EP2218639B1 - Système de contrôle de rotation pour unité de propulsion de bateaux - Google Patents

Système de contrôle de rotation pour unité de propulsion de bateaux Download PDF

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Publication number
EP2218639B1
EP2218639B1 EP09152938.8A EP09152938A EP2218639B1 EP 2218639 B1 EP2218639 B1 EP 2218639B1 EP 09152938 A EP09152938 A EP 09152938A EP 2218639 B1 EP2218639 B1 EP 2218639B1
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EP
European Patent Office
Prior art keywords
propulsion unit
ship propulsion
unit
turning
turn
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EP09152938.8A
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German (de)
English (en)
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EP2218639A1 (fr
Inventor
Masanori Kodera
Yoshiki Nanke
Koichi Shiraishi
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Niigata Power Systems Co Ltd
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Niigata Power Systems Co Ltd
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Priority to EP09152938.8A priority Critical patent/EP2218639B1/fr
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
    • B63H25/06—Steering by rudders
    • B63H25/08—Steering gear
    • B63H25/14—Steering gear power assisted; power driven, i.e. using steering engine
    • B63H25/18—Transmitting of movement of initiating means to steering engine
    • B63H25/24—Transmitting of movement of initiating means to steering engine by electrical means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
    • B63H25/42—Steering or dynamic anchoring by propulsive elements; Steering or dynamic anchoring by propellers used therefor only; Steering or dynamic anchoring by rudders carrying propellers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
    • B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
    • B63H5/125—Arrangements on vessels of propulsion elements directly acting on water of propellers movably mounted with respect to hull, e.g. adjustable in direction, e.g. podded azimuthing thrusters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
    • B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
    • B63H5/125—Arrangements on vessels of propulsion elements directly acting on water of propellers movably mounted with respect to hull, e.g. adjustable in direction, e.g. podded azimuthing thrusters
    • B63H2005/1254—Podded azimuthing thrusters, i.e. podded thruster units arranged inboard for rotation about vertical axis

Definitions

  • the present invention relates to a ship propulsion unit, generically referred to as an azimuth thruster, which may be, for example, a Z-type propulsion unit, an L-type propulsion unit, or a pod propulsion unit having a propulsion function and a steering function, and more particularly to a turn control system which is a steering system for controlling the steering of the ship propulsion unit.
  • a ship propulsion unit generically referred to as an azimuth thruster
  • an azimuth thruster which may be, for example, a Z-type propulsion unit, an L-type propulsion unit, or a pod propulsion unit having a propulsion function and a steering function
  • a turn control system which is a steering system for controlling the steering of the ship propulsion unit.
  • FIG. 5 shows an example of such a hydraulic turning system.
  • a command inputted by operating an operating wheel 100 is converted into an electrical signal at a control box 101.
  • the electrical signal then operates a servo valve 102 to cause a hydraulic pump 103 (variable delivery pump) to operate.
  • the servo valve 102 can change the discharge rate and discharge direction of the hydraulic pump 103.
  • the hydraulic pump 103 and hydraulic motors 104 are connected via a circulatory path.
  • An oil tank 105 and a suction filter 106 make up an oil supply path through which drain oil collected for reuse is supplied.
  • the turning cylinder of the ship propulsion unit 110 is provided with a tracking transmitter 107 which detects the turning angle of the ship propulsion unit 110 and outputs the detected turning angle as turning position information to the control box 101.
  • an existing type of a hydraulic turning system has a complicated structure including various pipe-connected hydraulic units such as the hydraulic pump 103, servo valve 102, suction filter 106, and oil tank 105.
  • Such a system is vulnerable to oil leakage which results in soiling the system. Every time the system develops a fault, repair or maintenance work, for example, purging air by filling oil becomes necessary. This is an obstacle to stable operation of the system.
  • the output shaft of the motor is provided with a pinion gear which is engaged with a gear mounted on a steering shaft.
  • the steering shaft is turned.
  • the electrical turning system disclosed in JP-A No. 2004-131061 has a steering cone integrally incorporating a stator and a rotor. The steering cone is turned by electric power.
  • JP-A No. 2007-8189 a basic system structure for turning the steering shaft using a motor under inverter control is disclosed, how to accurately control the turning position of the rudder or the torque applied to the rudder to hold it in a specified position is not explained.
  • a turning system to be installed in a ship there are considerations to be made, for example, whether to make turning control performable selectively both from the bridge side and from the propulsion unit side and what measure to take if the motor used for turning operation goes out of order, but such considerations are not included in JP-A No. 2007-8189 .
