Dynamic brake device, dynamic brake control method and marine propulsion system

Abstract

The invention belongs to the technical field of ships, and discloses a dynamic brake device, a dynamic brake control method and a marine propulsion system. The dynamic brake device comprises a brake disc, a brake mechanism and a hydraulic supply mechanism, wherein the brake disc is fixedly connected to a marine propulsion shafting; the brake mechanism comprises a seat body and at least one brake, the seat body is fixedly connected to the ship body, the brake is arranged on the seat body, and a brake part of the brake can be driven to tightly hold the brake disc so as to brake the brake disc and the marine propulsion shafting; the hydraulic supply mechanism comprises a hydraulic station and an oil pressure adjusting assembly, the hydraulic station communicates with the brake to supply hydraulic oil to the brake to drive the brake part, and the oil pressure adjusting assembly is used for adjusting the pressure of the hydraulic oil supplied to the brake. The dynamic braking device can achieve dynamic braking of the marine propulsion shafting and is high in reliability.

Description

Technical Field

[0001] The present invention relates to the technical field of ships, and particularly relates to a dynamic braking device, a dynamic braking control method and a marine propulsion system. Background Art

[0002] The marine main propulsion system converts the power generated by the main engine into the thrust for the ship to move forward, so as to overcome the resistance of the ship sailing in water and drive the ship to sail.

[0003] When the propulsion shafting stops rotating for a long time, in order to prevent the water flow from driving the shafting to rotate, it is necessary to fix the shafting. The traditional fixing structure of the marine propulsion shafting usually adopts static shaft locking, that is, first stop the rotation of the marine propulsion shafting, and then fix the shafting for a long time by shaft locking. This results in that if the shafting needs to be shaft-locked and braked during dynamic rotation, it is also necessary to first stop the drive and wait for the shafting to stop rotating before the shafting can be shaft-locked. It cannot achieve shaft locking in the dynamic operation state, so that after the marine main propulsion system finishes running, it still takes some time to perform the shaft locking operation.

[0004] Therefore, there is an urgent need for a dynamic braking device, a dynamic braking control method and a marine propulsion system to solve the above technical problems. Summary of the Invention

[0005] The first object of the present invention is to provide a dynamic braking device capable of realizing dynamic braking of a marine propulsion shafting.

[0006] To achieve this purpose, the present invention adopts the following technical solutions:

[0007] A dynamic braking device for dynamically braking a marine propulsion shafting, the dynamic braking device includes:

[0008] A brake disc fixedly connected to the marine propulsion shafting;

[0009] A brake braking mechanism including a seat body and at least one brake, the seat body is fixedly connected to the hull, the brake is arranged on the seat body, and the braking part of the brake can be driven to hold the brake disc to brake the brake disc and the marine propulsion shafting;

[0010] A hydraulic supply mechanism including a hydraulic station and an oil pressure regulating component, the hydraulic station is connected to the brake to supply hydraulic oil to the brake to drive the braking part, and the oil pressure regulating component is used to regulate the pressure of the hydraulic oil supplied to the brake.

[0011] Optionally, the above hydraulic supply mechanism further includes an oil inlet pipeline and an oil return pipeline; the above brake has two hydraulic oil ports;

[0012] The above oil inlet pipeline is connected and arranged between the oil outlet of the above hydraulic station and one of the above hydraulic oil ports of the above brake; the above oil return pipeline is connected and arranged between the other above hydraulic oil port of the above brake and the oil return port of the above hydraulic station.

[0013] Optionally, the above oil pressure regulating component includes:

[0014] An oil inlet control valve, the above oil inlet control valve is connected and arranged on the above oil inlet pipeline, and the opening pressure of the above oil inlet control valve is the first preset pressure;

[0015] An oil return control valve, the above oil return control valve is connected and arranged on the above oil return pipeline, the opening pressure of the above oil return control valve is the second preset pressure, the braking pressure of the above brake is A, and the first preset pressure ≤ A ≤ the second preset pressure.

[0016] Optionally, both the above oil inlet control valve and the above oil return control valve are one-way control valves.

[0017] Optionally, the above hydraulic station includes an electric pump and a hand pump, and both the above electric pump and the above hand pump can drive the above hydraulic station to supply hydraulic oil to the above brake.

[0018] Optionally, the above brake includes two brake pads, the two above brake pads are arranged on both sides of the above brake disc along its axial direction, and the two above brake pads can approach or move away from each other to clamp the above brake disc or release the above brake disc, so as to realize the dynamic braking of the above marine propulsion shafting.

