Steering mechanism driven by dual-stator permanent magnet motors

Abstract

This invention relates to a steering device driven by a dual-stator permanent magnet motor. The coaxial dual-stator permanent magnet motor provides power to the steering device. The two stators are connected in series and share a single motor shaft. A dual-stator permanent magnet motor controller and two drivers enable either single-stator or dual-stator operation. The splined shaft at the output end of the dual-stator permanent magnet motor is inserted into the input splined shaft sleeve of a planetary gear reducer. The reducer amplifies the steering torque on the splined shaft, which is then transmitted to the pinion. A sector gear ring meshing with the pinion is fixed to the rudder handle via a transmission pin, driving the rudder handle to rotate, thereby rotating the rudder blades on the rudder handle. The integrated dual-stator design provides redundancy, significantly improving the reliability and endurance of the steering system. The electric direct-drive steering method enhances power conversion efficiency, and the torque amplification through the reducer and gear transmission mechanism enhances the applicability of the electric steering mechanism to large ships.

Description

Technical Field

[0001] This invention relates to a marine equipment design technology, and more particularly to a steering device driven by a dual-stator permanent magnet motor. Background Technology

[0002] The steering mechanism is used to achieve ship steering and heading control. The steering process is the process of the drive device outputting power to rotate the rudder blade to the designated position according to the operation command.

[0003] Existing ship steering systems can be categorized based on their power source as follows:

[0004] a. Electric-driven hydraulic steering gears typically employ valve-controlled or pump-controlled methods to manipulate the flow and direction of the hydraulic system. An oil pump supplies oil to the cylinders, driving the rudder handle and rudder blades to rotate, thus achieving steering. Electric-driven hydraulic steering gears utilize traditional hydraulic system structures, which suffer from pressure and flow losses, resulting in low system efficiency and issues such as difficult maintenance and oil contamination.

[0005] b. Electric steering gears typically use a servo controller to drive a motor, which in turn rotates the rudder and rudder blades via a ball screw or other mechanical transmission method to achieve steering. Electric steering gears generally use a single motor drive, and the torque of the transmission method is limited, resulting in a relatively small system output torque, making it difficult to apply to large ships. Summary of the Invention

[0006] To address the problems existing in current steering mechanisms, a steering mechanism driven by a dual-stator permanent magnet motor is proposed.

[0007] The technical solution of this invention is as follows: a steering device driven by a dual-stator permanent magnet motor, wherein the coaxial dual-stator permanent magnet motor provides power to the steering device, the dual stators adopt a series structure and share a motor shaft; through a dual-stator permanent magnet motor controller and two drivers, the single-stator working mode and dual-stator working mode of the permanent magnet motor are selected as needed to control the dual-stator permanent magnet motor accordingly; the spline shaft at the output end of the dual-stator permanent magnet motor is inserted into the input spline shaft sleeve of the planetary gear reducer, and the steering torque on the spline shaft is amplified by the reducer, which is transmitted to the pinion; the sector gear ring meshing with the pinion is fixed to the rudder by a transmission pin, driving the rudder to rotate, thereby driving the rudder blade on the rudder to rotate; a speed measuring device installed at the end of the permanent magnet motor shaft measures the rotation speed of the permanent magnet motor drive shaft, as the closed-loop control speed feedback signal of the dual-stator permanent magnet motor controller; a rudder angle feedback device arranged on the rudder measures the steering angle of the rudder, as the closed-loop position feedback signal of the dual-stator permanent magnet motor controller.

[0008] Preferably, the two stators of the dual-stator permanent magnet motor are installed in series and share a motor shaft. The two permanent magnets fixed on the motor shaft form two independent stator-rotor pairs. The two sets of drivers output two drive signals to control the power supply of the stator windings respectively.

[0009] Preferably, the dual stator housing is provided with a connector for a cooling water pipe, and the two stators have independent internal cooling pipes. The cooling water in the cooling pipes cools down the two stators, the motor shaft, and the two permanent magnets during operation, ensuring that the working temperature of the permanent magnets does not exceed their demagnetization temperature.

[0010] Preferably, the output shaft of the reducer is bolted to the end of the coupling with a built-in torque limiter. The other end of the coupling away from the reducer is bolted to the shaft end of the pinion. The coupling with the built-in torque limiter is connected to the pinion shaft to prevent excessive impact torque on the rudder blade from being transmitted to the power unit.

[0011] Preferably, the sector-shaped gear ring can be arranged with multiple small gears along the circumference, i.e., multiple sets of drive devices can be installed.

