A damped hydraulic system

Abstract

The utility model discloses a kind of damping hydraulic systems, it is related to the braking technical field of hard sail drive system, including hydraulic pump, electromagnetic reversing valve, throttle valve and hydraulic oil tank, the oil suction of the hydraulic pump is placed in the inside of the hydraulic oil tank;The oil outlet of the hydraulic pump is connected by hydraulic hose two ways, one way is connected with the import of the throttle valve, another way is connected with the oil inlet of the electromagnetic reversing valve by three-way joint;The outlet of the throttle valve is connected with hydraulic oil tank by hydraulic hose;The oil return of the electromagnetic reversing valve is connected with hydraulic oil tank by hydraulic hose;Beneficial effect is in that: effectively inhibit sail high-speed rotation, avoid gear box, motor damage due to reverse drag;Hydraulic damping has flexibility, can reduce the impact to drive system, prolong equipment life;Support manual or electric control regulation throttle valve, hydraulic pump can bidirectional rotation, adapt to different sea wind intensity and sail steering.

Description

Technical Field

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

[0002] Rigid sails, as ship propulsion devices that integrate traditional sail principles with modern aerodynamics, are mainly divided into two categories: traditional Chinese rigid sails and modern rigid airfoil sails. Their directional adjustment capability is a core technology for achieving efficient wind energy utilization. In normal operating mode, the rigid sail is driven to complete directional rotation through a combination of "intelligent control + motor + gearbox" output torque, and the transmission system is equipped with a braking system to ensure stable operation.

[0003] However, when a ship encounters a power outage or power source failure, the transmission system will lose its normal driving capability, and the corresponding conventional braking system will also fail simultaneously. At this time, the rigid sail, under the influence of sea wind, will drag the gearbox and motor in the opposite direction, and the higher the wind speed, the faster the reverse drag, which can easily lead to serious malfunctions such as gearbox tooth wear and motor bearing damage, posing a significant threat to the safety and service life of the rigid sail's transmission system. To address this technical problem, this invention designs a damping hydraulic system to solve the stall damage problem caused by the rigid sail's reverse drag. Utility Model Content

[0004] The purpose of this invention is to provide a damping hydraulic system to solve the above problems. When the transmission system loses its power source, the system provides mechanical flexible damping through hydraulic action, effectively preventing rigid sails from stalling due to sea winds, and thus avoiding damage to key components such as gearboxes and motors.

[0005] This utility model achieves the above objectives through the following technical solutions:

[0006] A damping hydraulic system includes a hydraulic pump, a solenoid directional valve, a throttle valve, and a hydraulic oil tank. The suction port of the hydraulic pump is located inside the hydraulic oil tank. The outlet port of the hydraulic pump is connected to two paths via hydraulic hoses: one path is connected to the inlet of the throttle valve, and the other path is connected to the inlet of the solenoid directional valve via a tee connector. The outlet of the throttle valve is connected to the hydraulic oil tank via a hydraulic hose. The return port of the solenoid 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 throttle 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 further includes a return oil filter, which is connected in series in the oil line between the throttle 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 throttle valve is a manually adjustable throttle valve or an electrically controlled electromagnetic proportional throttle 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:

[0016] 1. When the ship loses power and electricity, the hydraulic damping makes the braking torque proportional to the square of the speed of the rigid sail, effectively suppressing the high-speed rotation of the sail and preventing damage to the gearbox and motor due to reverse drag.

[0017] 2. Compared to the rigid impact of traditional mechanical braking, hydraulic damping has flexible characteristics, which can reduce impact damage to transmission system components and extend the service life of equipment;

[0018] 3. It supports manual or electronic adjustment of the throttle valve, and the damping stiffness can be flexibly adjusted according to the sea wind intensity. The hydraulic pump adopts a bidirectional rotation design, which is suitable for sail rotation scenarios (clockwise / counterclockwise).

[0019] 4. The dual filtration of suction and return oil filters, along with the heat dissipation design of the seawater cooler, ensures the stable operation of the hydraulic system in harsh marine environments and reduces the risk of failure. Attached Figure Description

[0020] 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.

[0021] Figure 1 This is a schematic diagram of the structure of a damping hydraulic system described in this utility model.

[0022] The annotations in the attached figures are explained as follows:

[0023] 1. Suction filter; 2. Sail steering gearbox; 3. Hydraulic pump; 4. Solenoid directional valve; 5. Throttle valve; 6. Cooler; 7. Return oil filter; 8. Hydraulic oil tank. Detailed Implementation

[0024] 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.

[0025] 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.

[0026] The present invention will be further described below with reference to the accompanying drawings:

[0027] like Figure 1As shown, a damping hydraulic system includes an oil suction filter 1, a sail steering gearbox 2, a hydraulic pump 3, a solenoid directional valve 4, a throttle 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 a rigid sail drive to transmit power 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 via the mounting flange. The input shaft of the hydraulic pump 3 meshes with the output gear of the sail steering gearbox 2 via 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 via a hydraulic hose, allowing oil to be drawn through... The inlet of 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 throttle 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 throttle 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.

[0028] The electromagnetic reversing valve 4 is a two-position three-way electromagnetic valve, the hydraulic pump 3 is a bidirectional rotating high-pressure hydraulic pump 3, the throttle valve 5 is a manually adjustable throttle valve 5 or an electrically controlled adjustable electromagnetic proportional throttle valve 5, and the cooler 6 is a seawater cooler 6.

[0029] The working principle is as follows:

[0030] Normal operating conditions (the ship has power and electricity).

