Test bench device for simulating ship parallel operation propulsion system

Abstract

The utility model provides a test bench device for simulating a ship parallel operation propulsion system, and the test bench device can simulate real ship training on the land, and specifically can simulate the operation conditions of propeller pitch adjustment, single-machine dragging, double-machine parallel operation, single-machine switching and the like of a real ship. The test bed device comprises a controllable-pitch propeller, a tail shaft supporting unit, a tail shaft, an intermediate shaft, a parallel operation gearbox, a power unit, a hydraulic unit and a control unit. The number of the power units is two, and each power unit comprises a variable frequency motor. The controllable-pitch propeller is connected with an output shaft of the parallel operation gear box through a tail shaft and a middle shaft in sequence; the tail shaft supporting unit is used for supporting a tail shaft; an oil distributor is arranged on the parallel operation gear box, and the hydraulic unit provides lubricating oil and hydraulic oil for distance adjustment for the controllable-pitch propeller through the oil distributor; two input shafts of the parallel operation gear box are respectively connected with a variable frequency motor through a clutch assembly; the control unit is used for controlling the variable frequency motor, the parallel operation gear box and the hydraulic unit.

Description

Technical Field

[0001] This utility model belongs to the field of marine power equipment technology, specifically relating to a test bench device for simulating a ship's parallel propulsion system. Background Technology

[0002] Parallel propulsion systems are widely used in warships, cruise ships, and large merchant vessels due to their ability to optimize power performance, improve energy efficiency, enhance redundancy and reliability, and adapt well to different navigation conditions. However, despite the relatively mature technology of parallel propulsion systems on actual ships, there is currently a lack of simulated training equipment or systems specifically designed for parallel propulsion systems. This deficiency means that ship electromechanical operators often have to rely on limited on-ship training opportunities when actually managing the equipment involved in parallel propulsion systems. This not only results in high training costs and certain safety risks but also makes it difficult to meet the needs of large-scale personnel training.

[0003] Therefore, developing a test bench that can simulate a ship's parallel propulsion system is of great significance for improving the professional skills of ship electromechanical operators, reducing training costs, and ensuring the safety of ship navigation. Utility Model Content

[0004] In view of this, the present invention provides a test bench device for simulating a ship's parallel propulsion system, which can be used in higher education teaching to realize the teaching and training of the structural principles, operation, disassembly and installation, and maintenance of the ship's parallel propulsion system.

[0005] The technical solution of this utility model is: a test bench device for simulating a ship's parallel propulsion system, including a controllable pitch propeller, a stern shaft support unit, a stern shaft, an intermediate shaft, a parallel gearbox, a power unit, a hydraulic unit, and a control unit;

[0006] There are two sets of power units, and each set of power units includes a variable frequency motor;

[0007] The pitch control propeller is connected to the output shaft of the parallel gearbox in sequence via the stern shaft and the intermediate shaft;

[0008] The stern shaft support unit is used to support the stern shaft;

[0009] The parallel gearbox is equipped with an oil distributor, and the hydraulic unit supplies lubricating oil and pitch control hydraulic oil to the pitch control propeller through the oil distributor.

[0010] The two input shafts of the parallel gearbox are each connected to a variable frequency motor via a clutch assembly;

[0011] The control unit is used to control the variable frequency motor, the parallel gearbox, and the hydraulic unit.

[0012] As a preferred embodiment of the present invention: the parallel gearbox includes: a housing and a gear system and two clutch assemblies disposed inside the housing;

[0013] The gear system includes two sets of input gears arranged in parallel and an output gear module; the two sets of input gears correspond one-to-one with the two variable frequency motors; each of the two variable frequency motors is connected to its corresponding input gear set through a clutch assembly; the output gear module is connected to the intermediate shaft.

[0014] As a preferred embodiment of this utility model: the controllable pitch propeller is a four-bladed skew controllable pitch propeller, comprising: propeller blades, propeller hub body, piston rod, piston, propeller hub cylinder, slider and crank pin disc;

[0015] The propeller hub cylinder is installed at the stern end of the propeller hub body;

[0016] The rotor hub has four crank pin disks that are evenly spaced around the circumference and correspond one-to-one with the four rotor blades; the rotor blades are mounted on the corresponding crank pin disks.

[0017] A piston rod is installed inside the propeller hub, and a piston is installed at the stern end of the piston rod. The piston is located inside the propeller hub cylinder, dividing the cavity of the propeller hub cylinder into a first high-pressure chamber and a second high-pressure chamber. The piston can reciprocate axially inside the propeller hub cylinder.

[0018] The piston rod is connected to the crank pin disk via a slider. The reciprocating motion of the piston rod drives the crank pin disk to rotate, thereby changing the angle of the blade.

[0019] As a preferred embodiment of this utility model: the stern shaft support unit includes: a stern tube, a stern bearing A, a stern bearing B, and a sealing assembly;

[0020] The stern tube is provided with stern bearing A and stern bearing B at both ends of the axial direction, and the stern shaft 3 passes through the inner hole of the stern tube, with the portions at both ends of the stern tube supported on stern bearing A and stern bearing B respectively.

[0021] The sealing assembly includes a front sealing unit for the stern tube and a rear sealing unit for the stern tube; the front sealing unit for the stern tube is located on the front side of the stern bearing A at the front end of the stern tube; the rear sealing unit for the stern tube is located on the rear side of the stern bearing B at the rear end of the stern tube.

[0022] As a preferred embodiment of this utility model: the piston rod is provided with an inner oil pipe in the propeller hub, the inner oil pipe in the propeller hub adopts a concentric double oil pipe, including an inner pipe and an outer pipe, the inner pipe of the inner oil pipe in the propeller hub is connected to the first high-pressure chamber, and the annular channel between the inner pipe and the outer pipe is connected to the second high-pressure chamber.

[0023] The stern shaft and intermediate shaft are equipped with internal oil pipes; the internal oil pipes are concentric double oil pipes, the inner pipe is the inner oil pipe, and the annular channel between the inner pipe and the outer pipe is the outer oil pipe.

[0024] The inner oil line is connected to the first high-pressure chamber through the inner tube of the propeller hub inner oil line, and the outer oil line is connected to the second high-pressure chamber through the annular channel between the inner tube and the outer tube of the propeller hub inner oil line.

[0025] As a preferred embodiment of this utility model: each of the two input shafts of the parallel gearbox is connected to a variable frequency motor via a high-elasticity coupling.

[0026] As a preferred embodiment of this utility model: a speed sensor for real-time monitoring of its rotational speed is provided on the intermediate shaft, and the speed sensor sends the monitored rotational speed to the control unit.

[0027] As a preferred embodiment of this utility model, it further includes a pitch feedback unit, which is used to monitor the pitch of the pitch control propeller and feed it back to the control unit.

[0028] As a preferred embodiment of the present invention: the control unit includes an electronic control unit and a remote control unit;

[0029] The electronic control unit is used to control all electronic components in the test bench device;

[0030] The electronic control unit is electrically connected to the remote control unit and is used to receive remote control commands from the remote control unit.

[0031] As a preferred embodiment of this utility model, the test bench device has two control modes: follow-up closed-loop control and backup open-loop control.

[0032] In the aforementioned follow-up closed-loop control mode, the electronic control unit receives the pitch command signal from the remote control unit, compares it with the feedback signal from the pitch feedback unit, and then controls the hydraulic unit to achieve the purpose of pitch control.

[0033] In the backup open-loop control mode, the electronic control unit directly controls the hydraulic unit to achieve pitch control via the set operation buttons.

[0034] Beneficial effects:

[0035] (1) The test bench device of this utility model can simulate the ship parallel propulsion system on land and can simulate the propeller pitch adjustment of the real ship; at the same time, through the setting of the parallel gearbox, it can simulate the operation conditions of the real ship such as single-engine towing, dual-engine parallel operation, and single-engine switching.

[0036] (2) The test bench device of this utility model can achieve joint control of pitch and speed by real-time monitoring of the pitch and speed of the controllable pitch propeller and combined with the variable frequency motor. Attached Figure Description

[0037] Figure 1 This is a schematic diagram of the overall installation of the test bench device for the simulated ship parallel propulsion system of this utility model;

[0038] Figure 2 This is a schematic diagram of the controllable pitch propeller.

[0039] Figure 3 This is a schematic diagram of the assembly of the hub body in a controllable pitch propeller.

[0040] Figure 4 for Figure 3 AA section view;

[0041] Figure 5 This is a schematic diagram of the internal oil passage routing of the shaft section;

[0042] Figure 6 This is a structural schematic diagram of the stern shaft unit;

[0043] Figure 7 This is a schematic diagram of the internal structure of the parallel gearbox.

[0044] Wherein: 1-Controllable pitch propeller, 101-Propeller blade, 102-Propeller hub body, 103-Piston rod, 104-Piston, 105-Propeller hub cylinder, 106-Slider, 107-Propeller blade seal ring, 108-Crank pin disc, 109-Propeller blade bolt, 110-First high-pressure chamber, 111-Second high-pressure chamber, 112-Low-pressure chamber, 113-Inner oil pipe of propeller hub, 114-Shaft flange bolt;

[0045] 2-Stern shaft support unit, 201-Stern bearing A, 202-Stern bearing B, 203-Stern tube, 204-Stern tube front sealing unit, 205-Stern tube rear sealing unit;

[0046] 3-Stern shaft, 4-Hydraulic coupling, 5-Intermediate shaft, 6-Inner shaft oil pipe, 61-Outer oil pipe, 62-Inner oil pipe, 7-Lubricating oil circuit, 8-Speed ​​sensor;

[0047] 9-Parallel gearbox, 901-Gearbox body, 902-Output shaft, 903-Output flange, 904-Clutch assembly, 905-Driving gear, 906-Intermediate driven gear, 907-Output driven gear, 908-Motor coupling;

[0048] 10-Oil distributor, 11-Variable frequency motor, 12-High-elasticity coupling, 13-Hydraulic unit, 14-Remote control unit. Detailed Implementation

[0049] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments.

[0050] Example 1:

[0051] This embodiment provides a test bench device for simulating a ship's parallel propulsion system. Using this test bench device, simulated real ship training can be carried out on land. Specifically, it can simulate the operating conditions of a real ship, such as propeller pitch adjustment, single-engine towing, dual-engine parallel operation, and single-engine switching.

[0052] like Figure 1 As shown, the test bench device includes: a controllable pitch propeller 1, a stern shaft support unit 2, a stern shaft 3, an intermediate shaft 5, a parallel gearbox 9, a power unit, a hydraulic unit 13, a control unit, and a support base (not shown in the figure). There are two power units, each including a variable frequency motor 11 and a frequency converter; the two power units can cooperate with the parallel gearbox 9 to achieve parallel operation or serve as backups for each other independently.

[0053] The test bench is supported on the ground by several support bases arranged along the axial direction; the support bases include at least: the support base of the parallel gearbox 9, the support base of the intermediate shaft 5 and the support base of the stern shaft support unit 2.

[0054] The controllable pitch propeller 1 is located at the stern end of the test rig. As an example, the controllable pitch propeller 1 is a four-bladed skew controllable pitch propeller with four blades of adjustable pitch. When the blade pitch ratio is positive, the rotation of the controllable pitch propeller 1 will generate positive thrust. When it is negative, it will generate reverse thrust. When it is zero, the controllable pitch propeller 1 will only consume rotational power and will not generate axial thrust.

