Marine dual-power switching device

Abstract

The invention discloses a marine dual-power switching device, and relates to the technical field of marine gearboxes, the marine dual-power switching device comprises a diesel engine, a motor and a gearbox, the motor is used as the main power input of the gearbox, the diesel engine is used as the auxiliary power input of the gearbox, and the power of the motor is greater than that of the diesel engine. The motor is arranged outside the gear box, and an output shaft of the motor is in running fit with a motor input shaft arranged inside the gear box through a coupler. The coupling is an elastic damping coupling. The marine unit in the structural form that the high-power motor serves as main power and the diesel engine serves as auxiliary power is used, the traditional design is broken through by arranging the high-power motor outside the gearbox, connection of the high-power and large-size motor can be achieved, the motor serves as the main power to push a ship to run, and the service life of the ship is prolonged. The diesel engine is only used in an emergency state, and dual-power input meets various requirements of safety, environmental protection and the like.

Description

Technical Field

[0001] The present invention relates to the technical field of marine gearboxes, and particularly to a marine dual-power switching device. Background Art

[0002] Some marine units are usually driven by a diesel engine power input to the gearbox or an electric motor power input to the gearbox. When using only the diesel engine unit as the power, when the ship is sailing at a low speed, the excess power of the diesel engine will be wasted, and the diesel engine has a large noise and is not environmentally friendly, and it is not suitable to use the diesel engine drive in some specific environments. When using only the electric motor as the power, the sailing speed of the ship is not fast enough, and the endurance will become a problem.

[0003] Currently, new energy drive devices are being developed in the market, and there is a power input form that combines a diesel engine and an electric motor. However, due to the particularity of water navigation, usually the diesel engine is used as the main power input to the gearbox to drive the ship, and a small-power electric motor is additionally provided as an auxiliary power. At this time, the electric motor is only used in an emergency state, and the small-power electric motor is difficult to meet the use requirements of long endurance, and the electric motor is usually built into the gearbox, which is inconvenient for maintenance.

[0004] The applicant of the present invention has previously designed a gearbox structure related to dual power and has applied for patents, such as patents: a marine gearbox with hybrid oil-electric power input (2019104457517), a gearbox with dual oil-electric power input (2016107129898), and a marine gearbox with hybrid oil-electric motor external power input (2020100219870). Although the above three patent documents disclose dual power input of a diesel engine and an electric motor, their electric motors are all built into the gearbox. Due to the limitation of the installation space inside the gearbox, it is not easy to make the power and size of the electric motor too large. Therefore, basically, the diesel engine is still used as the main power input method to achieve the high-speed driving of the ship, and the electric motor is only used as an auxiliary power to achieve quiet low-speed driving.

[0005] If you want to use a high-power electric motor as the main power input of the marine gearbox to achieve the purpose of quiet high-speed driving. On the premise of considering the cost, it is more appropriate to use an AC motor. However, the size of a high-power AC motor (or a DC motor) is usually large, which is not only difficult to be built into the gearbox, but also has quite a few difficulties to be overcome in the installation and manufacturing process.

[0006] Based on the above situation, the inventors of the present application designed a marine unit with a structure form that uses a high-power motor as the main power and a diesel engine as the auxiliary power. By externally placing the high-power motor outside the gearbox, the traditional design is broken, enabling the access of high-power and large-size motors. Using the motor as the main power to drive the ship to travel at high speed and quietly, the diesel engine is only used in emergency situations, and the dual-power input meets various requirements such as safety and environmental protection.

[0007] In particular, when the cruise ship is sailing in tourist attractions, on the premise of meeting green environmental protection, the diesel engine is turned off and only the motor works. This not only is environmentally friendly and energy-saving, but also the high-power motor can meet the usage requirements of the ship to travel at high speed and quietly. At the same time, it can also ensure that in case of an emergency, the diesel engine can be quickly and automatically started to avoid capsizing accidents caused by problems such as motor tripping, effectively solving the risk of the ship suddenly losing power and ensuring the safety of ship navigation. Summary of the Invention

[0008] The technical solution of the present invention aims at the technical problem that the existing technical solutions are too single, and provides a solution significantly different from the prior art. It mainly provides a marine dual-power switching device. One of its purposes is to solve the problems that the existing dual-power marine gearboxes can only use a diesel engine as the main power input or the motor power is too small. Through the external hanging design of the high-power motor, the high-power motor is used as the main power input of the marine gearbox to achieve the high-speed and quiet travel of the ship. At the same time, it can also quickly self-start the diesel engine when the motor trips, effectively avoiding capsizing accidents and ensuring the safety of ship navigation.

