Marine fire pump gearbox combined type clutch and brake integrated device and control method

Abstract

The invention discloses a marine fire pump gearbox combined type clutch and brake integrated device and a control method, and relates to the field of marine fire pump power transmission gearboxes. The problem that an existing fire pump gear box is poor in reliability is solved. According to the combined clutch brake, the clutch and the brake share the piston, the clutch and the brake are switched to work alternately or stop simultaneously through the control device, controlled high-speed operation, controlled low-speed operation and controlled stop of a rotor of a fire pump can be achieved, and the multifunctional requirements for high-speed water pumping, low-speed clamping prevention and static overhaul of the fire pump are met. The invention is used for switching the clutch and the brake to work alternately or stop simultaneously.

Description

Technical Field

[0001] The invention relates to the field of power transmission gearboxes for marine fire pumps. Background Art

[0002] For vessels powered by a diesel engine driving a controllable pitch propeller through a main reduction gearbox, the main engine typically operates at high speed, achieving maximum fuel efficiency, to ensure constant power generation from the main reduction gearbox's shaft-driven generator and high fuel efficiency. During this operation, the wet friction clutch built into the fire pump gearbox, driven by the main engine's other shaft, is disengaged. However, due to the drag effect of the wet friction clutch, the fire pump rotor constantly rotates at a constant speed. This constant rotation of the fire pump rotor hinders maintenance and repair. Adding a brake to the fire pump can address this drag effect, but the brake and clutch are separate mechanisms. If the brake is not fully disengaged when the clutch is activated, damage to the brake can occur. Consequently, existing fire pump gearboxes have poor reliability. Furthermore, the fire pump rotor remains completely stationary, increasing the risk of it becoming stuck by accumulated foreign matter. Summary of the Invention

[0003] The purpose of the present invention is to solve the problem of poor reliability of existing fire pump gearboxes, and propose a combined clutch and brake integrated device and a control method for a marine fire pump gearbox.

[0004] A marine fire pump gearbox combined clutch and brake integrated device includes a bearing, a main diesel engine 2, an output shaft 1-14, a high-speed gear 1-13, a low-speed gear 1-12, an input shaft 1-11, and a shaft-belt oil pump 1-1; the output shaft of the main diesel engine 2 is connected to one end of the input shaft 1-11, the other end of the input shaft 1-11 is connected to the shaft-belt oil pump 1-1, the low-speed gear 1-12 is sleeved on the input shaft 1-11, the high-speed gear 1-13 is supported on the output shaft 1-14 through a bearing, the high-speed gear 1-13 is meshed with the low-speed gear 1-12, and the output shaft 1-14 is used to drive the fire pump rotor to rotate, so that the fire pump pumps water outward; The device also includes a combined clutch brake 1-21 and an oil supply system; The combined clutch brake 1-21 includes a fire pump gearbox housing, a clutch 1-23-1, a brake 1-23-7, a common oil cylinder 1-23-2, a clutch piston 1-23-3, a brake piston 1-23-4, a clutch return spring 1-23-6 and a brake return spring 1-23-6; The clutch 1-23-1 and the brake 1-23-7 are both sleeved on the output shaft 1-14, the high-speed gear 1-13 is rigidly connected to the clutch 1-23-1, and the brake 1-23-7 is rigidly connected to the fire pump gear box housing; A common oil cylinder body 1-23-2, a clutch piston 1-23-3, a brake piston 1-23-4, a clutch return spring 1-23-6 and a brake return spring 1-23-6 are provided between the clutch 1-23-1 and the brake 1-23-7. The common oil cylinder body 1-23-2, the brake piston 1-23-4 and the clutch piston 1-23-3 are all sleeved on the output shaft 1-14. The brake piston 1-23-4 and the clutch piston 1-23-3 are sleeved on the outside of the common oil cylinder body 1-23-2, and the brake piston 1-23-4 and the clutch piston 1-23-3 form an integrated structure. The integrated structure has gaps with the brake and the clutch respectively. The distance between the common oil cylinder body 1-23-2 and the brake piston 1-23-4 is the brake oil chamber, and the distance between the common oil cylinder body 1-23-2 and the clutch piston 1-23-3 is the clutch oil chamber. The oil supply system is used to control the shaft belt oil pump 1-1 to fill the clutch oil chamber with oil, so that the clutch piston 1-23-3 presses the clutch friction plate group, and the low-speed gear 1-12 drives the high-speed gear 1-13, the clutch 1-23-1 and the output shaft 1-14 to rotate together; It is also used to control the oil discharge from the clutch oil chamber while controlling the oil pump 1-1 to fill the brake oil chamber with oil, so that the clutch piston 1-23-3 disengages from the friction plate group of the clutch while the brake piston 1-23-4 presses the friction plate group of the brake to brake the output shaft 1-14.

[0005] Preferably, the oil supply system includes a pressure regulating valve 1-4, a quick-release valve 1-7, a shuttle valve 1-15, a brake solenoid valve 1-17 and a combined clutch-brake solenoid valve 1-16; The oil pumped out by the shaft oil pump 1-1 is divided into two paths, one path is connected to the P port of the pressure regulating valve 1-4, and the other path is connected to the P port of the combined clutch brake 1-21 and the solenoid valve 1-16 of the combined clutch brake 1-21; The B port of the combined clutch brake solenoid valve 1-16 is simultaneously connected to one end of the first oil circuit and one end of the second oil circuit. The other end of the first oil circuit is simultaneously connected to the P port of the brake solenoid valve 1-17 and one end of the third oil circuit. The other end of the third oil circuit is connected to the high-speed shafting lubricating oil interface 1-9. The high-speed shafting lubricating oil interface 1-9 is used to lubricate the bearing, the high-speed shafting lubricating oil interface 1-9 and the friction plate group of the brake; the A port of the brake solenoid valve 1-17 is connected to the brake working oil interface 1-20 through the fourth oil circuit, and the brake working oil interface 1-20 is connected to the brake 1-23-7 oil chamber; the other end of the second oil circuit is connected to the clutch working oil interface 1-8, and the clutch working oil interface 1-8 is connected to the clutch 1-23-1 oil chamber; Port A of the pressure regulating valve 1-4 is connected to the third oil circuit; A shuttle valve 1-15 and a quick-release valve 1-7 are sequentially arranged on the second oil line leading to the clutch working oil interface 1-8; the A port of the shuttle valve 1-15 is connected to the C port of the pressure valve 340.

