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

Abstract

The present invention belongs to the field of ship control technology, and in particular relates to a multi-mode switching control device for a ship's new energy hybrid common rail system, comprising a power compartment, which is divided into an internal combustion engine chamber, an electric motor chamber, and a battery chamber by layers and partitions, and is respectively equipped with an internal combustion engine, an electric motor, and a battery pack. The driving end of the electric motor is equipped with a first propeller shaft, and an internal combustion engine power access mechanism is provided 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 provided between the two. The advantage is that the present invention can complete double-propeller reverse braking in the shortest time in the ship's braking mode, greatly improving the ship's braking efficiency, saving fuel usage, and reducing pollutant emissions.

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, lower emissions, and improve the ship's overall performance and environmental friendliness.

[0003] Currently, hybrid power systems for ships primarily utilize a dual-drive mode of an internal combustion engine and an electric motor to drive the twin propellers. With the advancement of intelligent control systems, the internal combustion engine and electric motor can coordinate the output of different power sources based on the ship's actual navigation conditions, resulting in a multi-mode operating state. For example, during high-speed navigation and heavy load conditions, the internal combustion engine serves as the primary power source, providing high-power and stable power. During low-power operation, such as at low speeds or near ports, the electric motor serves as the primary power source, providing zero-emission power and reducing dependence on fossil fuels. However, in braking mode, existing ships require the propeller speed to be reduced in advance before driving the blades in reverse to achieve braking deceleration. However, since the internal combustion engine requires mechanical action to switch from forward to reverse rotation and must wait until its own speed has decreased to a certain level before it can proceed, the braking process is slow. Reverse rotation of an electric motor, driven by changing the direction of current and magnetic field, has a stronger braking effect and a faster response. Therefore, the internal combustion engine-driven propellers cannot achieve the same braking effect as the electric motor-driven propellers, resulting in a lack of effective braking for twin-propeller ships.

[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 new energy hybrid common rail system of a ship.

[0006] To achieve the above objectives, the present invention adopts the following technical solution: a multi-mode switching control device for a new energy hybrid common rail system for ships, 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 layers and partitions, 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 provided 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 provided between the first propeller shaft and the second propeller shaft.

[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 to 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 the layer plate, the lower end of the transmission rod 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 the 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 to 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 circumferential surface of the brake cone block and the inner circumferential wall of the brake ring block are both made of frosted material.

[0009] In the multi-mode switching control device of the above-mentioned new energy hybrid common rail system for ships, 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 the 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. The lower ends of the two support plates are provided with sliding rods that pass through 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 peripheral surface of the brake cone block, and a brake protrusion is connected to each movable groove in a transverse sliding manner. 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 peripheral surface of the brake cone block. When subjected to a lateral thrust, the first spring can be compressed and the brake protrusion can be 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 to a driving block, and the driving block is located in the rotating groove and coaxially arranged therewith, and two semi-ring plates are provided on the outer circumference of the rotating block, and the two semi-ring plates are arranged opposite to each other 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 pass through the outer wall of the rotating block and extend into the rotating groove, and the outer circumference of the driving block is fixedly connected to two evenly distributed transmission blocks. The movable block has three electric telescopic rods that are 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-annular 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-annular plates. One end of the second spring away from the semi-annular 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-annular 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 is fixedly sleeved on the driving end of the internal combustion engine, and a second generator wheel is provided directly above the contact sleeve. 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 between the two 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 existing technologies, the advantages of the multi-mode switching control device of the new energy hybrid common rail system of the ship are:

[0015] 1. By setting up a transmission mechanism and an internal combustion engine power access mechanism, when the ship enters the braking mode, the internal combustion engine and the electric motor stop 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 electric 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 a state of synchronous reversal of the first propeller shaft and the second propeller shaft. In this mode, the electric motor provides power and can complete the double-propeller reverse braking 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 providing a brake bump, when the second propeller shaft is subjected to idling braking, the brake ring block in the right movement process can first contact the brake bump for preliminary deceleration. After reducing the speed of the second propeller shaft, the brake bump is pushed into the movable groove, compressing the first spring and then contacting the brake cone block 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 electrical energy when the internal combustion engine drives the second propeller shaft in the forward rotation state, and the second generator wheel can collect electrical 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 the multi-mode switching control device for a new energy hybrid common rail system for ships proposed by the present invention;

