the energy supply effect of gas, the amount of fuel used is reduced, thereby reducing the total amount of pollutants brought by the fuel energy supply, thereby achieving a certain environmental protection effect.

[0003] Dual-fuel engines have great advantages in terms of environmental protection and energy saving. However, when a ship is sailing, when changing speed or maintaining a constant speed for a long time, it needs to switch to a suitable engine to reduce costs and save time. The existing power transmission device will have a speed mismatch when switching engines, and thus cannot switch engines stably. Summary of the Invention

[0004] The object of the present invention is to provide a marine dual-fuel power transmission device with a stability adjustment function to solve the problems raised in the above background technology.

[0005] To solve the above technical problems, the present invention provides the following technical solution: a marine dual-fuel power transmission device with a stability adjustment function, comprising two engines and a transmission shaft, wherein the output ends of the two engines are each provided with an output shaft, the output shafts being a first shaft and a second shaft, respectively, connected to the two engines, and a transmission assembly being provided between the two output shafts and the transmission shaft;

[0006] The transmission shaft includes a central shaft and a sleeve shaft, the central shaft and the sleeve shaft are concentrically sleeved and connected, the central shaft and the sleeve shaft are slidingly meshed, the central shaft is connected to the drive rod through a coupling, and the sleeve shaft is connected to the propeller through a gear set;

[0007] The transmission assembly includes three transmission modes: magnetic connection, meshing connection and non-connection. When the transmission shaft switches the output shaft, and the speed of the pre-connected output shaft increases from zero to the same speed as the transmission shaft, the transmission mode is progressively alternated by non-connection, magnetic transmission and meshing transmission. The sleeve shaft is rotationally connected to the hull through a coupling, and the position between the sleeve shaft and the hull is relatively fixed. A drive shaft is installed on one side of the coupling for connecting the sleeve shaft and the hull, and the output end of the drive shaft is connected to the center shaft through a coupling. The adjacent side surfaces of the sleeve shaft and the center shaft are provided with meshing grooves, and the meshing grooves of the sleeve shaft and the center shaft match each other in size. At the same time, the sleeve shaft and the center shaft can slide relative to each other through the meshing groove without affecting the transmission effect of the center shaft on the sleeve shaft;

[0008] Before the ship starts, the center shaft is connected to any output shaft. The center shaft is connected to the first shaft or the second shaft through the transmission assembly. The engines connected to the first shaft and the second shaft are named engine number one and engine number two respectively. When the ship starts (assuming that the center shaft is connected to the first shaft in a meshing manner and the center shaft is not connected to the second shaft at this time), the engine drives the transmission shaft to work through the first shaft and the transmission assembly connected thereto. One side of the transmission shaft is connected to the propeller through a gear set.

[0009] During the ship's startup process, the engine needs to provide strong torque. At this time, the ship's control center can control the central shaft from one side of the first shaft to the side of the second shaft through the drive rod, keeping the central shaft and the transmission assembly connected to the first shaft still in a meshing connection state. As the central shaft approaches the transmission assembly connected to the second shaft, the connection state of the transmission assembly connected to the central shaft and the second shaft is switched from a disconnected state to a magnetic connection state. During the ship's startup, the No. 1 engine actively drives the central shaft through meshing, and the No. 2 engine performs auxiliary transmission through magnetic connection, so as to meet the torque required for the ship's startup process.

[0010] The two engines use economical fuel and high-energy fuel respectively. When the ship is traveling at a constant speed, the ship's control center can control the central shaft to connect with the engine using economical fuel through the drive rod. When the ship needs to speed up significantly or move at high speed, the ship's control center can control the central shaft to connect with the engine using high-energy fuel through the drive rod.

[0011] Furthermore, the transmission assembly includes a magnetic transmission mechanism and a meshing transmission mechanism. A ratchet is provided at the end of the output shaft, and the output shaft is connected to the magnetic transmission mechanism via the ratchet. The meshing transmission mechanism is located outside the magnetic transmission mechanism. When the transmission shaft switches the output shaft, the transmission shaft is connected to one of the output shafts, and the other output shaft is connected to the transmission shaft via the transmission assembly in the form of a magnetic transmission mechanism. At this time, the rotation speed of the other output shaft is different from the rotation speed of the transmission shaft, and the ratchet is used to absorb the rotation speed difference between the output shaft and the magnetic transmission mechanism.

