Multi-mode switching control device of ship new energy hybrid power common rail system

Abstract

The invention belongs to the technical field of ship control, and particularly relates to a multi-mode switching control device of a ship new energy hybrid power common rail system, which comprises a power cabin, the interior of the power cabin is divided into an internal combustion engine cavity, a motor cavity and a battery cavity through laminates and partition plates, and an internal combustion engine, a motor and a battery pack are respectively mounted in the power cabin; a first paddle shaft is installed at the driving end of the motor, an internal combustion engine power connecting-in mechanism is arranged in the internal combustion engine cavity, a second paddle shaft is installed in the internal combustion engine cavity through the internal combustion engine power connecting-in mechanism, the first paddle shaft and the second paddle shaft penetrate through the power bin, and a transmission mechanism is arranged between the first paddle shaft and the second paddle shaft. The double-propeller reverse braking device has the advantages that double-propeller reverse braking can be completed within the shortest time in a ship braking mode, the ship braking efficiency is greatly improved, fuel is saved, and pollutant emission is reduced.

Description

Technical Field

[0001] The present invention relates to the field of ship control technology, and in particular to a multi-mode switching control device for a ship new energy hybrid power common rail system. Background Art

[0002] The ship's new energy hybrid common rail system refers to a ship power system that combines traditional power and new energy technologies (such as electric motors, fuel cells, etc.). It uses an intelligent control system to coordinate management and energy distribution, optimize the ship's energy efficiency, reduce fuel consumption, reduce emissions, and improve the ship's overall performance and environmental protection.

[0003] At present, the dual drive mode of internal combustion engine and electric motor is mainly used in the hybrid power system of ships to drive the propulsion of double blades. With the improvement of intelligent control system, internal combustion engine and electric motor can coordinate the output of different power sources according to the actual navigation conditions of ships, thereby deriving multi-mode working state. For example, in high-speed navigation and heavy load state, internal combustion engine is the main power source, providing high power and stable power. In the low-speed, near port and other low-power demand operation stages, electric motor is the main power source, providing zero-emission power to reduce dependence on fossil fuels. However, in the braking mode of existing ships, it is necessary to reversely drive the blades to rotate after reducing the propeller speed in advance to brake and decelerate the ship. However, since the internal combustion engine needs certain mechanical actions when switching from forward to reverse state, and it is necessary to wait for the internal combustion engine's own speed to decrease to a certain degree before it can be carried out, the braking process has a slow response speed. The reversal of the electric motor is driven by changing the current direction and magnetic field, which has a strong braking effect and a fast response speed. Therefore, the blades driven by the internal combustion engine cannot achieve the braking effect of the blades driven by the electric motor, resulting in the failure of the double-blade ship to achieve a better braking effect.

[0004] To solve the above problems, we proposed a multi-mode switching control device for a ship's new energy hybrid common rail system. Summary of the invention

[0005] The purpose of the present invention is to solve the problems in the background technology and to propose a multi-mode switching control device for a ship new energy hybrid power common rail system.

[0006] In order to achieve the above-mentioned purpose, the present invention adopts the following technical scheme: a multi-mode switching control device of a ship new energy hybrid common rail system, comprising a power compartment, wherein the power compartment is divided into an internal combustion engine chamber, an electric motor chamber and a battery chamber by a layer plate and a partition, and an internal combustion engine, an electric motor and a battery pack are installed respectively, a first propeller shaft is installed at the driving end of the electric motor, an internal combustion engine power access mechanism is arranged in the internal combustion engine chamber, a second propeller shaft is installed in the internal combustion engine chamber through the internal combustion engine power access mechanism, the first propeller shaft and the second propeller shaft pass through the power compartment and a transmission mechanism is arranged between the two;

[0007] The transmission mechanism includes a first one-way bearing fixedly sleeved on the first paddle shaft, the outer ring of the first one-way bearing is fixedly sleeved with a first bevel gear, a second bevel gear is vertically meshed below the first bevel gear, the lower end of the second bevel gear is coaxially fixedly connected with a transmission rod, a second one-way bearing is fixedly sleeved on the transmission rod, the outer ring of the second one-way bearing is fixed to a layer plate, the lower end of the transmission rod extends into the internal combustion engine cavity and is fixedly connected with a circular plate, the lower end of the circular plate is fixedly connected with a first contact rod group, a brake ring block is sleeved on the second paddle shaft, the right end of the brake ring block is fixedly connected with a second contact rod group vertically staggered with the first contact rod group, a brake cone block is fixedly sleeved on the second paddle shaft, and a pushing assembly is provided on the brake ring block.

