KR101784751B1

KR101784751B1 - Finding method for locked steering apparatus and navigation method by the same and unlocking process for the locked steering apparatus by the same

Info

Publication number: KR101784751B1
Application number: KR1020150128394A
Authority: KR
Inventors: 박성하; 강남식; 윤영호
Original assignee: 훌루테크 주식회사
Priority date: 2015-09-10
Filing date: 2015-09-10
Publication date: 2017-10-12
Also published as: KR20170030898A

Abstract

The present invention relates to a motor control apparatus and a motor control apparatus that compares operation signals output from a sensor for detecting an operation state of an electric motor and compares the operation signals output from the sensors with the operation signals output from the other motors, And can determine the locked driver more easily, and a method of confirming the locked driver of the steering apparatus, and a method of removing the lock of the driver.

Description

Technical Field [0001] The present invention relates to a method of confirming a locked driver of a helm, a method of operating a steering gear using the same,

In general, the steering apparatus 1 used for a ship or the like includes a rudder (not shown) and a rudder stock (RS) to which the rudder is attached as shown in Fig.

At this time, the rudder stock RS is inserted and fixed in the tiller T. When the steering angle is changed, the tiller T is operated to rotate the rudder stock RS, thereby changing the angle of the rudder, .

Meanwhile, the tiller T is driven by the gear unit 200, and the gear unit 200 is driven by the driver 100.

The drive unit 100 includes an electric motor 110 having a brake S, a speed reducer 120 installed in the electric motor 110 and an output pinion 140 installed in an output shaft 130 of the speed reducer 120. [ Respectively.

That is, a rotational force is generated in the electric motor 110 using an electric motor or the like, and the generated rotational force is amplified in the speed reducer 120. The amplified rotational force is transmitted to the output pinion 140 through the output shaft 130. Meanwhile, the gear unit 200 is connected to the output pinion 140, and finally the rotational force is transmitted to the tiller T to rotate the rudder stock RS.

On the other hand, in the case of the above-described steering apparatus 1, a plurality of drivers 100 are generally provided.

However, as described above, in the case of the driver 100, breakage may occur according to use, and the driver 100 may not be driven and may be locked.

In particular, when the speed reducer 120 of the driver 100 is broken, it is difficult to visually observe the driver 100 because a plurality of gears are mounted in the interior thereof. Thus, it is difficult to determine which driver 100 of the plurality of drivers 100 is locked .

On the other hand, the above-described steering apparatus itself is well-known technology and is described in detail in the following prior art documents, so that redundant description and illustration are omitted.

Japanese Patent Application Laid-Open No. 2002-211490 Japanese Patent Laid-Open No. 2001-018893 Japanese Patent Laid-Open No. 2001-055196 Japanese Patent Laid-Open No. 1996-034396 Japanese Patent Laid-Open No. 1996-207894 Korean Patent No. 10-1433835 Korean Patent No. 10-1431931 Korean Patent No. 10-1422499 Korean Patent No. 10-1313162 Korean Patent No. 10-0700057 Korean Patent No. 10-0429067

SUMMARY OF THE INVENTION Accordingly, the present invention has been made keeping in mind the above problems occurring in the prior art, and it is an object of the present invention to provide a small operation signal The present invention has been made in view of the above problems, and it is an object of the present invention to provide a method of confirming a locked driver of a steering apparatus which can judge a locked driver more easily by judging that a speed reducer connected to an electric motor from which a motor is output is broken.

In order to achieve the above object, the present invention provides an electric motor including an electric motor (110) having a brake (S), a speed reducer (120) installed in the electric motor (110) (10) comprising a plurality of actuators (100) having an output pinion (140) and a gear portion (200) which is rotated by the output pinion (140) and drives a tiller (T) (S10) for comparing the operation signal output from the sensor for detecting the operation state of the electric motor (110), and comparing the operation signal output from the specific motor (S100) for determining that the speed reducer connected to the motor, from which the small operation signal is output, is broken if the operating signal from the motor is greater than the operating signal from the motor Feature.

