CN112781879A - Three-engine two-shaft marine diesel-fuel parallel operation transmission test bed - Google Patents
Three-engine two-shaft marine diesel-fuel parallel operation transmission test bed Download PDFInfo
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Abstract
The invention aims to provide a diesel-combustion parallel operation transmission test bed for a three-engine two-shaft ship. The power source can be one high-speed motor plus two medium-speed motors or one gas turbine plus two diesel engines according to different test scales and purposes. The invention has four operation modes, namely two medium-speed motors (or two diesel engines) drive two output shafts to operate, one high-speed motor (or one gas turbine) drives two output shafts to operate, one medium-speed motor (or one diesel engine) drives two output shafts to operate, and three main machines drive two output shafts to operate together. The invention can be used as the design basis of the development or debugging test platform of the gear transmission device. The test bed can simulate various operation conditions of a real-ship diesel-combustion parallel operation transmission device, is used for verifying the transmission principle of the three-engine two-shaft diesel-combustion parallel operation gear transmission device and determining the key characteristics of the three-engine two-shaft diesel-combustion parallel operation gear transmission device in the operation state.
Description
Technical Field
The invention relates to a test bed, in particular to a marine transmission test bed.
Background
The Combined diesel and fuel power is classified into two types, i.e., Combined diesel or gas turbine (CODOG) and Combined diesel and gas turbine (CODAG). The 'diesel-fuel combination vehicle' is a more advanced and more complex diesel-fuel combination power system, and compared with the 'diesel-fuel alternative' power system, the diesel-fuel combination vehicle has the main advantages that: the cruising economy of the diesel engine and the gas turbine are equivalent, but the diesel engine and the gas turbine in the diesel-fuel parallel operation power system are put into operation together under the full-speed working condition and are not in an idle state like the diesel engine in the diesel-fuel alternating power system, so that the comprehensive utilization rate of the main engine is further improved. The transmission device is one of core devices in a diesel-fuel parallel-operation power system, and plays an important role in combining and distributing main machine power and matching engine propeller torque and rotating speed.
Disclosure of Invention
The invention aims to provide a diesel-fuel parallel operation transmission test bed for a three-engine two-shaft ship, which is used for verifying the transmission principle of a diesel-fuel parallel operation transmission device for the three-engine two-shaft ship and determining key characteristics of the diesel-fuel parallel operation transmission device in an operating state.
The purpose of the invention is realized as follows:
the invention relates to a diesel-fuel parallel operation transmission test bed for a three-engine two-shaft ship, which is characterized in that: the device comprises a three-machine two-shaft diesel-fuel parallel operation gear transmission device for a test, a first hydraulic dynamometer, a second hydraulic dynamometer and a first host machine, wherein the three-machine two-shaft diesel-fuel parallel operation gear transmission device for the test comprises a parallel shaft power split gear box, a left main gear box, a right main gear box, a left double-speed gear box and a right double-speed gear box;
the first main machine is positioned on the central axis of the parallel shaft power splitting gearbox and positioned on the front side of the parallel shaft power splitting gearbox, the second-third main machines are symmetrically arranged on two sides of the parallel shaft power splitting gearbox and positioned on the rear sides of the left double-speed gearbox and the right double-speed gearbox respectively, the first-third main machines are positioned on the inner sides of the first-second hydraulic dynamometer, the left main gearbox and the right main gearbox are positioned between the parallel shaft power splitting gearbox and the left double-speed gearbox and between the left double-speed gearbox and the right double-speed gearbox, the left double-speed gearbox and the right double-speed gearbox are positioned between the left main gearbox and the right main gearbox and between the second medium-speed motor and the third medium-speed motor, the left step-up gearbox is positioned between the left main gearbox and the first hydraulic dynamometer, and the right step-;
the first main machine is connected with the parallel shaft power splitting gearbox through a first coupler and a synchronous automatic clutch, the left output end of the parallel shaft power splitting gearbox passes through a first friction clutch, the second coupler is connected with the front side input end of the left main gearbox, the right side output end of the parallel shaft power splitting gearbox is connected with the front side input end of the right main gearbox through a second friction clutch and a third coupler, the rear side input end of the left main gearbox is connected with the output end of the left double-speed gearbox through a fourth coupler, the output end of the left main gearbox is connected with the first hydraulic dynamometer, the rear side input end of the right main gearbox is connected with the output end of the right double-speed gearbox through a fifth coupler, the output end of the right main gearbox is connected with the second hydraulic dynamometer, the second host is connected with the input end of the left double-speed gearbox through a sixth coupler, and the third host is connected with the input end of the right double-speed gearbox through a seventh coupler;
the left double-speed gearbox comprises a first large-speed-ratio friction clutch and a first small-speed-ratio friction clutch, the right double-speed gearbox comprises a second large-speed-ratio friction clutch and a second small-speed-ratio friction clutch, and the left double-speed gearbox and the right double-speed gearbox are provided with three gears of disengaging, large-speed-ratio engaging and small-speed-ratio engaging.
The invention may also include;
1. when a principle test research is carried out on a scaling prototype, the first host machine is a high-speed motor, the second host machine and the third host machine are a second intermediate-speed motor and a third intermediate-speed motor, a left speed-up gear box is arranged between the left main gear box and the first hydraulic dynamometer, a right speed-up gear box is arranged between the right main gear box and the second hydraulic dynamometer, the output end of the left main gear box is connected with the left speed-up gear box through an eighth coupler, the output end of the right main gear box is connected with the right speed-up gear box through a ninth coupler, the left speed-up gear box is connected with the first hydraulic dynamometer through a tenth coupler, and the right speed-up gear box is connected with the second hydraulic dynamometer through an eleventh coupler; the first hydraulic dynamometer and the second hydraulic dynamometer adopt a high-speed low-power hydraulic dynamometer to simulate propeller load.