[0031] When the vessel is in normal operation and the power and electricity supply are stable, the electromagnet DT1 of the electromagnetic directional valve 4 is energized, and the valve core switches to the "PB on" state. At this time, the rigid sail is turned normally under the drive of the motor-gearbox, synchronously driving the hydraulic pump 3 to operate. The hydraulic oil output by the hydraulic pump 3 enters through port P and flows out through port B of the electromagnetic directional valve 4, returning directly to the hydraulic oil tank 8. Under this condition, the hydraulic system has no damping effect and does not affect the normal steering control of the rigid sail.

[0032] Emergency Situation (Ship loses power and electricity)

[0033] When the ship loses power and electricity due to a malfunction, the electromagnet DT1 of the electromagnetic directional valve 4 is de-energized, and the valve core resets to the "P port closed, A port blocked" state. At this time, the sea breeze drives the rigid sail to rotate, and the rigid sail drags the sail steering gearbox 2 to rotate in the opposite direction. The gearbox further drives the hydraulic pump 3 to operate. The hydraulic pump 3 draws hydraulic oil (filtered by the suction filter 1) from the hydraulic oil tank 8 and outputs it under pressure. Since the electromagnetic directional valve 4 is in the closed state, the high-pressure hydraulic oil can only enter the cooling circuit through the throttle valve 5: the hydraulic oil generates a pressure drop when flowing through the throttle valve 5, then enters the cooler 6 to cool down, and then returns to the hydraulic oil tank 8 after being filtered twice by the return oil filter 7, completing the hydraulic cycle.

[0034] The damping principle and parameter derivation of this utility model

[0035] Calculation of pressure drop of throttle valve 5:

[0036] The pressure drop generated when hydraulic oil flows through throttle valve 5 satisfies the following formula:

[0037]

[0038] in:

[0039] ΔP: Pressure drop across throttle valve 5 (unit: Pa);

[0040] Q: Output flow rate of hydraulic pump 3 (unit: m³) 3 / s);

[0041] ρ: Hydraulic oil density (unit: kg / m³) 3 );

[0042] C: Flow coefficient of throttle valve 5 (determined by the structure of throttle valve 5, and is a constant);

[0043] A: Throttling valve 5 throttling area (unit: m²) 2 ).

[0044] Hydraulic pump 3 drive torque calculation:

[0045] The driving torque required for the operation of hydraulic pump 3 (i.e., the braking torque generated on the gearbox) satisfies the following formula.

[0046]

[0047] in:

[0048] T: Drive torque of hydraulic pump 3 (unit: N·m);

[0049] V B Hydraulic pump 3 displacement (unit: m) 3 / r, determined by the pump selection, is a fixed value.

[0050] Relationship between flow rate and speed of hydraulic pump 3:

[0051] The output flow rate and speed of hydraulic pump 3 satisfy the following formula:

[0052] Q = V B N

[0053] in:

[0054] N: The rotational speed of hydraulic pump 3 (unit: r / s) is proportional to the rotational speed of sail steering gearbox 2, that is, proportional to the rotational speed of the rigid sail driven by the sea breeze.

[0055] Derivation of damping characteristics:

[0056] Substituting Q = VBN into Substitute ΔP into

[0057] We can obtain:

[0058]

[0059] From the above formula, the following key conclusions can be drawn: When the selection of hydraulic system components is determined, V B With C fixed and the area A of throttle valve 5 adjusted, the driving torque T of hydraulic pump 3 is proportional to the square of the rotational speed N. This means the braking torque is proportional to the square of the rotational speed of the rigid sail driven by the sea breeze, achieving an adaptive braking effect of "the higher the rotational speed, the stronger the damping," effectively preventing sail stall. When the selection of hydraulic system components is determined, V... B When C is fixed, the driving torque T of the hydraulic pump 3 is inversely proportional to the square of the area A of the throttle valve 5: decreasing the throttle area A increases the damping stiffness; increasing the throttle area A decreases the damping stiffness. By adjusting the opening of the throttle valve 5 (manual or electric control), the damping requirements under different sea wind intensities can be flexibly adapted.

[0060] In addition, this utility model also has heat dissipation protection, as detailed below:

[0061] In emergency situations, the hydraulic oil generates a large amount of heat due to pressure drop when flowing through the throttle valve 5, causing the oil temperature to rise. Through the forced heat dissipation of the cooler 6 (seawater cooling), the high temperature of the hydraulic oil can be reduced to the normal operating range. After passing through the return oil filter 7 to filter impurities, the oil returns to the oil tank, avoiding problems such as hydraulic oil deterioration and damage to system seals caused by excessive oil temperature, and ensuring the long-term stable operation of the system.

[0062] The suction filter 1, the sail steering gearbox 2, the hydraulic pump 3, the throttle 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 learned by those skilled in the art through technical manuals or conventional experimental methods, so they will not be described in detail here.

[0063] 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. A damped hydraulic system, characterized in that, The system includes a hydraulic pump (3), an electromagnetic directional valve (4), a throttle 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 throttle 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 throttle 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 damping hydraulic system 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 damping hydraulic system according to claim 1, characterized in that: It also includes a cooler (6) connected in series in the oil line between the throttle valve (5) and the hydraulic tank (8).

4. A damping hydraulic system 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. A damping hydraulic system 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 throttle valve (5) and the hydraulic oil tank (8).

6. A damping hydraulic system 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. A damping hydraulic system 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. A damping hydraulic system according to claim 1, characterized in that: The throttle valve (5) is either a manually adjustable throttle valve (5) or an electrically controlled electromagnetic proportional throttle valve (5).

9. A damping hydraulic system according to claim 3, characterized in that: The cooler (6) is a seawater cooler (6).

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