At this time, in the decelerator checking step S100, if the operating signal from the specific motor is larger than twice the operating signal from the other motor, it may be determined that the speed reducer connected to the motor in which the small operating signal is outputted is broken Do.

The brake checking step S200 for confirming the failure of the brake S before performing the decelerator checking step S100 may be performed first when the overcurrent flows through the motor 110, It is determined that the brake S is not broken and the steering of the steering wheel is impossible. In this case, it is determined that the speed reducer 120 is damaged and the decelerator checking step S100 is performed .

The decelerator checking step S100 includes a twelfth step S120 of driving each electric motor 110 and a thirteenth step S120 of checking an operation signal output from a sensor for detecting an operation state of the electric motor 110 (S140) of comparing the magnitude of the operating signal and a magnitude of the operating signal corresponding to the small operating signal when one operating signal is greater than two times greater than the other operating signal by the fourteenth step (S140) (S150) of judging that the speed reducer (120) of the electric motor (110) is broken and issuing a breakage alarm; and a step (S140) It is possible to include a step S16 (step S160) of issuing an instruction to check the entire steering apparatus 10 if it is large.

An eleventh step S110 of inputting a current value Ii for driving the electric motor 110 is performed before the step 120 of driving the electric motor 110 is performed, Ii may be 1/4 of the rated current Ir of the electric motor 110. [

The brake checking step S200 is a step S210 of checking the occurrence of an overcurrent in the motor 110 and checking if an overcurrent is generated when the overcurrent does not occur. Step S220 is performed to check whether there is an abnormality in the brake S or not in step S220 if the abnormality of the brake S is detected in step S220. (S230), and if it is possible to steer the vehicle, it is determined whether or not steering is possible. In the step S230, (S210), and if the steering is impossible, the decelerator checking step (S100) may be performed.

If it is determined in step 21 that the overcurrent is generated in step 21, an overcurrent alarm is issued. If it is determined in step 23 that the steering is not possible in step 23, It is also possible to perform the decelerator check step S100 after performing step 24 (S240).

The present invention is a method for operating a driver 1 after confirming a locked driver by the checking method, wherein the output shaft 130 between the speed reducer 120 and the output pinion 140 of the locked driver 100 The torque limiter 600 of the driver 100 is released after the torque limiter 600 is installed and the output shaft 130 and the output pinion 140 are prevented from interlocking with each other by releasing the torque limiter 600 of the driver 100, There is another feature on the way.

In addition, the present invention provides a method for solving the locking of a driver after confirming a locked driver by the checking method, wherein the output shaft (130) and the output pinion (140) of the locked driver (100) The driver pinion 140 of the driver 100 is disassembled and the driver 200 is locked with the driver 100 so that the locked driver 100 is not interlocked with the pinion 140. [ There is another feature in the solution method.

At this time, the output shaft 130 and the output pinion 140 are splined to each other so that the output shaft 130 and the output pinion 140 are slidable with each other, and the output pinion 140, A snap ring 160 for fixing the output shaft 130 and the output pinion 140 is detachably fixed to the output shaft 130 and the snap ring 160 The output pinion 140 may be separated to prevent the driver 100 from interlocking with the gear 200.

The output shaft 130 and the output pinion 140 are splined to each other so that the output shaft 130 and the output pinion 140 are slidable with each other. A detent plate 170 for fixing the output shaft 140 and a fixture 180 for fixing the detent plate 170 are installed so that the output shaft 130 and the output pinion 140 are detachably fixed to each other, The detent plate 180 of the driving machine 100 identified by the locked driver is detached and then the detent plate 170 is disassembled and the output pinion 140 is separated so that the driver 100 is not interlocked with the toothed portion 200 It is also possible to do.

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.

According to the present invention described above, it is possible to determine a driver that is more easily locked than the conventional one.