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

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

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

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

[0026] In the figure: 1 power compartment, 2 layer plate, 3 internal combustion engine, 4 partition, 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 rod, 20 hydraulic telescopic rod, 21 brake cone block, 22 movable groove, 23 brake protrusion, 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 The multi-mode switching control device of the ship's new energy hybrid common rail system includes a power compartment 1, which is provided with a layer plate 2 and a partition plate 4. 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. The left end of the power compartment 1 is penetrated and rotatably connected with a first propeller shaft 7 and a second propeller shaft 8. The first propeller shaft 7 and the second propeller shaft 8 are fixedly connected with propeller blades at the ends away from the power compartment 1. 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. 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 to ensure that the reverse braking mode of the second propeller shaft 8 will not cause braking influence 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. 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 concentrically arranged therewith. Two semi-ring plates 27 are provided on the outer circumference of the rotating block 25. The two semi-ring plates 27 are arranged relative to each other to form a full ring. Under the action of force, they are relatively close to each other and thus 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 pass through 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 electric 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-annular 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-annular plates 27. The end of the second spring 32 away from the semi-annular 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 maintain extension. In the long state, the three first generator wheels 29 are in contact with and against the two semi-annular plates 27 respectively, so that the two ends of the two semi-annular 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 semi-annular plates 27 to generate electricity. The generator wheel is a prior art that generates electricity by using rotational force and 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 can no longer 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 now in a power-free state.

[0032] A transmission mechanism is provided between the parts of the first paddle shaft 7 and the second paddle shaft 8 located in the power compartment 1. 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. The lower end of the second bevel gear 11 is coaxially fixedly connected to a transmission rod 12. 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. 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. 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 chamber and is fixedly connected to a circular plate. The lower end of the circular plate is fixedly connected to the first contact rod group 14. The second paddle shaft 8 is sleeved with a brake ring block 15. The right end of the brake ring block 15 is fixedly connected to the second contact rod group 16 perpendicularly 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 transmit the first contact rod group 14, which is similar to a bevel gear transmission. The first contact rod group 14 and the second contact rod group 16 are each composed of eight contact rods evenly distributed around the circumference. The contact rods of the second contact rod group 16 are longer, allowing the second contact rod group 16 to move laterally 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. The inner wall of the brake ring block 15 is conical to cooperate with the use of the brake cone block 21. The outer circumferential surface of the brake cone block 21 and the inner circumferential wall of the brake ring block 15 are both frosted materials, which facilitates the friction braking generated by the contact between the two.

[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 to a vertical plate, and 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. A support member is provided below the rotating bearing 17, which includes 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 both provided with a sliding rod 19 that passes through and is slidably connected. The two ends of the two sliding rods 19 are both fixedly connected to 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 stably move laterally 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 the 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 rotating 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] The first spring 24 is compressed and the second paddle shaft 8 is stopped, so that the brake ring block 15 is not damaged.

