CN116002032A - Shock-resistant shipborne transmission system with anti-corrosion control equipment and method - Google Patents
Shock-resistant shipborne transmission system with anti-corrosion control equipment and method Download PDFInfo
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- CN116002032A CN116002032A CN202310289827.8A CN202310289827A CN116002032A CN 116002032 A CN116002032 A CN 116002032A CN 202310289827 A CN202310289827 A CN 202310289827A CN 116002032 A CN116002032 A CN 116002032A
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- 238000005260 corrosion Methods 0.000 title claims abstract description 53
- 230000005540 biological transmission Effects 0.000 title claims abstract description 34
- 238000000034 method Methods 0.000 title claims abstract description 19
- 230000035939 shock Effects 0.000 title claims abstract description 5
- 230000001681 protective effect Effects 0.000 claims abstract description 67
- 239000000872 buffer Substances 0.000 claims abstract description 32
- 238000013016 damping Methods 0.000 claims abstract description 29
- 239000007788 liquid Substances 0.000 claims abstract description 17
- 239000013535 sea water Substances 0.000 claims description 54
- 230000007797 corrosion Effects 0.000 claims description 26
- 239000011248 coating agent Substances 0.000 claims description 23
- 238000000576 coating method Methods 0.000 claims description 23
- 238000012544 monitoring process Methods 0.000 claims description 21
- 230000008878 coupling Effects 0.000 claims description 16
- 238000010168 coupling process Methods 0.000 claims description 16
- 238000005859 coupling reaction Methods 0.000 claims description 16
- 230000007246 mechanism Effects 0.000 claims description 16
- 239000012530 fluid Substances 0.000 claims description 13
- IJGRMHOSHXDMSA-UHFFFAOYSA-N Atomic nitrogen Chemical compound N#N IJGRMHOSHXDMSA-UHFFFAOYSA-N 0.000 claims description 12
- 238000005070 sampling Methods 0.000 claims description 8
- 230000009471 action Effects 0.000 claims description 6
- 229910052757 nitrogen Inorganic materials 0.000 claims description 6
- 230000000149 penetrating effect Effects 0.000 claims description 6
- 230000008859 change Effects 0.000 claims description 3
- 230000009467 reduction Effects 0.000 claims description 2
- 230000008569 process Effects 0.000 abstract description 10
- 230000002829 reductive effect Effects 0.000 abstract description 5
- 238000007789 sealing Methods 0.000 description 6
- 238000009434 installation Methods 0.000 description 5
- 238000005536 corrosion prevention Methods 0.000 description 4
- 230000000694 effects Effects 0.000 description 4
- 238000009825 accumulation Methods 0.000 description 3
- 230000007547 defect Effects 0.000 description 3
- 238000010586 diagram Methods 0.000 description 3
- 230000006835 compression Effects 0.000 description 2
- 238000007906 compression Methods 0.000 description 2
- 230000000670 limiting effect Effects 0.000 description 2
- 230000003446 memory effect Effects 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000004210 cathodic protection Methods 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 238000009792 diffusion process Methods 0.000 description 1
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- 238000003754 machining Methods 0.000 description 1
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- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
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Abstract
An impact-resistant shipborne transmission system with anti-corrosion control equipment, comprising a ship body; a propulsion shafting arranged inside the hull; an impact resistance device mounted on the propulsion shaft system; the propulsion shafting comprises a stern shaft and a protective sleeve, and the stern shaft is axially and penetratingly arranged in the protective sleeve; the shock resistance device comprises a mounting ring arranged outside the protective sleeve, a plurality of buffers are arranged between the protective sleeve and the mounting ring, each buffer comprises a cylinder body, a piston rod and a piston, the piston separates the cylinder body into an air cavity and a damping liquid cavity, an energy accumulator is arranged inside the damping liquid cavity, and a one-way throttle valve is arranged at the top of the energy accumulator. The energy accumulator and the piston cylinder are combined with each other to quickly absorb huge kinetic energy in the process of huge transverse impact, so that impact force in the process of huge transverse vibration is reduced, the shafting is effectively protected, meanwhile, the one-way throttle valve is utilized to control stable release of energy absorbed by the energy accumulator, and the safety of the shafting is further protected.
Description
Technical Field
The invention relates to the field of shipborne transmission systems, in particular to an impact-resistant shipborne transmission system with anti-corrosion control equipment.
Background
The ship-borne transmission system mainly refers to a shafting, wherein the shafting refers to a transmission system which is formed by a whole set of equipment taking a transmission shaft as a main part from an output shaft of a main engine to a propeller in a propulsion device, and the shafting is used for transmitting power moment of an engine to the propeller so as to overcome the resistance moment of the engine in water, and simultaneously transmitting thrust generated by the propeller to a ship body so as to overcome the resistance in sailing. The ship shafting is one of important components of the ship power plant.
The operation of the shafting can directly influence the propulsion characteristic and normal sailing of the ship, and also has direct influence on the normal operation of a ship host. The shafting cannot be completely centered due to unavoidable errors in shafting machining and assembly, and the shafting vibration and the damage to parts of a transmission system can be caused; especially when the shafting is subjected to huge transverse impact, the shafting can vibrate transversely greatly, and even accidents such as bearing damage and shaft piece breakage are caused. In addition, seawater is a very corrosive medium, and the transmission system on board ships is subjected to the influence of the surrounding environment during the use process of chemical or electrochemical reaction, i.e. the transmission system is corroded at a very surprising speed in seawater without any measures.
