JP2016518288A - Rudder drive system and steering machine operating method - Google Patents

Abstract

Rudder drive for operating a ship steering machine, comprising at least one rudder (6) and two electric hydraulic main drive units (30, 32) that can be operated independently of each other in a redundant system In the system (2), a steering electric hydraulic sub drive unit (34) that can be operated independently of the main drive unit (30, 32) is provided, and the sub drive unit drives the hydraulic pump (68). In order to do so, it has an electric motor (68) with a frequency converter (74). The invention also relates to a method for operating such a rudder drive system.

Description

  The present invention relates to a rudder drive system for operating a ship steering machine according to the superordinate concept of claim 1 and a method for operating a ship steering machine.

  A ship steering machine is usually provided with an electric hydraulic rudder drive system. A known rudder drive system has two electric hydraulic main drive units that are configured identically and form a redundant system. These main drive units are a hydraulic pump that is electrically driven and a so-called motor, respectively. It consists of a pump group, attached power control electronics, and peripheral systems. The size of the motor pump group is selected so that the rudder can move over an angular range of 65 ° within 28 seconds (35 ° on one side and 30 ° on the other side) within 28 seconds. In this case, the steering time or steering speed has to be achieved with only one or two motor pump groups depending on the type of ship.

  The size of the hydraulic pump is determined in the first approximation by the required oil volume flow, whereas the size of the motor is determined by the hydraulic output, i.e. by the volume flow and the pressure difference between the hydraulic pressures. It is determined. The hydraulic pump is operated using an electric motor configured to have a fixed rated speed, so that the required variable driving force can be varied via the motor torque.

  Due to the above-mentioned characteristics of the combination of the electric motor and the hydraulic pump, operational disadvantages arise. The motor pump group rotates at a substantially constant maximum rotation speed. Therefore, since the mechanical output loss due to friction is a function of the rotational speed, even if no rudder adjustment is required, for example, even if no oil flow is required, a complete output loss occurs in any operating state. . In addition, when the hydraulic pump is implemented as a constant capacity pump, hydraulic friction is involved in output loss. In addition, an asynchronous motor rotates at a power factor that is less favorable at an output smaller than the rated output, and as a result, an effective current that is considerably higher than the current required for the output flows. As a result, power loss is relatively high, especially at small outputs.

  In connection with what has been said above, rudder drive systems produce very high power losses, especially in low power operating conditions or idling, which power losses are always in the range of 10% to 20% of the rated power. This operating condition is particularly problematic in terms of the overall efficiency of the steering machine. This is because the rudder correction required for straight sailing is small, and the rudder drive system requires very little effective power, i.e., hydraulic pressure, in most of the total operating state.

  The known embodiments described above have a reputation for reliability and safety, but indicate that this technique is not efficient. At sea, a very small rudder angle has to be overcome, so a hydraulic pump requires very little power. This causes each hydraulic pump to rotate idling most of the time, thus consuming unnecessary energy. This is because the electric power for driving the hydraulic pump is not optimally used. Furthermore, a constant high steering speed is desirable in the direction change operation, but this may hinder the propulsion performance during straight traveling.

  Furthermore, in order to obtain a direction changing function when two electric hydraulic type main drive units cause an unexpected failure, they have a sub drive unit that receives supply via a hydraulic accumulator, and uses the sub drive unit. A rudder drive system that can steer by depressurization is known.

  The subject of this invention is providing the rudder drive system which eliminates the said fault and enables efficient operation | movement. It is a further object of the present invention to provide a method for efficiently operating a rudder drive system.

  This problem is solved by a rudder drive system having the configuration of claim 1 and a method having the configuration of claim 9.

  A rudder drive system for operating a marine vessel steering machine according to the present invention includes at least one rudder and two electric hydraulic main drive units that can be operated independently of each other in a redundant system. According to the present invention, the rudder drive system has a steering electric hydraulic pressure type sub-drive unit that can be operated independently of the main drive unit, and the sub-drive unit uses a frequency converter to drive the hydraulic pump. Has an electric motor.

