CN221024129U - Steering control system of rim propeller - Google Patents
Steering control system of rim propeller Download PDFInfo
- Publication number
- CN221024129U CN221024129U CN202322770217.8U CN202322770217U CN221024129U CN 221024129 U CN221024129 U CN 221024129U CN 202322770217 U CN202322770217 U CN 202322770217U CN 221024129 U CN221024129 U CN 221024129U
- Authority
- CN
- China
- Prior art keywords
- standby
- control system
- motor
- main
- breaker
- Prior art date
- Legal status (The legal status 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 status listed.)
- Active
Links
- 230000007246 mechanism Effects 0.000 claims abstract description 32
- 230000008713 feedback mechanism Effects 0.000 claims abstract description 14
- 230000005540 biological transmission Effects 0.000 claims description 4
- 238000010586 diagram Methods 0.000 description 8
- 230000000007 visual effect Effects 0.000 description 2
- 101100408464 Caenorhabditis elegans plc-1 gene Proteins 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000015556 catabolic process Effects 0.000 description 1
- 239000003638 chemical reducing agent Substances 0.000 description 1
- 239000000306 component Substances 0.000 description 1
- 239000008358 core component Substances 0.000 description 1
- 239000013013 elastic material Substances 0.000 description 1
- GELKBWJHTRAYNV-UHFFFAOYSA-K lithium iron phosphate Chemical compound [Li+].[Fe+2].[O-]P([O-])([O-])=O GELKBWJHTRAYNV-UHFFFAOYSA-K 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012544 monitoring process Methods 0.000 description 1
- 239000003380 propellant Substances 0.000 description 1
Landscapes
- Control Of Electric Motors In General (AREA)
Abstract
The utility model discloses a steering control system of a rim propeller, which comprises an electric control system, an executing mechanism, an instruction input mechanism and a corner feedback mechanism, wherein the electric control system is used for controlling the steering of the rim propeller; the command input mechanism is used for inputting a control command to the electrical control system signal; the actuating mechanism is used for driving the rim propeller to execute a rotating action according to an output instruction of the electric control system, and the corner feedback mechanism is used for collecting a corner signal of the rim propeller and feeding back the collected corner signal. According to the utility model, by configuring two motors, one is a main motor and the other is a standby motor, when the main motor fails, the emergency control can be realized by switching to the standby motor, and the steering control of the rim propeller can be ensured to be stably carried out.
Description
Technical Field
The utility model relates to a steering control system of a rim propeller.
Background
The rim propeller mainly comprises a rim, a driving system and a control system. The rim is a core component of the propeller, which is composed of a plurality of elastic materials, and is capable of generating strong thrust when rotating at high speed. The drive system includes a motor, a speed reducer, and a transmission that are capable of providing sufficient power and rotational speed to the rim. The control system is responsible for monitoring and adjusting the running state of the propeller to ensure the stable operation of the propeller. The working principle of the rim propeller is as follows: when the propeller is started, the motor can provide power for the wheel rim to enable the wheel rim to start rotating; the rotation of the rim generates centrifugal force to expel the propellant medium to form a thrust.
The existing rim propeller only has one set of driving system, and when a driving motor fails, emergency control cannot be performed.
Disclosure of utility model
The utility model aims to provide a steering control system of a rim propeller, which solves the problem that the existing driving system only has one set, and emergency control cannot be performed when a driving motor fails.
In order to solve the technical problems, the utility model provides a steering control system of a rim propeller, which comprises an electric control system, an actuating mechanism electrically connected with the electric control system, and a command input mechanism and a corner feedback mechanism which are respectively connected with signals of the electric control system; the command input mechanism is used for inputting a control command to the electrical control system signal; the actuating mechanism is used for driving the rim propeller to execute a rotating action according to an output instruction of the electric control system, the actuating mechanism comprises an active actuating unit and a standby actuating unit, the active actuating unit comprises a main motor and a main gear mechanism connected with an output shaft of the main motor through a main clutch, and the standby actuating unit comprises a standby motor and a standby gear mechanism connected with the output shaft of the standby motor through a standby clutch; the main gear and the standby gear are respectively connected with a transmission assembly of the rim propeller so as to adjust the propelling direction of the rim propeller; the corner feedback mechanism is used for collecting the corner signal of the rim propeller and feeding back the collected corner signal.
