NL2008122C2 - Marine steering system. - Google Patents

Marine steering system. Download PDF

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Publication number
NL2008122C2
NL2008122C2 NL2008122A NL2008122A NL2008122C2 NL 2008122 C2 NL2008122 C2 NL 2008122C2 NL 2008122 A NL2008122 A NL 2008122A NL 2008122 A NL2008122 A NL 2008122A NL 2008122 C2 NL2008122 C2 NL 2008122C2
Authority
NL
Netherlands
Prior art keywords
hydraulic
actuator
steering wheel
rudder
control
Prior art date
Application number
NL2008122A
Other languages
Dutch (nl)
Inventor
Cornelis Attema
Original Assignee
Wetterwille Beheer B V De
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Wetterwille Beheer B V De filed Critical Wetterwille Beheer B V De
Priority to NL2008122A priority Critical patent/NL2008122C2/en
Application granted granted Critical
Publication of NL2008122C2 publication Critical patent/NL2008122C2/en

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
    • B63H25/06—Steering by rudders
    • B63H25/08—Steering gear
    • B63H25/14—Steering gear power assisted; power driven, i.e. using steering engine
    • B63H25/18—Transmitting of movement of initiating means to steering engine
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
    • B63H25/06—Steering by rudders
    • B63H25/08—Steering gear
    • B63H25/14—Steering gear power assisted; power driven, i.e. using steering engine
    • B63H25/26—Steering engines
    • B63H25/28—Steering engines of fluid type
    • B63H25/30—Steering engines of fluid type hydraulic
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
    • B63H25/06—Steering by rudders
    • B63H25/08—Steering gear
    • B63H25/14—Steering gear power assisted; power driven, i.e. using steering engine
    • B63H25/18—Transmitting of movement of initiating means to steering engine
    • B63H25/22—Transmitting of movement of initiating means to steering engine by fluid means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
    • B63H25/06—Steering by rudders
    • B63H25/08—Steering gear
    • B63H25/14—Steering gear power assisted; power driven, i.e. using steering engine
    • B63H25/18—Transmitting of movement of initiating means to steering engine
    • B63H25/24—Transmitting of movement of initiating means to steering engine by electrical means

Landscapes

  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Power Steering Mechanism (AREA)