  By providing a secondary drive unit where the motor receives the palace via the frequency converter, its rotation speed and rotation direction are steplessly reduced between the stopped state and the rated rotation speed, and the torque is reduced. Can be controlled beyond the rated speed. As a result, it is possible to accurately select the number of rotations according to the necessary transport amount. In particular, if the rudder is stopped, the power train is also stopped. As a result, no output loss occurs when the main drive unit is idling. In addition, the power factor can be adjusted using a frequency converter, and as a result, the power factor can be selected very high even at low revolutions, and the current associated with the output loss is the same as at the rated point of the motor. Can be kept low. Although the one-time equipment cost is generated by providing the sub-driving unit, the equipment cost for providing two frequency converters, for example, for the main driving unit is generally small because of the small size and particularly the frequency converter. Can be kept lower. The risk of the frequency converter failing is also conceivable, but the solution according to the invention is not a disadvantage. This is because the main drive required according to the classification rules is not affected and one or two main drive can be used in the case of abandoning the frequency converter. Therefore, the rudder drive system according to the present invention is an efficient operation of the rudder, particularly when steering is performed through the auxiliary drive unit in autopilot navigation on the high seas where a small rudder angle and low power consumption last for a long time. Enable. At this time, the main drive unit is in a stopped state. On the other hand, in rated load operation, for example, when navigating estuaries or navigating in bad weather, a large rudder angle is required for a short time, and when large power consumption is necessary, steering is performed by using one or two main drive units. Can be done through. At this time, the sub-driving unit is in a stopped state.

  If the hydraulic pump of the sub-driving unit is a constant capacity pump having a constant transport volume, the rudder drive system can be technically very easily implemented.

  If the output of the auxiliary drive unit is reduced compared to the main drive unit, the efficiency of the rudder drive system can be further increased. The fact that the output is reduced means that if the rated pressure is the same, the rated output is smaller and the oil volume flow is less, and as a result, the secondary drive part is fully rated. Conveys less oil volume flow with pressure than either of the two main drives. For example, the secondary drive may be sized as follows, i.e. sized to carry 5% to 30%, in particular 10% to 20% of the oil volume flow of each main drive at full rated pressure. Good. Therefore, also in this embodiment, the rated output of the sub-drive unit is 5% to 30%, especially 10% to 20%, of the oil volume flow of each main drive unit.

  One technical configuration of the rudder drive system is that, for example, at least the hydraulic pump of the main drive unit is a constant capacity pump having a constant transport volume.

  In an alternative embodiment, the hydraulic pump of the main drive is an adjustment pump with variable transport volume.

  In one embodiment, the sub-drive hydraulic pump has two transport directions.

  A method for operating a ship steering machine with a rudder drive system according to the invention, in particular in a method for operating a steering machine with a rudder drive system as claimed in claim Two main drive units and one sub drive unit are separately operated, the sub drive unit is in a stopped state by rated load operation, and steering is performed by one of the two main drive units. The two main drive units are stopped in a low load operation, and steering is performed by the sub drive unit.

  According to the present invention, when the rudder is stopped, or when the necessary steering speed is small, such as when the time distribution during normal straight traveling is large as usual, or when the curve correction of the ship is small The sub-drive unit having a hydraulic pump whose frequency is controlled operates. The main drive is at rest but can be activated at any time. Depending on the required steering speed and steering angle, the rotational speed of the hydraulic pump can be controlled between the stopped state and the rated value. If the required rudder moment is small, and as a result the oil pressure is low, the frequency converter can operate the secondary drive at a higher speed than the rated speed if the motor is operated in a field-weakening condition. it can. This mode of operation is advantageous when the sub-drive motor is operated with an optimal power factor and consequently with a small electrical loss. Furthermore, mechanical output loss and hydraulic output loss (which is significantly less than that of the main drive due to the small configuration size) occur depending on the number of revolutions, and therefore when a hydraulic effective output is required. Only occurs. At this time, the relatively large main drive is at rest, so no electrical output loss, mechanical output loss or hydraulic output loss occurs, and no operating time is consumed, resulting in a significant reduction in wear maintenance costs. Let In rated load operation that requires a steering speed that exceeds the possible output of the secondary drive, at least one primary drive of the two primary drive farms is activated and the secondary drive is shut off.