Further, the electric control system comprises a main driving unit for driving the main motor to work, a standby driving unit for driving the standby motor to work, and a PLC controller respectively connected with the power supply unit, the instruction input mechanism, the corner feedback mechanism, the main driving unit and the standby driving unit.
Further, the main driving unit comprises a frequency converter BPQ1 connected with the main motor, and the power input end of the frequency converter BPQ1 is connected with the power module through an alternating current contactor K1 and a circuit breaker DL1 which are sequentially connected; the normally open main contact of the alternating current contactor K1 is respectively connected with the power input end of the frequency converter BPQ; the coil of the alternating-current contactor K1, the auxiliary normally-closed contact of the alternating-current contactor K2 and the electromagnetic relay ZJ1 are connected in series and then connected to the input end of the alternating-current contactor K1; the standby driving unit comprises a frequency converter BPQ which is connected with the standby motor, and the power input end of the frequency converter BPQ is connected with the power module through an alternating current contactor K2 and a circuit breaker DL2 which are sequentially connected; the normally open main contact of the alternating current contactor K2 is respectively connected with the power input end of the frequency converter BPQ; the coil of the ac contactor K2, the auxiliary normally-closed contact of the ac contactor K2, and the electromagnetic relay ZJ2 are connected in series and then connected to the input terminal of the ac contactor K1.
Further, the system comprises a power supply unit, wherein the power supply unit comprises a battery system 1/DY1, and a direct current breaker QS1, an inverter T1, a leakage breaker QS2 and a fuse FU1 which are connected in sequence; the input end of the direct current breaker QS1 is connected with the output end of the battery system 1/DY1, and the output end of the fuse FU1 is respectively connected with the main driving unit and the standby driving unit; the electric control end of the electromagnetic clutch YC1 is connected with the output end of the direct current breaker QS1 through the battery breaker ZJ1, and the electric control end of the electromagnetic clutch YC2 is connected with the output end of the direct current breaker QS1 through the battery breaker ZJ 2.
Further, the power supply unit includes a single-phase voltage relay KV1 connected between the earth leakage breaker QS2 and the fuse FU 1.
Further, the main motor and the standby motor are both brake motors; the main driving unit also comprises a main motor brake control circuit, and the main motor brake control circuit comprises an electromagnetic relay ZJ11 connected in series with a main motor brake; the standby driving unit also comprises a standby motor brake control circuit, and the standby motor brake control circuit comprises an electromagnetic relay ZJ12 connected in series with the standby motor brake; the main motor brake control circuit and the standby motor brake control circuit are connected in parallel and then connected with the circuit breaker DL1 in series.
Further, the power supply module further comprises a power supply control circuit connected to the output end of the direct current breaker QS1, the power supply control circuit comprises a normally closed button switch SB1, a normally open button switch SB2, an electromagnetic relay ZJ13 and an indicator lamp HL1, coils of the normally closed button switch SB1, the normally open button switch SB2 and the electromagnetic relay ZJ13 are connected in series, a normally open contact of the electromagnetic relay ZJ13 is connected in parallel with the normally closed button switch SB1, and the indicator lamp HL1 is connected in parallel with the coil of the electromagnetic relay ZJ 13.
The beneficial effects of the utility model are as follows: through configuration two motors, one is the main motor, and one is the reserve motor, when main motor breaks down, can switch to the reserve motor and realize emergency control, can guarantee that rim propeller steering control goes on steadily.
Drawings
The accompanying drawings, in which like reference numerals refer to identical or similar parts throughout the several views and which are included to provide a further understanding of the application, are incorporated in and constitute a part of this specification, illustrate embodiments of the application and together with the description serve to explain the principles of the application and not to limit the application unduly. In the drawings:
fig. 1 is a schematic structural view of an embodiment of the present utility model.
Fig. 2 is an electrical schematic diagram of a main drive unit according to an embodiment of the utility model.
Fig. 3 is an electrical schematic diagram of a PLC controller according to an embodiment of the present utility model.
Fig. 4 is an electrical schematic diagram of a single-phase voltage relay KV1 and a motor brake according to an embodiment of the utility model.
