WO2018121172A1

WO2018121172A1 - Marine diesel engine propulsion module

Info

Publication number: WO2018121172A1
Application number: PCT/CN2017/113934
Authority: WO
Inventors: 孙伟; 童宗鹏; 朱奎; 刘晓良; 周晓洁; 侯天柱; 张子建; 赵同宾; 曾宪友
Original assignee: 上海船用柴油机研究所
Priority date: 2016-12-27
Filing date: 2017-11-30
Publication date: 2018-07-05
Also published as: CN106542072A

Abstract

Disclosed is a marine diesel engine propulsion module, wherein the propulsion module comprises: a marine diesel engine (1) and a gearbox (2), the gearbox (2) being a single-input dual-output type gearbox. Multiple tests of the marine diesel engine propulsion module comprise performing test studies and verification on aspects such as a diesel engine, a transmission device, a shaft electric motor and a control strategy in the marine diesel engine propulsion module, so as to be able to improve the universality, replacability, installation convenience and reliability of marine diesel engine propulsion modules of the same series or the same power level during use on real ships.

Description

Marine diesel engine propulsion power module

Technical field

The invention relates to a marine propulsion device, and in particular to a marine diesel propulsion power module.

Background technique

It is known that the marine diesel propulsion power module is mainly composed of single or multiple diesel engines, gear boxes, couplings, shaft motors and the like. With the development and progress of the society, higher technical requirements are put forward for the marine diesel engine propulsion power module: it must meet the needs of the ship propulsion power, and it needs to match the peripheral equipment such as the paddle and the shaft.

Most of the current state of the art focuses on the power module type of conventional ship propulsion. Some new types of power modules are concentrated in the types of diesel-electric hybrids, multi-machine parallel vehicles, and different-machine parallel vehicles. They cannot meet the technical research and test verification requirements of the current marine integrated design of diesel propulsion power modules.

Therefore, it is necessary to propose a marine diesel propulsion power module to solve the above-mentioned deficiencies in the prior art.

Summary of the invention

A series of simplified forms of concepts are introduced in the Summary of the Invention section, which will be described in further detail in the Detailed Description section. The summary of the invention is not intended to limit the key features and essential technical features of the claimed invention, and is not intended to limit the scope of protection of the claimed embodiments.

In order to solve at least one of the above-mentioned deficiencies in the prior art, the present invention discloses a marine diesel propulsion power module, wherein the power module includes: a marine diesel engine; a gear box, the gear box includes: a power input end, The power input end is connected to the marine diesel engine through a first transmission connection; the input shaft is connected to the input end by a fluid coupling, and the input shaft is provided with a first gear in an axial direction An output shaft, one end of the output shaft being meshingly coupled to a first gear of the input shaft by a second gear to receive a torque transmitted by the input shaft, the other end of the output shaft being provided with the gear a first output of the box, said a first output end connected to the load device via a second transmission connection; an output/input shaft having one end coupled to the first gear of the input shaft via a governor clutch and a second gear engagement, The other end of the output/input shaft is provided with a second output of the gearbox, the second output being connected to the axle motor by a third transmission connection.

According to the marine diesel propulsion power module of the present invention, compared with the prior art, the vehicle has the capability of conducting a plurality of tests of the marine diesel propulsion power module, including the diesel engine, the transmission equipment, the shaft motor, and the diesel engine propulsion power module. The experimental research and verification of control strategy can improve the versatility, replaceability, installation convenience and reliability of marine diesel propulsion power modules of the same series or the same power level in real ship applications.

Preferably, an outer circumference of the second gear meshes with the first gear, and the speed control clutch is a liquid viscosity speed regulating clutch integrated inside the second gear.

According to the preferred marine diesel propulsion power module, the use of the liquid-viscous speed-regulating clutch enables the diesel engine to achieve constant-speed power generation of the shaft motor at a constant speed and a certain shift range as compared with the prior art. After the liquid viscosity speed regulating clutch is used as a power distributor, part of the power of the main propulsion diesel engine can be distributed to the shaft motor to generate electricity.

Preferably, the first transmission connection comprises: a coupling configured to perform frequency modulation and amplitude modulation on a transmission shaft torsional vibration; an elastic transmission shaft, the elastic transmission shaft being coupled to the coupling The device is constructed to compensate for the various displacements generated during operation of the transmission.

According to the preferred marine diesel propulsion power module, compared with the prior art, the requirements of the displacement compensation of the propulsion power module during operation can be satisfied.

Preferably, the second transmission link is a low speed and high torque elastic coupling.

