Control structure of gearbox for oil-electricity hybrid power ship
The oil circuit of the marine gearbox is controlled through logic gate circuits, and the problem of difficult matching directions between motors and diesel engines in the prior art is solved, achieving compact structure and energy efficiency improvement.
Patent Information
- Application Number
- CN202422083037.7
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-08-27
- Publication Date
- 2025-05-06
- Estimated Expiration
- 2034-08-27
AI Technical Summary
The oil circuit control structure of the existing hybrid marine gearbox is complex, the motor rotation direction is difficult to match the working direction of the diesel engine side clutch, and the gearbox structure is large, and the motor and fuel grade gear arrangements are mutually restricted.
A control structure of a hybrid marine gear box for oil-electrical power is designed, and the oil circuits of the motor clutch, ride clutch and reverse clutch are controlled through logic gate circuits to ensure that the rotation directions of the motor and diesel engine are matched, simplifying the structural design.
It realizes gearbox control with compact structure, reliable work and soft connection and row, solves the problem of direction matching between motor and diesel engine, and reduces energy consumption and capacity costs.
Smart Images
Figure CN222836216U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to a marine gear box, in particular to a control structure of an oil-electric hybrid power marine gear box. Background Art
[0002] In the prior art, hybrid marine gearboxes generally use internal combustion engines as the primary power source, and electric motors as auxiliary power devices, and generally have input power far less than diesel engines. Conventionally, the electric motor is selected to form a hybrid power input when the diesel engine works first, or they work independently under specific working conditions.
[0003] In recent years, my country has made major breakthroughs in the fields of energy storage and electric drive technology, which has promoted the pace of electric technology on board. However, since ships are different from vehicles, not only is it inconvenient to charge at high power, but also because ships have a long operating time in waterways and a large driving power, pure electric drive cannot solve the problem of high power and long endurance. The use of hybrid drive with electric drive as the main drive and fuel as the auxiliary drive can achieve energy saving and emission reduction of ships. In special circumstances, high power output can also solve the user's anxiety about power shortage and endurance; ships can be operated purely on electricity when the load is light or short-distance sailing; when the motor is overloaded when sailing against the current or against the waves, the diesel engine can be selected to increase the power output; when the ship is berthed or only needs to sail slowly, it can be driven by the motor alone, avoiding the main engine from idling for a long time and incomplete combustion, resulting in carbon deposition on the main engine and excessive exhaust pollution. When the ship is running with insufficient power, the speed can be reduced and the diesel engine can be operated alone. The use of hybrid drive with electric drive as the main method can not only make the diesel engine work at an economic speed as much as possible or reduce the operation of the diesel engine, thus solving the problems of carbon deposits on the main engine, fuel waste and pollution emissions, but also maximize the time of pure electric navigation, which can significantly reduce the ship's energy consumption and transportation costs.
[0004] However, the oil circuit control structure of the existing hybrid marine gearbox is complex, and when the motor works first and then merges into the diesel engine, there is a problem of matching the motor rotation direction with the diesel engine side clutch working direction. In addition, the overall structure of the gearbox is relatively large, and the arrangement of the motor-level gears and the arrangement of the fuel-level gears will restrict and affect each other, and there are also many restrictions in the gear design. Summary of the invention
[0005] The utility model provides a control structure of an oil-electric hybrid marine gearbox with compact structure, reliable operation, soft connection and good parts versatility; and solves the problem in the prior art that the rotation direction of the motor and the working direction of the clutch on the diesel engine are easily mismatched.
[0006] The above technical problem of the utility model is solved by the following technical solution: a control structure of an oil-electric hybrid marine gearbox, comprising a gearbox body, in which a motor input component, a fuel side forward input component, a fuel side reverse transmission component and an output shaft component are arranged, the motor input component comprises a motor clutch, the fuel side forward input component comprises a forward clutch, the fuel side reverse transmission component comprises a reverse clutch,
[0007] The operation of the motor clutch, the forward clutch and the reverse clutch is controlled by an oil circuit control system, which includes an oil pump, and the working oil after the oil pump is pressurized by the main reversing valve is connected in parallel with the forward working oil circuit, the reverse working oil circuit and the motor working oil circuit;
[0008] The on-drive working oil circuit controls the on-drive clutch, the reverse working oil circuit controls the reverse clutch, and the motor working oil circuit controls the motor clutch; an electrically controlled normally open 2-position 3-way electrically controlled valve is arranged on the on-drive working oil circuit, the reverse working oil circuit and the motor working oil circuit;
[0009] A switch sensor for indicating direction is provided on the forward working oil circuit and the reverse working oil circuit, and a motor direction sensor for outputting the motor rotation direction signal is provided on the motor side. The on and off of the 2-position 3-way electric control valve on each oil circuit is controlled by inputting the forward working signal, the reverse working signal, the motor clockwise electrical signal and the motor counterclockwise electrical signal into the logic gate circuit.