Description

- 1 -
Marine steering system
The invention relates to a marine steering system and a 5 ship. In particular the invention relates to a marine steering system according to the preamble of claim 1.
It is noted that in this document the term 'helm' refers to rudders as well as other ship equipment in the water serving to steer the ship, including a heck drive.
10 Such systems are known, and are capable of providing reliable powered steering, requiring only little physical power from the steering wheel operator.
For instance, US 6.564.739 discloses a marine steering system operable in either power steering or manual hydraulic 15 modes. The system employs a modified helm pump having a single rotatable, input shaft connectable to a steering wheel and dual hydraulic and electronic output. An encoder is mechanically coupled to the input shaft for generating an electronic steering control signal representative of the 20 change in position of the steering wheel. In the power steering mode, the electronic steering signal is processed by an amplifier controlling the operation of an auxiliary pump set connected to the rudder steering cylinder. A bypass manifold disposed between the helm pump and the steering 25 cylinder disables the hydraulic steering system in the power steering mode. In the event of power failure, the bypass manifold valves are opened and the system automatically switches to manual hydraulic steering. The steering wheel is capable of making several full turns.
30 The known steering system according to the preamble has the disadvantage that, despite its sophistication, it offers unsatisfactory steering performance, in particular in the case of relatively powerful and/or fast ships.
The invention has as goal to provide an improved 35 steering system as described above. More in particular, the - 2 - invention aims to provide a steering system according to the preamble that has improved steering performance.
The invention realizes this goal by a steering system having the features of claim 1.
5 Due to the presence of the hydraulic steering wheel actuator, a scaled counterforce is exerted on the steering wheel, when a steering action is made, which counterforce is in size proportional to the real counterforce on the helm, as created by reaction forces that occur during sailing when the 10 steering wheel is given a change in position.
As a result, a relatively fast feedback is obtained on the steering behavior, in terms of changes in direction, of the ship in comparison with visual feedback, and as such it becomes to a higher degree possible to let the realized 15 course coincide with the desired course of the ship. This is especially the case for ships with a relatively high engine power (e.g. more than 250 hp), that typically are capable of reaching speeds of over 30 knots per hour.
Other advantages of the marine steering system 20 according to the invention, are that it is relatively simple to prevent dangerous ship movements from occurring and that the steering wheel automatically returns to the middle position, or a position there nearby, which is beneficial for the safety of the ship and its passengers.
25 Yet another advantage of the system according to the invention is that the feedback that it provides has a 'feel' that is much more comfortable than that of conventional steering systems with electrical haptonomie or tactile feedback. This may be ascribed to the absence of force 30 variations provided by cogging in electromotors.
In an advantageous embodiment, each of the hydraulic steering wheel actuators is a piston linearly movable in a cylinder, the piston(s) being connected to the steering wheel via its/their piston end(s) that rest(s) against either side 35 of a circle segment fixedly attached to the steering wheel - 3 - with coinciding, or mutually aligned, rotation axes of the circle segment and the steering wheel. This embodiment allows for a simple and reliable implementation of the hydraulic steering wheel actuators, wherein the rotation of the 5 steering wheel is reliably converted into a linear motion of the two pistons.
In another advantageous embodiment, the hydraulic steering wheel actuator is constituted by a double acting linear hydraulic cylinder, engaging the steering wheel via a 10 transmission or gear that transforms a rotation into a translation, such as a rack-and-pinion gear. In this embodiment, the designer is given much freedom in selecting a maximum rotation angle for the steering wheel. In principle, this angle may exceed 30 degrees.
15 In another embodiment, the system is provided with a helm position encoder for generating an electronic helm position feedback signal corresponding to the angle position of the helm and the electronic control unit is arranged to correct the latter position with the aid of the feedback 20 signal as provided by the helm position encoder.