  Other advantageous embodiments of the invention are the subject of other dependent claims.

Next, advantageous embodiments of the present invention will be described in detail with reference to circuit diagrams.
It is a figure showing a 1st embodiment of a rudder drive system for operating a steering machine. It is a figure which shows 2nd Embodiment of a rudder drive system.

  FIG. 1 shows a first embodiment of a rudder drive system 2 according to the invention for operating a ship steering machine 4.

  The steering machine 4 has a rudder or rudder plate 6, which can be adjusted by a certain rotation angle about a rotation axis 7 perpendicular to the rudder plate surface. The rudder or rudder plate is fixed to the traverse 8, and the traverse can be rotated by the respective rotation angles via the two cylinder piston units 10, 12 or 14, 16 which are opposed to each other in the diagonal direction. The cylinder piston units 10, 12, 14, 16 are fluidly coupled with coupling pipes 26, 28 between the steering machine 4 and the rudder drive system 2 with working pipes 18, 20, 22, 24, respectively.

  The rudder drive system 2 includes a plurality of electric hydraulic main drive units 30 and 32 that can be individually controlled, and a plurality of electric hydraulic sub drive units 34 that can be individually controlled. The main drive units 30 and 32 are configured to form a redundant system. As a result, for the sake of simplicity, the main drive units 30 and 32 will be represented only in the left main drive unit 30 in FIG. A sign is attached.

  Each of the main drive units 30 and 32 substantially includes a hydraulic pump 36, an electric motor 38, a valve mechanism 40, and a tank 42. The hydraulic pump 36 transports the working medium or fluid, particularly hydraulic fluid, from the tank 42 through the inlet-side transport pipe 44 to the pump connection P of the valve mechanism 40 through the outlet-side pump pipe 46. A hydraulic pipe 48 is laid so as to return to the hydraulic pump 36 from the hydraulic connection H of the valve mechanism 40 that is short-circuited with the pump connection P at the basic position I of the valve mechanism 40. In order to prevent the back flow of the fluid from the hydraulic pipe 48 to the tank 42, a check valve 50 that shuts off in the tank direction is disposed in the transport pipe 44. In order to decompress the pump pipe 46 at the basic position I of the valve mechanism 10, a decompression pipe 52 extends from the pump pipe 46 toward the tank 42, and a pilot operated pressure limiting valve 54 is disposed in the decompression pipe. . In order to release the leaked oil, the atmospheric pressure pump 36 includes a leaked oil pipe 56 that opens to the tank 42.

  Here, the hydraulic pump 36 of the main drive units 30 and 32 is implemented as a constant displacement pump having a constant conveyance amount. In this case, the hydraulic pump has one transport direction. The electric motors 38 that drive the respective hydraulic pumps 36 are three-phase AC electric motors, and particularly asynchronous motors.

  In order to enable steering in both rotational directions, the valve mechanism 40 of the main drive units 30 and 32 is implemented as a two-stage electric hydraulically operated three-port four-position switching valve. The valve mechanism 40 or the three-port four-position switching valve has three switching positions I, II, III, respectively, in which case the switching position I is the basic position already described or a central position that is elastically centered. Each valve mechanism 40 has an actuating connection A and an actuating connection B, which are fluidly coupled to the coupling tubes 26 and 28 via connecting tubes 58 and 60, respectively. In the switching position II, the valve mechanism 66 is controlled so that the pump connection P is fluidly coupled to the actuation connection B. At this time, the hydraulic connection H is fluidly coupled to the actuation connection A. In the switching position III, the valve mechanism 66 is controlled in the same way, where the pump connection P is fluidly coupled to the actuation connection A and the hydraulic connection H is fluidly coupled to the actuation connection B.

  The coupling pipes 26 and 28 are provided with two pilot-operated pressure limiting valves 62 and 64 that are connected in parallel and act in opposite directions at one end thereof. This is for depressurizing the steering machine 4 when it hits an obstacle. Each of the coupling pipes 26 and 28 is coupled at its other end to an operation connection C or D of the valve mechanism 66 of the sub-drive 34 which will be described in detail below.