[0055] In this example, the controllable pitch propeller 1 is hydraulically driven. Its core function is to convert the linear motion of the piston rod into the rotational motion of the propeller blades, thus achieving adjustable blade pitch. As an example, such as... Figures 2-4As shown, the controllable pitch propeller 1 includes: blades 101, a hub body 102, a piston rod 103, a piston 104, a hub cylinder 105, a slider 106, a blade sealing ring 107, a crank pin disk 108, and blade bolts 109. The main body of the controllable pitch propeller 1 is the hub body 102, and the hub cylinder 105 is installed at the stern end of the hub body 102. Four blades 101 are evenly spaced along the circumference of the hub body 102 and are installed in the middle of the hub body 102. Specifically, four crank pin disks 108 are evenly spaced along the circumference of the hub body 102, corresponding one-to-one with the four blades 101. The blades 101 are installed on the corresponding crank pin disks 108 by blade bolts 109. A piston rod 103 is installed inside the propeller hub 102, and a piston 104 is installed at the stern end of the piston rod 103. The piston 104 is located inside the propeller hub cylinder 105, dividing the cavity of the propeller hub cylinder 105 into a first high-pressure chamber 110 on the left and a second high-pressure chamber 111 on the right. The piston 104 can move axially within the propeller hub cylinder 105, thereby driving the piston rod 103 to reciprocate axially. The piston rod 103 is connected to the crank pin disk 108 via a slider 106. The reciprocating axial movement of the piston rod 103 can drive the crank pin disk 108 to rotate, thereby changing the angle of the propeller blade 101. A blade sealing ring 107 is provided at the connection between the crank pin disk 108 and the propeller hub 102 to prevent hydraulic oil from leaking outside the propeller hub 102.

[0056] The piston rod 103 is equipped with a propeller hub inner oil pipe 113. The propeller hub inner oil pipe 113 adopts a concentric double oil pipe, that is, it includes an inner pipe and an outer pipe. The annular channel between the inner pipe and the outer pipe of the propeller hub inner oil pipe 113 and the interior of the inner pipe form an independent oil circuit. The inner pipe of the propeller hub inner oil pipe 113 is connected to the first high-pressure chamber 110 of the propeller hub cylinder 105, and the annular channel between the inner pipe and the outer pipe is connected to the second high-pressure chamber 111 of the propeller hub cylinder 105.

[0057] In this test bench device, there is a shaft section between the stern end (i.e. the end where the controllable pitch propeller 1 is located) and the bow (i.e. the end where the power unit is located); the shaft section includes: stern shaft 3 and intermediate shaft 5; wherein the stern shaft 3 is connected to the propeller hub 102 of the controllable pitch propeller 1 through shaft flange bolts 114, which enables the stern shaft 3 to drive the controllable pitch propeller 1 to rotate; the stern shaft 3 and the intermediate shaft 5 are coaxially connected through a hydraulic coupling 4.

[0058] As an example, a speed sensor 8 is provided on the intermediate shaft 5 for real-time monitoring of its rotational speed. It can be understood that the speed sensor 8 sends the monitored rotational speed to the control unit.

[0059] like Figure 5 As shown, the stern shaft 3 and the intermediate shaft 5 are equipped with an internal oil pipe 6. The stern end of the internal oil pipe 6 is connected to the internal oil pipe 113 in the propeller hub, and the bow end is connected to the distributor 10 (specifically, the bow end of the internal oil pipe 6 is inserted into the bushing and support bushing of the distributor 10 and connected to the distributor short column of the distributor 10).

[0060] The shaft oil pipe 6 also adopts a concentric double oil pipe, namely, an inner pipe and an outer pipe. The inner pipe of the shaft oil pipe 6 is the inner oil pipe 62, and the annular channel between the inner and outer pipes is the outer oil pipe 61. The inner oil pipe 62 and the outer oil pipe 61 are independent oil circuits. The inner oil pipe 62 is connected to the first high-pressure chamber 110 of the propeller hub cylinder 105 through the inner pipe of the propeller hub inner oil pipe 113, and the outer oil pipe 61 is connected to the second high-pressure chamber 111 of the propeller hub cylinder 105 through the outer pipe of the propeller hub inner oil pipe 113. When the pressurized oil distributed by the distributor 10 enters the first high-pressure chamber 110 through the inner oil pipe 62, it pushes the piston 104 to move axially to the right, thereby changing the propeller blade pitch and causing the ship to sail in the heading direction. At this time, the oil in the second high-pressure chamber 111 returns through the outer oil pipe 61. When the pressurized oil distributed by the distributor 10 enters the second high-pressure chamber 111 through the external oil line 61, it pushes the piston 104 to move axially to the left, thereby changing the propeller pitch and causing the ship to sail in the reverse direction. At this time, the oil in the first high-pressure chamber 110 returns through the internal oil line 62.

[0061] The annular channel between the shaft section (i.e., the stern shaft 3 and the intermediate shaft 5) and the inner shaft oil pipe 6 (specifically the outer pipe of the inner shaft oil pipe 6) is the lubrication oil passage 7. This lubrication oil passage 7 is connected to the low-pressure chamber 112 in the propeller hub 102 and is used to provide lubrication oil for the controllable pitch propeller 1.

[0062] Thus, the two high-pressure chambers and one low-pressure chamber in the propeller hub 10 are connected through the oil distributor 10, forming a high-pressure oil circuit for pitch control and a low-pressure oil circuit for lubrication.

[0063] like Figure 6 As shown, the stern shaft support unit 2 is an important device supporting the stern shaft 3. The stern shaft support unit 2 supports the stern shaft 3 through the provided bearings, ensuring that the controllable pitch propeller 1 and the shaft system maintain stable coaxiality during operation, reducing vibration and misalignment. The stern shaft support unit 2 includes: a stern tube 203, a stern bearing A201, a stern bearing B202, and a sealing assembly; the stern tube 203 has stern bearing A201 and stern bearing B202 respectively provided at both axial ends, and the stern shaft 3 passes through the inner hole of the stern tube 203, with the portions at both ends of the stern tube 203 supported on the stern bearing A201 and stern bearing B202 respectively.

[0064] The sealing assembly includes a forward sealing unit 204 and a rearward sealing unit 205. The forward sealing unit 204 is located in front of the stern bearing A201 at the front end of the stern tube 203 and includes two sealing rings. The rearward sealing unit 205 is located behind the stern bearing B202 at the rear end of the stern tube 203 and includes three sealing rings. The sealing assembly prevents lubricating oil leakage.

[0065] The bow of the intermediate shaft 5 is connected to the output flange 903 of the parallel gearbox 9, meaning the parallel gearbox 9 is located at the bow of the shaft section. The distributor 10 is located at the bow of the parallel gearbox 9. As an important component of the controllable pitch propeller 1 and the shaft section, the distributor 10's main function is to deliver hydraulic oil to the propeller hub cylinder 105 to adjust the pitch angle of the propeller blades 101. The pitch feedback unit provides feedback on the current pitch of the controllable pitch propeller 1, thereby achieving feedback control of the distributor 10 (controlled by the control unit). As an example, during the pitch adjustment process of the controllable pitch propeller 1, the axial position of the piston 104 is brought out, thereby achieving feedback control of the distributor 10 (controlled by the control unit). That is, the pitch feedback unit can be a displacement sensor that monitors the linear displacement of the piston 104 in real time. The displacement sensor sends the monitored linear displacement of the piston 104 to the control unit, which indirectly calculates the propeller blade pitch from the displacement of the piston 104.

[0066] In addition, the oil distributor 10 can connect the lubricating oil tank to the lubricating oil circuit to ensure the lubrication of the controllable pitch propeller 1. As an example, the lubricating oil tank is a gravity oil tank.

[0067] The parallel gearbox 9 features a dual-input, single-output function (i.e., it has two parallel input shafts and one output shaft). The parallel gearbox 9 includes a housing 901, a gear system housed within the housing 901, and two clutch assemblies 904. The gear system uses two sets of input gears to drive a single large output gear. Both the input gear sets and the large output gear employ a hardened tooth surface design. Each input shaft corresponding to one of the two sets of input gears is equipped with a clutch assembly 904. Each of the two variable frequency motors 11 is connected to its corresponding input shaft via a clutch assembly 904. Thus, the parallel operation and switching function of the two motors is achieved by using two clutch assemblies 904. Specifically, each of the two input shafts of the parallel gearbox 9 is equipped with a wet multi-plate friction clutch, thereby enabling the parallel operation and switching function of the two motors (here, "two motors" refers to two motors, i.e., enabling the parallel operation and switching of two power units).

[0068] As an example, such as Figure 7 As shown, the gear system includes two sets of input gears and one output gear module. The output gear module includes an output driven gear 907, an output shaft 902, and an output flange 903. The output shaft 902 is the gear shaft of the output driven gear 907, and the output flange 903 is coaxially connected to the output shaft 902 (e.g., via a key). Each set of input gears includes a driving gear 905 and an intermediate driven gear 906 meshing with the driving gear 905. The intermediate driven gear 906 can drive the output driven gear 907, thereby driving the output shaft 902 and the output flange 903 to rotate. The gear shaft of the driving gear 905 is the input shaft. The variable frequency motor 11 is connected to the input shaft equipped with a clutch assembly 904 via a motor coupling 908 and a high-elasticity coupling 12.

[0069] In this design, each of the two input shafts of the parallel gearbox 9 is connected to a variable frequency motor 11 via a high-elasticity coupling 12. Specifically, two high-elasticity couplings 12 are arranged side-by-side at the bow end of the parallel gearbox 9, serving as the main inputs and connecting the parallel gearbox 9 and the variable frequency motor 11. The high-elasticity coupling 12 mainly consists of an elastomer assembly and an aluminum alloy flange body; the outer surface of the elastomer assembly and the flange body adopt an insert-type tooth profile, i.e., axial "insertion" installation characteristic and displacement compensation; installation is convenient and can meet "blind" assembly requirements.

[0070] As an example, the clutch assembly 904 is a small wet multi-plate friction clutch, and the parallel gearbox 9 can achieve flexible control of the power unit by integrating two small wet multi-plate friction clutches internally.

[0071] As an example, the housing 901 adopts a welded structure, and the housing 901 has a window structure to facilitate observation of the internal structure and operation of the parallel gearbox 9.

[0072] The variable frequency motor 11 is the main power equipment of the test bench, serving as the system's power source and replacing the marine diesel engine to provide power to the system. The variable frequency motor 11 is located at the bow end of the test bench. The speed of the variable frequency motor 11 can be adjusted via the remote control unit 14 (the variable frequency motor 11 is equipped with a speed encoder). The test bench is driven by two variable frequency motors 11, each equipped with a brake, fan, heater, and speed encoder, and is also equipped with a thermistor protection.

[0073] The hydraulic unit 13 is used to effectively and controllably input and output high-pressure and low-pressure oil to the distributor 10. As an example, the hydraulic unit 13 uses a gear pump as a power source, processing the oil through an orderly combination of various pumps, valves, and accessories. As an example, the hydraulic unit 13 includes three pump groups: P1, P2, and P3; where P1 and P2 are the main pumps, serving as backups for each other, used to output high-pressure oil to the distributor 10. The P3 pump group is used to output low-pressure oil to the gravity oil tank and the propeller hub lubrication circuit. Simultaneously, the hydraulic unit 13 is equipped with several pressure gauges and various sensors, which can transmit pressure, temperature, and other signals to the remote control unit.

[0074] The above architecture enables the construction of a test rig on land that can simulate a controllable pitch propeller, a dual-engine parallel gearbox, a stern shaft support device, a shaft section, and two sets of power units that can be operated in parallel or individually as backups for each other.

[0075] This test bench is mainly used to simulate a ship's dual diesel engine-controllable pitch propulsion system. Two variable frequency motors (VFMs) replace the diesel engines as the power source, driving the entire controllable pitch propulsion shaft system. The system is equipped with a reduction gearbox that allows for dual-engine parallel operation. Its dual-input single-output and built-in clutch configuration enables single-input, combined input, and single-engine application interlocking functions.

[0076] The test bench is equipped with a 4-bladed adjustable pitch propeller, which can simulate the propeller pitch adjustment of a real ship; and it is combined with a transmission system. By controlling the disengagement of the dual-input clutch in the dual-engine parallel reduction gearbox, the entire device can operate under various conditions such as single-engine drive, dual-engine parallel operation, and single-engine switching.

[0077] The control unit of this test bench includes an electrical control unit and a remote control unit 14. The electrical control unit controls all electronic components in the test bench, including the variable frequency motor 11, the pump unit in the hydraulic unit 13, and the parallel gearbox 9. The electrical control unit is electrically connected to the remote control unit 14 and receives remote control commands from the remote control unit 14. The control unit enables the linkage control of pitch and speed.

[0078] Based on this, the test bench provides two control modes: follow-up closed-loop control and backup open-loop control.

[0079] In the follow-up closed-loop control mode, the electronic control unit receives the pitch command signal from the remote control unit 14 and compares it with the feedback signal from the pitch feedback unit (such as the displacement sensor mentioned above, which monitors the pitch of the propeller 1 in real time and feeds it back to the electronic control unit). Then, it controls the hydraulic unit 13 to achieve the purpose of pitch control (adjusting pitch, stabilizing pitch).

[0080] In the standby open-loop control mode, the electronic control unit directly controls the hydraulic unit 13 to achieve pitch control through the set operation buttons.

[0081] In addition, the electronic control unit also provides monitoring parameters and fault alarms for hydraulic unit 13 oil temperature, main pump outlet pressure, servo oil pressure, low oil level, filter blockage, pitch control fault, etc., and also provides pitch indication function.

[0082] Example 2:

[0083] Based on the above embodiment 1, the test bench device can further teach certain typical faults; that is, it can simulate faults through software and then conduct troubleshooting training; the software program for simulating faults is set in the control unit.

[0084] Although the present invention has been described in detail above with general descriptions and specific embodiments, some modifications or improvements can be made to it, which will be obvious to those skilled in the art. Therefore, all such modifications or improvements made without departing from the spirit of the present invention fall within the scope of protection claimed by the present invention.

Claims

1. A test bench device for simulating a ship's parallel propulsion system, characterized in that: It includes a pitch control propeller (1), a stern shaft support unit (2), a stern shaft (3), an intermediate shaft (5), a parallel gearbox (9), a power unit, a hydraulic unit (13), and a control unit; There are two sets of power units, and each set of power units includes a variable frequency motor (11). The pitch control propeller (1) is connected to the output shaft of the parallel gearbox (9) in sequence via the stern shaft (3) and the intermediate shaft (5); The stern shaft support unit (2) is used to support the stern shaft (3); The parallel gearbox (9) is equipped with an oil distributor (10), and the hydraulic unit (13) supplies lubricating oil and pitch control hydraulic oil to the pitch control propeller (1) through the oil distributor (10); The two input shafts of the parallel gearbox (9) are each connected to a variable frequency motor (11) via a clutch assembly (904). The control unit is used to control the variable frequency motor (11), the parallel gearbox (9) and the hydraulic unit (13).

2. The test bench apparatus for simulating a ship's parallel propulsion system as described in claim 1, characterized in that: The parallel gearbox (9) includes: a housing (901) and a gear system and two clutch assemblies (904) disposed inside the housing (901). The gear system includes two sets of input gears arranged in parallel and an output gear module; the two sets of input gears correspond one-to-one with the two variable frequency motors (11); each of the two variable frequency motors (11) is connected to its corresponding input gear through a clutch assembly (904); the output gear module is connected to the intermediate shaft (5).

3. The test bench apparatus for simulating a ship's parallel propulsion system as described in claim 1 or 2, characterized in that: The controllable pitch propeller (1) is a four-bladed skew controllable pitch propeller, including: blades (101), a hub body (102), a piston rod (103), a piston (104), a hub cylinder (105), a slider (106), and a crank pin disc (108). The propeller hub cylinder (105) is installed at the stern end of the propeller hub body (102); The rotor hub (102) has four crank pin disks (108) evenly spaced around its circumference, each corresponding to one of the four rotor blades (101); the rotor blades (101) are mounted on the corresponding crank pin disks (108); A piston rod (103) is provided inside the propeller hub (102), and a piston (104) is provided at the stern end of the piston rod (103). The piston (104) is located inside the propeller hub cylinder (105), dividing the cavity of the propeller hub cylinder (105) into a first high-pressure chamber (110) and a second high-pressure chamber (111). The piston (104) can reciprocate axially within the propeller hub cylinder (105). The piston rod (103) is connected to the crank pin disk (108) via the slider (106). The reciprocating motion of the piston rod (103) drives the crank pin disk (108) to rotate, thereby changing the angle of the blade (101).

4. The test bench apparatus for simulating a ship's parallel propulsion system as described in claim 1 or 2, characterized in that: The stern support unit (2) includes: a stern tube (203), a stern bearing A (201), a stern bearing B (202), and a sealing assembly; The stern tube (203) is provided with stern bearing A (201) and stern bearing B (202) at both ends of the axial direction. The stern shaft (3) passes through the inner hole of the stern tube (203), and the parts located at both ends of the stern tube (203) are supported on stern bearing A (201) and stern bearing B (202) respectively. The sealing assembly includes a front sealing unit for the stern tube and a rear sealing unit for the stern tube; the front sealing unit (204) for the stern tube is located on the front side of the stern bearing A (201) at the front end of the stern tube (203); the rear sealing unit (205) for the stern tube is located on the rear side of the stern bearing B (202) at the rear end of the stern tube (203).

5. The test bench apparatus for simulating a ship's parallel propulsion system as described in claim 3, characterized in that: The piston rod (103) is provided with a hub oil pipe (113). The hub oil pipe (113) adopts a concentric double oil pipe, including an inner pipe and an outer pipe. The inner pipe of the hub oil pipe (113) is connected to the first high-pressure chamber (110), and the annular channel between the inner pipe and the outer pipe is connected to the second high-pressure chamber (111). The stern shaft (3) and the intermediate shaft (5) are equipped with internal oil pipes (6); the internal oil pipes (6) are concentric double oil pipes, the inner pipe of the internal oil pipe (6) is the inner oil pipeline (62), and the annular channel between the inner pipe and the outer pipe of the internal oil pipe (6) is the outer oil pipeline (61). The inner oil line (62) is connected to the first high-pressure chamber (110) through the inner tube of the inner oil line (113) of the propeller hub, and the outer oil line (61) is connected to the second high-pressure chamber (111) through the annular channel between the inner tube and the outer tube of the inner oil line (113) of the propeller hub.

6. The test bench apparatus for simulating a ship's parallel propulsion system as described in claim 1 or 2, characterized in that: The two input shafts of the parallel gearbox (9) are each connected to a variable frequency motor (11) via a high-elasticity coupling (12).

7. The test bench apparatus for simulating a ship's parallel propulsion system as described in claim 1 or 2, characterized in that: The intermediate shaft (5) is provided with a speed sensor (8) for real-time monitoring of its rotational speed, and the speed sensor (8) sends the monitored rotational speed to the control unit.

8. The test bench apparatus for simulating a ship's parallel propulsion system as described in claim 1 or 2, characterized in that: It also includes a pitch feedback unit, which is used to monitor the pitch of the pitch control propeller (1) and feed it back to the control unit.

9. The test bench apparatus for simulating a ship's parallel propulsion system as described in claim 8, characterized in that: The control unit includes an electronic control unit and a remote control unit (14). The electronic control unit is used to control all electronic components in the test bench device; The electronic control unit is electrically connected to the remote control unit (14) and is used to receive remote control commands from the remote control unit (14).

10. The test bench apparatus for simulating a ship's parallel propulsion system as described in claim 9, characterized in that: The test bench device has two control modes: follow-up closed-loop control and backup open-loop control. In the following closed-loop control mode, the electronic control unit receives the pitch command signal from the remote control unit (14), compares it with the feedback signal from the pitch feedback unit, and then controls the hydraulic unit (13) to achieve the purpose of pitch control. In the standby open-loop control mode, the electronic control unit directly controls the hydraulic unit (13) to achieve pitch control through the set operation buttons.

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