  • the turning system disclosed in JP-A No. 2007-8189 is technically far from being good enough for actual use.
  • the motor used for tuning operation is integrated with the part to be turned. Such an integrated structure is disadvantageous when replacing or repairing the motor. Furthermore, the turning system disclosed in JP-A No. 2004-131061 has problems similar to those described above for the turning system disclosed in JP-A No. 2007-8189 .
  • the arrangement comprises an azimuthing propulsion unit and operating equipment for turning said azimuthing propulsion unit to steer the vessel.
  • the operating equipment comprises an electric motor for rotating said propulsion unit by means of a mechanical power transmission machinery connected to said electric motor.
  • a power unit supplies electric power to said electric motor.
  • a control unit controls the operation of said electric motor by controlling said power unit.
  • the arrangement also comprises a sensor device for detecting the rotational position of said azimuthing propulsion unit.
  • a control unit is arranged to process steering command information from a control means and turning position information from said sensor device and to control the operation of said electric motor on the basis of this processing.
  • the present invention addresses the above problems, and it is an object of the invention to provide a turn control system for controlling the turning of an azimuth thruster, the turn control system being characterized as follows.
  • the turn control system enables the rudder to be kept in a specified position by accurate turning position control and torque control. It can be operated selectively both from the bridge side and from the propulsion unit side of the ship. It includes a reliable backup support system in case the motor used for turning operation goes out of order, so that it is a highly satisfactory turn control system to be put in actual use.
  • the turn control system for a ship propulsion unit according to the present invention can generate the following advantageous effects.
  • FIG. 1 is a diagram showing a basic configuration of a servo control system used in each of the following embodiments of the present invention.
  • FIG. 2 shows an overall configuration of a first embodiment of the present invention.
  • FIG. 3 is a diagram showing the relationship, observed in turn control performed in the first embodiment, between turn command angle and turn command voltage.
  • FIG. 4 shows an overall configuration of a second embodiment.
  • the AC servo control system shown in FIG. 1 is a control system which, by operating according to a received command, makes a target device operate as specified by the command.
  • the AC servo control system includes a controller (propulsion unit control board) 1 serving as a control unit for outputting, responding to a command from a ship operator, a turn command signal specifying a direction and an angle in which and by which a ship propulsion unit (e.g. Z-type propulsion unit) is to be turned, an AC servo amplifier 2 which outputs a speed command signal specifying the turning direction and angle specified by the controller 1, and an AC servo motor 3 which turns the ship propulsion unit as ordered by the AC servo amplifier 2.
  • the AC servo motor 3 has a built-in encoder for detecting its own state (the encoder may be replaced by a resolver).
  • the AC servo motor 3 When the AC servo amplifier 2 outputs, responding to a command received from the controller 1, a speed command signal at an AC frequency proportional to a predetermined speed (i.e. when the AC servo amplifier 2 provides electric power at the AC frequency), the AC servo motor 3 rotates in accordance with the speed command signal at the AC frequency.
  • the AC servo motor 3 detects, as needed, its own state using the built-in encoder (or resolver) and feeds back information on its own speed and electric current to the AC server amplifier 2. Namely, the AC servo motor 3 keeps collecting information on its own operating state and feeds back the collected information to the AC servo amplifier 2 so that its operating state may be kept in agreement with the command from the AC servo amplifier 2.
  • the ship operator When, to have the AC servo motor 3 turn the ship propulsion unit according to the present embodiment, the ship operator inputs a turning direction and angle using an operating wheel, not shown in FIG. 1 , the input information is given to the controller 1, then to the AC servo amplifier 2.
  • the AC servo amplifier 2 outputs a speed command signal for a predetermined speed to the AC servo motor 3 making the AC servo motor 3 turn the ship propulsion unit by the specified angle in the specified direction.
  • the AC servo amplifier 2 controls the turning speed of the AC servo motor 3.
  • the ship propulsion unit reaches the specified position, the turning speed becomes 0 and the AC servo motor 3 enters a hold state.
  • a tracking transmitter tracks the turning position of the ship propulsion unit, and information on the turning position detected by the tracking transmitter and the turning position setting information inputted by the ship operator are compared by the controller 1.
  • the AC servo amplifier 2 changes the speed specification to 0 for the speed command signal given to the AC servo motor 3 and thereby stops the ship propulsion unit in the position reached by turning.