In this manner, the relationship of the steering wheel position to the helm position becomes one-to-one. As a result, the position of the helm is known by simply looking at the steering wheel.
25 In yet another embodiment, the electronic control unit takes the steering wheel velocity as an input for controlling the fluid supply unit, in addition to the steering wheel position. The velocity signal may for instance be obtained by a velocity sensor, or the derivative of the signal of the 30 position sensor. This embodiment has the advantage of allowing for a faster response of the helm actuator to a steering movement of the steering wheel, and thus for a higher safety of the steering system of the ship.
In a further embodiment, the steering wheel is provided 35 with a hydraulic pump, which pump which pump is connected to - 4 - said two fluid lines via at least one valve, to serve as a backup steering means for the electronic system. This has the advantage that the steering system is fail safe, in the sense of still being operable by hand in situations of having no 5 powered steering activity. In some countries such a form of fail safety is required by law.
The invention further relates to a ship, provided with a steering wheel, a helm, and a marine steering system according to one of the preceding claims.
10 Such a ship overcomes the same disadvantages as mentioned above for the steering system, and offers similar advantages as the system according to claim 1
The invention will now be clarified on the basis of a preferred embodiment, referring to the accompanying drawings 15 and solely as an illustration of the invention and not in limitation thereof. In the drawings:
Figure 1 shows a schematic representation of an embodiment of a steering system according to the invention, and 20 Figure 2 shows a schematic cross-sectional view of an alternative steering wheel actuator for the steering system of Figure 1.
In Figure 1, a marine steering system S comprises a double-acting hydraulic helm actuator 1. The helm actuator 1 25 comprises a helm actuator cylinder 2 and a helm actuator piston 3 located slidably within the helm actuator cylinder 2. One of the ends of the helm actuator piston 3 is meant to be connected to a helm of a ship (not shown) and to then transfer a linear movement of the helm actuator piston 3, as 30 induced by a pressure difference between hydraulic lines 4 and 5, to the helm. It is noted that a helm may be a passive component such as a rudder and also an active component such as a heck drive, or any other component serving to steer a ship.
35 A steering wheel actuator 6 also comprises a hydraulic - 5 - cylinder 7 with a double-acting steering wheel piston 8 engaging a steering wheel axis 9 (not part of the system S) of a ship via a rack 10 and pinion 11 gear (the pinion is fixed to the steering wheel axis 9). It is noted that in an 5 alternative embodiment, not shown, the rack and pinion gear is replaced by a radial arm on the steering wheel axis 9, engaging the steering wheel piston 8 via a pivoting pen.
Also part of the system S is a hydraulic powerpack 12 comprising an electrical motor 13 and hydraulic pump 14, the 10 motor 13 arranged and dimensioned to drive the pump 14. The hydraulic lines 4 and 5 are connected not only to the helm actuator 1, but also to the steering wheel actuator 6 and the hydraulic pump 14.
A Programmable Logic Control (PLC) 15 is connected via 15 electrical line 16 to a helm position sensor 17 arranged to measure the position of the helm piston 3, which position is one to one related to the steering position of the helm. The PLC 15 is further electrically connected to a steering wheel position sensor 18 arranged to measure the position of the 20 steering wheel piston 8, which position is one to one related to the steering position of the steering wheel axis 9 and the steering wheel. The PLC 15 is also electrically connected to the power pack, for controlling the latter. The electrical lines 16 serve to conduct information signals in the first 25 place. The electrical power supply of the power pack is obtained from elsewhere, via connections 19 and 20.
The PLC 15 is programmed to control the power pack 12 on the basis of the steering wheel position, as measured by the steering wheel position sensor 18, and on the basis of 30 the helm position, as measured by the helm position sensor 17, in such a manner that the helm position, in particular its angle position, corresponds to the steering wheel position. In an alternative embodiment, not shown, the position feedback provided by the helm position sensor 17 may 35 be omitted, in which case the steering wheel sensor 18 signal - 6 - is only used as information on whether and in which direction the helm should be moved, hence not on the helm position that should be obtained.
