EP3105118B1 - Ruderantriebssystem und verfahren - Google Patents

Ruderantriebssystem und verfahren Download PDF

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Publication number
EP3105118B1
EP3105118B1 EP15703974.4A EP15703974A EP3105118B1 EP 3105118 B1 EP3105118 B1 EP 3105118B1 EP 15703974 A EP15703974 A EP 15703974A EP 3105118 B1 EP3105118 B1 EP 3105118B1
Authority
EP
European Patent Office
Prior art keywords
rudder
hydraulic
drive system
main drives
pump
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
Application number
EP15703974.4A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP3105118A1 (de
Inventor
Hendrik SCHÄDEL
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
MacGregor Germany GmbH and Co KG
Original Assignee
MacGregor Germany GmbH and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
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Application filed by MacGregor Germany GmbH and Co KG filed Critical MacGregor Germany GmbH and Co KG
Publication of EP3105118A1 publication Critical patent/EP3105118A1/de
Application granted granted Critical
Publication of EP3105118B1 publication Critical patent/EP3105118B1/de
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • 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
    • B63H25/26—Steering engines
    • B63H25/28—Steering engines of fluid type
    • B63H25/30—Steering engines of fluid type hydraulic
    • 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
    • B63H25/22—Transmitting of movement of initiating means to steering engine by fluid means