[0008] In the above-mentioned multi-mode switching control device of the new energy hybrid common rail system for ships, the inner wall of the brake ring block is conical, and the outer peripheral surface of the brake cone block and the inner peripheral wall of the brake ring block are both made of frosted material.

[0009] In the above-mentioned multi-mode switching control device of the new energy hybrid common rail system of a ship, the pushing assembly includes a rotating bearing fixedly sleeved on the outer circumference of the brake ring block, the upper end of the outer ring of the rotating bearing is fixedly connected to a vertical plate, the lower end of the layer plate is fixedly installed with a hydraulic telescopic rod, the telescopic end of the hydraulic telescopic rod is fixedly connected to the right end of the vertical plate, and a support member is provided below the rotating bearing;

[0010] The support member includes two support plates fixedly connected to the lower end of the outer ring of the rotating bearing, and the lower ends of the two support plates are provided with sliding rods that penetrate horizontally and are slidably connected. Both ends of the two sliding rods are commonly fixedly connected with end plates, and the end plates are fixedly connected to the bottom wall of the power compartment.

[0011] In the above-mentioned multi-mode switching control device of the new energy hybrid common rail system of a ship, four evenly distributed movable grooves are opened on the outer circumferential surface of the brake cone block, and a brake protrusion is laterally slidably connected in each of the movable grooves. A first spring is fixedly connected between the brake protrusion and the left inner wall of the movable groove. When there is no external force, the outer end of the brake protrusion protrudes from the outer circumferential surface of the brake cone block. When subjected to a lateral thrust, the first spring can be compressed and the brake protrusion is completely retracted into the movable groove.

[0012] In the above-mentioned multi-mode switching control device of the new energy hybrid common rail system of a ship, the internal combustion engine power access mechanism includes a rotating block coaxially fixedly connected to the right end of the second propeller shaft, and the right end of the rotating block is provided with a rotating groove concentrically arranged therewith, and the output end of the internal combustion engine is coaxially fixedly connected with a driving block, and the driving block is located in the rotating groove and coaxially arranged therewith, and two semi-ring plates are arranged on the outer circumference of the rotating block, and the two semi-ring plates are arranged oppositely to form a full ring, and the inner sides of the two semi-ring plates are fixedly connected to limit blocks, and the ends of the two limit blocks away from the semi-ring plates penetrate the outer wall of the rotating block and extend into the rotating groove, and the outer circumference of the driving block is fixedly connected with two evenly distributed transmission blocks. The movable block has three electric telescopic rods evenly distributed circumferentially about the rotating block fixedly installed in the internal combustion engine cavity, and a first generator wheel is fixedly installed at the telescopic end of each electric telescopic rod, and the three first generator wheels are in rolling contact with the outer side of the full ring formed by two semi-ring plates. Four spring grooves are provided on the outer circumference of the rotating block, and two second springs are fixedly connected to the inner sides of the two semi-ring plates, and one end of the second spring away from the semi-ring plate is fixedly connected to the inner wall of the corresponding spring groove. When the three electric telescopic rods are retracted at the same time, the two semi-ring plates can be moved away from each other under the action of the second spring, so that the limit block in the rotation groove is retracted into the rotating block. At this time, the internal combustion engine cannot drive the rotating block to rotate through the driving block.

[0013] In the above-mentioned multi-mode switching control device of the new energy hybrid common rail system of a ship, a contact sleeve wheel is fixedly sleeved on the driving end of the internal combustion engine, a second generator wheel is arranged directly above the contact sleeve wheel, the first generator wheel and the second generator wheel located directly above are arranged correspondingly on the left and right and a connecting rod is connected therebetween for common rotation, the front and rear ends of the center position of the connecting rod are coaxially connected to a fixed rod, the upper end of the fixed rod is fixedly connected to the lower end of the layer plate, the lower end of the layer plate is fixedly connected to a free telescopic rod, and the telescopic end of the free telescopic rod is fixedly connected to the upper end of the second generator wheel.