[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, the maximum friction force is generated to make the second propeller shaft 8 in the idling state 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, thereby using the brake ring block 15 to drive the brake cone block 21 to reverse, thereby achieving a 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 reversal 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 33 is fixedly sleeved on the driving end of the internal combustion engine 3, and a second generator wheel 34 is provided just above the contact sleeve 33. The first generator wheel 29 and the second generator wheel 34 located just above are arranged correspondingly on the left and right, 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 the lower end of the layer plate 2 is fixedly connected to a free telescopic rod 35. 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 chamber is located directly above the internal combustion engine 3. Electric fans 38 are fixedly installed on the bottom wall of the battery chamber and in front and behind the battery pack 6, penetrating the layer 2. The two electric fans 38 rotate in opposite directions. The heat generated by the internal combustion engine 3 during operation can be transported to the battery chamber through the electric fans 38 and circulated with the internal combustion engine chamber, thereby ensuring a constant temperature in the battery chamber and preventing the battery's storage and discharge performance from being affected by excessively low temperatures. The electrical energy generated by the first generator wheel 29 and the second generator wheel 34 can be stored in the residual battery (the residual battery is a prior art and is not described here) and 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 principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A multi-mode switching control device for a new energy hybrid common rail system of a ship, 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. The driving end of the electric motor (5) is installed with a first propeller shaft (7). 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 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). 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), an outer ring of the first one-way bearing (9) fixedly sleeved with a first bevel gear (10), a second bevel gear (11) vertically meshed below the first bevel gear (10), a transmission rod (12) coaxially fixedly connected at the lower end of the second bevel gear (11), a second one-way bearing (13) fixedly sleeved on the transmission rod (12), an outer ring of the second one-way bearing (13) fixed to the layer plate (2), the lower end of the transmission rod (12) extends into the internal combustion engine cavity and fixedly connected to a circular plate, the lower end of the circular plate fixedly connected to a first contact rod group (14), a brake ring block (15) sleeved on the second propeller shaft (8), a second contact rod group (16) vertically staggered with the first contact rod group (14) fixedly connected at the left end of the brake ring block (15), a brake cone block (21) fixedly sleeved on the second propeller shaft (8), and a pushing assembly provided on the brake ring block (15).

2. The multi-mode switching control device for a marine new energy hybrid common rail system according to claim 1, 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 for a marine new energy hybrid common rail system according to claim 1, characterized in that: The pushing assembly includes 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 the 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 includes two support plates (18) fixedly connected to the lower end of the outer ring of the rotating bearing (17), and the lower ends of the two support plates (18) are provided with a sliding rod (19) that passes through horizontally and is slidably connected. Both ends of the two sliding rods (19) are commonly fixedly connected to an end plate, and the end plate is fixedly connected to the inner bottom wall of the power compartment (1).

4. The multi-mode switching control device for a marine new energy hybrid common rail system according to claim 1, characterized in that: Four evenly distributed movable grooves (22) are provided on the outer peripheral surface of the brake cone block (21), and a brake protrusion (23) is connected to each movable groove (22) in a transverse sliding manner. 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 peripheral surface of the brake cone block (21). When subjected to a transverse thrust, 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 for a marine new energy hybrid common rail system according to claim 1, characterized in that: 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), the right end of the rotating block (25) is provided with a rotating groove concentrically arranged 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 coaxially arranged therewith, two semi-annular plates (27) are provided on the outer circumference of the rotating block (25), the two semi-annular plates (27) are arranged relative to each other to form a full ring, the inner sides of the two semi-annular plates (27) are fixedly connected to the limiting blocks (28), the ends of the two limiting blocks (28) away from the semi-annular 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 internal combustion engine cavity. The block (25) is provided with electric telescopic rods (30) evenly distributed circumferentially, and the telescopic end of each electric telescopic rod (30) is fixedly mounted with a first generator wheel (29), and the three first generator wheels (29) are in rolling contact with the outer ring formed by the two semi-annular plates (27). The outer peripheral surface of the rotating block (25) is provided with four spring grooves, and the inner sides of the two semi-annular plates (27) are fixedly connected with two second springs (32), and one end of the second spring (32) away from the semi-annular plate (27) is fixedly connected to the inner wall of the corresponding spring groove. When the three electric telescopic rods (30) are retracted at the same time, the two semi-annular plates (27) can be moved away from each other under the action of the second spring (32), so that the limit block (28) located in the rotating 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 marine new energy hybrid common rail system according to claim 5, characterized in that: A contact sleeve (33) is fixedly sleeved on the driving end of the internal combustion engine (3), and a second generator wheel (34) is provided directly above the contact sleeve (33). The first generator wheel (29) and the second generator wheel (34) located directly above are arranged in left and right correspondence and a connecting rod (36) is connected therebetween 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). 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 marine 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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