EP2107000A2 - Drehsteuersystem für eine Schiffantriebseinheit - Google Patents

Drehsteuersystem für eine Schiffantriebseinheit Download PDF

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Publication number
EP2107000A2
EP2107000A2 EP09155676A EP09155676A EP2107000A2 EP 2107000 A2 EP2107000 A2 EP 2107000A2 EP 09155676 A EP09155676 A EP 09155676A EP 09155676 A EP09155676 A EP 09155676A EP 2107000 A2 EP2107000 A2 EP 2107000A2
Authority
EP
European Patent Office
Prior art keywords
propulsion unit
ship propulsion
turning
ship
unit
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.)
Granted
Application number
EP09155676A
Other languages
English (en)
French (fr)
Other versions
EP2107000A3 (de
EP2107000B1 (de
Inventor
Masanori Kodera
Yoshiki Nanke
Koichi Shiraishi
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Niigata Power Systems Co Ltd
Original Assignee
Niigata Power Systems Co Ltd
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 Niigata Power Systems Co Ltd filed Critical Niigata Power Systems Co Ltd
Publication of EP2107000A2 publication Critical patent/EP2107000A2/de
Publication of EP2107000A3 publication Critical patent/EP2107000A3/de
Application granted granted Critical
Publication of EP2107000B1 publication Critical patent/EP2107000B1/de
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Anticipated expiration legal-status Critical

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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
    • B63H25/24—Transmitting of movement of initiating means to steering engine by electrical means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H23/00—Transmitting power from propulsion power plant to propulsive elements
    • B63H23/22—Transmitting power from propulsion power plant to propulsive elements with non-mechanical gearing
    • B63H23/24—Transmitting power from propulsion power plant to propulsive elements with non-mechanical gearing electric
    • 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
    • B63H25/42—Steering or dynamic anchoring by propulsive elements; Steering or dynamic anchoring by propellers used therefor only; Steering or dynamic anchoring by rudders carrying propellers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
    • B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
    • B63H5/125—Arrangements on vessels of propulsion elements directly acting on water of propellers movably mounted with respect to hull, e.g. adjustable in direction, e.g. podded azimuthing thrusters

