CN110562431A - Ship, propulsion system, braking device and braking method thereof - Google Patents
Ship, propulsion system, braking device and braking method thereof Download PDFInfo
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- CN110562431A CN110562431A CN201910868957.0A CN201910868957A CN110562431A CN 110562431 A CN110562431 A CN 110562431A CN 201910868957 A CN201910868957 A CN 201910868957A CN 110562431 A CN110562431 A CN 110562431A
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- brake disc
- rotating speed
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- shaft
- propulsion
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- 238000000034 method Methods 0.000 title claims abstract description 41
- 238000001514 detection method Methods 0.000 claims description 15
- 230000003213 activating effect Effects 0.000 claims description 4
- 230000008569 process Effects 0.000 abstract description 23
- 230000000875 corresponding effect Effects 0.000 description 14
- 230000005540 biological transmission Effects 0.000 description 7
- 230000009471 action Effects 0.000 description 5
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 5
- 230000008901 benefit Effects 0.000 description 4
- 230000000694 effects Effects 0.000 description 3
- 230000002035 prolonged effect Effects 0.000 description 3
- 238000003466 welding Methods 0.000 description 3
- 230000005355 Hall effect Effects 0.000 description 2
- 238000005265 energy consumption Methods 0.000 description 2
- 230000006698 induction Effects 0.000 description 2
- 238000003780 insertion Methods 0.000 description 1
- 230000037431 insertion Effects 0.000 description 1
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- 238000012986 modification Methods 0.000 description 1
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H23/00—Transmitting power from propulsion power plant to propulsive elements
- B63H23/32—Other parts
- B63H23/34—Propeller shafts; Paddle-wheel shafts; Attachment of propellers on shafts
- B63H23/35—Shaft braking or locking, i.e. means to slow or stop the rotation of the propeller shaft or to prevent the shaft from initial rotation
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- Chemical & Material Sciences (AREA)
- Engineering & Computer Science (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Braking Arrangements (AREA)
Abstract
the invention discloses a ship, a propulsion system, a braking device and a braking method thereof, wherein the braking method of a propulsion shaft comprises the following steps: detecting the rotating speed of the propulsion shaft after the main machine is detected to be disconnected from the gear box; when the fact that the propulsion shaft is decelerated to a first preset rotating speed is detected, a first brake assembly is started to be in friction fit with a brake disc; and when the rotating speed of the propulsion shaft is reduced from a first preset rotating speed to a second preset rotating speed, starting a second brake assembly to be matched with the brake disc in a locking manner, and locking the propulsion shaft. The ship, the propulsion system, the braking device and the braking method thereof can ensure that the propulsion shaft is not damaged in the braking process, avoid potential safety hazards and meet the use requirements of the ship at the present stage.
Description
Technical Field
The invention relates to the technical field of ship braking, in particular to a ship, a propulsion system, a braking device and a braking method of the propulsion system.
Background
For a multi-shafting ship, during the navigation process, one or more main engines are usually required to be closed to meet the navigation requirement, after the main engines are closed, the propellers of the closed main engines generate inertial rotation due to the navigation of the ship, the inertial rotation of the propellers can cause the ship to receive larger resistance during the navigation, and a large amount of power of the main engines can be consumed. Therefore, when the ship is in voyage, one or more main engines are closed, and the controller receives the signal that the main engines are disconnected from the corresponding gear boxes, the corresponding propulsion shafts also need to be locked. The traditional method adopts a mode of directly locking by a manual mechanical brake device, but a propulsion shaft is easy to damage in the braking process, and potential safety hazards are brought to the operation of a crew, so that the use requirement of the ship at the present stage is difficult to meet.
Disclosure of Invention
Based on the above, the ship, the propulsion system, the braking device and the braking method thereof are provided, so that the propulsion shaft cannot be damaged in the braking process, potential safety hazards are eliminated, and the use requirements of the ship at the present stage can be met.
The technical scheme is as follows:
In one aspect, a method for braking a propeller shaft is provided, which includes the following steps: detecting the rotating speed of the propulsion shaft after the main machine is detected to be disconnected from the gear box; when the fact that the propulsion shaft is decelerated to a first preset rotating speed is detected, a first brake assembly is started to be in friction fit with a brake disc; and when the rotating speed of the propulsion shaft is reduced from a first preset rotating speed to a second preset rotating speed, starting a second brake assembly to be matched with the brake disc in a locking manner, and locking the propulsion shaft.