2. When a system dynamic characteristic test research is carried out on a full-size prototype, the first host is a gas turbine, the second host and the third host are a first diesel engine and a second diesel engine, the output end of the left main gearbox is connected with the first hydraulic dynamometer through an eighth coupler, the output end of the right main gearbox is connected with the second hydraulic dynamometer through a ninth coupler, and the first hydraulic dynamometer and the second hydraulic dynamometer adopt a low-speed high-power hydraulic dynamometer to simulate propeller load.
3. The first intermediate speed motor and the second intermediate speed motor are adopted for driving operation:
the first large-speed-ratio friction clutch and the second large-speed-ratio friction clutch are respectively engaged, the left double-speed gear box and the right double-speed gear box are both in large-speed-ratio engagement gears, the synchronous automatic clutch is disengaged, the first motor is not started, the first intermediate-speed motor transmits power to the first hydraulic dynamometer through the sixth coupler, the left double-speed gear box, the fourth coupler, the left main gear box, the eighth coupler, the step-up gear box and the tenth coupler and realizes rotation speed matching, and the second intermediate-speed motor transmits power to the second hydraulic dynamometer through the seventh coupler, the right double-speed gear box, the fifth coupler, the right main gear box, the ninth coupler, the right step-up gear box and the eleventh coupler and realizes rotation speed matching.
4. The high-speed motor is adopted for driving operation:
the first high-speed-ratio friction clutch and the first low-speed-ratio friction clutch in the left double-speed gearbox are disengaged, the second high-speed-ratio friction clutch and the second low-speed-ratio friction clutch in the right double-speed gearbox are disengaged, the first intermediate speed motor and the second intermediate speed motor are not started, the high-speed motor transmits power to the parallel shaft power splitting gearbox through the first coupler and the synchronous automatic clutch, power splitting is performed at the parallel shaft power splitting gearbox, and the left-side power transmits the power to the first hydraulic dynamometer through the first friction clutch, the second coupler, the left main gearbox, the eighth coupler, the left speed-up gearbox and the tenth coupler, so that rotating speed matching is realized; the right power flows through the second friction clutch, the third coupler, the right main gear box, the ninth coupler, the right speed-increasing gear box and the eleventh coupler to transmit the power to the second hydraulic dynamometer, and the matching of rotating speeds is realized.
5. The first intermediate-speed motor or the second intermediate-speed motor is adopted for driving operation;
when the first medium-speed motor is adopted for driving operation:
a first high-speed-ratio friction clutch inside a left double-speed gear box is engaged and is in a high-speed-ratio engagement gear, a second high-speed-ratio friction clutch inside a right double-speed gear box and a second low-speed-ratio friction clutch are disengaged, a second intermediate-speed motor is not started, a synchronous automatic clutch is disengaged, a high-speed motor is not started, the first intermediate-speed motor transmits power to a left main gear box through a sixth coupler, the left double-speed gear box and a fourth coupler, power splitting is carried out at the position of the left main gear box, the left power is transmitted to a first hydraulic dynamometer through an eighth coupler, a left speed-increasing gear box and a tenth coupler, and rotating speed matching is realized; the right power flows through a second coupler, a first friction clutch, a parallel shaft power splitting gearbox, a second friction clutch, a third coupler, a right main gearbox, a ninth coupler, a right speed-up gearbox and an eleventh coupler to transmit the power to a second hydraulic dynamometer, and the matching of rotating speeds is realized;
when the second medium-speed motor is adopted for driving operation:
a second high-speed-ratio friction clutch inside the right double-speed gearbox is engaged and is in a high-speed-ratio engagement gear, a first high-speed-ratio friction clutch inside the left double-speed gearbox and a first low-speed-ratio friction clutch are disengaged, a first medium-speed motor is not started, a synchronous automatic clutch is disengaged, a high-speed motor is not started, the second medium-speed motor transmits power to a right main gearbox through a seventh coupler, the right double-speed gearbox and a fifth coupler, power splitting is performed at the right main gearbox, the right power is transmitted to a second hydraulic dynamometer through a ninth coupler, a right speed-increasing gearbox and an eleventh coupler, and rotating speed matching is realized; the left power flows through the third coupler, the second friction clutch, the parallel shaft power splitting gearbox, the first friction clutch, the second coupler, the left main gearbox, the eighth coupler, the seat speed-increasing gearbox and the tenth coupler to transmit the power to the first hydraulic dynamometer, and rotation speed matching is achieved.
6. The method comprises the following steps of (1) driving and operating by adopting a high-speed motor, a first intermediate-speed motor and a second intermediate-speed motor together:
the first small-speed-ratio friction clutch and the second small-speed-ratio friction clutch in the left double-speed gearbox and the right double-speed gearbox are engaged and are in a small-speed-ratio engaging gear, the high-speed motor transmits power to the parallel shaft power splitting gearbox through the first coupler and the synchronous automatic clutch, power splitting is carried out at the parallel shaft power splitting gearbox, and left-side power is transmitted to the left main gearbox through the first friction clutch and the second coupler; the right power flows through the second friction clutch, the third coupler and is transmitted to the right main gear box, meanwhile, the first intermediate speed motor transmits the power to the left main gear box through the sixth coupler, the left double-speed gear box and the fourth coupler, after converging with the left power flow of the high-speed motor at the position of the left main gear box, the power is transmitted to the first hydraulic dynamometer through the eighth coupler, the left speed-increasing gear box and the tenth coupler, and the matching of the rotating speeds is realized; the second intermediate speed motor transmits power to the right main gear box through a seventh coupler, the right double-speed gear box and a fifth coupler, and after converging with power flow on the right side of the high-speed motor at the right main gear box, the power is transmitted to the second hydraulic dynamometer through a ninth coupler, the right speed-increasing gear box and an eleventh coupler, and rotation speed matching is achieved.