[0006] Preferably, the oil supply system further includes a first one-way valve 1-18 and a second one-way valve 1-19; The No. 1 one-way valve 1-18 is arranged on the No. 1 one-way valve 1-18, and the No. 2 one-way valve 1-19 is arranged on the third oil circuit.

[0007] Preferably, the oil supply system further includes a relief valve 1-5; The relief valve 1-5 is provided on the third oil circuit.

[0008] Preferably, the oil supply system further includes a filter 1-2 and a cooler 1-3; The oil pumped out by the shaft belt oil pump 1-1 flows through the filter 1-2 and the cooler 1-3 in sequence and is divided into two paths.

[0009] Preferably, the device further comprises a sensing component 1-24 and a controller; The sensing component 1-24 is also used to sense information that the clutch piston 1-23-3 has pressed the clutch friction plate group, sense information that the brake piston 1-23-4 has pressed the brake friction plate group, and sense information that the brake piston 1-23-4 has disengaged the brake friction plate group, and feed back the information to the controller; The controller is also used to determine that the clutch piston 1-23-3 has pressed the clutch friction plate group into place after receiving the information that the clutch piston 1-23-3 has pressed the clutch friction plate group; it is also used to determine that the brake piston 1-23-4 has pressed the brake friction plate group into place after receiving the information that the brake piston 1-23-4 has pressed the brake friction plate group; it is also used to determine that the brake piston 1-23-4 has been disengaged from the brake friction plate group after receiving the information that the brake piston 1-23-4 has been disengaged from the brake friction plate group.

[0010] Preferably, the sensing assembly 1-24 includes a clutch engagement sensor 1-24-2, a clutch and brake disengagement sensor 1-24-4, a brake engagement sensor 1-24-5, a sensor bracket 1-24-6, a clutch measurement ring 1-24-1 and a brake measurement ring 1-24-3; The sensor bracket 1-24-6 is arranged on the brake 1-23-7. The brake engagement sensor 1-24-5, the clutch and brake disengagement sensor 1-24-4 and the clutch engagement sensor 1-24-2 are arranged on the sensor bracket 1-24-6 in sequence from left to right. The brake measuring ring 1-24-3 and the clutch measuring ring 1-24-1 are arranged on the one-piece structure in sequence from left to right. When the clutch engagement sensor 1-24-2 is aligned with the clutch measuring ring 1-24-1, the information that the clutch piston 1-23-3 has pressed the clutch friction plate group is sent to the controller; When the brake engagement sensor 1-24-5 is aligned with the brake measuring ring 1-24-3, the information that the brake piston 1-23-4 has pressed the brake friction plate group is sent to the controller; When the clutch and brake disengagement sensor 1-24-4 is aligned with the clutch measuring ring 1-24-1, information that the clutch piston 1-23-3 has disengaged the clutch friction plate group or information that the clutch piston 1-23-3 has disengaged the brake friction plate group is sent to the controller.

[0011] A combined clutch-brake integrated control method for a marine fire pump gearbox is implemented based on a combined clutch-brake integrated device for a marine fire pump gearbox. The method includes the following contents: The controller controls the combined clutch brake solenoid valve 1-16 to be de-energized while controlling the brake solenoid valve 1-17 to be intermittently energized and de-energized. When the brake solenoid valve 1-17 is energized, the brake 1-23-7 is released, and the output shaft 1-14 rotates under the action of the clutch 1-23-1 displacement torque. When the brake solenoid valve 1-17 is de-energized, the brake 1-23-7 starts braking, so that the output shaft 1-14 stops, thereby realizing intermittent rotation of the fire pump rotor.

[0012] The beneficial effects of the present invention are: The present invention provides a combined clutch-brake system in which the clutch and brake share a piston. A control device switches the clutch and brake between alternate operation and simultaneous stationary operation, enabling controlled high-speed operation, controlled low-speed operation, and controlled stationary operation of the fire pump rotor. This system meets the fire pump's multifunctional requirements for high-speed water pumping, low-speed anti-jamming, and stationary maintenance. It also avoids the problem of damage to the brake caused by the failure of a separate brake to disengage in time when the fire pump is activated. It also eliminates the risk of the fire pump rotor becoming stuck by deposited foreign matter after it has completely stationary. A marine fire pump gearbox employing the present invention is more comprehensive, safer, and more reliable than conventional marine fire pump gearboxes employing both a separate clutch and a separate brake.

[0013] In addition, the present invention uses a sensing component to detect whether the brake piston is fully disengaged, thereby avoiding the problem of brake damage caused by the brake not being fully disengaged when the clutch activates the fire pump. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 This is a power transmission arrangement diagram of a marine fire pump gearbox; Figure 2 This is a schematic diagram of the known fire pump gearbox clutch and control device to achieve long-term torque transmission after soft engagement of the clutch; Figure 3 A schematic diagram of a known fire pump gearbox clutch and control device realizing a clutch disengagement state; Figure 4 This is a schematic diagram of the combined clutch-brake device for a marine fire pump gearbox, which realizes brake release and torque transmission after soft clutch engagement. Figure 5 This is a schematic diagram of the combined clutch-brake device for a marine fire pump gearbox, which realizes clutch disengagement and long-term braking with lubricating oil pressure. Figure 6 Schematic diagram of the combined clutch-brake device for a marine fire pump gearbox to achieve clutch disengagement and dynamic rapid braking; Figure 7 This is a schematic diagram of the combined clutch-brake device for a marine fire pump gearbox, which enables the clutch to disengage and the output shaft to rotate freely. Figure 8 Schematic diagram of the clutch disengagement and intermittent brake release of the combined clutch-brake device for a marine fire pump gearbox; Figure 9 It is a cross-sectional view of the combined clutch brake of the fire pump gearbox; Figure 10 This is a partial enlarged cross-sectional view of the combined clutch brake of the fire pump gearbox. DETAILED DESCRIPTION

[0015] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making any creative efforts shall fall within the scope of protection of the present invention.