[0019] Optionally, the above brake disc is sleeved on the propulsion shaft of the above marine propulsion shafting, and the above brake disc is further provided with a fixing part, and the fixing part is fixedly connected to the shafting flange of the above marine propulsion shafting, so that the above brake disc is fixedly connected to the above marine propulsion shafting.

[0020] Optionally, the above shafting flange includes a coupling fixing flange and a gearbox output flange, and the fixing part is fixedly connected to the coupling fixing flange and the gearbox output flange.

[0021] The second object of the present invention is to provide a dynamic braking control method, which can realize the dynamic braking of the marine propulsion shafting.

[0022] To achieve this purpose, the present invention adopts the following technical solutions:

[0023] A dynamic braking control method, using the above dynamic braking device, the above dynamic braking control method includes:

[0024] S10. The control console issues a braking signal to the clutch of the marine propulsion shafting system and the hydraulic station.

[0025] S20. The clutch receives the braking signal and switches to the disengaged state to control the marine propulsion shafting system to stop driving. At the same time, the hydraulic station receives the braking signal and supplies hydraulic oil to the brake, and adjusts the pressure of the hydraulic oil supplied to the brake through the oil pressure regulating component to meet the driving pressure range of the brake, so as to control the braking part of the brake to hold the brake disc tightly for braking.

[0026] The third object of the present invention is to provide a marine propulsion system capable of realizing dynamic braking of the marine propulsion shafting system.

[0027] To achieve this purpose, the present invention adopts the following technical solutions:

[0028] A marine propulsion system includes a marine propulsion shafting system and the above-mentioned dynamic braking device, and the dynamic braking device is used for dynamic braking of the marine propulsion shafting system.

[0029] Advantages of the present invention:

[0030] The present invention provides a dynamic braking device, a dynamic braking control method and a marine propulsion system. By arranging a brake disc that can be braked by a brake and fixedly connected to the marine propulsion shafting system, when dynamic braking is required for the marine propulsion shafting system, the brake is supplied with hydraulic oil by the hydraulic station to drive the braking part of the brake to hold the brake disc tightly for braking, so that dynamic braking of the marine propulsion shafting system can be realized. And an oil pressure regulating component is arranged to make the pressure of the hydraulic oil supplied to the brake meet the driving pressure range of the brake, avoiding problems such as the brake cannot be driven due to insufficient oil pressure or the brake is damaged due to excessive oil pressure, and improving the use reliability of the dynamic braking device. Description of the drawings

[0031] Figure 1 is an axonometric view of the dynamic braking device provided by the specific embodiment of the present invention;

[0032] Figure 2 is a front view of the dynamic braking device provided by the specific embodiment of the present invention;

[0033] Figure 3 is a side view of the dynamic braking device provided by the specific embodiment of the present invention.

[0034] In the figure:

[0035] 10. Brake disc; 11. Fixing part; 111. Fixing hole;

[0036] 20. Brake braking mechanism; 21. Seat body; 22. Brake; 221. Hydraulic oil port; 23. Anchor bolt;

[0037] 30. Hydraulic supply mechanism; 31. Hydraulic station; 32. Oil pressure regulating component; 321. Inlet oil control valve; 322. Return oil control valve; 33. Inlet oil pipeline; 34. Return oil pipeline;

[0038] 40. Control operation console. Detailed implementation mode

[0039] The present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It can be understood that the specific embodiments described herein are only used to explain the present invention, rather than limiting the present invention. In addition, it should be noted that, for the sake of convenience of description, only the parts related to the present invention rather than all the structures are shown in the drawings.

[0040] In the description of the present invention, unless otherwise clearly defined and limited, the terms "connected", "connected", and "fixed" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or integrated; it can be directly connected, or indirectly connected through an intermediate medium, and it can be the internal connection of two components or the interaction relationship between two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific situations.

[0041] In the present invention, unless otherwise clearly defined and limited, the first feature being "above" or "below" the second feature may include the direct contact between the first and second features, or may include the situation where the first and second features are not in direct contact but in contact through other features between them. Moreover, the first feature being "above", "above", and "on" the second feature includes that the first feature is directly above and obliquely above the second feature, or merely indicates that the horizontal height of the first feature is higher than that of the second feature. The first feature being "below", "below", and "under" the second feature includes that the first feature is directly below and obliquely below the second feature, or merely indicates that the horizontal height of the first feature is lower than that of the second feature.

[0042] In the description of this embodiment, the orientation or positional relationship terms such as "above", "below", "left", "right", etc. are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of description and simplifying the operation, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, so it cannot be understood as a limitation to the present invention. In addition, the terms "first" and "second" are only used for distinction in description and do not have special meanings.