7. The first diesel engine and the second diesel engine are adopted for driving operation or the gas turbine is adopted for driving operation independently;
when the first diesel engine and the second diesel engine are used for driving and running:
the first large-speed-ratio friction clutch and the second large-speed-ratio friction clutch in the left double-speed gearbox and the right double-speed gearbox are engaged, the synchronous automatic clutch is disengaged when the two large-speed-ratio friction clutches are in a large-speed-ratio engagement gear, the gas turbine is not started, the first diesel engine transmits power to the first hydraulic dynamometer through the sixth coupler, the left double-speed gearbox, the fourth coupler, the left main gearbox and the eighth coupler and realizes rotation speed matching, and the second diesel engine transmits power to the second hydraulic dynamometer through the seventh coupler, the right double-speed gearbox, the fifth coupler, the right main gearbox and the ninth coupler and realizes rotation speed matching;
when the gas turbine is used for independent driving operation:
the first high-speed-ratio friction clutch and the first low-speed-ratio friction clutch, the second high-speed-ratio friction clutch and the second low-speed-ratio friction clutch in the left double-speed gearbox and the right double-speed gearbox are disengaged, the first diesel engine and the second diesel engine are not started, the gas turbine transmits power to the parallel shaft power splitting gearbox through the first coupler and the synchronous automatic clutch, power splitting is carried out at the parallel shaft power splitting gearbox, the left power flows through the first friction clutch, the second coupler, the left main gearbox and the eighth coupler, the power is transmitted to the first hydraulic dynamometer, and rotating speed matching is achieved; the right power flows through the second friction clutch, the third coupler, the right main gear box and the ninth coupler to transmit the power to the second hydraulic dynamometer, and rotation speed matching is achieved.
8. The first diesel engine or the second diesel engine is adopted for driving operation;
when the first diesel engine is used for driving and running:
a first high-speed-ratio friction clutch in the left double-speed gearbox is engaged and is in a high-speed-ratio engagement gear, a second high-speed-ratio friction clutch and a second low-speed-ratio friction clutch in the right double-speed gearbox are disengaged, a second diesel engine is not started, a synchronous automatic clutch is disengaged, a gas turbine is not started, the sixth part of the first diesel engine transmits power to a left main gearbox through a coupler, the left double-speed gearbox and a fourth coupler, power splitting is carried out at the position of the left main gearbox, the left power transmits the power to a first hydraulic dynamometer through an eighth coupler, and rotating speed matching is realized; the right power flows through a second coupler, a first friction clutch, a parallel shaft power split gearbox, a second friction clutch, a third coupler, a right main gearbox and a ninth coupler to transmit the power to a second hydraulic dynamometer, and rotation speed matching is realized;
when the second diesel engine is used for driving and running:
the first high-speed-ratio friction clutch in the right double-speed gearbox is engaged and is in a high-speed-ratio engagement gear, the first high-speed-ratio friction clutch and the first low-speed-ratio friction clutch in the left double-speed gearbox are disengaged, the first diesel engine is not started, the synchronous automatic clutch is disengaged, the gas turbine is not started, the second diesel engine transmits power to the right main gearbox through the seventh coupler, the right double-speed gearbox and the fifth coupler, power splitting is performed at the right main gearbox, the right power is transmitted to the second hydraulic dynamometer through the ninth coupler, and rotating speed matching is achieved; the left power flows through the third coupler, the second friction clutch, the parallel shaft power splitting gearbox, the first friction clutch, the second coupler, the left main gearbox and the eighth coupler to transmit the power to the first hydraulic dynamometer, and rotation speed matching is achieved.
9. The gas turbine, the first diesel engine and the second diesel engine are jointly driven to operate:
the first small-speed-ratio friction clutch and the second small-speed-ratio friction clutch inside the left double-speed gearbox and the right double-speed gearbox are engaged and are in a small-speed-ratio engaging gear, the power of the gas turbine is transmitted to the parallel shaft power splitting gearbox through the first coupler and the synchronous automatic clutch, the power splitting is carried out at the parallel shaft power splitting gearbox, and the left power is transmitted to the left main gearbox through the first friction clutch and the second coupler; the right power flows through the second friction clutch and the third coupler and is transmitted to the right main gearbox, meanwhile, the first diesel engine transmits the power to the left main gearbox through the sixth coupler, the left double-speed gearbox and the fourth coupler, and the power is converged with the left power flow of the gas turbine at the position of the left main gearbox and then is transmitted to the first hydraulic dynamometer, so that the matching of the rotating speeds is realized; the second diesel engine transmits power to the right main gearbox through the seventh coupler, the right double-speed gearbox and the fifth coupler, the right main gearbox converges with the right power flow of the gas turbine and then transmits the power to the second hydraulic dynamometer, and rotation speed matching is achieved.
The invention has the advantages that: the invention can be used as the design basis of the development or debugging test platform of the gear transmission device. The test bed can simulate various operation conditions of a real-ship diesel-combustion parallel operation transmission device, is used for verifying the transmission principle of the three-engine two-shaft diesel-combustion parallel operation gear transmission device and determining the key characteristics of the three-engine two-shaft diesel-combustion parallel operation gear transmission device in the operation state.
Drawings
FIG. 1 is a layout diagram of a three-engine two-shaft marine diesel engine parallel driving test bed for principle test research;
FIG. 2 is a layout diagram of a diesel-fuel parallel-operation transmission test bed for a three-engine two-shaft ship for system dynamic characteristic test research;
FIG. 3 is a schematic view of a measuring point of a three-engine two-shaft marine diesel fuel parallel-driving transmission test bed for a principle test research;
FIG. 4 is a schematic diagram of a measuring point of a three-engine two-shaft marine diesel fuel parallel-driving transmission test bed for system dynamic characteristic test research.