Definitions

  • the present invention relates to a ship propulsion unit, generically referred to as an azimuth thruster, which may be, for example, a Z-type propulsion unit, an L-type propulsion unit, or a pod propulsion unit having a propulsion function and a steering function, and more particularly to a turn control system which is a steering system for controlling the steering of the ship propulsion unit.
  • a ship propulsion unit generically referred to as an azimuth thruster
  • an azimuth thruster which may be, for example, a Z-type propulsion unit, an L-type propulsion unit, or a pod propulsion unit having a propulsion function and a steering function
  • a turn control system which is a steering system for controlling the steering of the ship propulsion unit.
  • FIG. 9 shows an example of such a hydraulic turning system.
  • a command inputted by operating an operating wheel 100 is converted into an electrical signal at a control box 101.
  • the electrical signal then operates a servo valve 102 to cause a hydraulic pump 103 (variable delivery pump) to operate.
  • the servo valve 102 can change the discharge rate and discharge direction of the hydraulic pump 103.
  • the hydraulic pump 103 and hydraulic motors 104 are connected via a circulatory path.
  • An oil tank 105 and a suction filter 106 make up an oil supply path through which drain oil collected for reuse is supplied.
  • the turning cylinder of the ship propulsion unit 110 is provided with a tracking transmitter 107 which detects the turning angle of the ship propulsion unit 110 and outputs the detected turning angle as turning position information to the control box 101.
  • an existing type of a hydraulic turning system has a complicated structure including various pipe-connected hydraulic units such as the hydraulic pump 103, servo valve 102, suction filter 106, and oil tank 105.
  • Such a system is vulnerable to oil leakage which results in soiling the system. Every time the system develops a fault, repair or maintenance work, for example, purging air by filling oil becomes necessary. This is an obstacle to stable operation of the system.
  • the output shaft of the motor is provided with a pinion gear which is engaged with a gear mounted on a steering shaft.
  • the steering shaft is turned.
  • the electrical turning system disclosed in JP-A No. 2004-131061 has a steering cone integrally incorporating a stator and a rotor. The steering cone is turned by electric power.
  • the turning system disclosed in JP-U No. H06-71399 is hydraulically driven using a hydraulic pump which is driven by an electric motor.
  • the electric motor is powered by an intra-ship power supply. If the intra-ship power supply goes out of order and becomes unable to drive the electric motor, the drive shaft of the main engine for driving the ship's propeller drives a generator to generate minimum electric power required for minimum turning operation.
  • JP-A No. 2007-8189 a basic system structure for turning the steering shaft using a motor under inverter control is disclosed, how to accurately control the turning position of the rudder or the torque applied to the rudder to hold it in a specified position is not explained.
  • a turning system to be installed in a ship there are considerations to be made, for example, whether to make turning control performable selectively both from the bridge side and from the propulsion unit side and what measure to take if the motor used for turning operation goes out of order, but such considerations are not included in JP-A No. 2007-8189 .
  • the turning system disclosed in JP-A No. 2007-8189 is technically far from being good enough for actual use.
  • the motor used for tuning operation is integrated with the part to be turned. Such an integrated structure is disadvantageous when replacing or repairing the motor. Furthermore, the turning system disclosed in JP-A No. 2004-131061 has problems similar to those described above for the turning system disclosed in JP-A No. 2007-8189 .
  • the turning system disclosed in JP-U No. H06-71399 is not oil-free, that is, it is a hydraulic turning system, so that it has problems like those described above with regard to hydraulic systems.
  • a hydraulic motor is driven by an electric motor powered mainly by an intra-ship power supply.
  • the turning system is provided with a generator which is driven by the drive shaft of the main engine used to drive the propeller of the ship.
  • the capacity of the generator is, however, only large enough to generate, in the event the intra-ship power supply goes out of order becoming incapable of supporting turning operation, electric power required to generate a minimum hydraulic pressure which is required to perform turning operation to secure a minimum steering function.
  • the present invention addresses the above problems, and it is an object of the invention to provide an electrical turn control system for controlling the turning of an azimuth thruster, the turn control system being characterized as follows.
  • the turn control system enables the rudder to be kept in a specified position by accurate turning position control and torque control.
  • the turn control system can be installed for use in a general ship (propelled non-electrically) having power generating equipment of a minimum load capacity large enough to cover intra-ship loads only without requiring an excessive cost (initial cost plus running cost).