[0010] The signal output by the logic gate circuit determines the on and off of the 3-way normally open 2-position 3-way electric control valve, thereby realizing the control of each clutch, and realizing the operation and interlocking of the clutch. By controlling the on and off of the 3-way normally open 2-position 3-way electric control valve, the fuel side of the hybrid marine gearbox can be driven forward or reverse independently, the motor side can rotate clockwise or counterclockwise independently, and the fuel side and the motor side can work in parallel when the direction is determined. The connection is gentle and the operation is reliable.
[0011] Preferably, the hydraulic oil of the oil pump of the oil circuit control system is regulated by the working oil overflow valve, and the high-pressure oil in front of the valve is selected by the main reversing valve and flows through the electrically controlled normally open 2-position 3-way electrically controlled valve on the front side of each clutch; the oil overflowing from the working oil overflow valve is the oil in front of the lubricating oil overflow valve, and the oil in front of the lubricating oil overflow valve is input to each lubrication point through the fine filter and then returned to the oil pool, and the overflow oil of the lubricating oil overflow valve directly returns to the oil pool.
[0012] Preferably, when the rotation direction of the main engine on the fuel side is clockwise, the logic gate circuit includes a collected on-board working signal, the on-board working signal is input to the first input end of the first OR gate, and the on-board working signal is input to the input end of the first NOT gate, the output end of the first NOT gate is connected to the first input end of the first AND gate, and the output end of the first NOT gate is simultaneously connected to the first input end of the second AND gate;
[0013] It also includes a collected reversing working signal, the reversing working signal is input to the second input end of the second OR gate, the reversing working signal is also input to the input end of the second NOT gate, the output end of the second NOT gate is connected to the first input end of the third AND gate, and the output end of the second NOT gate is also connected to the first input end of the fourth AND gate;
[0014] It also includes a clockwise electric signal of the motor, the clockwise electric signal of the motor is input to the input end of the third NOT gate, the output end of the third NOT gate is connected to the second input end of the first AND gate, and the clockwise electric signal of the motor is simultaneously input to the second input end of the third AND gate;
[0015] It also includes a counterclockwise electric signal of the motor, which is input to the second input terminal of the second AND gate, and is simultaneously input to the input terminal of the fourth NOT gate, and the output terminal of the fourth NOT gate is connected to the second input terminal of the fourth AND gate;
[0016] The output end of the first AND gate is connected to the first input end of the second OR gate, the output end of the second AND gate is connected to the first input end of the third OR gate, the output end of the third AND gate is connected to the second input end of the third OR gate, and the output end of the fourth AND gate is connected to the second input end of the first OR gate;
[0017] The output signal of the first OR gate controls the normally open 2-position 3-way solenoid valve of the forward clutch, the output signal of the second OR gate controls the normally open 2-position 3-way solenoid valve of the reverse clutch; the output signal of the third OR gate controls the normally open 2-position 3-way solenoid valve of the motor clutch.
[0018] Preferably, when the rotation direction of the main engine on the fuel side is counterclockwise, the logic gate circuit includes a collected reversing working signal, the reversing working signal is input to the first input end of the first OR gate, and the reversing working signal is input to the input end of the first NOT gate, the output end of the first NOT gate is connected to the first input end of the first AND gate, and the output end of the first NOT gate is simultaneously connected to the first input end of the second AND gate;
[0019] It also includes a collected on-board working signal, the on-board working signal is input to the second input end of the second OR gate, the on-board working signal is also input to the input end of the second NOT gate, the output end of the second NOT gate is connected to the first input end of the third AND gate, and the output end of the second NOT gate is also connected to the first input end of the fourth AND gate;
[0020] It also includes a clockwise electric signal of the motor, the clockwise electric signal of the motor is input to the input end of the third NOT gate, the output end of the third NOT gate is connected to the second input end of the first AND gate, and the clockwise electric signal of the motor is simultaneously input to the second input end of the third AND gate;
[0021] It also includes a counterclockwise electric signal of the motor, which is input to the second input terminal of the second AND gate, and is simultaneously input to the input terminal of the fourth NOT gate, and the output terminal of the fourth NOT gate is connected to the second input terminal of the fourth AND gate;
[0022] The output end of the first AND gate is connected to the first input end of the second OR gate, the output end of the second AND gate is connected to the first input end of the third OR gate, the output end of the third AND gate is connected to the second input end of the third OR gate, and the output end of the fourth AND gate is connected to the second input end of the first OR gate;
[0023] The output signal of the first OR gate controls the normally open 2-position 3-way solenoid valve of the reverse clutch, the output signal of the second OR gate controls the normally open 2-position 3-way solenoid valve of the forward clutch; the output signal of the third OR gate controls the normally open 2-position 3-way solenoid valve of the motor clutch.
