KR101621073B1 - Marine engine control system - Google Patents

Abstract

A marine engine control system is disclosed. The marine engine control system of the present invention is characterized in. According to the present invention, even if the ship is operated for a long period of time, wear due to friction between the angular position sensor and the rotary shaft in the control head and wear due to friction between the distance position sensor and the rotary shaft in the actuator are eliminated, In the event of an emergency such as malfunction of the control head or abnormal operation of the engine during the operation of the ship, the manual operation of the actuator can be performed quickly and easily, and the rotation angle of the handle for operating the clutch actuator and the throttle actuator It becomes possible to provide a marine engine control system which is clearly distinguished from the neutral position.

Description

Marine engine control system {MARINE ENGINE CONTROL SYSTEM}

The present invention relates to an engine control system for a ship, and more particularly, to a control system for a ship, which comprises a control head installed on a ship's bridge for enabling a ship engine to be driven accurately, safely and effectively and an actuator To a marine engine control system.

A ship is a structure that can be lifted by water and transport people, livestock, and materials over the water. The ship is driven by the driving force to move it, such as a rope, a sailboat (wind power), a steamer , And nuclear power (mechanical power by nuclear fuel).

When the control head installed on the cockpit of the ship is adjusted, the actuator installed in the engine room is rotated by the rotation shaft provided on the control head, The output of the engine and the direction of rotation are adjusted according to the rotation value of the engine.

However, since the conventional angled position sensor mounted on the control head is operated by contacting with the rotating shaft in a contact resistance manner, when the operating period of the vessel is long, abrasion occurs due to friction between the angular position detecting sensor and the rotating shaft Malfunctions and breakdowns frequently occur.

Such a problem also occurs in a distance position sensor installed in an actuator.

On the other hand, in the case where an emergency such as an operation failure of the control head or an abnormal operation of the engine occurs during ship operation, Korean Utility Model Registration No. 280215 discloses an actuator capable of manual operation, 280215, a coil is wound in a cylindrical member inside a housing, a movable member having a magnetism generating portion and a rod fixed therein is disposed inside the cylindrical member, and a spring and a fixed plate are mounted on the rod from the inside of the assembly to be assembled to the housing A fixed cap 20 fastened to an opposite side of an assembly 17 assembled to the housing 11 and having a nut hole 21 at a central portion thereof; An adjustment bolt 22 of a predetermined length which is fastened to the nut hole 21 of the fixed cap 20 and has a tip end thereof facing the end of the rod 16; And a tightening nut 23 fastened to the adjustment bolt 22 and fastening the adjustment bolt 22 to the fixed cap 20.

However, in the conventional actuator including the registered utility model No. 280215, the rod is moved to a desired position by unscrewing the tightening nut fastened to the adjusting bolt and tightening the adjusting bolt to the fixed cap, and then fixing the adjusting bolt with the tightening nut again As a result of complex procedures, it has been necessary to separate the tools to tighten or loosen the nuts and bolts, and even in emergency situations, such as the control head malfunctioning or engine malfunction during ship operation There is a problem that it is difficult to quickly adjust the driving of the engine.

Further, the conventional actuator including the registered utility model No. 280215 is limited to the actuator in which the rod due to the magnetic force is linearly reciprocating, and thus operates in such a manner that the rotational motion of the motor is converted into a linear motion for driving the engine There is a problem that it can not be applied to an actuator.

On the other hand, in the conventional actuator including the registered utility model No. 280215, when the handle of the control head is rotated from neutral to forward or forward, the clutch actuator is moved forward AH) or reverse (AS), the control of the throttle actuator is performed.

However, conventionally, the rotational angle of the steering wheel, which operates the clutch actuator and the throttle actuator, respectively, is not clearly distinguished from the neutral position at the time of steering wheel operation, so that the engine driving timing of the boat depends on the skill of the sailor. There was a difficulty in requiring a certain period of adaptation every time a different ship was driven.

