Adaptive propeller suspension system and damping control method

Abstract

The application discloses a self-adaptive propeller hanging system and a damping control method, and belongs to the technical field of heavy component hoisting. The system comprises a main bearing frame, a universal hinge mechanism and a self-adaptive hydraulic damping unit. The self-adaptive hydraulic damping unit comprises a cylinder, a valve core and a self-adaptive valve group. One end of the valve core is connected with a propeller assembly. The self-adaptive valve group is used for dynamically adjusting the hydraulic motion resistance acting on the valve core when the propeller hoisting posture changes. The damping control method judges a target damping adjustment mode through posture and pressure parameter fusion, switches between a reference damping mode, an impact suppression damping mode and a locking damping mode, and realizes automatic reset by means of a spring after the locking state is released. The scheme can effectively suppress swing and impact in the propeller hoisting process, and improve hoisting stability and safety.

Description

Technical Field

[0001] This application relates to the field of heavy component hoisting technology, specifically to an adaptive propeller hoisting system and a damping control method. Background Technology

[0002] The propeller of a high-power turboprop engine is a critical component that is large, heavy, and requires extremely high assembly precision. Throughout its lifecycle, including manufacturing, assembly, maintenance, and testing, it inevitably undergoes multiple lifting operations. Before testing or assembly, the propeller is typically assembled at its workstation and placed in a horizontal position, with the lifting linkage roughly parallel to the ground. During lifting and installation, the propeller axis needs to be gradually adjusted from a horizontal to a vertical position. The significant changes in attitude during lifting result in substantial alterations to the direction and form of forces acting on the lifting system. When the propeller is vertical, the lifting system primarily bears tensile loads along the vertical direction; however, when the propeller is adjusted to a horizontal position, the lifting system inevitably experiences significant bending moments and shear loads. This shift in force mode caused by attitude changes places high demands on the adaptability and safety of the lifting structure.

[0003] Currently, common propeller hoisting solutions typically employ rigid suspension structures. These structures are generally connected to the lifting equipment via lifting lugs at the top, and fixed to the propeller's designated lifting point at the bottom using clamps or holding structures. These suspension structures are usually designed under the assumption that the propeller is in a single or nearly fixed posture, and its geometry and force path remain largely unchanged during hoisting. However, in practical applications, when the propeller is lifted from a horizontal position and gradually transitions to a vertical position, the relative relationship between the suspension components and the ground deviates significantly during the intermediate posture phase due to the fixed connection position and configuration of the suspension structure. This results in a large torque between the lifting lugs and the propeller lifting point. This non-designed stress state can easily subject the suspension structure to excessive bending or shear loads, potentially damaging the propeller. Summary of the Invention

[0004] This application provides an adaptive propeller hoisting system and a damping control method to solve the technical problem of the risk of propeller damage caused by adverse stress conditions due to changes in propeller attitude during hoisting.

[0005] According to one aspect of this application, an adaptive propeller hoisting system is provided, including a main support frame, a universal joint mechanism, and an adaptive hydraulic damping unit; the universal joint mechanism is fixed to the upper end of the main support frame for connection with hoisting equipment; the adaptive hydraulic damping unit includes a cylinder and a valve core and an adaptive valve assembly disposed within the cylinder, the cylinder being connected to the main support frame, and one end of the valve core extending out of the cylinder for connection with a propeller assembly; the adaptive valve assembly is used to dynamically change the magnitude of the hydraulic resistance acting on the valve core when the propeller hoisting attitude changes.

[0006] Optionally, the cylinder includes an inner cylinder and an outer cylinder coaxially sleeved outside the inner cylinder, forming an outer cavity between the inner cylinder and the outer cylinder, and an inner cavity within the inner cylinder; the axial ends of the inner cavity are respectively connected to the outer cavity through throttling channels, and the valve core passes through the inner cavity; the adaptive valve assembly includes a piston and a flow control plate disposed on the valve core, the piston being located within the inner cavity and used to move synchronously with the valve core to adjust the pressure within the inner cavity; the flow control plate is disposed at each of the two throttling channels and is used to adjust the opening of the corresponding throttling channel according to the rate of change of the pressure within the inner cavity.

[0007] Optionally, a spring is provided on the flow control plate, and the spring is connected to the inner cylinder or the outer cylinder; the flow control plate is used to overcome the force of the spring and move when the rate of change of the internal pressure reaches a set threshold, so as to change the effective flow area of ​​the throttling channel.

[0008] Optionally, the main support frame is equipped with an inclination sensor and a hydraulic pressure sensor. The inclination sensor is used to detect the inclination angle of the cylinder, and the hydraulic pressure sensor is used to detect the pressure in the inner cavity.

[0009] Optionally, the adaptive hydraulic damping unit further includes an external control component, which is connected to one end of the valve core extending out of the cylinder. The external control component is used to apply a control action to the valve core based on the data collected by the tilt sensor and the hydraulic pressure sensor, so as to actively adjust the equivalent working state of the flow control plate.

[0010] According to another aspect of this application, a damping control method for an adaptive propeller suspension is also provided, comprising the following steps:

[0011] S1. System power-on initialization;

[0012] S2. During the propeller hoisting process, the tilt angle, tilt angle change rate and hydraulic pressure of the propeller hoisting system are collected in real time through tilt angle sensor and hydraulic pressure sensor.