Fig. 5 is an electrical schematic diagram of a power control circuit according to an embodiment of the present utility model.
Fig. 6 is an electrical schematic diagram of a motor electromagnetic clutch control circuit according to one embodiment of the utility model.
Fig. 7 is a schematic diagram of a proximity switch in accordance with one embodiment of the present utility model.
Fig. 8 is a schematic diagram of an angle sensor according to an embodiment of the present utility model.
Wherein: 1. a battery system; 2. an electrical control system; 3. a command input mechanism; 4. a main motor; 41. a main clutch; 42. a main gear mechanism; 5. a standby motor; 6. a bracket; 7. a propeller; 8. correcting the dial; 81. a rotation angle feedback mechanism; 82. correcting the observation hole; 83. and a limit switch.
Detailed Description
The steering control system of the rim propeller 7 shown in fig. 1 comprises an electric control system 2, an actuating mechanism electrically connected with the electric control system 2, and a command input mechanism 3 and a rotation angle feedback mechanism 81 which are respectively connected with the electric control system 2 in a signal manner; the command input mechanism 3 is used for inputting control commands to the electrical control system 2 through signals; the actuating mechanism is used for driving the rim propeller 7 to execute a rotating action according to an output instruction of the electric control system 2, and comprises an active actuating unit and a standby actuating unit, wherein the active actuating unit comprises a main motor 4 and a main gear mechanism 42 connected with an output shaft of the main motor 4 through a main clutch 41, and the standby actuating unit comprises a standby motor 5 and a standby gear mechanism connected with the output shaft of the standby motor through a standby clutch; the main gear 4 and the standby gear 5 are respectively connected with a transmission assembly of the rim propeller 7 so as to adjust the propelling direction of the rim propeller 7; the rotation angle feedback mechanism 81 is used for collecting rotation angle signals of the rim propeller 7 and feeding back the collected rotation angle signals. According to the application, two motors are configured, one is the main motor 4/M1 and the other is the standby motor 5/M2, the parameters of the main motor 4/M1 and the standby motor 5/M2 are consistent, and when the main motor 4/M1 fails, the emergency control can be realized by switching to the standby motor 5/M2, so that the steering control of the rim propeller 7 can be ensured to be stably carried out.
According to one embodiment of the application, the electrical control system 2 comprises a main drive unit for driving the main motor 4/M1 into operation, a standby drive unit for driving the standby motor 5/M2 into operation, and the electrical control system 2 comprises a PLC controller connected to the power supply unit, the command input mechanism 3, the rotation angle feedback mechanism 81, the main drive unit and the standby drive unit, respectively. The command input mechanism 3 switches between the operation of the main motor 4/M1 and the operation of the standby motor 5/M2 through the change-over switch SA1, and switches the corresponding operation control modes of the main motor 4/M1 and the standby motor 5/M2 through the change-over switch SA 2; switching between manual forward rotation or manual reverse rotation by a switch SA 3; the left limit of the motor is controlled through the proximity switch SQ1, and the right limit of the motor is controlled through the proximity switch SQ 2. The PLC controller can adopt Siemens S7-200SMART S40 chips, as shown in FIG. 3. The angle feedback mechanism 81 may employ an angle sensor with an angle display; an angle sensor CGQ2 is arranged on a rotating hand wheel of the instruction input mechanism 3 besides the angle sensor CGQ1 which is used for collecting the rotation angle signal of the rim propeller 7 is arranged on the rim propeller 7; the angle sensor CGQ1 and the angle sensor CGQ2 are respectively connected with the PLC through an analog input module so as to compare the input rotation angle of the rotating hand wheel with the actual rotation angle of the rim propeller 7 in the control process.
According to one embodiment of the present application, as shown in fig. 2, the main driving unit includes a frequency converter BPQ connected to the main motor 4/M1, and a power input terminal of the frequency converter BPQ1 is connected to the power module through an ac contactor K1 and a circuit breaker DL1 which are sequentially connected; the normally open main contact of the alternating current contactor K1 is respectively connected with the power input end of the frequency converter BPQ; the circuit breaker DL1 is used to cut off the circuit when a fault occurs, prevent larger accidents from being caused, and ensure the operation safety of the main motor 4/M1. The frequency converter BPQ can adopt MD200S0.75B for controlling the rotating speed and frequency of the main motor 4/M1; the ac contactor K1 is used as an actuator for switching on or off the main drive line.