[0016] It should be noted that, in the absence of conflict, the embodiments and features of the embodiments of the present invention can be combined with each other. The present invention will be further described below with reference to the accompanying drawings and specific embodiments, but they are not intended to limit the present invention.

[0017] Example 1: A marine fire pump gearbox combined clutch and brake integrated device includes a bearing, a main diesel engine 2, an output shaft 1-14, a high-speed gear 1-13, a low-speed gear 1-12, an input shaft 1-11, and a shaft-belt oil pump 1-1; the output shaft of the main diesel engine 2 is connected to one end of the input shaft 1-11, the other end of the input shaft 1-11 is connected to the shaft-belt oil pump 1-1, the low-speed gear 1-12 is sleeved on the input shaft 1-11, the high-speed gear 1-13 is supported on the output shaft 1-14 through a bearing, the high-speed gear 1-13 is meshed with the low-speed gear 1-12, and the output shaft 1-14 is used to drive the fire pump rotor to rotate, so that the fire pump pumps water outward; Characterized in that the device further comprises a combined clutch brake 1-21 and an oil supply system; The combined clutch brake 1-21 includes a fire pump gearbox housing, a clutch 1-23-1, a brake 1-23-7, a common oil cylinder 1-23-2, a clutch piston 1-23-3, a brake piston 1-23-4, a clutch return spring 1-23-6 and a brake return spring 1-23-6; The clutch 1-23-1 and the brake 1-23-7 are both sleeved on the output shaft 1-14, the high-speed gear 1-13 is rigidly connected to the clutch 1-23-1, and the brake 1-23-7 is rigidly connected to the fire pump gear box housing; A common oil cylinder body 1-23-2, a clutch piston 1-23-3, a brake piston 1-23-4, a clutch return spring 1-23-6 and a brake return spring 1-23-6 are provided between the clutch 1-23-1 and the brake 1-23-7. The common oil cylinder body 1-23-2, the brake piston 1-23-4 and the clutch piston 1-23-3 are all sleeved on the output shaft 1-14. The brake piston 1-23-4 and the clutch piston 1-23-3 are sleeved on the outside of the common oil cylinder body 1-23-2, and the brake piston 1-23-4 and the clutch piston 1-23-3 form an integrated structure. The integrated structure has gaps with the brake and the clutch respectively. The distance between the common oil cylinder body 1-23-2 and the brake piston 1-23-4 is the brake oil chamber, and the distance between the common oil cylinder body 1-23-2 and the clutch piston 1-23-3 is the clutch oil chamber. The oil supply system is used to control the shaft belt oil pump 1-1 to fill the clutch oil chamber with oil, so that the clutch piston 1-23-3 presses the clutch friction plate group, and the low-speed gear 1-12 drives the high-speed gear 1-13, the clutch 1-23-1 and the output shaft 1-14 to rotate together; It is also used to control the oil discharge from the clutch oil chamber while controlling the oil pump 1-1 to fill the brake oil chamber with oil, so that the clutch piston 1-23-3 disengages from the friction plate group of the clutch while the brake piston 1-23-4 presses the friction plate group of the brake to brake the output shaft 1-14.

[0018] Specifically, if Figure 1 As shown, the main propulsion system for the vessel is housed within the hull 7. From stern to bow, the main propulsion system consists of a controllable pitch propeller 5, a main transmission gearbox 3, a shaft-driven generator 4, a main diesel engine 2, a fire pump gearbox 1 with a clutch, and a fire water pump 6. When the transmission gearbox 3 is operating, the shaft-driven generator simultaneously generates electricity. To maintain constant frequency power generation and high fuel efficiency for the main diesel engine 2, the main diesel engine 2 rotates at a constant, high speed. After being reduced by the main transmission gearbox 3, the main diesel engine 2 drives the controllable pitch propeller 5. Adjusting the pitch of the controllable pitch propeller 5 adjusts the speed of the hull 7.

[0019] The shaft end of the main diesel engine 2 located in the bow direction drives the fire pump gearbox 1 with a clutch to operate. After the fire pump gearbox clutch 2 built into the fire pump gearbox 1 is engaged, the fire water pump 6 provides fire water to the outside.

[0020] After the fire pump gearbox clutch 1 is disengaged, the fire pump 6 should be stationary or rotating at a low speed. However, since the main diesel engine 2 is always rotating at a high speed, the clutch's pulley effect causes the fire pump 6 to maintain a high speed after the fire pump gearbox clutch 1 is disengaged, preventing it from coming to a stop. When the fire pump needs to be repaired or maintained, the main diesel engine 2 must be slowed down until the clutch pulley effect disappears due to the main diesel engine 2's speed reduction. Fuel efficiency decreases when the main diesel engine 2 is running at a reduced speed.

[0021] The schematic diagram of the known fire pump gearbox clutch and control device is as follows: Figure 2 As shown in FIG, the clutch is in a long-term torque transmission state after soft engagement. The schematic diagram of the known fire pump gearbox clutch and control device is as follows Figure 3 As shown, the clutch is in the disengaged state.

[0022] The fire pump gearbox 1 with clutch receives its input power from the output shaft of the main diesel engine 2. Low-speed gear 1-12 is rigidly connected to input shaft 1-11. The fire pump gearbox clutch 1 is mounted on output shaft 1-14, and high-speed gear 1-14 is supported on output shaft 1-14 via bearings. When the fire pump gearbox clutch 1 is engaged, high-speed gear 1-14 and output shaft 1-14 remain stationary relative to each other. Output shaft 1-14 outputs power, driving the fire pump rotor to rotate, causing the fire pump to pump water.