According to the preferred marine diesel propulsion power module, it is possible to meet the torque and rotational speed requirements of the gearbox to drive the operation of the load device such as the propeller device as compared to the prior art.

Preferably, the third transmission connection is a diaphragm coupling.

According to the preferred marine diesel propulsion power module, the relative displacement between the shaftings can be supplemented by the elastic deformation of the diaphragm as compared with the prior art.

Preferably, the load device is a propeller device or a propeller simulation device. Further preferably, the propeller simulation device is a DC generator dynamometer.

According to the preferred marine diesel propulsion power module, compared with the prior art, by designing the load device as a DC generator dynamometer, it is possible to simulate the propeller characteristics, take into account the pitch paddle and the distance. The propulsion characteristics of the paddles enable the simulation of propeller characteristics under conditions such as propeller propulsion and variable pitch.

Preferably, a monitoring device is further included, the monitoring device being coupled to the marine diesel engine, the gearbox and the load device by a control cable.

According to a preferred marine diesel propulsion power module, the operation of the load device and the marine diesel engine is monitored by the monitoring device as compared to the prior art.

Preferably, a control panel assembly is further included, the control panel assembly including a shaft motor control screen and a load device control screen, wherein the control panel assembly is coupled to the load device and the shaft motor via a control cable.

According to a preferred marine diesel propulsion power module, the operational signal can be externally displayed through the control panel assembly as compared to the prior art.

Preferably, the marine diesel engine is a marine high speed diesel engine or a marine medium speed diesel engine.

DRAWINGS

The following figures of the embodiments of the invention are used herein to understand the invention as part of the invention. The embodiments of the invention and the description thereof are shown in the drawings In the drawing,

1 is a schematic view of a marine diesel propulsion power module in accordance with a preferred embodiment of the present invention;

2 is an internal structural view of a gear box of the marine diesel propulsion power module of FIG. 1;

3 is a top plan view of the overall arrangement of the marine diesel propulsion power module of FIG. 1.

Description of the reference signs:

1. Marine diesel engine 2. Gearbox 3. Shaft motor

4. Propeller simulation device 5. First transmission connector 6. Second transmission connector

7, the third transmission connector 8, monitoring device 9, control panel components

2.1, power input terminal 2.2, hydraulic coupling 2.11, the first output

2.32, the second output terminal 2.41, the input shaft 2.42, the output shaft

2.43, output / input shaft 2.51, the first gear 2.52, the second gear

2.53, the third gear 2.6, liquid viscosity speed clutch

detailed description

In the following description, numerous specific details are set forth in the However, it will be apparent to those skilled in the art that the embodiments of the present invention may be practiced without one or more of these details. In other instances, some of the technical features well known in the art have not been described in order to avoid confusion with embodiments of the present invention.

In order to thoroughly understand the embodiments of the present invention, a detailed structure will be set forth in the following description. It is apparent that the implementation of the embodiments of the present invention is not limited to the specific details familiar to those skilled in the art. The preferred embodiments of the present invention are described in detail below, but the present invention may have other embodiments in addition to the detailed description.

According to one aspect of the present invention, a marine diesel propulsion power module is provided. As shown in Figures 1-3, the marine diesel propulsion power module includes the following components:

The first is the marine diesel engine 1. The marine diesel engine 1 is connected to the gearbox 2 via a first transmission connection 5, so that power output is achieved through the gearbox 2. Preferably, the marine diesel engine 1 is a four-stroke marine high speed diesel engine, and of course a four-stroke marine medium speed diesel engine can also be applied to the present invention. Further, in order to reduce the vibration noise of the marine diesel propulsion power module during operation, the marine diesel engine 1 is preferably placed on a mounting base having a vibration isolation function.

Gearbox 2, of which the internal structure of the gearbox 2 is shown in FIG. In particular, the gearbox 2 according to the invention has a power input 2.1. One end of the power input end 2.1 is connected to the first transmission link 5 (not shown) to receive the torque generated by the marine diesel engine 1 and the other end is connected to the fluid coupling 2.2 disposed inside the housing of the gear case 2. At the input. The fluid coupling 2.2 can be an ordinary fluid coupling or a variable speed fluid coupling, and any hydraulic coupling capable of achieving a clutch function can be applied to the present invention. Further, in order to reduce the vibration noise of the gear case 2 during operation, the gear case 2 is preferably placed on a mounting base having a vibration isolation function.

