KR101781838B1 - System backlash measurement method of the steering gear - Google Patents

Abstract

A driven part composed of a rudder stock equipped with a rudder and a tiller interlocked with the rudder stock, a gear part rotating the driven part, and a gear part coupled to the gear part to rotate the gear part Wherein the driving unit comprises a motor for generating a rotational force to rotate the gear, a motor shaft for transmitting a rotational force of the motor, and a brake for stopping the motor, wherein the system backlash measurement ≪ / RTI >
Also, as described above, according to the system backlash measuring method of the helm according to the present invention, it is possible to precisely and effectively measure the system backlash.
In addition, it is possible to measure the backlash of a rudder during a ship operation, to check the progress of the rudder wear due to the change in the measured value, Precision and convenience can be increased.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a backlash measurement method,

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a backlash measuring method for a steering apparatus, and more particularly, to a backlash measuring method of a steering system for precisely and effectively measuring a system backlash caused by a gear gap in a gear- .

In the steering system that adjusts the direction of the ship, it is connected to the stern and is extended to the water or connected to the back of the keel so that when the angle of the rudder that rotates the ship to one side or receives the resistance of water, The rudder may be shaken by a backlash generated in the gear engagement portion and the adjustment performance of the ship is deteriorated if the rudder is shaken.

On the other hand, a backlash refers to a kind of gear clearance due to a clearance between teeth when a pair of gears is engaged, and a proper backlash is required to smoothly rotate the pair of gears.

However, if the backlash is too small, the lubrication is liable to become insufficient, so that the friction between the tooth surfaces becomes large. If the backlash is too large, the gears are damaged and the gears are liable to break. Therefore, precise measurement and removal of backlash is a very important factor in gear devices.

However, there has been no commercially available backlash measuring device for the performance verification of the reducer, and most of the manufacturers of the reducer have developed and used their own performance evaluation devices and methods.

Further, even in the case of the self-performance evaluating apparatus and method, there is a problem in reliability of the measured data such that the measurement accuracy of backlash is very low and the deviation of the repeat characteristic accuracy is large.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a method for effectively measuring a system backlash caused by a gear gap in a gear engagement portion.

In order to accomplish the above object, the present invention provides a motorcycle comprising: a follower portion composed of a rudder stock equipped with a rudder and a tiller interlocked with the rudder stock, a gear portion for rotating the follower portion, And a plurality of driving portions coupled to the gear portion to rotate the gear portion, wherein the driving portion includes a motor for generating a rotational force to rotate the gear, a motor shaft for transmitting a rotational force of the motor, and a brake for stopping the motor A method for measuring a backlash of a steering system comprising:

A first brake for stopping the first motor provided in the first driving unit among the plurality of driving units and a second brake for stopping the second motor provided in the second driving unit among the plurality of driving units, rudder) at 0 degrees,

A second step of opening the first brake to place the first motor shaft in a rotatable state, a third step of closing the second brake and putting the second motor shaft in a stopped state, A fourth step of driving in counter clockwise direction (ccw)

A fifth step of determining whether a current value of the first motor is equal to or greater than a predetermined current value, and a fifth step of determining whether the current value of the first motor is greater than or equal to a predetermined current value, A sixth step of measuring,

(Cw) clockwise driving the first motor; an eighth step of determining whether a current value of the first motor is equal to or greater than a predetermined current value; A step 9 of measuring the rotation angle A2 of the rudder up to that time when the current value is equal to or greater than a predetermined current value; Wherein the backlash measurement is performed in a state where the backlash is measured by the backlash measuring device.

The method may further include the steps of opening the first brake and the second brake after the ninth step to place the rudder at 0 degree, An eleventh step of keeping the motor shaft in a stopped state,

A twelfth step of opening the second brake to place the second motor shaft in a rotatable state, a thirteenth step of driving the second motor in counter clockwise direction (ccw)

Determining whether the current value of the second motor is greater than or equal to a predetermined current value, determining whether the current value of the second motor is greater than or equal to a predetermined current value, A step 15,

(Cw) driving the second motor in a clockwise direction; determining whether a current value of the second motor is equal to or greater than a predetermined current value; The method comprising the steps of: measuring the rotation angle B2 of the rudder until the current value is equal to or greater than a predetermined current value;

The difference between the rotation angles B1 and B2 of the rudder stock is defined as a system backlash of the first driving unit and the difference between the rotation angles B1 and B2 of the rudder stock and the average value of the difference values between A1 and A2 Wherein the backlash is defined as a system backlash of the steering system.