[0012] The magnetic transmission mechanism provides a magnetic connection between the transmission assembly and the central shaft, allowing the kinetic energy generated by the engine to be transmitted to the central shaft through magnetic transmission. The meshing transmission mechanism provides a meshing connection between the transmission assembly and the central shaft, allowing the kinetic energy generated by the engine to be transmitted to the central shaft through direct contact. In addition to the above two transmission methods, there is no connection between the central shaft and one of the transmission assemblies. That is, when the engine is in the stopped state, the engine no longer provides kinetic energy to the central shaft. At the same time, the kinetic energy provided by the other working engine cannot drive the output shaft connected to the stopped engine to rotate.

[0013] The ratchet setting, when the central shaft switches between the two engines, for example: when the central shaft switches from the connection state with the first shaft to the connection state with the second shaft, in order to keep the boat moving, the second shaft needs to continuously increase its speed until the rotational speed of the second shaft is consistent with that of the central shaft. When the central shaft and the second shaft are matching the speed, the central shaft is in a meshing connection state with the first shaft, and the central shaft and the second shaft are kept in a magnetic connection state;

[0014] When the central shaft and the second shaft are in a magnetic connection state, there will be a mismatch in the rotational speeds of the central shaft and the second shaft. When the central shaft and the second shaft are in a magnetic connection mode, since the rotational speed of the second shaft is in an increasing state and the rotational speed of the second shaft is less than the rotational speed of the central shaft, the second shaft will have a negative impact on the output power of the central shaft. At this time, the ratchet exists. The ratchet is used to connect the magnetic transmission mechanism and the second shaft. The ratchet can only rotate in one direction, so that the central shaft in a high-speed state drives the magnetic transmission mechanism to rotate relative to the two shafts. The kinetic energy of the central shaft can only be transmitted to the magnetic transmission mechanism under the action of the ratchet until the rotational speed of the two shafts is the same as that of the central shaft, and one shaft no longer provides kinetic energy to the central shaft. Then the second shaft can provide kinetic energy to the central shaft through the ratchet and the magnetic transmission mechanism, and subsequently the two shafts directly provide kinetic energy to the central shaft through the meshing transmission mechanism.

[0015] Furthermore, a side plate is installed on each side adjacent to the ratchet and the central axis, and the magnetic transmission mechanism includes a magnetic column and a spring. The magnetic column is distributed in an annular shape inside the side plate, and the magnetic column is connected to the side plate through the spring;

[0016] When the central shaft and the output shaft are connected in a magnetic transmission manner, a side plate is provided at one adjacent end of the central shaft and the output shaft, and a magnetic column is provided inside the side plate. The positions of the magnetic columns inside the two adjacent side plates match each other. When the central shaft approaches the output shaft at one end, the two adjacent side plates approach each other. The magnetic columns inside the side plates approach each other under the action of magnetism, thereby improving the magnetic transmission efficiency between the output shaft and the central shaft.

[0017] On the contrary, when the central axis moves away from the output shaft on one side under the action of the driving rod, due to the change in distance, the magnetic attraction effect between the magnetic columns inside the two adjacent side plates is smaller than the tension of the spring. Under the action of the spring, the magnetic columns inside the two adjacent side plates move away from each other. After the magnetic connection effect disappears, the central axis moves away from the output shaft and affects it. Therefore, when the output shaft is connected at the central axis, the kinetic energy transmitted by the central axis will not be consumed by the output shaft at the other end.

[0018] Furthermore, the ratchet includes an inner ring and an outer ring, the inner ring is connected to the side plate, the inner ring and the outer ring are concentrically arranged, the outer ring is connected to the output shaft, a plurality of teeth are annularly distributed on adjacent sides of the inner ring and the outer ring, a limit clamping plate is provided on the outer side of the teeth connected to the outer ring, and a spring shaft is provided at the connection between the outer ring and the teeth;

[0019] The ratchet mechanism is designed so that when the central shaft rotates faster than the connected output shaft, the central shaft drives the inner ring to rotate through a magnetic connection. Several teeth are distributed in a ring around the outer side of the inner ring. During this movement, the outer teeth of the inner ring come into contact with the inner teeth of the outer ring. During this contact, the teeth on the outer ring deflect, meaning that there is no transmission effect between the inner and outer rings.