As shown in Figure 2, the output of the fluid coupling 2.2 is connected to the input shaft 2.41 of the gearbox. A first gear 2.51 is fixedly disposed on the input shaft 2.41. The outer circumference of the first gear 2.51 is meshed with the second gear 2.52 and the third gear 2.53, respectively, so that the torque from the input shaft 2.41 can be transmitted to the second gear 2.52 and the third gear 2.53 to form two outward output torques. path.

Specifically, the second gear 2.52 is fixedly disposed at one end of the output shaft 2.42. At the other end of the output shaft 2.42, a first output end 2.31 of the gear box is disposed, the first output end 2.31 Connected to the second transmission link 6. That is, the torque and the rotational speed from the input shaft 2.41 and the first gear 2.51 can be transmitted to the first output end 2.31 via the second gear 2.52 and the output shaft 2.42 and output to the second transmission link 6 outward.

At the same time, the third gear 2.53 is connected to one end of the output/input shaft 2.43 of the gearbox via the liquid viscosity timing clutch 2.6. Preferably, the third gear 2.53 can be integrated with the input end of the liquid-adhesive speed regulating clutch 2.6, and of course, the third gear can be fixedly connected to the input end of the liquid-visible speed regulating clutch 2.6 by the third gear 2.53. 2.53 and the liquid viscosity speed regulating clutch 2.6 together do the rotary motion. The output of the liquid viscosity timing clutch 2.6 is fixedly coupled to one end of the output/input shaft 2.43 for rotation with the output/input shaft 2.43.

The liquid-viscous timing clutch 2.6 according to the present invention is for achieving constant-speed power generation of the shaft motor in a constant speed and a constant speed range of the diesel engine. Specifically, the liquid viscosity timing clutch 2.6 is a friction plate that is arranged side by side in the axial direction of the output/input shaft 2.43. Working oil is filled between the respective friction plates. In the working process, the liquid viscosity speed regulating clutch 2.6 relies on liquid viscosity and oil film shearing action to transmit power, torque and adjust the rotation speed, and can have the capability of stepless speed regulation in the range of 0 to 100% input speed. The liquid-viscous speed regulating clutch 2.6 of the invention can work with slip for a long time, and can also operate with high efficiency and no slip. In the present invention, the speed governing clutch can be used as a power splitter by adjusting the pick-up/disengagement of the liquid-viscous speed regulating clutch 2.6, thereby distributing part of the power of the main propulsion diesel engine to the shaft motor to generate electricity.

At the other end of the output/input shaft 2.43 is provided a second output 2.32 of the gearbox 2, which is connected to the third transmission connection 7. That is, the torque and the rotational speed from the input shaft 2.41 and the first gear 2.51 can be transmitted to the second output terminal 2.32 via the third gear 2.53, the liquid viscosity governing clutch 2.6, and the output/input shaft 2.43 and output to the third transmission connection. Item 7.

The marine diesel propulsion power module also includes a load device. According to the present invention, the load device may be a marine propeller for propelling a ship, or a propeller simulation device for simulating the characteristics of a marine propeller, and those skilled in the art can understand that any device capable of having a propeller load characteristic can be used as The load device in the present invention. In the preferred embodiment shown in FIG. 1, the load device is a propeller simulation device 4. Specifically, it may be a propeller simulation device of a DC generator dynamometer. The dynamometer preferably uses a double-excitation DC motor, and the external excitation can expand the range of the dynamometer's rotational speed. Therefore, the propeller simulation device 4 can simulate the propeller characteristics and take into consideration the propulsion characteristics of the pitch and fixed pitch propellers. Propeller propulsion, Simulation of propeller characteristics under variable pitch and other conditions. Further preferably, the propeller simulation device 4 has the characteristics of four-quadrant operation, and power can be fed back to the grid.

The propeller simulation device 4 is connected to the first output end 2.31 of the gearbox 2 via a second transmission connection 6 so that the rotational speed and torque from the gearbox 2 can be accepted. The second transmission link 6 is preferably a low speed, high torque, flexible coupling that is capable of compensating for the offset between the shaftings and buffering the shock absorption to meet the need for frequent high speed load changes and frequent forward and reverse rotations. The second transmission link 6 can be made of a rigid metal material or a variable stiffness metal material.

As shown in Fig. 1, a shaft motor 3 is also included, which has a plurality of operating modes including PTO/PTI. In the present invention, PTO (Power Take off) refers to a mode in which the shaft motor 3 receives power from the marine diesel engine 1 to generate power and outputs it to the ship's power grid, that is, a generator mode. PTI (Power Take In) refers to the use of the shaft motor 3 as a motor and the marine diesel engine 1 to promote the thrust to meet the acceleration and load conditions of the ship. In addition, in the marine diesel propulsion power module of the present invention, the shaft motor 3 can also implement a PTH (Power Take me Home) mode, that is, when the marine diesel engine 1 fails or other emergencies, the propeller motor 3 alone drives the propeller. Come forward. The structure of the shaft motor 3 is known to those skilled in the art and will not be described herein.