  • the electric power the turn control system requires to control turning in a normal operating state can be generated entirely by the main engine of the ship.
  • the turn control system is prevented from being damaged even when it is subjected to an external torque exceeding a preset torque limit. It can be operated selectively both from the bridge side and from the propulsion unit side of the ship. It allows the propulsion unit to be used as a rudder when the generator or main engine of the ship goes out of order. It includes a backup support system, so that it can function even when the motor used for turning operation goes out of order.
  • the turn control system for a ship propulsion unit is provided with a propeller interlockingly connected to the drive shaft driven by a main engine and turns a ship propulsion unit installed in a ship rotatably about a turning shaft to a desired position.
  • the turn control system includes: a first operating unit for inputting turning position setting information specifying a position to which a ship propulsion unit is to be turned; a first control unit for outputting a turn command signal specifying, based on the turning position setting information inputted from the first operating unit, a direction in which the ship propulsion unit is to be turned and an angle by which the ship propulsion unit is to be turned; a servo amplifier for outputting a speed command signal based on the turn command signal from the first control unit; a generator which generates, by being driven by the drive shaft, electric power to be supplied to the servo amplifier; a servo motor which is engaged with a turning ring provided in the ship propulsion unit rotatably about the turning shaft and which turns the ship propulsion unit by being driven at a speed specified by a speed command signal received from the servo amplifier; and a tracking transmitter for detecting a turning position of the ship propulsion unit and outputting information on the detected turning position as turning position detection information.
  • the first control unit compares the detected turning position information from the tracking transmitter with the turning position setting information inputted from the first operating unit and, when there is no deviation between the compared information, outputs a turn command signal to the servo amplifier, the turn command signal being composed to make the servo amplifier output a speed command signal to the servo motor, the speed command signal specifying speed 0.
  • the generator is structured to be capable of generating, by being driven by the drive shaft rotating at an idling rotation speed, a minimum voltage required by the servo amplifier.
  • the turn control system for a ship propulsion unit according to claim 2 is the turn control system for a ship propulsion unit according to claim 1, wherein the servo motor holds the ship propulsion unit in a specified position by generating a holding torque opposing an external potential applied to the ship propulsion unit and has a torque control function which, when the ship propulsion unit is subjected to an external potential exceeding a predetermined limit value of the holding torque, allows the ship propulsion unit to turn in the direction of the external potential.
  • the turn control system for a ship propulsion unit according to claim 3 is the turn control system for a ship propulsion unit according to claim 2, wherein the first operating unit is provided on a bridge of a ship; wherein a second operating unit and a second control unit are provided in a steering engine room of the ship, the second control unit outputting a turn command signal specifying, based on turning position setting information inputted from the second operating unit, a direction in which the ship propulsion unit is to be turned and an angle by which the ship propulsion unit is to be turned to the servo amplifier; and wherein there is further provided a changeover unit for selecting, as a system for controlling the servo motor, one of a first combination of the first operating unit and the first control unit and a second combination of the second operating unit and the second control unit.
  • the turn control system for a ship propulsion unit according to claim 4 is the turn control system for a ship propulsion unit according to any one of claims 1 to 3, wherein an emergency power supply is connected to the servo amplifier, the emergency power supply being for supplying the servo amplifier with electric power when the generator is disabled.
  • the turn control system for a ship propulsion unit according to claim 5 is the turn control system for a ship propulsion unit according to any one of claims 1 to 4, the turn control system being provided with two or more combinations of the servo amplifier and the servo motor, the two or more combinations being controlled, in a normal operating state, commonly by the first operating unit, the first control unit, and the tracking transmitter, wherein, when one of the two or more combinations fails, the servo amplifier of the failed combination is turned off and the other combinations are controlled by the first operating unit, the first control unit, and the tracking transmitter.
  • the turn control system for a ship propulsion unit according to the present invention can generate the following advantageous effects.
  • FIG. 1 is a diagram showing a basic configuration of a servo control system used in each of the following embodiments of the present invention.