[0020] When the rotation speed of the central shaft is less than or equal to the rotation speed of the connected output shaft, the output shaft drives the outer ring and the limit clamping plate to rotate. The inner teeth of the outer ring are in direct contact with the teeth on the inner ring under the restriction of the limit clamping plate. During the period of mutual contact between the teeth, a transmission effect occurs between the inner ring and the outer ring, and the output shaft transmits the power to the central shaft through the ratchet and magnetic transmission mechanism.

[0021] Furthermore, the outer ring is rotatably connected to the output shaft, an adjusting ring is provided on the inner side of the outer ring, the inner wall of the adjusting ring is connected to the outer wall of the limit card plate, and a driving motor is installed on the outer side of the limit card plate, and the driving motor drives the limit card plate to deflect through the adjusting ring; the adjusting ring contacts the outer wall of the limit card plate, and the motor drives the limit card plate to deflect through the adjusting ring, thereby changing the deflection range of the tooth connected to the outer ring, and before the output shaft drives the central shaft to rotate in the opposite direction, the motor drives the limit card plate to deflect through the adjusting ring, so that when the central shaft switches between the two output shafts, the output shaft can drive the magnetic transmission mechanism through the ratchet to match the rotation speed of the central shaft;

[0022] A deflection groove is provided between the outer ring and the adjustment ring, so that the adjustment ring can only deflect within a specified range. That is, when the adjustment ring deflects to the end of the deflection groove on the outer ring, the adjustment ring cannot continue to deflect under the action of external force due to the limitation of the deflection groove. At this time, the output shaft can drive the inner ring through the outer ring, the limit clamping plate and the clamping teeth.

[0023] Furthermore, a coil is provided inside the outer ring, and the coil is located within the magnetic field range of the magnetic column;

[0024] When the magnetic column is located inside the side plate and the side plate is connected to the inner ring, when relative deflection occurs between the side plate, the inner ring and the outer ring, it means that under the action of the magnetic column, the center shaft drives the side plate connected to the inner ring to rotate synchronously under the effect of magnetic transmission. At the same time, a coil is provided inside the outer ring, and the area where the coil is located is in the magnetic field generated by the magnetic column inside the side plate. Therefore, when relative deflection occurs between the inner ring and the outer ring, the coil cuts the magnetic flux lines generated by the magnetic column, and then current appears inside the coil. The magnitude of the current is proportional to the speed difference between the output shaft and the center shaft. An ammeter is connected in series at one end of the coil. The ship's control center can monitor the value of the ammeter in real time to determine the speed difference between the output shaft and the center shaft.

[0025] Furthermore, the meshing transmission mechanism includes a gear ring mounted on the outside of the output shaft, and a groove matching the gear ring is formed on a side plate connected to the central shaft;

[0026] When the speed difference between the output shaft and the center shaft is zero, the driving rod can continue to push the center shaft toward the pre-connected transmission assembly until the outer side plate of the center shaft engages with the gear ring on the output shaft. At this time, the magnetic transmission connection mode between the center shaft and the output shaft is switched to the meshing transmission connection mode, and the output shaft can output the maximum torque through direct contact.

[0027] Furthermore, a compensation spring is installed between the output shaft and the gear ring on the side close to the engine, and the compensation spring is electrically connected to the coil;

[0028] When the speed matching between the center shaft and the output shaft occurs, that is, relative deflection occurs between the inner ring and the outer ring, the coil cuts the magnetic flux lines generated by the magnetic column, and then current flows inside the coil. The coil is electrically connected in series with the compensation spring, so that the compensation spring is in a contracted state after power is applied. When the compensation spring is in the maximum contracted state, the surface of the gear ring close to the center shaft coincides with the surface of the middle side plate close to the center shaft until the speed difference between the center shaft and the output shaft disappears. At this time, the center shaft and the output shaft are in a relatively static state.

[0029] As the speed difference between the center shaft and the output shaft decreases, the compensation spring continues to lengthen, and at the same time, the drive rod pushes the side plate connected to the center shaft closer to the gear ring until the outer wall of the side plate connected to the center shaft is engaged with the gear ring. At this time, the transmission assembly switches from a magnetic connection transmission mode to a meshing connection transmission mode.