Detailed Description
The invention will now be described in more detail by way of example with reference to the accompanying drawings in which:
referring to FIGS. 1-4, the test stand structure of the present invention
According to the attached figure 1, a three-machine two-shaft marine diesel-fuel parallel-operation transmission test bed for principle test research is arranged in a left-right bearing mode, a high-speed motor 1 and medium- speed motors 15 and 16 are used as main machines for the test, and hydraulic dynamometers 11 and 20 are used for simulating propeller loads.
The high-speed motor 1 is positioned on the central axis of the whole test bed and is parallel to the front side of the shaft power splitting gearbox 4; the 2 medium- speed motors 15 and 16 are symmetrically arranged on two sides of the central axis of the test bed and are respectively positioned on the rear sides of the left double-speed gear box 13 and the right double-speed gear box 18; all the hosts are located inside the 2 hydraulic dynamometers 11, 20. The main gearboxes 7, 24 are located between the parallel axis power splitting gearbox 4 and the two- speed gearboxes 13, 18; the two- speed gearboxes 13, 18 are located between the main gearboxes 7, 24 and the intermediate speed motors 15, 16; the speed increasing gear boxes 9, 22 are located between the main gear boxes 7, 24 and the hydraulic dynamometers 11, 20. The parallel shaft power splitting gearbox 4 is single-input and double-output, the main gearboxes 7 and 24 are double-input and single-output, and the speed-increasing gearboxes 9 and 22 and the two- speed gearboxes 13 and 18 are single-input and single-output.
The high-speed motor 1 is connected with the parallel shaft power splitting gearbox 4 through the coupler 2 and the synchronous automatic clutch 3, the left output end of the parallel shaft power splitting gearbox 4 is connected with the front input end of the left main gearbox 7 through the friction clutch 5 and the coupler 6, and the right output end of the parallel shaft power splitting gearbox 4 is connected with the front input end of the right main gearbox 24 through the friction clutch 26 and the coupler 25. The rear input end of the left main gear box 7 is connected with the output end of the left double-speed gear box 13 through a coupler 12, and the output end of the left main gear box 7 is connected with the left speed-up gear box 9 through a coupler 8. The rear input end of the right main gearbox 24 is connected with the output end of the right two-speed gearbox 18 through a coupler 19, and the output end of the right main gearbox 24 is connected with the right speed-increasing gearbox 22 through a coupler 23. The medium speed motors 15 and 16 are respectively connected with the input ends of the two- speed gear boxes 13 and 18 through the couplings 14 and 17. Each double-speed gearbox is provided with 1 large-speed-ratio friction clutch and 1 small-speed-ratio friction clutch, and has three gears of disengagement, large-speed-ratio engagement and small-speed-ratio engagement.
As can be seen from the attached figure 2, the diesel-fuel parallel-operation transmission test bed for the three-engine two-shaft ship for the system dynamic characteristic test research of the full-size prototype is arranged in a left-right bearing mode, the gas turbine 27 and the diesel engines 28 and 29 are used as main machines for the test, and the hydraulic power testers 11 and 20 are used for simulating propeller loads. Compared with the principle test bed described above, the left and right step-up gear boxes at the input end of the hydraulic dynamometer are reduced, the hydraulic dynamometers 11 and 20 are directly connected with the left and right main gear boxes 7 and 24, and the rest arrangement types are the same and are not described again.
Principle of transmission
The diesel-fuel parallel-operation transmission test bed for the three-engine two-shaft ship can realize four operation modes that two medium-speed motors or two diesel engines drive two output shafts to operate, one high-speed motor or one gas turbine drives two output shafts to operate, one medium-speed motor or one diesel engine drives two output shafts to operate, and three main engines drive two output shafts to operate together, and the specific transmission principle is as follows:
a) two medium-speed motors or two diesel engines drive two output shafts to operate
According to the test bed structure shown in the attached figure 1, when two intermediate speed motors 15 and 16 drive two output shafts to operate, the high-speed-ratio friction clutches inside the two- speed gear boxes 13 and 18 are engaged and are in a high-speed-ratio engagement gear, the synchronous automatic clutch 3 is disengaged, and the high-speed motor 1 is not started. The medium-speed motor 15 transmits power to the hydraulic dynamometer 11 through the coupler 14, the left double-speed gear box 13, the coupler 12, the left main gear box 7, the coupler 8, the speed-increasing gear box 9 and the coupler 10, and rotation speed matching is achieved. The medium-speed motor 16 transmits power to the hydraulic dynamometer 20 through a coupler 17, a right double-speed gearbox 18, a coupler 19, a right main gearbox 24, a coupler 23, a right speed-increasing gearbox 22 and a coupler 21, and realizes rotation speed matching.
According to the test bed structure shown in the figure 2, when two diesel engines 28 and 29 drive two output shafts to operate, the high-speed-ratio friction clutches inside the two- speed gear boxes 13 and 18 are engaged, the high-speed-ratio engagement gear is positioned, the synchronous automatic clutch 3 is disengaged, and the gas turbine 27 is not started. The diesel engine 28 transmits power to the hydraulic dynamometer 11 through the coupler 14, the left two-speed gearbox 13, the coupler 12, the left main gearbox 7 and the coupler 8, and rotation speed matching is achieved. The diesel engine 29 transmits power to the hydraulic dynamometer 20 through the coupler 17, the right two-speed gearbox 18, the coupler 19, the right main gearbox 24 and the coupler 23, and rotation speed matching is achieved.
b) One high-speed motor or one gas turbine drives two output shafts to operate
According to the test bed structure shown in the attached figure 1, when the high-speed motor 1 drives two output shafts to operate, 2 friction clutches inside the two- speed gear boxes 13 and 18 are disengaged, and the medium- speed motors 15 and 16 are not started. The high-speed motor 1 transmits power to a parallel shaft power splitting gearbox 4 through a coupler 2 and a synchronous automatic clutch 3. Power splitting is carried out at the parallel shaft power splitting gearbox 4, the power on the left side flows through the friction clutch 5, the coupler 6, the left main gearbox 7, the coupler 8, the left speed-up gearbox 9 and the coupler 10 to be transmitted to the hydraulic dynamometer 11, and rotating speed matching is realized; the right power flows through the friction clutch 26, the coupler 25, the right main gearbox 24, the coupler 23, the right step-up gearbox 22 and the coupler 21 to transmit the power to the hydraulic dynamometer 20, and the rotation speed matching is realized.