Definitions

  • the invention relates to a rudder drive system 1 for operating a rudder system of watercraft according to the preamble of patent claim 1 and a method for operating a rudder system of watercraft.
  • Ship steering gear is usually equipped with electro-hydraulic rudder drive systems.
  • Known rudder drive systems such as from the document GB 2 040 246 are known to have two identically running redundant electro-hydraulic main drives, each consisting of an electric motor driven hydraulic pump, a so-called motor pump group, an associated power and control electronics and hydraulic peripherals.
  • the size of the motor pump groups is calculated according to the building codes of classification societies so that the rudder can be moved in 28 seconds over an angular range of 65 ° (35 ° one side to 30 ° of the other side).
  • the rudder laying time or rudder laying speed must be achieved with only one or both motor pump groups.
  • the size of the hydraulic pumps is determined to a first approximation by the required oil volume flow, whereas the size of the electric motors is determined by the hydraulic power, i. the flow rate and the pressure difference of the hydraulic oil is determined.
  • the hydraulic pumps are operated by electric motors, which are designed with a fixed rated speed, so that the required variable drive power can vary over the motor torque.
  • the described properties of the combinations of electric motor and hydraulic pump lead to operational disadvantages.
  • the motor pump group runs at approximately constant and maximum speed. Since the friction-induced mechanical power loss is a function of the speed, therefore, the full power loss is generated in each operating condition, even if, for example, no rudder adjustment and consequently no oil flow is required. If the hydraulic pumps are designed as constant pumps, the hydraulic friction also contributes to the power loss.
  • running an electric motor in, for example, asynchronous design at lower power than the rated power at very unfavorable power factors so that significantly higher effective currents than would be required for the power flow. Consequently, the electrical power losses are relatively high, especially at low powers.
  • a rudder drive system which has to maintain a maneuverability in the event of unforeseen failure of both electro-hydraulic main drives supplied via a hydraulic accumulator sub-drive, by means of which the rudder can be placed by pressure relief.
  • the object of the invention is to provide a rudder drive system which overcomes the aforementioned disadvantages and enables efficient operation. Furthermore, it is an object of the invention to provide a method for efficiently operating a steering gear.
  • An inventive rudder drive system for operating a rudder system of watercraft has at least one rudder and two redundant electro-hydraulic main drives for rudder, which are independently operable.
  • the rudder drive system has an electrohydraulic auxiliary drive for rudder engagement, which can be operated independently of the main drives and which has an electric motor with frequency converter for driving a hydraulic pump.
  • the electric motor is powered by a frequency converter
  • their speed and direction can steplessly steer between standstill and rated speed and with reduced torque beyond the rated speed. Consequently, the speed can be selected exactly according to the required flow rate.
  • the rudder is also the drive train, so that no power loss is generated as in an idling main drive.
  • the power factor can be set and, consequently, very high even at low speeds, so that the lossy currents can also be kept as low as at the nominal point of the electric motor.
  • the auxiliary drive causes a one-time investment cost, due to the small size of the frequency converter in particular, it is lower than, for example, the additional procurement of two frequency converters for the main drives.
  • any failure risks of the frequency converter in the solution according to the invention is not a disadvantage because the required according to the classification requirements main drives are available in the same way and can be used in case of failure of the frequency converter to one or both main drives.
  • the rudder drive system according to the invention thus enables the efficient operation of a rudder system, especially when in low-load operation, for example in an autopilot ride on the high seas, in the small rudder angle in a long time and a small power requirement, the rudder is via the auxiliary drive.
  • the main drives are then at a standstill.
  • ruddering can take place via one or both main drives.
  • the auxiliary drive is then at a standstill.
  • the rudder drive system is technically very easy to perform when the hydraulic pump of the power take-off is a constant displacement pump with a constant displacement.
  • the efficiency of the rudder drive system can be further increased if the power take-off is reduced in power compared to the main drives.
  • Reduced power means, at a same nominal pressure, a lower rated power and a lower oil volume flow, so that the auxiliary drive promotes less oil volume flow at full rated pressure than any of the main drives.
  • the PTO may be sized to deliver between 5% to 30%, notably 10% to 20%, of the oil flow rate of each main engine at full rated pressure.
  • the nominal power of the auxiliary drive is between 5 and 30%, principally between 10% and 20%, of the rated power of each main drive.
  • a technical embodiment of the rudder drive system is that, for example, at least the hydraulic pumps of the main drives are constant displacement pumps with a constant delivery volume.
  • hydraulic pumps of the main drives are adjustable displacement variable displacement pumps.
  • At least the hydraulic pump of the auxiliary drive has two conveying directions.
  • two redundant main drives and a power take-off are operated separately from each other, wherein in nominal load operation of the power take-off is at a standstill and a rudder placement by one of Main drives is performed, and in low load operation, the main drives are at a standstill and a rudder is performed by the PTO.
  • the power take-off with the frequency-controlled hydraulic pump in operation is at standstill of the rudder or at small required Ruderlege füren, as is usually the case for a large proportion of time during a stationary straight ahead and slight course corrections of a ship, the power take-off with the frequency-controlled hydraulic pump in operation.
  • the main drives are at a standstill, but can be switched on at any time.
  • the speed of the hydraulic pump between standstill and nominal value can be controlled.
  • the PTO can be operated even at higher than rated speed when the frequency converter drives the electric motor in a field weakening condition.
  • This mode of operation is advantageous when the electric motor of the auxiliary drive is operated at optimum power factor and consequently at low electrical losses. Furthermore, the mechanical and hydraulic power loss, which is anyway much lower than that of the main drives due to the small size, also dependent on the speed and thus only generated when hydraulic useful power is needed. The comparatively large main drives are then at a standstill and thus generate neither electrical, mechanical or hydraulic power loss, nor do they consume operating time, so that wear and maintenance costs are significantly reduced. In nominal load operation at required rudder speeds, which go beyond the power of the power take-off, at least one of the main drives is put into operation and the PTO is turned off.
  • FIG. 1 is a schematic representation of a first embodiment of a rudder drive system 2 according to the invention for operating a steering gear 4 of a watercraft.
  • the steering gear 4 has a rudder or rudder blade 6, which is adjustable about a perpendicular to the plane of rotation axis 7 by a certain angle of rotation. It is attached to a cross member 8, which can be pivoted about two respective diametrically opposed cylinder piston units 10, 12 and 14, 16 to the respective angle of rotation.
  • the cylinder piston units 10, 12, 14, 16 are each in fluid communication with a working line 18, 20, 22, 24 with a connecting line 26, 28 between the rudder 4 and the rudder drive system 2.
  • the rudder drive system 2 has individually controllable electro-hydraulic main drives 30, 32 and a separately controllable electro-hydraulic auxiliary drive 34.
  • the main drives 30, 32 are redundant, so that in the following, for reasons of clarity, only the as shown in FIG FIG. 1 left main drive 30 is representative of both main drives 30, 32 is numbered.
  • the main drives 30, 32 essentially each have a hydraulic pump 36, an electric motor 38, a valve device 40 and a tank 42.
  • the hydraulic pump 36 conveys the working medium or fluid, in particular a hydraulic oil, out of the tank 42 and via an input-side delivery line 44 an output-side pumping line 46 to a pump port P of the valve device 40.
  • a hydraulic line 48 is guided back to the hydraulic pump 36.
  • a check valve 50 which is closed in the tank direction is arranged in the delivery line 44.
  • a relief line 52 For pressure relief of the pump line 46 in the basic position I of the valve device 40 extends from the pump line 46 to the tank 42, a relief line 52, in which a pilot operated pressure relief valve 54 is arranged.