(0001) Registered Utility Model No. 280215 (Registered on June 18, 2002)

SUMMARY OF THE INVENTION It is an object of the present invention to eliminate abrasion due to friction between an angular position sensor and a rotating shaft in a control head, and wear caused by friction between a distance position sensor and a rotating gear box in an actuator, Malfunction and failure are prevented and an emergency situation such as an operation failure of the control head or an abnormal operation of the engine occurs during a ship operation, the manual operation of the actuator can be performed quickly and easily, and the rotation of the steering wheel for operating the clutch actuator and the throttle actuator So that the angle is clearly distinguished from the neutral position.

The above object can be achieved by a control head provided with an angular position detection sensor which is rotated by a navigator of a ship and detects a rotation angle; And an actuator provided with a distance position detecting sensor and an optical limit sensor for receiving a signal of the angular position detecting sensor and operating the marine engine, wherein the angular position detecting sensor and the distance position detecting sensor comprise a rotating shaft, And a non-contact type sensor that detects the rotation angle of the ship without contacting the rotation angle of the ship.

The actuator includes: a motor operated by a signal of the angular position sensing sensor; A rotational force transmitting portion for transmitting rotational force of the motor to the rotational force switching portion; A rotational force switching unit for converting the rotational motion of the motor into a linear motion for operating the marine engine; A non-contact type optical limit sensor unit for sensing a distance of the linear motion and preventing an excess movement of the moving block of the actuator; And a distance position sensing unit for sensing the linear distance and controlling the rotational motion of the motor.

The rotational force transmitting portion includes: a first gear rotated by the motor; A second gear rotatably engaged with the first gear and transmitting a rotational force to the rotational force switching unit; And an interlock releasing means for releasing engagement between the first gear and the second gear.

The interlock releasing means may include: a first engaging portion formed on the second gear; A second engaging portion formed in the rotational force switching portion and coupled to the first engaging portion in a direction relative to the rotation axis of the second gear, And a moving part for moving the second gear in the direction of the rotation axis of the second gear.

The actuator includes a case for protecting the motor, the rotational force switching unit, and the rotational force transmitting unit. The moving unit includes: a first moving member rotatably coupled to the case with reference to a rotational axis of the second gear; And a second shifting member rotatably coupled to the first shifting member and moving together with the second gear in the direction of the rotation axis of the second gear, The first shifting member can be engaged with the second gear to be rotated together with the second gear, when the second shifting member is moved in the direction in which the engagement of the two gears is released.

The first shifting member is provided with a second < RTI ID = 0.0 > 2a < / RTI > insert < RTI ID = 0.0 > engaging < / RTI > portion that forms a step in the direction of the rotation axis of the second gear, And the second gear is rotated together with the second moving member when the first insertion and insertion portion is inserted into the second insertion and engagement portion.

The second gear is provided with an extension portion extending in the direction of the first shifting member and having a first concavo-convex portion formed on the outer circumferential surface thereof, and the first shifting member is formed with a through groove through which the second shifting member is rotatably engaged And a second concavo-convex portion coupled with the first concavo-convex portion may be formed on the inner circumferential surface of the through-hole to constrain the movement of the extending portion in the rotational direction of the second gear.

The actuator includes a clutch actuator and a throttle actuator. The non-contact type optical limit sensor unit detects a movement distance of the motor when the rotational motion of the motor is converted into a linear motion for driving the engine, And a distance position sensing unit for sensing the linear distance and controlling the rotational motion of the motor, wherein the control head comprises: a frame; A rotary shaft rotatably coupled to the frame, the rotary shaft measuring the angle of rotation of the angular position sensing sensor; A handle rotatably coupled to the rotating shaft; A disc brake coupled to the rotating shaft and having a neutral groove on an outer circumferential surface and a front groove and a rear groove formed in front and rear of the neutral groove; And a plunger coupled to the frame, the plunger being insertable into the neutral groove, the front groove, and the rear groove upon rotation of the rotating shaft, wherein the plunger is disposed between the front groove and the front groove, A signal is transmitted to the clutch actuator at an angle between the rear groove and a signal is transmitted to the throttle actuator at an angle deviating from the front groove and the rear groove.

A disc stopper may be formed on an outer circumferential surface of the disc brake, and a frame stopper may be formed on the frame so that the disc stopper is hooked to prevent the rotation shaft from rotating when the engine is at full output.