According to the test stand configuration of fig. 2, when the gas turbine 27 drives the two output shafts in operation, the 2 friction clutches inside the two- speed gearboxes 13, 18 are disengaged and the diesel engines 28, 29 are not started. The gas turbine 27 transmits power to the parallel shaft power splitting gearbox 4 through the coupling 2 and the synchronous automatic clutch 3. Power is split at the parallel shaft power splitting gearbox 4, the left power flows through the friction clutch 5, the coupler 6, the left main gearbox 7 and the coupler 8, the power is transmitted to the hydraulic dynamometer 11, and rotating speed matching is achieved; the right power flows through the friction clutch 26, the coupler 25, the right main gearbox 24 and the coupler 23 to transmit power to the hydraulic dynamometer 20, and the rotation speed matching is achieved.
c) One medium-speed motor or one diesel engine drives two output shafts to operate
Taking the medium-speed motor 15 as an example, according to the test bed structure shown in fig. 1, when 1 medium-speed motor 15 drives two output shafts to operate, the large-speed-ratio friction clutch inside the left two-speed gear box 13 is engaged and is in a large-speed-ratio engagement gear, the 2 friction clutches inside the right two-speed gear box 18 are disengaged, the medium-speed motor 16 is not started, the synchronous automatic clutch 3 is disengaged, and the high-speed motor 1 is not started. The medium speed motor 15 transmits power to the left main gearbox 7 through the coupling 14, the left two speed gearbox 13, the coupling 12. Power is split at the left main gearbox 7, and the left power flows through the coupler 8, the left speed-up gearbox 9 and the coupler 10 to be transmitted to the hydraulic dynamometer 11, so that rotation speed matching is realized; the right power flows through the coupler 6, the friction clutch 5, the parallel shaft power splitting gearbox 4, the friction clutch 26, the coupler 25, the right main gearbox 24, the coupler 23, the right speed-increasing gearbox 22 and the coupler 21 to transmit the power to the hydraulic dynamometer 20, and the matching of the rotating speeds is realized.
Taking the diesel engine 28 as an example, according to the test bench structure shown in fig. 2, when 1 diesel engine 28 drives two output shafts to operate, the high-speed-ratio friction clutch inside the left two-speed gearbox 13 is engaged and is in a high-speed-ratio engagement gear, the 2 friction clutches inside the right two-speed gearbox 18 are disengaged, the diesel engine 29 is not started, the synchronous automatic clutch 3 is disengaged, and the gas turbine 27 is not started. The diesel engine 28 transfers power to the left main gearbox 7 through the coupling 14, the left two-speed gearbox 13, the coupling 12. Power is split at the left main gearbox 7, the left power flows through the coupler 8 to be transmitted to the hydraulic dynamometer 11, and rotation speed matching is achieved; the right power flows through the coupler 6, the friction clutch 5, the parallel shaft power splitting gearbox 4, the friction clutch 26, the coupler 25, the right main gearbox 24 and the coupler 23 to transmit the power to the hydraulic dynamometer 24, and the rotation speed matching is realized.
d) Three main machines drive two output shafts to operate
According to the test bed structure shown in the attached figure 1, when 3 main machines drive two output shafts to operate together, all the main machines are in a working state, the low-speed-ratio friction clutches inside the two- speed gear boxes 13 and 18 are engaged, and the low-speed-ratio friction clutches are in a low-speed-ratio engaging gear. The high-speed motor 1 transmits power to a parallel shaft power splitting gearbox 4 through a coupler 2 and a synchronous automatic clutch 3. Power splitting is carried out at the parallel shaft power splitting gearbox 4, and the left power is transmitted to a left main gearbox 7 through a friction clutch 5 and a coupler 6; the right side power flows through the friction clutch 26, the coupling 25, to the right main gearbox 24. Meanwhile, the medium-speed motor 15 transmits power to the left main gear box 7 through the coupler 14, the left double-speed gear box 13 and the coupler 12, converges with the power flow on the left side of the high-speed motor 1 at the position of the left main gear box 7, and transmits the converged power flow to the hydraulic dynamometer 11 through the coupler 8, the left step-up gear box 9 and the coupler 10, and rotation speed matching is realized; the medium-speed motor 16 transmits power to the right main gearbox 24 through the coupler 17, the right double-speed gearbox 18 and the coupler 19, converges with the right power flow of the high-speed motor 1 at the right main gearbox 24, and transmits the power to the hydraulic dynamometer 20 through the coupler 23, the right step-up gearbox 22 and the coupler 21, and rotation speed matching is achieved.
According to the test bed structure shown in the attached figure 2, when 3 main machines drive two output shafts to operate together, all the main machines are in a working state, the low-speed-ratio friction clutches inside the two- speed gear boxes 13 and 18 are engaged, and the low-speed-ratio friction clutches are in a low-speed-ratio engaging gear. The gas turbine 1 transmits power to a parallel shaft power splitting gearbox 4 through a coupling 2 and a synchronous automatic clutch 3. Power splitting is carried out at the parallel shaft power splitting gearbox 4, and the left power is transmitted to a left main gearbox 7 through a friction clutch 5 and a coupler 6; the right side power flows through the friction clutch 26, the coupling 25, to the right main gearbox 24. Meanwhile, the diesel engine 28 transmits power to the left main gearbox 7 through the coupler 14, the left double-speed gearbox 13 and the coupler 12, converges with the power flow on the left side of the gas turbine 27 at the position of the left main gearbox 7, and then transmits the converged power flow to the hydraulic dynamometer 11, and rotation speed matching is realized; the diesel engine 16 transmits power to the right main gearbox 24 through the coupler 17, the right two-speed gearbox 18 and the coupler 19, converges with the right power flow of the gas turbine 27 at the position of the right main gearbox 24, and transmits the converged power flow to the hydraulic dynamometer 20, and rotation speed matching is achieved.