[0023] When the fire pump gearbox clutch 1 is disengaged, the input shaft 1-11 drives the high-speed gear 1-14 to rotate freely on the output shaft 1-14 through the low-speed gear 1-11. Since lubricating oil continues to flow between the friction plate group of the fire pump gearbox clutch 1, the output shaft 1-14 drives the fire pump rotor to rotate under the action of the adhesion torque of the high-speed gear 1-14 and the friction plate group, so that the fire pump rotor produces a certain belt speed. Since the fire pump rotor is always rotating, it is not conducive to the daily maintenance and inspection of the fire pump rotor bearing.

[0024] The fire pump gearbox clutch control device consists of a shaft oil pump 1-1, a filter 1-2, a cooler 1-3, a pressure regulating valve 1-4, a relief valve 1-5, a clutch control valve 1-6, a quick-release valve 1-7, etc. When the input shaft 1-11 rotates, the shaft oil pump 1-1 installed at the free end of the input shaft 1-11 rotates at the same time. Regardless of whether the clutch control valve 1-6 is opened or closed, the oil pumped out by the shaft oil pump 1-1 flows through the filter 1-2, the cooler 1-2, and the pressure regulating valve 1-4 in turn, and enters the internal lubrication oil circuit of the gearbox through the high-speed shafting lubricating oil interface 1-9. The relief valve 1-5 limits the oil pressure entering the internal lubrication oil circuit of the gearbox.

[0025] When clutch control valve 1-6 opens, a portion of the oil pumped from shaft oil pump 1-1 is diverted through clutch control valve 1-6, quick-drain valve 1-7, and clutch operating oil port 1-8, entering the oil chamber of fire pump gearbox clutch 1-10. This oil pushes the piston against the friction plate pack, thereby enabling power transfer between high-speed gear 1-13 and output shaft 1-14. A short time after clutch control valve 1-6 opens, the control port of pressure regulating valve 1-4 connects to the oil circuit. Pressure upstream of pressure regulating valve 1-4 automatically rises according to a set pressure curve, achieving a soft engagement of fire pump gearbox clutch 1-10. When clutch control valve 1-6 closes, the oil in the oil chamber of fire pump gearbox clutch 1-10 is discharged through quick-drain valve 1-8. The piston no longer compresses the friction plate pack and, under the action of the return spring, returns to its initial position.

[0026] It is further defined that the oil system includes a pressure regulating valve 1-4, a quick-drain valve 1-7, a shuttle valve 1-15, a brake solenoid valve 1-17, and a combined clutch-brake solenoid valve 1-16; The oil pumped out by the shaft oil pump 1-1 is divided into two paths, one path is connected to the P port of the pressure regulating valve 1-4, and the other path is connected to the P port of the combined clutch brake 1-21 and the solenoid valve 1-16 of the combined clutch brake 1-21; The B port of the combined clutch brake solenoid valve 1-16 is simultaneously connected to one end of the first oil circuit and one end of the second oil circuit. The other end of the first oil circuit is simultaneously connected to the P port of the brake solenoid valve 1-17 and one end of the third oil circuit. The other end of the third oil circuit is connected to the high-speed shafting lubricating oil interface 1-9. The high-speed shafting lubricating oil interface 1-9 is used to lubricate the bearing, the high-speed shafting lubricating oil interface 1-9 and the friction plate group of the brake; the A port of the brake solenoid valve 1-17 is connected to the brake working oil interface 1-20 through the fourth oil circuit, and the brake working oil interface 1-20 is connected to the brake 1-23-7 oil chamber; the other end of the second oil circuit is connected to the clutch working oil interface 1-8, and the clutch working oil interface 1-8 is connected to the clutch 1-23-1 oil chamber; Port A of the pressure regulating valve 1-4 is connected to the third oil circuit; A shuttle valve 1-15 and a quick-release valve 1-7 are sequentially arranged on the second oil line leading to the clutch working oil interface 1-8; the A port of the shuttle valve 1-15 is connected to the C port of the pressure valve 340.

[0027] It is further defined that the oil supply system further includes a first check valve 1-18 and a second check valve 1-19; The No. 1 one-way valve 1-18 is arranged on the No. 1 one-way valve 1-18, and the No. 2 one-way valve 1-19 is arranged on the third oil circuit.

[0028] It is further defined that the oil supply system further includes a relief valve 1-5; The relief valve 1-5 is provided on the third oil circuit.

[0029] It is further defined that the oil supply system further includes a filter 1-2 and a cooler 1-3; The oil pumped out by the shaft belt oil pump 1-1 flows through the filter 1-2 and the cooler 1-3 in sequence and is divided into two paths.

[0030] Specifically, Figures 4 to 10 This is the structural diagram of this embodiment, and the working principle is described below: like Figure 4 As shown, this embodiment is in the state of transmitting torque after the brake is released and the clutch is softly engaged, realizing the normal working function of the water cannon pump. Figure 5 As shown, in this embodiment, the clutch is disengaged and dynamic slow braking is adopted with lubricating oil pressure while the brake is maintained in the braking state, and the fire pump maintenance function is realized after braking.

[0031] like Figure 4The combined clutch-brake control device shown here consists of a shaft oil pump 1-1, a filter 1-2, a cooler 1-3, a pressure regulating valve 1-4, a relief valve 1-4, a quick-release valve 1-7, a shuttle valve 1-15, a No. 1 check valve 1-18, a No. 2 check valve 1-19, a brake solenoid valve 1-17, and a combined clutch-brake solenoid valve 1-23. Oil pumped from shaft oil pump 1-1 flows sequentially through filter 1-2, cooler 1-3, and pressure regulating valve 1-4, before entering the gearbox's internal lubrication oil circuit through high-speed shafting lubricating oil port 1-9. Relief valve 1-4 limits the oil pressure entering the gearbox's internal lubrication circuit.