[0014] Compared with the existing technology, the advantages of the multi-mode switching control device of the ship's new energy hybrid common rail system are:

[0015] 1. By setting the transmission mechanism and the internal combustion engine power access mechanism, when the ship enters the braking mode, the internal combustion engine and the electric motor stop the forward output at the same time, the electric motor brakes itself and drives in the reverse direction, and at the same time, the three electric telescopic rods shrink synchronously, so that the internal combustion engine power access mechanism is disconnected from the internal combustion engine, and the idling second propeller shaft is quickly braked. At the same time, the motor can complete the braking and reversing work in the shortest time, and use the transmission mechanism to drive the second propeller shaft to reverse, so as to achieve the state of synchronous reversal of the first propeller shaft and the second propeller shaft. In this mode, the electric motor provides power, and the double-propeller reverse braking can be completed in the shortest time, which greatly improves the braking efficiency of the ship. In the braking mode, the internal combustion engine does not need to provide fuel to work, and only needs to idle. While ensuring the braking speed and braking effect of the ship, it saves fuel and reduces pollutant emissions.

[0016] 2. By setting the brake cam, when the second propeller shaft is subjected to idling brake, the brake ring block in the right movement process can first contact the brake cam for preliminary deceleration. After reducing the speed of the second propeller shaft, the brake cam is pushed into the movable groove, and then contacts the brake cone block after compressing the first spring to complete the braking. This method can avoid direct maximum friction braking at high speed and damage to the brake ring block.

[0017] 3. By setting the first generator wheel and the second generator wheel, the first generator wheel can collect electric energy when the internal combustion engine drives the second propeller shaft in the forward rotation state, and the second generator wheel can collect electric energy in the deceleration state after the internal combustion engine is disconnected from the second propeller shaft, thereby reducing energy loss and improving energy efficiency.

[0018] In summary, the present invention can complete the double-propeller reverse braking in the shortest time in the ship braking mode, greatly improving the braking efficiency of the ship. In the braking mode, the internal combustion engine does not need to provide fuel to work, but only needs to idle. While ensuring the braking speed and braking effect of the ship, it saves fuel usage and reduces pollutant emissions. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 A three-dimensional diagram of a multi-mode switching control device for a ship new energy hybrid common rail system proposed by the present invention;

[0020] Figure 2 A three-dimensional diagram from another perspective of the multi-mode switching control device of the ship new energy hybrid common rail system proposed by the present invention;

[0021] Figure 3 A three-dimensional diagram of the transmission mechanism in the multi-mode switching control device of the ship new energy hybrid common rail system proposed by the present invention;

[0022] Figure 4A stereoscopic diagram of a brake cone block in a multi-mode switching control device for a ship new energy hybrid common rail system proposed by the present invention;

[0023] Figure 5 A three-dimensional diagram of the internal combustion engine power access mechanism in the multi-mode switching control device of the ship new energy hybrid power common rail system proposed by the present invention;

[0024] Figure 6 A stereoscopic diagram of another perspective of the internal combustion engine power access mechanism in the multi-mode switching control device of the ship new energy hybrid common rail system proposed by the present invention;

[0025] Figure 7 It is a stereoscopic diagram of another state of the transmission kit in the multi-mode switching control device of the ship new energy hybrid power common rail system proposed by the present invention.

[0026] In the figure: 1 power compartment, 2 layer plate, 3 internal combustion engine, 4 partition plate, 5 electric motor, 6 battery pack, 7 first propeller shaft, 8 second propeller shaft, 9 first one-way bearing, 10 first bevel gear, 11 second bevel gear, 12 transmission rod, 13 second one-way bearing, 14 first contact rod group, 15 brake ring block, 16 second contact rod group, 17 rotating bearing, 18 support plate, 19 slide bar, 20 hydraulic telescopic rod, 21 brake cone block, 22 movable groove, 23 brake convex block, 24 first spring, 25 rotating block, 26 driving block, 27 semi-ring plate, 28 limit block, 29 first generator wheel, 30 electric telescopic rod, 31 transmission block, 32 second spring, 33 contact sleeve wheel, 34 second generator wheel, 35 free telescopic rod, 36 connecting rod, 37 fixed rod, 38 electric fan. DETAILED DESCRIPTION

[0027] The following examples are for illustrative purposes only and are not intended to limit the scope of the present invention.