2. Test bench equipment selection and test rationale
In the principle test research of the diesel-fuel parallel-operation transmission device for the three-engine two-shaft ship, the motor can be selected as a main engine for the test. The rotating speed range of the high-speed motor is equivalent to that of a target real ship gas turbine, and the rotating speed range of the medium-speed motor is equivalent to that of a target real ship diesel engine. The total power of the high-speed motor and the medium-speed motor is at least larger than the power consumption of the experimental three-engine two-shaft diesel-combustion parallel-operation gear transmission device, and the power ratio of the high-speed motor and the medium-speed motor is the same as the ratio of the target gas turbine and diesel engine of the real ship. The structure type and the gear strength of the three-engine two-shaft diesel-combustion parallel operation gear transmission device for the test are the same as those of a real ship transmission device as much as possible. When the dynamic characteristic test research of a full-size prototype system is carried out, the main engine and the three-engine two-shaft diesel-combustion parallel-operation gear transmission device for the test are consistent with those of a full ship. The ratio of the rotating speed and the power of the hydraulic dynamometer at the load end is the same as that of a real ship propeller.
In order to obtain the system dynamic characteristics of the diesel-fuel parallel-operation transmission device for the three-engine two-shaft ship, a torsion tester and a vibration sensor are required to be arranged on a test bed, and the specific positions are shown in figures 3 and 4. The torque, the rotating speed, the power flow direction and the transmission efficiency of the three-engine two-shaft diesel-fuel parallel-operation gear transmission device for the test can be determined by arranging the torque measuring instrument at the input end and the output end of each gear box. In addition, the vibration sensor is mainly arranged at the bearing cover of each box body, and the measured vibration value can be used for verifying the correctness of the dynamic force simulation result of the gear-rotor-bearing system.
Claims (10)
1. The utility model provides a marine firewood of three quick-witted diaxons fires and car transmission test platform which characterized by: the device comprises a three-machine two-shaft diesel-fuel parallel operation gear transmission device for a test, a first hydraulic dynamometer, a second hydraulic dynamometer and a first host machine, wherein the three-machine two-shaft diesel-fuel parallel operation gear transmission device for the test comprises a parallel shaft power split gear box, a left main gear box, a right main gear box, a left double-speed gear box and a right double-speed gear box;
the first main machine is positioned on the central axis of the parallel shaft power splitting gearbox and positioned on the front side of the parallel shaft power splitting gearbox, the second-third main machines are symmetrically arranged on two sides of the parallel shaft power splitting gearbox and positioned on the rear sides of the left double-speed gearbox and the right double-speed gearbox respectively, the first-third main machines are positioned on the inner sides of the first-second hydraulic dynamometer, the left main gearbox and the right main gearbox are positioned between the parallel shaft power splitting gearbox and the left double-speed gearbox and between the left double-speed gearbox and the right double-speed gearbox, the left double-speed gearbox and the right double-speed gearbox are positioned between the left main gearbox and the right main gearbox and between the second medium-speed motor and the third medium-speed motor, the left step-up gearbox is positioned between the left main gearbox and the first hydraulic dynamometer, and the right step-;
the first main machine is connected with the parallel shaft power splitting gearbox through a first coupler and a synchronous automatic clutch, the left output end of the parallel shaft power splitting gearbox passes through a first friction clutch, the second coupler is connected with the front side input end of the left main gearbox, the right side output end of the parallel shaft power splitting gearbox is connected with the front side input end of the right main gearbox through a second friction clutch and a third coupler, the rear side input end of the left main gearbox is connected with the output end of the left double-speed gearbox through a fourth coupler, the output end of the left main gearbox is connected with the first hydraulic dynamometer, the rear side input end of the right main gearbox is connected with the output end of the right double-speed gearbox through a fifth coupler, the output end of the right main gearbox is connected with the second hydraulic dynamometer, the second host is connected with the input end of the left double-speed gearbox through a sixth coupler, and the third host is connected with the input end of the right double-speed gearbox through a seventh coupler;
the left double-speed gearbox comprises a first large-speed-ratio friction clutch and a first small-speed-ratio friction clutch, the right double-speed gearbox comprises a second large-speed-ratio friction clutch and a second small-speed-ratio friction clutch, and the left double-speed gearbox and the right double-speed gearbox are provided with three gears of disengaging, large-speed-ratio engaging and small-speed-ratio engaging.
2. The diesel-fuel parallel-operation transmission test bed for the three-engine two-shaft ship according to claim 1, which is characterized in that: when a principle test research is carried out on a scaling prototype, the first host machine is a high-speed motor, the second host machine and the third host machine are a second intermediate-speed motor and a third intermediate-speed motor, a left speed-up gear box is arranged between the left main gear box and the first hydraulic dynamometer, a right speed-up gear box is arranged between the right main gear box and the second hydraulic dynamometer, the output end of the left main gear box is connected with the left speed-up gear box through an eighth coupler, the output end of the right main gear box is connected with the right speed-up gear box through a ninth coupler, the left speed-up gear box is connected with the first hydraulic dynamometer through a tenth coupler, and the right speed-up gear box is connected with the second hydraulic dynamometer through an eleventh coupler; the first hydraulic dynamometer and the second hydraulic dynamometer adopt a high-speed low-power hydraulic dynamometer to simulate propeller load.