In the conventional shafting transverse vibration damping device, most of the damping is realized by rubber, springs and the like, however, rubber damping has the defects of small deformation distance and short damping distance, and spring damping has the defect of large impact force which cannot be borne although the damping distance is long.
In the existing corrosion control equipment, most of corrosion control equipment adopts an anti-corrosion coating and impressed current cathodic protection equipment to achieve the purpose of reducing or even completely inhibiting corrosion of underwater parts of a ship body by metal, and the corrosion rate in seawater is reduced. However, due to the ship sailing working condition and the marine environment moment, the protection potential of the cathode protection system is often corroded and destroyed due to under protection or over protection, and the normal operation of equipment is affected.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provides a technical scheme capable of solving the problems.
An impact-resistant shipborne transmission system with anti-corrosion control equipment comprises a ship body;
a propulsion shafting mounted inside the hull;
an impact resistance device and an anti-corrosion control device which are arranged on the propulsion shaft system;
the propulsion shafting comprises a stern shaft, a third coupling, a screw mechanism and a protective sleeve, wherein the screw mechanism is arranged outside the ship body and is connected with the stern shaft through the third coupling; the protective sleeve is installed at the tail part of the bottom surface of the ship body in a penetrating way, and outwards hangs relative to the bottom surface of the ship body, and the stern shaft is installed in the protective sleeve in a penetrating way in the axial direction;
the shock resistance device comprises a mounting ring coaxially arranged outside the protective sleeve, the mounting ring is fixedly arranged at the tail part of the bottom surface of the ship body, a plurality of buffers are arranged between the protective sleeve and the mounting ring, and the buffers are uniformly arranged at intervals along the circumferential direction of the protective sleeve;
the corrosion-resistant control equipment comprises a constant potential rectifier, an auxiliary anode, a reference electrode and an external condition monitoring unit, wherein a power output end of a voltage transmission branch of the constant potential rectifier is connected with the auxiliary anode, the reference electrode is connected with a feedback signal input end of a power supply branch of the constant potential rectifier, and a signal output end of the external condition monitoring unit is connected with an external condition parameter signal input end of the constant potential rectifier;
the buffer comprises a cylinder body, a piston rod and a piston, the piston divides the cylinder body into an air cavity and a damping liquid cavity, an energy accumulator is arranged in the damping liquid cavity, the damping liquid cavity is communicated with the energy accumulator, and a one-way throttle valve is arranged at the top of the energy accumulator;
when the shafting is impacted transversely, the piston moves towards the direction of the energy accumulator, and the one-way throttle valve is in a non-throttle state; when the transverse impact disappears, the one-way throttle valve is in a throttle state.
Preferably, the installation column is fixedly connected to the upper end of the installation ring, the installation lug is fixedly connected to the installation column, and the installation lug is fixedly installed at the tail part of the bottom surface of the ship body.
Preferably, the propulsion shafting comprises a power mechanism, a supporting bearing assembly, a thrust shaft, an intermediate shaft, a first coupling and a second coupling, wherein the power mechanism is arranged in the ship body, the output end of the power mechanism is connected with the thrust shaft through the first coupling, two ends of the intermediate shaft are respectively connected with the thrust shaft and the stern shaft through the second coupling, and the thrust shaft, the intermediate shaft and the stern shaft are installed in the ship body through the supporting bearing assembly.
Preferably, the screw mechanism comprises a screw shaft and a screw propeller arranged in the circumferential direction of the screw shaft, and the screw shaft is connected with the stern shaft through a third coupling.
Preferably, the energy accumulator is communicated with the damping fluid cavity through a fluid channel, an air bag is arranged in the energy accumulator, and high-pressure nitrogen is filled in the air bag; the one-way throttle valve comprises an opening, a cubic buoyancy block and a limit sleeve, the fluid channel is connected with the opening of the one-way throttle valve, the cubic buoyancy block covers the opening under the buoyancy action, the limit sleeve surrounds the cubic buoyancy block, and a plurality of through holes are formed in the limit sleeve; the opening is provided with a plurality of groove-shaped channels.
Preferably, four plug holes are formed in the outer portion of the protective sleeve and are uniformly arranged at intervals along the circumferential direction of the protective sleeve, and fixing grooves matched with the buffer are formed in the inner circular surface of the mounting ring; the buffer comprises an upper buffer, a lower buffer and a side buffer, wherein the upper buffer, the lower buffer and the side buffer comprise a cylinder body and a piston rod, the cylinder body is arranged in the fixed groove, and the piston rod is arranged in the plug hole.
Preferably, the buffer sleeve is provided with an elastic sealing sleeve, one end of the elastic sealing sleeve is fixedly connected with the mounting ring, and the other end of the elastic sealing sleeve is fixedly connected with the protective sleeve.
Preferably, the corrosion prevention control device further comprises a stern shaft grounding system and a rudder post grounding system, wherein the output end of the voltage transmission branch circuit of the potentiostat is connected with the current input end of the stern shaft grounding system, the current output end of the stern shaft grounding system is connected with the current input end of the rudder post grounding system, and the current output end of the rudder post grounding system is connected with the input end of the feedback signal of the power supply branch circuit of the potentiostat.
