An emergency braking system for rigid sails

Abstract

This utility model discloses an emergency braking system for rigid sails, relating to the field of braking technology for rigid sail transmission systems. It includes a hydraulic pump, an electromagnetic directional valve, a high-pressure relief valve, and a hydraulic oil tank. The hydraulic pump's suction port is located inside the hydraulic oil tank. The hydraulic pump's outlet is connected in two directions via hydraulic hoses: one direction connects to the inlet of the high-pressure relief valve, and the other direction connects to the inlet of the electromagnetic directional valve via a three-way connector. The outlet of the high-pressure relief valve is connected to the hydraulic oil tank via a hydraulic hose. The return port of the electromagnetic directional valve is connected to the hydraulic oil tank via a hydraulic hose. The advantages are: the system does not rely on external power; when the ship loses power, the power of the sail propelled by the sea breeze triggers the hydraulic brake, effectively preventing the sail from dragging the gearbox and motor; the bidirectional high-pressure hydraulic pump ensures reliable braking regardless of the sail's direction; the relief valve is flexible and adaptable to different ships, sails, and sea conditions, making it highly practical.

Description

Technical Field

[0001] This utility model relates to the field of braking technology for rigid sail transmission systems, and in particular to an emergency braking system for rigid sails. Background Technology

[0002] Rigid sails, as ship propulsion devices, integrate traditional sail principles with modern aerodynamics technology, and are mainly divided into two categories: traditional Chinese rigid sails and modern rigid airfoil sails. During ship navigation, precise adjustment of the rigid sail's direction is crucial for the efficient use of wind energy. The workflow of its direction adjustment system is as follows: the intelligent control system issues commands, the drive motor receives the commands and outputs power, the power is transmitted to torque through the gearbox, and finally drives the rigid sail to achieve directional rotation.

[0003] Under normal operating conditions, rigid sail propulsion systems are equipped with conventional braking systems to effectively control sail rotation. However, when a vessel encounters unforeseen circumstances, such as power failure or propulsion system malfunction, resulting in the loss of power or a power source, the conventional braking system becomes ineffective due to the lack of power support. In this situation, the sea wind will passively rotate the rigid sail, which in turn drags the gearbox and motor in the opposite direction. Furthermore, the higher the wind speed, the faster the reverse drag, which can easily cause serious damage such as wear on the gearbox gears and burnout of the motor windings. This not only affects the vessel's normal navigation but also incurs high equipment maintenance costs, posing a significant threat to the vessel's navigational safety and economic efficiency.

[0004] Currently, there is no effective solution to the problem of rigid sail steering systems being dragged backward when the power source is lost. Therefore, designing an emergency braking system that can automatically activate when the ship loses its power source or electricity to prevent the rigid sail from dragging the gearbox and motor backward has become an urgent technical problem to be solved in this field. Utility Model Content

[0005] The purpose of this invention is to provide an emergency braking system for rigid sails to solve the above problems. This system does not rely on an external power source and can autonomously trigger the braking function in emergency scenarios where the ship loses power or power, effectively preventing the rigid sail from dragging the gearbox and motor in the opposite direction, thus ensuring the safety of the transmission system.

[0006] This utility model achieves the above objectives through the following technical solutions: An emergency braking system for a rigid sail includes a hydraulic pump, an electromagnetic directional valve, a high-pressure relief valve, and a hydraulic oil tank. The suction port of the hydraulic pump is located inside the hydraulic oil tank. The outlet of the hydraulic pump is connected to two routes via hydraulic hoses: one route is connected to the inlet of the high-pressure relief valve, and the other route is connected to the inlet of the electromagnetic directional valve via a tee connector. The outlet of the high-pressure relief valve is connected to the hydraulic oil tank via a hydraulic hose. The return port of the electromagnetic directional valve is connected to the hydraulic oil tank via a hydraulic hose.

[0007] Preferably, the electromagnetic directional valve is a two-position three-way electromagnetic valve, and the interfaces of the electromagnetic directional valve are an oil inlet, an oil return port, and a spare port, with the spare port being sealed with a plug; when the electromagnetic directional valve is energized, the oil inlet and the oil return port are connected, and when the electromagnetic directional valve is de-energized, the oil inlet and the spare port are connected, and both the oil inlet and the oil return port are open circuits.

[0008] Preferably, it also includes a cooler, which is connected in series in the oil line between the high-pressure relief valve and the hydraulic oil tank.