[0009] To achieve the above object, the present invention provides the following technical solution: A marine dual-power switching device, including a diesel engine 37, a motor 29, and a gearbox 1;

[0010] The motor 29 is used as the main power input of the gearbox 1, the diesel engine 37 is used as the auxiliary power input of the gearbox 1, and the power of the motor 29 is greater than the power of the diesel engine 37;

[0011] The motor 29 is externally placed outside the gearbox 1, and the output shaft of the motor 29 is rotationally matched with the motor input shaft 27 placed inside the gearbox 1 through a coupling 28;

[0012] The coupling 28 is an elastic damping coupling, which is internally provided with an annular oil cavity 281 and corrugated damping sheets 282, and a damping liquid is filled in the annular oil cavity 281.

[0013] Preferably, the annular oil cavity 281 is filled with a silicon-based damping liquid with a viscosity of 8000 - 12000 cP, and the corrugated damping sheets 282 form an angle of 15° with the axial direction of the motor input shaft 27.

[0014] Preferably, when the motor power > 200 kW, the viscosity of the damping liquid in the annular oil chamber of the coupling 28 ≥ 10,000 cP, and the diameter d of the motor input shaft 27 needs to satisfy:

[0015] (Formula 1)

[0016] In the above Formula 1, d is the diameter of the motor input shaft 27, F is the propulsion device type coefficient, C is the design characteristic coefficient of the shaft, Ne is the rated power transmitted by the shaft, ne is the rated speed of the shaft, σb is the tensile strength of the shaft material, K = 1.2 - 1.5 (dual power switching compensation coefficient), α = 0.3 - 0.5 (diesel engine instantaneous start-up impact coefficient), and Nd is the rated power of the diesel engine.

[0017] Preferably, when the motor 29 works, the motor 29 drives the motor input shaft 27 to rotate, and drives the output shaft 38 to rotate forward or backward through the way of gear meshing;

[0018] When the diesel engine 37 works, the diesel engine 37 drives the input front shaft 40 to rotate, and drives the output shaft 38 to rotate forward or backward through the way of gear meshing.

[0019] Preferably, the input front shaft 40 of the diesel engine 37 is connected to the ahead shaft 16 through a sliding bearing, and an ahead input gear 15 and an ahead driving gear 18 are sleeved on the ahead shaft 16;

[0020] The ahead driving gear 18 meshes with the output gear 22, the output gear 22 is sleeved on the output shaft 38, and an output coupling 21 for outputting power is provided at the end of the output shaft 38.

[0021] Preferably, the ahead input gear 15 meshes with a reverse transmission gear 36 sleeved on the reverse shaft 33, and a reverse driving gear 32 is also sleeved on the reverse shaft 33;

[0022] When the reverse driving gear 32 meshes with the output gear 22, it is used to realize the reverse working condition.

[0023] Preferably, an electric motor driving gear 24 is sleeved on the motor input shaft 27 of the motor 29, and the electric motor driving gear 24 is used to mesh with the ahead input gear 15

[0024] Preferably, the ahead driving gear 18 is sleeved loosely on the ahead shaft 16, and a ahead clutch 20 is provided on one side inside the ahead input gear 15, and a diesel engine clutch 13 is provided on the other side inside the ahead input gear 15;

[0025] And / or, the forward clutch 20 is composed of a forward piston, forward internal friction plates, forward external friction plates, and a forward spring, and is used to control the transmission between the forward shaft 16 and the forward driving gear 18.

[0026] Preferably, the diesel engine clutch 13 includes a diesel engine piston, internal friction plates A, external friction plates A, and a diesel engine spring to form a diesel engine clutch 53, which is used to control the transmission between the diesel engine input shaft 40 and the forward input gear 15.

[0027] Preferably, the reverse driving gear 32 is sleeved on the reverse shaft 33, and a reverse clutch 34 is arranged inside the reverse transmission gear 36;

[0028] The reverse clutch 34 is composed of a reverse piston, reverse internal friction plates, reverse external friction plates, and a reverse spring 50, and is used to control the transmission between the reverse driving gear 32 and the reverse shaft 33.

[0029] Preferably, a motor clutch 25 is arranged on the motor input shaft 27. The motor clutch 25 includes a motor piston, motor internal friction plates, motor external friction plates, and a motor spring, and is used to control the transmission between the motor driving gear 24 and the motor input shaft 27, and further control whether the motor driving gear 24 meshes with the forward input gear 15.

[0030] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0031] (1) The present invention uses a high-power motor as the main power and a diesel engine as the auxiliary power for a marine unit in a structural form, and by externally placing the high-power motor outside the gearbox, it breaks the traditional design, can realize the access of a high-power and large-size motor, and uses the motor as the main power to push the ship to run. The diesel engine is only used in emergency situations. The dual-power input meets various requirements such as safety and environmental protection.