  • FIG. 2 shows an overall configuration of a first embodiment of the present invention.
  • FIG. 3 is an enlarged sectional view of the connection between a drive shaft and a generator and its vicinity in the first embodiment.
  • FIG. 4 is an enlarged perspective view of the connection between the drive shaft and the generator and its vicinity in the first embodiment.
  • FIG. 5 is a diagram showing the relationship, observed in turn control performed in the first embodiment, between turn command angle and turn command voltage.
  • FIG. 6 shows an overall configuration of a second embodiment.
  • FIG. 7 shows an overall configuration of a third embodiment.
  • FIG. 8 shows an overall configuration of a fourth embodiment.
  • FIG. 6 shows a system of a second embodiment using the AC servo system described with reference to FIG. 1 .
  • the system of the second embodiment is equivalent to the system of the first embodiment added with an emergency power supply 50 connected to the AC servo amplifier 2 via an additional NFB/electromagnetic contactor/noise filter 20.
  • the emergency power supply 50 used in the second embodiment is for 200 VAC, 60 Hz.
  • the second embodiment is approximately identical with the first embodiment, so that detailed description of parts identical between the two embodiments will be omitted in the following.
  • the emergency power supply 50 of the second embodiment is for use in operating the ship propulsion unit as a rudder when the power generating system including the generator 40 of the ship fails or when the main engine of the ship fails. It uses 200-V power provided in the ship. According to the second embodiment, the power supply for use in operating the ship propulsion unit is dualized for enhanced reliability.
  • FIG. 7 shows a system of a third embodiment using the AC servo system described with reference to FIG. 1 .
  • the system of the third embodiment is equivalent to the system of the first embodiment provided with an additional combination of the AC servo amplifier 2 and AC servo motor 3.
  • the third embodiment is approximately identical with the first embodiment, so that detailed description of parts identical between the two embodiments will be omitted in the following.
  • two combinations of the AC servo amplifier 2 and AC servo motor 3 are used.
  • the two combinations are both connected, via the changeover switch 19, to the controller 1 on the bridge side and the control board 18 on the local side.
  • each of the two combinations is controlled either by the control system on the bridge side (for control using the tracking transmitter 14) or by the control system on the steering local side (for manual control).
  • a power switch 25 for the AC servo amplifier 2 of the failed combination is set to OFF, and only the other combination is controlled either from the bridge side (for control using the tracking transmitter 14) or from the steering local side (for manual control) .
  • the failed combination for which the power switch 25 has been set to OFF is no longer controlled, and the shaft of its AC servo motor 3 is left idling.
  • the capacity of the AC servo motors 3 may be determined such that, in case one of the two AC servo motors 3 fails, the other one can allow the ship propulsion unit to turn with the ship navigating at a 100% speed or such that, even though the ship can navigate at a 100% speed when the two AC servo motors 3 are operating, the ship can navigate only at a minimum speed if one of the two AC servo motors 3 fails. Which one of these arrangements is to use may be determined taking relevant specifications, design, and costs into consideration.
  • the changeover switch 19 can also be used to switch between operation on the bridge side (for control using the tracking transmitter 14) and operation on the local side (for manual operation). Regardless of the selection by the changeover switch 19, turning of the ship propulsion unit can be controlled normally, and the protection function based on a preset torque limit works to prevent damage to the turn control system. Even though the configuration including the two combinations of the AC servo amplifier 2 and AC servo motor 3 has been described above, the configuration may include more than two combinations of the AC servo amplifier 2 and AC servo motor 3.
  • FIG. 8 illustrates a system of a fourth embodiment using the AC servo system described with reference to FIG. 1 .
  • the system of the fourth embodiment is equivalent to the system of the first embodiment provided with an additional combination of the AC servo amplifier 2 and AC servo motor 3 and a common emergency power supply 50 connected to each of the AC servo amplifiers 2 via a common NFB/electromagnetic contactor/noise filter 20.
  • the fourth embodiment is approximately identical with the first embodiment, so that detailed description of parts identical between the two embodiments will be omitted in the following.
  • the operational reliability of the turn control system is further enhanced.
  • the fourth embodiment can generate synergistic effects of the first to third embodiments.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Control Of Ac Motors In General (AREA)
EP20090155676 2008-03-25 2009-03-20 Drehsteuersystem für eine Schiffantriebseinheit Active EP2107000B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2008078428A JP5058861B2 (ja) 2008-03-25 2008-03-25 船舶推進機の旋回制御装置