[0030] Compared with the prior art, the beneficial effects achieved by the present invention are:

[0031] Through the setting of the transmission assembly, when the ship starts, the drive rod cooperates with the transmission assembly to realize the joint work of the two engines, providing the drive shaft with the high-intensity torque required for the ship to start. At the same time, the transmission assembly realizes the switching of the drive shaft between the first and second axes. At the same time, during the switching process, the transmission assembly adopts the transmission mode to alternate between non-connected, magnetic transmission and meshing transmission in a progressive manner. At the same time, a speed difference detection mechanism is provided inside the transmission assembly. Through the speed difference between the inner ring and the outer ring, and then in conjunction with the current generated by the coil and the magnetic flux lines, the control center controls the output power of the engine to be switched according to the current size until the output speed of the engine to be switched matches the output speed of the engine in meshing connection, thereby realizing the switching of the drive shaft to engines burning different fuels, that is, when the drive shaft switches different output shafts, a stable transition of the switching process is achieved. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] The accompanying drawings are used to provide a further understanding of the present invention and constitute a part of the specification. Together with the embodiments of the invention, they are used to explain the present invention and do not constitute a limitation of the present invention. In the accompanying drawings:

[0033] Figure 1 It is a schematic diagram of the top structure of the present invention;

[0034] Figure 2 It is a schematic diagram of the three-dimensional structure of the transmission assembly of the present invention;

[0035] Figure 3 It is a schematic diagram of the three-dimensional structure of the ratchet and magnetic transmission mechanism of the present invention;

[0036] Figure 4 It is a schematic diagram of the three-dimensional structure of the ratchet and side plate of the present invention;

[0037] Figure 5 It is a schematic diagram of the vertical cross-section structure of one side of the ratchet and the side plate of the present invention;

[0038] Figure 6 It is a schematic diagram of the three-dimensional structure of the ratchet of the present invention;

[0039] Figure 7 This is a schematic diagram of the structure of the ratchet of the present invention in full cross-section from the front view;

[0040] Figure 8 It is a schematic side view of the transmission shaft structure of the present invention.

[0041] In the figure: 1. Drive shaft; 101. Center shaft; 102. Sleeve shaft; 2. Output shaft; 21. First shaft; 22. Second shaft; 3. Transmission assembly; 4. Drive rod; 5. Magnetic transmission mechanism; 501. Magnetic column; 6. Meshing transmission mechanism; 601. Gear ring; 602. Compensation spring; 7. Ratchet; 701. Inner ring; 702. Outer ring; 703. Gear; 704. Adjustment ring; 705. Limiting plate; 8. Side plate. DETAILED DESCRIPTION

[0042] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0043] See also Figures 1-8 The present invention provides a technical solution: a marine dual-fuel power transmission device with a stability adjustment function, comprising two engines and a transmission shaft 1, wherein the output ends of the two engines are provided with output shafts 2, the output shafts 2 being a first shaft 21 and a second shaft 22, respectively, the first shaft 21 and the second shaft 22 being connected to the two engines respectively, and a transmission assembly 3 being provided between the two output shafts 2 and the transmission shaft 1;

[0044] The transmission shaft 1 includes a central shaft 101 and a sleeve shaft 102. The central shaft 101 and the sleeve shaft 102 are concentrically sleeved and connected. The central shaft 101 and the sleeve shaft 102 are slidingly engaged. The central shaft 101 is connected to the drive rod 4 through a coupling. The sleeve shaft 102 is connected to the propeller through a gear set.

[0045] The transmission assembly 3 includes three transmission modes: magnetic connection, meshing connection, and no connection. When the transmission shaft 1 switches the output shaft 2, and the speed of the pre-connected output shaft 2 increases from zero to the same speed as the transmission shaft 1, the transmission mode switches from no connection, magnetic transmission, and meshing transmission in a progressive manner.

[0046] The transmission assembly 3 includes a magnetic transmission mechanism 5 and a meshing transmission mechanism 6. A ratchet 7 is provided at the end of the output shaft 2. The output shaft 2 is connected to the magnetic transmission mechanism 5 via the ratchet 7. The ratchet 7 includes an inner ring 701 and an outer ring 702. The inner ring 701 is connected to the side plate 8. The inner ring 701 and the outer ring 702 are concentrically arranged. The outer ring 702 is connected to the output shaft 2. A plurality of teeth 703 are annularly distributed on adjacent sides of the inner ring 701 and the outer ring 702. A limit clamping plate 705 is provided on the outer side of the teeth 703 connected to the outer ring 702. A spring shaft is provided at the connection between the outer ring 702 and the teeth 703.