Preferably, the potentiostat comprises a control circuit module and a power output module;
the auxiliary anodes and the reference electrodes are two in number, are arranged at the part below the light-load waterline of the protective sleeve and are insulated from the ship body;
the control circuit module comprises an auxiliary anode, a reference electrode sampling circuit, a multiplexer and a differential type proportional-integral-derivative controller, wherein the auxiliary anode and the reference electrode sampling circuit collect potential difference input by a protective sleeve and 2 paths of reference electrode potentials, the potential difference is sent to the multiplexer, 1 path of signals are selected by the multiplexer to be transmitted to the differential type proportional-integral-derivative controller, the differential type proportional-integral-derivative controller outputs a control signal, the control signal is processed and output to the power output module, and the power output module sends voltage to the auxiliary anode through a power output end of a voltage conveying branch according to the control signal.
Preferably, the power output module comprises an IGBT control driving circuit, an IGBT inverter circuit and an output filter circuit, the IGBT control driving circuit receives a control signal from the differential proportional-integral-derivative controller, the high frequency output voltage of the IGBT inverter circuit is reduced and rectified by high frequency to generate a voltage with a direct current load capacity, and the voltage is sent to the auxiliary anode by the output filter circuit.
Preferably, the external condition monitoring unit comprises a coating monitoring system, a navigational speed sensor, a salinity sensor and a temperature sensor, wherein the coating monitoring system is arranged on the outer surface of the protective sleeve, and the navigational speed sensor, the salinity sensor and the temperature sensor are arranged on the ship body at positions close to the protective sleeve; the signal output end of the coating monitoring system is connected with the signal input end of the corrosion-resistant coating damage degree of the differential type proportional-integral-derivative controller, the signal output end of the navigational speed sensor is connected with the seawater relative ship flow speed signal input end of the differential type proportional-integral-derivative controller, the signal output end of the salinity sensor is connected with the seawater salinity signal input end of the differential type proportional-integral-derivative controller, and the signal output end of the temperature sensor is connected with the seawater temperature signal input end of the differential type proportional-integral-derivative controller.
Preferably, the potentiostat further comprises a manual control circuit, wherein the manual control circuit is connected with the power output module when in a manual control working mode, and the control circuit module is connected with the power output module when in an intelligent control working mode.
Preferably, the corrosion prevention control device further comprises a stern shaft grounding system and a rudder post grounding system, wherein the output end of the voltage transmission branch circuit of the potentiostat is connected with the current input end of the stern shaft grounding system, the current output end of the stern shaft grounding system is connected with the current input end of the rudder post grounding system, and the current output end of the rudder post grounding system is connected with the input end of the feedback signal of the power supply branch circuit of the potentiostat.
Preferably, the control circuit module further comprises a direct current power supply circuit, and the power output module further comprises an alternating current power supply circuit.
The invention also provides an anti-corrosion control method of the impact-resistant ship-borne transmission system, which comprises the following steps:
step 1: the direct current power supply circuit supplies power to the control circuit module, and the alternating current power supply circuit supplies power to the power output module;
step 2: the differential type proportional-integral-derivative controller controls the power output module to output protective sleeve protection current, the protective sleeve protection current flows into sea water through the auxiliary anode, the protective sleeve protection current flows into the reference electrode through the sea water, and the protective sleeve protection current is fed back to the differential type proportional-integral-derivative controller in the control circuit module through the reference electrode;
step 3: the differential type proportional-integral-differential controller receives the damage degree data, the relative ship body flow velocity data of the seawater, the seawater salinity data and the seawater temperature data of the protective sleeve anti-corrosion coating transmitted by the external condition monitoring unit in real time;
step 4: the differential type proportional-integral-differential controller predicts the change trend of the protection potential of the protection sleeve according to the damage degree data of the anti-corrosion coating of the protection sleeve, the flow velocity data of the seawater relative to the ship body, the salinity data of the seawater and the temperature data of the seawater, and combines a feedback signal of a power supply branch, and adjusts the protection potential of the protection sleeve in real time, so that the potential of the protection sleeve is always in the optimal protection range.
Preferably, in step 2: the differential type proportional-integral-differential controller controls the power output module to output a stern shaft and rudder protection current, the stern shaft and rudder protection current is connected to the stern shaft through the stern shaft grounding system, the stern shaft grounding system outputs the stern shaft and rudder protection current to the rudder post grounding system, the rudder post grounding system inputs the stern shaft and rudder protection current to the rudder, and the rudder post grounding system also feeds back the stern shaft and rudder protection current to the differential type proportional-integral-differential controller in the control circuit module;
in step 4: the differential type proportional-integral-differential controller predicts the variation trend of the protection potential of the stern shaft and the rudder according to the damage degree data of the anti-corrosion coating of the protective sleeve, the flow velocity data of the seawater relative to the hull, the salinity data of the seawater and the temperature data of the seawater, combines the feedback signals of the two power supply branches, and adjusts the protection potential of the stern shaft and the rudder in real time so that the protection potential temperature of the stern shaft and the rudder is in a preset stable interval.
Preferably, the method further comprises step 5: when the control circuit module fails, the control circuit module is closed, and the manual control circuit is opened.
The beneficial effects are that:
(1) The propulsion shafting comprises a protective sleeve, the protective sleeve penetrates through the tail part of the bottom surface of the ship body, the protective sleeve outwards hangs relative to the bottom surface of the ship body, the stern shaft axially penetrates through the protective sleeve, and the protective sleeve is sleeved on the periphery of the stern shaft exposed out of the ship body, so that the stern shaft and seawater can be effectively blocked, and the stern shaft is prevented from being corroded by the seawater.