[0012] Preferably, the sector-shaped gear ring is designed according to the steering range, steering torque, and arrangement space requirements of the steering device, and extends circumferentially, or a circular gear ring can be used as needed.

[0013] Preferably, a braking device is installed at the upper end of the motor shaft to provide braking torque when the steering device stops. The braking device is in a normally open energized state when the steering device is working and does not participate in the steering operation; when the steering device stops working, the power is cut off and the brake is tightened to maintain the position of the rudder blade.

[0014] Preferably, the speed measuring device uses an incremental encoder, which is installed inside a protective cover to achieve anti-collision and waterproof protection.

[0015] Preferably, the steering device can be extended with multiple power units along the axial or radial direction when increased torque is required.

[0016] The beneficial effects of this invention are as follows: This invention employs a dual-stator permanent magnet motor driven steering device, achieving low-speed, high-torque steering performance; utilizing a dual-stator integrated design, the torque output can be selected from both stators simultaneously or from only one stator, achieving redundancy and significantly improving the reliability and endurance of the steering system; this invention adopts an electric direct-drive steering method, greatly improving power conversion efficiency and avoiding problems such as hydraulic loss, difficult maintenance, and oil contamination associated with traditional hydraulic steering gears; this invention amplifies torque through a reducer and gear transmission mechanism, enhancing the applicability of electric steering gears to large ships. Attached Figure Description

[0017] Figure 1This is a schematic diagram of the control of the steering device driven by the dual-stator permanent magnet motor of the present invention.

[0018] Figure 2 This is a schematic diagram of a dual-stator permanent magnet motor driving an electric servo motor according to an embodiment of the present invention;

[0019] Figure 3 yes Figure 2 Schematic diagram of a dual-stator permanent magnet motor;

[0020] Figure 4 yes Figure 3 Left view of a dual-stator permanent magnet motor;

[0021] Figure 5 yes Figure 3 Enlarged view of the rotor shaft fixing of the electric motor;

[0022] Figure 6 yes Figure 2 Schematic diagram of the meshing of the sector gear. Detailed Implementation

[0023] The present invention will now be described in detail with reference to the accompanying drawings and specific embodiments. These embodiments are based on the technical solution of the present invention and provide detailed implementation methods and specific operating procedures. However, the scope of protection of the present invention is not limited to the following embodiments.

[0024] like Figure 1 The diagram shows a control schematic of a steering device driven by a dual-stator permanent magnet motor. The coaxial dual-stator permanent magnet motor provides power to the steering device. The two stators adopt a series structure and share a single motor shaft. Through the dual-stator permanent magnet motor controller and two drivers, the single-stator and dual-stator operating modes of the permanent magnet motor can be selected as needed to control the dual-stator permanent magnet motor accordingly. The splined shaft at the output end of the permanent magnet motor is inserted into the input splined shaft sleeve of the planetary gear reducer. The reducer amplifies the steering torque on the splined shaft, and this steering torque is transmitted to the pinion. The sector gear ring meshing with the pinion is fixed to the rudder handle by a transmission pin, driving the rudder handle to rotate, thereby driving the rudder blade on the rudder handle to rotate, realizing the steering function. In addition, the electromagnetic brake device installed at the tail end of the permanent magnet motor shaft provides braking torque when the steering device stops, and the electromagnetic brake is in the released state when the permanent magnet motor rotates; the speed measuring device installed at the end of the permanent magnet motor shaft measures the rotation speed of the permanent magnet motor drive shaft, which serves as the closed-loop control speed feedback signal of the dual-stator permanent magnet motor controller to achieve precise speed control; the rudder angle feedback device arranged on the rudder handle measures the rudder handle rotation angle, which serves as the closed-loop position feedback signal of the dual-stator permanent magnet motor controller to achieve accurate rudder position control.

[0025] like Figure 2 , 3The invention provides a steering device driven by a dual-stator permanent magnet motor, comprising: [structures shown].

[0026] The encoder 1 is installed at the end of the motor shaft 2 to detect the rotational speed of the motor shaft 2, which serves as the speed feedback signal for the controller.

[0027] The motor shaft 2 is supported by bearings 19 and 20 respectively, and is installed on the front and rear end covers 21 and 22 of the motor. Together with the stator housing 23, it is finally fixed on the base 24 through the bell-shaped cover 10 and the reducer 11 housing.