[0047] The outer ring 702 is rotatably connected to the output shaft 2. An adjustment ring 704 is provided on the inner side of the outer ring 702. The inner wall of the adjustment ring 704 is connected to the outer wall of the limit card 705. A drive motor is installed on the outer side of the limit card 705. The drive motor drives the limit card 705 to deflect through the adjustment ring 704.

[0048] A coil is provided inside the outer ring 702 and is located within the magnetic field of the magnetic column 501;

[0049] A side plate 8 is installed on each side adjacent to the ratchet 7 and the central axis 101. The magnetic transmission mechanism 5 includes a magnetic column 501 and a spring. The magnetic column 501 is distributed in an annular shape inside the side plate 8 and is connected to the side plate 8 through the spring.

[0050] The meshing transmission mechanism 6 is located outside the magnetic transmission mechanism 5. The meshing transmission mechanism 6 includes a gear ring 601 mounted on the outside of the output shaft 2. A groove matching the gear ring 601 is formed on the side plate 8 connected to the central shaft 101.

[0051] A compensation spring 602 is installed between the output shaft 2 on the side closest to the engine and the gear ring 601. The compensation spring 602 is electrically connected to the coil. When the transmission shaft 1 switches the output shaft 2, the transmission shaft 1 is connected to one of the output shafts 2, and the other output shaft 2 is connected to the transmission shaft 1 via the transmission assembly 3 in the form of a magnetic transmission mechanism 5. At this time, the speed of the other output shaft 2 is different from the speed of the transmission shaft 1. The ratchet 7 is used to absorb the speed difference between the output shaft 2 and the magnetic transmission mechanism 5.

[0052] Through the setting of the transmission component 3, when the ship starts, the drive rod 4 cooperates with the transmission component 3 to realize the joint operation of the two engines, providing the transmission shaft 1 with the high-intensity torque required for the ship to start. At the same time, the transmission component 3 realizes the switching of the transmission shaft 1 between the first shaft 21 and the second shaft 22. At the same time, during the switching process, the transmission component 3 adopts the transmission mode to alternate between non-connected, magnetic transmission and meshing transmission in a progressive manner. At the same time, a speed difference detection mechanism is set inside the transmission component 3. Through the speed difference between the inner ring 701 and the outer ring 702, and then in conjunction with the current generated by the coil and the magnetic flux lines, the control center controls the output power of the engine to be switched according to the current size until the output speed of the engine to be switched matches the output speed of the engine in meshing connection, thereby realizing the switching of the transmission shaft 1 to engines burning different fuels, that is, when the transmission shaft 1 switches different output shafts 2, a stable transition of the switching process is achieved.

[0053] Working principle of the present invention:

[0054] Before the boat is started, the central shaft 101 is connected to any one of the output shafts 2. The central shaft 101 is connected to the first shaft 21 or the second shaft 22 through the transmission assembly 3. The engines connected to the first shaft 21 and the second shaft 22 are named engine number one and engine number two, respectively. When the boat starts (assuming that the central shaft 101 is meshed with the first shaft 21 and non-meshed with the second shaft 22), the engine drives the transmission shaft 1 through the first shaft 21 and the transmission assembly 3 connected thereto. One side of the transmission shaft 1 is connected to the propeller through a gear set.

[0055] During the starting process of the ship, the engine needs to provide strong torque. At this time, the control center of the ship can control the central shaft 101 from the side of the first shaft 21 to the side of the second shaft 22 through the driving rod 4, so that the central shaft 101 and the transmission component 3 connected to the first shaft 21 are still in the meshing connection state. As the central shaft 101 approaches the transmission component 3 connected to the second shaft 22, the connection state of the transmission component 3 connected to the central shaft 101 and the second shaft 22 is switched from a disconnected state to a magnetic connection state, so that during the starting period of the ship, the first engine actively drives the central shaft 101 by meshing, and the second engine performs auxiliary transmission by magnetic connection, so as to meet the torque required by the ship during the starting process;

[0056] The two engines use economical fuel and high-energy fuel respectively. When the ship is in a constant speed process, the ship's control center can control the central shaft 101 to connect to the engine using economical fuel through the drive rod 4. When the ship needs to increase speed significantly or move at high speed, the ship's control center can control the central shaft 101 to connect to the engine using high-energy fuel through the drive rod 4.