[0013] S3. Perform fusion filtering on the tilt angle, tilt angle change rate and hydraulic pressure to obtain steady-state parameters for damping control;

[0014] S4. Based on the stable state parameters, determine the current force attitude of the propeller suspension system and determine the corresponding target damping adjustment mode;

[0015] S5. According to the target damping adjustment mode, the valve core is controlled by an external control component to adjust the throttling characteristics of the adaptive valve group, so that the adaptive hydraulic damping unit applies a corresponding hydraulic motion resistance to the valve core.

[0016] Optionally, step S1 includes: after the suspension system is powered on, initializing and self-testing the tilt sensor and hydraulic pressure sensor, and acquiring the initial attitude parameters and initial hydraulic pressure parameters of the system.

[0017] Optionally, the target damping adjustment mode includes:

[0018] Reference damping mode, in which the adaptive valve assembly maintains the reference throttling state;

[0019] Impact suppression damping mode, in which the adaptive valve assembly reduces the throttle channel opening to increase the hydraulic motion resistance of the valve core;

[0020] In the lock-up damping mode, an external control component applies control to the valve core, causing the internal pressure change rate / differential pressure to reach a state that moves the flow control plate to the blocking position, thereby completely blocking the throttling channel and limiting the movement of the valve core relative to the cylinder.

[0021] Optionally, in the reference damping mode or impact suppression damping mode, when the rate of change of tilt angle or hydraulic pressure exceeds a preset threshold, the flow control plate is driven to move to the blocking position by an external control component to completely block the throttling channel, thereby switching to the lock-up damping mode.

[0022] Optionally, in the lock-up damping mode, when the tilt angle change rate and hydraulic pressure are both detected to fall below the corresponding threshold, the blocking constraint on the flow control plate is released by the external control component, so that the flow control plate is reset from the blocked position under the action of the spring, thereby restoring the throttling channel to open, and the target damping adjustment mode is switched to the impact suppression damping mode or the reference damping mode.

[0023] In summary, this application includes at least one of the following beneficial technical effects:

[0024] By installing a universal joint mechanism on the main support frame for connection with the hoisting equipment, the propeller assembly can passively rotate around multiple degrees of freedom during hoisting, thus avoiding the direct conversion of attitude changes into rigid additional loads due to excessive constraints at the hoisting points. Simultaneously, an adaptive hydraulic damping unit is installed between the main support frame and the propeller assembly. The relative motion between the valve core and the cylinder reflects the propeller's attitude change trend. When attitude changes lead to an increased tendency for the valve core to move relative to the cylinder, the adaptive valve assembly correspondingly increases the hydraulic resistance acting on the valve core to suppress this relative motion. Therefore, on the one hand, the propeller can automatically adjust its attitude within a reasonable range according to the hoisting state; on the other hand, it dampens and absorbs rapid displacement and impact loads caused by sudden attitude changes and increased oscillations, preventing the concentrated transmission of instantaneous impact forces and bending moments to the propeller body and its connecting parts. This effectively improves the severe stress state caused by attitude changes during hoisting, reduces the risk of structural damage or failure of the propeller, and improves the safety and reliability of the hoisting process.

[0025] In addition to the purposes, features, and advantages described above, this application has other purposes, features, and advantages. A further detailed description of this application will be provided below with reference to the figures. Attached Figure Description

[0026] The accompanying drawings, which form part of this application, are used to provide a further understanding of this application. The illustrative embodiments and descriptions of this application are used to explain this application and do not constitute an undue limitation of this application. In the drawings:

[0027] Figure 1 This is a schematic diagram of the adaptive propeller suspension system of this application;

[0028] Figure 2 This is a schematic diagram of the adaptive hydraulic damping unit of this application.

[0029] Legend:

[0030] 1. Main load-bearing frame; 2. Universal hinge mechanism; 3. Adaptive hydraulic damping unit; 311. Inner cylinder; 312. Outer cylinder; 32. Valve core; 331. Piston; 332. Flow control plate; 333. Spring; 34. External control components. Detailed Implementation

[0031] The embodiments of this application are described in detail below with reference to the accompanying drawings; however, this application may be implemented in a variety of different ways as defined and covered below.

[0032] The following is in conjunction with the appendix Figure 1-2 This application will be described in further detail.

[0033] This application discloses an adaptive propeller suspension system and a damping control method.

[0034] Reference Figure 1 The adaptive propeller hoisting system includes a main support frame 1, a universal joint mechanism 2, and an adaptive hydraulic damping unit 3. The universal joint mechanism 2 is fixed to the upper end of the main support frame 1 and is used to connect with the hoisting equipment. The adaptive hydraulic damping unit 3 includes a cylinder and a valve core 32 and an adaptive valve group disposed in the cylinder. The cylinder is connected to the main support frame 1, and one end of the valve core 32 extends out of the cylinder for connection with the propeller assembly. It is used to increase the hydraulic resistance acting on the valve core 32 to suppress the movement of the valve core 32 when the propeller hoisting attitude changes and the movement tendency of the valve core 32 relative to the cylinder increases, thereby reducing the swaying and impact during propeller hoisting.