[0032] like Figure 4 、 Figure 9 、 Figure 10 When combined clutch brake solenoid valve 1-23-1 is energized and opened in the left position, a portion of the oil pumped from shaft oil pump 1-1 is diverted through combined clutch brake solenoid valve 1-23, quick-release valve 1-7, and clutch operating oil port 1-8, entering the oil chamber of clutch 1100 in combined clutch brake 1-10. This pushes clutch piston 1-23-3 to compress the clutch friction plate pack, thereby achieving power transmission between high-speed gear 1-13 and output shaft 1-14. A short time after combined clutch brake solenoid valve 1-16 is opened in the left position, the control port of pressure regulating valve 1-4 is connected to the oil circuit, and the pressure upstream of pressure regulating valve 1-4 automatically increases according to the set pressure curve, achieving a soft engagement of clutch 1-23-1.

[0033] Brake solenoid valve 1-17 and the left position of combined clutch brake solenoid valve 1-16 are simultaneously energized and opened. As oil flows into the oil chamber of clutch 1-23-1, oil is simultaneously discharged from the oil chamber of brake 1-23-7 through brake working oil interface 1-20 and brake solenoid valve 1-17. Brake piston 1-23-4 releases the brake friction plate group. That is, when clutch piston 1-23-3 is compressed, brake piston 1-23-4 automatically releases the brake. These two operations occur simultaneously, completely eliminating the problem of delayed movement of brake piston 1320, which could cause damage to the brake friction plate group due to delayed release. After the brake is released and the clutch is softly engaged, output shaft 1-14 drives the water monitor pump to operate normally.

[0034] like Figure 5 、 Figure 9 、 Figure 10 As shown, the brake solenoid valve 1-17 and the left position of the combined clutch brake solenoid valve 1-16 are simultaneously de-energized and closed, the oil in the oil chamber of the clutch 1-23-1 is discharged through the quick-drain valve 1-7, the clutch piston 1-23-3 no longer presses the clutch friction plate group, and under the action of the clutch return spring 1-23-6, the clutch piston 1-23-6 retreats.

[0035] Lubricating oil in line 1 opens check valve 1-19, passes through brake solenoid valve 1-17, and enters the oil chamber of brake 1-23-7 through brake working oil port 1-20. Under the action of the lubricating oil pressure, brake piston 1-23-4 presses against the brake friction plate assembly, braking output shaft 1-14. Due to the low lubricating oil pressure, the braking torque generated by the brake is small, achieving dynamic slow braking. Because the braking torque generated by the lubricating oil pressure is greater than the displacement torque of the clutch friction plate assembly at this time, the output shaft 1-14 can be completely stopped under the action of the braking torque.

[0036] like Figure 6 、 Figure 9 、 Figure 10 As shown, the brake solenoid valve 1-17 is powered off and closed, and the right position of the combined clutch brake solenoid valve 1-16 is powered on and opened at the same time. The oil in the oil chamber of the clutch 1-23-1 is discharged through the quick-drain valve 1-7, and the clutch piston 1-23-3 no longer presses the clutch friction plate group. Under the action of the reset spring, the clutch piston 1-23-3 retreats.

[0037] Working oil in line 1 opens check valve 1-18 and closes check valve 1-19, then flows through brake solenoid valve 1-16 and brake working oil port 1-20 into the oil chamber of brake 1-23-7. Under the action of the working oil pressure, brake piston 1-23-4 presses against the brake friction plate assembly, braking output shaft 1-14. Due to the high working oil pressure, the brake generates a large braking torque, achieving dynamic and rapid braking.

[0038] The shuttle valve 1-15 automatically connects the high-pressure port to the control port of the pressure regulating valve 1-4. The pressure regulating valve 1-4 further automatically adjusts the pressure in front of the pressure regulating valve 1-4 according to the pressure of the control port, realizing automatic pressure feedback regulation without human intervention.

[0039] like Figure 7 、 Figure 9 、 Figure 10 As shown, combined clutch-brake solenoid valve 1-16 is de-energized, while brake solenoid valve 1-17 is energized. Under the simultaneous action of clutch return spring 1-23-6 and brake return spring 1-23-6, brake piston 1-23-4 and clutch piston 1-23-3 are not compressed. This function is used to: when clutch 1-23-1 is just disengaged, do not rush to engage brake 1-23-7. First, keep clutch 1-23-1 and brake 1-23-7 in an idle state, and wait until output shaft 1-14 slows down to a certain speed before initiating braking, thereby reducing wear on the brake friction plate group.

[0040] like Figure 8 、 Figure 9 、 Figure 10As shown, the combined clutch brake solenoid valve 1-16 is de-energized, and the brake solenoid valve 1-17 is intermittently energized and de-energized. When the brake solenoid valve 1-17 is energized, the brake 1-23-7 is released, and the output shaft 1-14 rotates under the action of the clutch 1-23-1 displacement torque. When the brake solenoid valve 1-17 is de-energized, the brake 1-23-7 starts braking, so that the output shaft 1-14 stops, realizing intermittent rotation of the fire pump rotor, which can prevent the fire pump rotor from being stuck by settled foreign matter after being stationary for a long time.

[0041] Clutch piston 1-23-3 and brake piston 1-23-4 are rigidly connected axially, so they can only move synchronously to the left or right. When no oil is supplied to shared cylinder 1-23-2, the return forces of clutch return spring 1-23-6 and brake return spring 1-23-6 balance each other, maintaining clutch piston 1-23-3 and brake piston 1-23-4 in a neutral position. Both the brake and clutch friction plates are in a relaxed, uncompressed state. Because clutch piston 1-23-3 and brake piston 1-23-4 are rigidly connected axially, when clutch piston 1-23-3 compresses the clutch friction plate group, brake piston 1-23-4 releases the brake friction plate group; when brake piston 1-23-4 compresses the brake friction plate group, clutch piston 1-23-3 releases the clutch friction plate group.

[0042] When the brake friction plate group and the clutch friction plate group are both in a non-compression state, the distance between the clutch piston 1-23-3 and the clutch friction plate group is L1, and the distance between the brake piston 1-23-4 and the brake friction plate group is L2, and L2=3L1.