The shaft motor 3 is connected to the second output end 2.32 of the gearbox 2 via a third transmission connection 7 so that the rotational speed and torque from the gearbox 2 can be accepted or the rotational speed and torque can be output to the gearbox 2. The third transmission link 7 is preferably a diaphragm coupling, that is, a plurality of sets of diaphragms (stainless steel sheets) are alternately bolted to the two coupling halves, and each set of diaphragms is assembled from a plurality of sheets. Thereby, it is possible to compensate for the relative displacement of the coupled two shafts by virtue of the elastic deformation of the diaphragm.

As shown in Figure 1, a monitoring device 8 is also provided, which can be a field industrial computer or a PLC component. The monitoring device 8 is connected to the gearbox 2, the propeller simulation device 4 and the marine diesel engine 1 via a control cable to monitor the operation of the three. Preferably, the monitoring device 21 is a centralized console, and the torque on the propeller shaft is calculated and sent to the converter according to the rotational speed of the driving motor and the motion of the ship propeller model. The converter controls the generator to produce the desired torque and feeds the emitted electrical energy back into the AC grid using the active inverter operation. If power is not required to be fed back to the grid, additional resistive load consumption can be utilized.

Further, a control panel assembly 9 is provided, which includes a shaft motor control screen, a load device control screen, and the like. In the control panel assembly 9 and the shaft motor 3 and the propeller simulation A control cable is provided between the sets 4 to externally display its operational signals through the control panel assembly 9.

A top view of the overall arrangement of a marine diesel propulsion power module is shown in FIG. It can be seen that the propulsion power module of the present invention is mounted on a test rig. The marine diesel engine 1 and the shaft motor 3 and the propeller simulation device 4 are respectively disposed on both sides of the gear box 2. The gearbox 2 and the marine diesel engine 1 are connected by a first transmission connection 5. The two output ends of the gearbox 2 are respectively connected to the propeller simulation device 4 and the shaft motor 3 via the second transmission member 6 and the third transmission member 7. The monitoring device 8 and the control panel assembly 9 are disposed in parallel at a distance from the marine diesel engine 1 and the like to facilitate the operation and observation by the tester.

Referring to FIG. 1, the control of the fluid coupling 42 and the liquid-gap speed regulating clutch 2.6 in the gearbox can be used to realize the different transmission schemes of the PTO and PTI of the marine diesel propulsion power module of the present invention.

Scheme 1. The marine diesel engine 1 only drives the propeller simulation device 4, and simulates the propeller characteristics under the conditions of propeller propulsion and variable pitch. Specifically, the fluid coupling 2.2 is filled with oil, thereby achieving a transmission connection between the marine diesel engine 1 and the gearbox 2 to transmit the rotational speed and torque from the marine diesel engine 1 to the gearbox 2. At the same time, the liquid viscosity timing clutch 2.6 is not engaged. Thereby, the first output end 2.31 of the gear box 2 is outputted outward, and the second output end 2.32 is not outputted outward. As a result, the marine diesel engine 1 outputs power to the propeller simulation device 4, but does not output to the shaft motor 3, so the shaft motor 3 does not generate electricity;

Solution 2. The ship speed diesel engine 1 simultaneously drives the propeller simulation device 4 and the shaft motor 3, and the shaft motor 3 operates in the PTO mode. Specifically, the fluid coupling 2.2 is filled with oil, thereby achieving a transmission connection between the marine diesel engine 1 and the gearbox 2 to transmit the rotational speed and torque from the marine diesel engine 1 to the gearbox 2. At the same time, the liquid viscosity timing clutch 2.6 is engaged. Thereby, the first output end 2.31 and the second output end 2.32 of the gear box 2 are both output outward. As a result, the marine diesel engine 1 outputs power to the propeller simulation device 4, and simultaneously outputs to the shaft motor 3 to drive the shaft motor 3 to generate electricity, so the shaft motor 3 operates in the PTO mode;