The standby driving unit comprises a frequency converter BPQ/M2 connected with the standby motor 5/M2, and the power input end of the frequency converter BPQ2 is connected with the power module through an alternating current contactor K2 and a circuit breaker DL2 which are sequentially connected; the normally open main contact of the alternating current contactor K2 is respectively connected with the power input end of the frequency converter BPQ; the coil of the ac contactor K2, the auxiliary normally-closed contact of the ac contactor K2, and the electromagnetic relay ZJ2 are connected in series and then connected to the input terminal of the ac contactor K1. The standby driving unit comprises a frequency converter BPQ/M2 connected with the standby motor 5/M2, and the power input end of the frequency converter BPQ2 is connected with the power module through an alternating current contactor K2 and a circuit breaker DL2 which are sequentially connected; the normally open main contact of the alternating current contactor K2 is respectively connected with the power input end of the frequency converter BPQ; the control signal input end of the frequency converter BPQ is connected with the corresponding output end of the PLC controller, and the alarm output terminal of the frequency converter BPQ is connected with the corresponding input end of the PLC controller. Similarly, the frequency converter BPQ can adopt MD200S0.75B for controlling the rotation speed and frequency of the standby motor 5/M2; the alternating-current contactor K2 is used as an executive component for switching on or switching off a standby driving circuit. The circuit breaker DL2 is used to cut off the circuit when a fault occurs, thereby preventing larger accidents from being caused and ensuring the operation safety of the standby motor 5/M2.
The coil of the alternating-current contactor K1, the auxiliary normally-closed contact of the alternating-current contactor K2 and the electromagnetic relay ZJ1 are connected in series and then connected to the input end of the alternating-current contactor K1; the coil of the ac contactor K2, the auxiliary normally-closed contact of the ac contactor K2, and the electromagnetic relay ZJ2 are connected in series and then connected to the input terminal of the ac contactor K1. When the electromagnetic relay ZJ1 is closed, a coil of the alternating-current contactor K1 is electrified, an auxiliary normally-closed contact of the alternating-current contactor K2 is opened, and a normally-open contact of the alternating-current contactor K1 is closed; when the electromagnetic relay ZJ2 is closed, the coil of the ac contactor K2 is energized, the auxiliary normally closed contact of the ac contactor K1 is opened, and the normally open contact of the ac contactor K2 is closed, and in this embodiment, the interlocking control is realized through the ac contactor K1 and the ac contactor K2.
According to one embodiment of the present application, as shown in fig. 2, the system includes a power supply unit including a battery system 1/DY1, and a dc breaker QS1, an inverter T1, a leakage breaker QS2, and a fuse FU1 connected in this order; the input end of the direct current breaker QS1 is connected with the output end of the battery system 1/DY1, and the output end of the fuse FU1 is respectively connected with the main driving unit and the standby driving unit; the electric control end of the electromagnetic clutch 41YC1 is connected with the output end of the direct current breaker QS1 through the battery breaker ZJ1, and the electric control end of the electromagnetic clutch 41YC2 is connected with the output end of the direct current breaker QS1 through the battery breaker ZJ 2. In the embodiment, the lithium iron phosphate battery system 1/DY1 can be used for supplying power, a direct current breaker QS1 is arranged to prevent circuit faults caused by overcurrent and overvoltage, for example, so that stable operation of the circuit is ensured, and the direct current energy of the battery system 1/DY1 is converted into alternating current through an inverter T1; by arranging the electric leakage breaker QS2, when the equipment is in electric leakage, dielectric breakdown or danger to people exists, the power supply of the equipment is automatically cut off, the equipment and the circuit thereof are prevented from being electrically shocked by people due to electric leakage, and the use of the circuit is safer; the circuit is protected from damage by the fuse FU1 being set to blow itself when the current is too high or exceeds the load current.