The predetermined current value required for the first motor or the second motor is 1/4 to 1/8 of the rated current of the first motor or the second motor. ) Measurement method is provided.

Further, it is possible to grasp the time point of maintenance of system backlash due to wear of the steering apparatus by monitoring (recording and storing) the measured system backlash every predetermined period to track the amount of backlash change A system backlash measuring method of a steering apparatus is provided.

In the fifth step, when the current value of the first motor is equal to or less than the predetermined current value, the fourth step of driving the first motor in a counter clockwise direction (ccw) is executed again. A method of measuring a backlash of a steering device is provided.

The seventh step of driving the first motor in a clockwise direction is executed again when the current value of the first motor is equal to or less than the predetermined current value in the eighth step. A system backlash measurement method is provided.

If the current value of the second motor is equal to or less than the predetermined current value in the operation 14, the operation 13 of driving the second motor in counter clockwise (ccw) A method of measuring a backlash of a steering device is provided.

If the current value of the second motor is equal to or less than the predetermined current value in the operation 17, the operation 16 is executed again in the clockwise direction of the second motor (cw) A system backlash measurement method of a steering apparatus is provided.

The features and advantages of the present invention will become more apparent from the following detailed description based on the accompanying drawings.

Prior to that, terms and words used in the present specification and claims should not be construed in a conventional and dictionary sense, and the inventor may properly define the concept of the term in order to best explain its invention It should be construed as meaning and concept consistent with the technical idea of the present invention.

As described above, according to the backlash measuring method of the helm according to the present invention, it is possible to precisely and effectively measure the backlash.

Also, it is possible to record the measured value measured by the rudder angle sensor when the rudder is stopped during the operation of the ship, and to grasp the overall steering status by the rate of change.

In addition, by periodically measuring the backlash of the system during the operation of the vessel and recording the change in the measured value, it is possible to confirm the progress of the worn-out of the steering gear and to grasp the time of maintenance as needed, thereby improving the accuracy and convenience of system backlash measurement There is an increasing effect.

1 is a schematic view for explaining a steering apparatus according to the present invention;
2 is a first flowchart showing a second driving system backlash measuring method according to the present invention;
3 is a second flow diagram illustrating a system backlash measurement method in accordance with the present invention.

Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings. In this process, the thickness of the lines and the size of the constituent elements shown in the drawings may be exaggerated for clarity and convenience of explanation.

In addition, the terms described below are defined in consideration of the functions of the present invention, which may vary depending on the intention or custom of the user, the operator. Therefore, definitions of these terms should be made based on the contents of the present invention.

In addition, the following embodiments are not intended to limit the scope of the present invention, but merely as exemplifications of the constituent elements set forth in the claims of the present invention, and are included in technical ideas throughout the specification of the present invention, Embodiments that include components replaceable as equivalents in the elements may be included within the scope of the present invention.

FIG. 2 is a first flowchart showing a second driving system backlash measuring method according to the present invention, and FIG. 3 is a flowchart illustrating a backlash measuring method according to an embodiment of the present invention. Referring to FIG. 1, 2 is a second flowchart showing a backlash measurement method.

As shown in FIG. 1, the steering apparatus according to the present invention includes a driven portion, a gear portion 300, and a plurality of driving portions 100.

It is preferable that the driving unit 100 is installed in a plurality of units so that one driving unit can be operated by the other.

The follower unit includes a treader T to which a rudder stock RS to which a rudder (not shown) is attached and a tiller T to which the rudder stock RS is interlocked.

The gear portion 300 is installed on one side of the tiller T and drives the tiller T. The driving portion 100 is engaged with one side of the gear portion 300, .

That is, the gear unit 300 driving the tiller T and the driving unit 100 are engaged with each other to rotate the gear unit 300 to drive the tiller T.

The driving unit 100 includes a motor 110 for generating a rotational force to rotate the gear 300, a motor shaft for transmitting the rotational force of the motor 110, and a brake (not shown) for stopping the motor 110. [ .