The braking method of the propulsion shaft of the embodiment at least has the following advantages: 1. the first brake assembly can be used for braking the propulsion shaft when the propulsion shaft is at a proper first preset rotating speed, so that the situation that the propulsion shaft is damaged due to overlarge rotating speed of the propulsion shaft is avoided; 2. the second brake assembly can be used for locking the propulsion shaft when the propulsion shaft is at a second preset rotating speed, so that the situation that the propulsion shaft is damaged due to overlarge rotating speed of the propulsion shaft is avoided; 3. the propulsion shaft can be stably locked, so that the propeller is prevented from generating inertial rotation in the navigation process, the resistance borne by the ship in the navigation process is reduced, and the energy consumption can also be reduced; 4. the rotation speed detection element, the first brake assembly, the second brake assembly and the controller are matched, so that the propulsion shaft can be locked, potential safety hazards cannot be caused, and the use requirements of the ship at the present stage are met.
The technical solution is further explained below:
In one embodiment, the step of activating the first brake assembly to frictionally engage the brake disc when it is detected that the propeller shaft is decelerated to a first predetermined rotational speed includes: the first drive element is actuated to frictionally engage the abutment tab with the friction pad on the brake disc.
In one embodiment, when it is detected that the rotation speed of the propulsion shaft is reduced from a first preset rotation speed to a second preset rotation speed, the step of starting a second brake assembly to be in locking engagement with the brake disc to lock the propulsion shaft comprises the following steps: and actuating the second driving element to enable the lock pin to extend into the locking hole of the brake disc.
In another aspect, there is provided a brake apparatus of a propeller shaft, including: a rotational speed detection element for detecting a rotational speed of the propeller shaft; the brake disc is sleeved on the propelling shaft; a first brake assembly frictionally engageable with the brake disc; a second brake assembly lockingly engageable with the brake disc; and the controller is electrically connected with the rotating speed detection element, the first brake assembly and the second brake assembly.
After the main machine is closed and the controller receives a signal that the main machine and the corresponding gear box are completely removed, the rotating speed of the propulsion shaft in transmission connection with the propeller is reduced from normal rotation due to the action of friction force of water on the propeller, the rotating speed of the propulsion shaft is detected in real time by the rotating speed detection element, and a detection result is transmitted to the controller. When the rotating speed of the propeller shaft is detected to be reduced to a first preset rotating speed, the propeller shaft can be braked by the first brake assembly, damage to the propeller shaft due to the fact that the propeller shaft is excessively rotated in the braking process is avoided, and potential safety hazards are eliminated. When the rotating speed of the propulsion shaft is further reduced to a second preset rotating speed, the propulsion shaft can be locked by the second brake assembly, damage to the propulsion shaft due to the fact that the rotating speed of the propulsion shaft is too large in the locking process is avoided, and potential safety hazards are avoided. According to the braking device of the propulsion shaft, the rotation speed detection element, the first braking assembly, the second braking assembly and the controller are matched, so that the propulsion shaft can be locked, the propulsion shaft cannot be damaged, potential safety hazards cannot be caused, and the use requirements of ships in the current stage are met.
In one embodiment, a friction plate is disposed on a side surface of the brake disc, and the first brake assembly includes an abutting plate and a first driving element electrically connected to the controller, and the first driving element is configured to drive the abutting plate to be in friction fit with the friction plate.
In one embodiment, the brake disc includes a first side surface and a second side surface which are oppositely arranged at intervals, the first side surface and the second side surface are both provided with the friction plates, the first driving element is provided with four first hydraulic cylinders, the telescopic end of each first hydraulic cylinder is provided with the abutting piece, two first hydraulic cylinders are arranged close to the first side surface, and the other two first hydraulic cylinders are arranged close to the second side surface.
in one embodiment, a locking hole is formed in the side edge of the brake disc, the second brake assembly comprises a lock pin and a second driving element electrically connected with the controller, and the second driving element is used for driving the lock pin to extend into the locking hole.
In one embodiment, at least two locking holes are formed in the circumferential direction of the brake disc, the second driving elements are two second hydraulic cylinders which are arranged at intervals, the telescopic end of each second hydraulic cylinder is provided with the lock pin, one second hydraulic cylinder is arranged close to one side of the brake disc, and the other second hydraulic cylinder is arranged close to the other side of the brake disc.
in another aspect, a propulsion system for a ship is provided, which includes a propulsion shaft and the braking device, wherein the braking disc is sleeved on the propulsion shaft.