[0035] The main load-bearing frame 1, as the primary load-bearing component of the propeller hoisting system, bears the weight of the propeller itself and the loads generated during hoisting, forming a stable load transfer channel between the hoisting equipment and the propeller assembly. Through the main load-bearing frame 1, the forces generated by the propeller during lifting and transport can be transferred along a predetermined path, preventing uncontrolled localized load concentration at the propeller hoisting point. The universal joint mechanism 2 is fixedly mounted on the upper end of the main load-bearing frame 1 and is used to connect with the hoisting equipment. The universal joint mechanism 2 allows the main load-bearing frame 1 to rotate freely in space relative to the hoisting equipment, enabling it to automatically adjust its spatial orientation according to changes in the propeller's attitude. During the process of the propeller attitude gradually changing from horizontal to vertical, or from vertical to horizontal, the universal joint mechanism 2 can reduce the additional bending moment and lateral load caused by the geometric constraints between the hoisting equipment and the propeller, thereby improving the overall stress state of the hoisting system. When attitude changes lead to an increased tendency for the valve core to move relative to the cylinder, the adaptive valve assembly correspondingly increases the hydraulic resistance acting on the valve core to suppress this relative motion. This allows the propeller to automatically adjust its attitude within a reasonable range according to the lifting conditions, while also damping and absorbing rapid displacements and impact loads caused by sudden attitude changes and increased swaying. This prevents the concentrated transmission of instantaneous impact forces and bending moments to the propeller body and its connecting parts, effectively improving the severe stress conditions caused by attitude changes during lifting, reducing the risk of structural damage or failure of the propeller, and enhancing the safety and reliability of the lifting process.

[0036] An adaptive hydraulic damping unit 3 is positioned between the main support frame 1 and the propeller assembly. One end of the unit is connected to the main support frame 1, and the other end is connected to the propeller assembly via a valve core 32. The adaptive hydraulic damping unit 3 includes a cylinder, a valve core 32, and an adaptive valve assembly housed within the cylinder. One end of the valve core 32 extends out of the cylinder and connects to the propeller assembly, allowing the relative motion generated by the propeller during hoisting to be transmitted through the adaptive hydraulic damping unit 3. When the propeller's hoisting attitude changes, relative motion tends to occur between the main support frame 1 and the propeller assembly due to changes in the propeller's center of gravity and force direction. With the adaptive hydraulic damping unit 3, this relative motion is no longer transmitted directly in a rigid manner, but is adjusted through the hydraulic action between the cylinder and the valve core 32. The adaptive valve assembly dynamically changes the magnitude of the hydraulic resistance acting on the valve core 32 when the propeller's hoisting attitude changes, controlling the relative motion between the main support frame 1 and the propeller assembly, thereby suppressing sudden load changes and torque concentrations during attitude changes.

[0037] Reference Figure 2 In one embodiment, the cylinder includes an inner cylinder 311 and an outer cylinder 312 coaxially sleeved outside the inner cylinder 311. An outer cavity is formed between the inner cylinder 311 and the outer cylinder 312, and an inner cavity is formed inside the inner cylinder 311. The axial ends of the inner cavity are respectively connected to the outer cavity through throttling channels, and the valve core 32 passes through the inner cavity. The adaptive valve assembly includes a piston 331 and a flow control plate 332 disposed on the valve core 32. The piston 331 is located in the inner cavity and is used to move synchronously with the valve core 32 to adjust the pressure of the inner cavity. The flow control plate 332 is disposed at one of the two throttling channels and is used to adjust the opening of the corresponding throttling channel according to the rate of change of the pressure in the inner cavity.

[0038] In this embodiment, the dual-cavity structure allows the adaptive hydraulic damping unit 3 to form interconnected but functionally distinct hydraulic spaces. The inner cavity accommodates the valve core 32 and defines its axial movement path. The valve core 32 passes through the inner cavity along the axial direction of the inner cylinder 311, enabling it to undergo axial displacement during hoisting due to the relative movement between the main support frame 1 and the propeller assembly. The outer cavity serves as a compensation and communication space for the hydraulic medium within the inner cavity, establishing a hydraulic connection with it and providing adjustment margin for changes in the hydraulic state within the inner cavity.

[0039] Because the inner cavity is a relatively closed hydraulic space, and its two ends are connected to the outer cavity only through throttling channels, when the piston 331 undergoes axial displacement within the inner cavity, it exerts a squeezing or releasing effect on the hydraulic medium within the cavity, thereby causing a change in the effective volume of the inner cavity. Specifically, when the valve core 32 drives the piston 331 to move to one side along the axial direction of the inner cavity, the piston 331 will compress the hydraulic medium in the inner cavity space on that side, reducing the effective volume of the inner cavity on that side. At the same time, the hydraulic medium needs to flow to the outer cavity through the corresponding throttling channel to achieve volume compensation. When the opening of the throttling channel is limited, the flow velocity of the hydraulic medium is restricted, and the hydraulic medium in the inner cavity cannot be completely released instantaneously, resulting in a pressure increase in the inner cavity region corresponding to the direction of piston 331's movement. Conversely, when the piston 331 moves in the opposite direction along the axial direction of the inner cavity, it will release the previously pressurized area, increasing the effective volume of the corresponding inner cavity space. The hydraulic medium in the inner cavity will then flow back from the outer cavity through the throttling channel to fill that space. When the return flow is also restricted by the throttling channel, the replenishment of hydraulic medium in the inner cavity is delayed, causing changes in the inner cavity pressure. Therefore, the axial movement of piston 331 within the inner cavity alters the effective volume of the inner cavity and, under the constraint of the throttling channel on the flow of hydraulic medium, induces pressure changes in the hydraulic medium within the inner cavity. By fixing piston 331 onto valve core 32, a direct correlation is established between the mechanical movement of valve core 32 and the changes in the hydraulic pressure within the inner cavity.

