Multifunctional hydraulic system for ship

Abstract

The invention discloses a multifunctional hydraulic system for a ship, and aims to provide the multifunctional hydraulic system for the ship, which saves energy, reduces emission and improves the space utilization rate. The system comprises a hydraulic oil tank, a load and at least one driving unit, each driving unit comprises a main engine, a gear box, a PTO pump and a signal feedback control valve, the main engine, the gear box and the PTO pump are sequentially connected, the PTO pump and the load are both connected with the hydraulic oil tank, and the signal feedback control valve and the load are both connected with the PTO pump. The invention is applied to the technical field of ships.

Description

Technical Field

[0001] The present invention relates to the technical field of ships, and particularly relates to a multi-functional hydraulic system for ships. Background Art

[0002] With the increase in the installed capacity of offshore wind power, the technical requirements for the shipping ecology of wind power operation and maintenance ships in the later maintenance of offshore wind farms are continuously improving, and the functionality of wind power operation and maintenance ships is becoming increasingly important. When an offshore wind power operation and maintenance ship operates at a wind power pile, it is often required to have multiple functions due to the construction requirements of the wind farm, such as external fuel oil transportation, flushing operation, fire fighting operation, crane operation, anchor winch, ship attitude correction, etc. The traditional electric drive scheme requires a larger power generation unit power and switchboard capacity, increasing unnecessary weight and space, and affecting the ship speed and limited space utilization rate.

[0003] Currently, most wind power operation and maintenance ships have relatively single functionality and lack a multi-functional integrated operation system. A few ships have an operation system with certain functions, but they all use relatively traditional electric drive equipment to achieve, resulting in an increase in the ship's power consumption, an increase in the switchboard capacity, a reduction in space utilization rate, poor economy, and poor energy conservation and emission reduction effects. Summary of the Invention

[0004] The technical problem to be solved by the present invention is to overcome the deficiencies of the prior art and provide a multi-functional hydraulic system for ships that can save energy, reduce emissions, and improve space utilization rate.

[0005] The technical solution adopted by the present invention is: the present invention includes a hydraulic oil tank, a load, and at least one drive unit. The drive unit includes a main engine, a gearbox, a PTO pump, and a signal feedback control valve. The main engine, the gearbox, and the PTO pump are connected in sequence. The PTO pump and the load are both connected to the hydraulic oil tank, and the signal feedback control valve and the load are both connected to the PTO pump.

[0006] Further, the number of the drive units is two.

[0007] Further, the multi-functional hydraulic system further includes a hydraulic system control panel. The hydraulic oil tank, the load, and the drive unit are all signal-connected to the hydraulic system control panel, and the hydraulic system control panel is located in the cab.

[0008] Further, the load includes a fire pump, a flushing pump, a fuel transfer pump, a crane, an anchor windlass, and a thruster. The fire pump, the flushing pump, the fuel transfer pump, the crane, and the anchor windlass are all connected to a multi-way multi-valve. The signal feedback control valve, the PTO pump, and the hydraulic oil tank are all connected to the multi-way multi-valve. The thruster is connected to a thruster proportional speed control valve, and the signal feedback control valve, the PTO pump, and the hydraulic oil tank are all connected to the thruster proportional speed control valve.

[0009] Further, the multi-way multi-valve and the thruster proportional speed control valve are connected to the PTO pump through a first oil outlet pipe. The fire pump, the flushing pump, the fuel transfer pump, the crane, and the anchor windlass are all connected to the multi-way multi-valve through a second oil outlet pipe. The hydraulic oil tank is connected to the PTO pump through a suction pipe. The PTO pump is connected with a first overflow pipe, and the fire pump, the flushing pump, the fuel transfer pump, the crane, the anchor windlass, the thruster, the multi-way multi-valve, and the thruster proportional speed control valve are all connected to the first overflow pipe. The hydraulic oil tank is connected with a second overflow pipe, and the first overflow pipe is connected to the second overflow pipe. The hydraulic oil tank is connected with a return pipe, and the fire pump, the flushing pump, the fuel transfer pump, the crane, the anchor windlass, the thruster, the multi-way multi-valve, and the thruster proportional speed control valve are all connected to the return pipe.

[0010] Further, coolers are connected to both the second overflow pipe and the return pipe, and cooling water pumps are connected to both of the two coolers through cooling water pipes.

[0011] Further, the PTO pump is connected to the signal feedback control valve through a first load signal line. The signal feedback control valve is connected with a second load signal line, and the multi-way multi-valve and the thruster proportional speed control valve are both connected to the second load signal line.