According to the propulsion system of the ship, after the host is closed, after the controller receives a signal that the host is completely disconnected from the corresponding gear box, due to the friction force of water on the propeller, the rotating speed of the propulsion shaft in transmission connection with the propeller starts to be reduced from normal rotation, the rotating speed of the propulsion shaft is detected in real time by the rotating speed detection element, and the detection result is transmitted to the controller. When the rotating speed of the propeller shaft is detected to be reduced to a first preset rotating speed, the propeller shaft can be braked by the first brake assembly, damage to the propeller shaft due to the fact that the propeller shaft is excessively rotated in the braking process is avoided, and potential safety hazards are eliminated. When the rotating speed of the propulsion shaft is further reduced to a second preset rotating speed, the propulsion shaft can be locked by the second brake assembly, damage to the propulsion shaft due to the fact that the rotating speed of the propulsion shaft is too large in the locking process is avoided, and potential safety hazards are avoided. According to the propulsion system of the ship, the rotation speed detection element, the first brake assembly, the second brake assembly and the controller are matched, so that the propulsion shaft can be locked, the propulsion shaft cannot be damaged, potential safety hazards cannot be caused, and the use requirements of the ship at the current stage are met.
In a further aspect, a marine vessel is provided, comprising said propulsion system.
Above-mentioned boats and ships utilize propulsion system's rotational speed detecting element, first brake subassembly, second brake subassembly and the cooperation of controller, can realize the locking to the propulsion axle, can not cause the damage to the propulsion axle, also can not arouse the potential safety hazard, do benefit to the navigation of boats and ships, satisfy the boats and ships operation requirement of present stage.
Drawings
FIG. 1 is a schematic flow chart of a method for braking a propeller shaft according to an embodiment;
FIG. 2 is a schematic flow chart of a method of braking a propeller shaft according to another embodiment;
FIG. 3 is a schematic illustration of a propulsion system of a marine vessel according to one embodiment;
FIG. 4 is a schematic illustration of the structure of the braking device of the propulsion system of the marine vessel of FIG. 3;
fig. 5 is a schematic view of the second brake assembly of the propulsion system of the marine vessel of fig. 3 in locking engagement with the brake disc.
Description of reference numerals:
100. The brake system comprises a brake disc, 110, a friction plate, 120, a locking hole, 200, a first brake assembly, 210, a first driving element, 220, an abutting plate, 300, a second brake assembly, 310, a second driving element, 320, a lock pin, 400, a controller, 500, an intermediate hydraulic control system, 1000 and a propeller shaft.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is further described in detail below with reference to the accompanying drawings and the detailed description. It should be understood that the detailed description and specific examples, while indicating the scope of the invention, are intended for purposes of illustration only and are not intended to limit the scope of the invention.
It will be understood that when an element is referred to as being "disposed on," "secured to" another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "secured" to, or "fixedly coupled" to another element, it can be removably secured or non-removably secured to the other element. When an element is referred to as being "connected," "pivotally connected," to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "left," "right," "up," "down," and the like as used herein are for illustrative purposes only and do not denote a unique embodiment.
Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. The terminology used in the description of the invention herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed items.
The terms "first," "second," "third," and the like in the description herein do not denote any particular order or quantity, but rather are used to distinguish one element from another.
as shown in fig. 1 and 2, in one embodiment, there is provided a method for braking a propeller shaft, including the steps of:
s100, detecting that the main machine (not shown) is out of line with the gear box (not shown), and then detecting the rotational speed of the propeller shaft 1000. Therefore, in the process of sailing of the ship, the corresponding main machine needs to be closed according to different sailing requirements, after the main machine is closed, the gear box corresponding to the main machine is disconnected with the main machine, namely the propulsion shaft 1000 of the corresponding propulsion system is in a power-free input state and is in an idle state, under the action of friction force of water on the propeller (not shown), the rotating speed of the propulsion shaft 1000 in transmission connection with the propeller is reduced from normal rotation, meanwhile, the rotating speed of the propulsion shaft 1000 is detected in real time by using a rotating speed detection element (not shown) and the detection result is transmitted to the controller 400, so that the rotating speed of the propulsion shaft 1000 after disconnection can be controlled in real time, and the propulsion shaft 1000 can be conveniently and conveniently braked by subsequently selecting a proper rotating speed.
The rotation speed of the propeller shaft 1000 may be measured by a rotation speed sensor, for example, a magnetoelectric induction type or hall effect type sensor, or may be any one of the conventional elements capable of detecting the rotation speed of the shaft. The controller 400 may be a control box of the ship, or may be a control element such as a single chip microcomputer or a PLC (programmable logic controller) that is separately provided. When the disconnection of the main unit from the gear box is detected, a corresponding signal can be sent to the controller 400 by a corresponding relay after the disconnection of the main unit from the gear box.