Publications (3)

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EP2107000A2 true EP2107000A2 (de) 2009-10-07
EP2107000A3 EP2107000A3 (de) 2012-04-18
EP2107000B1 EP2107000B1 (de) 2013-09-18

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EP (1) EP2107000B1 (de)
JP (1) JP5058861B2 (de)
ES (1) ES2435915T3 (de)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8584864B2 (en) 2010-11-19 2013-11-19 Coldcrete, Inc. Eliminating screens using a perforated wet belt and system and method for cement cooling
US10350787B2 (en) 2014-02-18 2019-07-16 Carboncure Technologies Inc. Carbonation of cement mixes
CN115562098A (zh) * 2022-09-08 2023-01-03 广东逸动科技有限公司 控制方法、单/双操控装置、水域可移动设备及操控***

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP6395996B2 (ja) * 2012-10-05 2018-09-26 新潟原動機株式会社 船舶推進機の旋回制御装置
US8845940B2 (en) 2012-10-25 2014-09-30 Carboncure Technologies Inc. Carbon dioxide treatment of concrete upstream from product mold
EP2951122B1 (de) 2013-02-04 2020-05-27 Carboncure Technologies Inc. System und verfahren zur anwendung von kohlendioxid bei der herstellung von beton
NO3010796T3 (de) * 2013-06-19 2018-06-09
US9376345B2 (en) 2013-06-25 2016-06-28 Carboncure Technologies Inc. Methods for delivery of carbon dioxide to a flowable concrete mix
US9388072B2 (en) 2013-06-25 2016-07-12 Carboncure Technologies Inc. Methods and compositions for concrete production
US20160107939A1 (en) 2014-04-09 2016-04-21 Carboncure Technologies Inc. Methods and compositions for concrete production
US10927042B2 (en) 2013-06-25 2021-02-23 Carboncure Technologies, Inc. Methods and compositions for concrete production
WO2015154174A1 (en) 2014-04-07 2015-10-15 Carboncure Technologies, Inc. Integrated carbon dioxide capture
JP2017013621A (ja) * 2015-06-30 2017-01-19 ナブテスコ株式会社 電動舵取機用駆動装置、電動舵取機構、電動舵取ユニットおよび船舶
WO2017002875A1 (ja) * 2015-06-30 2017-01-05 ナブテスコ株式会社 電動舵取機用駆動装置、電動舵取機、電動舵取機用駆動制御装置、電動舵取機構、電動舵取ユニット、船舶及び電動舵取機の設計方法
AU2017249444B2 (en) 2016-04-11 2022-08-18 Carboncure Technologies Inc. Methods and compositions for treatment of concrete wash water
JP6473543B1 (ja) * 2018-09-05 2019-02-20 川崎重工業株式会社 旋回型推進機及び旋回型推進機の制御方法

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Publication number Priority date Publication date Assignee Title
JPH0671399U (ja) 1993-03-24 1994-10-07 川崎重工業株式会社 旋回式スラスタ及びその給電装置
JP2004131061A (ja) 2002-07-25 2004-04-30 Alstom 角度位置が電気モータによってサーボ制御される船の操舵装置
JP2007008189A (ja) 2005-06-28 2007-01-18 Oshima Shipbuilding Co Ltd 電動式操舵装置

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FI107042B (fi) * 1998-09-14 2001-05-31 Abb Azipod Oy Propulsioyksikön kääntäminen
JP4099402B2 (ja) * 2003-01-31 2008-06-11 カヤバ工業株式会社 船外機付きボートのパワーステアリング装置
DE10311577B4 (de) * 2003-03-10 2005-04-28 Klaus Kabella Bugsteuervorrichtung für einen Schubverband
JP2007203845A (ja) * 2006-01-31 2007-08-16 Jtekt Corp 航行用操舵装置
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Patent Citations (3)

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Publication number Priority date Publication date Assignee Title
JPH0671399U (ja) 1993-03-24 1994-10-07 川崎重工業株式会社 旋回式スラスタ及びその給電装置
JP2004131061A (ja) 2002-07-25 2004-04-30 Alstom 角度位置が電気モータによってサーボ制御される船の操舵装置
JP2007008189A (ja) 2005-06-28 2007-01-18 Oshima Shipbuilding Co Ltd 電動式操舵装置

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8584864B2 (en) 2010-11-19 2013-11-19 Coldcrete, Inc. Eliminating screens using a perforated wet belt and system and method for cement cooling
US10350787B2 (en) 2014-02-18 2019-07-16 Carboncure Technologies Inc. Carbonation of cement mixes
CN115562098A (zh) * 2022-09-08 2023-01-03 广东逸动科技有限公司 控制方法、单/双操控装置、水域可移动设备及操控***
CN115562098B (zh) * 2022-09-08 2023-10-17 广东逸动科技有限公司 控制方法、单/双操控装置、水域可移动设备及操控***

Also Published As

Publication number Publication date
EP2107000A3 (de) 2012-04-18
ES2435915T3 (es) 2013-12-26
JP5058861B2 (ja) 2012-10-24
EP2107000B1 (de) 2013-09-18
JP2009227235A (ja) 2009-10-08

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