1 is a conceptual diagram for explaining a general steering apparatus,
FIG. 2 is a flowchart illustrating a checking method according to an embodiment of the present invention;
3 and 4 are conceptual diagrams illustrating a method of operating a single driver using a torque limiter according to an embodiment of the present invention,
5 is a conceptual diagram for explaining dismantling of a locked actuator according to an embodiment of the present invention.

Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings. In this process, the thicknesses of the lines and the sizes of the components 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 throughout this specification.

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 flowchart illustrating a checking method according to an embodiment of the present invention. FIG. 3 and FIG. 4 illustrate a method of operating a single driver using a torque limiter according to an embodiment of the present invention FIG. 5 is a conceptual diagram for explaining dismantling of a locked actuator according to an embodiment of the present invention. FIG.

Example

The present invention includes an electric motor 110 having a brake S, a speed reducer 120 installed in the electric motor 110 and an output pinion 140 installed in an output shaft 130 of the speed reducer 120 A method S10 of confirming a locked driver in a steering apparatus 10 including a plurality of drivers 100 and a gear unit 200 that is rotated by the output pinion 140 and operates a tiller T, And the driver 100 and the gear unit 200 are the same as those of the conventional case, so a duplicate description will be omitted.

However, in the case of the present invention, operation signals outputted from the sensor for detecting the operating state of the motor 110 are compared with each other to confirm the locked driver 100.

When the motor 110 operates normally, the sensor can use a known encoder or resolver. When the motor 110 operates normally, the backlash, the output pinion and the slewing bearing backlash of the entire reduction gear, the backlash of the reduction gear pinion generated by the slewing bearing, Significantly more motion is read by the sensor and the signal is relatively large.

However, in the case of the driver 100 which is locked due to breakage or the like, only the clearance (mostly gear backlash) from the motor to the locked portion is limited to the range that the driver 100 can move, Is relatively small.

For example, when an encoder is used, a rotation angle and the like can be checked. Since the rotation angle of the normal actuator 100 is larger than the rotation angle of the actuator 100, Is larger than the sensor signal output from the sensor 100.

The present invention is based on this principle, and it is possible to compare the operation signals outputted from the sensors for detecting the operating state of the electric motor 110. When the operation signals from the specific motor are larger than the operation signals from the other motors, And a decelerator checking step (S100) in which it is determined that the decelerator connected to the motor from which the signal is output is broken.

That is, for example, as shown in Fig. 1, when the driver 100-1 disposed on the left side in the drawing and the driver 100-2 disposed on the right side in the drawing are included, When the sensor signal from the motor 110-1 of the motor 100-1 is greater than the sensor signal from the motor 110-2 of the driver 100-2 disposed on the right side in the figure, 100-2) is broken and locked.

Accordingly, in the present invention, only the sensor signal from the motor 110 is discriminated, so that it is possible to more easily determine which driver 100 is locked.

That is, when the signal from the driver 100-1 on the left side in the drawing in FIG. 1 is larger than twice the signal from the driver 100-2 on the right side in the figure, the reduction gear 120-2 Is broken and it is judged that the driver 100-2 on the right side in the figure is locked.

If the signal from the driver 100-1 on the left in the drawing is not more than twice, that is, twice or less than the signal from the driver 100-2 on the right in the drawing, It is preferable to check the entire steering gear as it is difficult to judge whether or not it is locked, which will be described later.

According to the present invention as described above, it is possible to determine whether or not the specific driver 100 is locked.

However, according to the present invention, the reduction gear 120 may be damaged. However, the reduction gear 120 may not operate due to a malfunction of the brake S.

In such a case, it is preferable to first check whether the brake S is faulty because the above-mentioned invention may make a wrong judgment.

It is also possible to perform a brake checking step S200 for confirming a failure of the brake S before performing the decelerator checking step S100 for this purpose. The brake checking step S200 may be a step of checking whether the overcurrent It is confirmed whether or not the brake S has failed.

That is, when the braking state is maintained even though the brake S is broken and the braking is to be released, the electric motor 110 tends to rotate continuously, and an overcurrent is generated.