And S200, when the propeller shaft 1000 is detected to be decelerated to a first preset rotating speed, starting the first brake assembly 200 to be in friction fit with the brake disc 100. Therefore, when the rotating speed of the propeller shaft 1000 is detected to be reduced to the first preset rotating speed, the first brake assembly 200 can be used for braking the propeller shaft 1000, damage to the propeller shaft 1000 due to the fact that the rotating speed of the propeller shaft 1000 is too high in the braking process is avoided, and potential safety hazards are avoided.
As shown in fig. 2, specifically, the step of activating the first brake assembly 200 to be in friction fit with the brake disc 100 when the deceleration of the propeller shaft 1000 to the first preset rotation speed is detected includes: s210, the first driving element 210 is activated to make the abutting plate 220 frictionally engage with the friction plate 110 on the brake disc 100. Thus, when the controller 400 detects that the rotation speed of the propulsion shaft 1000 is reduced to a first preset rotation speed, the controller 400 controls the first driving element 210 to work, so as to drive the abutting piece 220 to move towards the direction close to the brake disc 100 until the abutting piece 220 collides with the friction plate 110 on the brake disc 100, so that the rotation speed of the brake disc 100 is reduced under the action of friction force, and further the rotation speed of the propulsion shaft 1000 is reduced, thereby laying a foundation for subsequent locking of the propulsion shaft 1000, and avoiding damage to the propulsion shaft 1000 due to overlarge rotation speed during locking.
The first preset rotating speed can be flexibly adjusted according to actual needs, preferably 1000 r/min-1200 r/min, and the propelling shaft 1000 cannot be damaged even if the propelling shaft 1000 is braked. The first driving element 210 may be a hydraulic cylinder, a pneumatic cylinder or other elements capable of moving the abutment tab 220 towards the proximity of the brake disc 100.
And S300, when the rotating speed of the propulsion shaft 1000 is reduced from the first preset rotating speed to the second preset rotating speed, starting the second brake assembly 300 to be matched with the brake disc 100 in a locking mode, and locking the propulsion shaft 1000. Therefore, when the rotating speed of the propeller shaft 1000 is further reduced to the second preset rotating speed, the propeller shaft 1000 can be locked by the second brake assembly 300, damage to the propeller shaft 1000 due to the fact that the rotating speed of the propeller shaft 1000 is too high in the locking process is avoided, and potential safety hazards are avoided.
as shown in fig. 2, specifically, the step of starting the second brake assembly 300 to be locked with the brake disc 100 when the rotation speed of the propulsion shaft 1000 is detected to be reduced from the first preset rotation speed to the second preset rotation speed, so as to lock the propulsion shaft 1000 includes: and S310, activating the second driving element 310 to enable the lock pin 320 to extend into the locking hole 120 of the brake disc 100. So, when the controller 400 detects that the rotation speed of the propulsion shaft 1000 further drops to the second preset rotation speed, the controller 400 controls the second driving element 310 to work, thereby driving the lock pin 320 to move towards the direction close to the brake disc 100 until the lock pin 320 is inserted into the locking hole 120 of the brake disc 100, lock the brake disc 100 under the collision effect of the lock pin 320, and further lock the propulsion shaft 1000, avoid the propeller from generating inertial rotation in the sailing process, reduce the resistance received in the sailing process of the ship, and also reduce the consumption of energy. Meanwhile, the propulsion shaft 1000 is locked when the rotating speed of the propulsion shaft 1000 is reduced to the second rotating speed, the propulsion shaft 1000 cannot be damaged, potential safety hazards are avoided, the service life of the propulsion shaft 1000 is prolonged, and the use requirement of the ship at the present stage can be met.
The second preset rotating speed can be flexibly adjusted according to actual needs, preferably 10r/min to 20r/min, and the propulsion shaft 1000 cannot be damaged even if the propulsion shaft 1000 is locked. The second driving member 310 may be a hydraulic cylinder, a pneumatic cylinder, or other members capable of driving the locking pin 320 to be inserted into the locking hole 120.