[0032] (2) Due to the internal installation of the motor in the traditional dual-power gearbox, limited by the internal installation space of the gearbox, it is impossible to install a high-power and large-size motor. Therefore, the motor can usually only be used as an auxiliary power to achieve quiet and low-speed driving. In the present invention, the external design of the high-power motor not only breaks through the limitation of the internal installation space of the gearbox but also can achieve quiet and high-speed driving, meeting the usage requirements of different application scenarios.

[0033] (3) When the present invention is applied to the navigation of a cruise ship, on the premise of meeting green environmental protection, the diesel engine is turned off and only the motor works. It is not only environmentally friendly and energy-saving but also can ensure that in an emergency, the diesel engine can be quickly and automatically started to avoid capsizing accidents caused by problems such as motor tripping, effectively solving the risk of the ship suddenly losing power and ensuring the safety of ship navigation.

[0034] (4) In the present invention, the control of the diesel engine and the motor belongs to different control modules. It can not only achieve zonal control without interference, but also ensure that in the case of motor tripping or failure of the motor control module, the control of the vessel can be achieved through the control module of the diesel engine, thus avoiding safety accidents.

[0035] (5) In the present invention, the motor is externally placed outside the gearbox, which is convenient for the initial installation and subsequent motor maintenance. When the motor fails, it is not necessary to disassemble the whole gearbox, and only the external motor needs to be disassembled for repair, which is more convenient and practical.

[0036] (6) By externally designing a large-size and high-power motor in the present invention, the installation space inside the gearbox can be effectively saved, the installation compactness of the gearbox can be ensured, the overall size of the gearbox is small, which is convenient for transportation, transfer and installation, and reduces the requirements for the size of the hull power part. It is applicable not only to large vessels but also to small vessels, and can meet the operation of multiple modes, realizing the high-speed and quiet navigation of the vessel.

[0037] (7) In the present invention, through the design of the dual-power mode of the diesel engine and the motor, the drive of a single-power mode of the diesel engine or the motor can be realized, and the input of dual-power high power and the output of greater power can also be realized, breaking through the requirements for the size of the gearbox, thus realizing the access of a larger-power motor. The upper limit requirement for the power of this motor is low, and the use demand of extremely high power can be realized, which is applicable to the quiet high-speed navigation of ultra-large vessels.

[0038] (8) In the present invention, through the ternary cooperative structure of the annular oil cavity + angle-adjustable corrugated sheet + viscosity-optimized damping liquid, the annular oil cavity serves as the main body of viscous energy dissipation to wrap the torque transmission inner core, and the corrugated damping sheet is radially radiated to connect the inner core and the oil liquid at an inclination angle of 15°, forming a fluid-structure coupling energy dissipation system. This spatial layout enables the axial / radial / torsional vibration energy to be dissipated in stages, realizing the full-frequency vibration control of the dual-power system of high-power ships, thereby reducing the vibration during the dual-power switching process of the high-power motor and the diesel engine and ensuring the stability during the operation of the hull.

[0039] (9) In the present invention, based on the dual-power switching of the high-power motor and the diesel engine, dynamic load correction is introduced. During the process of motor tripping → emergency start of the diesel engine in the dual-power system, the motor bearing is subjected to alternating impact loads. By introducing the diesel engine impact coefficient α and the switching compensation coefficient K through the modified formula, the impact load problem caused by dual-power switching can be reduced, and the failure rate during the dual-power switching process can be reduced. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] Figure 1 is a schematic diagram of the external structure of the present invention;

[0041] Figure 2Schematic diagram of the position structure between the output shaft and the diesel engine input shaft in the present invention;

[0042] Figure 3 Schematic diagram of the position structure between the motor input shaft and the diesel engine input shaft in the present invention;

[0043] Figure 4 Schematic diagram of the structure of the coupling in the present invention;

[0044] Figure 5 Schematic diagram of the axonometric structure of the appearance of the present invention;

[0045] Figure 6 is Figure 1 Schematic diagram of the sectional structure at A-A in

[0046] In the figure: 1. Gearbox; 2. Output shaft component; 3. Control valve; 6. Motor; 7. Input coupling; 8. Diesel engine oil pump shaft; 9. Oil pump driven gear; 10. Bearing A; 11. Oil pump driving gear; 12. Diesel engine oil pump; 13. Diesel engine clutch; 14. Clutch seat; 15. Ahead input gear; 16. Ahead shaft; 17. Bearing B; 18. Ahead driving gear; 19. Ahead clutch seat; 20. Ahead clutch; 21. Output coupling; 22. Output gear; 23. Motor oil pump; 24. Motor driving gear; 25. Motor clutch; 26. Bearing C; 27. Motor input shaft;

[0047] 28. Coupling; 281. Annular oil chamber; 282. Corrugated damping sheet; 283. Coupling housing; 284. Coupling inner core;