[0040] The flow control plate 332 is positioned at the throttling channel, enabling it to directly sense the pressure status on both sides of the throttling channel. When the rate of change of internal pressure is small, the flow of hydraulic medium through the throttling channel is relatively smooth, and the flow control plate 332 basically maintains its original position, with the throttling channel maintaining its original opening. However, when the rate of change of internal pressure is large, the flow velocity and pressure difference of the hydraulic medium in the throttling channel increase accordingly, and the hydraulic pressure acting on the flow control plate 332 increases rapidly, thereby pushing the flow control plate 332 to move and changing the effective opening of the throttling channel.

[0041] In this design, the purpose of setting up the valve core 32 and cylinder is to form a flexible force-bearing connection between the main support frame 1 and the propeller assembly, so that when the propeller's lifting posture changes, displacement and torque are no longer directly transmitted through rigid components. When the lifting posture changes, a relative motion tendency will occur between the main support frame 1 and the propeller assembly. This relative motion is manifested through the axial movement of the valve core 32 within the cylinder. When the propeller posture change is relatively gentle, the movement speed of the valve core 32 within the inner cavity is low, and the hydraulic medium can flow relatively smoothly between the inner and outer cavities through the throttling channel. The pressure change within the inner cavity is relatively gentle, and the throttling channel maintains a large effective opening. The valve core 32 can complete the necessary displacement adjustment, thereby achieving the posture self-adaptation required for flexible lifting. When the propeller's lifting posture changes drastically, the relative motion tendency between the main support frame 1 and the propeller assembly increases, and the valve core 32 exhibits an accelerating movement tendency within the inner cavity. As the valve core 32 moves at a higher speed, the piston 331 exerts a stronger squeezing effect on the hydraulic medium within the inner cavity. This forces the hydraulic medium to flow through the throttling channel to the outer cavity in a shorter time, resulting in a rapid increase in the flow velocity and pressure difference of the hydraulic medium within the throttling channel, manifested as a significant increase in the rate of pressure change within the inner cavity. Under these conditions, the flow control plate 332, located at the throttling channel, experiences increased hydraulic pressure, driving it to move in a direction that reduces the effective flow area of ​​the throttling channel, thus decreasing the effective opening of the throttling channel. As the opening of the throttling channel decreases, the flow of the hydraulic medium is restricted, and the pressure within the inner cavity rises rapidly, significantly increasing the hydraulic resistance acting on the valve core 32 and suppressing its tendency to accelerate.

[0042] Based on the above mechanism, when the suspension posture changes drastically and the valve core 32 has a tendency to move rapidly or accelerate, the adaptive valve group automatically reduces the opening of the throttle channel to increase hydraulic damping and suppress the movement of the valve core 32; while when the suspension posture changes gradually, the opening of the throttle channel returns to a larger state, enabling the valve core 32 to make necessary displacement adjustments, thus realizing adaptive damping control of the movement of the valve core 32 under flexible suspension conditions.

[0043] In one embodiment, a spring 333 is provided on the flow control plate 332, and the spring 333 is connected to the inner cylinder 311 or the outer cylinder 312; the flow control plate 332 is used to overcome the force of the spring 333 and move when the rate of change of the internal pressure reaches a set threshold, so as to change the effective flow area of ​​the throttling channel.

[0044] In this embodiment, to ensure that the flow control plate 332 has stable and repeatable working characteristics under different hoisting conditions, a spring 333 is provided on the flow control plate 332 and connected to the inner cylinder 311 or the outer cylinder 312, thereby forming an elastic constraint relationship between the flow control plate 332 and the cylinder. The spring 333 ensures that the flow control plate 332 remains in its initial position when not subjected to significant hydraulic pressure, and the corresponding throttling channel maintains a predetermined initial opening.