[0024] According to the different rotation directions of the main engine on the fuel side, the output signal controls different clutches.
[0025] Therefore, the control structure of the hybrid power marine gearbox of the utility model has the following advantages: single-stage reduction, simple structure, few components, control of the on and off of the 2-position 3-way valve of the three-way clutch oil circuit by a logic gate circuit, soft connection and discharge, simple control system and good stability. BRIEF DESCRIPTION OF THE DRAWINGS
[0026] Figure 1 This is a transmission principle diagram of a control structure of an oil-electric hybrid marine gearbox according to Example 1 of the utility model.
[0027] Figure 2 yes Figure 1 Oil circuit control diagram.
[0028] Figure 3 It is the logic gate circuit diagram of the fuel side host rotating clockwise.
[0029] Figure 4 It is the logic gate circuit diagram of the fuel side host rotating counterclockwise. DETAILED DESCRIPTION
[0030] The technical solution of the utility model is further specifically described below through embodiments and in conjunction with the accompanying drawings.
[0031] Example:
[0032] like Figure 1 As shown, a control structure of an oil-electric hybrid marine gearbox includes a box body, in which a motor input component, an oil truck forward output input component, an oil truck reverse input component and an output component are arranged.
[0033] The oil truck follow-up input component includes a fuel side main engine input end 20, an oil truck follow-up input shaft 22 driven by the fuel side main engine input end 20, an oil truck follow-up transmission gear Z1 is fixed on the oil truck follow-up input shaft 22, and at the same time, an oil truck follow-up driving gear Z3 is loosely sleeved on the oil truck follow-up input shaft 22, the oil truck follow-up transmission gear Z1 is meshed with the oil truck reverse transmission gear Z2, and the oil truck follow-up clutch structure 13 is located between the oil truck follow-up transmission gear Z1 and the oil truck follow-up driving gear Z3.
[0034] The oil truck reverse input component includes an oil truck reverse input shaft 21, on which an oil truck reverse transmission gear Z3 is installed, and on which an oil truck reverse driving gear Z4 is sleeved, and the oil truck reverse clutch structure 12 is located between the oil truck reverse transmission gear Z2 and the oil truck reverse driving gear Z4.
[0035] The motor input component includes a motor input shaft 24 driven by the motor, a motor driving gear Z6 is sleeved on the motor input shaft 24, and a motor clutch 11 is installed at the other end of the motor input shaft.
[0036] The output component includes an output shaft 23, and an output gear Z5 is mounted on the output shaft 23. The oil truck forward driving gear Z3, the oil truck reverse driving gear Z4, and the motor driving gear Z6 are all meshed with the output gear Z5 on the output shaft.
[0037] like Figure 2 As shown, the operation of the motor clutch, the forward clutch and the reverse clutch is controlled by an oil circuit control system, which includes an oil pump 2. The front end of the oil pump 2 is filled with oil from the oil pool through a filter 1. The oil pool is equipped with an oil temperature gauge 18 and a first pressure gauge 3. The pumped oil of the oil pump 2 passes through a working oil relief valve 5. The oil before the valve of the working oil relief valve 5 passes through a 3-position 5-way main reversing valve 4, which is respectively connected to a normally open 2-position 3-way solenoid valve 8 for the forward clutch, a normally open 2-position 3-way solenoid valve 9 for the reverse clutch and a 2-position 3-way solenoid valve for the motor clutch. The three normally open 2-position 3-way solenoid valves control the forward clutch 13, the reverse clutch 12 and the motor clutch 11 respectively.
[0038] A switch sensor for indicating direction is installed on the oil circuit between the normally open 2-position 3-way solenoid valve 8 of the forward clutch and the forward clutch 13 to collect the forward working signal A, and a switch sensor for indicating direction is installed on the oil circuit between the normally open 2-position 3-way solenoid valve 9 of the reverse clutch and the reverse clutch 12 to collect the reverse working signal B. A sensor for monitoring the rotation direction of the motor is installed on the motor 19, which outputs the motor clockwise electrical signal C and the motor counterclockwise electrical signal D.
[0039] The oil overflowing from the working oil relief valve 5 is the valve front oil of the lubricating oil relief valve 14. The valve front oil of the lubricating oil relief valve 14 is input to each lubrication point 16 through the fine filter 17 and then returns to the oil pool. The overflow oil of the lubricating oil relief valve 14 directly returns to the oil pool. A second pressure gauge 15 is installed at the front end of the lubricating oil relief valve.
[0040] The control oil port of the working relief valve 5 is connected to the main reversing valve 4 through a one-way valve 6 and a throttle valve 7 connected in parallel for delayed pressure increase.
[0041] The forward working signal, reverse working signal, motor clockwise electrical signal and motor counterclockwise electrical signal are collected and input into the logic gate circuit. The on and off of the 2-position 3-way electric control valve on each oil circuit is controlled by the output of the logic gate circuit.
[0042] like Figure 3 As shown, when the rotation direction of the main engine on the fuel side is clockwise, the logic gate circuit includes the collected train working signal A, the train working signal is input to the first input end of the first OR gate, and at the same time, the train working signal is input to the input end of the first NOT gate, the output end of the first NOT gate is connected to the first input end of the first AND gate, and the output end of the first NOT gate is simultaneously connected to the first input end of the second AND gate;
[0043] It also includes a collected reversing work signal B, the reversing work signal is input to the second input end of the second OR gate, the reversing work signal is also input to the input end of the second NOT gate, the output end of the second NOT gate is connected to the first input end of the third AND gate, and the output end of the second NOT gate is also connected to the first input end of the fourth AND gate;
[0044] It also includes a clockwise electric signal C of the motor, the clockwise electric signal of the motor is input to the input end of the third NOT gate, the output end of the third NOT gate is connected to the second input end of the first AND gate, and the clockwise electric signal of the motor is simultaneously input to the second input end of the third AND gate;
[0045] It also includes a counterclockwise electric signal D of the motor, the counterclockwise electric signal of the motor is input to the second input end of the second AND gate, and the counterclockwise electric signal of the motor is simultaneously input to the input end of the fourth NOT gate, and the output end of the fourth NOT gate is connected to the second input end of the fourth AND gate;
[0046] The output end of the first AND gate is connected to the first input end of the second OR gate, the output end of the second AND gate is connected to the first input end of the third OR gate, the output end of the third AND gate is connected to the second input end of the third OR gate, and the output end of the fourth AND gate is connected to the second input end of the first OR gate.
[0047] The output signal of the first OR gate controls the normally open 2-position 3-way solenoid valve of the forward clutch, the output signal of the second OR gate controls the normally open 2-position 3-way solenoid valve of the reverse clutch; the output signal of the third OR gate controls the normally open 2-position 3-way solenoid valve of the motor clutch. That is, F1=A+B'D'; F2=B+A'C'; F3=A'D+B'C.
[0048] like Figure 4 As shown, when the rotation direction of the main engine on the fuel side is counterclockwise, the logic gate circuit includes a collected reverse working signal, the reverse working signal is input to the first input end of the first OR gate, and the reverse working signal is input to the input end of the first NOT gate, the output end of the first NOT gate is connected to the first input end of the first AND gate, and the output end of the first NOT gate is simultaneously connected to the first input end of the second AND gate;
[0049] It also includes a collected on-board working signal, the on-board working signal is input to the second input end of the second OR gate, the on-board working signal is also input to the input end of the second NOT gate, the output end of the second NOT gate is connected to the first input end of the third AND gate, and the output end of the second NOT gate is also connected to the first input end of the fourth AND gate;
[0050] It also includes a clockwise electric signal of the motor, the clockwise electric signal of the motor is input to the input end of the third NOT gate, the output end of the third NOT gate is connected to the second input end of the first AND gate, and the clockwise electric signal of the motor is simultaneously input to the second input end of the third AND gate;
[0051] It also includes a counterclockwise electric signal of the motor, which is input to the second input terminal of the second AND gate, and is simultaneously input to the input terminal of the fourth NOT gate, and the output terminal of the fourth NOT gate is connected to the second input terminal of the fourth AND gate;
[0052] The output end of the first AND gate is connected to the first input end of the second OR gate, the output end of the second AND gate is connected to the first input end of the third OR gate, the output end of the third AND gate is connected to the second input end of the third OR gate, and the output end of the fourth AND gate is connected to the second input end of the first OR gate;
[0053] The output signal of the first OR gate controls the normally open 2-position 3-way solenoid valve of the reverse clutch, the output signal of the second OR gate controls the normally open 2-position 3-way solenoid valve of the forward clutch; the output signal of the third OR gate controls the normally open 2-position 3-way solenoid valve of the motor clutch. That is, F1=A+B'C'; F2=B+A'D'; F3=B'D+A'C.
[0054] Job Description:
[0055] 1. When the fuel side main engine works independently:
[0056] 1.1 When the main engine is started, clutches M1, M2 and M3 are all in the disengaged state. The main engine flywheel drives the input shaft to rotate through the high-elastic coupling, and the input shaft drives the forward transmission gear Z1 that is shrink-fitted on the input shaft to rotate. Z1 then drives the reverse transmission gear Z2 that is meshed with it to rotate. At this time, the output shaft does not rotate.
[0057] 1.2. When the main engine is in forward motion, the forward clutch M1 is engaged, the sensor on the forward working oil circuit outputs the forward working signal, M2 and M3 are in the disengaged state, and the reverse working oil circuit sensor and the motor forward and reverse direction sensor have no signal output. The main engine power passes through the input shaft, the forward transmission gear, and the forward clutch M1 to the forward driving gear Z3, and drives the output gear Z5 meshing with it to rotate through Z3, and Z5 then drives the output shaft that is shrink-fitted with it to rotate. At this time, the input direction is opposite to the output direction.
[0058] 1.3. When the main engine is reversing, the reverse clutch M2 is engaged, the sensor on the reverse working oil circuit outputs the reverse working signal, M1 and M3 are in the disengaged state, and the forward working oil circuit sensor and the motor forward and reverse direction sensor have no signal output. The main engine power passes through the input shaft, the forward transmission gear Z1, the reverse transmission gear Z2, and the reverse clutch M2 to the reverse driving gear Z4, and drives the output gear Z5 meshing with it to rotate through Z4, and Z5 then drives the output shaft that is shrink-fitted with it to rotate. At this time, the input direction is the same as the output direction.
[0059] 2. When the motor works independently:
[0060] 2.1. When the motor starts, the motor direction sensor outputs a forward or reverse working signal according to the working direction. The clutches M1, M2 and M3 are all in the disengaged state. The sensors on the main engine side's forward working oil circuit and the sensors on the reverse working oil circuit do not output signals. The motor power drives the motor input shaft to rotate through the high-elastic coupling, and the motor input shaft drives the M3 clutch housing that is shrink-fitted with it to rotate. At this time, the output shaft does not rotate.
[0061] 2.2. When the motor rotates forward (clockwise), the motor direction sensor outputs a forward signal. After the motor clutch is engaged, the power passes through the motor input shaft and the motor clutch M3 to the motor driving gear Z6. Z6 drives the meshing Z5 to rotate, and Z5 drives the output shaft that is shrink-fitted with it to rotate. At this time, the input direction is opposite to the output direction, that is, the output shaft rotates counterclockwise.
[0062] 2.3. When the motor reverses (counterclockwise), the motor direction sensor outputs a reverse signal. After the motor clutch is engaged, the power passes through the motor input shaft and the motor clutch M3 to the motor driving gear Z6. Z6 drives the meshing Z5 to rotate, and Z5 drives the output shaft that is shrink-fitted with it to rotate. At this time, the input direction is opposite to the output direction, that is, the output shaft rotates clockwise.
[0063] 3. Work in parallel.
[0064] 3.1. When the main engine on the fuel side works first and the electric motor works in parallel:
[0065] 3.1.1. When the main engine on the fuel side rotates clockwise, if it works in the forward gear, the forward clutch M1 is engaged, and the power passes through the input shaft, the forward transmission gear Z1 to the forward clutch M1, the forward driving gear Z3, and the output gear Z5 to the output shaft, and the output shaft rotates counterclockwise. At the same time, the sensor of the forward working oil circuit outputs a signal to tell the control system that the forward drive has been working. At this time, the motor is started, and the motor sends a rotation direction signal after the motor rotates. If it rotates clockwise, the control system judges through logic that it meets the parallel direction conditions (the directions of the two clutches working simultaneously during parallel operation must be consistent), and the motor clutch M3 works. The motor power drives the output gear Z5 through the motor input shaft, the motor clutch M3, and the motor driving gear Z6. Because the motor driving gear Z6 and the forward driving gear Z3 are meshed with the output gear Z5 at the same time, they work together to achieve parallel output. If the motor sends a rotation direction signal after rotating, it is counterclockwise at this time. The control system judges through logic that it does not meet the parallel direction conditions. At this time, the motor-level clutch does not work, and the parallel misdirection protection is achieved.
[0066] 3.1.2 When the main engine on the fuel side rotates clockwise, if it works in the reverse gear, the reverse clutch M2 is engaged, and the power passes through the forward transmission gear Z1 to the reverse transmission gear Z2 to the reverse clutch M2, the reverse driving gear Z4, and the output gear Z5 to the output shaft, and the output shaft rotates clockwise. At the same time, the sensor of the reverse working oil circuit outputs a signal to tell the control system that the reverse has been working. At this time, the motor is started, and the motor sends a rotation direction signal after the motor rotates. If it rotates counterclockwise, the control system judges through logic that it meets the parallel direction conditions (the directions of the two clutches working simultaneously during parallel operation must be consistent), and the motor clutch M3 works. The motor power drives the output gear Z5 through the motor input shaft, the motor clutch M3, and the motor driving gear Z6. Because the motor driving gear Z6 and the reverse driving gear Z4 are meshed with the output gear Z5 at the same time, they work together to achieve parallel output. If the motor sends a rotation direction signal after rotating, it is clockwise at this time. The control system judges through logic that it does not meet the parallel direction conditions. At this time, the motor-level clutch does not work, and the parallel misdirection protection is achieved.
[0067] 3.1.3. When the working direction of the main engine on the fuel side is counterclockwise, if it works in the forward gear position, the forward clutch M1 is engaged, and the power is transmitted to the output shaft through the forward driving gear Z3 and the output gear Z5, and the output shaft rotates clockwise. At the same time, the sensor of the forward working oil circuit outputs a signal to tell the control system that the forward drive has been working. At this time, the motor is started, and the motor sends a rotation direction signal after rotating. If it rotates counterclockwise, the control system makes a logical judgment and meets the parallel direction conditions (the directions of the two clutches working at the same time during parallel operation must be consistent). The motor clutch M3 works, and the motor power drives the output gear Z5 through the motor input shaft, the motor clutch M3, and the motor driving gear Z6. Because the motor driving gear Z6 and the forward driving gear Z3 are meshed with the output gear Z5 at the same time, they work together to achieve parallel output. If the motor sends a rotation direction signal after rotating, it is clockwise at this time. The control system makes a logical judgment and does not meet the parallel direction conditions. At this time, the motor-level clutch does not work, and the parallel misdirection protection is achieved.
[0068] 3.1.4 When the main engine on the fuel side is working in counterclockwise rotation, if it is working in reverse gear, the reverse clutch M2 is engaged, and the power is transmitted through the forward transmission gear Z1 to the reverse transmission gear Z2 to the reverse clutch M2, the reverse driving gear Z4, and the output gear Z5 to the output shaft, and the output shaft is turned counterclockwise. At the same time, the sensor of the reverse working oil circuit outputs a signal to tell the control system that the reverse is working. At this time, the motor is started, and the motor sends a rotation direction signal after the motor rotates. If it rotates clockwise, the control system judges through logic that it meets the parallel direction conditions (the directions of the two clutches working at the same time during parallel operation must be consistent), and the motor clutch M3 works. The motor power drives the output gear Z5 through the motor input shaft, the motor clutch M3, and the motor driving gear Z6. Because the motor driving gear Z6 and the reverse driving gear Z4 are meshed with the output gear Z5 at the same time, they work together to achieve parallel output. If the motor sends a rotation direction signal after rotating, it is counterclockwise at this time. The control system judges through logic that it does not meet the parallel direction conditions. At this time, the motor-level clutch does not work, and the parallel misdirection protection is achieved.
[0069] 3.2 When the electric motor works first and the main engine on the fuel side works in parallel:
[0070] 3.2.1. Start the motor. After the motor rotates, it sends out a rotation direction signal. If it rotates clockwise, it outputs a clockwise rotation signal to the logic control system. At this time, after the motor clutch M3 works, the motor power drives the output gear Z5 through the motor input shaft, motor clutch M3, and motor driving gear Z6, and drives the output shaft to rotate. The output shaft rotates counterclockwise. Start the main engine of the fuel vehicle. When the main engine rotates clockwise, the logic control system only allows the fuel side forward clutch M1 to engage and the fuel side reverse clutch M2 cannot work. When the fuel side forward clutch M1 is engaged, the fuel side main engine power passes through the input shaft, the forward transmission gear Z1 to the forward clutch M1, the forward driving gear Z3 to the output gear Z5 meshing with Z6 to the output shaft, realizing parallel transmission.
[0071] 3.2.2. Start the motor. After the motor rotates, it sends out a rotation direction signal. If it rotates counterclockwise, it outputs a counterclockwise rotation signal to the logic control system. At this time, after the motor clutch M3 works, the motor power drives the output gear Z5 through the motor input shaft, motor clutch M3, and motor driving gear Z6, driving the output shaft to rotate. The output shaft rotates clockwise. Start the main engine of the fuel vehicle. When the main engine rotates clockwise, the logic control system only allows the fuel side reverse clutch M2 to engage and the fuel side forward clutch M1 cannot work. When the fuel side reverse clutch M2 is engaged, the fuel side main engine power passes through the input shaft, forward transmission gear Z1, reverse transmission gear Z2 to the reverse clutch M2, reverse driving gear Z4 to the output gear Z5 meshing with Z6 to the output shaft, realizing parallel transmission.
[0072] 3.2.3. Start the motor. After the motor rotates, it sends out a rotation direction signal. If it rotates clockwise, it outputs a clockwise rotation signal to the logic control system. At this time, after the motor clutch M3 works, the motor power drives the output gear Z5 through the motor input shaft, motor clutch M3, and motor driving gear Z6, driving the output shaft to rotate. The output shaft rotates counterclockwise. Start the main engine of the fuel vehicle. When the main engine rotates counterclockwise, the logic control system only allows the fuel side reverse clutch M2 to engage and the fuel side forward clutch M1 cannot work. When the fuel side reverse clutch M2 is engaged, the fuel side main engine power passes through the input shaft, the forward transmission gear Z1, the reverse transmission gear Z2 to the reverse clutch M2, the reverse driving gear Z4 to the output gear Z5 meshed with Z6 to the output shaft, realizing parallel transmission.
[0073] 3.2.4. Start the motor. After the motor rotates, it sends out a rotation direction signal. If it rotates counterclockwise, it outputs a counterclockwise rotation signal to the logic control system. At this time, after the motor clutch M3 works, the motor power drives the output gear Z5 through the motor input shaft, motor clutch M3, and motor driving gear Z6, driving the output shaft to rotate. The output shaft rotates clockwise. Start the main engine of the fuel vehicle. When the main engine rotates counterclockwise, the logic control system only allows the fuel side forward clutch M1 to engage and the fuel side reverse clutch M2 cannot work. When the fuel side forward clutch M1 is engaged, the fuel side main engine power passes through the input shaft, the forward transmission gear Z1 to the forward clutch M1, the forward driving gear Z3 to the output gear Z5 meshing with Z6 to the output shaft, realizing parallel transmission.
[0074] The specific embodiments described herein are merely examples of the concept of the present invention. Those skilled in the art may make various modifications or additions to the specific embodiments described or replace them in similar ways, but they will not deviate from the spirit of the present invention or exceed the scope defined by the appended claims.
Claims
1. A control structure of a hybrid power marine gearbox, comprising a gearbox body, in which a motor input component, a fuel side forward input component, a fuel side reverse transmission component and an output shaft component are arranged, wherein the motor input component comprises a motor clutch, the fuel side forward input component comprises a forward clutch, and the fuel side reverse transmission component comprises a reverse clutch. Features: The operation of the motor clutch, the forward clutch and the reverse clutch is controlled by an oil circuit control system, which includes an oil pump, and the working oil after the oil pump is pressurized by the main reversing valve is connected in parallel with the forward working oil circuit, the reverse working oil circuit and the motor working oil circuit; The on-drive working oil circuit controls the on-drive clutch, the reverse working oil circuit controls the reverse clutch, and the motor working oil circuit controls the motor clutch; an electrically controlled normally open 2-position 3-way electrically controlled valve is arranged on the on-drive working oil circuit, the reverse working oil circuit and the motor working oil circuit; A switch sensor for indicating direction is provided on the forward working oil circuit and the reverse working oil circuit, and a motor direction sensor for outputting the motor rotation direction signal is provided on the motor side. The on and off of the 2-position 3-way electric control valve on each oil circuit is controlled by inputting the forward working signal, the reverse working signal, the motor clockwise electrical signal and the motor counterclockwise electrical signal into the logic gate circuit.
2. The control structure of a hybrid marine gearbox according to claim 1, characterized in that: The hydraulic oil of the oil pump of the oil circuit control system is regulated by the working oil overflow valve. The high-pressure oil in front of the valve is selected by the main reversing valve and flows through the electrically controlled normally open 2-position 3-way electrically controlled valve on the front side of each clutch. The oil overflowing from the working oil overflow valve is the oil in front of the lubricating oil overflow valve. The oil in front of the lubricating oil overflow valve is input to each lubrication point through the fine filter and then returned to the oil pool. The overflow oil of the lubricating oil overflow valve returns directly to the oil pool.
3. The control structure of a hybrid marine gearbox according to claim 1 or 2, characterized in that: When the rotation direction of the main engine on the fuel side is clockwise, the logic gate circuit includes the collected train working signal, the train working signal is input to the first input end of the first OR gate, and the train working signal is input to the input end of the first NOT gate, the output end of the first NOT gate is connected to the first input end of the first AND gate, and the output end of the first NOT gate is simultaneously connected to the first input end of the second AND gate; It also includes a collected reversing working signal, the reversing working signal is input to the second input end of the second OR gate, the reversing working signal is also input to the input end of the second NOT gate, the output end of the second NOT gate is connected to the first input end of the third AND gate, and the output end of the second NOT gate is also connected to the first input end of the fourth AND gate; It also includes a clockwise electric signal of the motor, the clockwise electric signal of the motor is input to the input end of the third NOT gate, the output end of the third NOT gate is connected to the second input end of the first AND gate, and the clockwise electric signal of the motor is simultaneously input to the second input end of the third AND gate; It also includes a counterclockwise electric signal of the motor, which is input to the second input terminal of the second AND gate, and is simultaneously input to the input terminal of the fourth NOT gate, and the output terminal of the fourth NOT gate is connected to the second input terminal of the fourth AND gate; The output end of the first AND gate is connected to the first input end of the second OR gate, the output end of the second AND gate is connected to the first input end of the third OR gate, the output end of the third AND gate is connected to the second input end of the third OR gate, and the output end of the fourth AND gate is connected to the second input end of the first OR gate; The output signal of the first OR gate controls the normally open 2-position 3-way solenoid valve of the forward clutch, the output signal of the second OR gate controls the normally open 2-position 3-way solenoid valve of the reverse clutch; the output signal of the third OR gate controls the normally open 2-position 3-way solenoid valve of the motor clutch.
4. The control structure of a hybrid marine gearbox according to claim 1 or 2, characterized in that: When the rotation direction of the main engine on the fuel side is counterclockwise, the logic gate circuit includes a collected reversing working signal, the reversing working signal is input to the first input end of the first OR gate, and the reversing working signal is input to the input end of the first NOT gate, the output end of the first NOT gate is connected to the first input end of the first AND gate, and the output end of the first NOT gate is simultaneously connected to the first input end of the second AND gate; It also includes a collected on-board working signal, the on-board working signal is input to the second input end of the second OR gate, the on-board working signal is also input to the input end of the second NOT gate, the output end of the second NOT gate is connected to the first input end of the third AND gate, and the output end of the second NOT gate is also connected to the first input end of the fourth AND gate; It also includes a clockwise electric signal of the motor, the clockwise electric signal of the motor is input to the input end of the third NOT gate, the output end of the third NOT gate is connected to the second input end of the first AND gate, and the clockwise electric signal of the motor is simultaneously input to the second input end of the third AND gate; It also includes a counterclockwise electric signal of the motor, which is input to the second input terminal of the second AND gate, and is simultaneously input to the input terminal of the fourth NOT gate, and the output terminal of the fourth NOT gate is connected to the second input terminal of the fourth AND gate; The output end of the first AND gate is connected to the first input end of the second OR gate, the output end of the second AND gate is connected to the first input end of the third OR gate, the output end of the third AND gate is connected to the second input end of the third OR gate, and the output end of the fourth AND gate is connected to the second input end of the first OR gate; The output signal of the first OR gate controls the normally open 2-position 3-way solenoid valve of the reverse clutch, the output signal of the second OR gate controls the normally open 2-position 3-way solenoid valve of the forward clutch; the output signal of the third OR gate controls the normally open 2-position 3-way solenoid valve of the motor clutch.