  The sub-drive unit 34 includes a hydraulic pump 68, an electric motor 70, and a frequency converter 72 in addition to the valve mechanism 66 described in detail below.

  The hydraulic pump 68 is coupled to the pump connection P of the valve mechanism 66 by a pump pipe 74 on the outlet side. On the inlet side of the hydraulic pump 68, a hydraulic pipe 76 extending from the hydraulic connection portion H of the valve mechanism 66 is opened. The pump connection portion P and the hydraulic pressure connection portion H are short-circuited at the basic position IV. In order to prevent the backflow of fluid from the coupling pipes 26 and 28 at the switching position V, check valves 78 and 80 that can be controlled to open are arranged in the pump pipe 74 and in the hydraulic pipe 76. ing. The control pressure for controlling the opening of the check valves 78 and 80 is read from the pump pipe 74 or the hydraulic pipe 76 via the control pipes 82 and 84, respectively. In order to depressurize the pump pipe 74 and the hydraulic pipe 76, decompression pipes 86 and 88 extend from the pipes into the tank 42, respectively, and pressures that are pilot operated and can be controlled to open in the tank direction. Limit valves 90 and 92 are arranged.

  The hydraulic pump 68 has a leak oil pipe 94 that opens into the tank 42 and discharges leak oil. In the embodiment shown here, the hydraulic pump 68 is implemented as a constant displacement pump with two transport directions. The hydraulic pump 68 is driven by an electric motor 70, preferably driven by an asynchronous three-phase AC electric motor, and a frequency converter 72 is attached. Advantageously, the output of the secondary drive 34 is reduced compared to the main drive 30, 32.

  The frequency converter 72 can continuously control the rotation speed and rotation direction of the electric motor 70 between the stopped state and the rated rotation speed, and when the torque is reduced, control beyond the rated rotation speed. Can do. As a result, the number of rotations can be selected correspondingly to the required conveyance amount of the hydraulic pump 68. Further, the power factor is adjusted using a frequency converter. As a result, even when the rotational speed is low, the power factor can be selected to be very high. As a result, the loss current can be kept small as in the rated point of the electric motor 70.

  The valve mechanism 66 is a 4-port 2-position switching valve having the two switching positions IV and V described above. The valve mechanism 66 can be electrically operated, and is elastically biased in advance at the switching position IV or the basic position IV. The valve mechanism 66 has two operation connections C and D, and the coupling pipes 26 and 28 are connected to these operation connections as described above. The auxiliary drive 34 is hydraulically disconnected from the steering machine 4 at the basic position IV. At the switching position V, the valve mechanism 66 is controlled to open. At this time, the pump connection P is fluidly coupled to the operation connection D with the operation connection C and the hydraulic connection H.

  An advantageous method for operating or operating the steering machine 4 is that during a low load operation, for example, a small steering angle lasts for a long time, and during autopilot navigation on the high seas with low power consumption, the steering machine 4 Is operated via the sub-drive unit 34. At this time, the main drive units 30 and 32 are in a stopped state. As shown in FIG. 1, in a low load operation, the valve mechanism 66 is advantageously controlled to open (switching position V), and the valve mechanism 40 of the main drive units 30 and 32 is controlled to close (zusteuern). (Basic position I).

  On the other hand, in rated load operation, for example, when navigating an estuary or navigating in bad weather, a large steering angle is required for a short time, and when a large amount of power consumption is required, the operation of the steering 4 is advantageously the main drive. This is done via one of the sections 30 and 32. At this time, the sub drive unit 34 is in a stopped state. Correspondingly, the valve mechanism 40 of the main drive units 30 and 32 operating at this time is controlled to open (switching position II or III), and the valve mechanism 66 of the auxiliary drive unit 34 is controlled to close (basic position). IV). Depending on the direction of rotation of the rudder plate 6, the valve mechanism 40 of the operating main drive unit 30, 32 is in the switching position II or the switching position III.