A deceleration unit 120 interlocked with the motor shaft and decelerating the rotational force generated by the motor 110 and a gear unit 120 coupled to the deceleration unit 120 and coupled with the gear unit 300, And a torque limiter (not shown) provided between the motor 110 and the decelerator 120 to control the rotational force of the motor 110.

The torque limiter 130 is provided between the motor 110 and the reduction unit 120 to protect the driving unit 100 from excessive external force and includes a shaft 130 coupled to the gear unit 300, The torque transmitted from the deceleration unit 120 is limited when the load of the engine 110 acts more than the predetermined load.

It is preferable that the deceleration portion 120 uses a well-known planetary gear. The planetary gear includes deceleration gears including a sun gear, a ring gear, and the like as known in the art, thereby increasing the rotational force generated by the motor 110.

That is, the rotational force generated in the motor 110 is increased in the decelerator 120 and finally transmitted to the shaft 130 to rotate the gear 300.

Meanwhile, the shaft 130 has teeth formed on the outer side and is engaged with the gear unit 300. The shaft 130 is used as an output end of the reduction unit 120.

The motor 110 is provided with an encoder for checking the number of revolutions of the motor 110 and an inverter for controlling the current applied to the motor 120 and confirming the torque.

Therefore, as described above, the driving unit 100 and the gear unit 300 are engaged with each other and rotate the tiller T by rotating the gear unit 300.

At this time, since the tilter T is fixed with the rudder stock RS, the rudder stock RS is rotated by the rotation of the tiller T, and as a result, by the rotation of the rudder stock RS, The rudder R mounted on the stock RS can be operated to change the steering angle.

The gear portion 300 may be a known gear or the like for coupling the tiller T with the gear, and it is also possible to use a slewing bearing 310 as shown in the drawing.

The swing bearing 310 is generally known as a gear which is internally or externally rotated and is rotated by gear engagement of the gear.

When the tooth surface of the gear portion 300 is formed on the outer surface, the driving portion 100 is engaged with the outer surface of the gear portion 300. When the tooth surface of the gear portion 300 is formed on the inner surface, (100) may be engaged with the inner surface of the gear portion (300) to drive the gear portion (300).

Hereinafter, a method of measuring the system backlash of the steering apparatus will be described in detail with reference to FIGS. 1 to 3. FIG.

As described above, in the present invention, a steering apparatus having a plurality of driving units is described. Each of the driving units has a plurality of gear engagement portions for transmitting driving force from a motor to a rudder. Measuring the amount of play that exists is, in reality, very difficult.

Therefore, the present invention provides a method of measuring a system backlash, which is the amount of play of the entire plurality of gear engagement portions formed from the motor to the rudder of each drive portion, and in the embodiment of the present invention, For example.

Therefore, the system backlash can be measured by measuring the system backlash of one of the plurality of driving units and measuring the system backlash of the other one of the driving units and obtaining the average value of the backlash.

That is, the system backlash measuring method of the steering apparatus includes a first brake for stopping the first motor 110a provided in the first driving part 100a among the plurality of driving parts, and a second brake for stopping the second driving part The second brake for stopping the second motor 110b included in the first brake pedal 100b is opened and the rudder R is positioned at 0 degree.

Here, the 0-degree position of the rudder R indicates a situation in which it is parallel to the longitudinal direction of the ship.

In addition, after the rudder R is positioned at 0 degree, the first brake is opened to make the first motor shaft turnable (S120), the second brake is closed, The motor shaft is stopped (S130)

 Then, the first motor 110a is driven counter clockwise (ccw) (S140). At this time, it is determined whether the current value of the first motor 110a is equal to or greater than a predetermined current value (S150 ), It is preferable that the predetermined current value of the first motor 110a is 1/4 to 1/8 of the rated current of the first motor 110a.

Herein, the value of 1/4 to 1/8 of the rated current of the first motor 110a is only an embodiment of the present invention, and it goes without saying that the present invention belongs to the category of the present invention.

When a current value of the first motor 120a is equal to or greater than a predetermined current value, an angle sensor (RBU) (not shown) provided in the tiller T causes the rudder The rotation angle value A1 of the stock RS is measured (S160).

