A viscous-damper-based rotary wing structure stabilization deceleration and position locking system

Abstract

The utility model discloses a kind of rotation wing structure stable deceleration and position locking system based on viscous damping, it is related to marine hydraulic technology field, solve the problem that active control system (such as motor brake, proportional valve hydraulic control) when power failure or hydraulic system failure, high failure risk, lack of safety redundancy, including rotation drive structure and viscous damping mechanism;The rotation drive structure includes motor, coaxial parallel gear box, slewing reducer that are sequentially connected in series, slewing reducer drives rotation wing rotation;The viscous damping mechanism includes gear hydraulic pump installed in parallel with coaxial parallel gear box, gear hydraulic pump output hydraulic oil flows through the throttle valve of fixed orifice, generates pressure drop, pressure drop generates counter torque in gear hydraulic pump, and is transmitted back to rotation wing. Viscous damping is carried out by throttle valve, to improve the effect of security.

Description

Technical Field

[0001] This utility model relates to the field of marine hydraulic technology, and in particular to a rotary wing structure stabilization deceleration and position locking system based on viscous damping. Background Technology

[0002] During the operation of large rotary wing devices (such as ship wind-assisted propulsion wing sails, marine wind turbine blades, etc.), the wing body needs to be quickly adjusted to a safe attitude (such as the zero angle of attack "feathered" position) in high wind speeds or emergency situations to reduce load.

[0003] However, under unresisted free rotation conditions, the wing body will rotate too fast due to wind load, inertia and wave impact, causing: structural impact and fatigue, wear of rotating parts, and adverse effects on ship stability; in the existing technology, the active control system has a high risk of failure in the event of power failure or hydraulic system failure, and lacks safety redundancy. Utility Model Content

[0004] The purpose of this invention is to provide a viscous damping-based rotary wing structure stable deceleration and position locking system to solve the problems of high failure risk and lack of safety redundancy in active control systems (such as motor brakes and proportional valve hydraulic control) when power is lost or hydraulic system malfunctions, thereby improving safety.

[0005] The above-mentioned technical objective of this utility model is achieved through the following technical solution: A rotary wing structure stabilization deceleration and position locking system based on viscous damping includes a rotary drive structure and a viscous damping mechanism. The rotary drive structure includes a motor, a coaxial parallel gearbox, and a rotary reducer connected in series, with the rotary reducer driving the rotary wing to rotate. The viscous damping mechanism includes a gear hydraulic pump installed in parallel with the coaxial parallel gearbox. The hydraulic oil output from the gear hydraulic pump flows through a throttle valve with a fixed orifice, generating a pressure drop. This pressure drop generates a counter-torque within the gear hydraulic pump and is transmitted back to the rotary wing.

[0006] Furthermore, the viscous damping mechanism includes a hydraulic hose, a hydraulic valve group, and an oil tank assembly. The gear hydraulic pump is connected to the hydraulic valve group and the oil tank assembly through the hydraulic hose. The hydraulic valve group controls the flow direction of the hydraulic oil, and the oil tank assembly stores the hydraulic oil.

[0007] Furthermore, the viscous damping mechanism also includes an explosion-proof air cooler for stabilizing the oil temperature.

[0008] Furthermore, the hydraulic valve assembly includes several explosion-proof solenoid valves.

[0009] Furthermore, the explosion-proof solenoid valve includes a first explosion-proof solenoid valve, the other end of which is connected to a throttle valve and then to the oil tank assembly.

[0010] Furthermore, the explosion-proof solenoid valve includes a third explosion-proof solenoid valve, which bypasses the throttle valve and is connected to the tank assembly.

[0011] Furthermore, the gear hydraulic pump is a bidirectional hydraulic pump, and the explosion-proof solenoid valve also includes a second explosion-proof solenoid valve and a fourth explosion-proof solenoid valve, which are connected to the other end of the gear hydraulic pump in the same way as the first explosion-proof solenoid valve and the third explosion-proof solenoid valve.