The braking method of the propulsion shaft 1000 of the above embodiment has at least the following advantages: 1. the first brake assembly 200 can be used for braking the propulsion shaft 1000 when the propulsion shaft 1000 is at a proper first preset rotating speed, so that the situation that the propulsion shaft 1000 is damaged due to overlarge rotating speed of the propulsion shaft 1000 is avoided; 2. the second brake assembly 300 can be used for locking the propulsion shaft 1000 when the propulsion shaft 1000 is at a second preset rotating speed, so that the propulsion shaft 1000 is prevented from being damaged due to the fact that the rotating speed of the propulsion shaft 1000 is too high; 3. the propulsion shaft 1000 can be stably locked, so that the propeller is prevented from generating inertial rotation in the navigation process, the resistance of the ship in navigation is reduced, and the energy consumption can also be reduced; 4. the rotation speed detection element, the first brake assembly 200, the second brake assembly 300 and the controller 400 are matched, so that the propulsion shaft 1000 can be locked, potential safety hazards cannot be caused, and the use requirements of the ship at the present stage are met.
As shown in fig. 3 to 5, in one embodiment, there is provided a braking device of a propeller shaft 1000, including: a rotational speed detecting element for detecting a rotational speed of the propeller shaft 1000; the brake disc 100, the brake disc 100 is sleeved on the propulsion shaft 1000; a first brake assembly 200, the first brake assembly 200 being capable of frictionally engaging the brake rotor 100; a second brake assembly 300, second brake assembly 300 being adapted to lockingly engage brake rotor 100; and a controller 400, wherein the controller 400 is electrically connected to the rotation speed detecting element, the first brake assembly 200 and the second brake assembly 300.
In the braking device of the propulsion shaft 1000 according to the above embodiment, after the host is turned off, when the controller 400 receives a signal that the host is completely dislocated from the corresponding gear box, the rotational speed of the propulsion shaft 1000, which is in transmission connection with the propeller, is reduced from normal rotation due to the frictional force of water on the propeller, and the rotational speed of the propulsion shaft 1000 is detected in real time by the rotational speed detecting element and the detected result is transmitted to the controller 400. When the rotating speed of the propeller shaft 1000 is detected to be reduced to the first preset rotating speed, the first brake assembly 200 can be used for braking the propeller shaft 1000, damage to the propeller shaft 1000 due to the fact that the rotating speed of the propeller shaft 1000 is too high in the braking process is avoided, and potential safety hazards are avoided. When the rotating speed of the propeller shaft 1000 is detected to further decrease to the second preset rotating speed, the propeller shaft 1000 can be locked by the second brake assembly 300, damage to the propeller shaft 1000 due to the fact that the propeller shaft 1000 is excessively high in rotating speed in the locking process is avoided, and potential safety hazards are avoided. The braking device of the propulsion shaft 1000 according to the above embodiment can lock the propulsion shaft 1000 by using the cooperation of the rotation speed detecting element, the first braking assembly 200, the second braking assembly 300 and the controller 400, and does not damage the propulsion shaft 1000 or cause potential safety hazards, thereby meeting the requirements of the current stage on the use of the ship.
It should be noted that the electrical connection may be implemented in a wired manner through connection such as a data line, or in a wireless manner through connection such as bluetooth transmission, and only the requirement of performing transmission interaction on the corresponding signals is satisfied. The brake disc 100 is sleeved on the propulsion shaft 1000, and can be realized in an interference fit assembly mode or a key and hole fit mode, and only the brake disc 100 and the propulsion shaft 1000 are required to be connected into a whole and rotate synchronously. The rotating speed detecting element can be used for measuring the rotating speed of the propulsion shaft 1000, and can be any one of the existing elements capable of detecting the rotating speed of the shaft, and a magnetoelectric induction type or Hall effect type sensor can be adopted; the rotation speed of the propeller shaft 1000 may be directly detected, or the rotation speed of the brake disc 100 may be detected and converted into the rotation speed of the propeller shaft 1000, so that the rotation speed of the propeller shaft 1000 can be obtained only by satisfying the requirement.
The friction fit of first brake assembly 200 and brake disc 100 can realize through the mode of butt friction, also can realize through the mode of centre gripping friction, can also realize with reinforcing frictional force through adding the intermediate element of establishing, only needs to satisfy and to utilize frictional force to brake disc 100, and then reduce the rotational speed of propeller shaft 1000 can.