  • the AC servo amplifier 2 performs speed control. Since the speed specified by the speed command given to the ship propulsion unit in a hold state is 0, the AC servo amplifier 2 controls the AC servo motor 3 to hold it at speed 0. Namely, when the ship propulsion unit in a hold state is subjected to an external potential (torque), a speed deviation is generated. This causes the AC servo amplifier 2 to control the AC servo motor 3 to have a reverse torque generated so as to hold the ship propulsion unit at speed 0.
  • the speed command used in speed control specifies a propulsion unit speed in terms of motor rotation speed (rpm).
  • a predetermined speed corresponding to which a speed command signal is outputted as described above is a constant speed.
  • a ship propulsion unit can make, for example, a 180-degree turn in 10 seconds, a corresponding motor rotation speed is determined for specification in a corresponding speed command.
  • the motor rotation speed to be specified by a speed command can therefore be arbitrarily determined by the user based on the specifications of the target ship propulsion unit.
  • the AC servo system of the present embodiment incorporates a torque limiter equivalent to a safety valve in a hydraulic turning system.
  • a torque limiter equivalent to a safety valve in a hydraulic turning system.
  • FIG. 2 shows a system of a first embodiment, in which the AC servo system described with reference to FIG. 1 is included, of the present invention.
  • a ship propulsion unit 4 (pod type) of the present embodiment is integrated with a pod 6 having a propeller 5 and a strut 7 (rudder).
  • a turning cylinder 8 having an inverted circular truncated cone shape and being fixed at an upper end of the strut 7 is installed rotatably about a turning shaft which is positioned approximately perpendicularly to a base 9 provided at the bottom of the ship.
  • a turning ring 10 is formed over a circular circumferential surface inside the top opening of the turning cylinder 8.
  • the AC servo motor 3 is fixed, with its drive shaft pointing down, to the ship body in the vicinity of and upwardly of the turning cylinder 8.
  • a decelerator 11 is fixed to the drive shaft of the AC servo motor 3.
  • the output shaft of the decelerator 11 is attached with a pinion 12.
  • the pinion 12 is engaged with the turning ring 10 of the turning cylinder 8.
  • the turning cylinder 8 rotates to make the ship propulsion unit 4 turn underwater to a desired position.
  • the AC servo motor 3 and the decelerator 11 are connected (shaft to shaft) using a spline coupling or a friction joint, they can be mounted and demounted with ease.
  • the AC servo motor 3 is connected to the AC servo amplifier 2.
  • the AC servo amplifier 2 is connected with an AC servo amplifier power supply 21 for 200 VAC via the NFB/electromagnetic contactor/noise filter 20.
  • a regenerative resistor 13 is connected to the AC servo amplifier 2. The back power generated when turning is stopped can be converted into heat at the regenerative resistor 13, and the heat can then be radiated (namely, the regenerative resistor 13 can function as a regenerative brake).
  • the power regeneration method may be used depending on the capacity of the AC servo motor 3 to be used.
  • the turning cylinder 8 of the ship propulsion unit 4 is, as previously mentioned with reference to FIG. 1 , provided with the tracking transmitter 14.
  • the input shaft of the tracking transmitter 14 is provided with a pinion 15 which is engaged with the turning ring 10 of the turning cylinder 8.
  • the tracking transmitter 14 can detect the angle of turning of the ship propulsion unit 4 based on the rotation of the turning ring 10 and output the detected turning angle as information on the turning position of the ship propulsion unit 4 to the controller 1 (propulsion unit control board).
  • An operating wheel 16 is provided on a bridge, not shown, of the ship as a first operating unit for remotely operating the ship propulsion unit 4 from the bridge.
  • the ship operator can input, using the operating wheel 16, turning position setting information specifying a position to which the ship propulsion unit 4 is to be turned. To be more concrete, the information specifies the direction and angle in which and by which the ship propulsion unit 4 is to be turned.
  • the turning position setting information inputted from the operating wheel 16 is, as described above with reference to FIG. 1 , inputted to the controller 1, i.e. a first control unit, that is connected to a power supply 22 for 24 VDC.
  • a manual turn button 17 which is a second operating unit for operating the ship propulsion unit 4 from the local side and a control board 18 which is a second control unit connected to the manual turn button 17 are provided in the steering engine room, not shown, of the ship.
  • the manual turn button 17 and the control board 18 have functions approximately the same as those of the operating wheel 16 and the controller 1, respectively.
  • the steering engine room is on the ship's bottom where the ship propulsion unit 4 is installed and provides space where the AC servo motor 3 and the tracking transmitter 14 are installed.