[0043] The control device of this embodiment comprises an axle oil pump 310, a filter 320, a cooler 330, a pressure regulating valve 340, a relief valve 350, a quick-drain valve 370, a shuttle valve 610, a check valve 620, a check valve 630, a brake solenoid valve 640, and a combined clutch brake solenoid valve 660. Oil pumped from the axle oil pump 310 flows sequentially through the filter 320, the cooler 330, and the pressure regulating valve 340 before entering the gearbox's internal lubrication oil circuit via the high-speed shafting lubricating oil port 43. The relief valve 350 limits the oil pressure entering the gearbox's internal lubrication oil circuit.

[0044] Figure 5In the diagram, P, P1, and P2 are the oil inlets, A and B are the oil outlets, T is the oil drain port, and C is the control port. Combined clutch brake solenoid valve 1-16 is a three-position, four-way solenoid valve. In the neutral position, ports A, B, and T are connected, with port P blocked. When the left coil is energized, port A connects to port P, and port B connects to port T. When the right coil is energized, port B connects to port P, and port A connects to port T. Brake solenoid valve 1-17 is a two-position, three-way solenoid valve. When the solenoid coil is de-energized, port A connects to port P. When the solenoid coil is energized, port A connects to port T.

[0045] The pressure regulating valve 1-4 automatically adjusts the pressure of the P port of the pressure regulating valve 1-4 according to the pressure level of the control port C, without the need for human intervention.

[0046] The overflow valve 1-5, quick-release valve 1-7, shuttle valve 1-15, No. 1 check valve 1-18 and No. 2 check valve 1-19 automatically open and switch directions according to the pressure comparison results of their respective P ports and A ports.

[0047] The free end of input shaft 1-11 drives the shaft-driven oil pump 1-1. The oil inlet and outlet ports of shaft-driven oil pump 1-11, filter 1-2, and cooler 1-3 are connected in series. The outlet oil circuit of cooler 330 is divided into two routes: one connected to port P of pressure regulating valve 1-4, and the other connected to port P of combined clutch brake solenoid valve 1-17.

[0048] Control port C of pressure regulating valve 340 is connected to outlet A of shuttle valve 1-15. Port A of pressure regulating valve 1-4 is split into two routes: one route is connected to the 430 high-speed shafting lubricating oil port, and the other route is connected to port P of check valve 1-18. Port P of relief valve 1-5 is connected to port A of pressure regulating valve 1-4, and port T of relief valve 350 is connected to the oil tank. The oil inlet port P1 of shuttle valve 1-4 is connected to port A of combined clutch and brake solenoid valve 1-17, while the oil inlet port P2 of shuttle valve 610 is connected to port B of combined clutch and brake solenoid valve 1-16. Port A of check valve 1-18 is connected to port A of check valve 1-19, while port P of check valve 1-19 is connected to port B of combined clutch and brake solenoid valve 1-16. Port A of combined clutch brake solenoid valve 1-16 is connected to port P of quick-release valve 1-7. Port A of quick-release valve 1-7 is connected to clutch operating oil port 1-8, and port T of quick-release valve 1-7 is connected to the fuel tank. Port P of brake solenoid valve 1-17 is connected to port A of check valve No. 1 18 and port A of check valve No. 2 1-19. Port A of brake solenoid valve 1-17 is connected to brake operating oil port 1-20.

[0049] It is further defined that the apparatus further includes a sensing component 1-24 and a controller; The sensing component 1-24 is also used to sense information that the clutch piston 1-23-3 has pressed the clutch friction plate group, sense information that the brake piston 1-23-4 has pressed the brake friction plate group, and sense information that the brake piston 1-23-4 has disengaged the brake friction plate group, and feed back the information to the controller; The controller is also used to determine that the clutch piston 1-23-3 has pressed the clutch friction plate group into place after receiving the information that the clutch piston 1-23-3 has pressed the clutch friction plate group; it is also used to determine that the brake piston 1-23-4 has pressed the brake friction plate group into place after receiving the information that the brake piston 1-23-4 has pressed the brake friction plate group; it is also used to determine that the brake piston 1-23-4 has been disengaged from the brake friction plate group after receiving the information that the brake piston 1-23-4 has been disengaged from the brake friction plate group.

[0050] It is further defined that the sensing assembly 1-24 includes a clutch engagement sensor 1-24-2, a clutch and brake disengagement sensor 1-24-4, a brake engagement sensor 1-24-5, a sensor bracket 1-24-6, a clutch measurement ring 1-24-1 and a brake measurement ring 1-24-3; The sensor bracket 1-24-6 is arranged on the brake 1-23-7. The brake engagement sensor 1-24-5, the clutch and brake disengagement sensor 1-24-4 and the clutch engagement sensor 1-24-2 are arranged on the sensor bracket 1-24-6 in sequence from left to right. The brake measuring ring 1-24-3 and the clutch measuring ring 1-24-1 are arranged on the one-piece structure in sequence from left to right. When the clutch engagement sensor 1-24-2 is aligned with the clutch measuring ring 1-24-1, the information that the clutch piston 1-23-3 has pressed the clutch friction plate group is sent to the controller; When the brake engagement sensor 1-24-5 is aligned with the brake measuring ring 1-24-3, the information that the brake piston 1-23-4 has pressed the brake friction plate group is sent to the controller; When the clutch and brake disengagement sensor 1-24-4 is aligned with the clutch measuring ring 1-24-1, information that the clutch piston 1-23-3 has disengaged the clutch friction plate group or information that the clutch piston 1-23-3 has disengaged the brake friction plate group is sent to the controller.

[0051] Specifically, the annular ferromagnetic clutch measuring ring 1-24-1 and the brake measuring ring 1-24-3 are rigidly fixed to the outer circumference of the brake piston 1-23-4. The clutch measuring ring 1-24-1 and the brake measuring ring 1-24-3 are axially spaced a distance apart. When the brake piston 1-23-4 moves axially following the clutch piston 1-23-3, the clutch measuring ring 1-24-1 and the brake measuring ring 1-24-3 move axially simultaneously.