In the present invention, such an overcurrent is checked to check whether the brake S has failed.

On the other hand, in order to check the overcurrent, an overcurrent sensor can be used. Since the overcurrent sensor is a well-known technology, detailed description and illustration are omitted.

In addition, the failure of the brake S can be confirmed through a sensor which responds to the operation of the brake S. For example, it is also possible to use a sensor for detecting the operation of the friction plate of the brake S, and this is also a well-known technology, and therefore, detailed description and illustration are omitted.

As described above, in the brake checking step S200, when an overcurrent flows in the electric motor 110, it is determined whether the brake S is faulty. Then, it is judged that the brake S is not malfunctioning and the steering of the steering wheel is impossible It is determined that the speed reducer 120 is broken and the decelerator check step S100 is performed.

That is, if it is impossible to steer the steering gear even though the brake S is not failed, it may be regarded that the speed reducer 120 is broken and locked, so that the decelerator checking step S100 is performed as described above.

If the brake S is not malfunctioning and the steering of the steering wheel is possible, the step of confirming whether or not the overcurrent flows is performed again, which will be described later.

This will be described in more detail with reference to FIG.

First, the decelerator checking step S100 will be described. In the decelerator checking step S100, a twelfth step (S120) of driving each of the electric motors 110 is performed.

Accordingly, when the motor 110 is driven, it performs a thirteenth step (S130) of confirming an operation signal output from a sensor that senses an operation state of the electric motor 110. [

In this case, the sensor for detecting the operating state of the electric motor 110 has already been described, and a controller (not shown) may be used to confirm the operation signal.

Meanwhile, in operation S140, operation 14 is performed to compare the magnitude of the operation signal.

That is, the size of the operation signal can be compared using the controller, and since such a controller is a well-known technology, detailed description and illustration are omitted.

If it is determined in step S 140 that one operation signal is greater than twice the other operation signal, it is determined that the speed reducer 120 of the motor 110 corresponding to the small operation signal is broken and a failure alarm is issued Step 15 (S150) is performed.

For example, in the case of FIG. 2, two actuators 100 are described as an example. When the actuating signal S1 and S2 are inputted, when S1 is larger than S2 by 2, (S150-1). In this case,

When the failure alarm of the speed reducer 2 is issued by this step, the speed reducer 2 is checked.

If S2 is larger than S1 by two times, it is determined that the decelerator of the driver that generates S1 is locked, and a failure alarm of the decelerator 1 is issued (S150-2)

If one of the actuating signals is greater than twice as much as the other actuating signal in step 1440, that is, if one of the actuating signals is twice or more than twice the other actuating signal, It is difficult to say that it is broken.

In this case, a step S166 is performed in which the controller 10 checks the entire steering device 10 in step S16.

In operation S120, a current value Ii for driving the motor 110 is input in operation S110 before the operation of driving the motor 110 is performed. It is also possible to drive.

At this time, the current value Ii may be set to 1/4 of the rated current Ir of the electric motor 110 in order to operate the electric motor 110 more stably.

The above-described brake confirmation step (S200) is performed before performing the decelerator check step S100 as described above.

The brake checking step S200 first checks whether an overcurrent is generated in the motor 110 in a twenty-first step (S210). If the overcurrent does not occur, it is checked whether an overcurrent occurs again.

If an overcurrent is generated, the control unit issues an overcurrent alarm and then performs a twenty-second step (S220). In the twenty-second step (S220), the abnormality of the brake (S) And if so, a step S250 of issuing a brake repair command is performed.

That is, when the overcurrent does not occur, it is determined that there is no abnormality of the brake S and the step 21 (S210) is performed again, and when the overcurrent occurs, the step 22 (S220) is performed.

If there is no abnormality in the brake S by the twenty-second step S220, the twenty-third step S230 is performed.

In order to determine whether or not the brake S is abnormal, a sensor for checking the operation of the brake S may be used as described above.