3. The diesel-fuel parallel-operation transmission test bed for the three-engine two-shaft ship according to claim 1, which is characterized in that: when a system dynamic characteristic test research is carried out on a full-size prototype, the first host is a gas turbine, the second host and the third host are a first diesel engine and a second diesel engine, the output end of the left main gearbox is connected with the first hydraulic dynamometer through an eighth coupler, the output end of the right main gearbox is connected with the second hydraulic dynamometer through a ninth coupler, and the first hydraulic dynamometer and the second hydraulic dynamometer adopt a low-speed high-power hydraulic dynamometer to simulate propeller load.
4. The diesel-fuel parallel-operation transmission test bed for the three-engine two-shaft ship according to claim 2, which is characterized in that: the first intermediate speed motor and the second intermediate speed motor are adopted for driving operation:
the first large-speed-ratio friction clutch and the second large-speed-ratio friction clutch are respectively engaged, the left double-speed gear box and the right double-speed gear box are both in large-speed-ratio engagement gears, the synchronous automatic clutch is disengaged, the first motor is not started, the first intermediate-speed motor transmits power to the first hydraulic dynamometer through the sixth coupler, the left double-speed gear box, the fourth coupler, the left main gear box, the eighth coupler, the step-up gear box and the tenth coupler and realizes rotation speed matching, and the second intermediate-speed motor transmits power to the second hydraulic dynamometer through the seventh coupler, the right double-speed gear box, the fifth coupler, the right main gear box, the ninth coupler, the right step-up gear box and the eleventh coupler and realizes rotation speed matching.
5. The diesel-fuel parallel-operation transmission test bed for the three-engine two-shaft ship according to claim 2, which is characterized in that: the high-speed motor is adopted for driving operation:
the first high-speed-ratio friction clutch and the first low-speed-ratio friction clutch in the left double-speed gearbox are disengaged, the second high-speed-ratio friction clutch and the second low-speed-ratio friction clutch in the right double-speed gearbox are disengaged, the first intermediate speed motor and the second intermediate speed motor are not started, the high-speed motor transmits power to the parallel shaft power splitting gearbox through the first coupler and the synchronous automatic clutch, power splitting is performed at the parallel shaft power splitting gearbox, and the left-side power transmits the power to the first hydraulic dynamometer through the first friction clutch, the second coupler, the left main gearbox, the eighth coupler, the left speed-up gearbox and the tenth coupler, so that rotating speed matching is realized; the right power flows through the second friction clutch, the third coupler, the right main gear box, the ninth coupler, the right speed-increasing gear box and the eleventh coupler to transmit the power to the second hydraulic dynamometer, and the matching of rotating speeds is realized.
6. The diesel-fuel parallel-operation transmission test bed for the three-engine two-shaft ship according to claim 2, which is characterized in that: the first intermediate-speed motor or the second intermediate-speed motor is adopted for driving operation;
when the first medium-speed motor is adopted for driving operation:
a first high-speed-ratio friction clutch inside a left double-speed gear box is engaged and is in a high-speed-ratio engagement gear, a second high-speed-ratio friction clutch inside a right double-speed gear box and a second low-speed-ratio friction clutch are disengaged, a second intermediate-speed motor is not started, a synchronous automatic clutch is disengaged, a high-speed motor is not started, the first intermediate-speed motor transmits power to a left main gear box through a sixth coupler, the left double-speed gear box and a fourth coupler, power splitting is carried out at the position of the left main gear box, the left power is transmitted to a first hydraulic dynamometer through an eighth coupler, a left speed-increasing gear box and a tenth coupler, and rotating speed matching is realized; the right power flows through a second coupler, a first friction clutch, a parallel shaft power splitting gearbox, a second friction clutch, a third coupler, a right main gearbox, a ninth coupler, a right speed-up gearbox and an eleventh coupler to transmit the power to a second hydraulic dynamometer, and the matching of rotating speeds is realized;
when the second medium-speed motor is adopted for driving operation:
a second high-speed-ratio friction clutch inside the right double-speed gearbox is engaged and is in a high-speed-ratio engagement gear, a first high-speed-ratio friction clutch inside the left double-speed gearbox and a first low-speed-ratio friction clutch are disengaged, a first medium-speed motor is not started, a synchronous automatic clutch is disengaged, a high-speed motor is not started, the second medium-speed motor transmits power to a right main gearbox through a seventh coupler, the right double-speed gearbox and a fifth coupler, power splitting is performed at the right main gearbox, the right power is transmitted to a second hydraulic dynamometer through a ninth coupler, a right speed-increasing gearbox and an eleventh coupler, and rotating speed matching is realized; the left power flows through the third coupler, the second friction clutch, the parallel shaft power splitting gearbox, the first friction clutch, the second coupler, the left main gearbox, the eighth coupler, the seat speed-increasing gearbox and the tenth coupler to transmit the power to the first hydraulic dynamometer, and rotation speed matching is achieved.
7. The diesel-fuel parallel-operation transmission test bed for the three-engine two-shaft ship according to claim 2, which is characterized in that: the method comprises the following steps of (1) driving and operating by adopting a high-speed motor, a first intermediate-speed motor and a second intermediate-speed motor together:
the first small-speed-ratio friction clutch and the second small-speed-ratio friction clutch in the left double-speed gearbox and the right double-speed gearbox are engaged and are in a small-speed-ratio engaging gear, the high-speed motor transmits power to the parallel shaft power splitting gearbox through the first coupler and the synchronous automatic clutch, power splitting is carried out at the parallel shaft power splitting gearbox, and left-side power is transmitted to the left main gearbox through the first friction clutch and the second coupler; the right power flows through the second friction clutch, the third coupler and is transmitted to the right main gear box, meanwhile, the first intermediate speed motor transmits the power to the left main gear box through the sixth coupler, the left double-speed gear box and the fourth coupler, after converging with the left power flow of the high-speed motor at the position of the left main gear box, the power is transmitted to the first hydraulic dynamometer through the eighth coupler, the left speed-increasing gear box and the tenth coupler, and the matching of the rotating speeds is realized; the second intermediate speed motor transmits power to the right main gear box through a seventh coupler, the right double-speed gear box and a fifth coupler, and after converging with power flow on the right side of the high-speed motor at the right main gear box, the power is transmitted to the second hydraulic dynamometer through a ninth coupler, the right speed-increasing gear box and an eleventh coupler, and rotation speed matching is achieved.
8. The diesel-fuel parallel-operation transmission test bed for the three-engine two-shaft ship according to claim 3, which is characterized in that: the first diesel engine and the second diesel engine are adopted for driving operation or the gas turbine is adopted for driving operation independently;
when the first diesel engine and the second diesel engine are used for driving and running:
the first large-speed-ratio friction clutch and the second large-speed-ratio friction clutch in the left double-speed gearbox and the right double-speed gearbox are engaged, the synchronous automatic clutch is disengaged when the two large-speed-ratio friction clutches are in a large-speed-ratio engagement gear, the gas turbine is not started, the first diesel engine transmits power to the first hydraulic dynamometer through the sixth coupler, the left double-speed gearbox, the fourth coupler, the left main gearbox and the eighth coupler and realizes rotation speed matching, and the second diesel engine transmits power to the second hydraulic dynamometer through the seventh coupler, the right double-speed gearbox, the fifth coupler, the right main gearbox and the ninth coupler and realizes rotation speed matching;
when the gas turbine is used for independent driving operation:
the first high-speed-ratio friction clutch and the first low-speed-ratio friction clutch, the second high-speed-ratio friction clutch and the second low-speed-ratio friction clutch in the left double-speed gearbox and the right double-speed gearbox are disengaged, the first diesel engine and the second diesel engine are not started, the gas turbine transmits power to the parallel shaft power splitting gearbox through the first coupler and the synchronous automatic clutch, power splitting is carried out at the parallel shaft power splitting gearbox, the left power flows through the first friction clutch, the second coupler, the left main gearbox and the eighth coupler, the power is transmitted to the first hydraulic dynamometer, and rotating speed matching is achieved; the right power flows through the second friction clutch, the third coupler, the right main gear box and the ninth coupler to transmit the power to the second hydraulic dynamometer, and rotation speed matching is achieved.
9. The diesel-fuel parallel-operation transmission test bed for the three-engine two-shaft ship according to claim 3, which is characterized in that: the first diesel engine or the second diesel engine is adopted for driving operation;
when the first diesel engine is used for driving and running:
a first high-speed-ratio friction clutch in the left double-speed gearbox is engaged and is in a high-speed-ratio engagement gear, a second high-speed-ratio friction clutch and a second low-speed-ratio friction clutch in the right double-speed gearbox are disengaged, a second diesel engine is not started, a synchronous automatic clutch is disengaged, a gas turbine is not started, the sixth part of the first diesel engine transmits power to a left main gearbox through a coupler, the left double-speed gearbox and a fourth coupler, power splitting is carried out at the position of the left main gearbox, the left power transmits the power to a first hydraulic dynamometer through an eighth coupler, and rotating speed matching is realized; the right power flows through a second coupler, a first friction clutch, a parallel shaft power split gearbox, a second friction clutch, a third coupler, a right main gearbox and a ninth coupler to transmit the power to a second hydraulic dynamometer, and rotation speed matching is realized;
when the second diesel engine is used for driving and running:
the first high-speed-ratio friction clutch in the right double-speed gearbox is engaged and is in a high-speed-ratio engagement gear, the first high-speed-ratio friction clutch and the first low-speed-ratio friction clutch in the left double-speed gearbox are disengaged, the first diesel engine is not started, the synchronous automatic clutch is disengaged, the gas turbine is not started, the second diesel engine transmits power to the right main gearbox through the seventh coupler, the right double-speed gearbox and the fifth coupler, power splitting is performed at the right main gearbox, the right power is transmitted to the second hydraulic dynamometer through the ninth coupler, and rotating speed matching is achieved; the left power flows through the third coupler, the second friction clutch, the parallel shaft power splitting gearbox, the first friction clutch, the second coupler, the left main gearbox and the eighth coupler to transmit the power to the first hydraulic dynamometer, and rotation speed matching is achieved.
10. The diesel-fuel parallel-operation transmission test bed for the three-engine two-shaft ship according to claim 3, which is characterized in that: the gas turbine, the first diesel engine and the second diesel engine are jointly driven to operate:
the first small-speed-ratio friction clutch and the second small-speed-ratio friction clutch inside the left double-speed gearbox and the right double-speed gearbox are engaged and are in a small-speed-ratio engaging gear, the power of the gas turbine is transmitted to the parallel shaft power splitting gearbox through the first coupler and the synchronous automatic clutch, the power splitting is carried out at the parallel shaft power splitting gearbox, and the left power is transmitted to the left main gearbox through the first friction clutch and the second coupler; the right power flows through the second friction clutch and the third coupler and is transmitted to the right main gearbox, meanwhile, the first diesel engine transmits the power to the left main gearbox through the sixth coupler, the left double-speed gearbox and the fourth coupler, and the power is converged with the left power flow of the gas turbine at the position of the left main gearbox and then is transmitted to the first hydraulic dynamometer, so that the matching of the rotating speeds is realized; the second diesel engine transmits power to the right main gearbox through the seventh coupler, the right double-speed gearbox and the fifth coupler, the right main gearbox converges with the right power flow of the gas turbine and then transmits the power to the second hydraulic dynamometer, and rotation speed matching is achieved.
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