[0012] Furthermore, the gear hydraulic pump includes end A and end B. End A is connected to the first explosion-proof solenoid valve and the third explosion-proof solenoid valve. The other end of the first explosion-proof solenoid valve is connected to the first throttle valve. The other ends of the first throttle valve and the third explosion-proof solenoid valve are connected to the first check valve. The other end of the first check valve is the outlet end and is connected to the oil tank assembly. The oil tank assembly is also connected to the fourth check valve. The other end of the fourth check valve is the outlet end and is connected to end B of the gear hydraulic pump.

[0013] Furthermore, the B end of the gear hydraulic pump is connected to the second explosion-proof solenoid valve and the fourth explosion-proof solenoid valve. The other end of the second explosion-proof solenoid valve is connected to the second throttle valve. The other ends of the second throttle valve and the fourth explosion-proof solenoid valve are connected to the second check valve. The other end of the second check valve is the outlet end and is connected to the oil tank assembly. The oil tank assembly is also connected to the third check valve. The other end of the third check valve is the outlet end and is connected to the A end of the gear hydraulic pump.

[0014] In summary, this utility model has the following beneficial effects: Viscous damping is achieved by fixing the orifice with a throttle valve. The explosion-proof solenoid valve controls whether the viscous damping function is activated by changing the hydraulic oil flow path. The viscous damping function is achieved by limiting the hydraulic oil flow rate of the pump pressure. The explosion-proof air cooler stabilizes the system oil temperature. The bidirectional constant displacement gear hydraulic pump realizes the circulation of hydraulic oil. It can provide controllable damping in normal operation and emergency failure conditions, realizing passive safety deceleration and position locking. If all explosion-proof solenoid valves are de-energized, they return to their original positions, and hydraulic oil flows through the fixed orifice of the throttle valve, providing constant damping. Therefore, in an emergency power failure, the wing can be adjusted to a safe attitude to reduce load under high wind speeds. If the first and second explosion-proof solenoid valves are energized and the third and fourth explosion-proof solenoid valves are de-energized, the hydraulic oil flow path is blocked, effectively locking the pump rotation. The gear hydraulic pump and the rotation drive mechanism are coaxially mounted, and the rotation drive mechanism is also effectively locked in rotation. If the first and second explosion-proof solenoid valves are de-energized and the third and fourth explosion-proof solenoid valves are energized, the gear hydraulic pump is driven by a motor, so the pressure of the hydraulic oil flowing in the oil circuit is reduced to a minimum, and the wing can actively adjust its rotation. The system components are simple and effective, and the manufacturing cost is low. It can provide controllable damping during normal operation to achieve passive and safe deceleration. In case of emergency failure and power loss, it can also provide viscous damping to adjust to a safe posture to reduce load and improve safety. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of a rotary wing structure stabilization deceleration and position locking system based on viscous damping according to this utility model; Figure 2 This is a schematic diagram of the hydraulic control system of a rotary wing structure stabilization deceleration and position locking system based on viscous damping according to this utility model. Figure 3 This is a connection diagram of a rotary wing structure stabilization deceleration and position locking system based on viscous damping according to this utility model; Figure 4 This is a connection diagram of a rotary wing structure stabilization deceleration and position locking system based on viscous damping according to this utility model; Figure 5 This is a connection diagram of a rotary wing structure stabilization deceleration and position locking system based on viscous damping according to this utility model.

[0016] In the diagram, 1. Oil tank assembly; 2. Explosion-proof air cooler; 3. Hydraulic valve group; 311. First explosion-proof solenoid valve; 312. Second explosion-proof solenoid valve; 313. Third explosion-proof solenoid valve; 314. Fourth explosion-proof solenoid valve; 321. First throttle valve; 322. Second throttle valve; 331. First check valve; 332. Second check valve; 333. Third check valve; 334. Fourth check valve; 4. Hydraulic hose; 5. Gear hydraulic pump; 6. Motor; 7. Coaxial parallel gearbox; 8. Rotary reducer. Detailed Implementation

[0017] The specific embodiments of this utility model will be further described below with reference to the accompanying drawings. These embodiments do not constitute a limitation on this utility model. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this application.