[0043] Next, refer to Figures 1 to 3Introduce the dynamic braking device, dynamic braking control method and marine propulsion system provided by the present invention.

[0044] This embodiment provides a dynamic braking device for dynamically braking a marine propulsion shafting.

[0045] Please refer to Figures 1 to 3 , specifically, the dynamic braking device includes a brake disc 10, a brake braking mechanism 20 and a hydraulic supply mechanism 30. The brake disc 10 is fixedly connected to the marine propulsion shafting; the brake braking mechanism 20 includes a seat body 21 and at least one brake 22. The seat body 21 is fixedly connected to the hull, the brake 22 is arranged on the seat body 21, and the braking part of the brake 22 can be driven to hold the brake disc 10 tightly to brake the brake disc 10 and the marine propulsion shafting; the hydraulic supply mechanism 30 includes a hydraulic station 31 and an oil pressure regulating component 32. The hydraulic station 31 is communicated with the brake 22 to supply hydraulic oil to the brake 22 to drive the braking part, and the oil pressure regulating component 32 is used to adjust the pressure of the hydraulic oil supplied to the brake 22.

[0046] In the dynamic braking device of this embodiment, by setting the brake disc 10 that can be braked by the brake 22 and fixedly connected to the marine propulsion shafting, when the marine propulsion shafting needs to be dynamically braked, the brake 22 is supplied with hydraulic oil by the hydraulic station 31 to drive the braking part of the brake 22 to brake the brake disc 10, so as to realize the dynamic braking of the marine propulsion shafting. And an oil pressure regulating component 32 is provided, so that the pressure of the hydraulic oil supplied to the brake 22 meets the driving pressure range of the brake 22, avoiding the problem that the brake 22 cannot be driven due to insufficient oil pressure or the brake 22 is damaged due to excessive oil pressure, and improving the use reliability of the dynamic braking device.

[0047] Specifically, the brake disc 10 is sleeved on the propulsion shaft of the marine propulsion shafting, and the brake disc 10 is also provided with a fixing part 11. The fixing part 11 is fixedly connected to the shafting flange of the marine propulsion shafting, that is, the fixing part 11 can be installed between the structures connected by the shafting flange in the marine propulsion shafting, so that the brake disc 10 is fixedly connected to the marine propulsion shafting, and the connection strength is high and the reliability is high. There will be no situation where the brake disc 10 and the marine propulsion shafting rotate and stop out of sync, improving the braking reliability of the dynamic braking device.

[0048] Optionally, the shafting flange includes a coupling fixing flange and a gearbox output flange. The fixing part 11 is fixedly connected to the coupling fixing flange and the gearbox output flange, that is, braking is performed at a position close to the driving end of the marine propulsion shafting, and the braking effect and braking efficiency are better.

[0049] Optionally, the fixing portion 11 is an annular structure, and a plurality of fixing holes 111 are evenly distributed on the circumference of the fixing portion 11. Each fixing hole 111 is arranged in one-to-one correspondence with the mounting hole on the corresponding shaft flange. By tightening and fixing the two shaft flanges and the fixing portion 11 with bolts, a fixed connection between the brake disc 10 and the marine propulsion shaft can be achieved.

[0050] Furthermore, a plurality of anchor bolts 23 are provided on the seat 21 to fix the seat 21 to the hull. Optionally, the anchor bolts 23 are high-strength tight-fitting bolts to improve the connection strength between the seat 21 and the hull, thereby providing support for the brake 22, thereby meeting the support of the reaction force applied by the brake disc 10 when the brake 22 is braking, and improving the reliability of the dynamic brake device.

[0051] Furthermore, the brake 22 includes two brake pads, which are arranged on both sides of the brake disc 10 along its own axis, and the two brake pads can move closer to or farther from each other to hold the brake disc 10 or release the brake disc 10 to achieve dynamic braking of the marine propulsion shaft system. The other structures of the brake 22 can adopt the structures of the brake 22 in other fields, which will not be repeated here.

[0052] In this embodiment, the hydraulic station 31 includes an electric pump and a hand pump, both of which can drive the hydraulic station 31 to supply hydraulic oil to the brake 22. The electric pump can realize automatic driving of the hydraulic oil supply, and the hand pump can realize manual driving of the hydraulic oil supply, so that even if the structure controlling the driving of the electric pump fails, manual driving can be performed through the hand pump, thereby providing protection for the dynamic brake device.