[0057] The magnetic transmission mechanism 5 provides a magnetic connection between the transmission assembly 3 and the central shaft 101, so that the kinetic energy generated by the engine is transmitted to the central shaft 101 by magnetic transmission. The meshing transmission mechanism 6 provides a meshing connection between the transmission assembly 3 and the central shaft 101, so that the kinetic energy generated by the engine is transmitted to the central shaft 101 by direct contact. In addition to the above two transmission modes, there is no connection between the central shaft 101 and one of the transmission assemblies 3. That is, at this time, the engine is in the stopped state and the engine no longer provides kinetic energy to the central shaft 101. At the same time, the kinetic energy provided by the other working engine cannot drive the output shaft 2 connected to the stopped engine to rotate.

[0058] The setting of the ratchet 7 is such that when the central shaft 101 switches between two engines, for example, when the connection state of the central shaft 101 with the first shaft 21 is switched to the connection state of the second shaft 22, in order to maintain the driving state of the boat, the second shaft 22 needs to continuously increase its rotation speed until the rotational speed of the second shaft 22 is consistent with that of the central shaft 101. When the central shaft 101 and the second shaft 22 are performing speed matching, the central shaft 101 and the first shaft 21 are in a meshing connection state, and the central shaft 101 and the second shaft 22 are kept in a magnetic connection state;

[0059] When the central shaft 101 and the second shaft 22 are in a magnetic connection state, the rotation speeds of the central shaft 101 and the second shaft 22 do not match. When the central shaft 101 and the second shaft 22 are in a magnetic connection state, since the rotation speed of the second shaft 22 is in an increasing state and the rotation speed of the second shaft 22 is less than the rotation speed of the central shaft 101, the second shaft 22 will have a negative impact on the output power of the central shaft 101. At this time, the ratchet 7 is used to connect the magnetic transmission mechanism 5 and the second shaft 22. The ratchet 7 can only rotate in one direction, realizing The central shaft 101 in the high-speed state drives the magnetic transmission mechanism 5 to rotate relative to the second shaft 22. The kinetic energy of the central shaft 101 can only be transmitted to the magnetic transmission mechanism 5 under the action of the ratchet 7. Until the rotation speed of the second shaft 22 is the same as the rotation speed of the central shaft 101 and the first shaft 21 no longer provides kinetic energy to the central shaft 101, the second shaft 22 can provide kinetic energy to the central shaft 101 through the ratchet 7 and the magnetic transmission mechanism 5. Subsequently, the second shaft 22 directly provides kinetic energy to the central shaft 101 through the meshing transmission mechanism 6.

[0060] When the central shaft 101 and the output shaft 2 are connected in a magnetic transmission manner, the adjacent ends of the central shaft 101 and the output shaft 2 are each provided with a side plate 8, and a magnetic column 501 is provided inside the side plate 8. The positions of the magnetic columns 501 inside the two adjacent side plates 8 match each other. When the central shaft 101 is close to the output shaft 2 at one end, the two adjacent side plates 8 are close to each other. The magnetic columns 501 inside the side plates 8 are close to each other under the action of magnetism, thereby improving the magnetic transmission efficiency between the output shaft 2 and the central shaft 101.

[0061] On the contrary, when the central shaft 101 moves away from the output shaft 2 on one side under the action of the driving rod 4, due to the change in distance, the magnetic attraction effect between the magnetic columns 501 inside the two adjacent side plates 8 is smaller than the tension of the spring. Under the action of the spring, the magnetic columns 501 inside the two adjacent side plates 8 move away from each other. After the magnetic connection effect disappears, the central shaft 101 affects the output shaft 2 that moves away. Therefore, when the output shaft 2 is connected to the central shaft 101, the kinetic energy transmitted by the central shaft 101 will not be consumed by the output shaft 2 at the other end.

[0062] The ratchet 7 is designed so that when the rotational speed of the central shaft 101 is greater than that of the connected output shaft 2, the central shaft 101 drives the inner ring 701 to rotate through a magnetic connection. A plurality of latching teeth 703 are distributed in a ring around the outer side of the inner ring 701. During movement, the latching teeth 703 on the outer side of the inner ring 701 come into contact with the latching teeth 703 on the inner side of the outer ring 702. During this contact, the latching teeth 703 on the outer ring 702 deflect, resulting in no transmission effect between the inner and outer rings 701 and 702.

[0063] When the rotation speed of the central shaft 101 is less than or equal to the rotation speed of the connected output shaft 2, the output shaft 2 drives the outer ring 702 and the limit clamping plate 705 to rotate. The inner teeth 703 of the outer ring 702 are restricted by the limit clamping plate 705 and directly contact the teeth 703 on the inner ring 701. During the period of contact between the teeth 703, a transmission effect occurs between the inner ring 701 and the outer ring 702. The output shaft 2 drives the central shaft 101 through the ratchet 7 and the magnetic transmission mechanism 5.

[0064] The adjusting ring 704 contacts the outer wall of the limiting clamping plate 705. The motor drives the limiting clamping plate 705 to deflect through the adjusting ring 704, thereby changing the deflection range of the latching teeth 703 connected to the outer ring 702. Before the output shaft 2 drives the central shaft 101 to rotate in the opposite direction, the motor drives the limiting clamping plate 705 to deflect through the adjusting ring 704. When the central shaft 101 switches between the two output shafts 2, the output shaft 2 can drive the magnetic transmission mechanism 5 through the ratchet 7 to match the rotational speed of the central shaft 101.

[0065] A deflection groove is provided between the outer ring 702 and the adjustment ring 704, so that the adjustment ring 704 can only deflect within a specified range. That is, when the adjustment ring 704 deflects to the end of the deflection groove on the outer ring 702, the adjustment ring 704 cannot continue to deflect under the action of external force due to the restriction of the deflection groove. At this time, the output shaft 2 can drive the inner ring 701 through the outer ring 702, the limit clamping plate 705 and the latching teeth 703;

[0066] When the magnetic column 501 is located inside the side plate 8 and the side plate 8 is connected to the inner ring 701, when relative deflection occurs between the side plate 8, the inner ring 701 and the outer ring 702, it means that under the action of the magnetic column 501, the central shaft 101 drives the side plate 8 connected to the inner ring 701 to rotate synchronously under the effect of magnetic transmission. At the same time, a coil is provided inside the outer ring 702, and the area where the coil is located is within the magnetic field generated by the magnetic column 501 inside the side plate 8. Therefore, when relative deflection occurs between the inner ring 701 and the outer ring 702, the coil cuts the magnetic flux lines generated by the magnetic column 501, and then current appears inside the coil. The magnitude of the current is proportional to the speed difference between the output shaft 2 and the central shaft 101. An ammeter is connected in series at one end of the coil. The ship's control center can monitor the value of the ammeter in real time to determine the speed difference between the output shaft 2 and the central shaft 101.

[0067] When the speed difference between the output shaft 2 and the central shaft 101 is zero, the driving rod 4 can continue to push the central shaft 101 toward the pre-connected transmission assembly 3 until the outer side plate 8 of the central shaft 101 is engaged with the gear ring 601 on the output shaft 2. At this time, the magnetic transmission connection mode between the central shaft 101 and the output shaft 2 is switched to the meshing transmission connection mode, and the output shaft 2 can output the maximum torque through direct contact.

[0068] When the central shaft 101 and the output shaft 2 are performing speed matching, that is, relative deflection occurs between the inner ring 701 and the outer ring 702, the coil cuts the magnetic flux lines generated by the magnetic column 501, and current flows inside the coil. The coil is electrically connected in series with the compensation spring 602, so that the compensation spring 602 is in a contracted state after power is applied. When the compensation spring 602 is in the maximum contracted state, the side surface of the gear ring 601 close to the central shaft 101 coincides with the side surface of the middle side plate 8 close to the central shaft 101, until the speed difference between the central shaft 101 and the output shaft 2 disappears. At this time, the central shaft 101 and the output shaft 2 are in a relatively stationary state.

[0069] As the speed difference between the central shaft 101 and the output shaft 2 decreases, the compensation spring 602 continues to extend, and at the same time, the driving rod 4 pushes the side plate 8 connected to the central shaft 101 closer to the gear ring 601 until the outer wall of the side plate 8 connected to the central shaft 101 is engaged with the gear ring 601. At this time, the transmission component 3 switches from the magnetic connection transmission mode to the meshing connection transmission mode.

[0070] It should be noted that, in this document, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that includes a list of elements includes not only those elements but also other elements not explicitly listed, or elements inherent to such process, method, article, or apparatus.

[0071] Finally, it should be noted that the above descriptions are merely preferred embodiments of the present invention and are not intended to limit the present invention. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art will be able to modify the technical solutions described in the aforementioned embodiments or substitute equivalents for some of the technical features. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention shall be included within the scope of protection of the present invention.

Claims

1. A marine dual-fuel power transmission device with a stability regulation function, comprising two engines and a transmission shaft (1), wherein the output ends of the two engines are both provided with output shafts (2), the output shafts (2) are respectively a first shaft (21) and a second shaft (22), the first shaft (21) and the second shaft (22) being connected to the two engines respectively, characterized in that: A transmission assembly (3) is provided between the two output shafts (2) and the transmission shaft (1); The transmission shaft (1) comprises a central shaft (101) and a sleeve shaft (102), wherein the central shaft (101) and the sleeve shaft (102) are concentrically sleeve-connected, and the central shaft (101) and the sleeve shaft (102) are slidingly meshed, the central shaft (101) is connected to the driving rod (4) via a coupling, and the sleeve shaft (102) is connected to a propeller via a gear set; The transmission assembly (3) includes three transmission modes: magnetic connection, meshing connection and non-connection. When the transmission shaft (1) switches the output shaft (2), the transmission mode is replaced by non-connection, magnetic transmission and meshing transmission in a progressive manner during the process in which the rotation speed of the pre-connected output shaft (2) increases from zero to the same as the rotation speed of the transmission shaft (1).

2. A marine dual-fuel power transmission device with stability regulation function according to claim 1, characterized in that: The transmission assembly (3) includes a magnetic transmission mechanism (5) and a meshing transmission mechanism (6). A ratchet (7) is provided at the end of the output shaft (2). The output shaft (2) is connected to the magnetic transmission mechanism (5) through the ratchet (7). The meshing transmission mechanism (6) is located outside the magnetic transmission mechanism (5). When the transmission shaft (1) switches the output shaft (2), the transmission shaft (1) is connected to one of the output shafts (2), and the other output shaft (2) is connected to the transmission shaft (1) in the form of a magnetic transmission mechanism (5) through the transmission assembly (3). At this time, the rotation speed of the other output shaft (2) is different from the rotation speed of the transmission shaft (1). The ratchet (7) is used to absorb the rotation speed difference between the output shaft (2) and the magnetic transmission mechanism (5).

3. A marine dual-fuel power transmission device with stability regulation function according to claim 2, characterized in that: A side plate (8) is installed on each side adjacent to the ratchet (7) and the central shaft (101). The magnetic transmission mechanism (5) includes a magnetic column (501) and a spring. The magnetic column (501) is distributed in a ring shape inside the side plate (8). The magnetic column (501) is connected to the side plate (8) via the spring.

4. A marine dual-fuel power transmission device with stability regulation function according to claim 3, characterized in that: The ratchet (7) comprises an inner ring (701) and an outer ring (702), the inner ring (701) being connected to the side plate (8), the inner ring (701) and the outer ring (702) being concentrically arranged, the outer ring (702) being connected to the output shaft (2), a plurality of latching teeth (703) being annularly distributed on adjacent sides of the inner ring (701) and the outer ring (702), a limiting latching plate (705) being arranged outside the latching teeth (703) connected to the outer ring (702), and a spring shaft being arranged at the connection between the outer ring (702) and the latching teeth (703).

5. The marine dual-fuel power transmission device with stability regulation function according to claim 4, characterized in that: The outer ring (702) is rotatably connected to the output shaft (2); an adjusting ring (704) is provided on the inner side of the outer ring (702); the inner wall of the adjusting ring (704) is connected to the outer wall of the limiting card plate (705); a driving motor is installed on the outer side of the limiting card plate (705); the driving motor drives the limiting card plate (705) to deflect via the adjusting ring (704).

6. A marine dual-fuel power transmission device with stability regulation function according to claim 5, characterized in that: A coil is provided inside the outer ring (702), and the coil is located within the magnetic field range of the magnetic column (501).

7. A marine dual-fuel power transmission device with stability regulation function according to claim 6, characterized in that: The meshing transmission mechanism (6) includes a gear ring (601) mounted on the outside of the output shaft (2), and a groove matching the gear ring (601) is formed on a side plate (8) connected to the central shaft (101).

8. The marine dual-fuel power transmission device with stability regulation function according to claim 7, characterized in that: A compensation spring (602) is installed between the output shaft (2) and the gear ring (601) on one side close to the engine, and the compensation spring (602) is electrically connected to the coil.

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