[0028] Reference Figure 1-Figure 7 , a multi-mode switching control device for a new energy hybrid common rail system for ships, comprising a power compartment 1, in which a layer plate 2 and a partition plate 4 are arranged, the layer plate 2 and the partition plate 4 divide the power compartment 1 into an internal combustion engine chamber, an electric motor chamber and a battery chamber, and are respectively installed with an internal combustion engine 3, an electric motor 5 and a battery pack 6, a first propeller shaft 7 and a second propeller shaft 8 are passed through and rotatably connected at the left end of the power compartment 1, and the ends of the first propeller shaft 7 and the second propeller shaft 8 away from the power compartment 1 are fixedly connected with propeller blades, the right end of the first propeller shaft 7 is connected to the electric motor 5, and the first propeller shaft 7 is directly driven by the electric motor 5. The end of the second propeller shaft 8 located in the internal combustion engine chamber is connected to an internal combustion engine power access mechanism, and the internal combustion engine 3 can drive the second propeller shaft 8 to rotate through the internal combustion engine power access mechanism, and can also disconnect the connection between the driving end of the internal combustion engine 3 and the second propeller shaft 8, so as to ensure that the reverse braking mode of the second propeller shaft 8 will not cause braking effect on the internal combustion engine 3.

[0029] The internal combustion engine power access mechanism includes a rotating block 25 coaxially fixedly connected to the right end of the second propeller shaft 8. A rotating groove concentrically arranged therewith is opened at the right end of the rotating block 25. A driving block 26 is coaxially fixedly connected to the output end of the internal combustion engine 3. The driving block 26 is located in the rotating groove and concentrically arranged therewith. Two semi-ring plates 27 are arranged on the outer circumference of the rotating block 25. The two semi-ring plates 27 are arranged relatively to form a full ring. Under the action of force, they are relatively close to each other and are wrapped around the outer circumference of the rotating block 25. They can be relatively separated under no force conditions. The inner sides of the two semi-ring plates 27 are fixedly connected to the limit blocks 28, and the ends of the two limit blocks 28 away from the semi-ring plates 27 penetrate the outer wall of the rotating block 25 and extend into the rotating groove, and are located between the driving block 26 and the rotating groove. Two evenly distributed transmission blocks 31 are fixedly connected to the outer peripheral surface of the driving block 26. The internal combustion engine 3 can directly drive the driving block 26 to rotate, and the driving block 26 can contact the two limit blocks 28 located in the rotating groove through the transmission block 31, thereby pushing the rotating block 25 to rotate synchronously. The rotation of the rotating block 25 can drive the second propeller shaft 8 to rotate. In this state, the motor 5 drives the first propeller shaft 7 to rotate, and the internal combustion engine 3 drives the second propeller shaft 8 to rotate, so that normal ship driving modes can be performed, such as internal combustion engine drive mode, electric motor drive mode and hybrid drive mode.

[0030] Reference Figure 1-Figure 7 Three electric telescopic rods 30 are fixedly installed in the internal combustion engine cavity and are evenly distributed circumferentially about the rotating block 25. The telescopic ends of each electric telescopic rod 30 are fixedly installed with a first generator wheel 29. The three first generator wheels 29 are in rolling contact with the outer ring formed by the two semi-ring plates 27. Four spring grooves are opened on the outer circumference of the rotating block 25. Two second springs 32 are fixedly connected to the inner sides of the two semi-ring plates 27. One end of the second spring 32 away from the semi-ring plate 27 is fixedly connected to the inner wall of the corresponding spring groove. The three electric telescopic rods 30 perform telescopic work synchronously, and the three electric telescopic rods 30 keep the extension In the long state, the three first generator wheels 29 are respectively in contact with and abut against the two half-ring plates 27, so that the two ends of the two half-ring plates 27 fit together to maintain a state of forming a complete ring. In this state, the four second springs 32 are all in a compressed state, and the two limit blocks 28 are both in a state of being located in the rotation groove, so that the internal combustion engine 3 can normally drive the second propeller shaft 8 to rotate. During the normal driving process of the second propeller shaft 8 by the internal combustion engine 3, the three first generator wheels 29 can rotate by contact with the two half-ring plates 27 to generate electricity. The generator wheel is a prior art that generates electricity by rotating force, which will not be explained here.