When the steering system S is mounted in a ship and in 5 operation, a movement of the steering wheel and thus the steering wheel axis 9 is sensed and passed on by position sensor 18 and results, via PLC 15 and powerpack 12, in hydraulic fluid pressures in lines 4 and 5, in order to move the helm actuator 1, in a manner known in the art.
10 However, since the lines 4 and 5 are also connected to the steering wheel actuator 6, they also provide two forces on the steering wheel, via the steering actuator piston 8 and rack 9 and pinion 10 gear and the steering wheel axis 11, combining into a resultant force with a direction opposite to 15 the position of the steering wheel, i.e., it is a counterforce. The resultant force has a magnitude that is proportional to the resultant force of the fluid in the lines 4 and 5 on the actuator piston 3. The proportionality, or scaling, of the forces is determined by the dimensions of 20 (the working areas of) the helm actuator 1 and the steering wheel actuator 6 as well as the gear ratio of the rack 10 and pinion 9.
The pressures in the fluid lines not only depend on the pumping action of the hydraulic pump 14 in the power pack 12, 25 but also on the forces acting on the helm of the ship and there through on the actuator piston 3. More in particular, when the ship moves at speed through the water, and steering action is induced by moving the steering wheel, the pressures in lines 4 and 5 translate in a counterforce on the steering 30 wheel with a magnitude as already discussed. Thus, the person operating the steering wheel experiences a tactile feedback on the steering wheel of the forces operating on the helm. Moreover, the steering wheel will be pushed back to its middle position, or starting position or neutral position, 35 when the operator lets go of the steering wheel, or just - 7 - loosens his/her grip on the steering wheel.
In a variant to the embodiment of Figure 1, the electronic control unit 15 takes the steering wheel velocity as an input for controlling the fluid supply unit, next the 5 steering wheel position. The velocity may be used for increasing the compliance speed of the helm to the steering wheel.
In another variant of Figure 1, not shown, the steering wheel actuator 6 is used as a pump, in emergencies such as 10 breakdown of the hydraulic powerpack 12, and makes the helm actuator 1 move. In order to obtain in such a situation helm positions that are large enough to actually steer the ship, the steering wheel actuator 6 is given dimensions half that of the helm actuator, and the rack and pinion gear provides a 15 ration that allows for several rounds of the steering wheel axis from one steering extreme to the other, in order to ascertain that the person operating the steering wheel needs to provide only small forces to the steering wheel.
In Figure 2, a steering wheel actuator 21 comprises a 20 first piston 22 and a second piston 23, which pistons are moveable within a block 23a containing cylinders 24 respectively 25, to be connected to the fluid lines 4 and 5 of Figure 1. A steering wheel axis 26 is provided with a disc segment 27, which segment 27 spans an angle of 120 degrees 25 and is located with one side of the segment against the first piston 22 and the other side of the segment against the second piston 23 when the steering wheel axis is in its middle, or neutral, position.
The pistons 22 and 23 have rims 28 and 29 that rest 30 against abutments 30 respectively 31 in their most extended positions. When the steering wheel axis 26 moves to one side, the corresponding piston is pushed down and becomes capable of providing a feedback counterforce. This counterforce is determined by the fluid pressure in one fluid line 4 or 5 35 only, being the line that is pressurized (the most) at that - 8 - moment. Since the other line is hardly or not at all pressurized, the counterforce in the steering wheel actuator 21 of Figure 2 provides more direct feedback information as the steering wheel actuator 6 of Figure 1, since the rack and 5 pinion gear is absent. However, it is less suited for an emergency hydraulic pump as mentioned above, since the steering wheel will only be turned over angles smaller than 60 degrees.
Variants can be made to the embodiments shown, without 10 leaving the scope of the claims. For example, the electrical lines 16 could be optical signal lines instead. Also, the hydraulic powerpack 12 may be replaced by a pressurized container and control valves.
15 1 helm actuator 2 helm actuator cylinder 3 helm actuator piston 4 hydraulic line 5 hydraulic line 20 6 steering wheel actuator 7 steering wheel actuator cylinder 8 steering wheel actuator piston 9 steering wheel axis 10 rack 25 11 pinion 12 hydraulic powerpack 13 electromotor 14 hydraulic pump
15 PLC
30 16 electrical line 17 helm position sensor 18 steering wheel position sensor 19 connection 20 connection 35 21 steering wheel actuator - 9 - 22 first piston 23 second piston 24 cylinder 25 cylinder 5 26 steering wheel axis 27 disc segment 2 8 rim 29 rim 30 abutment 10 31 abutment