[0045] When the valve core 32 moves relatively smoothly, the flow state of the hydraulic medium in the inner cavity is relatively stable. The hydraulic pressure acting on the flow control plate 332 is insufficient to overcome the elastic force of the spring 333. The flow control plate 332 maintains its original position, and the effective flow area of ​​the throttling channel remains basically unchanged, making the adaptive hydraulic damping unit 3 exhibit relatively gentle damping characteristics. When the hanging posture changes drastically, and the valve core 32 shows an accelerating movement tendency in the inner cavity, the hydraulic medium in the inner cavity needs to flow to the outer cavity through the throttling channel in a short time. The flow velocity and pressure difference of the hydraulic medium in the throttling channel increase rapidly, causing the hydraulic pressure acting on the flow control plate 332 to increase significantly. When this hydraulic pressure reaches or exceeds the elastic force provided by the spring 333, the flow control plate 332 overcomes the constraint of the spring 333 and moves in the direction of reducing the effective flow area of ​​the throttling channel, thereby reducing the effective opening of the throttling channel. As the effective flow area of ​​the throttling channel decreases, the flow of hydraulic medium between the inner and outer cavities is further restricted, the hydraulic pressure rises faster within the inner cavity, and the hydraulic resistance acting on the valve core 32 increases accordingly, inhibiting the accelerated movement of the valve core 32. By setting a spring 333 on the flow control plate 332 and utilizing the elastic constraint provided by the spring 333, the flow control plate 332 only moves when the pressure change in the inner cavity is relatively drastic and the corresponding movement trend of the valve core 32 is strong, thus forming a passive adjustment mechanism with threshold characteristics in the structure. In addition, when the change in the hanging posture becomes gradual and the movement speed of the valve core 32 decreases, the hydraulic pressure acting on the flow control plate 332 decreases accordingly, the spring 333 releases its elastic force, and pushes the flow control plate 332 back to its initial position, so that the effective flow area of ​​the throttling channel gradually recovers, thereby allowing the adaptive hydraulic damping unit 3 to exhibit more flexible damping characteristics again. Through the above methods, adaptive adjustment of the movement resistance of the valve core 32 is achieved without introducing an active control structure.

[0046] In one embodiment, the main support frame 1 is equipped with an angle sensor and a hydraulic pressure sensor. The angle sensor detects the tilt angle of the cylinder, and the hydraulic pressure sensor detects the pressure inside the cavity. By detecting the tilt angle of the cylinder, the attitude change information of the propeller during hoisting, when it changes from horizontal to vertical or vice versa, can be obtained, thus providing a basis for attitude parameters to characterize the stress state of the hoisting system. By detecting the pressure inside the cavity, the hydraulic action experienced by the adaptive hydraulic damping unit 3 during hoisting can be reflected. The change in the pressure inside the cavity can characterize the magnitude and trend of the hydraulic resistance during the movement of the valve core 32, thus reflecting the dynamic stress characteristics of the hoisting system during attitude changes.

[0047] In one embodiment, the adaptive hydraulic damping unit 3 further includes an external control component 34, which is connected to one end of the valve core 32 that extends out of the cylinder. The external control component 34 is used to apply control to the valve core 32 based on the data collected by the tilt sensor and the hydraulic pressure sensor, so as to actively adjust the equivalent working state of the flow control plate 332.

[0048] The adaptive hydraulic damping unit 3, based on the original passive hydraulic adjustment structure, further incorporates an external control component 34. This structure allows the movement of the valve core 32 within the inner cavity to be influenced not only by hydraulic pressure but also by external control when needed. The external control component 34 is located outside the cylinder and mechanically connected to the end of the valve core 32 extending from the cylinder, enabling it to directly apply axial force or displacement constraint to the valve core 32. Through this connection, the control effect applied by the external control component 34 to the valve core 32 is transmitted along the valve core 32 to the inside of the cylinder, thus affecting the movement state of the valve core 32 within the inner cavity. The external control component 34 works in conjunction with a tilt sensor and a hydraulic pressure sensor, enabling it to apply corresponding control actions to the valve core 32 based on the attitude and hydraulic status information of the suspension system. By controlling the movement state of the valve core 32, the external control component 34 can indirectly change the movement state of the piston 331 in the inner cavity and the flow conditions of the hydraulic medium in the inner cavity, so that the flow control plate 332 set at the throttling channel presents different equivalent working states in terms of overall effect.

[0049] The external control component 34 can be an electric actuator, a hydraulic actuator, an electromagnetic actuator, or other actuator capable of applying axial force or displacement constraint to the valve core 32. The external control component 34 is connected to the end of the valve core 32 that extends out of the cylinder and is used to change the motion state of the valve core 32 under control, thereby actively adjusting the equivalent working state of the flow control plate 332.

[0050] In lock-up damping mode, the external control component 34 applies control to the valve core 32, limiting its return stroke or causing it to move in a predetermined direction. This intensifies the compression of the hydraulic medium in the internal cavity by the piston 331, resulting in a rapid increase in the internal cavity pressure and its rate of change. The pressure difference at the throttling channel increases, and under hydraulic pressure, the flow control plate 332 is moved to the blocking position, blocking the throttling channel. Upon release, the external control component 34 releases control of the valve core 32, the internal cavity pressure and its rate of change decrease, and the flow control plate 332, losing the hydraulic pressure to maintain the blocking, returns to its initial position under the reset action of the spring 333, reopening the throttling channel.

[0051] This embodiment also discloses an adaptive propeller suspension damping control method, including the following steps:

[0052] S1. System power-on initialization;

[0053] S2. During the propeller hoisting process, the tilt angle, tilt angle change rate and hydraulic pressure of the propeller hoisting system are collected in real time through tilt angle sensor and hydraulic pressure sensor.