[0048] 29. Motor; 30. Motor clutch housing; 31. Bearing D; 32. Reverse driving gear; 33. Reverse shaft; 34. Reverse clutch; 35. Reverse driving gear seat; 36. Reverse transmission gear; 37. Diesel engine; 38. Output shaft; 39. Bearing E; 40. Diesel engine input shaft; 41. Main housing. Detailed implementation manners

[0049] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

[0050] Embodiment: In existing marine units, there is no structure form that uses a high-power motor as the main propulsion and a diesel engine as the auxiliary. Therefore, it is very difficult to achieve quiet and high-speed navigation of ships. To solve the above problems, the unit in the embodiment of the present invention adopts a marine power unit with a dual power input of a diesel engine 37 and an electric motor 29 into a marine gearbox 1, with the electric motor 29 as the main power and the diesel engine 37 as the auxiliary power, to achieve the purpose of quiet and high-speed navigation and energy conservation and environmental protection. However, due to the particularity of the electric motor 29 during water navigation, such as being affected by moisture and water droplets splashing onto electrical components. To solve the safety problem, the diesel engine 37 is used as the auxiliary power to achieve safety guarantee.

[0051] Specifically, a marine dual-power switching device provided by the embodiment of the present invention mainly includes a diesel engine 37, an electric motor 29, and a gearbox 1. Among them, the electric motor 29 is used as the main power input of the gearbox 1, the diesel engine 37 is used as the auxiliary power input of the gearbox 1, and the power of the electric motor 29 is greater than that of the diesel engine. The specific power of the electric motor can be set according to the actual application scenario, and its upper limit requirement is relatively low, which can meet the use requirements of extremely high power and is suitable for the quiet and high-speed navigation of ultra-large ships.

[0052] As Figures 1-6 shown, the gearbox 1 includes a main housing 41. The electric motor 29 is externally disposed outside the gearbox 1, that is, outside the main housing 41, and the output shaft of the electric motor 29 is rotationally matched with the electric motor input shaft 27 disposed inside the gearbox 1 through a coupling 28. The externally disposed electric motor 29 is power-connected to the inside of the gearbox 1 through the coupling 28. The coupling 28 can not only compensate for the axial, radial, and angular errors between the electric motor 29 and the gearbox 1, reduce vibrations and noises caused by manufacturing or installation errors, but also improve the transmission efficiency and the reliability of the equipment operation.

[0053] Among them, referring to Figure 4 shown, the coupling 28 is an elastic damping coupling, which is internally provided with an annular oil chamber 281 and a corrugated damping sheet 282. A silicon-based damping liquid with a viscosity of 8000 - 12000 cP is filled in the annular oil chamber 281, and the corrugated damping sheet 282 forms an angle of 15° with the electric motor input shaft 27 axially.

[0054] Specifically, the coupling 28 is divided into three layers from the outside to the inside: the outermost layer is the coupling housing 283 (connected to the output shaft of the electric motor), the innermost layer is the coupling core 284 (connected to the electric motor input shaft 27 of the gearbox), and the middle layer is the annular oil chamber 281.

[0055] The annular oil chamber 281 is filled with high-viscosity silicone-based damping liquid (8000-12000cP), both ends of the annular oil chamber 281 are closed by fluororubber sealing rings, and the outer wall is rigidly connected to the coupling housing (fixed to the motor output shaft flange), the inner wall is suspended and does not contact any rotating parts, and the volume ratio of the motor shaft diameter to the annular oil chamber 281 is (V chamber / V shaft ≥ 0.25).

[0056] When the motor shaft rotates, vibrations caused by manufacturing errors or load changes can cause relative movement between the outer shell and the inner core, thereby squeezing the damping fluid. The damping fluid flows in the oil cavity and generates shear force, converting the vibration energy into heat energy, thereby slowing down the axial vibration.

[0057] Among them, the corrugated damping sheet 282 is located inside the annular oil chamber 281, specifically connected to the outer surface of the inner core of the coupling (or the inner surface of the outer shell), and is radially distributed. The corrugated damping sheets 282 are evenly distributed along the circumference (for example, 6-8 sheets). These corrugated damping sheets 282 are thin sheets made of metal sheets (such as spring steel), but are processed into a corrugated shape (similar to a wave shape). The direction of the corrugation forms an angle of 15° with the axial direction of the motor shaft. The inner end of the corrugated damping sheet 282 is welded to the inner core boss, and the outer end is freely suspended. The plane of the damping sheet forms an angle of 15° with the axis, the corrugation depth h=0.08d (d is the diameter of the motor input shaft), and the wavelength λ=3h (d is the diameter of the motor input shaft 27).