[0012] Further, the fire pump, the flushing pump, the fuel transfer pump, the crane, the anchor windlass, and the thruster are all driven by hydraulic motors.

[0013] Further, an oil inlet filter is connected to the first oil outlet pipe.

[0014] Further, an oil outlet, a return oil port, an overflow port, a drain port, a liquid level sensor, a low oil level alarm, and a high oil temperature alarm are provided on the hydraulic oil tank.

[0015] The beneficial effects of the present invention are:

[0016] In view of the deficiencies of the prior art, in the present invention, in most working conditions of the wind power maintenance ship, the main engine is in an idling state for maintenance operations. At this time, the surplus power of the main engine in the idling state can be fully utilized to drive a variety of hydraulic equipment to perform corresponding operations, reduce the power output of the generator set, and achieve the effect of energy conservation and emission reduction. Therefore, the present invention makes full use of the surplus power of the main engine in the idling state to have the characteristics of reasonable economy and high safety, and can realize reducing the power of the ship's generator set, reducing the capacity of the switchboard, reducing the equipment weight, reducing fuel consumption and improving space utilization rate, making the present invention have the advantages of energy conservation and emission reduction and improving space utilization rate. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, the drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on the structures shown in these drawings.

[0018] Figure 1 is a schematic diagram of the connection relationship of the present invention;

[0019] Figure 2 is a schematic diagram of the connection relationship between the load and the drive unit of the present invention.

[0020] The reference numerals are as follows:

[0021] 1, hydraulic oil tank; 2, load; 3, drive unit; 5, main engine; 6, gearbox; 7, PTO pump; 8, signal feedback control valve; 10, fire pump; 11, flushing pump; 12, fuel transfer pump; 13, crane; 15, anchor winch; 16, thruster; 17, multi-way multi-valve; 18, thruster proportional speed control valve; 19, first oil outlet pipe; 20, second oil outlet pipe; 21, suction pipe; 22, first oil overflow pipe; 23, second oil overflow pipe; 25, return pipe; 26, cooler; 27, cooling water pipe; 28, cooling water pump; 29, first load signal line; 30, second load signal line; 31, inlet oil filter.

[0022] The realization, functional characteristics and advantages of the object of the present invention will be further described with reference to the embodiments and the drawings. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0023] 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 making creative efforts belong to the scope of protection of the present invention.

[0024] It should be noted that all directional indications in the embodiments of the present invention, such as up, down, left, right, front, back, clockwise, counterclockwise, etc., are only used to explain the relative position relationship and movement conditions between components in a specific posture. If the specific posture changes, the directional indication will also change accordingly.

[0025] In addition, the descriptions involving "first", "second", etc. in the present invention are only for descriptive purposes, and cannot be understood as indicating or implying their relative importance or implicitly indicating the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include at least one such feature. In addition, the technical solutions between various embodiments can be combined with each other, but it must be based on the fact that those of ordinary skill in the art can implement them. When the combination of technical solutions results in contradictions or cannot be implemented, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection required by the present invention.

[0026] As Figures 1 to 2 shown, in this embodiment, the present invention includes a hydraulic oil tank 1, a load 2, and at least one drive unit 3. The drive unit 3 includes a main engine 5, a gearbox 6, a PTO pump 7, and a signal feedback control valve 8. The main engine 5, the gearbox 6, and the PTO pump 7 are connected in sequence. The PTO pump 7 and the load 2 are both connected to the hydraulic oil tank 1. The signal feedback control valve 8 and the load 2 are both connected to the PTO pump 7. Among them, the rated flow rate of the PTO pump 7 is 157.5 L / min, and the working pressure is 32 MPa. It is driven by the gearbox 6 and is a load-sensitive variable plunger pump, which can quickly adjust the output power according to the load situation in a timely manner through a hydraulic feedback signal without causing excessive energy loss. The signal feedback control valve 8 is used to connect / disconnect the feedback signal of the PTO pump 7, and each valve controls the corresponding PTO pump 7. In addition, this hydraulic system can also use a hose reel, and the external fuel delivery and flushing operations can be extended through the hose reel to meet the needs of a coiling device with a length of 50 meters.

[0027] Specifically, when the main engine 5 is in the idle state, the PTO pump 7 is the hydraulic power source of the entire system. The PTO pump 7 is directly and rigidly connected to the gearbox 6 and moves along with the gearbox 6. The output power of the PTO pump 7 is controlled by the pressure signal of the load 2. When the number of drive units 3 is two, there are two PTO pumps 7, and they are independent of each other. It can also be selected to operate in parallel with two machines according to the increase in the number of loads 2.