[0054] S3. Perform fusion filtering on the tilt angle, tilt angle change rate, and hydraulic pressure to obtain steady-state parameters for damping control;

[0055] S4. Determine the current force attitude of the propeller suspension system based on the steady state parameters, and determine the corresponding target damping adjustment mode;

[0056] S5. According to the target damping adjustment mode, the external control component 34 applies a control action to the valve core 32 to adjust the throttling characteristics of the adaptive valve group, so that the adaptive hydraulic damping unit 3 applies a corresponding hydraulic motion resistance to the valve core 32.

[0057] In this embodiment, the damping control method of the adaptive propeller hoist is used to adjust the force state of the hoisting system caused by attitude changes during propeller hoisting, so that the movement of the valve core 32 in the cylinder is kept within a controllable range, thereby achieving stability and safety during hoisting.

[0058] In step S1, the adaptive propeller hoisting system is powered on and initialized to bring the system into an operational state, providing basic operating conditions for subsequent state acquisition and damping adjustment during the hoisting process.

[0059] In step S2, during the propeller hoisting process, the operating status of the hoisting system is monitored in real time using tilt sensors and hydraulic pressure sensors installed on the main support frame 1. The tilt sensor acquires the tilt angle information of the cylinder in space and calculates the tilt angle change rate to reflect the trend of attitude change during propeller hoisting. The hydraulic pressure sensor acquires the hydraulic pressure information of the internal cavity of the adaptive hydraulic damping unit 3 to reflect the hydraulic action state corresponding to the movement of the valve core 32 within the cylinder.

[0060] In step S3, the acquired tilt angle, tilt angle change rate, and hydraulic pressure are fused and filtered. By fusing different types of state parameters, the effects of instantaneous fluctuations or noise in single sensor signals are eliminated, and stable state parameters that can comprehensively reflect the current operating state of the propeller suspension system are obtained, enabling subsequent damping adjustments to be based on continuous and reliable state information.

[0061] In step S4, the current stress attitude of the propeller suspension system is determined based on the stable state parameters obtained after fusion filtering. Through comprehensive analysis of the attitude change characteristics and hydraulic action state, a target damping adjustment mode matching the current stress attitude is determined, so that the subsequent damping adjustment direction is adapted to the actual operating state of the suspension system.

[0062] In step S5, according to the determined target damping adjustment mode, the external control component 34 applies control to the valve core 32. The adjustment of the valve core 32's motion state by the external control component 34 changes the valve core 32's motion conditions within the cylinder, thereby adjusting the throttling characteristics of the adaptive valve assembly and causing the adaptive hydraulic damping unit 3 to apply a corresponding magnitude of hydraulic resistance to the valve core 32. In this way, the valve core 32 receives damping action matching its current force posture during hoisting, thus suppressing the tendency for the valve core 32 to accelerate due to rapid posture changes. Through the above steps, dynamic adjustment of the hydraulic resistance of the valve core 32 is achieved during propeller hoisting, ensuring the controllability of the force state of the hoisting system at different posture change stages, thereby improving the stability and safety of the propeller hoisting process.

[0063] In one embodiment, step S1 serves as the initial step of the adaptive propeller hoisting damping control method. It is used to establish the system's state acquisition basis before the propeller formally enters the hoisting process, so as to ensure the reliability of subsequent state judgment and damping adjustment.

[0064] After the suspension system is powered on, the tilt sensor installed on the main support frame 1 is first initialized and self-tested. The initialization process is used to bring the tilt sensor into normal working condition and establish internal references; the self-test process is used to confirm whether the output of the tilt sensor is within a reasonable range to avoid distortion of attitude information due to sensor malfunction. Through this process, initial attitude parameters reflecting the current cylinder space attitude are obtained, serving as a reference for subsequent attitude change judgments.

[0065] Simultaneously, the hydraulic pressure sensor installed in the adaptive hydraulic damping unit 3 is initialized and self-tested. Initialization is used to bring the hydraulic pressure sensor into a stable working state, and self-testing is used to confirm whether the pressure signal acquisition is normal. The hydraulic pressure sensor obtains the initial hydraulic pressure parameters of the internal cavity in the initial state of the system, so that subsequent hydraulic pressure changes can be compared and analyzed based on these initial pressure parameters.

[0066] In one embodiment, the target damping adjustment mode includes: a reference damping mode, in which the adaptive valve assembly maintains a reference throttling state; an impact suppression damping mode, in which the adaptive valve assembly reduces the throttling channel opening to increase the hydraulic motion resistance of the valve core 32; and a lock-up damping mode, used for conditions that strongly constrain the movement of the valve core 32. In the lock-up damping mode, the valve core 32 is controlled by an external control component 34, which increases the compression of the hydraulic medium in the inner cavity by the piston 331, thereby causing the pressure change rate and / or the pressure in the inner cavity to reach the blocking condition. Then, under the action of hydraulic pressure, the flow control plate 332 is pushed to the blocking position to block the throttling channel, thereby restricting the movement of the valve core 32 relative to the cylinder.

[0067] The reference damping mode is used in situations where the propeller's lifting attitude changes relatively smoothly. In reference damping mode, the adaptive valve assembly maintains a predetermined reference throttling state, ensuring a relatively large effective flow area in the throttling channel. At this time, the hydraulic resistance applied by the adaptive hydraulic damping unit 3 to the valve core 32 is at a low level, allowing the valve core 32 to make necessary axial movements within the cylinder. This allows for flexible relative movement between the main support frame 1 and the propeller assembly, meeting the flexibility requirements during attitude adjustment and alignment.