(2) The impact resistant device provided by the invention can be used for quickly absorbing huge kinetic energy in the process of huge transverse impact of the shafting by utilizing the mutual combination of the energy accumulator and the piston cylinder, reasonably maintaining acting force between the protective sleeve and the mounting ring, relieving impact force in the process of huge transverse vibration, and effectively protecting the shafting.
(3) The anti-corrosion control equipment provided by the invention has the advantages that the algorithm of the differential type proportional-integral-differential controller is only related to the last sampling deviation, accumulation is not needed, and further the accumulated error is not easy to generate, so that the control effect is good; only the control increment is given, so that the error action is small, and the control stability of the anti-corrosion control equipment is improved.
(4) According to the corrosion control equipment provided by the invention, the differential type proportional-integral-derivative controller predicts the change trend of the protection potential of the protection sleeve according to the damage degree signal of the corrosion-resistant coating of the protection sleeve, the flow velocity signal of the seawater relative to the ship body, the salinity signal of the seawater and the temperature signal of the seawater, and combines the feedback signal of the first power supply branch, and adjusts the protection potential of the protection sleeve in real time, so that the protection potential of the protection sleeve is in a preset stable interval; the adjustment of the differential type proportional-integral-differential controller can effectively control the output current of the direct current power supply according to the navigation state of the ship, the actual marine environment and other factors, and the optimal protection voltage is automatically set, so that the protective sleeve structure is corroded and damaged under the external conditions as much as possible.
(5) The constant potential rectifier has two working modes of manual and intelligent, when the control circuit module fails, the manual control working mode can be temporarily used to prevent corrosion during the failure of the control circuit module, and the differential type proportional-integral-differential control algorithm is combined with the constant potential rectifier, so that the constant potential rectifier is easy to realize non-disturbance switching of manual-automatic control and easy to realize smooth transition during switching due to the memory effect of an executing mechanism.
Drawings
FIG. 1 is a block diagram of an impact resistant marine transmission system with corrosion control apparatus of the present invention;
FIG. 2 is a block diagram of the impact-resistant device of the present invention;
FIG. 3 is a cross-sectional view of an impact device of the present invention;
FIG. 4 is a cross-sectional view of an upper bumper of the present invention;
FIG. 5 is a cross-sectional view of a lower bumper of the present invention;
FIGS. 6 and 7 are cross-sectional views of left and right side bumpers of the invention;
fig. 8 is a schematic structural view of the corrosion prevention control apparatus of the present invention;
fig. 9 is a schematic block diagram of a control system of the corrosion prevention control apparatus of the present invention.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present invention, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
Referring to fig. 1, the present invention provides a technical solution: an impact-resistant shipborne transmission system with anti-corrosion control equipment comprises a ship body 1, a propulsion shafting 2 arranged in the ship body 1, and an impact-resistant device 3 arranged on the propulsion shafting 2;
the propulsion shafting 2 comprises a power mechanism (not shown), a support bearing assembly 21, a thrust shaft 22, a middle shaft 23, a stern shaft 24, a first coupling 25, a second coupling 26, a third coupling 27 and a screw mechanism 28; the power mechanism is arranged in the ship body 1, the output end of the power mechanism is connected with the thrust shaft 22 through a first coupling 25, the two ends of the intermediate shaft 23 are respectively connected with the thrust shaft 22 and the stern shaft 24 through a second coupling 26, and the thrust shaft 22, the intermediate shaft 23 and the stern shaft 24 are arranged in the ship body 1 through a supporting bearing assembly 21; the screw mechanism 28 is arranged outside the hull 1 and is connected to the stern shaft 24 by a third coupling 27.
Further, the screw mechanism 28 includes a screw shaft 281 and a screw 282 provided in a circumferential direction of the screw shaft 281, and the screw shaft 281 and the stern shaft 24 are connected by a third coupling 27.
Further, the propulsion shafting 2 further comprises a protecting sleeve 29, the protecting sleeve 29 is installed at the tail part of the bottom surface of the hull 1 in a penetrating manner, the protecting sleeve 29 is outwards suspended relative to the bottom surface of the hull 1, and the stern shaft 24 is installed in the protecting sleeve 29 in a penetrating manner in the axial direction. By sleeving the protective sleeve 29 on the periphery of the stern shaft 24 exposed outside the hull 1, the stern shaft 24 and seawater can be effectively blocked, and the stern shaft 24 is prevented from being corroded by the seawater.
Further, as shown in fig. 2-3, the impact-resistant device 3 includes a mounting ring 31 coaxially mounted on the outside of the protective sleeve 29, and the mounting ring 31 is fixedly mounted on the tail portion of the bottom surface of the hull 1; a plurality of inserting holes 291 are formed in the outer portion of the protective sleeve 29, and the inserting holes 291 are uniformly arranged at intervals along the circumferential direction of the protective sleeve 29, specifically, in this embodiment, the number of inserting holes 291 is four; the buffer 32 with the same number as the plug hole 291 is arranged between the inner circular surface of the mounting ring 31 and the protective sleeve 29, the buffer 32 is uniformly arranged at intervals along the circumferential direction of the protective sleeve 29, the inner circular surface of the mounting ring 31 is provided with a fixing groove 33 matched with the buffer 32, one end of the buffer 32 is arranged in the fixing groove 33, and the other end of the buffer 32 is arranged in the plug hole 291.
Further, the upper end of the mounting ring 31 is fixedly connected with a mounting post 34, and the mounting post 34 is fixedly connected with a mounting lug, and the mounting lug is fixedly mounted at the tail part of the bottom surface of the hull 1, so that the mounting ring 31 is fixedly mounted at the tail part of the bottom surface of the hull 1.