[0018] A viscous damped rotary airfoil structure stabilization deceleration and position locking system, such as Figure 1 and Figure 2 As shown, it includes a rotary drive structure and a viscous damping mechanism; the viscous damping mechanism is used to dampen and lock the rotary drive structure, and the rotary drive structure is used to transmit torque to the viscous damping mechanism through gears. The rotary drive structure includes a motor 6, a coaxial parallel gearbox 7, and a rotary reducer 8 connected in series. The rotary reducer 8 drives the rotary blade to rotate (the rotary blade is connected to the rotary drive mechanism through a rotary bearing. For example, the rotary reducer 8 can be connected to the rotary bearing through gear transmission or other means to achieve drive rotation). The viscous damping mechanism includes a gear hydraulic pump 5 (in this embodiment, it is a bidirectional constant displacement gear hydraulic pump), a hydraulic hose 4, a hydraulic valve group 3, an explosion-proof air cooler 2, and an oil tank assembly 1. The cylindrical shaft of the gear hydraulic pump 5 is installed in parallel with the coaxial parallel gearbox 7. The drive gear drives the gear hydraulic pump 5 to rotate through the coaxial parallel gearbox 7. The hydraulic oil output by the gear hydraulic pump 5 flows through the throttle valve (first throttle valve 321 or second throttle valve 322) with a fixed orifice, generating a pressure drop. The pressure drop generates a counter-torque in the gear hydraulic pump 5, which is transmitted back to the rotating blade through the gear system and other transmission methods to achieve damping and form an energy conversion link. The bidirectional constant displacement gear hydraulic pump 5 is connected to the hydraulic valve group 3 and the oil tank assembly 1 through the hydraulic hose 4, providing power for the hydraulic oil to circulate in the system; the hydraulic valve group 3 controls the flow direction of the hydraulic oil, and the oil tank assembly 1 provides hydraulic oil to the system and recovers hydraulic oil in each mode; the explosion-proof air cooler 2 stabilizes the oil temperature of the system.

[0019] like Figure 2 As shown, the hydraulic valve assembly 3 includes several explosion-proof solenoid valves; the explosion-proof solenoid valves include a first explosion-proof solenoid valve 311 and a third explosion-proof solenoid valve 313. The other end of the first explosion-proof solenoid valve 311 is connected to the first throttle valve 321 and then to the oil tank assembly 1, while the third explosion-proof solenoid valve 313 throttles the first throttle valve 321 and is connected to the oil tank assembly 1 (i.e., connected in parallel to the two ends of the first explosion-proof solenoid valve 311 and the first throttle valve 321). In this embodiment, the gear hydraulic pump 5 is a bidirectional hydraulic pump. The explosion-proof solenoid valve, the second explosion-proof solenoid valve 312, the fourth explosion-proof solenoid valve 314 (and the second throttle valve 322) are connected to the other end of the gear hydraulic pump 5 in the same way as the first explosion-proof solenoid valve 311 and the third explosion-proof solenoid valve 313. Specifically, the gear hydraulic pump 5 includes end A and end B. End A is connected to the first explosion-proof solenoid valve 311 and the third explosion-proof solenoid valve 313. The other end of the first explosion-proof solenoid valve 311 is connected to the first throttle valve 321. The other ends of the first throttle valve 321 and the third explosion-proof solenoid valve 313 are connected to the first check valve 331. The other end of the first check valve 331 is the outlet end and is connected to the explosion-proof air cooler 2. The other end of the explosion-proof air cooler 2 is connected to the oil tank assembly 1. The oil tank assembly 1 is also connected to the fourth check valve 334. The other end of the fourth check valve 334 is the outlet end and is connected to end B of the gear hydraulic pump 5.

[0020] The B end of the gear hydraulic pump 5 is connected to the second explosion-proof solenoid valve 312 and the fourth explosion-proof solenoid valve 314. The other end of the second explosion-proof solenoid valve 312 is connected to the second throttle valve 322. The other ends of the second throttle valve 322 and the fourth explosion-proof solenoid valve 314 are connected to the second check valve 332. The other end of the second check valve 332 is the outlet end and is connected to the explosion-proof air cooler 2. The other end of the explosion-proof air cooler 2 is connected to the oil tank assembly 1. The oil tank assembly 1 is also connected to the third check valve 333. The other end of the third check valve 333 is the outlet end and is connected to the A end of the gear hydraulic pump 5.