[0058] When the coupling 28 is subjected to axial vibration (such as the shock of diesel engine startup), the corrugated damping plate 282 will undergo elastic deformation (the crests and troughs of the corrugations are compressed or stretched) to absorb the vibration energy. At the same time, since the corrugated plate is arranged at an angle of 15°, it can also convert part of the axial vibration into radial deformation, further consuming energy.

[0059] The damping liquid in the annular oil chamber 281 and the corrugated damping sheet 282 can also work together. When vibration occurs, the corrugated damping sheet 282 first absorbs low-frequency and large-amplitude impacts (such as diesel engine startup impact) through elastic deformation. At the same time, its deformation will push the damping liquid in the annular oil chamber 281, causing the damping liquid to produce high-speed shear flow, thereby dissipating high-frequency vibration energy. In this way, the corrugated damping sheet 282 mainly handles low-frequency vibrations, and the damping liquid handles high-frequency vibrations. The two cover wide-band vibrations and are particularly suitable for strong vibrations and impacts generated when high-power motors (>200kW) are externally installed. The structural deformation of the corrugated damping sheet 282 can absorb large energy impacts, while the high-viscosity damping liquid can effectively suppress high-frequency vibrations. The combination of the two allows the coupling to remain stable while transmitting large torque.

[0060] Connection relationship between the coupling 28 and the motor shaft: One end of the coupling 28 (coupling housing 283) is fixedly connected to the motor output shaft through a keyway or flange, and the other end (coupling inner core 284) is also connected to the motor input shaft 27 of the gearbox through a keyway or flange. The annular oil chamber 281 and the corrugated damping sheet 282 are both located inside the coupling 28. Therefore, they do not directly contact the motor shaft, but transmit torque and vibration through the coupling housing 283 and the coupling inner core 284 of the coupling 28.

[0061] In summary, the elastic damping coupling can effectively reduce vibration and mitigate the excessive vibration caused by the external placement of the motor 29. In addition, on the premise of not considering cost, a silent motor can be used to further effectively reduce the noise caused by the external placement of the motor 29, effectively achieving the silent high-speed operation of the ship. In this embodiment, a high-power motor 29 is used as the main power input of the gearbox 1, which can not only meet the requirements of green and environmental protection usage scenarios, but also meet the usage requirements of high speed and long endurance. In addition, a diesel engine 37 is also configured inside the gearbox 1 to ensure that in the event of an emergency when the motor 29 trips, the diesel engine 37 can be quickly started to control the ship, effectively solving the risk of the ship suddenly losing power and avoiding accidents such as capsizing, ensuring the safety of ship navigation. It is especially suitable for use in cruise ships in the green and environmental protection travel industry, not only meeting its green and environmental protection usage requirements, but also greatly improving the safety performance of the cruise ship.

[0062] During the process of motor trip → emergency start of the diesel engine in the dual-power system of this application, the motor shaft bears alternating impact loads. To ensure the stability and reliability of the motor during operation, as well as the structural design of the annular oil chamber 281 and the corrugated damping sheet 282 in the above-mentioned coupling 28, this application provides a diameter calculation formula for the motor input shaft 27:

[0063] For example, when the power of the motor 29 > 200 kW, the viscosity of the damping liquid in the annular oil chamber 281 of the coupling 28 ≥ 10,000 cP, and the diameter d of the motor input shaft 27 needs to meet:

[0064] (Formula 1)

[0065] In the above Formula 1, d is the diameter of the motor input shaft 27, F is the propulsion device type coefficient, C is the shaft design characteristic coefficient, Ne is the rated power transmitted by the shaft, ne is the rated speed of the shaft, σb is the tensile strength of the shaft material, K = 1.2 - 1.5 (dual-power switching compensation coefficient), α = 0.3 - 0.5 (diesel engine instantaneous start impact coefficient), and Nd is the rated power of the diesel engine.

[0066] Among them;

[0067] Regarding the integration of dynamic loads, in this application, the impact load (α⋅Nd) during the emergency start of the diesel engine is superimposed on the steady-state load (Ne) of the motor, which is more in line with the actual force conditions during the dual-power switching operation. Further, regarding the physical meaning of α, in actual working conditions, when the diesel engine starts instantaneously, the peak impact load on the motor bearing can reach 30%-50% of the rated power of the diesel engine. Therefore, α is taken as 0.3−0.5.

[0068] Regarding the safety factor K, the safety factor K (K = 1 in traditional design) is additionally amplified to increase the shaft diameter margin and prevent fatigue cumulative damage caused by frequent switching. The value-taking logic of K: when the dual-power switching frequency > 5 times / hour, the fatigue life of the motor shaft decreases. By setting the safety factor K = 1.2 - 1.5, the safety factor is ensured to be improved under 10^7 cycle loads.