[0028] It should be noted that the present invention is mainly applied to the ship field, and can be specifically applied to offshore wind power operation and maintenance ships, passenger ships, sightseeing ships, engineering ships, offshore platforms, etc. This system adopts technologies such as simplicity, speed, and safety. According to the requirements of ship energy conservation, emission reduction, and consumption reduction, it makes full use of the surplus power under the idle speed of the main engine to drive various hydraulic devices with different functions, achieving the effects of reducing the power of the generator set and the capacity of the switchboard, improving the space utilization rate of the ship, enhancing the ship operation conditions, reducing fuel consumption, and reducing pollution emissions.

[0029] In some embodiments, the number of drive units 3 is two. For the convenience of description, a twin-hull, twin-engine, twin-propeller adjustable pitch propeller offshore wind power operation and maintenance ship is taken as an example for illustration. The specific working principle is as follows:

[0030] When the main engine 5 is in the idle state, the main engine 5 drives the gearbox 6 and the PTO pump 7 to rotate together. The hydraulic system controls the output power of the PTO pump 7 through the load end pressure signal. When there is no on signal, the PTO pump 7 outputs at a pressure of 3 MPa and a nearly zero displacement. According to the operation needs, the operator turns on the equipment switch of the load 2. The signal feedback control valve 8 receives the signal and turns on the PTO pump 7. The swash plate inside the PTO pump 7 starts to move and outputs the rated flow and pressure according to the demand of the load 2. Among them, when the engine is idling alone and multiple load devices need to work simultaneously, there may be insufficient flow and pressure for individual load devices. The rated flow and pressure required by the load 2 can be achieved by adjusting the speed of the main engine 5. When the engines are idling in parallel, the load devices can work simultaneously (except for the thruster). When the thruster 16 is working, both engines need to be used simultaneously, and the speed of the main engine 5 needs to be appropriately increased to achieve this.

[0031] Compared with the deficiencies of the prior art, in the present invention, most of the working conditions of the offshore wind power operation and maintenance ship are that the main engine is in the idle state for maintenance operations. At this time, the surplus power of the main engine 5 in the idle state can be fully utilized to drive various hydraulic devices to perform corresponding operations, reducing the power output of the generator set and achieving the effect of energy conservation and emission reduction. Therefore, the present invention has the characteristics of reasonable economy and high safety by making full use of the surplus power of the main engine 5 in the idle state, and can achieve reducing the power of the ship's generator set, reducing the capacity of the switchboard, reducing the equipment weight, reducing fuel consumption, and improving the space utilization rate, making the present invention have the advantages of energy conservation and emission reduction and improving the space utilization rate.

[0032] In some embodiments, the multifunctional hydraulic system further includes a hydraulic system control panel. The hydraulic oil tank 1, the load 2, and the drive unit 3 are all signal-connected to the hydraulic system control panel, and the hydraulic system control panel is located in the cab. Specifically, by arranging the hydraulic system control panel in the cab, which integrates devices such as the start / stop and monitoring of each load device and has the characteristic of high integration degree, it can realize remote control and monitoring of the load 2 in the cab, further improve the work efficiency of the operators, and at the same time ensure the safety of the operators in complex environments.

[0033] In some embodiments, the load 2 includes a fire pump 10, a flushing pump 11, a fuel transfer pump 12, a crane 13, an anchor winch 15, and a thruster 16. The fire pump 10, the flushing pump 11, the fuel transfer pump 12, the crane 13, and the anchor winch 15 are all connected to a multi-way multi-valve 17. The signal feedback control valve 8, the PTO pump 7, and the hydraulic oil tank 1 are all connected to the multi-way multi-valve 17. The thruster 16 is connected to a thruster proportional speed control valve 18. The signal feedback control valve 8, the PTO pump 7, and the hydraulic oil tank 1 are all connected to the thruster proportional speed control valve 18.