[0052] The sensing assembly 1-24 consists of a clutch engagement sensor 1-24-2, a clutch and brake disengagement sensor 1-24-4, a brake engagement sensor 1-24-5, and a sensor bracket 1-24-6. Figure 10 From left to right, brake engagement sensor 1-24-5, clutch and brake disengagement sensor 1-24-4, and clutch engagement sensor 1-24-4 are fixed to the sensor bracket in sequence, spaced according to the travel distance of the clutch and brake pistons. When the clutch piston presses against the clutch friction plate pack, clutch engagement sensor 1-24-2 aligns with clutch measuring ring 1-24-2 and sends a signal. Simultaneously, the signals from clutch and brake disengagement sensor 1-24-4 and brake engagement sensor 1-24-5 disappear. When the brake piston presses against the brake friction plate pack, brake engagement sensor 1-24-5 aligns with brake measuring ring 1-24-5 and sends a signal.

[0053] When the clutch piston and brake piston remain in the middle position, the clutch and brake disengagement sensor 1-24-4 is aligned with the clutch measuring ring 1-24-2 and sends a signal indication, while the clutch engagement sensor 1-24-2 signal disappears.

[0054] Active control of the working state of the combined clutch brake is achieved by controlling the power on and off of different electromagnetic coils of the brake solenoid valve and the combined clutch brake solenoid valve, the automatic pressure response of the remaining valves, and the signal combination of the engagement sensor, clutch and brake disengagement sensor, and clutch engagement sensor.

[0055] Example 2: A combined clutch-brake integrated control method for a marine fire pump gearbox is implemented based on a combined clutch-brake integrated device for a marine fire pump gearbox, and is characterized in that the method includes the following contents: The controller controls the combined clutch brake solenoid valve 1-16 to be de-energized while controlling the brake solenoid valve 1-17 to be intermittently energized and de-energized. When the brake solenoid valve 1-17 is energized, the brake 1-23-7 is released, and the output shaft 1-14 rotates under the action of the clutch 1-23-1 displacement torque. When the brake solenoid valve 1-17 is de-energized, the brake 1-23-7 starts braking, so that the output shaft 1-14 stops, thereby realizing intermittent rotation of the fire pump rotor.

[0056] Specifically, when the oil output by the oil pump is controlled to enter the oil chamber of the clutch 1-23-1, the clutch piston 1-23-3 presses the friction plate group of the clutch, and the low-speed gear 1-12 drives the high-speed gear 1-13, the clutch and the output shaft 1-14 to rotate the output shaft 1-14 together; when the oil is controlled to be discharged from the oil chamber of the clutch 1-23-1, the clutch return spring is reset, and the clutch piston 1-23-3 is disengaged from the friction plate group of the clutch; when the oil output by the oil pump 310 is controlled to enter the oil chamber of the brake 1-23-7, the brake piston 1-23-4 presses the friction plate group of the brake, causing the output shaft 1-14 to brake; when the oil is controlled to be discharged from the oil chamber of the brake 1-23-7, the brake return spring is reset, and the brake piston 1-23-4 is disengaged from the friction plate group of the brake.

[0057] Specifically, the fire pump rotor is controlled to rotate intermittently to prevent the risk of the rotor being stuck by deposited foreign matter.

[0058] Although the present invention is described herein with reference to specific embodiments, it should be understood that these embodiments are merely illustrative of the principles and applications of the invention. It should be understood that many modifications may be made to the illustrative embodiments, and that other arrangements may be devised, without departing from the spirit and scope of the invention as defined by the appended claims. It should be understood that the various dependent claims and features described herein may be combined in ways other than those described in the original claims. It should also be understood that features described in conjunction with individual embodiments may be employed in conjunction with other described embodiments.

Claims

1. A combined clutch-brake integrated device for a marine fire pump gearbox, the device comprising a bearing, a main diesel engine (2), an output shaft (1-14), a high-speed gear (1-13), a low-speed gear (1-12), an input shaft (1-11), and a shaft-belt oil pump (1-1); the output shaft of the main diesel engine (2) is connected to one end of the input shaft (1-11), the other end of the input shaft (1-11) is connected to the shaft-belt oil pump (1-1), the low-speed gear (1-12) is sleeved on the input shaft (1-11), the high-speed gear (1-13) is supported on the output shaft (1-14) through a bearing, the high-speed gear (1-13) is meshed with the low-speed gear (1-12), and the output shaft (1-14) is used to drive the fire pump rotor to rotate, so that the fire pump pumps water externally; It is characterized in that The device also includes a combined clutch brake (1-21) and an oil supply system; The combined clutch-brake (1-21) includes a fire pump gearbox housing, a clutch (1-23-1), a brake (1-23-7), a common oil cylinder (1-23-2), a clutch piston (1-23-3), a brake piston (1-23-4), a clutch return spring (1-23-6) and a brake return spring (1-23-6); The clutch (1-23-1) and the brake (1-23-7) are both sleeved on the output shaft (1-14), the high-speed gear (1-13) is rigidly connected to the clutch (1-23-1), and the brake (1-23-7) is rigidly connected to the fire pump gear box body; A common oil cylinder (1-23-2), a clutch piston (1-23-3), a brake piston (1-23-4), a clutch return spring (1-23-6) and a brake return spring (1-23-6) are provided between the clutch (1-23-1) and the brake (1-23-7). The common oil cylinder (1-23-2), the brake piston (1-23-4) and the clutch piston (1-23-3) are all sleeved on the output shaft (1-14). The brake piston (1-23-4) ) and the clutch piston (1-23-3) are sleeved on the outside of the common oil cylinder body (1-23-2), and the brake piston (1-23-4) and the clutch piston (1-23-3) form an integrated structure, and a gap is left between the integrated structure and the brake and clutch respectively; the distance between the common oil cylinder body (1-23-2) and the brake piston (1-23-4) is the brake oil chamber, and the distance between the common oil cylinder body (1-23-2) and the clutch piston (1-23-3) is the clutch oil chamber; The oil supply system is used to control the shaft belt oil pump (1-1) to fill the clutch oil chamber with oil, so that the clutch piston (1-23-3) presses the clutch friction plate group, and the low-speed gear (1-12) drives the high-speed gear (1-13), the clutch (1-23-1) and the output shaft (1-14) to rotate together; It is also used to control the oil discharge from the clutch oil chamber while controlling the oil pump (1-1) to fill the brake oil chamber with oil, so that the clutch piston (1-23-3) is disengaged from the clutch friction plate group, while the brake piston (1-23-4) presses the brake friction plate group, so that the output shaft (1-14) is braked.