Further, as shown in fig. 3 to 7, the damper 32 includes an upper damper 35, a lower damper 36 and a side damper 37, and each of the upper damper 35, the lower damper 36 and the side damper 37 includes a cylinder 350, 360, 370 and a piston rod 351, 361, 371 slidably connected to the cylinder, the cylinder is disposed in the fixing groove 33, and the piston rod is disposed in the insertion hole 291; the piston 352, 362 and 372 are slidably arranged in the cylinder body, the piston rod is fixedly connected with the piston, the piston divides the cylinder body into air cavities 353, 363 and 373 and damping fluid cavities 354, 364 and 374, and the accumulators 355, 365 and 375 are arranged in the damping fluid cavities and are communicated with the damping fluid cavities through fluid channels 356, 366 and 376, so that damping fluid can flow in the damping fluid cavities and the accumulators; the energy accumulator is internally provided with air bags 3510, 3610 and 3710 filled with high-pressure nitrogen; the accumulator top is provided with one- way throttle valves 357, 367, 377.
When the shafting suffers from a large degree of transverse impact, the protective sleeve 29 contacts with the piston rod of the buffer, the piston is pushed to move towards the energy accumulator by the piston rod, oil in the damping liquid cavity is compressed, the pressure of the oil in the damping liquid cavity instantaneously rises to the pressure of nitrogen in the air bag of the energy accumulator in advance, the pressure oil pushes the one-way throttle valve to be opened, the one-way throttle valve is in an unthrottled state, the pressure oil enters the energy accumulator through the fluid channel, the air bag in the energy accumulator is compressed, the pressure of the nitrogen in the air bag instantaneously rises, in the process, the kinetic energy of the transverse impact compresses the oil in the damping liquid cavity by the piston, the hydraulic energy is converted into the hydraulic energy of the oil, the pressure oil in the damping liquid cavity enters the energy accumulator through the one-way throttle valve, the air bag is compressed, the hydraulic energy is converted into the pneumatic energy, and finally the energy is absorbed in the transverse impact process through the energy accumulator. Under the action of the energy accumulator, the transverse impact kinetic energy is gradually reduced, at the moment, the air bag is still in a high-pressure compression state, the one-way throttle valve is closed and is in a throttle state, the air bag pushes out oil in the energy accumulator, the oil enters the damping liquid cavity through the one-way throttle valve, acts on the piston and pushes the protective sleeve 29 to restore to the original position through the piston rod, the energy accumulator releases absorbed energy, the flow of the oil flowing into the damping liquid cavity is limited due to the current limiting effect of the one-way throttle valve, the movement speed of the piston is controlled, the stable release of the energy absorbed by the energy accumulator is realized, and the shafting is effectively protected.
Further, the fluid channels 356, 366, 376 are connected with the openings of the one-way throttle valve, the cubic buoyancy blocks 358, 368, 378 cover the openings under the buoyancy effect, the cubic buoyancy blocks are surrounded by the limiting sleeves 359, 369, 379 provided with the through holes 3591, 3691, 3791, and the openings are provided with a plurality of groove-shaped channels 3571, 3671, 3771, specifically, in this embodiment, the number of the groove-shaped channels is four. When the shafting suffers a large degree of transverse impact, the piston moves towards the energy accumulator, the pressure oil pushes the cubic buoyancy block to descend, the one-way throttle valve is in an unthrottled state, the pressure oil enters the energy accumulator through the opening, the pressure of nitrogen in the air bag also rises instantaneously, and finally the energy is absorbed in the transverse impact process through the energy accumulator. Under the action of the energy accumulator, the transverse impact kinetic energy is gradually reduced, at the moment, the air bag is still in a high-pressure compression state, the cubic buoyancy block floats upwards, the one-way throttle valve is in a throttle state, the air bag pushes out oil in the energy accumulator, the oil enters the damping liquid cavity through the groove-shaped channel, the diameter of the groove-shaped channel is smaller, the flow of the oil flowing into the damping liquid cavity is limited, the movement speed of the piston is controlled, the stable release of the energy absorbed by the energy accumulator is realized, and the shafting is further protected.
Through the impact resistant device 3, the energy accumulator and the piston cylinder are combined with each other to quickly absorb huge kinetic energy in the process of huge transverse impact, the acting force between the protective sleeve 29 and the mounting ring 31 is reasonably maintained, the impact force in the process of huge transverse vibration is lightened, the shafting is effectively protected, and meanwhile, the energy accumulator can be controlled to stably release the absorbed energy by the energy accumulator by utilizing the one-way throttle valve, so that the safety of the shafting is further protected.
Further, the buffer 32 is sleeved with an elastic sealing sleeve 39, one end of the elastic sealing sleeve 39 is fixedly connected with the mounting ring 31, and the other end is fixedly connected with the protective sleeve 29. By providing the elastic sealing sleeve 39, the damper 32 is protected from damage by the damper 3.
Further, as shown in fig. 8-9, the impact-resistant ship-borne transmission system further comprises an anti-corrosion control device 4, wherein the anti-corrosion control device 4 comprises a potentiostat 5, an auxiliary anode 6, a reference electrode 7 and an external condition monitoring unit 8, wherein a power output end of a voltage transmission branch of the potentiostat 5 is connected with one end of the auxiliary anode 6, the other end of the auxiliary anode 6 is connected with one end of the reference electrode 7 through seawater, and the other end of the reference electrode 7 is connected with a feedback signal input end of a power supply branch of the potentiostat 5; the signal output end of the external condition monitoring unit 8 is connected with the external condition parameter signal input end of the potentiostat 5.