In step S230, whether the steering is possible or not is checked. To this end, a sensor for sensing the rotation angle of the rudder stock (RS) or the rudder may be provided. Such a sensor may be connected to the above-described controller so that the controller can determine whether the steering is possible by judging a signal inputted from the sensor.

If it is possible to steer by the 23rd step S230, even if an overcurrent occurs in the electric motor 110, it is possible to steer the vehicle, so that it is judged as a normal state and the step 2110 is performed again.

This can be seen, for example, when momentary overcurrent occurred due to excessive external force due to wind or the like.

On the other hand, if the steering is not possible in step S230, it is impossible to steer the vehicle despite the absence of the brake S, so that it is determined that there is a problem in the speed reducer 120, .

On the other hand, in the step 25 (S250), a brake repair command is issued. In the fifteenth step (S150), a reduction gear failure alarm is issued. To this end, the brake repair command or the speed reducer damage alarm It is also possible to make a specific sound or to display such contents on the operator's mobile phone.

If it is determined in step 21 that the overcurrent has been generated, if it is determined in step 23 that steering is not possible after the overcurrent alarm has been issued by the above-described method, It is possible to perform the decelerator check step S100 after performing the twenty-fourth step S240 of canceling the overcurrent alarm notification.

Hereinafter, a method of operating the driver 1 after confirming the driver locked by the method S10 of the present invention described above with reference to FIGS. 3 and 4 will be described.

In the case where one pair of drivers 100 is a pair as described above, if one driver 100 fails, the failed driver 100 acts as a load on the driver 100 that normally operates.

That is, when the faulty actuator 100 is coupled to the gear 200, the faulty actuator 100 must be returned.

To solve this problem, the navigation method of the present invention is characterized in that after the torque limiter 600 is installed on the output shaft 130 between the speed reducer 120 and the output pinion 140 of the locked driver 100, The output shaft 130 and the output pinion 140 are prevented from interlocking with each other by releasing the torque limiter 600 of the driver 100 identified by the driver.

That is, when the normal driver 100 rotates the gear 200, the rotated driver 100 must also return the rotated gear 200. Thus, if the locked driver 100 is disconnected from the load 100, .

If the output shaft 130 and the output pinion 140 of the locked driver 100 are not interlocked with each other, the output pinion 140 is rotated only when the gear 200 is rotated, Is not operated.

The torque limiter 600 is installed on the output shaft 130 between the speed reducer 120 and the output pinion 140 in order to cut off the linkage described above and then the torque limiter 600 of the driver 100 identified by the locked driver 600).

As is well known, the torque limiter 600 slips to prevent an external force from being transmitted when an external force over a certain range is transmitted. In the present invention, the torque limiter 600 is provided with a torque adjusting nut It is also possible to release the torque limiter simply by applying the release lever L of the torque limiter.

When the torque limiter 600 is released as described above, the interlocking relationship between the output pinion 140 and the output shaft 130 is broken, and the failed actuator 100 does not act as a load, And will be able to operate.

Hereinafter, a method of eliminating the locking of the driver after confirming the locked driver by the checking method (S10) of the present invention described above with reference to FIG. 5 will be described.

That is, when the locked driver 100 is confirmed, it is also possible to disconnect the linkage using the torque limiter as described above.

However, when the installation position of the torque limiter 600 is disposed between the electric motor 110 and the speed reducer 120, the connection of the fixed linear actuator 100 is not released even if the torque limiter 600 is released, It can be missed.

Accordingly, in this case, it is also possible to disconnect the output pinion 140 of the failed driver 100 to disconnect the interlocking relationship as described below.

Basically, there is no problem in guaranteeing the lifetime of the design stage because the reliability of the deceleration device is well established in the ISO standard because the reliability of lifetime calculation is well established. However, unexpected internal parts (gears, bearings, etc.) due to material defects, manufacturing defects, ) The probability of occurrence of breakage is low, but there is a possibility.

If the internal parts of the reducer 120 are damaged, the drive force can not be transmitted due to the occurrence of idling, and in some cases, the broken pieces serve as wedges, thereby causing rotation locking and thus disabling transmission of driving force .