  • the hydraulic pump 36 For discharging leakage oil, the hydraulic pump 36 is provided with an opening into the tank 42 leakage oil line 56.
  • the hydraulic pumps 36 of the main drives 30, 32 are designed here as constant pumps with a constant flow rate. They have a conveying direction.
  • the respective hydraulic pump 36 driving electric motor 38 is a three-phase motor and in particular an asynchronous motor.
  • the valve means 40 of the main drives 30, 32 are designed as a 3/4-way valves with a two-stage electro-hydraulic actuation.
  • the valve devices 40 or 3/4-way valves each have three shift positions I, II, III, wherein the shift position I is the already mentioned basic position or a spring-centered middle position.
  • the valve devices 40 each have a working port A and a working port B, which is in fluid communication with one of the connecting lines 26, 28 via a respective connecting line 58, 60.
  • the valve device 66 In the switching position II, the valve device 66 is opened and the pump port P is connected to the working port B in combination.
  • the hydraulic port H is then in fluid communication with the working port A.
  • the valve device 66 is also turned on, in which case the pump port P is in fluid communication with the working port A, and the hydraulic port H is in fluid communication with the working port B.
  • the connecting lines 26, 28 are at one end with two parallel and oppositely acting pilot operated pressure relief valves 62, 64 for pressure relief provided the rudder 4, for example, when hitting the rudder blade against an underwater obstacle. With their respective other end, the connecting lines 26, 28 are each connected to a working port C, D of a valve device 66 of the auxiliary drive 34 which will be explained below.
  • the auxiliary drive 34 has in addition to the valve device 66, which will be explained in more detail below, a hydraulic pump 68, an electric motor 70 and a frequency converter 72nd
  • the hydraulic pump 68 is connected on the output side by a pump line 74 to a pump port P of the valve device 66.
  • a hydraulic line 76 which extends from a hydraulic connection H of the valve device 66, opens into the hydraulic pump 68.
  • the pump connection P and the hydraulic connection H are short-circuited.
  • a controllable check valve 78, 80 is arranged both in the pump line 74 and in the hydraulic line 76.
  • a control pressure for controlling the check valves 78, 80 is tapped via a respective control line 82, 84 from the pump line 74 and the hydraulic line 76.
  • the hydraulic pump 68 has an opening into the tank 42 leakage oil line 94 for discharging leakage oil.
  • the hydraulic pump 68 is designed in the embodiment shown here as a constant displacement pump with two flow directions. It is driven by the electric motor 70, preferably a three-phase AC motor in Asynchronbauweise, the frequency converter 72 is assigned. Preferably, the power take-off 34 is reduced in power compared to the main drives 30, 32.
  • the frequency converter 72 allows the speed and direction of rotation of the electric motor 70 to be steplessly controlled between standstill and rated speed and with reduced torque above the rated speed. As a result, the rotational speed can be accurately selected according to the required flow rate of the hydraulic pump 68. Furthermore, the power factor is set by means of the frequency converter. As a result, this can be selected to be very high even at low speeds, so that lossy currents are kept as low as at the nominal point of the electric motor 70.
  • the valve device 66 is a 4/2-way valve with the two aforementioned switching positions IV and V.
  • the valve device 66 is electrically actuated and spring-biased in the switching position IV or basic position IV. It has the two working ports C, D at which, as mentioned above, the connecting lines 26, 28 are connected.
  • the basic position IV of the power take-off 34 is hydraulically separated from the steering gear 4.
  • the valve device 66 is opened. The pump port P is then in fluid communication with the working port C and the hydraulic port H with the working port D.
  • this is in low load operation, for example, in an autopilot trip on the high seas, in the small rudder angle in a long time and a small power requirement, operated by the PTO 34.
  • the main drives 30, 32 are then at a standstill.
  • the valve device 66 is preferably opened (switch position V) and the valve means 40 of the main drives 30, 32 are closed (basic position I).
  • the operation of the steering gear 4 is preferably carried out via one of the main drives 30, 32.
  • the auxiliary drive 34 is then at a standstill. Accordingly, the valve device 40 of the activated main drive 30, 32 is then opened (switching position II or III) and the valve device 66 of the auxiliary drive 34 is controlled (basic position IV).
  • the valve device 40 of the activated main drive 30, 32 is in the switching position II or in the switching position III.
  • FIG. 2 shows a second embodiment of the invention Ruderantriebssystems 2 for operating a steering gear 4 of a watercraft shown.
  • the rudder drive system 2 has, as in the first embodiment, two redundant and independently operable electro-hydraulic drives 30, 32 and a separately actuatable from the main drives 30, 32 electro-hydraulic PTO 34 fluidly, the main drives 30, 32 and the PTO 34 via two connecting lines 26, 28th according to the first embodiment according to FIG. 1 be brought into fluid communication.
  • the main drives 30, 32 each have no fixed displacement pump as a hydraulic pump 36, but hydraulic variable displacement pumps with a variable displacement, which also have two flow directions.
  • the valve devices 40 are simplified in each case as an electrically actuated 4/2-way valve with 2 switching positions VI, VII and two working ports A, B executed.
  • the switching position VII corresponds to a spring-biased closed position in which the valve device is turned on.
  • the switching position VI corresponds to an open position in which the valve device 40 is opened.
  • In the switching position or opening position VI there is a pump line 46 extending away from the hydraulic pump 36 and connected to a pump connection P of the valve device 40 via a working connection A of the valve device 40 with the connecting line 26 in fluid communication.
  • the connecting line 28 is then in fluid communication via a working connection B of the valve device 40 with a hydraulic line 48 extending from a hydraulic connection H to the hydraulic pump 36.
  • the pump line 46 and the hydraulic line 48 are short-circuited via the pump port P and the hydraulic port H and thus the main drives 30, 32 fluidly separated from the connecting lines 26, 28 and thus of the rudder 4.
  • the pump line 46 and the hydraulic line 48 are connected to one another in each case via a short-circuit line 96, 98 running as a bypass to the hydraulic pump 36, in each of which a pilot-operated pressure limiting valve 100, 102 is arranged, which in each case act in opposite directions.
  • the respective hydraulic pump 68 which is driven by an electric motor 38, in particular an asynchronous motor designed as a three-phase motor, has a leakage oil line 56 discharging into the tank 42 for discharging leakage oil.
  • the auxiliary drive 34 is opposite to the power take-off 34 according to the first embodiment according to FIG. 1 unchanged.
  • the auxiliary drive 34 thus has a frequency converter 72 for driving an electric motor 70 for driving a hydraulic pump 76.
  • the hydraulic pump 76 is designed as a variable displacement pump with adjustable delivery volume and two delivery directions.
  • a valve device 66 is similar to the first embodiment according to the FIG. 1 as an electrically actuated 4/2-way valve, which has a spring-biased basic position IV and a switch position V and two working ports C, D, a pump port P and a shorted to the pump port P in the basic position IV hydraulic port H.
  • FIG. 2 is the same operating state of the rudder drive system 2 as in FIG. 1 shown.
  • the valve devices 40 of the main drives 30, 32 are closed (closed position VII) and the valve device 66 of the auxiliary drive 34 is open (switch position V).
  • the rudder 4 is powered by the PTO 34 and thereby a low load operation, in which the main drives 30, 32 are at a standstill symbolizes.
  • the PTO 34 is at a standstill, i. the valve device 66 is controlled (basic position IV) and the rudder is via one of the main drives 30, 32, to which the valve device 40 of the respectively provided main drive 30, 32 is then opened (opening position VI).
  • a rudder drive system for operating a rudder system of watercraft, having at least one rudder and two redundant electro-hydraulic rudders, independently operable, the rudder drive system having a main drive independently operable electro-hydraulic power take-off for rudder having an electric motor with frequency converter for driving a hydraulic pump, and a method for operating such a rudder drive system.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Ocean & Marine Engineering (AREA)
  • Fluid-Pressure Circuits (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • General Engineering & Computer Science (AREA)
EP15703974.4A 2014-02-13 2015-02-10 Ruderantriebssystem und verfahren Not-in-force EP3105118B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102014002034.7A DE102014002034A1 (de) 2014-02-13 2014-02-13 Ruderantriebssystem und Verfahren
PCT/EP2015/052715 WO2015121233A1 (de) 2014-02-13 2015-02-10 Ruderantriebssystem und verfahren