[0068] The impact suppression damping mode is used in situations where the propeller's attitude changes drastically during hoisting, and the valve core 32 tends to accelerate. In this mode, the adaptive valve assembly reduces the opening of the throttling channel, restricting the flow of hydraulic medium between the inner and outer chambers, thereby significantly increasing the hydraulic resistance experienced by the valve core 32 as it moves within the cylinder. By increasing the hydraulic resistance, the rapid movement of the valve core 32 is suppressed, mitigating the impact load generated during attitude changes and improving the stability of the hoisting process.

[0069] The lock-up damping mode is used for conditions where the movement of the valve core 32 is strongly constrained. In lock-up damping mode, the valve core 32 is controlled by the external control component 34, which in turn controls the flow control plate 332, causing it to move to the blocking position, thereby completely blocking the throttling channel. Because the throttling channel is blocked, the flow of hydraulic medium between the inner and outer cavities is interrupted, and the axial movement of the valve core 32 relative to the cylinder is significantly restricted, making the adaptive hydraulic damping unit 3 present an approximately rigid connection state to prevent the valve core 32 from continuing to move.

[0070] In one embodiment, in the reference damping mode or the impact suppression damping mode, when the rate of change of tilt angle or the hydraulic pressure exceeds a preset threshold, the flow control plate 332 is driven to move to the blocking position by the external control component 34, so that the throttling channel is completely blocked, thereby switching to the lock-up damping mode.

[0071] In this embodiment, when the adaptive propeller hoisting system operates in either the reference damping mode or the impact suppression damping mode, the system continuously monitors the attitude change and hydraulic action during the hoisting process. Real-time detection of the tilt rate and hydraulic pressure reflects the severity of the propeller's attitude change during hoisting and the stress state within the adaptive hydraulic damping unit 3. When the propeller's attitude change intensifies during hoisting, the rate of change of the cylinder tilt angle increases significantly, reflecting an enhanced relative motion trend between the main support frame 1 and the propeller assembly; or, during attitude change, the valve core 32 experiences strong hydraulic pressure within the cylinder, causing a significant increase in internal hydraulic pressure. Either of these situations indicates that the hoisting system may be entering a sudden stress change or abnormal operating condition. When the rate of change of tilt angle exceeds a preset threshold or the internal hydraulic pressure exceeds a preset threshold, the external control component 34 applies a control action to the valve core 32, causing the rate of change of internal pressure and / or the internal pressure to rise to the blocking condition, thereby causing the flow control plate 332 to move to the blocking position under the action of hydraulic pressure and block the throttling channel, so that the axial movement of the valve core 32 relative to the cylinder is strongly constrained, and the adaptive hydraulic damping unit 3 switches from the original damping state to the locking damping state.

[0072] In one embodiment, in the lock-up damping mode, when the rate of change of tilt angle and hydraulic pressure are both detected to fall below the corresponding threshold, the external control component 34 releases the blocking constraint on the flow control plate 332, so that the flow control plate 332 is reset from the blocked position under the action of the spring 333, thereby restoring the throttling channel to open, and switching the target damping adjustment mode to the impact suppression damping mode or the reference damping mode.

[0073] After the adaptive propeller hoisting system has switched to the locking damping mode, the system continues to monitor the attitude changes and hydraulic action during the hoisting process to determine whether the locking state still needs to be maintained. When the rate of change of the cylinder tilt angle is detected to gradually decrease, and the hydraulic pressure in the cavity of the adaptive hydraulic damping unit 3 falls back to the corresponding safe range, it indicates that the attitude changes during propeller hoisting have become smoother, the valve core 32 no longer shows a significant acceleration trend in the cylinder, and the stress state of the hoisting system gradually recovers from an abnormal working condition to a controllable state. When the above conditions are met, the external control component 34 releases the blocking constraint on the flow control plate 332, so that the external control component 34 no longer applies the control action to maintain the flow control plate 332 in the blocked position. Since the flow control plate 332 is equipped with a spring 333, after the external control component 34 releases the constraint, the spring 333 releases its elastic force, pushing the flow control plate 332 from the blocked position to the initial working position. As the flow control plate 332 resets under the action of spring 333, the effective flow area of ​​the throttling channel gradually recovers, re-establishing a flow path for the hydraulic medium between the inner and outer cavities. The adaptive hydraulic damping unit 3 then returns from the locked state to the adjustable damping state. Based on the current operating state of the hoisting system, the target damping adjustment mode is switched to the impact suppression damping mode or the reference damping mode, allowing the valve core 32 to regain controlled movement within the cylinder. Through the above reset and mode switching process, after the locked damping mode is released, the hoisting system can smoothly return to the normal damping adjustment state without generating sudden loads, avoiding the impact of long-term rigid locking on the propeller's attitude adjustment requirements during hoisting, thus forming a complete damping adjustment closed loop.