[0053] Please refer to Figure 3 Furthermore, the hydraulic supply mechanism 30 also includes an oil inlet pipeline 33 and an oil return pipeline 34; the brake 22 is provided with two hydraulic oil ports 221; the oil inlet pipeline 33 is connected between the oil outlet of the hydraulic station 31 and one hydraulic oil port 221 of the brake 22; the oil return pipeline 34 is connected between the other hydraulic oil port 221 of the brake 22 and the oil return port of the hydraulic station 31. Thus, the hydraulic station 31 and the brake 22 are connected. When in use, the hydraulic oil supplied by the hydraulic station 31 can flow into the brake 22 through the oil inlet pipeline 33, and after the brake stops, the hydraulic oil can flow back to the hydraulic station 31 through the oil return pipeline 34.

[0054] Of course, in other embodiments, only one hydraulic oil port 221 may be provided, and the opening and closing of the oil inlet circuit and the oil outlet circuit may be realized by a regulating valve, which is not specifically limited here.

[0055] Furthermore, the oil pressure regulating component 32 includes an oil inlet control valve 321 and an oil return control valve 322. The oil inlet control valve 321 is communicatively disposed in the oil inlet pipeline 33, and the opening pressure of the oil inlet control valve 321 is a first preset pressure; the oil return control valve 322 is communicatively disposed in the oil return pipeline 34, and the opening pressure of the oil return control valve 322 is a second preset pressure. The braking pressure of the brake 22 is A, and the first preset pressure ≤ A ≤ the second preset pressure. During the hydraulic oil supply process, only the hydraulic oil greater than the first preset pressure can enter the brake 22 to drive the brake 22 to operate. When the pressure of the hydraulic oil in the brake 22 is greater than the second preset pressure, the oil return control valve 322 opens to relieve the pressure of the brake 22, avoiding damage to the brake 22 caused by excessive pressure, until the internal hydraulic oil pressure is less than the second preset pressure and stops.

[0056] Optionally, both the oil inlet control valve 321 and the oil return control valve 322 are one-way control valves. This setting also avoids the backflow of hydraulic oil, and at the same time enables the hydraulic oil within the preset pressure range to be maintained after entering the brake 22, so that the brake 22 maintains a long-term braking state, realizing the long-term braking hold of the marine propulsion shafting.

[0057] Optionally, the pressure selected for the brake 22 in this embodiment is 8 MPa to 9 MPa. Therefore, the first preset pressure is 8 MPa and the second preset pressure is 9 MPa. Of course, in other embodiments, other preset pressure ranges can also be selected according to actual needs, and no specific limitation is made here.

[0058] Optionally, both the oil inlet control valve 321 and the oil return control valve 322 are provided with pressure detection components to realize the detection of pressure and the opening of the corresponding control valves.

[0059] Furthermore, the dynamic braking device further includes an alarm. The oil inlet control valve 321 and / or the oil return control valve 322 are electrically connected to the alarm, so that when the hydraulic oil does not meet the preset pressure range, the dynamic braking device can send out an alarm signal to remind the operator to perform maintenance and inspection.

[0060] In this embodiment, the dynamic braking device further includes a control console 40. The brake 22, the hydraulic station 31, the oil inlet control valve 321, the oil return control valve 322 and the alarm are all electrically connected to the control console 40 to realize the information collection of the control console 40 and the drive control of each structure. It can be understood that the control console 40 can also directly use the control structure in the marine propulsion system, and no specific limitation is made here.

[0061] This embodiment also provides a dynamic braking control method for the dynamic braking of a marine propulsion shafting system. Using the dynamic braking device described in any of the above solutions, the dynamic braking control method includes the steps of: S10. The control console 40 sends a braking signal to the clutch and the hydraulic station 31 of the marine propulsion shafting system; S20. The clutch receives the braking signal and switches to the disengaged state to control the marine propulsion shafting system to stop driving; at the same time, the hydraulic station 31 receives the braking signal and supplies hydraulic oil to the braking brake 22, and adjusts the pressure of the hydraulic oil supplied to the braking brake 22 through the oil pressure adjustment component 32 to meet the driving pressure range of the braking brake 22, so as to control the braking part of the braking brake 22 to hold the brake disc 10 for braking.

[0062] By using this dynamic braking control method to brake the marine propulsion shafting system, the dynamic braking of the marine propulsion shafting system is realized, and the reliability is high.

[0063] Optionally, the hydraulic oil pressure adjustment of the oil pressure adjustment component 32 is adjusted through the corresponding oil inlet control valve 321 and oil return control valve 322.