2. The marine fire pump gearbox combined clutch and brake integrated device according to claim 1, characterized in that: The oil supply system includes a pressure regulating valve (1-4), a quick-release valve (1-7), a shuttle valve (1-15), a brake solenoid valve (1-17) and a combined clutch brake solenoid valve (1-16); The oil pumped out by the shaft oil pump (1-1) is divided into two paths, one path is connected to the P port of the pressure regulating valve (1-4), and the other path is connected to the P port of the combined clutch brake (1-21) combined clutch brake (1-21) solenoid valve (1-16); The B port of the combined clutch brake solenoid valve (1-16) is simultaneously connected to one end of the first oil circuit and one end of the second oil circuit, the other end of the first oil circuit is simultaneously connected to the P port of the brake solenoid valve (1-17) and one end of the third oil circuit, the other end of the third oil circuit is connected to the high-speed shaft system lubricating oil interface (1-9), and the high-speed shaft system lubricating oil interface (1-9) is used to lubricate the bearing, the high-speed shaft system lubricating oil interface (1-9) and the friction plate group of the brake; the A port of the brake solenoid valve (1-17) is connected to the brake working oil interface (1-20) through the fourth oil circuit, and the brake working oil interface (1-20) is connected to the brake (1-23-7) oil chamber; the other end of the second oil circuit is connected to the clutch working oil interface (1-8), and the clutch working oil interface (1-8) is connected to the clutch (1-23-1) oil chamber; Port A of the pressure regulating valve (1-4) is connected to the third oil circuit; A shuttle valve (1-15) and a quick-release valve (1-7) are sequentially arranged on the second oil circuit leading to the clutch working oil interface (1-8); the A port of the shuttle valve (1-15) is connected to the C port of the pressure valve 340.

3. The marine fire pump gearbox combined clutch and brake integrated device according to claim 2, characterized in that: The oil supply system also includes a No. 1 check valve (1-18) and a No. 2 check valve (1-19); The No. 1 one-way valve (1-18) is arranged on the No. 1 one-way valve (1-18), and the No. 2 one-way valve (1-19) is arranged on the third oil line.

4. The marine fire pump gearbox combined clutch and brake device according to claim 3, characterized in that: The oil supply system also includes a relief valve (1-5); The overflow valve (1-5) is arranged on the third oil circuit.

5. The marine fire pump gearbox combined clutch and brake integrated device according to claim 4, characterized in that: The oil supply system also includes a filter (1-2) and a cooler (1-3); The oil pumped out by the shaft oil pump (1-1) flows through the filter (1-2) and the cooler (1-3) in sequence and is then divided into two paths.

6. The marine fire pump gearbox combined clutch and brake integrated device according to claim 1 or 5, characterized in that: The device also includes a sensing component (1-24) and a controller; The sensing component (1-24) is further used to sense information that the clutch piston (1-23-3) has pressed the clutch friction plate group, sense information that the brake piston (1-23-4) has pressed the brake friction plate group, and sense information that the brake piston (1-23-4) has disengaged the brake friction plate group, and feed back to the controller; The controller is further used to determine that the clutch piston (1-23-3) has pressed the clutch friction plate group into place after receiving information that the clutch piston (1-23-3) has pressed the clutch friction plate group; it is also used to determine that the brake piston (1-23-4) has pressed the brake friction plate group into place after receiving information that the brake piston (1-23-4) has pressed the brake friction plate group; it is also used to determine that the brake piston (1-23-4) has disengaged from the brake friction plate group after receiving information that the brake piston (1-23-4) has disengaged from the brake friction plate group.

7. The marine fire pump gearbox combined clutch and brake integrated device according to claim 6, characterized in that: The sensing assembly (1-24) includes a clutch engagement sensor (1-24-2), a clutch and brake disengagement sensor (1-24-4), a brake engagement sensor (1-24-5), a sensor bracket (1-24-6), a clutch measuring ring (1-24-1), and a brake measuring ring (1-24-3); A sensor bracket (1-24-6) is arranged on the brake (1-23-7); a brake engagement sensor (1-24-5), a clutch and brake disengagement sensor (1-24-4), and a clutch engagement sensor (1-24-2) are arranged on the sensor bracket (1-24-6) in sequence from left to right; a brake measuring ring (1-24-3) and a clutch measuring ring (1-24-1) are arranged on the one-piece structure in sequence from left to right; When the clutch engagement sensor (1-24-2) is aligned with the clutch measuring ring (1-24-1), the information that the clutch piston (1-23-3) has pressed the clutch friction plate group is sent to the controller; When the brake engagement sensor (1-24-5) is aligned with the brake measuring ring (1-24-3), the information that the brake piston (1-23-4) has pressed the brake friction plate group is sent to the controller; When the clutch and brake disengagement sensor (1-24-4) is aligned with the clutch measuring ring (1-24-1), the information that the clutch piston (1-23-3) has disengaged the clutch friction plate group or the information that the clutch piston (1-23-3) has disengaged the brake friction plate group is sent to the controller.

8. A method for controlling a combined clutch and brake system for a marine fire pump gearbox, the method being implemented based on the combined clutch and brake system for a marine fire pump gearbox according to claim 7, and characterized in that: The method includes the following: The controller controls the combined clutch brake solenoid valve (1-16) to be de-energized and controls the brake solenoid valve (1-17) to be intermittently energized and de-energized. When the brake solenoid valve (1-17) is energized, the brake (1-23-7) is released, and the output shaft (1-14) rotates under the action of the clutch (1-23-1) with the displacement torque. When the brake solenoid valve (1-17) is de-energized, the brake (1-23-7) starts braking, so that the output shaft (1-14) stops, thereby realizing intermittent rotation of the fire pump rotor.

Images