[0031] Reference Figure 7When the three electric telescopic rods 30 are retracted at the same time, the two half-ring plates 27 that originally formed a full ring state can move away from each other under the action of the second spring 32, so that the limit block 28 in the rotation groove is retracted into the rotation block 25. At this time, the internal combustion engine 3 cannot drive the rotation block 25 to rotate through the driving block 26, that is, the connection between the output end of the internal combustion engine 3 and the second propeller shaft 8 is disconnected, and the second propeller shaft 8 is in a state of no power source.

[0032] A transmission mechanism is provided between the first paddle shaft 7 and the second paddle shaft 8 located in the power compartment 1, and the transmission mechanism includes a first one-way bearing 9 fixedly sleeved on the first paddle shaft 7, the first one-way bearing 9 is fixed to the first paddle shaft 7 through an inner ring, the outer ring of the first one-way bearing 9 is fixedly sleeved with a first bevel gear 10, a second bevel gear 11 is vertically meshed below the first bevel gear 10, a transmission rod 12 is coaxially fixedly connected to the lower end of the second bevel gear 11, a second one-way bearing 13 is fixedly sleeved on the transmission rod 12, the second one-way bearing 13 is fixed to the transmission rod 12 through an inner ring, the outer ring of the second one-way bearing 13 is fixed to the layer plate 2, and the transmission rod 12 can only rotate in one direction. Furthermore, under the setting of the first one-way bearing 9 and the second one-way bearing 13, when the motor 5 drives the first paddle shaft 7 to rotate forward, the first bevel gear 10, the second bevel gear 11 and the transmission rod 12 remain locked and cannot rotate, and when the motor 5 drives the first paddle shaft 7 to reverse, the first bevel gear 10, the second bevel gear 11 and the transmission rod 12 are synchronously transmitted.

[0033] Reference Figure 1-Figure 7 The lower end of the transmission rod 12 extends into the internal combustion engine cavity and is fixedly connected with a circular plate, the lower end of the circular plate is fixedly connected with a first contact rod group 14, a brake ring block 15 is sleeved on the second paddle shaft 8, and the right end of the brake ring block 15 is fixedly connected with a second contact rod group 16 vertically staggered with the first contact rod group 14. The first contact rod group 14 and the second contact rod group 16 in the staggered state can be transmitted, which is similar to a bevel gear transmission. The first contact rod group 14 and the second contact rod group 16 are both composed of eight contact rods evenly distributed on the circumference, and the contact rods of the second contact rod group 16 are longer, so that the second contact rod group 16 can move horizontally within a certain range while maintaining the staggered state with the first contact rod group 14. A brake cone block 21 is fixedly sleeved on the second paddle shaft 8, and the inner wall of the brake ring block 15 is conical, which is used to cooperate with the use of the brake cone block 21. The outer peripheral surface of the brake cone block 21 and the inner peripheral wall of the brake ring block 15 are both frosted materials, which facilitates friction braking after the two contact.

[0034] The brake ring block 15 is provided with a pushing assembly, which includes a rotating bearing 17 fixedly sleeved on the outer circumference of the brake ring block 15, so that the brake ring block 15 can rotate under the transmission of the first contact rod group 14 and the second contact rod group 16. The upper end of the outer ring of the rotating bearing 17 is fixedly connected with a vertical plate, and the lower end of the layer plate 2 is fixedly installed with a hydraulic telescopic rod 20, and the telescopic end of the hydraulic telescopic rod 20 is fixedly connected to the right end of the vertical plate. A support member is provided below the rotating bearing 17, and the support member includes two supporting plates 18 fixedly connected to the lower end of the outer ring of the rotating bearing 17. The lower ends of the two supporting plates 18 are both provided with a sliding rod 19 that penetrates horizontally and is slidably connected. The two ends of the two sliding rods 19 are both fixedly connected with an end plate, and the end plate is fixedly connected to the inner bottom wall of the power compartment 1. Under the action of the support member, the brake ring block 15 can be effectively supported, and can be stably moved horizontally under the action of the hydraulic telescopic rod 20, and the rotation of the brake ring block 15 is not affected during the movement.