Further, the corrosion protection control device 4 further comprises a stern shaft grounding system and a rudder post grounding system, the output end of the voltage transmission branch two power sources of the constant potential rectifier 5 is connected with the current input end of the stern shaft grounding system, the current output end of the stern shaft grounding system is connected with the current input end of the rudder post grounding system, and the current output end of the rudder post grounding system is connected with the input end of the power supply branch two feedback signals of the constant potential rectifier 5.
Further, the potentiostat 5 comprises a control circuit module 51 and a power output module 52;
the auxiliary anode 6 and the reference electrode 7 are two in number, are arranged at the position below the light-load waterline of the protective sleeve 29, and are insulated from the ship body 1.
The control circuit module 51 includes an auxiliary anode, a reference electrode sampling circuit 511, a multiplexer 512 and a differential type proportional-integral-derivative controller 513, the auxiliary anode and the reference electrode sampling circuit 511 collect the potential difference between the protective sleeve 29 and the 2 paths of reference electrode 7 potential inputs, send the potential difference to the multiplexer 512, select 1 path of signals to be transmitted to the differential type proportional-integral-derivative controller 513, the differential type proportional-integral-derivative controller 513 outputs a control signal, the control signal is processed and output to the power output module 52, the power output module 52 sends voltage to the auxiliary anode 6 according to the control signal, and the auxiliary anode in seawater always makes the potential of the protective sleeve 29 in the optimal protection range through the current diffusion effect, so that the protective sleeve 29 is protected from corrosion, and the stern shaft 24 in the protective sleeve 29 is protected. In the above technical solution, the algorithm of the differential proportional-integral-derivative controller 513 is only related to the last several sampling deviations, and accumulation is not needed, so that accumulation errors are not easy to generate, and the control effect is good; only the control increment is given, so that the error action is small, and the control stability of the corrosion protection control device 4 is improved.
The power output module 52 includes an IGBT control driving circuit 521, an IGBT inverter circuit 522, and an output filter circuit 523, where the IGBT control driving circuit 521 receives a control signal from the differential type proportional-integral-derivative controller 513, and generates a voltage with a dc load capability by high-frequency voltage reduction and rectification of the high-frequency output voltage of the IGBT inverter circuit 522, and sends the voltage to the auxiliary anode 6 through the output filter circuit 523.
Further, the external condition monitoring unit 8 comprises a coating monitoring system 81, a navigational speed sensor 82, a salinity sensor 83 and a temperature sensor 84, wherein the coating monitoring system 81 is arranged on the outer surface of the protective sleeve 29, and the navigational speed sensor 82, the salinity sensor 83 and the temperature sensor 84 are arranged on the ship body 1 at a position close to the protective sleeve 29; the signal output end of the coating monitoring system 81 is connected with the signal input end of the corrosion-resistant coating breakage degree of the differential type proportional-integral-derivative controller 513, the signal output end of the navigational speed sensor 82 is connected with the signal input end of the seawater relative ship flow speed of the differential type proportional-integral-derivative controller 513, the signal output end of the salinity sensor 83 is connected with the seawater salinity signal input end of the differential type proportional-integral-derivative controller 513, and the signal output end of the temperature sensor 84 is connected with the seawater temperature signal input end of the differential type proportional-integral-derivative controller 513. Through the above arrangement, the differential proportional-integral-derivative controller 513 predicts the trend of the protection potential of the protection sleeve 29 by combining the feedback signal of the first power supply branch according to the damage degree signal of the anti-corrosion coating of the protection sleeve 29, the flow velocity signal of the seawater relative to the ship body, the salinity signal of the seawater and the temperature signal of the seawater, and adjusts the protection potential of the protection sleeve 29 in real time, so that the protection potential of the protection sleeve 29 is in a preset stable region. The differential proportional-integral-differential controller 513 can effectively control the output current of the direct current power supply according to the ship navigation state, the actual marine environment and other factors, and automatically set the optimal protection voltage, so that the protective sleeve 29 structure is corroded and damaged under the external conditions as much as possible.
Further, the potentiostat 5 further includes a manual control circuit 53, when in a manual control operation mode, the manual control circuit 53 is connected to the power output module 52, and when in an intelligent control operation mode, the control circuit module 51 is connected to the power output module 52. Through the arrangement, the constant potential rectifier has two working modes of manual and intelligent, when the control circuit module 51 fails, the manual control working mode can be temporarily used to prevent corrosion during the failure of the control circuit module 51, and the differential type proportional-integral-differential control algorithm is easy to realize non-disturbance switching of manual-automatic control due to the memory effect of an executing mechanism.
Further, in order to ensure the normal operation of the potentiostat control circuit module 51 and the power output module 52, the control circuit module 51 further includes a dc power supply circuit 514, and the power output module 52 further includes an ac power supply circuit 524.