[0034] It should be noted that the multi-way multi-valve 17 can operate in single connection or multiple connections simultaneously. Under normal conditions, the working flow rate and working pressure can be set separately for each connection, and the work of different devices does not affect each other. At the same time, the multi-way multi-valve 17 is equipped with an LS feedback signal source, which can feedback the load signal to the variable pump to achieve precise control of the system output power; the flow rate of the fuel transfer pump 12 is 38 L / min and the working pressure is 18 MPa. A hydraulic motor is used to drive the marine fuel transfer pump. This pump is a gear self-priming pump and is used for external fuel transfer of the ship; the flow rate of the flushing pump 11 is 30 L / min and the working pressure is 25 MPa. A hydraulic motor is used to drive the plunger high-pressure flushing pump, which is used for cleaning the mud on the afterdeck and flushing the cargo after operation; the flow rate of the fire pump 10 is 25 L / min and the working pressure is 16 MPa. A hydraulic motor is used to drive the marine fire and bilge combined pump. This pump is a horizontal self-priming centrifugal pump and is used for external fire fighting and pumping bilge water in the engine room; the flow rate of the thruster 16 is 130 L / min and the working pressure is 25 MPa. A hydraulic motor is used to drive the contra-rotating propeller lateral propulsion device. The propeller is a fixed-pitch propeller and is used for ship lateral offset and attitude correction; the flow rate of the anchor winch 15 is 31 L / min and the working pressure is 16 MPa. A hydraulic motor is used to drive the anchor winch, which is equipped with a braking device and is used for ship anchoring and cable hauling; the flow rate of the crane 13 is 50 L / min and the working pressure is 32 MPa. A hydraulic motor is used to drive the crane, which is used for ship cargo lifting and cargo transfer.

[0035] In some embodiments, the multi-way multi-valve 17 and the side thruster proportional speed control valve 18 are connected to the PTO pump 7 through a first oil outlet pipe 19. The fire pump 10, the flushing pump 11, the fuel transfer pump 12, the crane 13 and the anchor winch 15 are all connected to the multi-way multi-valve 17 through a second oil outlet pipe 20. The hydraulic oil tank 1 is connected to the PTO pump 7 through a suction pipe 21. The PTO pump 7 is connected with a first oil overflow pipe 22. The fire pump 10, the flushing pump 11, the fuel transfer pump 12, the crane 13, the anchor winch 15, the side thruster 16, the multi-way multi-valve 17 and the side thruster proportional speed control valve 18 are all connected to the first oil overflow pipe 22. The hydraulic oil tank 1 is connected with a second oil overflow pipe 23. The first oil overflow pipe 22 is connected to the second oil overflow pipe 23. The hydraulic oil tank 1 is connected with a return pipe 25. The fire pump 10, the flushing pump 11, the fuel transfer pump 12, the crane 13, the anchor winch 15, the side thruster 16, the multi-way multi-valve 17 and the side thruster proportional speed control valve 18 are all connected to the return pipe 25.

[0036] In some embodiments, coolers 26 are connected to both the second oil overflow pipe 23 and the return pipe 25. Two cooling water pipes 27 are connected to the two coolers 26. Two cooling water pumps 28 are connected to the two cooling water pipes 27. Among them, the cooling water pump 28 is an electric-driven cooling water pump. This pump is a vertical centrifugal pump, which is used to cool the hydraulic oil by water in the hydraulic system. The cooler 26 is a hydraulic oil cooler, which adopts a tubular cooler and is used to cool the temperature of the working hydraulic oil. Specifically, the system is provided with a hydraulic oil-water cooling system, configured with coolers 26, cooling water pumps 28 and corresponding valve parts, etc. The cooling water pump 28 is an electric-driven centrifugal pump. The cooling water pump 28 has two working control modes, namely manual control and automatic control for starting and stopping.

[0037] In some embodiments, the PTO pump 7 is connected to the signal feedback control valve 8 through a first load signal line 29. The signal feedback control valve 8 is connected with a second load signal line 30. The multi-way multi-valve 17 and the side thruster proportional speed control valve 18 are both connected to the second load signal line 30.

[0038] In some embodiments, the fire pump 10, the flushing pump 11, the fuel transfer pump 12, the crane 13, the anchor winch 15 and the side thruster 16 are all driven by hydraulic motors. Specifically, the load 2 is all driven by hydraulic motors to operate, reducing the electric power consumption of the ship and improving the space utilization rate. Since the hydraulic equipment is safe, stable, simple and convenient to use, it will not be affected by the failure of the generator set, thus being able to ensure the ship operation requirements and improve the operation efficiency.

[0039] In some embodiments, an oil inlet filter 31 is connected to the first oil outlet pipe 19. The oil inlet filter 31 is a high-pressure filter, which is used to filter the residue in the hydraulic oil to ensure the safe and high-quality operation of the system.

[0040] In some embodiments, an oil outlet, a return oil port, an overflow port, a drain port, a liquid level sensor, a low oil level alarm, and an oil temperature high alarm are provided on the hydraulic oil tank 1. The capacity of the hydraulic oil tank 1 is 750 L to meet the oil quantity required by the hydraulic system. Specifically, through the temperature alarm on the hydraulic oil tank 1, the start and stop of the cooling water pump 28 can be automatically controlled according to the temperature of the hydraulic oil, and the start and stop of the cooling water pump 28 can also be manually turned on.