Claims (8)

1. Systeem (S) voor het besturen van schepen, omvattende - een hydraulische roeractuator, 5. een stuurorgaanpositiecodeereenheid (18) voor het voortbrengen van een elektronisch stuurorgaanpositiesignaal dat overeenstemt met de hoekpositie van een stuurorgaan, een aanvoereenheid (12) van hydraulische vloeistof ingericht voor het verschaffen van onder druk staande 10 hydraulische vloeistof aan de hydraulische roeractuator (1) via twee vloeistofleidingen (4,5), - elektronische besturingseenheid (15) waarmee de stuur-orgaanpositiecodeereenheid (18) en de hydraulische vloeistof-aanvoereenheid (12) zijn verbonden, 15. waarin de elektronische besturingseenheid (15) is ingericht om, tijdens gebruik van het systeem, het stuurorgaanpositiesignaal van de stuurorgaanpositiecodeer-eenheid (18) als een invoer te benutten voor het besturen van de vloeistofaanvoereenheid (12) om het roer te positioneren, 20 met het kenmerk, dat het system (S) tenminste één hydraulische stuurorgaanactuator (6) omvat, verbonden voor vloeistofcommunicatie met tenminste één van de twee vloeistofleidingen (4,5) om een geschaalde tegenkracht te verschaffen tegen stuuractiviteit op het 25 stuurorgaan.A system (S) for controlling ships, comprising - a hydraulic rudder actuator, 5. a controller position encoder (18) for producing an electronic controller position signal corresponding to the angular position of a controller, a feed unit (12) of hydraulic fluid arranged for supplying pressurized hydraulic fluid to the hydraulic rudder actuator (1) via two fluid lines (4,5), electronic control unit (15) with which the controller position coding unit (18) and the hydraulic fluid supply unit (12) are connected, 15. wherein the electronic control unit (15) is adapted to utilize, during use of the system, the controller position signal from the controller position encoder (18) as an input for controlling the fluid supply unit (12) to position the rudder , Characterized in that the system (S) has at least one hydraulic actuator ( 6), connected for fluid communication with at least one of the two fluid lines (4,5) to provide a scaled counterforce against control activity on the controller. 2. Systeem (S) volgens conclusie 1, waarin elk van de tenminste één hydraulische stuurorgaanactuatoren (6) een zuiger (8) is die rechtlijnig beweegbaar is opgesteld in een 30 cilinder (7), waarbij de zuiger(s) is/zijn verbonden met het stuurorgaan via zijn/hun zuigeruiteinde(n) die/dat rust(en) tegen beide kanten van een cirkelsegment (27) dat star is verbonden met het stuurorgaan waarbij de draaiassen van het cirkelsegment en het stuurorgaan samenvallen. 35 - 11 -2. System (S) as claimed in claim 1, wherein each of the at least one hydraulic control actuators (6) is a piston (8) which is arranged in a linearly movable manner in a cylinder (7), the piston (s) being connected with the control member via his / their piston end (s) resting against both sides of a circle segment (27) rigidly connected to the control member with the rotary axes of the circle segment and the control member coinciding. 35 - 11 - 3. Systeem (S) volgens conclusie 1, waarin de hydraulische stuurorgaanactuator (6) wordt gevormd door een dubbelwerkende rechtlijnige hydraulische actuator (6), die in aangrijping staat met het stuurorgaan via een overbrenging (10,11) die 5 een rotatie in een translatie omzet.3. System (S) according to claim 1, wherein the hydraulic control actuator (6) is formed by a double-acting linear hydraulic actuator (6), which engages the control via a transmission (10, 11) that rotates in a translation turnover. 4. Systeem (S) volgens een van de voorgaande conclusies, voorzien van een roerpositiecodeereenheid (17) voor het voortbrengen van een elektronisch 10 roerpositieterugkoppelsignaal dat overeenstemt met de hoekpositie van het roer en de elektronische besturingseenheid (15) is ingeicht om deze laatste positie te corrigeren met behulp van het terugkoppelsignaal verschaft door de roerpositiecodeereenheid (17). 154. System (S) as claimed in any of the foregoing claims, provided with a rudder position coding unit (17) for producing an electronic rudder position feedback signal corresponding to the angular position of the rudder and the electronic control unit (15) has been informed to detect this latter position. correcting using the feedback signal provided by the rudder position encoder (17). 15 5. Systeem (S) volgens een van de voorgaande conclusies, waarin de elektronische besturingseenheid (15) de stuurorgaansnelheid als invoer heeft voor het besturen van de vloeistofaanvoereenheid, in aanvulling op de 20 stuurorgaanpositie.5. System (S) as claimed in any of the foregoing claims, wherein the electronic control unit (15) has the control speed as input for controlling the liquid supply unit, in addition to the control position. 6. Systeem (S) volgens een van de voorgaande conclusies, waarin het stuurorgaan is voorzien van een hydraulische pomp, welke pomp is verbonden met genoemde twee vloeistofleidingen 25 via tenminste één klep, om te dienen als een reservestuurmiddel voor het systeem.6. System (S) as claimed in any of the foregoing claims, wherein the control member is provided with a hydraulic pump, which pump is connected to said two fluid lines via at least one valve, to serve as a reserve control means for the system. 7. Systeem (S) volgens conclusie 6, waarin de stuurorgaanactuator tevens de hydraulische pomp is. 30The system (S) according to claim 6, wherein the controller actuator is also the hydraulic pump. 30 8. Schip, voorzien van een stuurorgaan, een roer, en een systeem voor het besturen van schepen, volgens een van de voorgaande conclusies.A ship, provided with a steering means, a rudder, and a system for controlling ships, according to one of the preceding claims.
NL2008122A 2012-01-16 2012-01-16 Marine steering system. NL2008122C2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
NL2008122A NL2008122C2 (en) 2012-01-16 2012-01-16 Marine steering system.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
NL2008122A NL2008122C2 (en) 2012-01-16 2012-01-16 Marine steering system.
NL2008122 2012-01-16

Publications (1)

Publication Number Publication Date
NL2008122C2 true NL2008122C2 (en) 2013-07-18

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ID=45876870

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Application Number Title Priority Date Filing Date
NL2008122A NL2008122C2 (en) 2012-01-16 2012-01-16 Marine steering system.

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NL (1) NL2008122C2 (en)

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6564739B2 (en) * 2001-07-13 2003-05-20 Jastram Engineering Ltd. Marine steering system having dual hydraulic and electronic output
US6820567B1 (en) * 1999-09-13 2004-11-23 Marol Co., Ltd. Steering device
EP1923306A2 (en) * 2006-11-17 2008-05-21 Yamaha Marine Kabushiki Kaisha Steering system for a watercraft

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6820567B1 (en) * 1999-09-13 2004-11-23 Marol Co., Ltd. Steering device
US6564739B2 (en) * 2001-07-13 2003-05-20 Jastram Engineering Ltd. Marine steering system having dual hydraulic and electronic output
EP1923306A2 (en) * 2006-11-17 2008-05-21 Yamaha Marine Kabushiki Kaisha Steering system for a watercraft

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