[0069] Moreover, the high-viscosity damping fluid in the coupling 28 can absorb high-frequency vibrations, and α*Nd in the formula solves low-frequency impact loads, thus forming full-frequency vibration control. Therefore, through the collaborative design of the dynamic shaft diameter correction formula and the coupling damping, the problem of high failure rate during dual-power switching is solved.

[0070] From Figure 2 it can be seen that a forward gear 15 and a forward driving gear 18 are sleeved on the forward shaft 16. The forward driving gear 18 can mesh with the output gear 22. The output gear 22 is sleeved on the output shaft 38, and an output coupling 21 for outputting power is provided at the end of the output shaft 38. It can be understood that in the forward running condition, after the forward driving gear 18 meshes with the output gear 22, it drives the output shaft 38 and the output coupling 21 to rotate, and transmits the power to the propeller connected to the output coupling 21, and the forward running of the ship is realized through the rotation of the propeller, that is, going forward.

[0071] Furthermore, from Figure 3 it can be known that the forward gear 15 can mesh with the reverse driving gear 36 sleeved on the reverse shaft 33, and a reverse driving gear 32 is also sleeved on the reverse shaft 33; when the reverse driving gear 32 meshes with the output gear 22, the reverse running condition is realized. It should be noted that in the reverse running condition, after the forward gear 15 meshes with the reverse driving gear 36, it drives the reverse shaft 33 and the reverse driving gear 32 to rotate synchronously, and through the meshing of the reverse driving gear 32 with the output gear 22, it drives the output shaft 38 and the output coupling 21 to rotate, and transmits the power to the propeller, and the reverse running of the ship is realized through the rotation of the propeller, that is, going backward. Here, the rotation direction of the propeller during reverse running is opposite to that during forward running, so as to realize the forward or backward movement of the ship. In this embodiment, the control valve 3 controls the forward or reverse rotation of the output shaft 38, that is, controls the forward or backward movement of the ship.

[0072] When the motor 29 operates, the motor 29 drives the motor input shaft 27 to rotate, and drives the output shaft 38 to rotate forward or backward through the meshing of gears; when the diesel engine 37 operates, the diesel engine 37 drives the input front shaft 40 to rotate, and the input front shaft 40 is connected to the ahead shaft 16 through a sliding bearing, and drives the output shaft 38 to rotate forward or backward through the meshing of gears. In this embodiment, the bearing C26 and the bearing E39 are respectively used to support the rotation of the motor input shaft 27 and the output shaft 38.

[0073] In some realizable embodiments, a motor drive gear 24 is sleeved on the motor input shaft 27 of the motor 29, and the motor drive gear 24 is used to mesh with the ahead input gear 15. When using the motor 29 to drive the ship ahead, after the motor drive gear 24 meshes with the ahead input gear 15, it drives the output shaft 38 and the propeller to rotate, realizing the ahead operation.

[0074] In this embodiment, the ahead drive gear 18 is sleeved on the ahead shaft 16 loosely, and a ahead clutch 20 is arranged on one side inside the ahead input gear 15, and a diesel engine clutch 13 is arranged on the other side inside the ahead input gear 15. The ahead clutch 20 is composed of an ahead piston, ahead inner friction plates, ahead outer friction plates and an ahead spring, and is used to control the transmission between the ahead shaft 16 and the ahead drive gear 18.

[0075] In this embodiment, the astern drive gear 32 is sleeved on the astern shaft 33 loosely, and a reverse clutch 34 is arranged inside the reverse transmission gear 36. The reverse clutch 34 is composed of a reverse piston, reverse inner friction plates, reverse outer friction plates and a reverse spring 50, and is used to control the transmission between the astern drive gear 32 and the astern shaft 33. In this embodiment, the ahead shaft 16 and the astern shaft 33 are respectively supported and installed in the gearbox 1 through the bearing B17 and the bearing D31.

[0076] Generally, ships operating on water have very high requirements for safety. Using the motor 29 as the main power has low use cost, good flexibility and maneuverability, but once the motor 29 trips due to the reason that water conducts electricity, the diesel engine 37 must be started immediately to control the ship. Therefore, the gearbox needs to be specially designed.

[0077] When the power of the diesel engine 37 enters the gearbox 1, a set of diesel engine clutch 13 is designed separately for control. When the diesel engine clutch 13 engages, the power of the diesel engine 37 enters the gearbox 1. When the clutch disengages, it has nothing to do with other components of the gearbox 1, and at the same time, a separate oil pump is designed to be used when the diesel engine clutch 13 operates.

[0078] When the power of the motor 29 enters the gearbox 1, another set of motor clutch 25 needs to be engaged, so the operations of the motor 29 and the diesel engine 37 do not interfere with each other. The motor clutch 25 is designed with a separate oil pump for the operation of the motor 29.