[0074] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. An adaptive propeller suspension system, characterized in that: It includes a main load-bearing frame (1), a universal joint mechanism (2), and an adaptive hydraulic damping unit (3); The universal hinge mechanism (2) is fixed to the upper end of the main support frame (1) and is used to connect with the hoisting equipment; The adaptive hydraulic damping unit (3) includes a cylinder and a valve core (32) and an adaptive valve group disposed in the cylinder. The cylinder is connected to the main support frame (1), and one end of the valve core (32) extends out of the cylinder for connection with the propeller assembly. The adaptive valve assembly is located inside the cylinder and is used to suppress the movement of the valve core (32) by increasing the hydraulic resistance acting on the valve core (32) when the propeller hoisting attitude changes and the tendency of the valve core (32) to move relative to the cylinder increases, thereby reducing the swaying and impact during propeller hoisting. The cylinder includes an inner cylinder (311) and an outer cylinder (312) coaxially sleeved on the outside of the inner cylinder (311). An outer cavity is formed between the inner cylinder (311) and the outer cylinder (312), and an inner cavity is formed inside the inner cylinder (311). The inner cavity is connected to the outer cavity through throttling channels at both axial ends, and the valve core (32) is inserted into the inner cavity; The adaptive valve assembly includes a piston (331) and a flow control plate (332) disposed on the valve core (32). The piston (331) is located in the inner cavity and is used to move synchronously with the valve core (32) to adjust the pressure in the inner cavity. The flow control plate (332) is provided at each of the two throttling channels, and is used to adjust the opening of the corresponding throttling channel according to the rate of change of the internal pressure; A spring (333) is provided on the flow control plate (332), and the spring (333) is connected to the inner cylinder (311) or the outer cylinder (312); The flow control plate (332) is used to overcome the force of the spring (333) and move when the rate of change of the internal pressure reaches a set threshold, so as to change the effective flow area of ​​the throttling channel.

2. The adaptive propeller suspension system according to claim 1, characterized in that: The main support frame (1) is equipped with an inclination sensor and a hydraulic pressure sensor. The inclination sensor is used to detect the inclination angle of the cylinder, and the hydraulic pressure sensor is used to detect the pressure in the inner cavity.

3. The adaptive propeller suspension system according to claim 2, characterized in that: The adaptive hydraulic damping unit (3) further includes an external control component (34), which is connected to one end of the valve core (32) extending out of the cylinder. The external control component (34) is used to apply control to the valve core (32) based on the data collected by the tilt sensor and the hydraulic pressure sensor, so as to actively adjust the equivalent working state of the flow control plate (332).

4. A damping control method for an adaptive propeller suspension system, using the adaptive propeller suspension system of claim 3, characterized in that, Includes the following steps: S1. System power-on initialization; S2. During the propeller hoisting process, the tilt angle, tilt angle change rate and hydraulic pressure of the propeller hoisting system are collected in real time through tilt angle sensor and hydraulic pressure sensor. S3. Perform fusion filtering on the tilt angle, tilt angle change rate and hydraulic pressure to obtain steady-state parameters for damping control; S4. Based on the stable state parameters, determine the current force attitude of the propeller suspension system and determine the corresponding target damping adjustment mode; S5. According to the target damping adjustment mode, the valve core (32) is controlled by the external control component (34) to adjust the throttling characteristics of the adaptive valve group, so that the adaptive hydraulic damping unit (3) applies a corresponding hydraulic motion resistance to the valve core (32).

5. The damping control method for adaptive propeller suspension according to claim 4, characterized in that: Step S1 includes: after the suspension system is powered on, initializing and self-testing the tilt sensor and hydraulic pressure sensor, and acquiring the initial attitude parameters and initial hydraulic pressure parameters of the system.

6. The damping control method for adaptive propeller suspension according to claim 5, characterized in that: The target damping adjustment mode includes: In the reference damping mode, the adaptive valve group maintains the reference throttling state. Impact suppression damping mode: In the impact suppression damping mode, the adaptive valve group reduces the throttle channel opening to improve the hydraulic motion resistance of the valve core (32); In the lock-up damping mode, the valve core (32) is controlled by an external control component (34) so ​​that the rate of change of internal pressure and / or the internal pressure reaches the blocking condition, thereby causing the flow control plate (332) to move to the blocking position under the action of hydraulic pressure to block the throttling channel, thereby restricting the movement of the valve core (32) relative to the cylinder.

7. The damping control method for adaptive propeller suspension according to claim 6, characterized in that: In the reference damping mode or the impact suppression damping mode, when the rate of change of tilt angle or the hydraulic pressure exceeds the preset threshold, the external control component (34) applies a control action to the valve core (32) to increase the rate of change of internal pressure and / or the internal pressure to the blocking condition, thereby causing the flow control plate (332) to move to the blocking position under the action of hydraulic pressure, blocking the throttling channel, so as to switch to the lock-up damping mode.

8. The damping control method for adaptive propeller suspension according to claim 6, characterized in that: In the lock-up damping mode, when the tilt angle change rate and hydraulic pressure both fall below the corresponding threshold, the control effect on the valve core (32) is released by the external control component (34), so that the internal cavity pressure change rate and / or internal cavity pressure fall and the hydraulic pressure blocking drive on the flow control plate (332) is released, so that the flow control plate (332) is reset from the blocking position under the action of the spring (333), thereby restoring the throttling channel to open, and switching the target damping adjustment mode to the impact suppression damping mode or the reference damping mode.

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