[0021] like Figure 3 As shown, when the viscous damping mechanism is in the wing feathering mode, all four explosion-proof solenoid valves of the hydraulic valve group 3 are de-energized and return to their original positions. Specifically, the rotary reducer 8 drives the coaxial parallel gearbox 7 and transmits power to the bidirectional constant displacement gear hydraulic pump 5. The hydraulic oil output by the gear hydraulic pump 5 flows through the fixed orifice of the first throttle valve 321, passes through the first check valve 331, is stopped by the second check valve 332 and flows to the explosion-proof air cooler 2, and is recovered by the oil tank assembly 1; the hydraulic oil flows out from the other end of the oil tank assembly 1, passes through the fourth check valve 334, and is sucked into the hydraulic pump to form a hydraulic circuit; Using the above structure, the hydraulic oil flow path can be changed by the corresponding explosion-proof solenoid valve, and the oil flow from the outlet of the gear hydraulic pump 5 can be controlled to the throttle valve (first throttle valve 321) to provide constant damping. In the event of emergency power failure of the wing body and under high wind speed, it can decelerate and adjust to a safe attitude to reduce load.

[0022] like Figure 4 As shown, when the viscous damping mechanism is in the wing transition mode, the first and second explosion-proof solenoid valves are de-energized, the third and fourth explosion-proof solenoid valves are energized, and the gear hydraulic pump 5 is driven by the motor 6. Specifically, motor 6 drives coaxial parallel gearbox 7, which in turn transmits power to bidirectional constant displacement gear hydraulic pump 5. The hydraulic oil output from gear hydraulic pump 5 flows through third explosion-proof solenoid valve 313 (or fourth explosion-proof solenoid valve 314), through first check valve 331 (or second check valve 332), and then through second check valve 332 (or first check valve 331) to explosion-proof air cooler 2, where it is recovered by oil tank assembly 1. Hydraulic oil flows out from the other end of oil tank assembly 1, passes through fourth check valve 334 (or third check valve 333), and then through fourth explosion-proof solenoid valve 314 (or third explosion-proof solenoid valve 313) before being drawn into the hydraulic pump, or it can be drawn into the hydraulic pump directly without passing through the explosion-proof solenoid valve, forming a hydraulic circuit. The main body of the oil circuit is symmetrically arranged, and the above steps can also be reversed by gear hydraulic pump 5. Using the above structure, the hydraulic oil flow path can be changed by the corresponding explosion-proof solenoid valve to control whether the oil outlet of the gear hydraulic pump 5 flows to the throttle valve (first throttle valve 321). The pressure of the hydraulic oil in the oil circuit is reduced to the minimum, and the wing can actively adjust its rotation.

[0023] like Figure 5 As shown, when the viscous damping mechanism is in the wing locking mode, the hydraulic oil flow path is blocked because the first and second explosion-proof solenoid valves are energized (the third and fourth explosion-proof solenoid valves are de-energized). Specifically, the motor 6 drives the coaxial parallel gearbox 7 and transmits power to the bidirectional constant displacement gear hydraulic pump 5. The gear hydraulic pump 5 outputs hydraulic oil that flows through the first explosion-proof solenoid valve 311 and the second explosion-proof solenoid valve 312, and blocks the hydraulic oil flow path. Using the above structure, the hydraulic oil flow path can be changed by the corresponding explosion-proof solenoid valve to control whether the oil at the outlet of the gear hydraulic pump 5 flows out, effectively locking the rotation of the gear hydraulic pump 5. The gear hydraulic pump 5 and the rotary drive mechanism are coaxially installed, and the rotary drive mechanism is also effectively locked in rotation to achieve a braking effect. This embodiment can provide controllable damping during normal operation to achieve passive and safe deceleration; the system components are simple and effective, with low manufacturing cost, and can also achieve braking effect; in the event of emergency failure and power loss, it can also provide viscous damping, adjust to a safe posture to reduce load, and improve safety.