The frame may be provided with a brake block that presses the disc brake to prevent rotation of the rotating shaft due to vibration or shock of the ship.

According to the present invention, a control head provided with an angular position detection sensor rotated by a ship operator and sensing a rotation angle; And an actuator provided with a distance position detecting sensor and an optical limit sensor for receiving a signal of the angular position detecting sensor and operating the marine engine, wherein the angular position detecting sensor and the distance position detecting sensor comprise a rotating shaft, Contact type sensor that senses the rotation angle of the rotary shaft without contacting the rotary angle sensor. Therefore, even if the operation period of the ship is long, wear due to friction between the angular position sensor and the rotary shaft in the control head, The non-contact optical limit sensor senses the movement distance of the motor when the rotational motion of the motor is switched to the linear motion for driving the engine, thereby preventing the excessive movement of the moving block of the actuator Engine control system for a ship to prevent It is good.

Further, the rotational force transmitting portion includes: a first gear rotated by a motor; A second gear that meshes with the first gear and rotates, and transmits rotational force to the rotational force switching portion; And an interlock releasing means for releasing the engagement between the first gear and the second gear. Accordingly, when an emergency such as an operation failure of the control head or an abnormal operation of the engine occurs during the ship operation, the manual operation of the actuator is quick It is possible to provide a marine engine control system which is simple and simple.

The control head further includes a disc brake coupled to the rotating shaft and having a front groove and a rear groove formed on the outer circumferential surface in front and rear of the neutral groove and the neutral groove; And a plunger coupled to the frame and formed to be insertable into the neutral groove, the front groove, and the rear groove upon rotation of the rotating shaft, the rotational angle of the handle for operating the clutch actuator and the throttle actuator is neutral It is possible to provide a marine engine control system that is clearly distinguished from the position.

1 is a schematic diagram of a marine engine control system according to an embodiment of the present invention.
FIGS. 2 to 4 are views showing control heads of the marine engine control system of FIG. 1. FIG.
5 is a view showing an operation state of the control head of the marine engine control system of Fig.
Figs. 6 and 7 are views showing an actuator of the marine engine control system of Fig. 1. Fig.
8A to 8C are views showing a rotational force transmitting portion of the actuator of the marine engine control system of Fig.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. In the following description of the present invention, the well-known functions or constructions are not described in order to simplify the gist of the present invention.

The engine control system for a marine vessel according to the present invention is designed so that wear due to friction between the angular position detection sensor and the rotary shaft in the control head and wear due to friction between the rotary position sensor and the rotary gear box in the actuator And the emergency operation such as malfunction of the control head or abnormal operation of the engine occurs during the ship operation, the manual operation of the actuator is performed quickly and easily, and the clutch actuator and the throttle actuator are operated The actuator is configured to clearly separate the rotational angle of the handle from the neutral position, and when the actuator converts the rotational motion of the motor into a linear motion for driving the engine, the actuator detects movement distance thereof to prevent the actuator from moving excessively Non-contact optical limit sensor part and phase By detecting the straight line distance comprise distance portion position sensor for controlling the rotational motion of the motor.

FIG. 1 is a schematic view of a marine engine control system according to an embodiment of the present invention, FIGS. 2 to 4 are views showing a control head of the marine engine control system of FIG. 1, 6 and 7 are views showing the actuator of the marine engine control system of Fig. 1, and Figs. 8A to 8C are views showing the operation of the control head of the marine engine control system of Fig. Fig.

1, a marine engine control system 1 according to an embodiment of the present invention includes a control head 100 installed in a ship's bridge and an actuator 200 installed in an engine room And is composed of the control head 100 and the actuator 200 so that the marine engine 2 can be accurately, safely and effectively driven.

As shown in FIGS. 2 to 4, the control head 100 is installed in a cockpit of a ship and rotated by a driver of the ship in a forward or rearward direction from a neutral position A frame 110, a rotary shaft 120, a handle 130, a disc brake 150, a plunger 170, and an angular position sensing sensor S1.

The actuator 200 is configured to operate the marine engine 2 by receiving a signal from the angular position detection sensor S1 and includes a clutch actuator 200A and a throttle actuator 200B.