[0035] Specifically, when the hydraulic telescopic rod 20 pushes the brake ring block 15 to move left and makes it contact with the brake cone block 21, the two can fit tightly under the action of friction, thereby being connected together and can rotate synchronously. However, due to the limitation of the second one-way bearing 13, the brake cone block 21 that fits tightly with the brake ring block 15 cannot rotate forward and can only reverse.

[0036] Four evenly distributed movable grooves 22 are provided on the outer circumference of the brake cone block 21, and a brake protrusion 23 is laterally slidably connected in each movable groove 22. A first spring 24 is fixedly connected between the brake protrusion 23 and the inner wall on the left side of the movable groove 22. When not subject to external force, the outer end of the brake protrusion 23 protrudes out of the outer circumference of the brake cone block 21. When subjected to a lateral thrust, the first spring 24 can be compressed, and the brake protrusion 23 is completely received in the movable groove 22. The arrangement of the brake protrusion 23 enables the brake ring block 15 to first contact with the brake protrusion 23 during the right movement, and then it can be pushed into the movable groove 22, and then contact with the brake cone block 21 after the first spring 24 is compressed. When the second paddle shaft 8 is in a high-speed idling state, the first spring 24 is gradually compressed during the left movement, and the friction force generated is gradually increased, thereby gradually improving the braking capacity. Until the brake ring block 15 is completely attached to the brake cone block 21, the maximum friction force is generated to stop the second paddle shaft 8 from rotating. This method can avoid direct maximum friction braking under high-speed conditions and damage to the brake ring block 15.

[0037] When the ship enters the braking mode, the internal combustion engine 3 and the electric motor 5 stop the forward output at the same time, the electric motor 5 brakes itself and drives in the reverse direction, and at the same time, the three electric telescopic rods 30 shrink synchronously, so that the internal combustion engine power access mechanism is disconnected from the internal combustion engine 3, and the second propeller shaft 8 is in an unpowered idling state in the positive direction. The hydraulic telescopic rod 20 pushes the brake ring block 15 to move left, and first contacts with the protruding brake protrusion 23. Since the brake ring block 15 cannot rotate forward, the friction force generated by the contact protrusion 23 and the inner wall of the brake ring block 15 can be used to brake and decelerate the second propeller shaft 8 in the idling state. As the first spring 24 is gradually compressed during the left movement, the friction force generated gradually increases, and the braking capacity is gradually improved until the brake ring block 15 is completely in contact with the brake cone block 21, generating the maximum friction force to make the second propeller shaft 8 in the idling state decelerate. The second paddle shaft 8 stops rotating, and at the same time, the motor 5 can complete the braking and reversing work in the shortest time. When the first paddle shaft 7 is driven to reverse, the brake ring block 15 can be driven to reverse under the transmission action of the first bevel gear 10, the second bevel gear 11, the transmission rod 12, the first contact rod group 14 and the second contact rod group 16, so that the brake ring block 15 can drive the brake cone block 21 to reverse, thereby achieving the state of synchronous reversal of the first paddle shaft 7 and the second paddle shaft 8. In this mode, the motor 5 provides power to complete the double-paddle reverse braking in the shortest time, which greatly improves the braking efficiency of the ship. In the braking mode, the internal combustion engine 3 does not need to provide fuel to work, and only needs to idle. While ensuring the braking speed and braking effect of the ship, it saves fuel usage and reduces pollutant emissions.