[0009] Preferably, it also includes an oil suction filter, which is connected in series in the oil line between the hydraulic oil tank and the hydraulic pump.

[0010] Preferably, it also includes a return oil filter, which is connected in series in the oil line between the high-pressure relief valve and the hydraulic oil tank.

[0011] Preferably, it further includes a sail steering gearbox, the input end of which is connected to the ship's input motor; the output end of which is connected to a rigid sail; a mounting flange is fixedly provided on the sail steering gearbox, and the hydraulic pump is mounted on the sail steering gearbox through the mounting flange.

[0012] Preferably, the hydraulic pump is a high-pressure hydraulic pump that can rotate in both directions.

[0013] Preferably, the high-pressure relief valve is a manually adjustable high-pressure relief valve or an electrically controlled electromagnetic proportional relief valve.

[0014] Preferably, the cooler is a seawater cooler.

[0015] Compared with the prior art, the beneficial effects of this utility model are as follows: 1. This system does not rely on the ship's external power source or power supply. In emergency scenarios where the ship loses power or power, it can trigger the hydraulic braking circuit by the power generated by the sea wind pushing the rigid sail, thereby achieving autonomous emergency braking. This effectively prevents the rigid sail from dragging the gearbox and motor in the opposite direction, ensuring the safety of the transmission system.

[0016] 2. A high-pressure hydraulic pump capable of bidirectional rotation is used. Regardless of whether the sea wind propels the rigid sail to rotate clockwise or counterclockwise, the hydraulic pump can work stably, ensuring the continuous effectiveness of the hydraulic braking circuit and avoiding brake failure due to the uncertain direction of sail rotation.

[0017] 3. A cooler and a return oil filter are installed to cool the hydraulic oil in time when it generates heat due to throttling, preventing the oil from overheating and damaging system components. At the same time, the dual filtration of the suction filter and the return oil filter effectively removes impurities from the hydraulic oil, ensuring the normal operation of all components of the hydraulic system and extending the service life of the system.

[0018] 4. High adaptability: The high-pressure relief valve can be manually or electrically adjusted according to actual needs, and can flexibly adjust the emergency braking torque. It is suitable for ships of different tonnages, rigid sails of different sizes and sea conditions, and has high versatility. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 This is a structural schematic diagram of an emergency braking system for a rigid sail as described in this utility model.

[0021] The annotations in the attached figures are explained as follows: 1. Suction filter; 2. Sail steering gearbox; 3. Hydraulic pump; 4. Solenoid directional valve; 5. High-pressure relief valve; 6. Cooler; 7. Return oil filter; 8. Hydraulic oil tank. Detailed Implementation

[0022] In the description of this utility model, it should be understood that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model. In addition, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, features defined with "first," "second," etc., may explicitly or implicitly include one or more of that feature. In the description of this utility model, unless otherwise stated, "a plurality of" means two or more.

[0023] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation", "connection" and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal connection of two components. For those skilled in the art, the specific meaning of the above terms in this utility model can be understood through the specific circumstances.

[0024] The present invention will be further described below with reference to the accompanying drawings: like Figure 1As shown, an emergency braking system for a rigid sail includes an oil suction filter 1, a sail steering gearbox 2, a hydraulic pump 3, an electromagnetic reversing valve 4, a high-pressure relief valve 5, a cooler 6, a return oil filter 7, and a hydraulic oil tank 8. The input end of the sail steering gearbox 2 is connected to an input motor, and the output end is connected to the rigid sail transmission to achieve power transmission and drive the sail to steer. The sail steering gearbox 2 has a mounting flange, and the hydraulic pump 3 is fixedly mounted on the sail steering gearbox 2 through the mounting flange. The input shaft of the hydraulic pump 3 meshes with the output gear of the sail steering gearbox 2 through a gear, ensuring that the hydraulic pump 3 can be driven synchronously when the gearbox rotates. The oil suction port of the hydraulic pump 3 is connected to the outlet of the oil suction filter 1 through a hydraulic hose to draw oil. The inlet of oil filter 1 is located inside the hydraulic oil tank 8 to filter impurities in the hydraulic oil and protect the hydraulic pump 3. The high-pressure outlet of the hydraulic pump 3 is connected to two paths via hydraulic hoses: one path is connected to the inlet of the high-pressure relief valve 5, and the other path is connected to the inlet P port of the solenoid directional valve 4 via a three-way connector. The outlet of the high-pressure relief valve 5 is connected to the inlet of the cooler 6 via a hydraulic hose, the outlet of the cooler 6 is connected to the inlet of the return oil filter 7 via a hydraulic hose, and the outlet of the return oil filter 7 is connected to the hydraulic oil tank 8 via a hydraulic hose, forming a cooling and return oil circuit for the hydraulic oil. The return oil port B of the solenoid directional valve 4 is connected to the hydraulic oil tank 8 via a hydraulic hose, and the spare port A of the solenoid directional valve 4 is sealed with a plug to prevent oil leakage.