The embodiment also provides an anti-corrosion control method of the impact-resistant ship-borne transmission system, which comprises the following steps:
step 1: the direct current power supply circuit 514 supplies power to the control circuit module 51, and the alternating current power supply circuit 524 supplies power to the power output module 52;
step 2: the differential type proportional-integral-derivative controller 513 controls the power output module 52 to output the protection current of the protection sleeve 29, the protection sleeve 29 protection current flows into the sea water through the auxiliary anode 6, the protection sleeve 29 protection current flows into the reference electrode 7 through the sea water, and the protection sleeve 29 protection current is fed back to the differential type proportional-integral-derivative controller 513 in the control circuit module 51 through the reference electrode 7;
step 3: the differential type proportional-integral-differential controller 513 receives the damage degree data, the relative ship body flow velocity data of the seawater, the seawater salinity data and the seawater temperature data of the protective sleeve anti-corrosion coating transmitted by the external condition monitoring unit 8 in real time;
step 4: the differential proportional-integral-differential controller 513 predicts the variation trend of the protection potential of the protection sleeve 29, the protection potential of the stern shaft 24 and the protection potential of the rudder according to the damage degree data of the protection sleeve anti-corrosion coating, the flow velocity data of the seawater relative to the ship body, the salinity data of the seawater and the temperature data of the seawater, combines the first feedback signal of the power supply branch and the second feedback signal of the power supply branch, and adjusts the protection potential of the protection sleeve 29, the protection potential of the stern shaft 24 and the protection potential of the rudder in real time so that the protection potential of the protection sleeve 29 is always in the optimal protection range, and simultaneously, the protection potential temperature of the stern shaft 24 and the protection potential temperature of the rudder are in a preset stable range.
Further, in step 2: the differential type proportional-integral-differential controller 513 controls the power output module 52 to output a stern shaft and rudder protection current, the stern shaft and rudder protection current is connected to the stern shaft 24 through a stern shaft grounding system, the stern shaft grounding system outputs the stern shaft and rudder protection current to a rudder post grounding system, the rudder post grounding system inputs the stern shaft and rudder protection current to a rudder, and the rudder post grounding system also feeds back the stern shaft and rudder protection current to the differential type proportional-integral-differential controller 513 in the control circuit module 51;
in step 4: the differential type proportional-integral-differential controller 513 predicts the variation trend of the protection potential of the stern shaft 24 and the rudder according to the damage degree data of the anti-corrosion coating of the protective sleeve, the flow velocity data of the seawater relative to the hull, the salinity data of the seawater and the temperature data of the seawater, combines the feedback signals of the two power supply branches, and adjusts the protection potential of the stern shaft 24 and the rudder in real time so that the protection potential temperature of the stern shaft 24 and the rudder is in a preset stable interval.
Further, the control method of the corrosion protection control device 4 further includes step 5:
when the control circuit module 51 fails, the control circuit module 51 is turned off and the manual control circuit 53 is turned on.
It will be evident to those skilled in the art that the invention is not limited to the details of the foregoing illustrative embodiments, and that the present invention may be embodied in other specific forms without departing from the spirit or essential characteristics thereof. The present embodiments are, therefore, to be considered in all respects as illustrative and not restrictive, the scope of the invention being indicated by the appended claims rather than by the foregoing description, and all changes which come within the meaning and range of equivalency of the claims are therefore intended to be embraced therein.
Claims (10)
1. An impact-resistant shipborne transmission system with anti-corrosion control equipment comprises a ship body;
a propulsion shafting mounted inside the hull;
an impact resistance device and an anti-corrosion control device which are arranged on the propulsion shaft system;
the propulsion shafting comprises a stern shaft, a third coupling, a screw mechanism and a protective sleeve, wherein the screw mechanism is arranged outside the ship body and is connected with the stern shaft through the third coupling; the protective sleeve is installed at the tail part of the bottom surface of the ship body in a penetrating way, and outwards hangs relative to the bottom surface of the ship body, and the stern shaft is installed in the protective sleeve in a penetrating way in the axial direction;
the shock resistance device comprises a mounting ring coaxially arranged outside the protective sleeve, the mounting ring is fixedly arranged at the tail part of the bottom surface of the ship body, a plurality of buffers are arranged between the protective sleeve and the mounting ring, and the buffers are uniformly arranged at intervals along the circumferential direction of the protective sleeve;
the corrosion-resistant control device is characterized by comprising a constant potential rectifier, an auxiliary anode, a reference electrode and an external condition monitoring unit, wherein a power output end of a voltage transmission branch of the constant potential rectifier is connected with the auxiliary anode, the reference electrode is connected with a feedback signal input end of a power supply branch of the constant potential rectifier, and a signal output end of the external condition monitoring unit is connected with an external condition parameter signal input end of the constant potential rectifier;
the buffer comprises a cylinder body, a piston rod and a piston, the piston divides the cylinder body into an air cavity and a damping liquid cavity, an energy accumulator is arranged in the damping liquid cavity, the damping liquid cavity is communicated with the energy accumulator, and a one-way throttle valve is arranged at the top of the energy accumulator;
when the shafting is impacted transversely, the piston moves towards the direction of the energy accumulator, and the one-way throttle valve is in a non-throttle state; when the transverse impact disappears, the one-way throttle valve is in a throttle state.
2. The impact resistant shipboard transmission system with corrosion protection control device of claim 1, wherein: the energy accumulator is communicated with the damping liquid cavity through a fluid channel, an air bag is arranged in the energy accumulator, and high-pressure nitrogen is filled in the air bag; the one-way throttle valve comprises an opening, a cubic buoyancy block and a limit sleeve, the fluid channel is connected with the opening of the one-way throttle valve, the cubic buoyancy block covers the opening under the buoyancy action, the limit sleeve surrounds the cubic buoyancy block, and a plurality of through holes are formed in the limit sleeve; the opening is provided with a plurality of groove-shaped channels.