  • the tracking transmitter 14 has a display section in which the turning angle of the turning cylinder 8 can be displayed. An operator in the steering engine room can use the manual turn button 18 looking at the turning angle displayed in the display section of the tracking transmitter 14.
  • the controller 1 on the bridge side and the control board 18 on the local side are connected via a common changeover switch 19, i.e. a changeover unit, in a system portion upstream of the AC servo amplifier 2.
  • the changeover switch 19 enables a changeover between (remote) operation on the bridge side and (manual) operation on the local side.
  • the ship propulsion unit 4 can be turned remotely using the operating wheel 16 at the bridge.
  • the ship propulsion unit 4 can be turned manually using the manual turn button 17 in the steering engine room.
  • the operator uses the manual turn button 17 while looking at the display section of the tracking transmitter 14 provided on the local side.
  • a different arrangement for example, in which an operating panel provided with the AC servo amplifier 2, changeover switch 19, control board 18, and manual turn button 17 are installed in the steering engine room, will make it possible to control local side operations in the steering engine room. Such an arrangement will also make the system configuration more compact.
  • the turning position setting information specifying a position to which the ship propulsion unit 4 is to be turned is inputted from the operating wheel 16.
  • the controller 1 propulsion unit control board
  • a turn command signal specifying the direction and angle in which and by which the ship propulsion unit 4 is to be turned. Namely, a command for turning the ship propulsion unit 4 in a desired direction by a desired angle can be outputted using the operating wheel 16.
  • the AC servo amplifier 2 According to the turn command signal received from the controller 1, the AC servo amplifier 2 outputs a corresponding speed command signal to the AC servo motor 3.
  • the AC servo motor 3 is driven at the speed specified by the speed command signal received from the AC servo amplifier 2.
  • the turning ring 10 rotates, causing the turning cylinder 8, strut 7 (rudder), and pod 6 to turn.
  • the tracking transmitter 14 for position information detection is disposed in the pod 6 (z-type propulsion unit).
  • the input shaft of the tracking transmitter 14 is provided with the pinion 15 that rotates being engaged with the teeth formed on the turning ring 10 and detects the angle of rotation of the turning ring 10. The detected rotation angle is communicated to the controller 1 (propulsion unit control board).
  • the controller 1 compares the turning position setting information inputted from the operating wheel 16 and the turning position detection information from the tracking transmitter 14, and outputs data calculated to make the deviation nil between the compared sets of information to the AC servo amplifier 2 to control driving of the AC servo motor 3.
  • FIG. 3 is a graph showing the relationship between turn command angle and turn command voltage as example control data with which a positioning circuit included in the controller 1 is provided for use in performing the control operation as described above.
  • the angle of rightward turning corresponds to positive voltage
  • the angle of leftward turning corresponds to negative voltage.
  • the controller 1 outputs a signal determined, based on data as shown in FIG. 3 , to bring the deviation between the turning position setting information and turning position detection information toward 0 to the AC servo amplifier 2. For example, when changing the turning position rightward, the controller 1 outputs a positive turn command voltage, and, when changing the turning position leftward, the controller 1 outputs a negative turn command voltage.
  • the AC servo motor 3 and AC servo amplifier 2 perform speed control.
  • the AC servo amplifier 2 outputs a speed command specifying speed 0.
  • the AC servo motor 3 When the ship propulsion unit 4 including the rudder 7 is subjected to the potential of an outside flow field, causing an external force to be applied to the propulsion unit 4 in a direction of rotation, the AC servo motor 3 generates a holding torque to oppose the external force and hold the ship propulsion unit 4 in a specified position (for example, when the ship propulsion unit 4 is stopped, the AC servo amplifier 2 performs control to keep the ship propulsion unit 4 at speed 0).
  • a torque limit protection function allows the ship propulsion unit 4 to turn in the direction of the external potential so as to prevent damage to the ship propulsion unit 4.
  • the AC servo motor 3 has a built-in electromagnetic brake to be used as a parking brake when bringing the ship alongside a pier.
  • the changeover switch 19 is disposed in a system portion upstream of the AC servo amplifier 2.
  • the changeover switch 19 makes it possible to optionally determine whether to operate the ship propulsion unit 4 remotely from the bridge side or manually from the local side.
  • the operating wheel 16 is used for remote operation from the bridge.
  • the manual turn button 17 is used for manual operation from the steering engine room near the ship propulsion unit 4.
  • FIG. 4 shows a system of a second embodiment using the AC servo system described with reference to FIG. 1 .