[0038] A contact sleeve wheel 33 is fixedly sleeved on the driving end of the internal combustion engine 3, and a second generator wheel 34 is arranged directly above the contact sleeve wheel 33. The first generator wheel 29 located directly above is correspondingly arranged on the left and right of the second generator wheel 34, and a connecting rod 36 is connected to the two for common rotation. The front and rear ends of the center position of the connecting rod 36 are coaxially connected to a fixed rod 37 for rotation. The upper end of the fixed rod 37 is fixedly connected to the lower end of the layer plate 2, and a free telescopic rod 35 is fixedly connected to the lower end of the layer plate 2. The telescopic end of the free telescopic rod 35 is fixedly connected to the upper end of the second generator wheel 34. When the ship enters the braking mode, the contraction of the electric telescopic rod 30 located above drives the corresponding first generator wheel 29 to move upward, and the second generator wheel 34 moves downward under the limit of the free telescopic rod 35, thereby rolling in contact with the contact sleeve wheel 33. At this time, the output end of the internal combustion engine 3 is in a deceleration state from high speed to low speed, and the second generator wheel 34 can effectively collect the energy generated by the rotation of the contact sleeve wheel 33 at this stage, and convert it into electrical energy for storage (the specific electrical energy conversion and electrical energy storage work are existing technologies and will not be elaborated here).

[0039] The battery cavity is located directly above the internal combustion engine 3. Electric fans 38 are fixedly installed on the bottom wall of the battery cavity and in front and behind the battery pack 6, and are arranged through the layer plate 2. The two electric fans 38 rotate in opposite directions. The heat generated by the internal combustion engine 3 when working can be transported to the battery cavity through the electric fans 38 and circulated in the internal combustion engine cavity, thereby ensuring a constant temperature in the battery cavity and preventing the battery's storage and discharge performance from being affected by too low a temperature. The electric energy generated by the first generator wheel 29 and the second generator wheel 34 can be stored in the surplus battery (the surplus battery is a prior art and is not described here), and is used to power the electric fan 38, the electric telescopic rod 30 and the hydraulic telescopic rod 20 in the power compartment 1.

[0040] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. A multi-mode switching control device for a ship new energy hybrid common rail system, comprising a power compartment (1), characterized in that: The power compartment (1) is divided into an internal combustion engine chamber, an electric motor chamber and a battery chamber by a layer plate (2) and a partition plate (4), and an internal combustion engine (3), an electric motor (5) and a battery pack (6) are installed respectively, a first propeller shaft (7) is installed at the driving end of the electric motor (5), an internal combustion engine power access mechanism is provided in the internal combustion engine chamber, a second propeller shaft (8) is installed in the internal combustion engine chamber through the internal combustion engine power access mechanism, the first propeller shaft (7) and the second propeller shaft (8) pass through the power compartment (1), and a transmission mechanism is provided between the two. The transmission mechanism comprises a first one-way bearing (9) fixedly sleeved on the first propeller shaft (7); the outer ring of the first one-way bearing (9) is fixedly sleeved with a first bevel gear (10); a second bevel gear (11) is vertically meshed below the first bevel gear (10); a transmission rod (12) is coaxially fixedly connected to the lower end of the second bevel gear (11); a second one-way bearing (13) is fixedly sleeved on the transmission rod (12); the outer ring of the second one-way bearing (13) is fixed to the layer plate (2); the lower end of the transmission rod (12) extends into the internal combustion engine cavity and is fixedly connected to a circular plate; the lower end of the circular plate is fixedly connected to a first contact rod group (14); a brake ring block (15) is sleeved on the second propeller shaft (8); the right end of the brake ring block (15) is fixedly connected to a second contact rod group (16) vertically staggered with the first contact rod group (14); a brake cone block (21) is fixedly sleeved on the second propeller shaft (8); and a pushing component is provided on the brake ring block (15).

2. The multi-mode switching control device of the ship new energy hybrid common rail system according to claim 1 is characterized in that: The inner wall of the brake ring block (15) is conical, and the outer peripheral surface of the brake cone block (21) and the inner peripheral wall of the brake ring block (15) are both made of frosted material.