[0079] Furthermore, in this embodiment, the diesel engine clutch 13 includes a diesel engine piston, inner friction plate A, outer friction plate A and a diesel engine spring to form a diesel engine clutch 53, which is used to control the transmission between the diesel engine input shaft 40 and the ahead input gear 15.

[0080] In addition, as Figure 3 shown, a motor clutch 25 is provided on the motor input shaft 27 of this embodiment. The motor clutch 25 includes a motor piston, motor inner friction plates, motor outer friction plates and a motor spring, which is used to control the transmission between the motor drive gear 24 and the motor input shaft 27, and further control whether the motor drive gear 24 meshes with the ahead input gear 15.

[0081] Further, in this embodiment, the oil pump driven gear 9 meshes with the oil pump drive gear 11. The oil pump driven gear 9 is sleeved on the diesel engine oil pump shaft 8, and the diesel engine oil pump shaft 8 is supported by a bearing A 10; the oil pump drive gear 11 is sleeved on the diesel engine input shaft 40, and one end of the diesel engine oil pump shaft 8 is connected to the diesel engine oil pump 12.

[0082] When the motor 29 operates to drive the motor input shaft 27 to rotate, one end of the motor input shaft 27 is connected to the motor oil pump 23. The motor oil pump 23 delivers the gearbox working oil to the motor piston, and the motor piston then moves to compress the motor outer friction plates and motor inner friction plates, causing the motor drive gear 24 to rotate and simultaneously driving the ahead input gear 15 to rotate together, realizing the operation of the gearbox driven by the motor 29. Under normal circumstances, the gearbox 1 of this application is powered by the motor 29 as the power input, which not only meets the requirements of environmental protection but also can effectively reduce noise and achieve quiet high-speed driving. Usually, when the diesel engine 37 is used as the power input, it not only affects the environment but also generates a lot of noise and is not environmentally friendly.

[0083] When the diesel engine 37 operates to drive the diesel engine input shaft 40 to rotate, the diesel engine oil pump 12 delivers the gearbox working oil to the diesel engine piston, and the diesel engine piston then moves to compress the diesel engine outer friction plates and diesel engine inner friction plates, causing the ahead input gear 15 to rotate, realizing the operation of the gearbox driven by the diesel engine. The diesel engine 37 in the embodiment of this application is used as an emergency when the motor 29 trips. After the motor 29 trips, the diesel engine 37 can achieve rapid self-starting, avoiding the situation of the ship having no power control and effectively ensuring the safety of ship navigation.

[0084] In this embodiment, the working oil of the gearbox can be conveyed to the ahead piston through the oil pump 12. The ahead piston then moves, compressing the ahead external friction plates and ahead internal friction plates, causing the ahead driving gear 18 to rotate and driving the output gear 22 to rotate together. The power of the gearbox passes through the output shaft 38 and is transmitted to the ship's propeller through the output coupling 21, realizing the ahead working condition of the gearbox.

[0085] In addition, the working oil of the gearbox can also be conveyed to the astern by the oil pump 12. The astern piston then moves, compressing the astern internal friction plates and astern external friction plates, causing the astern driving gear 32 to rotate and driving the output gear 22 to rotate together. The power of the gearbox passes through the output shaft 38 and is transmitted to the propeller through the output coupling 21, realizing the astern working condition of the gearbox; when there is no external power supply to charge the battery in some environments, the diesel engine can directly drive the motor to charge the battery, that is, the diesel engine 37 and the motor 29 jointly drive the ahead input gear 15. At this time, the diesel engine clutch 13 and the motor clutch 25 are simultaneously engaged; and the ahead clutch 20 and the astern clutch 34 are both in the disengaged state. At this time, the output gear 22 of the gearbox 1 does not rotate and is in the parking position. After the diesel engine 37 is directly connected to the motor 29, the motor 29 generates electricity to charge the battery for subsequent use, reducing one generator set and saving the cost of the whole ship.

[0086] When the diesel engine 37 and the motor 29 drive the gearbox to work simultaneously, the diesel engine piston in the ahead input gear 15 moves, compressing the diesel engine internal friction plates and external friction plates. At this time, the ahead input gear 15 rotates with the operation of the diesel engine 37. At the same time, the motor piston moves, compressing the motor external friction plates and motor internal friction plates to cause the motor driving gear 24 to rotate, driving the ahead input gear 15 meshing with the motor driving gear 24 to rotate, that is, the diesel engine 37 and the motor 29 jointly drive the ahead input gear 15 to rotate, achieving the purpose of high-power and fast navigation of the ship, being able to meet various working conditions of the ship and having a wider applicable scenario.

[0087] Although the present invention has been described in detail with reference to the foregoing embodiments, for those skilled in the art, they can still modify the technical solutions recorded in the foregoing embodiments, or perform equivalent replacements for some of the technical features. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.