[0064] This embodiment also provides a marine propulsion system, including a marine propulsion shafting system and the dynamic braking device described in any of the above solutions. The dynamic braking device is used for dynamic braking of the marine propulsion shafting system. It has all the beneficial effects of the dynamic braking device described in any of the above solutions, and realizes the dynamic drive of the marine propulsion shafting system. The specific effects will not be elaborated here.

[0065] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, rather than limitations on the implementation manners of the present invention. For those of ordinary skill in the art, various obvious changes, re-adjustments and substitutions can be made without departing from the protection scope of the present invention. It is not necessary and impossible to enumerate all the implementation manners here. Any modifications, equivalent substitutions and improvements made within the spirit and principle of the present invention shall be included in the protection scope of the claims of the present invention.

Claims

1. A dynamic braking device for dynamically braking a marine propulsion shafting, characterized in that, The dynamic braking device includes: A brake disc (10) fixedly connected to the marine propulsion shafting system; A brake braking mechanism (20) including a seat body (21) and at least one brake (22). The seat body (21) is fixedly connected to the hull. The brake (22) is arranged on the seat body (21), and the braking part of the brake (22) can be driven to hold the brake disc (10) tightly to brake the brake disc (10) and the marine propulsion shafting system; A hydraulic supply mechanism (30) including a hydraulic station (31) and an oil pressure regulating component (32). The hydraulic station (31) is connected to the brake (22) to supply hydraulic oil to the brake (22) to drive the braking part, and the oil pressure regulating component (32) is used to regulate the pressure of the hydraulic oil supplied to the brake (22).

2. The dynamic braking device according to claim 1, characterized in that, The hydraulic supply mechanism (30) further includes an oil inlet pipeline (33) and an oil return pipeline (34); the brake (22) is provided with two hydraulic oil ports (221); The oil inlet pipeline (33) is connected between the oil outlet of the hydraulic station (31) and one of the hydraulic oil ports (221) of the brake (22); the oil return pipeline (34) is connected between the other hydraulic oil port (221) of the brake (22) and the oil return port of the hydraulic station (31).

3. The dynamic braking device according to claim 2, characterized in that The oil pressure regulating component (32) includes: An oil inlet control valve (321) connected in the oil inlet pipeline (33), and the opening pressure of the oil inlet control valve (321) is a first preset pressure; An oil return control valve (322) connected in the oil return pipeline (34), and the opening pressure of the oil return control valve (322) is a second preset pressure. The braking pressure of the brake (22) is A, and the first preset pressure ≤ A ≤ the second preset pressure.

4. The dynamic braking device according to claim 3, characterized in that, Both the oil inlet control valve (321) and the oil return control valve (322) are one-way control valves.

5. The dynamic braking device according to claim 1, characterized in that, The hydraulic station (31) includes an electric pump and a hand pump, and both the electric pump and the hand pump can drive the hydraulic station (31) to supply hydraulic oil to the brake (22).

6. The dynamic braking device according to claim 1, characterized in that The brake (22) includes two brake pads arranged on both sides of the brake disc (10) along its own axial direction. The two brake pads can approach or move away from each other to hold the brake disc (10) tightly or release the brake disc (10) to achieve dynamic braking of the marine propulsion shafting system.

7. The dynamic braking device according to any one of claims 1-6, characterized in that, The brake disc (10) is sleeved on the propulsion shaft of the marine propulsion shafting system, and the brake disc (10) is further provided with a fixing part (11) fixedly connected to the shaft flange of the marine propulsion shafting system so that the brake disc (10) is fixedly connected to the marine propulsion shafting system.

8. The dynamic braking device according to claim 7, characterized in that, The shafting flange includes a coupling fixed flange and a gearbox output flange, and the fixing part (11) is fixedly connected to the coupling fixed flange and the gearbox output flange.

9. The dynamic braking control method is characterized in that Using the dynamic braking device according to any one of claims 1-8, the dynamic braking control method includes: S10. The control console (40) sends a braking signal to the clutch of the marine propulsion shafting and the hydraulic station (31); S20. The clutch receives the braking signal and switches to the disengaged state to control the marine propulsion shafting to stop driving; at the same time, the hydraulic station (31) receives the braking signal and supplies hydraulic oil to the brake (22), and adjusts the pressure of the hydraulic oil supplied to the brake (22) through the oil pressure regulating component (32) to meet the driving pressure range of the brake (22), so as to control the braking part of the brake (22) to hold the brake disc (10) for braking.

10. Marine propulsion system, characterized in that, It includes a marine propulsion shafting and the dynamic braking device according to any one of claims 1-8, and the dynamic braking device is used for dynamically braking the marine propulsion shafting.

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