  FIG. 2 shows a second embodiment of a rudder drive system 2 according to the present invention for operating a ship steering machine 4. As in the case of the first embodiment, the rudder drive system 2 includes two electric hydraulic type hydraulic drive units 30 and 32 that can operate independently of each other in a redundant system, and the main drive units 30 and 32. Has an electric hydraulic sub-drive 34 that can be operated separately. In terms of flow technology, the main drive units 30 and 32 and the sub drive unit 34 can be brought into flow coupling via two coupling tubes 26 and 28 according to the first embodiment of FIG.

  1 differs from the rudder drive system 2 according to the first embodiment of FIG. 1 in that the main drive units 30 and 32 do not have constant capacity pumps as the hydraulic pumps 36 respectively, and the conveyance volume is variable and added. It has a hydraulic pressure adjusting pump having two conveying directions. Corresponding to the embodiment of the hydraulic pump 36 as regulating pump, the valve mechanism 40 is an electrically operable 4-port 2 with two switching positions VI, VII and two actuating connections A, B, respectively. It is simply implemented as a position switching valve.

  The switching position VII corresponds to a valve closing position that is elastically biased in advance, and the valve mechanism is closed at the valve closing position. The switching position VI corresponds to the valve opening position, and the valve mechanism is opened at the valve opening position. In the switching position or valve opening position VI, the pump pipe 46 extending away from the hydraulic pump 36 and connected to the pump connection P of the valve mechanism 40 is connected via the operation connection A of the valve mechanism 40. Thus, the fluid is coupled to the coupling pipe 26. At this time, the coupling pipe 28 is fluidly coupled to the hydraulic pipe 48 extending from the hydraulic connection H to the hydraulic pump 36 via the operation connection B of the valve mechanism 40. In the switching position or valve closing position VII, the pump pipe 46 and the hydraulic pipe 48 are short-circuited via the pump connection P and the hydraulic connection H, and are thus separated from the steering machine 4 in terms of fluid technology.

  The pump pipe 46 and the hydraulic pipe 48 are coupled to each other via short-circuit pipes 96 and 98 extending as bypasses to the hydraulic pump 36, respectively, in which pilot operated pressures acting in opposite directions, respectively. Limit valves 100 and 102 are arranged.

  The hydraulic pumps 68 each driven by an electric motor 38 and driven by an asynchronous electric motor implemented in particular as a three-phase AC electric motor have a leaking oil pipe 56 that opens into the tank 42 and discharges the leaking oil. .

  The sub-drive unit 34 is not changed compared to the sub-drive unit 34 according to the first embodiment of FIG. Therefore, the sub drive unit 34 includes a frequency converter 72 that controls the electric motor 70 for driving the hydraulic pump 76. The hydraulic pump 76 is implemented as an adjustment pump having a variable transfer volume and two transfer directions. The valve mechanism 66 is implemented as a four-port two-position switching valve that can be electrically operated in the same manner as in the first embodiment shown in FIG. It has parts C and D, a pump connection part P, and a hydraulic connection part H that is short-circuited with the pump connection part P at the basic position IV.

  In FIG. 2, the rudder drive system 2 is shown in the same operating state as in FIG. The valve mechanism 40 of the main drive units 30 and 32 is controlled to close (valve closing position VII), and the valve mechanism 66 of the sub drive unit 34 is controlled to open (switching position V). Therefore, the steering machine 4 is supplied via the sub-drive unit 34, which symbolizes the low-load operation in which the main drive units 30, 32 are stopped.

  In the rated load operation, the auxiliary drive unit 34 is in a stopped state, that is, the valve mechanism 66 is controlled to be closed (basic position IV), and the steering is performed via the main drive units 30 and 32, and is thus provided. At this time, the valve mechanism 40 of the main drive units 30 and 32 is controlled to open (valve opening position VI).

  In the first embodiment of FIG. 1, when one of the main drive units 30 and 32 is operating, the rotation direction of the rudder plate 6 is changed by changing the switching positions II and III of the valve mechanism 40. In the second embodiment, the conveyance directions of the hydraulic pumps 36 and 68 are switched in order to change the rotation direction of the steering plate 6 corresponding to the sub drive unit 34.