Claims

1. A marine dual-power switching device, comprising a diesel engine (37), an electric motor (29), and a gearbox (1), characterized in that: The electric motor (29) serves as the main power input of the gearbox (1), the diesel engine (37) serves as the auxiliary power input of the gearbox (1), and the power of the electric motor (29) is greater than that of the diesel engine (37); The electric motor (29) is externally disposed outside the gearbox (1), and the output shaft of the electric motor (29) is rotationally mated with the electric motor input shaft (27) disposed inside the gearbox (1) through a coupling (28); The coupling (28) is an elastic damping coupling, which is internally provided with an annular oil chamber (281) and a corrugated damping sheet (282), and a damping liquid is filled in the annular oil chamber (281).

2. The marine dual-power switching device according to claim 1, characterized in that The annular oil chamber (281) is filled with a silicon-based damping liquid having a viscosity of 8000-12000 cP, and the corrugated damping sheet (282) forms an angle of 15° with the axial direction of the electric motor input shaft (27).

3. The marine dual-power switching device according to claim 2, characterized in that When the power of the electric motor (29) > 200 kW, the viscosity of the damping liquid in the annular oil chamber of the coupling (28) ≥ 10000 cP, and the diameter d of the electric motor input shaft (27) needs to satisfy: (Formula 1) In the above formula 1, d is the diameter of the electric motor input shaft (27), F is the propulsion device type coefficient, C is the shaft design characteristic coefficient, Ne is the rated power transmitted by the shaft, ne is the rated speed of the shaft, σb is the tensile strength of the shaft material, K = 1.2-1.5 (dual-power switching compensation coefficient), α = 0.3-0.5 (diesel engine instantaneous start-up impact coefficient), and Nd is the rated power of the diesel engine.

4. The marine dual-power switching device according to claim 3, characterized in that When the electric motor (29) works, the electric motor (29) drives the electric motor input shaft (27) to rotate, and drives the output shaft (38) to rotate forward or backward through the way of gear meshing; When the diesel engine (37) works, the diesel engine (37) drives the input front shaft (40) to rotate, and drives the output shaft (38) to rotate forward or backward through the way of gear meshing.

5. The marine dual-power switching device according to claim 4, characterized in that The input front shaft (40) of the diesel engine (37) is connected to the ahead shaft (16) through a sliding bearing, and an ahead input gear (15) and an ahead driving gear (18) are sleeved on the ahead shaft (16); The ahead driving gear (18) is meshed with an output gear (22), the output gear (22) is sleeved on the output shaft (38), and an output coupling (21) for outputting power is provided at the end of the output shaft (38).

6. The marine dual-power switching device according to claim 5, characterized in that The ahead input gear (15) is meshed with a reverse transmission gear (36) sleeved on the reverse shaft (33), and a reverse driving gear (32) is also sleeved on the reverse shaft (33); When the reverse driving gear (32) meshes with the output gear (22), it is used to realize the reverse working condition.

7. The marine dual-power switching device according to claim 5 or 6, characterized in that A motor driving gear (24) is sleeved on the motor input shaft (27) of the motor (29), and the motor driving gear (24) is used to mesh with the forward driving input gear (15).

8. The marine dual-power switching device according to claim 7, characterized in that A forward driving gear (18) is sleeved on the forward driving shaft (16), and a forward driving clutch (20) is arranged on one side inside the forward driving input gear (15), and a diesel engine clutch (13) is arranged on the other side inside the forward driving input gear (15); And / or, the forward driving clutch (20) is composed of a forward driving piston, forward driving inner friction plates, forward driving outer friction plates and a forward driving spring, and is used to control the transmission between the forward driving shaft (16) and the forward driving gear (18).

9. The marine dual-power switching device according to claim 7, characterized in that The diesel engine clutch (13) includes a diesel engine piston, inner friction plates A and outer friction plates A and a diesel engine spring to form a diesel engine clutch (53), and is used to control the transmission between the diesel engine input shaft (40) and the forward driving input gear (15).

10. The marine dual-power switching device according to claim 7, characterized in that The reverse driving gear (32) is sleeved on the reverse driving shaft (33), and a reverse driving clutch (34) is arranged inside the reverse driving gear (36); The reverse driving clutch (34) is composed of a reverse driving piston, reverse driving inner friction plates, reverse driving outer friction plates and a reverse driving spring (50), and is used to control the transmission between the reverse driving gear (32) and the reverse driving shaft (33).

11. The marine dual-power switching device according to claim 6, characterized in that A motor clutch (25) is arranged on the motor input shaft (27), and the motor clutch (25) includes a motor piston, motor inner friction plates, motor outer friction plates and a motor spring, and is used to control the transmission between the motor driving gear (24) and the motor input shaft (27), and further control whether the motor driving gear (24) meshes with the forward driving input gear (15).

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