  • the system of the second embodiment is equivalent to the system of the first embodiment provided with an additional combination of the AC servo amplifier 2 and AC servo motor 3.
  • the second embodiment is approximately identical with the first embodiment, so that detailed description of parts identical between the two embodiments will be omitted in the following.
  • two combinations of the AC servo amplifier 2 and AC servo motor 3 are used.
  • the two combinations are both connected, via the changeover switch 19, to the controller 1 on the bridge side and the control board 18 on the local side.
  • each of the two combinations is controlled either by the control system on the bridge side (for control using the tracking transmitter 14) or by the control system on the steering local side (for manual control).
  • a power switch 25 for the AC servo amplifier 2 of the failed combination is set to OFF, and only the other combination is controlled either from the bridge side (for control using the tracking transmitter 14) or from the steering local side (for manual control).
  • the failed combination for which the power switch 25 has been set to OFF is no longer controlled, and the shaft of its AC servo motor 3 is left idling.
  • the capacity of the AC servo motors 3 may be determined such that, in case one of the two AC servo motors 3 fails, the other one can allow the ship propulsion unit to turn with the ship navigating at a 100% speed or such that, even though the ship can navigate at a 100% speed when the two AC servo motors 3 are operating, the ship can navigate only at a minimum speed if one of the two AC servo motors 3 fails. Which one of these arrangements is to use may be determined taking relevant specifications, design, and costs into consideration.
  • the changeover switch 19 can also be used to switch between operation on the bridge side (for control using the tracking transmitter 14) and operation on the local side (for manual operation). Regardless of the selection by the changeover switch 19, turning of the ship propulsion unit can be controlled normally, and the protection function based on a preset torque limit works to prevent damage to the turn control system. Even though the configuration including the two combinations of the AC servo amplifier 2 and AC servo motor 3 has been described above, the configuration may include more than two combinations of the AC servo amplifier 2 and AC servo motor 3.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Control Of Multiple Motors (AREA)

Claims (3)

  1. Système de contrôle de rotation pour une unité de propulsion de navire (4) qui fait tourner une unité de propulsion de navire (4) installée de façon rotative sur un navire autour d'un arbre rotatif jusqu'à une position souhaitée, le système de contrôle de rotation comprenant :
    une première unité de fonctionnement pour délivrer en entrée des informations de réglage de position de rotation spécifiant une position vers laquelle une unité de propulsion de navire (4) doit être tournée ;
    une première unité de contrôle (1) pour délivrer en sortie un signal de commande de rotation spécifiant, sur la base des informations de réglage de position de rotation délivrées en entrée à partir de la première unité de fonctionnement, une direction vers laquelle l'unité de propulsion de navire (4) doit être tournée et un angle selon lequel l'unité de propulsion de navire (4) doit être tournée ;
    un servo-amplificateur (2) pour délivrer en sortie un signal de commande de vitesse sur la base du signal de commande de rotation à partir de la première unité de contrôle (1) ;
    un servomoteur (3) qui est en prise avec une bague rotative prévue dans l'unité de propulsion de navire (4) en rotation autour de l'arbre rotatif, ledit servomoteur présentant un codeur intégré pour détecter son propre état, ledit servomoteur (3), lorsqu'il fait tourner l'unité de propulsion de navire (4) en étant entraîné à une vitesse spécifiée par un signal de commande de vitesse provenant du servo-amplificateur (2), délivrant en sortie des informations de retour sur sa propre vitesse et son propre courant électrique audit servo-amplificateur (2) de sorte que son état de fonctionnement puisse rester conforme audit signal de commande provenant dudit servo-amplificateur (2) en collectant des informations sur son propre état à partir dudit détecteur intégré, et
    un émetteur de suivi pour détecter une position de rotation de l'unité de propulsion de navire (4) et délivrer en sortie des informations sur la position de rotation détectée en tant qu'informations de détection de position de rotation ;
    dans lequel le contrôle est effectué dans la première unité de contrôle (1) de sorte que les informations de détection de position de rotation provenant de l'émetteur de suivi et les informations de réglage de position de rotation délivrées en entrée à partir de la première unité de fonctionnement soient comparées et de sorte que, lorsqu'il n'y a pas d'écart entre les informations comparées, un signal de commande de rotation soit délivré en sortie au servo-amplificateur (2), le signal de commande de rotation étant composé pour que le servo-amplificateur (2) délivre en sortie un signal de commande de vitesse au servomoteur (3), le signal de commande de vitesse spécifiant la vitesse 0 ;
    le servomoteur (3) possède une fonction de contrôle du couple qui maintient l'unité de propulsion de navire (4) dans une position spécifiée en générant un couple de maintien qui s'oppose à un potentiel extérieur appliqué à l'unité de propulsion de navire (4) dans le cas où le potentiel extérieur ne dépasse pas une valeur limite prédéterminée ; caractérisé en ce que
    une limite de courant électrique prédéterminée en tant que limite de couple ; et
    une fonction de protection de limite de couple qui, lorsque l'unité de propulsion de navire (4) est soumise à un potentiel extérieur dépassant ladite valeur limite prédéterminée, ne permet pas à un courant électrique dépassant ladite limite de courant électrique de circuler à travers le servomoteur (3), permettant ainsi à l'unité de propulsion de navire (4) de tourner dans le sens du potentiel extérieur de sorte qu'une détérioration de l'unité de propulsion de navire (4) est empêchée.