As shown in fig. 4 and 5, in one embodiment, a friction plate 110 is disposed on a side surface of the brake disc 100, and the first brake assembly 200 includes an abutting plate 220 and a first driving element 210 electrically connected to the controller 400, wherein the first driving element 210 is used for driving the abutting plate 220 to be in friction fit with the friction plate 110. Thus, when the controller 400 detects that the rotation speed of the propulsion shaft 1000 is reduced to a first preset rotation speed, the controller 400 controls the first driving element 210 to work, so as to drive the abutting piece 220 to move towards the direction close to the brake disc 100 until the abutting piece 220 collides with the friction plate 110 on the brake disc 100, so that the rotation speed of the brake disc 100 is reduced under the action of friction force, and further the rotation speed of the propulsion shaft 1000 is reduced, thereby laying a foundation for subsequent locking of the propulsion shaft 1000, and avoiding damage to the propulsion shaft 1000 due to overlarge rotation speed during locking. The friction plate 110 may be fixed to a side surface of the brake disc 100 by welding or riveting. The friction force can be increased by the friction plate 110, and similarly, the abutting plate 220 can be provided as the friction plate 110.
as shown in fig. 4, further, the brake disc 100 includes a first side surface and a second side surface that are oppositely disposed at an interval, the first side surface and the second side surface are both provided with the friction plates 110, the first driving element 210 is provided as four first hydraulic cylinders, the telescopic end of each first hydraulic cylinder is provided with the abutting piece 220, two first hydraulic cylinders are disposed near the first side surface, and the other two first hydraulic cylinders are disposed near the second side surface. Thus, in the process that the controller 400 controls the telescopic ends of the four first hydraulic cylinders to extend and retract, the controller can drive one abutting piece 220 to move towards the position close to the friction plate 110 until the abutting piece 220 contacts with the friction plate 110 to generate friction, so that the rotating speed of the brake disc 100 can be reduced more rapidly, the rotating speed of the propulsion shaft 1000 can be reduced rapidly, and the braking efficiency can be improved. Meanwhile, the first side surface and the second side surface of the brake disc 100 are both provided with the friction plates 110, the two first hydraulic cylinders are arranged on one side of the first side surface facing the brake disc 100, and the other two first hydraulic cylinders are arranged on the other side of the second side surface facing the brake disc 100, so that the friction force borne by the brake disc 100 is more uniform, the eccentric wear of the friction plates 110 is avoided, and the service life is prolonged. The abutting piece 220 may be fixed to the telescopic end of the first hydraulic cylinder by welding or riveting.
As shown in fig. 4, further, two pairs of first hydraulic cylinders are arranged at intervals, so that two pairs of abutting pieces 220 are arranged at intervals, wherein two abutting pieces 220 arranged at intervals are matched to form a first clamping portion, and the other two abutting pieces 220 arranged at intervals are matched to form a second clamping portion, when the telescopic ends of the four first hydraulic cylinders are extended, the first clamping portion and the second clamping portion can be driven to clamp the brake disc 100, so that the friction force is uniformly applied to the brake disc 100, and the brake disc 100 is decelerated stably. Here, the two abutting pieces 220 capable of forming the clamping portion refer to two abutting pieces 220 provided symmetrically with respect to the brake disc 100.
The locking cooperation of second brake subassembly 300 and brake disc 100 can be realized through round pin, hole complex mode, also can realize through centre gripping complex mode, only needs to satisfy and can carry out the locking to brake disc 100, and then the restriction propulsion axle 1000 takes place to rotate can.
As shown in fig. 4 and 5, in one embodiment, the brake disc 100 is provided with a locking hole 120 at a side thereof, and the second brake assembly 300 includes a locking pin 320 and a second driving element 310 electrically connected to the controller 400, wherein the second driving element 310 is used for driving the locking pin 320 to extend into the locking hole 120. So, when the controller 400 detects that the rotation speed of the propulsion shaft 1000 further drops to the second preset rotation speed, the controller 400 controls the second driving element 310 to work, thereby driving the lock pin 320 to move towards the direction close to the brake disc 100 until the lock pin 320 is inserted into the locking hole 120 of the brake disc 100, lock the brake disc 100 under the collision effect of the lock pin 320, and further lock the propulsion shaft 1000, avoid the propeller from generating inertial rotation in the sailing process, reduce the resistance received in the sailing process of the ship, and also reduce the consumption of energy. Meanwhile, the propulsion shaft 1000 is locked when the rotating speed of the propulsion shaft 1000 is reduced to the second rotating speed, the propulsion shaft 1000 cannot be damaged, potential safety hazards are avoided, the service life of the propulsion shaft 1000 is prolonged, and the use requirement of the ship at the present stage can be met.