[0024] The above description is merely a preferred embodiment of the present utility model and is not intended to limit the present utility model. Those skilled in the art can make various modifications or equivalent substitutions to the present utility model within its substance and protection scope, and such modifications or equivalent substitutions should also be considered to fall within the protection scope of the present utility model's technical solution.

Claims

1. A stabilization, deceleration, and position locking system for a rotary wing structure based on viscous damping, characterized in that: It includes a rotary drive structure and a viscous damping mechanism; the rotary drive structure includes a motor, a coaxial parallel gearbox, and a rotary reducer connected in series, the rotary reducer driving the rotary blade to rotate; the viscous damping mechanism includes a gear hydraulic pump installed in parallel with the coaxial parallel gearbox, the gear hydraulic pump outputs hydraulic oil that flows through a throttle valve with a fixed orifice, generating a pressure drop, the pressure drop generates a counter-torque in the gear hydraulic pump, and is transmitted back to the rotary blade.

2. The rotary wing structure stabilization deceleration and position locking system based on viscous damping according to claim 1, characterized in that: The viscous damping mechanism includes a hydraulic hose, a hydraulic valve group, and an oil tank assembly. The gear hydraulic pump is connected to the hydraulic valve group and the oil tank assembly through the hydraulic hose. The hydraulic valve group controls the flow direction of the hydraulic oil, and the oil tank assembly stores the hydraulic oil.

3. A viscous damping-based rotary wing structure stabilization deceleration and position locking system according to claim 1 or 2, characterized in that: The viscous damping mechanism also includes an explosion-proof air cooler for stabilizing the oil temperature.

4. The rotary wing structure stabilization deceleration and position locking system based on viscous damping according to claim 2, characterized in that: The hydraulic valve group includes several explosion-proof solenoid valves.

5. The rotary wing structure stabilization deceleration and position locking system based on viscous damping according to claim 4, characterized in that: The explosion-proof solenoid valve includes a first explosion-proof solenoid valve, the other end of which is connected to a throttle valve and then to the oil tank assembly.

6. The rotary wing structure stabilization deceleration and position locking system based on viscous damping according to claim 5, characterized in that: The explosion-proof solenoid valve includes a third explosion-proof solenoid valve, which bypasses the throttle valve and is connected to the tank assembly.

7. The rotary wing structure stabilization deceleration and position locking system based on viscous damping according to claim 6, characterized in that: The gear hydraulic pump is a bidirectional hydraulic pump, and the explosion-proof solenoid valve also includes a second explosion-proof solenoid valve and a fourth explosion-proof solenoid valve, which are connected to the other end of the gear hydraulic pump in the same way as the first explosion-proof solenoid valve and the third explosion-proof solenoid valve.

8. The rotary wing structure stabilization deceleration and position locking system based on viscous damping according to claim 6, characterized in that: The gear hydraulic pump includes end A and end B. End A is connected to the first explosion-proof solenoid valve and the third explosion-proof solenoid valve. The other end of the first explosion-proof solenoid valve is connected to the first throttle valve. The other ends of the first throttle valve and the third explosion-proof solenoid valve are connected to the first check valve. The other end of the first check valve is the outlet end and is connected to the oil tank assembly. The oil tank assembly is also connected to the fourth check valve. The other end of the fourth check valve is the outlet end and is connected to end B of the gear hydraulic pump.

9. A rotary wing structure stabilization deceleration and position locking system based on viscous damping according to claim 8, characterized in that: The B end of the gear hydraulic pump is connected to the second explosion-proof solenoid valve and the fourth explosion-proof solenoid valve. The other end of the second explosion-proof solenoid valve is connected to the second throttle valve. The other ends of the second throttle valve and the fourth explosion-proof solenoid valve are connected to the second check valve. The other end of the second check valve is the outlet end and is connected to the oil tank assembly. The oil tank assembly is also connected to the third check valve. The other end of the third check valve is the outlet end and is connected to the A end of the gear hydraulic pump.

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