Solution 3. The marine diesel engine 1 and the shaft motor 3 jointly drive the propeller simulation device 4. Specifically, the fluid coupling 2.2 is filled with oil, thereby achieving a transmission connection between the marine diesel engine 1 and the gearbox 2 to transmit the rotational speed and torque from the marine diesel engine 1 to the gearbox 2. At the same time, the liquid viscosity timing clutch 2.6 is engaged. At this time, the control shaft motor 3 operates in the PTI mode, that is, the shaft motor 3 is switched from the generator to the motor to output the rotational speed and torque. Since the first, second and third gears in the gear case 2 are in mesh with each other. The result is that the ship diesel engine 1 and The speed and torque of the shaft motor 3 can be combined and output to the propeller simulation device 4;

Solution 4. The propeller simulation device 4 is separately driven by the shaft motor 3. Specifically, the fluid coupling 2.2 is drained to disengage the fluid coupling 2.2, thereby disconnecting the transmission between the marine diesel engine 1 and the gearbox 2. At the same time, the liquid viscosity timing clutch 2.6 is engaged. At this time, the control shaft motor 3 operates in the PTH mode, that is, the shaft motor 3 is switched from the generator to the motor to output the rotation speed and torque. Since the first, second and third gears in the gear case 2 are in mesh with each other. As a result, the rotational speed and torque of the shaft motor 3 can be output to the propeller simulation device 4, that is, the propeller simulation device 4 is separately driven by the shaft motor 3.

From this, it can be seen that the shaft motor 23 has a function of a shaft generator (PTO) and a motor (PTI), and can realize reversible alternating current power generation. The shaft motor 23 is connected to the frequency converter to realize the variable speed operation of the shaft motor 23 in the PTI mode, and the capacity of the frequency converter is in accordance with the speed adjustment range of the motor.

Those skilled in the art can use the marine diesel propulsion power module of the present invention as a simulation device to carry out a plurality of tests on the marine diesel propulsion power module, and the above tests include the diesel engine, the transmission equipment, the shaft motor, and the diesel engine in the marine diesel propulsion power module. Experimental research and verification of control strategies and other aspects. Therefore, it is possible to improve the versatility, replaceability, installation convenience, reliability, etc. of the marine diesel propulsion power module of the same series or the same power level in real ship applications. Furthermore, the propulsion power module according to the invention can also be applied to a real ship.

The present invention has been described by the above-described embodiments, but it should be understood that the above-described embodiments are only for the purpose of illustration and description. Further, those skilled in the art can understand that the present invention is not limited to the above embodiments, and various modifications and changes can be made according to the teachings of the present invention. These modifications and modifications are all claimed in the present invention. Within the scope.

Claims

A marine diesel propulsion power module, characterized in that the power module comprises:

Marine diesel engine;

Gearbox, the gearbox includes:

a power input end, the power input end being connected to the marine diesel engine through a first transmission connection;

An input shaft coupled to the power input end by a fluid coupling, the input shaft being disposed with a first gear in an axial direction;

An output shaft, one end of the output shaft being meshingly coupled to a first gear of the input shaft via a second gear to receive torque transmitted by the input shaft, the other end of the output shaft being provided with the gearbox a first output, the first output being coupled to the load device by a second transmission connection;

An output/input shaft, one end of the output/input shaft being coupled to a first gear of the input shaft via a governor clutch and a third gear, the other end of the output/input shaft being provided with the gearbox And a second output connected to the shaft motor via a third transmission connection.
The propulsion power module according to claim 1, wherein an outer circumference of the third gear meshes with the first gear, and the speed control clutch is a liquid-viscous speed regulation integrally mounted inside the third gear clutch.
The propulsion power module according to claim 1, wherein said first transmission link comprises: a coupling configured to perform frequency modulation and amplitude modulation on torsion vibration of the transmission shaft; and an elastic transmission shaft The elastic drive shaft is coupled to the coupling and configured to compensate for the various displacements generated during operation of the transmission.
The propulsion power module of claim 1 wherein said second transmission link is a low speed, high torque resilient coupling.
The propulsion power module of claim 1 wherein said third transmission link is a diaphragm coupling.
The propulsion power module of claim 1 wherein said load device is a propeller device or a propeller simulator.
The propulsion power module of claim 6 wherein said propeller simulation device is a DC generator dynamometer.
The propulsion power module of claim 1 further comprising monitoring means coupled to said marine diesel engine, said gearbox and said load device via a control cable.
The propulsion power module of claim 1 further comprising a control panel assembly, the control panel assembly including a shaft motor control screen and a load device control screen, wherein the control panel assembly is coupled to the A shaft motor and the load device.
The propulsion power module of claim 1 wherein said marine diesel engine is a marine high speed diesel engine or a marine medium speed diesel engine.