As shown in fig. 4 and 5, at least two locking holes 120 are formed along the circumferential direction of the brake disc 100, the second driving element 310 is provided as two second hydraulic cylinders which are oppositely arranged at intervals, and each of the second hydraulic cylinders has a locking pin 320 at its telescopic end, one of the second hydraulic cylinders is disposed near one side of the brake disc 100, and the other of the second hydraulic cylinders is disposed near the other side of the brake disc 100. So, the controller 400 controls the flexible end of two second pneumatic cylinders to stretch out and draw back the in-process, and the homoenergetic drives a lockpin 320 and moves towards being close to brake disc 100 direction, until two lockpins 320 all insert in the locking hole 120 to can lock brake disc 100, and then can lock propulsion shaft 1000 and restrict the rotation of propulsion shaft 1000, avoid the screw to produce inertial rotation. Simultaneously, two relative intervals of second pneumatic cylinder set up to can follow relative both sides and carry out the locking to brake disc 100, the locking effect is more stable, reliable. The lock pin 320 may be fixed to the telescopic end of the second hydraulic cylinder by welding or riveting. In addition, at least two locking holes 120 are formed in the circumferential direction of the brake disc 100, so that the lock pin 320 can more flexibly and rapidly extend into the locking holes 120 to lock the brake disc 100.
In one embodiment, the sidewall of the locking hole 120 is further provided with a guide portion (not shown) for guiding the locking pin 320 to protrude thereinto. Therefore, the locking pin 320 can be more accurately and smoothly inserted into the locking hole 120 by the guide part to lock the brake disc 100, and the reliability, accuracy and effectiveness of locking are ensured. The guide portion may be a guide slope or a guide chamfer provided at an edge of the locking hole 120, and only a condition that the insertion of the lock pin 320 can be guided is satisfied.
it should be noted that, the controller 400 may directly control the first hydraulic cylinder and the second hydraulic cylinder, or may be provided with an intermediate hydraulic control system 500 (as shown in fig. 3), so that the first hydraulic cylinder and the second hydraulic cylinder perform corresponding actions after the controller 400 controls the intermediate hydraulic control system 500, and only the first hydraulic cylinder and the second hydraulic cylinder need to be controlled to complete corresponding telescopic actions. The intermediate hydraulic control system 500 may be a hydraulic cylinder, a hydraulic line, and a valve body that controls the on and off of the hydraulic line.
As shown in fig. 3, in an embodiment, there is further provided a propulsion system of a ship, including a propulsion shaft 1000 and the braking device of any of the above embodiments, wherein the brake disc 100 is sleeved on the propulsion shaft 1000.
In the propulsion system of the ship according to the above embodiment, after the host is turned off, when the controller 400 receives a signal that the host is completely dislocated from the corresponding gear box, the rotational speed of the propulsion shaft 1000, which is in transmission connection with the propeller, is reduced from normal rotation due to the frictional force of water on the propeller, and the rotational speed of the propulsion shaft 1000 is detected in real time by the rotational speed detecting element and the detection result is transmitted to the controller 400. When the rotating speed of the propeller shaft 1000 is detected to be reduced to the first preset rotating speed, the first brake assembly 200 can be used for braking the propeller shaft 1000, damage to the propeller shaft 1000 due to the fact that the rotating speed of the propeller shaft 1000 is too high in the braking process is avoided, and potential safety hazards are avoided. When the rotating speed of the propeller shaft 1000 is detected to further decrease to the second preset rotating speed, the propeller shaft 1000 can be locked by the second brake assembly 300, damage to the propeller shaft 1000 due to the fact that the propeller shaft 1000 is excessively high in rotating speed in the locking process is avoided, and potential safety hazards are avoided. The propulsion system of the ship of the above embodiment, by using the cooperation of the rotation speed detecting element, the first brake assembly 200, the second brake assembly 300 and the controller 400, can lock the propulsion shaft 1000, does not damage the propulsion shaft 1000, does not cause potential safety hazards, and meets the requirements of the ship in the present stage.
In an embodiment, there is also provided a vessel comprising the propulsion system of the above embodiment.
The ship of the above embodiment can lock the propulsion shaft 1000 by using the cooperation of the rotation speed detecting element of the propulsion system, the first brake assembly 200, the second brake assembly 300 and the controller 400, and thus the propulsion shaft 1000 cannot be damaged, potential safety hazards cannot be caused, the ship can navigate easily, and the use requirements of the ship at the present stage are met.
the technical features of the above embodiments can be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the above embodiments are not described, but should be considered as the scope of the present specification as long as there is no contradiction between the combinations of the technical features.