In order to increase the measurement accuracy, the angle sensor (RBU) preferably uses a sensor having a high accuracy of 2 ^ 12 bits (4096 pulses per rotation) or more.

On the other hand, if there is no system backlash of the steering system, the rudder R is at 0 degree and the first brake is open and the second brake is closed under the same conditions) When the motor 110a is operated (the second motor 110b is in the unactuated state), the rudder does not rotate because the second brake is closed.

However, due to the backlash (backlash of the steering system) existing in the gear engagement portion from the motor 110 to the rudder formed in the steering apparatus, the rotational force of the first motor 110a is transmitted to the first shaft Is transmitted to the swing bearing (310) through the swing shaft (130a).

The rotational force transmitted to the swing bearing 310 is transmitted to the second driving portion 100b, and is rotated by the amount of play existing in the gear engagement portion of the steering apparatus, and the rotation is stopped by the second brake.

As the tiller T is rotated by the amount of play, the rudder stock RS is also rotated and the steering angle is changed to measure the rotation angle value A1 of the rudder stock RS.

If the current value of the first motor 110a is less than the predetermined current value, step S140 of driving the first motor 120a counter clockwise (ccw) is executed again, The current applied to the first motor 110a is adjusted to prevent the occurrence of excessive motor torque to prevent deformation between the gears.

That is, even if the first motor 110a is driven to fill the gap between the teeth faces, since the current value of the motor is high, when the motor torque is excessive, a large force is applied between the end faces of the gear, 1 motor 110a.

After the rotation angle value A1 of the rudder is measured (S160), the first motor 110a is driven clockwise (S170). At this time, the first motor 110a is driven (S180), and the predetermined current value required for the first motor 110a is 1/4 to 1/8 of the rated current of the first motor 110a .

Herein, the value of 1/4 to 1/8 of the rated current of the first motor 110a is only an embodiment of the present invention, and it goes without saying that the present invention belongs to the category of the present invention.

In the meantime, the order of the driving direction of the first motor 110a described above (driven in the clockwise direction after counterclockwise driving) is only one embodiment of the present invention, and the change (driving in the counterclockwise direction after clockwise driving) It should be understood that they fall within the scope of the present invention.

When the current value required for the first motor 110a is equal to or greater than a predetermined current value, an angle sensor (RBU) (not shown) provided in the tiller T causes the rudder The rotation angle value A2 of the stock RS is measured (S190).

If the current value of the first motor 110a is equal to or less than a predetermined current value, step S170 of driving the first motor 110a in a clockwise direction is executed again, The current applied to the motor 110a is adjusted to prevent the occurrence of excessive motor torque to prevent deformation between the gears. That is, even if the first motor 110a is driven to fill the gap between the teeth faces, since the current value of the motor is high, when the motor torque is excessive, a large force is applied between the end faces of the gear, 1 motor 110a.

)을 구하는 단계(S200)를 실행한다. Further, a difference value between the rotational angle values A1 and A2 of the rudder stock RS, which is a system backlash value of the second driving portion 110b,

(Step S200).

After the rotation angle value A2 of the rudder stock RS is measured (S190), a first brake for stopping the first motor 110a included in the first driving portion 100a among the plurality of driving portions, The second brake for stopping the second motor 110b included in the second driving part 100b is opened and the rudder R is positioned at 0 degree in step S210.

On the other hand, when the system backlash is continuously tested, since the angle of the rudder R is maintained at 0 degree, the step S210 may be omitted.

After the rudder R is positioned at 0 degree, the first brake is closed and the first motor shaft is stopped (S220). Then, the second brake is opened to open the second motor shaft (S230). ≪ RTI ID = 0.0 >

 Then, the second motor 110b is driven counterclockwise (S240). At this time, it is determined whether the current value of the second motor 110b is equal to or greater than a predetermined current value (S250 , And the predetermined current value required for the second motor 110b is 1/4 to 1/8 of the rated current of the second motor 110b.

Here, the value of 1/4 to 1/8 of the rated current of the second motor 110b is only an embodiment of the present invention, and it goes without saying that the present invention belongs to the category of the present invention.