Publications (2)

Publication Number Publication Date
EP3105118A1 EP3105118A1 (de) 2016-12-21
EP3105118B1 true EP3105118B1 (de) 2018-03-28

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP15703974.4A Not-in-force EP3105118B1 (de) 2014-02-13 2015-02-10 Ruderantriebssystem und verfahren

Country Status (6)

Country Link
EP (1) EP3105118B1 (zh)
JP (1) JP2016518288A (zh)
KR (1) KR20160013016A (zh)
CN (1) CN105247226A (zh)
DE (1) DE102014002034A1 (zh)
WO (1) WO2015121233A1 (zh)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP6660205B2 (ja) * 2016-02-22 2020-03-11 三菱重工業株式会社 油圧舵取装置及び船舶
US10850824B2 (en) * 2018-12-21 2020-12-01 Robert Boyes Redundant steering system for waterborne vessels
CN114620214B (zh) * 2020-12-08 2024-04-30 南京中船绿洲机器有限公司 一种基于转叶式舵机的电气控制系统及方法
CN112747895A (zh) * 2020-12-29 2021-05-04 中国航天空气动力技术研究院 一种无位置反馈舵机的加载测试装置

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Also Published As

Publication number Publication date
JP2016518288A (ja) 2016-06-23
EP3105118A1 (de) 2016-12-21
CN105247226A (zh) 2016-01-13
DE102014002034A1 (de) 2015-08-13
KR20160013016A (ko) 2016-02-03
WO2015121233A1 (de) 2015-08-20

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