3. The multi-mode switching control device of the ship new energy hybrid common rail system according to claim 1 is characterized in that: The pushing assembly comprises a rotating bearing (17) fixedly sleeved on the outer circumference of the brake ring block (15); the upper end of the outer ring of the rotating bearing (17) is fixedly connected to a vertical plate; the lower end of the layer plate (2) is fixedly installed with a hydraulic telescopic rod (20); the telescopic end of the hydraulic telescopic rod (20) is fixedly connected to the right end of the vertical plate; and a support member is provided below the rotating bearing (17); The support member comprises two support plates (18) fixedly connected to the lower end of the outer ring of the rotating bearing (17), the lower ends of the two support plates (18) are provided with sliding rods (19) that penetrate transversely and are slidably connected, and both ends of the two sliding rods (19) are commonly fixedly connected to end plates, and the end plates are fixedly connected to the inner bottom wall of the power bin (1).

4. The multi-mode switching control device of the ship new energy hybrid common rail system according to claim 1, characterized in that: The outer circumferential surface of the brake cone block (21) is provided with four evenly distributed movable grooves (22), each of the movable grooves (22) is laterally slidably connected with a brake protrusion (23), and a first spring (24) is fixedly connected between the brake protrusion (23) and the left inner wall of the movable groove (22). When no external force is applied, the outer end of the brake protrusion (23) protrudes from the outer circumferential surface of the brake cone block (21), and when a lateral thrust is applied, the first spring (24) can be compressed, and the brake protrusion (23) is completely received in the movable groove (22).

5. The multi-mode switching control device of the ship new energy hybrid common rail system according to claim 1, characterized in that: The internal combustion engine power access mechanism comprises a rotating block (25) coaxially fixedly connected to the right end of the second propeller shaft (8), the right end of the rotating block (25) is provided with a rotating groove arranged concentrically therewith, the output end of the internal combustion engine (3) is coaxially fixedly connected to a driving block (26), the driving block (26) is located in the rotating groove and is arranged coaxially therewith, two semi-ring plates (27) are arranged on the outer circumference of the rotating block (25), the two semi-ring plates (27) are arranged opposite to each other to form a full ring, the inner sides of the two semi-ring plates (27) are fixedly connected to limit blocks (28), the ends of the two limit blocks (28) away from the semi-ring plates (27) both penetrate the outer wall of the rotating block (25) and extend into the rotating groove, the outer circumference of the driving block (26) is fixedly connected to two evenly distributed transmission blocks (31), and three rotating blocks are fixedly installed in the cavity of the internal combustion engine. The rotating block (25) is provided with electric telescopic rods (30) uniformly distributed in the circumferential direction, and the telescopic ends of the electric telescopic rods (30) are fixedly mounted with first generator wheels (29), and the three first generator wheels (29) are in rolling contact with the outer ring formed by the two semi-ring plates (27). The outer circumferential surface of the rotating block (25) is provided with four spring grooves, and the inner sides of the two semi-ring plates (27) are fixedly connected with two second springs (32), and one end of the second spring (32) away from the semi-ring plate (27) is fixedly connected with the inner wall of the corresponding spring groove. When the three electric telescopic rods (30) are contracted at the same time, the two semi-ring plates (27) can be moved away from each other under the action of the second springs (32), so that the limit block (28) in the rotation groove is received in the rotating block (25), and at this time, the internal combustion engine (3) cannot drive the rotating block (25) to rotate through the driving block (26).

6. The multi-mode switching control device for a ship new energy hybrid common rail system according to claim 5, characterized in that: A contact sleeve wheel (33) is fixedly sleeved on the driving end of the internal combustion engine (3), and a second generator wheel (34) is arranged directly above the contact sleeve wheel (33). The first generator wheel (29) and the second generator wheel (34) located directly above are arranged correspondingly on the left and right, and a connecting rod (36) is connected between the two for common rotation. The front and rear ends of the center position of the connecting rod (36) are coaxially connected to a fixed rod (37). The upper end of the fixed rod (37) is fixedly connected to the lower end of the layer plate (2), and the lower end of the layer plate (2) is fixedly connected to a free telescopic rod (35), and the telescopic end of the free telescopic rod (35) is fixedly connected to the upper end of the second generator wheel (34).

7. The multi-mode switching control device for a ship new energy hybrid common rail system according to claim 1, characterized in that: The battery cavity is located directly above the internal combustion engine (3), and electric fans (38) are fixedly installed on the bottom wall of the battery cavity and in front and behind the battery pack (6) and are arranged to penetrate the layer plate (2).

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