In general, according to the Rules for Classification, in the case of ships of a certain size or larger, the steering gear drive shall be equipped with spare parts and emergency steering should be possible with the spare driver in case of failure of one driver.

In particular, the steering gear of the type in which the toothed portion 200 is coupled as in the present invention is capable of emergency steering by operating the preliminary driver in the event of idle operation due to breakage of one driver.

However, even if the preliminary driver is operated when rotation lock is caused by breakage of one driver, emergency steering can not be performed due to locking.

The output shaft 130 and the output pinion 140 of the locked driver 100 are detachably installed to enable emergency steering in this case and then the output pinion 140 of the locked driver 100 140 are disassembled so that the gear unit 200 for driving the tiller T and the locked driver 100 are not interlocked with each other.

According to the present invention, since the gear unit 200 and the locked driver 100 are not interlocked with each other, it is possible to operate the preliminary driver when rotation lock is generated due to breakage of one driver.

The output shaft 130 and the output pinion 140 are connected to each other by a spline 150 to detachably connect the output shaft 130 and the output pinion 140, And the output pinion 140 can be slidably installed.

That is, as is well known, the spline coupling is to cut a plurality of keys on an axis so that a relative object coupled to the axis can perform a slip motion.

The spline 150 is formed on the output shaft 130 using the spline coupling. The output pinion 140 is slidably coupled to the output shaft 130.

At this time, a snap ring 160 for fixing the output pinion 140 is installed on one side of the output shaft 130 so that the output pinion 140 is fixed.

The snap ring is also known as a stop ring or a retaining ring, and is a mechanical element provided on the shaft and restricting the movement of a relative object.

In the present invention, the snap ring 160 is installed on the output shaft 130 to fix the output pinion 140.

When it is determined that the specific driver 100 is locked by this configuration, the snap ring 160 of the driver 100 identified by the locked driver is disassembled and the output pinion 140 is separated from the driver 100, So that it is not interlocked with the toothed portion 200.

The output shaft 130 and the output pinion 140 are spline-coupled with each other so that the output shaft 130 and the output pinion 140 are splined to each other so that the output pinion 140 can be detachably fixed to the output shaft 130. [ It is also possible to provide a detent plate 170 which is provided so as to be slidable relative to each other and which fixes the output pinion 140 to one side of the output shaft 130.

In this case, the detent plate 170 may be fixed by the fixture 180. For this purpose, the fixture 180 may be formed of a bolt or the like. After passing through the detent plate 170 as shown in the figure, It may be fixed to the shaft 130.

When it is determined that the specific driver 100 is locked with the above-described configuration, the detent plate 180 of the locked driver 100 is detached and then the detent plate 170 is disassembled and the output pinion 140 is detached So that the driver 100 is not interlocked with the gear 200.

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: driver 110: motor
120: Reducer 130: Output shaft
140: Output pinion 150: Spline
160: snap ring 170: detent plate
180: Fixture 200:
600: Torque limiter T: Tiller
RS: rudder stock

Claims

And an output pinion 140 installed on an output shaft 130 of the speed reducer 120. The drive motor 110 includes a brake S, a speed reducer 120 installed on the motor 110, (100) and a gear unit (200) that is rotated by the output pinion (140) and drives a tiller (T) (S10) of confirming the driver,
And comparing operation signals output from a sensor for detecting an operation state of the electric motor 110,
(S100) for determining that the speed reducer connected to the motor in which the small operation signal is output is broken if the operation signal from the specific motor is greater than the operation signal from the other motor,
The decelerator checking step S100 includes a twelfth step S120 of driving each electric motor 110,
A thirteenth step (S130) of confirming an operation signal output from a sensor for sensing an operating state of the electric motor 110,
A step (S140) of comparing magnitudes of the actuating signals,
If it is determined in operation S 140 that the operation signal is more than twice as large as the other operation signals, it is determined that the speed reducer 120 of the motor 110 corresponding to the small operation signal is broken and a failure alarm is issued In the fifteenth step S150,
And a step (S160) of issuing an instruction to check the entire steering apparatus (10) when one operating signal is larger than two times as much as another operating signal by the step (S140) How to identify the driver.