When the current value required for the second motor 110b is equal to or greater than a predetermined current value, an angle sensor (RBU) (not shown) provided in the tiller T causes the rudder The rotation angle value B1 of the stock RS is measured (S260).

On the other hand, if there is no system backlash of the steering system, the rudder R is positioned at 0 degree and the first brake is closed and the second brake is open) When the second motor 110b is operated (the first motor 110a is in a non-operating state), the rudder does not rotate because the first brake is closed.

However, due to the backlash (backlash of the steering system) existing in the gear engagement portion from the motor 110 to the rudder formed in the helm, the rotational force of the second motor 110b is transmitted to the second shaft < And is transmitted to the swing bearing 310 through the swing shaft 130b.

The rotational force transmitted to the swing bearing 310 is transmitted to the first driving portion 100a, and is rotated by the amount of play existing in the gear engagement portion provided in the steering apparatus, and the rotation is stopped by the first brake.

As the tiller T is rotated by the amount of play, the rudder stock RS is also rotated and the steering angle is changed to measure the rotation angle value B1 of the rudder stock RS.

If the current value of the second motor 110b is less than the predetermined current value, the step S240 of driving the second motor 110b counter clockwise is executed again, The current applied to the second motor 110b is adjusted to prevent the occurrence of excessive motor torque to prevent deformation between the gears.

In other words, even if the second motor 110b is driven to fill the gap between the teeth surfaces, the current value of the motor is high, and when the motor torque is excessive, a large force is applied between the surfaces of the gears, And controls the current provided to the second motor 110b.

After the rotation angle value B1 of the rudder stock RS is measured (S260), the second motor 110b is driven clockwise (S270). At this time, the second motor 110b is greater than or equal to a predetermined current value (S280).

It is preferable that the predetermined current value of the second motor 120b is 1/4 to 1/8 of the rated current of the second motor 120b.

Here, the value of 1/4 to 1/8 of the rated current of the second motor 110b is only an embodiment of the present invention, and it goes without saying that the present invention belongs to the category of the present invention.

In the meantime, the order of the driving direction of the second motor 110b (driving in the clockwise direction after the counterclockwise driving) described above is only an embodiment of the present invention, and the change (driving in the counterclockwise direction after clockwise driving) It should be understood that they fall within the scope of the present invention.

When the current value required for the second motor 110b is equal to or greater than a predetermined current value, an angle sensor (RBU) (not shown) provided in the tiller T causes the rudder The rotation angle value B2 of the stock RS is measured (S290).

If the current value of the second motor 110b is less than the predetermined current value, the step S260 of driving the second motor 110b in a clockwise direction is executed again, 2 The current applied to the motor 110b is adjusted to prevent the occurrence of excessive motor torque to prevent deformation between the gears.

In other words, even if the second motor 110b is driven to fill the gap between the teeth surfaces, the current value of the motor is high, and when the motor torque is excessive, a large force is applied between the surfaces of the gears, And controls the current provided to the second motor 110b.

)을 구하고, 상기에서 구한 값 A1, A2의 차이 값(

)과, B1과 B2의 차이 값(

)의 평균값(

)을 구해 상기 조타장치의 시스템 백래쉬(backlash)를 획득하는 단계(S300)를 실행함으로써, 본 발명에 의한 시스템 백래쉬(backlash) 측정 로직이 마무리된다. Further, a difference value between the rotational angles B1 and B2 of the rudder, which is a system backlash value of the first driving portion 110a,

), And calculates the difference value (

), A difference value between B1 and B2 (

) ≪ / RTI >

(Step S300) of obtaining the system backlash of the steering apparatus, thereby completing the system backlash measurement logic according to the present invention.

As described above, in the system backlash measuring method according to the present invention, it is difficult to measure the backlash occurring in the plurality of gear engagement portions formed in the respective driving portions in the apparatus having a plurality of driving portions, 110) to the rudder (R) are all measured together with the backlash generated in all of the formed gear engaging portions.

That is, the system backlash measuring method according to the present invention is applicable to any device (a power transmission apparatus, a steering apparatus, or the like) having a plurality of driving units.