According to one embodiment of the application, the power supply unit comprises a single-phase voltage relay KV1 connected between the earth leakage breaker QS2 and the fuse FU1, as shown in fig. 4. Through setting up single-phase voltage relay KV1, can carry out the undervoltage to the motor and protect, can export simultaneously and cross undervoltage alarm signal and export the power failure signal to the PLC controller.
According to one embodiment of the application, the main motor 4/M1 and the standby motor 5/M2 are brake motors; the main driving unit also comprises a main motor 4/M1 brake control circuit, and the main motor 4/M1 brake control circuit comprises an electromagnetic relay ZJ11 connected in series with the main motor 4/M1 brake; the standby driving unit also comprises a standby motor 5/M2 brake control circuit, and the standby motor 5/M2 brake control circuit comprises an electromagnetic relay ZJ12 connected in series with the standby motor 5/M2 brake; the main motor 4/M1 brake control circuit and the standby motor 5/M2 brake control circuit are connected in parallel and then connected with the circuit breaker DL1 in series.
According to one embodiment of the present application, the power supply module further includes a power supply control circuit connected to the output terminal of the dc breaker QS1, and as shown in fig. 5, the power supply control circuit includes a normally closed button switch SB1, a normally open button switch SB2, an electromagnetic relay ZJ13, and an indicator lamp HL1, coils of the normally closed button switch SB1, the normally open button switch SB2, and the electromagnetic relay ZJ13 are connected in series, a normally open contact of the electromagnetic relay ZJ13 is connected in parallel with the normally closed button switch SB1, and the indicator lamp HL1 is connected in parallel with the coil of the electromagnetic relay ZJ 13. The power supply can be controlled by controlling the turn-off of the normally closed push button switch SB1 and the normally open push button switch SB 2.
Two control modes of the main motor 4/M1 and the standby motor 5/M2 are described below with reference to a system electrical control schematic diagram:
1. Manual control mode
1) Closing the proximity switches QS 1-QS 2 and the breakers DL 1-DL 5, pressing the normally closed button switch SB1, and then lighting the indicator lamp HL1, and starting the PLC controller PLC 1;
2) Turning the three-position change-over switch SA2 to a manual control position and entering a manual control mode;
3) Turning the three-position change-over switch SA1 to the running position of the main motor 4/M1, sucking the electromagnetic clutch 41YC1, starting BPQ1, and lighting the indicator lamp HL 2; delay for 5 seconds, and the main motor 4/M1 enters a standby mode;
4) The main motor 4/M1 is controlled to rotate positively, reversely and stop by rotating the knob switch, the brake B1 is electrified firstly during rotation, and the brake B1 is powered off after stopping;
5) When the motor rotates to the maximum angle, triggering a limit switch SQ1 or SQ2, and stopping the motor; at the moment, the steering wheel is reversely rotated, and the motor reversely rotates;
6) And when the motor is overloaded, an audible and visual alarm is given out, and after 60 seconds, the main motor 4/M1 stops running and is automatically switched to the standby motor 5/M2 to run. During which the switching to the standby motor 5/M2 can be performed manually. Pressing a reset button SB3 to alarm and stop;
7) When the power supply fails, the motor stops running;
8) Pressing the emergency stop button to stop the motor;
9) After the button SB2 is pressed, the indicator lamp HL1 is turned off, and the system stops running.
2. Follow-up control mode
1) Closing the proximity switches QS 1-QS 2 and the circuit breakers DL 1-DL 5, pressing the normally closed button switch SB1, and then lighting the indicator lamp HL1, and starting the PLC controller LC 1;
2) Turning the three-position change-over switch SA2 to a follow-up control position, powering on I0.4, and entering a follow-up control mode;
3) Turning the three-position change-over switch SA1 to the running position of the main motor 4/M1, powering on I0.1, outputting Q0.0, enabling the electromagnetic clutch 41YC1 to be attracted, starting BPQ1, and turning on the indicator lamp HL 2; delay for 5 seconds, and the main motor 4/M1 enters a standby mode;
4) By rotating the steering wheel, the main motor 4/M1 is controlled to rotate positively, reversely and stop; when the motor rotates, the main motor 4/M1 brake B1 is electrified firstly, and when the motor stops, the standby motor 5/M2 brake B1 is powered off;
5) When the motor rotates to the maximum angle, triggering a limit switch SQ1 or SQ2, and stopping the motor; at the moment, the steering wheel is reversely rotated, and the motor reversely rotates;
6) When the motor is overloaded, the motor overload indicator lamp HL5 gives out audible and visual alarm (the overload value is not greater than the maximum current of the motor), the main motor 4/M1 stops running after 60S, and the operation is automatically switched to the operation of the standby motor 5/M2; during this time, the motor can be manually switched to the standby motor 5/M2; the alarm can be stopped by pressing the reset button SB 3;
7) When the power supply fails, the motor stops running; after the fault is eliminated, the system is automatically started;
8) Pressing the emergency stop button QS3 to stop the motor;
9) After the normally open button switch SB2 is pressed, the indicator lamp HL1 is turned off, and the system stops running.