[0025] The electromagnetic directional valve 4 is a two-position three-way electromagnetic valve, the hydraulic pump 3 is a bidirectional rotating high-pressure hydraulic pump 3, the high-pressure relief valve 5 is a manually adjustable high-pressure relief valve 5 or an electrically controlled electromagnetic proportional relief valve, and the cooler 6 is a seawater cooler 6.

[0026] The working principle is as follows: Normal operating conditions (the ship has power and electricity): When the ship is in normal navigation and has a stable power source and power supply, the electromagnet DT1 of the electromagnetic directional valve 4 is energized. At this time, the valve core of the electromagnetic directional valve 4 is positioned so that port P and port B are connected.

[0027] When the rigid sail needs to be adjusted, the intelligent control system drives the input motor to work. The input motor transmits power to the input end of the sail steering gearbox 2. The sail steering gearbox 2 transmits torque to the output end through internal gear transmission, thereby driving the rigid sail to rotate.

[0028] During this process, since the output end of the sail steering gearbox 2 is connected to the pump shaft of the hydraulic pump 3 through gear meshing, the rotation of the sail steering gearbox 2 will synchronously drive the hydraulic pump 3 to rotate. After the hydraulic pump 3 rotates, it draws hydraulic oil from the hydraulic oil tank 8 through the oil suction port from the oil suction filter 1. The hydraulic oil is pressurized by the hydraulic pump 3 and discharged from the high-pressure port. It then passes through the three-way connector, the P port and the B port of the solenoid directional valve 4 in sequence, and finally flows back to the hydraulic oil tank 8, forming a resistance-free hydraulic oil circulation loop, which will not interfere with the normal directional adjustment of the rigid sail.

[0029] Emergency Situation (Loss of Power and Electricity): When the ship loses its power source or power supply due to malfunction or other reasons, the electromagnet DT1 of the solenoid directional valve 4 is de-energized, the valve core is reset, and at this time the P port and B port of the solenoid directional valve 4 are disconnected, while the A port remains blocked.

[0030] The sea breeze will cause the rigid sail to rotate passively. The rotation of the rigid sail will cause the output end of the sail steering gearbox 2 to rotate in the opposite direction, which in turn will drive the hydraulic pump 3 to rotate in the opposite direction through gear meshing. When the hydraulic pump 3 rotates in the opposite direction, it can still draw hydraulic oil from the suction filter 1 and discharge it under pressure. Since the P port and B port of the solenoid directional valve 4 are disconnected, the high-pressure oil cannot flow back to the hydraulic oil tank 8 through the solenoid directional valve 4, but can only enter the high-pressure relief valve 5.

[0031] The high-pressure relief valve 5 is preset with a fixed high-pressure value. The valve will only open when the torque output by the hydraulic pump 3 is sufficient to overcome the set pressure. If the torque generated by the sea breeze pushing the rigid sail is less than the torque corresponding to the set pressure of the high-pressure relief valve 5, the hydraulic pump 3 cannot open the valve, and the hydraulic pump 3 stops rotating. Consequently, the sail steering gearbox 2 and the rigid sail also stop rotating, achieving emergency braking. If the torque generated by the sea breeze pushing the rigid sail is greater than the torque corresponding to the set pressure of the high-pressure relief valve 5, the hydraulic pump 3 can open the valve, and the high-pressure oil enters the cooler 6 through the high-pressure relief valve 5.

[0032] The high-temperature hydraulic oil entering the cooler 6 exchanges heat with the cooling medium (such as seawater) inside the cooler 6. After the temperature drops, it passes through the return oil filter 7 to filter impurities and finally flows back to the hydraulic oil tank 8. During this process, the set pressure of the high-pressure relief valve 5 creates a resistance torque that is opposite to the torque of the sea wind pushing the sail, effectively slowing down the rotation speed of the rigid sail and preventing damage to the gearbox and motor due to high-speed reverse drag.