3. An impact resistant shipboard transmission system with corrosion protection control device according to claim 1 or 2, characterized in that: four plug holes are formed in the outer portion of the protective sleeve and are uniformly arranged at intervals along the circumferential direction of the protective sleeve, and fixing grooves matched with the buffer are formed in the inner circular surface of the mounting ring; the buffer comprises an upper buffer, a lower buffer and a side buffer, wherein the upper buffer, the lower buffer and the side buffer comprise a cylinder body and a piston rod, the cylinder body is arranged in the fixed groove, and the piston rod is arranged in the plug hole.
4. The impact resistant shipboard transmission system with corrosion protection control device of claim 1, wherein: the potentiostat comprises a control circuit module and a power output module;
the auxiliary anodes and the reference electrodes are two in number, are arranged at the part below the light-load waterline of the protective sleeve and are insulated from the ship body;
the control circuit module comprises an auxiliary anode, a reference electrode sampling circuit, a multiplexer and a differential type proportional-integral-derivative controller, wherein the auxiliary anode and the reference electrode sampling circuit collect potential difference input by a protective sleeve and 2 paths of reference electrode potentials, the potential difference is sent to the multiplexer, 1 path of signals are selected by the multiplexer to be transmitted to the differential type proportional-integral-derivative controller, the differential type proportional-integral-derivative controller outputs a control signal, the control signal is processed and output to the power output module, and the power output module sends voltage to the auxiliary anode through a power output end of a voltage conveying branch according to the control signal.
5. The impact resistant shipboard transmission system with corrosion protection control device of claim 4, wherein: the power output module comprises an IGBT control driving circuit, an IGBT inverter circuit and an output filter circuit, wherein the IGBT control driving circuit receives a control signal from a differential type proportional-integral-derivative controller, high-frequency output voltage of the IGBT inverter circuit is subjected to high-frequency voltage reduction and rectification to generate voltage with direct current load capacity, and the voltage is sent to the auxiliary anode through the output filter circuit.
6. An impact resistant shipboard transmission system with corrosion protection control device according to claim 4 or 5, characterized in that: the external condition monitoring unit comprises a coating monitoring system, a navigational speed sensor, a salinity sensor and a temperature sensor, wherein the coating monitoring system is arranged on the outer surface of the protective sleeve, and the navigational speed sensor, the salinity sensor and the temperature sensor are arranged at the position, close to the protective sleeve, on the ship body; the signal output end of the coating monitoring system is connected with the signal input end of the corrosion-resistant coating damage degree of the differential type proportional-integral-derivative controller, the signal output end of the navigational speed sensor is connected with the seawater relative ship flow speed signal input end of the differential type proportional-integral-derivative controller, the signal output end of the salinity sensor is connected with the seawater salinity signal input end of the differential type proportional-integral-derivative controller, and the signal output end of the temperature sensor is connected with the seawater temperature signal input end of the differential type proportional-integral-derivative controller.
7. An impact resistant shipboard transmission system with corrosion protection control device according to claim 4 or 5, characterized in that: the potentiostat further comprises a manual control circuit, wherein the manual control circuit is connected with the power output module when the potentiostat is used for manually controlling the working mode, and the control circuit module is connected with the power output module when the potentiostat is used for intelligently controlling the working mode.
8. An impact resistant shipboard transmission system with corrosion protection control device according to claim 4 or 5, characterized in that: the shafting anti-corrosion control equipment further comprises a stern shaft grounding system and a rudder post grounding system, wherein the output end of a voltage transmission branch two power supply of the potentiostat is connected with the current input end of the stern shaft grounding system, the current output end of the stern shaft grounding system is connected with the current input end of the rudder post grounding system, and the current output end of the rudder post grounding system is connected with the input end of a power supply branch two feedback signals of the potentiostat.
9. The anti-corrosion control method of the impact-resistant ship-borne transmission system is characterized by comprising the following steps of:
step 1: the direct current power supply circuit supplies power to the control circuit module, and the alternating current power supply circuit supplies power to the power output module;
step 2: the differential type proportional-integral-derivative controller controls the power output module to output protective sleeve protection current, the protective sleeve protection current flows into sea water through the auxiliary anode, the protective sleeve protection current flows into the reference electrode through the sea water, and the protective sleeve protection current is fed back to the differential type proportional-integral-derivative controller in the control circuit module through the reference electrode;
step 3: the differential type proportional-integral-differential controller receives the damage degree data, the relative ship body flow velocity data of the seawater, the seawater salinity data and the seawater temperature data of the protective sleeve anti-corrosion coating transmitted by the external condition monitoring unit in real time;
step 4: the differential type proportional-integral-differential controller predicts the change trend of the protection potential of the protection sleeve according to the damage degree data of the anti-corrosion coating of the protection sleeve, the flow velocity data of the seawater relative to the ship body, the salinity data of the seawater and the temperature data of the seawater, and combines a feedback signal of a power supply branch, and adjusts the protection potential of the protection sleeve in real time, so that the potential of the protection sleeve is always in the optimal protection range.
10. The corrosion protection control method for an impact resistant shipboard transmission system of claim 9, wherein: the method further comprises step 5: when the control circuit module fails, the control circuit module is closed, and the manual control circuit is opened.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202310289827.8A CN116002032A (en) | 2023-03-23 | 2023-03-23 | Shock-resistant shipborne transmission system with anti-corrosion control equipment and method |
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| CN202310289827.8A CN116002032A (en) | 2023-03-23 | 2023-03-23 | Shock-resistant shipborne transmission system with anti-corrosion control equipment and method |
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