In addition, the system backlash measurement logic may be used to monitor (record and store) the system backlash measured during the ship operation by the period (day, week, or month) By tracking the measured value change amount of the system backlash, it is possible to grasp the time point of maintenance of the system backlash due to wear of the steering apparatus.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the same is by way of illustration and example only and is not to be construed as limiting the present invention. It is obvious that the modification or improvement is possible.

It is intended that the present invention cover the modifications and variations of this invention provided they come within the scope of the appended claims and their equivalents.

100: driving unit 110: motor
120: Decelerator 130: Shaft
300: Toothed portion 310: Slewing bearing
T: tiller RS: rudder stock
B: Base

Claims (8)

A driven part composed of a rudder stock equipped with a rudder and a tiller interlocked with the rudder stock, a gear part rotating the driven part, and a gear part coupled to the gear part to rotate the gear part Wherein the driving unit comprises a motor for generating a rotational force to rotate the gear, a motor shaft for transmitting a rotational force of the motor, and a brake for stopping the motor, wherein the system backlash measurement In the method,
A first brake for stopping the first motor provided in the first driving unit among the plurality of driving units and a second brake for stopping the second motor provided in the second driving unit among the plurality of driving units, rudder) at 0 degrees;
A second step of opening the first brake and placing the first motor shaft in a rotatable state;
A third step of closing the second brake and keeping the second motor shaft in a stopped state;
A fourth step of driving the first motor counter clockwise (ccw);
A fifth step of determining whether a current value of the first motor is greater than or equal to a predetermined current value;
A sixth step of measuring a rotation angle A1 of the rudder until a current value of the first motor is greater than a predetermined current value when a current value of the first motor is equal to or greater than a predetermined current value;
A seventh step of driving the first motor in a clockwise direction;
An eighth step of determining whether a current value of the first motor is greater than or equal to a predetermined current value;
A ninth step of measuring the rotation angle A2 of the rudder until the current value of the first motor is greater than or equal to the predetermined current value;
Wherein a difference between the rotational angles A1 and A2 of the rudder stock is defined as a system backlash of the second driving unit.
The method according to claim 1,
The ninth step of opening the first brake and the second brake, and positioning the rudder at 0 degree;
An eleventh step of closing the first brake and keeping the first motor shaft in a stopped state;
A twelfth step of opening the second brake and placing the second motor shaft in a rotatable state;
A thirteenth step of driving the second motor counter clockwise (ccw);
Determining whether a current value of the second motor is greater than or equal to a predetermined current value;
A step (15) of measuring the rotation angle (B1) of the rudder until the current value of the second motor is equal to or greater than a predetermined current value;
A step (16) of driving the second motor in a clockwise direction;
Determining whether a current value of the second motor is greater than or equal to a predetermined current value;
(18) measuring the rotation angle (B2) of the rudder until the current value of the second motor is equal to or greater than a predetermined current value;
The difference between the rotation angles B1 and B2 of the rudder stock is defined as a system backlash of the first driving unit and the difference between the rotation angles B1 and B2 of the rudder stock and the average value of the difference values between A1 and A2 Wherein the backlash is defined as a system backlash of the steering apparatus.
3. The method according to claim 1 or 2,
The system backlash is monitored (recorded and stored) at regular intervals to track the amount of backlash so that the maintenance time of the system backlash due to wear of the helm can be grasped Backlash measuring method of a steering device.
The method according to claim 1, wherein, in the fifth step,
And the fourth step of driving the first motor in counter clockwise direction (ccw) when the current value of the first motor is equal to or less than the predetermined current value. backlash measurement method.
2. The method of claim 1, wherein, in the eighth step,
Wherein when the current value of the first motor is equal to or less than the predetermined current value, the seventh step of driving the first motor in a clockwise direction is executed again. Way.
3. The method of claim 2, wherein, in step (14)
And the step (13) of driving the second motor in counter clockwise direction (ccw) when the current value of the second motor is equal to or less than the predetermined current value. ) How to measure.
3. The method of claim 2, wherein, in the seventeenth step,
And when the current value of the second motor is equal to or less than the predetermined current value, the step 16 of driving the second motor in a clockwise direction is executed again. How to measure.
3. The method according to claim 1 or 2,
Wherein the predetermined current value required for the first motor or the second motor is 1/4 to 1/8 of the rated current of the first motor or the second motor. Way.

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