[0041] The above are only the preferred embodiments of the present invention, and do not limit the patent scope of the present invention. Any equivalent structural transformation made by using the content of the specification and drawings of the present invention under the inventive concept of the present invention, or direct / indirect application in other related technical fields, is included in the patent protection scope of the present invention.

Claims

1. A multi-functional hydraulic system for ships, characterized in that: It includes a hydraulic oil tank (1), a load (2), and at least one drive unit (3). The drive unit (3) includes a main engine (5), a gearbox (6), a PTO pump (7), and a signal feedback control valve (8). The main engine (5), the gearbox (6), and the PTO pump (7) are connected in sequence. The PTO pump (7) and the load (2) are both connected to the hydraulic oil tank (1). The signal feedback control valve (8) and the load (2) are both connected to the PTO pump (7).

2. The multifunctional hydraulic system for a ship according to claim 1, characterized in that: The number of the drive units (3) is two.

3. The multifunctional hydraulic system for a ship according to claim 2, characterized in that: The multifunctional hydraulic system further includes a hydraulic system control panel. The hydraulic oil tank (1), the load (2), and the drive unit (3) are all signal-connected to the hydraulic system control panel, and the hydraulic system control panel is located in the cab.

4. The multifunctional hydraulic system for a ship according to claim 2, wherein: The load (2) includes a fire pump (10), a flushing pump (11), a fuel transfer pump (12), a crane (13), an anchor winch (15), and a thruster (16). The fire pump (10), the flushing pump (11), the fuel transfer pump (12), the crane (13), and the anchor winch (15) are all connected to a multi-way valve (17). The signal feedback control valve (8), the PTO pump (7), and the hydraulic oil tank (1) are all connected to the multi-way valve (17). The thruster (16) is connected to a thruster proportional speed control valve (18). The signal feedback control valve (8), the PTO pump (7), and the hydraulic oil tank (1) are all connected to the thruster proportional speed control valve (18).

5. The multifunctional hydraulic system for a ship according to claim 4, wherein: The multi-way valve (17) and the thruster proportional speed control valve (18) are connected to the PTO pump (7) through a first oil outlet pipe (19). The fire pump (10), the flushing pump (11), the fuel transfer pump (12), the crane (13), and the anchor winch (15) are all connected to the multi-way valve (17) through a second oil outlet pipe (20). The hydraulic oil tank (1) is connected to the PTO pump (7) through a suction pipe (21). The PTO pump (7) is connected with a first overflow pipe (22). The fire pump (10), the flushing pump (11), the fuel transfer pump (12), the crane (13), the anchor winch (15), the thruster (16), the multi-way valve (17), and the thruster proportional speed control valve (18) are all connected to the first overflow pipe (22). The hydraulic oil tank (1) is connected with a second overflow pipe (23). The first overflow pipe (22) is connected to the second overflow pipe (23). The hydraulic oil tank (1) is connected with a return pipe (25). The fire pump (10), the flushing pump (11), the fuel transfer pump (12), the crane (13), the anchor winch (15), the thruster (16), the multi-way valve (17), and the thruster proportional speed control valve (18) are all connected to the return pipe (25).

6. The multifunctional hydraulic system for a ship according to claim 5, characterized in that: Coolers (26) are connected to both the second overflow oil pipe (23) and the oil return pipe (25), and cooling water pipes (27) are connected to both of the coolers (26), and cooling water pumps (28) are connected to both of the cooling water pipes (27).

7. A multi-functional hydraulic system for a ship according to claim 4, characterized in that: The PTO pump (7) is connected to the signal feedback control valve (8) through a first load signal line (29), the signal feedback control valve (8) is connected to a second load signal line (30), and both the multi-way multi-valve (17) and the side thruster proportional speed control valve (18) are connected to the second load signal line (30).

8. A multi-functional hydraulic system for a ship according to claim 4, characterized in that: The fire pump (10), the flushing pump (11), the fuel transfer pump (12), the crane (13), the anchor winch (15) and the side thruster (16) are all driven by hydraulic motors.

9. A multifunctional hydraulic system for a ship according to claim 5, characterized in that: An oil inlet filter (31) is connected to the first oil outlet pipe (19).

10. A multi-functional hydraulic system for a ship according to claim 6, characterized in that: An oil outlet, an oil return port, an overflow port, a drain port, a liquid level sensor, a low oil level alarm and an oil temperature high alarm are provided on the hydraulic oil tank (1).

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