The method according to claim 1,
In the decelerator checking step S100, when the operating signal from the specific motor is greater than twice the operating signal from the other motors, it is determined that the decelerator connected to the motor, which outputs the small operating signal, Driver identification method.

The method according to claim 1,
A brake checking step (S200) for confirming a failure of the brake (S) before the decelerator checking step (S100) is performed first,
In the brake checking step S200, when an overcurrent flows in the electric motor 110, it is checked whether the brake S is faulty,
(S100) when it is determined that the brake (S) is not broken and steering of the steering wheel is impossible, and that the speed reducer (120) is damaged.

delete

The method according to claim 1,
Before the twelfth step (S120) of driving the electric motor 110,
(S110) of inputting a current value (Ii) for driving the electric motor (110)
Wherein the current value Ii is 1/4 of the rated current Ir of the electric motor 110.

The method of claim 3,
The brake checking step S200 is a step S210 of checking whether an overcurrent is generated in the motor 110 and checking if an overcurrent is generated when the overcurrent does not occur. Step 22 (S220) is performed,
The step S220 is a step of checking whether there is an abnormality of the brake S or not. If there is an abnormality in the brake S, a step S250 of issuing a brake repair command is performed, and if there is no abnormality in the brake S , The following step 23 (S230) is performed,
The twenty-third step S230 is a step of confirming whether or not the steering is possible. If the steering is possible, the twenty-first step S210 is performed again. If the steering is not possible, the step S100 How to identify a locked actuator.

The method according to claim 6,
If it is determined in step 21 that the overcurrent is generated, an overcurrent alarm is issued,
If it is determined in step S230 that steering is not possible, the driver of the helicopter may perform the step S24 of performing the decelerator checking step S100 after performing the twenty-fourth step S240 of canceling the overcurrent alarm signal, Way.

A method for operating a driver 1 after confirming a driver that is locked by the checking method according to any one of claims 1 to 3 and 5 to 7,
After the torque limiter 600 is installed on the output shaft 130 between the speed reducer 120 and the output pinion 140 of the locked driver 100,
Wherein the torque limiter (600) of the driver (100) identified by the locked driver is released to prevent the output shaft (130) and the output pinion (140) from interlocking with each other.

A method for solving the locking of a driver after confirming a locked driver by the checking method according to any one of claims 1 to 3 and 5 to 7,
After the output shaft 130 and the output pinion 140 of the driver 100 are detachably mounted,
The method comprising the steps of: disengaging the output pinion (140) of the driver (100) identified by the locked driver to prevent the gear unit (200) driving the tiller (T) from being interlocked with the locked driver (100).

10. The method of claim 9,
The output shaft 130 and the output pinion 140 are splined to each other so that the output shaft 130 and the output pinion 140 are slidable relative to each other and the output pinion 140 The output shaft 130 and the output pinion 140 are detachably fixed to each other by installing a snap ring 160 for fixing the output shaft 130 and the output pinion 140
And disengaging the snap ring (160) of the driver (100) identified by the locked driver to disconnect the output pinion (140) to prevent the driver (100) from interlocking with the gear (200).

10. The method of claim 9,
The output shaft 130 and the output pinion 140 are splined to each other so that the output shaft 130 and the output pinion 140 are slidable relative to each other and the output pinion 140 The output shaft 130 and the output pinion 140 are detachably fixed to each other by providing a detent plate 170 for fixing the output shaft 130 and a fixing hole 180 for fixing the detent plate 170,
The detachment plate 170 is disassembled after the fixture 180 of the driver 100 identified by the locked driver is disassembled and the output pinion 140 is disassembled so that the driver 100 is not interlocked with the toothed portion 200 A method of solving a locked actuator.