[0033] Braking torque adjustment method: Depending on the sea conditions of the navigation area and the size of the rigid sail, the emergency braking torque of the system can be changed by adjusting the set pressure of the high-pressure relief valve 5. If a manually adjustable high-pressure relief valve 5 is selected, the pre-compression of the spring inside the valve can be directly changed by rotating the adjustment knob on the high-pressure relief valve 5, thereby adjusting the set pressure. If an electrically controlled electromagnetic proportional relief valve is selected, when the ship is equipped with an emergency backup power supply, different electrical signals can be output by the intelligent control system to control the current of the electromagnetic coil of the electromagnetic proportional relief valve, thereby changing the set pressure and realizing dynamic adjustment of the braking torque to adapt to different emergency scenarios.

[0034] The suction filter 1, the sail steering gearbox 2, the hydraulic pump 3, the high-pressure relief valve 5, the cooler 6, the return oil filter 7, and the hydraulic oil tank 8 are all general standard parts or components known to those skilled in the art. Their structure and principle can be known to those skilled in the art through technical manuals or through conventional experimental methods, so they will not be described in detail here.

[0035] The foregoing has shown and described the basic principles, main features and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are only illustrative of the principles of this utility model. Various changes and modifications may be made to this utility model without departing from the spirit and scope of this utility model, and all such changes and modifications fall within the scope of this utility model as claimed.

Claims

1. An emergency braking system for a rigid sail, characterized in that, The system includes a hydraulic pump (3), an electromagnetic directional valve (4), a high-pressure relief valve (5), and a hydraulic oil tank (8). The suction port of the hydraulic pump (3) is located inside the hydraulic oil tank (8). The outlet of the hydraulic pump (3) is connected to two paths via hydraulic hoses. One path is connected to the inlet of the high-pressure relief valve (5), and the other path is connected to the inlet of the electromagnetic directional valve (4) via a three-way connector. The outlet of the high-pressure relief valve (5) is connected to the hydraulic oil tank (8) via a hydraulic hose. The return port of the electromagnetic directional valve (4) is connected to the hydraulic oil tank (8) via a hydraulic hose.

2. The emergency braking system for a rigid sail according to claim 1, characterized in that, The electromagnetic reversing valve (4) is a two-position three-way electromagnetic valve. The interfaces of the electromagnetic reversing valve (4) are an oil inlet, an oil return port and a spare port, respectively. The spare port is sealed with a plug. When the electromagnetic reversing valve (4) is energized, the oil inlet and the oil return port are connected. When the electromagnetic reversing valve (4) is de-energized, the oil inlet and the spare port are connected. Both the oil inlet and the oil return port are open circuits.

3. The emergency braking system for a rigid sail according to claim 1, characterized in that, It also includes a cooler (6), which is connected in series in the oil line between the high-pressure relief valve (5) and the hydraulic oil tank (8).

4. The emergency braking system for a rigid sail according to claim 3, characterized in that, It also includes an oil suction filter (1), which is connected in series in the oil line between the hydraulic oil tank (8) and the hydraulic pump (3).

5. The emergency braking system for a rigid sail according to claim 3, characterized in that, It also includes a return oil filter (7), which is connected in series in the oil line between the high pressure relief valve (5) and the hydraulic oil tank (8).

6. The emergency braking system for a rigid sail according to claim 1, characterized in that, It also includes a sail steering gearbox (2), the input end of which is connected to the input motor of the ship; the output end of which is connected to the rigid sail; a mounting flange is fixedly provided on the sail steering gearbox (2), and the hydraulic pump (3) is mounted on the sail steering gearbox (2) through the mounting flange.

7. The emergency braking system for a rigid sail according to claim 1, characterized in that, The hydraulic pump (3) is a high-pressure hydraulic pump (3) that can rotate in both directions.

8. The emergency braking system for a rigid sail according to claim 1, characterized in that, The high-pressure relief valve (5) is either a manually adjustable high-pressure relief valve (5) or an electrically controlled electromagnetic proportional relief valve.

9. The emergency braking system for a rigid sail according to claim 3, characterized in that, The cooler (6) is a seawater cooler (6).

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