Finally, it is noted that the above embodiments are only for illustrating the technical solution of the present utility model and not for limiting the same, and although the present utility model has been described in detail with reference to the preferred embodiments, it should be understood by those skilled in the art that modifications and equivalents may be made thereto without departing from the spirit and scope of the technical solution of the present utility model, which is intended to be covered by the scope of the claims of the present utility model.
Claims (8)
1. The steering control system of the rim propeller is characterized by comprising an electric control system, an actuating mechanism electrically connected with the electric control system, and a command input mechanism and a corner feedback mechanism which are respectively connected with signals of the electric control system; the instruction input mechanism is used for inputting control instructions to the electrical control system signal; the actuating mechanism is used for driving the rim propeller to execute a rotating action according to an output instruction of the electric control system, the actuating mechanism comprises an active actuating unit and a standby actuating unit, the active actuating unit comprises a main motor and a main gear mechanism connected with an output shaft of the main motor through a main clutch, and the standby actuating unit comprises a standby motor and a standby gear mechanism connected with the output shaft of the standby motor through a standby clutch; the main gear and the standby gear are respectively connected with a transmission assembly of the rim propeller so as to adjust the propelling direction of the rim propeller; the corner feedback mechanism is used for collecting the corner signal of the rim propeller and feeding back the collected corner signal.
2. The rim pusher steering control system of claim 1, wherein the electrical control system comprises a main drive unit for driving the main motor into operation, a standby drive unit for driving the standby motor into operation, and the electrical control system comprises a PLC controller connected to the power supply unit, the command input mechanism, the rotation angle feedback mechanism, the main drive unit, and the standby drive unit, respectively.
3. The rim propeller steering control system of claim 2, wherein the main drive unit comprises a frequency converter BPQ connected to a main motor, the power input of the frequency converter BPQ1 being connected to a power module through an ac contactor K1 and a circuit breaker DL1 connected in sequence; the normally open main contact of the alternating current contactor K1 is respectively connected with the power input end of the frequency converter BPQ; the coil of the alternating-current contactor K1, the auxiliary normally-closed contact of the alternating-current contactor K2 and the electromagnetic relay ZJ1 are connected in series and then connected to the input end of the alternating-current contactor K1;
The standby driving unit comprises a frequency converter BPQ2 connected with the standby motor, and the power input end of the frequency converter BPQ is connected with the power module through an alternating current contactor K2 and a circuit breaker DL2 which are sequentially connected; the normally open main contact of the alternating current contactor K2 is respectively connected with the power input end of the frequency converter BPQ; the coil of the alternating-current contactor K2, the auxiliary normally-closed contact of the alternating-current contactor K2 and the electromagnetic relay ZJ2 are connected in series and then connected to the input end of the alternating-current contactor K1.
4. A rim propeller steering control system according to claim 3, characterized in that the system comprises a power supply unit comprising a battery system 1/DY1, and a dc breaker QS1, an inverter T1, a leakage breaker QS2 and a fuse FU1 connected in sequence; the input end of the direct current breaker QS1 is connected with the output end of the battery system 1/DY1, and the output end of the fuse FU1 is respectively connected with the main driving unit and the standby driving unit; the electric control end of the electromagnetic clutch YC1 is connected with the output end of the direct current breaker QS1 through the battery breaker ZJ1, and the electric control end of the electromagnetic clutch YC2 is connected with the output end of the direct current breaker QS1 through the battery breaker ZJ 2.