  2. Système de contrôle de rotation pour une unité de propulsion de navire (4) selon la revendication 1,
    dans lequel la première unité de fonctionnement est prévue sur un pont d'un navire ;
    dans lequel une deuxième unité de fonctionnement et une deuxième unité de contrôle sont prévues dans un compartiment des servomoteurs du navire, la deuxième unité de contrôle délivrant en sortie un signal de commande de rotation spécifiant, sur la base d'informations de réglage de position de rotation délivrées en entrée à partir de la deuxième unité de fonctionnement, une direction vers laquelle l'unité de propulsion de navire (4) doit être tournée et un angle selon lequel l'unité de propulsion de navire (4) doit être tournée par rapport au servo-amplificateur (2) ; et
    dans lequel on prévoit en outre une unité de commutation pour sélectionner, en tant que système pour contrôler le servomoteur (3), une combinaison parmi une première combinaison de la première unité de fonctionnement et de la première unité de contrôle (1) et une deuxième combinaison de la deuxième unité de fonctionnement et de la deuxième unité de contrôle.
  3. Système de contrôle de rotation pour une unité de propulsion de navire (4) selon les revendications 1 et 2,
    le système de contrôle de rotation étant équipé d'au moins deux combinaisons du servo-amplificateur (2) et du servomoteur (3), les au moins deux combinaisons étant contrôlées, dans un état de fonctionnement normal, en commun par la première unité de fonctionnement, la première unité de contrôle (1) et l'émetteur de suivi ; et
    dans lequel, lorsqu'une des au moins deux combinaisons est défaillante, le servo-amplificateur (2) de la combinaison défaillante est désactivé et les autres combinaisons sont contrôlées par la première unité de fonctionnement, la première unité de contrôle (1) et l'émetteur de suivi.
EP09152938.8A 2009-02-16 2009-02-16 Système de contrôle de rotation pour unité de propulsion de bateaux Active EP2218639B1 (fr)

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JP6395996B2 (ja) * 2012-10-05 2018-09-26 新潟原動機株式会社 船舶推進機の旋回制御装置
CN102963517A (zh) * 2012-12-06 2013-03-13 王军辉 具有双侧双向助力制动螺旋桨的船舶
JP2016216008A (ja) * 2015-05-26 2016-12-22 ヤンマー株式会社 マリンギヤ装置
IT201700080822A1 (it) * 2017-07-17 2019-01-17 Vsd Group Srl Boa galleggiante e campo di regata delimitato da una serie di boe galleggianti
CN109795658B (zh) * 2017-11-17 2022-02-01 西门子能源国际公司 吊舱式推进器的支撑装置及吊舱式推进器
US11820478B2 (en) * 2019-01-18 2023-11-21 Ab Volvo Penta Electrical steering system in a marine vessel and a method for controlling such a steering system
CN114044104B (zh) * 2021-11-03 2023-03-21 上海外高桥造船有限公司 船舶保持航向最小航速的测定方法

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FR2842784B1 (fr) * 2002-07-25 2005-03-11 Alstom Gouverne de navire asservie en position angulaire par un moteur electrique
DE10311577B4 (de) * 2003-03-10 2005-04-28 Klaus Kabella Bugsteuervorrichtung für einen Schubverband
JP2007008189A (ja) 2005-06-28 2007-01-18 Oshima Shipbuilding Co Ltd 電動式操舵装置
US8060265B2 (en) * 2007-01-16 2011-11-15 Ab Volvo Penta Method of steering aquatic vessels

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