  The configuration disclosed in the present invention is a rudder drive for operating a marine steerer, which includes at least one rudder and two electric hydraulic main drive units that can be operated independently of each other in a redundant system. The rudder drive system has a steering electric hydraulic type sub drive unit that can be operated independently of the main drive unit, and the sub drive unit uses a frequency converter to drive the hydraulic pump. It is the rudder drive system which has the electric motor provided, and the operating method of this kind of rudder drive system.

DESCRIPTION OF SYMBOLS 2 Rudder drive system 4 Steering machine 6 Rudder plate 7 Rotation axis 8 Yoke 10 Cylinder piston unit 12 Cylinder piston unit 14 Cylinder piston unit 16 Cylinder piston unit 18 Actuation pipe 20 Actuation pipe 22 Actuation pipe 24 Actuation pipe 26 Joint pipe 28 Joint pipe 30 Main drive part 32 Main drive part 34 Sub drive part 36 Hydraulic pump 38 Electric motor 40 Valve mechanism 42 Tank 44 Re-intake pipe 46 Pump pipe A
48 Pump pipe B
DESCRIPTION OF SYMBOLS 50 Check valve 52 Pressure reducing pipe 54 Pressure limiting valve 56 Leakage oil pipe 58 Connecting pipe 60 Connecting pipe 62 Pressure limiting valve 64 Pressure limiting valve 66 Valve mechanism 68 Hydraulic pump 70 Electric motor 72 Frequency converter 74 Pump pipe A
76 Pump pipe B
78 check valve 80 check valve 82 control pipe 84 control pipe 86 pressure reducing pipe 88 pressure reducing pipe 90 pressure limiting valve 92 pressure limiting valve 94 leaking oil pipe 96 short circuit pipe 98 short circuit pipe 100 pressure limiting valve 102 pressure limiting valve 102

A Actuation connection B Actuation connection C Actuation connection D Actuation connection H Hydraulic connection P Pump connection I Switching position / basic position / center position II Switching position III Switching position IV Switching position / Basic position V Switching position VI Switching position / valve opening position VII Switching position / valve closing position

Claims (9)

  Rudder drive for operating a ship steering machine, comprising at least one rudder (6) and two electric hydraulic main drive units (30, 32) that can be operated independently of each other in a redundant system In the system (2), a steering electric hydraulic sub drive unit (34) that can be operated independently of the main drive unit (30, 32) is provided, and the sub drive unit drives the hydraulic pump (68). In order to do so, the rudder drive system has an electric motor (68) provided with a frequency converter (74).   The rudder drive system according to claim 1, wherein the hydraulic pump (68) of the sub drive unit (34) is a constant capacity pump having a constant transport volume.   The rudder drive system according to claim 1 or 2, wherein the sub drive unit (34) has a reduced output compared to the main drive unit (30, 32).   The rudder drive system according to claim 1, 2 or 3, wherein the hydraulic pump (36) of the main drive unit (30, 32) is a constant capacity pump having a constant transport volume.   The rudder drive system according to claim 1, 2, or 3, wherein the hydraulic pump (36) of the main drive unit (30, 32) is an adjustment pump having a variable transfer volume.   Rudder according to claim 4 or 5, wherein each of the main drive parts (30, 32) has an electric motor (38) whose number of poles can be switched in order to drive the hydraulic pump (36). Driving system.   The rudder drive system according to any one of the preceding claims, wherein the hydraulic pump (68) of the sub drive part (34) has two transport directions.   The rudder drive system according to any one of the preceding claims, wherein the hydraulic pump (36) of the main drive unit (30, 32) has two transport directions.   A method for operating a ship steerer (4) with a rudder drive system (2), in particular for operating a steerer with a rudder drive system according to any one of the preceding claims. In this method, the two main drive units (30, 32) and one sub drive unit (34) forming the redundant system are operated separately from each other, and the sub drive unit (34) is brought into a stopped state by rated load operation. Yes, steering is performed by one of the two main drive units (30, 32), the two main drive units (30, 32) are in a stopped state at low load operation, and the sub drive Said method of steering by means of part (34).

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