5. The rim propeller steering control system of claim 4, wherein the power supply unit comprises a single-phase voltage relay KV1 connected between a leakage breaker QS2 and a fuse FU 1.
6. The rim propeller steering control system of claim 5, wherein the main motor and the backup motor each employ a brake motor; the main driving unit further comprises a main motor brake control circuit, wherein the main motor brake control circuit comprises an electromagnetic relay ZJ11 connected in series with a main motor brake; the standby driving unit further comprises a standby motor brake control circuit, wherein the standby motor brake control circuit comprises an electromagnetic relay ZJ12 connected in series with a standby motor brake; the main motor brake control circuit and the standby motor brake control circuit are connected in parallel and then connected with the circuit breaker DL1 in series.
7. The rim propeller steering control system of claim 6, wherein the power supply module further comprises a power supply control circuit connected at an output of the dc breaker QS1, the power supply control circuit comprising a normally closed push button switch SB1, a normally open push button switch SB2, an electromagnetic relay ZJ13, and an indicator lamp HL1, the coils of the normally closed push button switch SB1, the normally open push button switch SB2, and the electromagnetic relay ZJ13 being connected in series, the normally open contact of the electromagnetic relay ZJ13 being connected in parallel with the normally closed push button switch SB1, the indicator lamp HL1 being connected in parallel with the coil of the electromagnetic relay ZJ 13.
8. The rim-mover steering control system of claim 2, wherein the steering angle feedback mechanism includes an angle sensor CGQ1 mounted to the rim-mover and an angle sensor CGQ2 mounted to a turning hand wheel of the command input mechanism.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202322770217.8U CN221024129U (en) | 2023-10-16 | 2023-10-16 | Steering control system of rim propeller |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202322770217.8U CN221024129U (en) | 2023-10-16 | 2023-10-16 | Steering control system of rim propeller |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN221024129U true CN221024129U (en) | 2024-05-28 |
Family
ID=91133390
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202322770217.8U Active CN221024129U (en) | 2023-10-16 | 2023-10-16 | Steering control system of rim propeller |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN221024129U (en) |
-
2023
- 2023-10-16 CN CN202322770217.8U patent/CN221024129U/en active Active
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| JP2006507787A (en) | Power supply circuit for high-speed electric motor | |
| CN112147394A (en) | Residual voltage detection device | |
| CN113054885B (en) | Redundant switching system of tower machine converter | |
| CN221024129U (en) | Steering control system of rim propeller | |
| CN117382863A (en) | Steering control system and method for propeller | |
| CN207410016U (en) | A kind of converter plant protective device | |
| CN206976250U (en) | A kind of spring operating mechanism switchs leap preventing device | |
| CN202004530U (en) | Electromechanical integrated double-power supply automatic transfer switch | |
| CN212033802U (en) | Energy storage system | |
| CN109573758B (en) | Method for preventing accidental stall of car during rescue | |
| KR20000062740A (en) | Drive with a controller for a lifting gear of a hoist, in particular a compact hoist | |
| CN111140433A (en) | Wind turbine generator system frequency conversion device and driftage system | |
| CN111711187A (en) | Double-bus power supply system and control method | |
| CN207051688U (en) | Profile cut-off machine intrinsic safety type controller | |
| CN217216091U (en) | Power supply device for control power supply of low-voltage frequency converter | |
| CN205709616U (en) | Tower crane anti-power failure protection device | |
| CN110775799A (en) | Escalator or sidewalk control system, method and device | |
| CN220273536U (en) | Novel controller for double-winding pole-changing motor | |
| CN221081186U (en) | Select starting drive of multi-functional Variable Frequency Speed Governing (VFSG) all-in-one | |
| CN220190700U (en) | Variable-frequency soft start signal switching device of high-voltage synchronous motor | |
| CN221278609U (en) | Bypass valve control system | |
| JP2561133Y2 (en) | Switch | |
| CN216914964U (en) | Electrical protection circuit of closed double-point press | |
| CN219554844U (en) | Control circuit for safely stopping DCS anti-interference electricity program | |
| CN219740196U (en) | Pre-charging control system before starting transmission frequency converter of paper machine |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant |