A main propulsion device with a fly-off prevention function and a ship

Abstract

The application discloses a main propelling device with a function of preventing a vehicle from flying and a ship, and a power braking system is arranged, wherein the power braking system comprises a braking motor, a frequency conversion device, a brake resistor and / or a battery; the braking motor is arranged on a transmission path of an internal combustion engine and a main propeller; and a motor shaft of the braking motor is in transmission cooperation with a transmission structure. The braking motor and the internal combustion engine are jointly connected to the main propeller, part of energy is absorbed by the braking motor when the main propeller is out of water, and the energy is consumed through the brake resistor or the battery, so that the amplitude of loading and unloading of the internal combustion engine is greatly reduced, and the flying phenomenon is prevented.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of ship technology, in particular to a main propulsion device with anti-flying function and a ship. BACKGROUND

[0002] The main propulsion device of the ship is the power source for the ship sailing. A Chinese patent with the publication number CN102239082A discloses a ship, which comprises a ship body and a propulsion device. The propulsion device comprises an internal combustion engine, an exhaust device and a propulsion unit. The ship is further provided with at least one vertically arranged cylinder with a vertical axis, which is adapted to rotate around the vertical axis. In order to avoid any substantial increase in wind resistance area, the vertically arranged cylinder is arranged around a part of the exhaust device of the ship. Therefore, the structural layout of the existing propulsion device has been mature.

[0003] However, in actual application, when the ship encounters severe sea conditions and the main propeller frequently enters and exits the water surface, the main propulsion device has to be frequently loaded and unloaded in a short time, which easily leads to flying (overspeeding) and makes the ship lose power, causing great harm to safe sailing. SUMMARY

[0004] The purpose of the present application is to provide a main propulsion device with anti-flying function and a ship, which greatly reduces the loading and unloading range of the internal combustion engine and prevents the flying phenomenon.

[0005] The purpose of the present application is achieved by a main propulsion device with anti-flying function, which is composed of a main propeller, a driving system, a power braking system and a propulsion control system. The driving system outputs power to the main propeller to provide thrust for the ship. When the load of the main propeller is greatly reduced in a short time, the power braking system is used to absorb the kinetic energy of the driving system and the main propeller and convert it into electric energy to prevent the rotation speed from exceeding the set value. The propulsion control system sends control instructions to the driving system and the power braking system to make the main propeller run at a predetermined rotation speed.

[0006] The driving system comprises an internal combustion engine and a shafting. The power braking system is composed of a braking motor, a frequency conversion device, a brake resistor or an energy storage device. The ratio of the rotation speed set value of the braking motor to the internal combustion engine in all working conditions is equal.

[0007] When the rotation speed of the main propeller exceeds the set value of the propulsion control system, the braking motor generates a reverse torque to absorb part of the power of the internal combustion engine. The frequency conversion device is used to guide the power absorbed by the braking motor to the brake resistor for release or the battery for storage, so as to realize braking.

[0008] Further, the internal combustion engine and the braking motor are connected in parallel to the main propeller.

[0009] Further, the internal combustion engine and the brake motor are connected in series to the main propeller.

[0010] Further, the energy storage device comprises a battery or a capacitor or a brake resistor.

[0011] Further, the frequency conversion device of the power braking system comprises an inverter module and a rectifier module, the inverter module is electrically connected with the rectifier module, the frequency conversion device is electrically connected with the battery, or a brake resistor is arranged on the electrical connection circuit.

[0012] Further, the internal combustion engine is provided with a speed governor.

[0013] Further, the propulsion control system is connected with the speed governor and the power braking system and sends control instructions to the speed governor and the power braking system, so that the main propeller operates at a predetermined rotating speed.

[0014] Further, the speed governor is electrically connected with the frequency conversion device of the power braking system.

[0015] As another aspect of the present application, a ship provided with the above-mentioned main propulsion device is provided.

[0016] The present application has the following advantages:

[0017] Compared with the prior art, the amplitude of frequent load increase and decrease of the main propulsion device is greatly reduced, the situation of the main propeller frequently entering and leaving the water surface can be coped with, the phenomenon of runaway is prevented, the power of the propeller is greatly reduced, and the safety of ship navigation is improved. BRIEF DESCRIPTION OF DRAWINGS

[0018] Figure 1 is a first embodiment schematic diagram of the present application.

[0019] Figure 2 is a second embodiment schematic diagram of the present application.

[0020] Figure 3 is a principle schematic diagram of the present application.

[0021] Marked 1 is a drive system, 101 is an internal combustion engine, 102 is a speed governor, 103 is a gear box, 104 is a drive shaft, 2 is a main propeller, 3 is a brake motor, 4 is a power braking system, 401 is an inverter module, 402 is a rectifier module, 403 is a battery, and 5 is a propulsion control system. DETAILED DESCRIPTION

[0022] The present application will be described below in conjunction with the accompanying drawings of the embodiments of the present application. Figures 1-3The technical solutions in the embodiments of the present application are clearly and completely described. Obviously, the described embodiments are only some of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work fall within the protection scope of the present application.

[0023] As shown in Figures 1-2 A main propulsion device with a fly-off prevention function is provided, and the core idea is:

[0024] The main propulsion device is composed of a main propeller 2, a driving system 1, a power braking system 4 and a propulsion control system 5. The driving system 1 outputs power to the main propeller 2 to provide thrust for the ship. When the load of the main propeller 2 is greatly reduced in a short time, the power braking system 4 is used to absorb the kinetic energy of the driving system 1 and the main propeller 2 and convert it into electric energy to prevent the rotation speed from exceeding the set value. The propulsion control system 5 sends control instructions (rotation speed set value and other instructions) to the driving system 1 and the power braking system 4 to make the main propeller 2 operate at a predetermined rotation speed.

[0025] The driving system 1 includes an internal combustion engine 101, a shafting and other components. The power braking system 4 is composed of a braking motor 3, a frequency conversion device, a brake resistor or an energy storage device (battery or capacitor). The ratio of the rotation speed set value of the braking motor 3 to the internal combustion engine 101 in all working conditions is equal (synchronous rotation speed).

[0026] When the rotation speed of the main propeller 2 exceeds the set value of the propulsion control system 5, the braking motor 3 generates a reverse torque to absorb part of the power of the internal combustion engine 101. The frequency conversion device is used to guide the power absorbed by the braking motor 3 to the brake resistor for release (resistor braking) or the battery for storage (regenerative braking), so as to realize braking.

[0027] Specifically, the internal combustion engine 101, the transmission structure (mainly the transmission shafting, including the driving shaft 104) and the main propeller 2 of the device are sequentially transmitted. The driving system 1 is composed of the internal combustion engine 101, the transmission shafting and other components. The internal combustion engine 101 outputs power to the main propeller 2 to provide power for the ship.

[0028] The power braking system 4 includes the braking motor 3, the frequency conversion device, the brake resistor and / or the battery 403 (energy storage unit, which can also be a capacitor). The braking motor 3 is electrically connected with the battery 403 through the frequency conversion device, and the brake resistor is arranged in the frequency conversion device. The ratio of the rotation speed set value of the braking motor 3 to the internal combustion engine 101 in all working conditions is equal (synchronous rotation speed).

[0029] The braking motor 3 is arranged on the transmission path of the internal combustion engine 101 and the main propeller 2. The motor shaft of the braking motor 3 is in transmission cooperation with the transmission structure.

[0030] When the main propeller 2 is out of water, the braking motor 3 is electrically braked to absorb part of the energy of the internal combustion engine 101, and the energy is consumed by the brake resistor and / or the battery 403, the electric energy is converted into heat energy by the brake resistor, and the energy absorbed by the braking motor 3 during the electric braking process is stored by the battery 403.

[0031] The frequency conversion device of the power braking system 4 includes an inverter module 401, and the frequency conversion device of the power braking system 4 further includes a rectifier module 402, the inverter module 401 is electrically connected with the rectifier module 402, the rectifier module 402 is electrically connected with the battery 403, and the brake resistor is arranged on the electric connection circuit.

[0032] Referring to Figure 3 When the ship encounters severe sea conditions and the main propeller 2 is out of water, the load is greatly reduced in a short time, causing the actual speed of the main propeller 2 to exceed the set value of the propulsion control system 5. At this time, the braking motor 3 enters the electric braking mode and generates a reverse torque, which absorbs part of the power of the internal combustion engine 101, so that the internal combustion engine 101 still has a certain load, thereby reducing the increase of the speed of the internal combustion engine 101, avoiding the speed of the internal combustion engine 101 exceeding the limit value (free running), and the frequency conversion device of the power braking system 4 guides the power absorbed by the braking motor 3 to the brake resistor for release (resistance braking) or stores the power in the battery 403 (regenerative braking), thereby achieving braking.

[0033] When the main propeller 2 enters the water again, the load is greatly increased in a short time, and the speed is reduced, and the braking motor 3 stops absorbing the energy of the internal combustion engine 101. Because the internal combustion engine 101 has a certain load basis before, sudden stop (stalling) caused by sudden load under the condition of too low load is avoided.

[0034] The electric braking of the braking motor 3 can be divided into two modes: regenerative braking and resistance braking. The energy absorbed by the former is guided into the battery 403 through the inverter module 401 in the frequency conversion device for storage; the energy absorbed by the latter is guided into the brake resistor through the inverter module 401 in the frequency conversion device, and the electric energy is converted into heat energy, which is released through heat dissipation.

[0035] The internal combustion engine 101 and the braking motor 3 can be connected in parallel to the main propeller 2 or connected in series to the main propeller 2, and the specific embodiments include the following two embodiments:

[0036] As Figure 1 shown in the first embodiment, the transmission structure can include a gear box 103, the internal combustion engine 101 is connected in parallel to the transmission shaft through the gear box 103, the motor shaft of the braking motor 3 is connected with the gear box 103, and the braking motor 3 brakes the internal combustion engine 101 through the gear box 103 during braking;

[0037] AsFigure 2 The second embodiment is shown, in which the motor shaft of the brake motor 3 is drivingly connected, i.e. directly connected (in series) to the drive train, and directly brakes the internal combustion engine 101 when braking.

[0038] According to the above-mentioned main propulsion device, a ship is proposed, which comprises the above-mentioned main propulsion device.

[0039] The above-mentioned internal combustion engine 101 is provided with an electronic governor 102, and the propulsion control system 5 is in control connection with the governor 102 and the power brake system 4 and sends control instructions to the governor 102 and the power brake system 4, so that the main propeller 2 operates at a predetermined rotational speed.

[0040] The above-mentioned governor 102 is electrically connected with the frequency conversion device of the power brake system 4.

[0041] In the description of the present application, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "front", "back", etc. indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the present application; in the present application, it should be noted that the terms "mounting", "connection" should be understood broadly, for example, it can be fixedly connected, or it can be detachably connected, or it can be integrally connected, or it can be indirectly connected through an intermediate connecting part, and the specific meaning of the terms in the present application can be understood according to the specific circumstances.

[0042] It is obvious to those skilled in the art that the present application is not limited to the details of the above-mentioned exemplary embodiments, and can be implemented in other specific forms without departing from the spirit or essential characteristics of the present application. Therefore, from any point of view, the embodiments should be regarded as exemplary and non-limiting, and the scope of the present application is defined by the appended claims rather than the above description, and therefore all changes falling within the meaning and scope of the equivalent elements of the claims are intended to be included in the present application, and any reference signs in the claims should not be regarded as limiting the claims involved.

[0043] In addition, it should be understood that although the present specification is described in terms of embodiments, not every embodiment contains only one independent technical solution, and the description manner of the specification is only for the sake of clarity, those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that those skilled in the art can understand.

Claims

1. A main propulsion device with a runaway prevention function, characterized by comprising: It is composed of main propeller (2), drive system (1), power brake system (4) and propulsion control system (5); the drive system (1) outputs power to the main propeller (2), providing thrust for the ship; when the main propeller (2) load is greatly reduced in a short time, the power brake system (4) is used to absorb the kinetic energy of the drive system (1) and the main propeller (2), and convert it into electric energy to prevent the speed from exceeding the set value; the propulsion control system (5) sends control instructions to the drive system (1) and the power brake system (4), so that the main propeller (2) runs at a predetermined speed; The drive system (1) includes internal combustion engine (101), shafting; the power brake system (4) is composed of brake motor (3), frequency conversion device, brake resistance or energy storage device; the brake motor (3) is equal to the ratio of the speed set value of the internal combustion engine (101) in all working conditions; When the speed of the main propeller (2) exceeds the set value of the propulsion control system (5), the brake motor (3) generates a reverse torque to absorb part of the power of the internal combustion engine (101), and the frequency conversion device is used to guide the power absorbed by the brake motor (3) into the brake resistance release or battery storage to realize braking.

2. The primary propulsion device with a fly-off prevention function according to claim 1, characterized in that, The internal combustion engine (101) and the brake motor (3) are connected in parallel to the main propeller (2).

3. The primary propulsion device with a fly-off prevention function according to claim 1, characterized in that, The internal combustion engine (101) and the brake motor (3) are connected in series to the main propeller (2).

4. The primary propulsion device with a fly-off prevention function according to claim 1, characterized in that, The energy storage device includes battery or capacitor or brake resistance.

5. The primary propulsion device with a fly-off prevention function according to claim 1, characterized in that, The frequency conversion device of the power brake system (4) includes inverter module (401) and rectifier module (402), the inverter module (401) is electrically connected with the rectifier module (402), and the frequency conversion device is electrically connected with the battery (403), or brake resistance is arranged on the electric connection line.

6. The primary propulsion device with a flywheel prevention function according to claim 5, characterized in that, The internal combustion engine (101) is provided with a speed regulator (102).

7. The primary propulsion device with a flywheel prevention function according to claim 6, characterized in that, The propulsion control system (5) is controlled connected with the speed regulator (102) and the power brake system (4) and sends control instructions to the speed regulator (102) and the power brake system (4), so that the main propeller (2) runs at a predetermined speed.

8. The primary propulsion device with a flywheel prevention function according to claim 7, characterized in that, The speed regulator (102) is electrically connected with the frequency conversion device of the power brake system (4).

9. A vessel characterised in that, It is installed with the main propelling device of claim 1.

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