The frame 110 is coupled to the lower cover CB so that the rotary shaft 120 is rotatably engaged. The upper cover CT is provided on the upper side of the lower cover CB so as to protect the frame 110, the rotary shaft 120, the disc brake 150, the plunger 170 and the angular position detection sensor S1 from foreign substances or shocks. ) Are combined.

The rotating shaft 120 is provided in a pair corresponding to the clutch actuator 200A and the throttle actuator 200B, respectively, and the handle 130 is coupled to the clutch shaft.

An angular position sensing sensor S1 is coupled to the frame 110 to sense the rotation angle of the rotation shaft 120. [ When the angular position sensor S1 senses the rotation angle of the rotary shaft 120, the measurement data of the angular position sensor S1 is converted from the main board MB to the can communication and transmitted to the actuator 200. [

Since a conventional ship is provided with an angular position detecting sensor provided on a control head in contact with the rotating shaft, when the operating period of the vessel is long, wear due to friction between the angular position detecting sensor and the rotating shaft in the control head, Wear due to friction between the position sensing sensor and the rotary gear box is generated, thereby causing frequent malfunctions and malfunctions.

The engine control system 1 for a marine vessel according to the present invention comprises a rotation shaft 120 in which an angular position sensor S1 and a distance position sensor S2 are rotated and a non-contact sensor The above-described problems are solved. More specifically, the angular position sensor S1 is installed as a non-contact potentiometer.

Potentiometers are variable resistors that convert linear and rotational displacements into changes in electrical resistance, both contact and noncontact. The contact type is also called a resistance type, and the measured value changes depending on the resistance strength. On the other hand, the non-contact type is also called a magnetoresistive type, and the resistance value changes depending on the strength of the magnetic field. And the magnetoresistive element is used as a resistor.

When the angular position detection sensor S1 and the distance position detection sensor S2 are made of a non-contact type potentiometer, the angular position detection sensor S1, the rotation shaft 120, and the distance position detection sensor S2 and the rotary gear box are eliminated, the lifetime of the angular position detection sensor S1, the rotary shaft 120, the distance position detection sensor S2 and the rotary gear box is maintained to be long and the angular position detection sensor S1 The failure of the distance position detection sensor S2 is prevented and the operation of the ship is secured.

2 to 4, the disc brake 150 is coupled to the rotating shaft 120 and integrally rotates together with the rotating shaft 120. The disc brake 150 includes a handle 130, So that rotation of the brake block 113 is prevented.

The brake block 113 presses the outer peripheral surface of the disc brake 150 by the elastic force of the spring in a state of being coupled to the frame 110 so as to be slidable in the direction of the disc brake 150.

The operation of the actuator according to the operation of the conventional control head is performed as follows. That is, when the steering wheel of the control head is rotated from neutral to forward or backward, the clutch actuator is controlled to be forward or backward by the connected wire of wire, and then the throttle actuator is controlled.

Further, conventionally, the rotational angle of the steering wheel, which operates the clutch actuator and the throttle actuator, respectively, is not clearly distinguished from the neutral position at the time of steering of the steering wheel, so that the engine driving timing of the boat depends on the skill of the sailor. There was a difficulty in requiring a certain period of adaptation every time a different ship was driven.

4, the marine engine control system 1 according to an embodiment of the present invention includes a neutral groove NH, a front groove FH, and a rear groove RH on the outer circumferential surface of the disc brake 150, And the plunger 170 inserted in the neutral groove NH, the front groove FH and the rear groove RH in accordance with the rotation angle of the rotary shaft 120 is provided in the frame 110, The same problem is fundamentally resolved.

The plunger 170 maintains a state in which the end of the plunger 170 is in close contact with the outer circumferential surface of the disc brake 150 due to the elastic force of the spring in a state of being engaged with the frame 110 so as to be slidable in the direction of the center axis of the disc brake 150 .

4, in the neutral state of the handle 130, the end of the plunger 170 is inserted into the neutral groove NH of the disc brake 150. As shown in Fig. When the end of the plunger 170 is inserted into the neutral groove NH of the disc brake 150, the neutral state of the handle 130 is firmly maintained even if the vibration or shock of the ship is transmitted to the control head 100.

As shown in Figs. 4 and 5, the front groove FH and the rear groove RH are respectively formed in the forward and backward directions of the neutral groove NH. Although the front groove FH and the rear groove RH are formed at an angle of 20 degrees with the neutral groove NH in the forward and backward directions respectively in the embodiment of the present invention, The angle between the rear surface FH and the rear surface RH is not limited to this and may be variously formed.

The angular position detection sensor S1 sends a signal to the clutch actuator 200A at an angle at which the plunger 170 is positioned between the front groove FH and the rear groove RH and the plunger 170 is moved to the front groove FH, The signal is transmitted to the throttle actuator 200B at an angle that deviates from the rear groove RH.

That is, when the handle 130 (and the rotating shaft 120) is rotated in the forward or backward direction, the angular position sensor S1 detects that the plunger 170 is positioned between the front groove FH and the rear groove RH A signal is transmitted to the clutch actuator 200A to detect an angle at which the plunger 170 is out of the range between the front groove FH and the rear groove RH, When the rotation angle range of +21 degrees and -21 degrees is detected, the signal is transmitted to the throttle actuator 200B.

Preferably, the angular position sensing sensor S1 transmits a signal to the clutch actuator 200A at an angle (占 0 degrees) at which the plunger 170 is inserted into the front groove FH or the rear groove RH, Thereby connecting the clutch in the forward or backward direction.

When the neutral groove NH, the front groove FH and the rear groove RH are formed on the outer peripheral surface of the disc brake 150 as described above, when the handle 130 rotates in the forward and backward directions, The plunger 170 is inserted into the neutral groove NH, the front groove FH and the rear groove RH to increase the force for rotating the handle 130 so that the manipulator rotates the clutch actuator 200A Can be accurately detected.

5, a disk stopper 151 protrudes from the outer circumferential surface of the disk brake 150, and a disk stopper 151 is provided on the disk stopper 150 so that the rotation shaft 120 is no longer rotated at the maximum output of the engine. A frame stopper 111 to which the stopper 151 is caught is formed.

In the embodiment of the present invention, two disc stoppers 151 are formed and one frame stopper 111 is formed, but one disc stopper 151 is formed and two frame stoppers 111 are formed .

Although the disc stopper 151 is illustrated as being hung on the frame stopper 111 in a state in which the handle 130 is rotated by ± 80 degrees in the neutral state in the embodiment of the present invention, The rotation angle of the frame stopper 111 with respect to the frame stopper 111 is not limited to this and may be variously formed.

6 and 7, the actuator 200 (the clutch actuator 200A and the throttle actuator 200B) includes a motor 210, a rotational force switching portion 230, a rotational force transmitting portion 250, (270). The motor 210, the rotational force switching unit 230, and the rotational force transmitting unit 250 are housed in the case 270 in a fixed state.

The motor 210 is rotated in the forward direction or the reverse direction by the signal of the angular position detection sensor S1.

The rotational force switching unit 230 is configured to convert the rotational motion of the motor 210 into a linear motion for operating the marine engine 2. The rotational force of the screw 210 is converted into a linear motion by the rotational motion of the screw gear SG and the screw gear SG, And a moving block (B).

Although not shown, the moving block B is connected to the clutch side (or the throttle side) with a cable so as to actuate the clutch (or throttle valve) with a physical force. The screw gear SG and the moving block B are connected by a pin, a spring and a ball so that the rotational motion of the screw gear SG is converted into a linear motion of the moving block B.

When the rotational motion of the motor 210 of the rotational force transmission unit 250 is converted into a rectilinear motion for driving the engine, the actuator 200 senses the motion distance and transmits the excess movement of the moving block B of the actuator 200 Contact type optical limit sensor LS for preventing the rotation of the motor 210 and a potentiometer which is a distance position detecting sensor S2 for detecting the linear distance and controlling the rotational motion of the motor 210 so that the rotational speed of the motor 210 is controlled .

The rotational force transmitting portion 250 is configured to transmit the rotational force of the motor 210 to the rotational force switching portion 230 and includes a first gear M1, a second gear M2, and an interlocking means RM, do.

The first gear M1 is a driving gear that is rotated by the motor 210. The second gear M2 is engaged with the first gear M1 and rotates to transmit the rotational force to the rotational force switching unit 230. [ Which is made of a spur gear and is accommodated in the gear box GB.

The conventional actuator is manually operated through a complicated process of tightening and unscrewing the bolt and the nut. Therefore, it is troublesome to separate the tool to tighten or unscrew the nut and the bolt, so that the control head is inoperable There has been a problem that it is difficult to quickly adjust the drive of the engine even in an imminent situation in which an emergency such as an abnormal operation of the engine occurs.

Further, since the actuator is manually operated to reciprocate the rod by the magnetic force, there is a problem that it can not be applied to an actuator that operates in a manner of converting the rotational motion of the motor into a linear motion for driving the engine .

7 and 8A, the marine engine control system 1 according to the embodiment of the present invention basically includes the above-described problems by forming the interlocking means RM in the actuator 200 It is solving.

The interlock releasing means RM is configured to release the engagement between the first gear M1 and the second gear M2 and includes a first engaging portion RM1, a second engaging portion RM2, and a moving portion RM3. .

The first and second engaging portions RM1 and RM2 are moved such that the second gear M2 is disengaged from the first gear M1 while maintaining a state in which the second gear M2 rotates in conjunction with the screw gear SG The first engaging portion RM1 is formed in the second gear M2 and the second engaging portion RM2 is formed in the rotational force switching portion 230 so as to be rotatable in the rotational axis direction of the second gear M2 And is coupled with the first engaging portion so as to be movable relative to the first engaging portion.

Although not shown in detail, the second engagement portion RM2 is formed in a rectangular cross-sectional shape and extends from the rotation axis of the screw gear SG to the rotation axis of the second gear M2, 2 engaging portion RM2 is formed in the shape of a groove (or a hole) to be inserted in a direction of rotation axis of the second gear M2. The second engaging portion RM2 is loosely inserted into the first engaging portion RM1 so that the second gear M2 and the screw gear SG transmit the rotational force to each other (the direction in which the engagement with the first gear M1 is released The relative movement of the second gear M2 is not restrained.

The moving part RM3 is configured to move the second gear M2 in the rotational axis direction of the second gear M2 and includes a first moving member RM3A and a second moving member RM3B. The first moving member RM3A and the second moving member RM3B are formed in the form of a knob so that the operator or crew of the ship grasps and actuates the actuator 200 manually.

7 and 8A, the first shifting member RM3A is configured to transmit the rotational force to the second gear M2 by grasping and rotating the actuator or the crew of the ship during manual operation of the actuator 200 And is rotatably coupled to the case 270 with reference to the rotation axis of the second gear M2. Preferably, the first moving member RM3A is formed with grooves or protrusions on its outer circumferential surface so that rotational force can be easily transmitted when the first moving member RM3A is gripped.

8A to 8C, when the actuator 200 is manually operated, the second shifting member RM3B grasps and pulls the ship's operator or crew, thereby moving the second gear M2 and the first gear M1, Which is rotatably coupled to the first shifting member RM3A and engaged with the second gear M2 in the rotational axis direction of the second gear M2. The second shifting member RM3B and the second gear M2 are connected to each other in the direction of the rotation axis of the second gear M2 by bolts BT or pins (not shown) so as to be linearly movable together without transmitting rotational force to each other .

The second gear M2 is provided with an extension E extending in the direction of the first shifting member RM3A and having a first concavo-convex U1 formed on the outer circumferential surface thereof. The first shifting member RM3A is provided with a second shift And the inner circumferential surface of the through groove H is formed with a first concavo-convex shape so as to constrain the motion of the extending portion E in the rotational direction of the second gear M2, And a second concavo-convex U2 coupled to the first concave portion U1.

As a result, when the second moving member RM3B is moved in the direction in which the first gear M1 and the second gear M2 are disengaged, the extended portion E is inserted into the through groove H, As the concave / convex portion U1 and the second concave / convex portion U2 are coupled to each other, the first moving member RM3A and the second gear M2 are constrained to rotate relative to each other.

That is, when an emergency such as an operation failure of the control head 100 or an abnormal operation of the engine occurs during the ship operation, the ship's operator or crew may move the second moving member RM3B to the first gear M1 and the second The second gear M2 and the screw gear SG are rotated by rotating the moving part RM3 immediately after the simple operation of pulling the gear M2 in the releasing direction so that the actuator 200 is manually operated .

The first moving member RM3A is formed with a step in the rotation axis direction of the second gear M2 with respect to the first moving member RM3A, (2a) and (2b) insertion engaging portions (I2b) to be combined with the first and second insertion holes (I1). In an embodiment of the present invention, the first insertion-engaging portion I1 is formed in a protrusion shape and the second insertion-engaging portion I2a and the second insertion-engaging portion I2b are inserted into the first insertion-engaging portion I1 But it is not limited thereto and may be formed in various shapes.

The second shifting member RM3B is engaged with the first shifting member RM3A by the insertion of the first insertion engaging portion I1 and the second insertion engaging portion I2a during normal operation of the marine engine control system 1. [ (See FIG. 8A), the second moving member RM3B is moved in the direction in which the engagement of the second gear M2 is released (see FIG. 8B) in the event of an emergency of the marine engine control system 1, The insertion engaging portion I1 is inserted into the second insertion engaging portion I2b and is coupled to the first moving member RM3A (see Fig. 8C). (See Fig. 8C)

8C, when the first and second bite insertion / attachment portions I1 and I2b are coupled, the first and second gears M1 and M2 are moved in the direction in which the first and second gears M2 and M2 engage with each other. The first concave and convex portion U1 and the second concave and the convex portion U2 are kept coupled with each other while the movement of the member RM3B is prevented so that the first moving member RM3A and the second moving member RM3B The rotation of the first moving member RM3A is transmitted to the second moving member RM3B and the second moving member RM3B by rotating the first moving member RM3A, And the rotational motion of the screw gear SG is transmitted to the clutch side (or the throttle valve side) through the linear motion of the moving block B to be transmitted to the actuator 200A Or 200B) manually.

According to the present invention, a control head (100) having an angular position sensing sensor (S1) that is rotated by a navigator of a ship and senses a rotation angle is installed; And an actuator (200) provided with an optical position sensor (S2) for receiving a signal from the angular position sensor (S1) and operating the marine engine (2) Since the distance position detection sensor S2 is made of a non-contact type sensor, even if the operation period of the ship is long, wear due to friction between the angular position sensor S1 and the rotary shaft 120 in the control head, It is possible to provide a marine engine control system 1 that prevents abrasion due to friction between the sensor S2 and the rotary gear box, thereby preventing malfunction and malfunction thereof.

The rotational force transmitting portion 250 includes a first gear M1 rotated by the motor 210; A second gear M2 meshing with the first gear M1 and transmitting rotational force to the rotational force switching portion 230; And the interlock releasing means RM for releasing engagement between the first gear M1 and the second gear M2, it is possible to prevent the operation of the control head 100 or the abnormal operation of the engine It is possible to provide the marine engine control system 1 in which the manual operation of the actuator 200 can be performed swiftly and simply when an emergency occurs.

The control head 100 also includes a disc brake (not shown) coupled to the rotating shaft 120 and having a front groove FH and a rear groove RH formed on the outer circumferential surface of the neutral groove NH, 150); And a plunger 170 coupled to the frame 110 and formed to be insertable into the neutral groove NH, the front groove FH and the rear groove RH when the rotary shaft 120 rotates It becomes possible to provide the marine engine control system 1 in which the rotational angle of the handle 130 for operating the clutch actuator 200A and the throttle actuator 200B is clearly distinguished from the neutral position.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the invention is not limited to the disclosed embodiments, but, on the contrary, It is obvious to those who have. Accordingly, it should be understood that such modifications or alterations should not be understood individually from the technical spirit and viewpoint of the present invention, and that modified embodiments fall within the scope of the claims of the present invention.

1: Marine engine control system 100: Control head
200: actuator 110: frame
200A: clutch actuator 111: frame stopper
200B: Throttle actuator 113: Brake block
210: motor 120: rotary shaft
230: rotation force switching unit 130: handle
RM2: second coupling portion 150: disc brake
SG: Screw gear NH: Neutral home
B: Moving block FH: Front groove
250: Torque transmitting portion RH: Rear groove
M1: First gear 151: Disk stopper
M2: Second gear 170: Plunger
E: Extension part S1: Angular position detection sensor
U1: 1st uneven portion S2: Distance position detection sensor
RM: interlocking releasing means LS: optical limit sensor
RM1: first coupling portion MB: main board
RM2: Second coupling portion CB: Lower cover
RM3: moving part CT: upper cover
RM3A: first movable member
I2a: the 2a insertion /
I2b: the 2nd b insertion /
H: Through groove
U2: second uneven portion
RM3B: second shifting member
I1: first insertion /
270: Case

Claims (10)

A control head provided with an angular position detection sensor which is rotated by a ship operator and detects a rotation angle; And an actuator including a distance position sensor and an optical limit sensor for receiving a signal of the angular position sensor and operating the marine engine,
The angular position detection sensor, the distance position detection sensor, and the optical limit sensor are made of a non-contact type sensor,
The actuator includes: a motor operated by a signal of the angular position sensing sensor; A rotational force switching unit for converting the rotational motion of the motor into a linear motion for operating the marine engine; And a rotational force transmitting portion for transmitting rotational force of the motor to the rotational force switching portion,
The rotational force transmitting portion includes: a first gear rotated by the motor; A second gear rotatably engaged with the first gear and transmitting a rotational force to the rotational force switching unit; And interlock releasing means for releasing engagement of the first gear and the second gear,
The interlock releasing means may include: a first engaging portion formed on the second gear; A second engaging portion formed in the rotational force switching portion and coupled to the first engaging portion in a direction relative to the rotation axis of the second gear, And a moving unit that moves the second gear in a direction of a rotation axis of the second gear,
The moving unit includes: a first moving member rotatably coupled to the case with respect to a rotation axis of the second gear; And a second shifting member rotatably coupled to the first shifting member and moving together with the second gear in a rotational axis direction of the second gear,
And the first shifting member is engaged with the second gear so as to rotate together with the second gear when the second shifting member is moved in the direction in which the engagement of the first gear and the second gear is released. Marine engine control system. delete delete delete delete The method according to claim 1,
The first moving member is provided with a first insertion /
The first shifting member is formed with a second insertion portion and a second insertion portion which selectively form a step in the direction of the rotation axis of the second gear and are coupled to the first insertion portion,
And the second gear is rotated together with the second moving member when the first insertion and insertion portion is inserted into the second insertion and engagement portion. The method according to claim 1,
The second gear is provided with an extension portion extending in the direction of the first shifting member and having a first concavo-convex portion formed on the outer circumferential surface thereof,
Wherein the first moving member is formed with a through groove through which the second moving member is rotatably engaged,
And an inner peripheral surface of the through-hole is provided with a second concavo-convex portion coupled with the first concavo-convex portion to constrain the movement of the extension portion in the rotation direction of the second gear. The method according to any one of claims 1, 6, and 7,
The control head comprising: a frame; A rotary shaft rotatably coupled to the frame, the rotary shaft measuring the angle of rotation of the angular position sensing sensor; A handle rotatably coupled to the rotating shaft; A disc brake coupled to the rotating shaft and having a neutral groove on an outer circumferential surface and a front groove and a rear groove formed in front and rear of the neutral groove; And a plunger coupled to the frame, the plunger being insertable into the neutral groove, the front groove, and the rear groove upon rotation of the rotating shaft,
Wherein the angular position sensor sends a signal to the clutch actuator at an angle at which the plunger is positioned between the front groove and the rear groove and sends a signal to the throttle actuator at an angle that deviates between the front groove and the rear groove. Engine control system. 9. The method of claim 8,
Wherein a disk stopper is protrudingly formed on an outer circumferential surface of the disk brake,
Wherein the frame is formed with a frame stopper to which the disc stopper is hooked to prevent rotation of the rotating shaft at a maximum output of the engine. 9. The method of claim 8,
Wherein the frame is coupled with a brake block that presses the disc brake to prevent rotation of the rotating shaft due to vibration or shock of the ship.

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