The above examples are merely illustrative of several embodiments of the present invention, and the description thereof is more specific and detailed, but not to be construed as limiting the scope of the invention. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the inventive concept, which falls within the scope of the present invention. Therefore, the protection scope of the present patent shall be subject to the appended claims.
Claims (10)
1. a method for braking a propeller shaft, comprising the steps of:
Detecting the rotating speed of the propulsion shaft after the main machine is detected to be disconnected from the gear box;
When the fact that the propulsion shaft is decelerated to a first preset rotating speed is detected, a first brake assembly is started to be in friction fit with a brake disc;
And when the rotating speed of the propulsion shaft is reduced from a first preset rotating speed to a second preset rotating speed, starting a second brake assembly to be matched with the brake disc in a locking manner, and locking the propulsion shaft.
2. the method for braking a propeller shaft according to claim 1, wherein the step of activating the first brake assembly to frictionally engage with the brake disc when the propeller shaft is detected to be decelerated to a first preset rotation speed comprises: the first drive element is actuated to frictionally engage the abutment tab with the friction pad on the brake disc.
3. the method for braking the propeller shaft according to claim 1, wherein the step of actuating a second brake assembly to lock the brake disc when the rotation speed of the propeller shaft is detected to be reduced from a first preset rotation speed to a second preset rotation speed, and locking the propeller shaft comprises: and actuating the second driving element to enable the lock pin to extend into the locking hole of the brake disc.
4. A brake device for a propeller shaft, comprising:
A rotational speed detection element for detecting a rotational speed of the propeller shaft;
The brake disc is sleeved on the propelling shaft;
a first brake assembly frictionally engageable with the brake disc;
A second brake assembly lockingly engageable with the brake disc; and
And the controller is electrically connected with the rotating speed detection element, the first brake assembly and the second brake assembly.
5. The propeller shaft brake device according to claim 4, wherein a friction plate is disposed on a side surface of the brake disc, and the first brake assembly includes an abutting plate and a first driving element electrically connected to the controller, and the first driving element is configured to drive the abutting plate to be in friction engagement with the friction plate.
6. the propeller shaft braking device according to claim 5, wherein the brake disc includes a first side surface and a second side surface that are disposed at an interval, the first side surface and the second side surface are each provided with the friction plate, the first driving element is provided as four first hydraulic cylinders, a telescopic end of each of the first hydraulic cylinders is provided with the abutting piece, two of the first hydraulic cylinders are disposed near the first side surface, and the other two of the first hydraulic cylinders are disposed near the second side surface.
7. The device as claimed in any one of claims 4 to 6, wherein the brake disc has a locking hole at a side thereof, and the second brake assembly comprises a lock pin and a second driving element electrically connected to the controller, the second driving element being configured to drive the lock pin to extend into the locking hole.
8. The device as claimed in claim 7, wherein at least two locking holes are formed along a circumferential direction of the brake disc, the second driving element is provided as two second hydraulic cylinders spaced apart from each other, and each of the second hydraulic cylinders has a telescopic end provided with the locking pin, one of the second hydraulic cylinders is disposed adjacent to one side of the brake disc, and the other of the second hydraulic cylinders is disposed adjacent to the other side of the brake disc.
9. A propulsion system for a marine vessel, comprising a propulsion shaft and a braking device as claimed in any one of claims 4 to 8, wherein the brake disc is mounted on the propulsion shaft.
10. A ship, characterized in that it comprises a propulsion system according to claim 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910868957.0A CN110562431A (en) | 2019-09-16 | 2019-09-16 | Ship, propulsion system, braking device and braking method thereof |
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| Application Number | Priority Date | Filing Date | Title |
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| CN201910868957.0A CN110562431A (en) | 2019-09-16 | 2019-09-16 | Ship, propulsion system, braking device and braking method thereof |
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| CN110562431A true CN110562431A (en) | 2019-12-13 |
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| CN201910868957.0A Pending CN110562431A (en) | 2019-09-16 | 2019-09-16 | Ship, propulsion system, braking device and braking method thereof |
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| CN112109872A (en) * | 2020-08-04 | 2020-12-22 | 沪东中华造船(集团)有限公司 | Hydraulic locking system for ship shafting and control method |
| CN112623170A (en) * | 2020-12-23 | 2021-04-09 | 大连中远海运重工有限公司 | Adjustable pitch propeller shafting locking device |
| CN112722191A (en) * | 2020-12-02 | 2021-04-30 | 沪东中华造船(集团)有限公司 | Ship shafting brake locking method and device |
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