[0028] Braking device 3 is installed on the upper end of motor shaft 2 to keep the rudder angle unchanged when the machine stops. It adopts the FS form. When the machine is working normally, it is powered on and in the state of releasing the brake. Before stopping the machine, the rudder blade should be rotated to the zero position. After the power is cut off, the brake should be tightened to maintain the position of the rudder blade.

[0029] The stator 4 and stator 5 of the motor are installed in series and share a motor shaft 2. They together with the permanent magnets 6 and 7 fixed on the motor shaft 2 form two independent stator-rotor pairs. An air gap 8 is formed between the stator 4 and the permanent magnet 6. The electrical energy input to the stator is transferred through the magnetic field in the air gap 8. Similarly, the electrical energy input to the stator is transferred between the stator 5 and the permanent magnet 7 through the magnetic field in the air gap between them.

[0030] On the outer casings of stator 4 and stator 5, there are joints 25 for cooling water pipes. The two stators have independent internal cooling pipes. The cooling water reduces the temperature of stator 4 and stator 5, motor shaft 2, permanent magnet 6 and permanent magnet 7 during operation, effectively ensuring that the working temperature of the permanent magnet does not exceed its demagnetization temperature.

[0031] like Figure 2 , 3 As shown in Figure 4, the output end of the motor shaft 2 is a shaft with a spline 9, which is protected by a bell-shaped cover 10 and is directly inserted into the spline sleeve 12 of the planetary gear reducer 11. The reducer 11 amplifies the rotation torque on the motor shaft 2.

[0032] The output shaft 13 of the reducer 11 is bolted to the end of the coupling 14. The coupling 14 has a built-in torque limiter. The other end of the coupling 14 away from the reducer is bolted to the shaft end of the pinion 15.

[0033] like Figure 2 , 6 As shown, the pinion 15 and the sector gear ring 16 mesh to form a gear transmission. The sector gear ring 16 is fixedly connected to the rudder handle 18 via a pin 17, driving the rudder handle 18 to rotate. The sector gear ring 16 can have multiple pinions arranged circumferentially, i.e., multiple drive devices can be installed, which can improve the steering torque while ensuring the availability of the steering device.

[0034] As can be seen from the above structure, the torque on the motor shaft 2 is amplified by the reducer 11, transmitted through the coupling 14 with torque limiting, and then further amplified by the pinion 15 and the large gear ring 16, finally acting on the rudder 18. The coupling with torque limiting mechanism connects to the pinion shaft to prevent excessive impact torque on the rudder blade from being transmitted to the power unit, thus protecting the motor and reducer.

[0035] The steering torque on the motor shaft 2 of this invention can be provided by the dual stator-permanent magnet rotor combination (4, 6) and (5, 7). The dual stators can be selected to work simultaneously to output torque, or one of the stators can output torque, to achieve redundancy backup and significantly improve the reliability and endurance of the steering system.

[0036] This steering mechanism utilizes a permanent magnet motor to achieve low-speed, high-torque steering. This invention employs an electric direct-drive steering method, significantly improving power conversion efficiency and avoiding the problems of hydraulic loss, difficult maintenance, and oil contamination associated with traditional hydraulic steering gears. Furthermore, this invention amplifies torque through a reducer and gear transmission mechanism, enhancing the applicability of the electric steering gear to large ships.

[0037] The speed measuring device can employ an incremental encoder, which is installed within a protective cover for impact and waterproof protection. With a suitable controller, a dual-redundancy configuration of the steering mechanism can be achieved, improving its reliability: failure of a single stator and its drive controller will not affect the overall steering capability. Where installation space is sufficient and greater torque is required, the power unit can be extended axially or radially.

[0038] The embodiments described above are merely illustrative of several implementations of the present invention, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these all fall within the protection scope of the present invention. Therefore, the protection scope of this invention patent should be determined by the appended claims.

Claims

1. A steering device driven by a dual-stator permanent magnet motor, characterized in that, A coaxial dual-stator permanent magnet motor provides power to the steering mechanism. The two stators are connected in series and share a single motor shaft. The dual-stator permanent magnet motor is controlled via a dual-stator controller and two drivers, allowing selection of either single-stator or dual-stator operating modes as needed. The splined shaft at the output end of the dual-stator permanent magnet motor is inserted into the input splined sleeve of a planetary gear reducer. The reducer amplifies the steering torque on the splined shaft, which is then transmitted to the pinion. A sector gear ring meshing with the pinion is fixed to the rudder handle via a transmission pin, causing the rudder handle to rotate, which in turn rotates the rudder blades. A speed measuring device mounted on the end of the permanent magnet motor shaft measures the rotational speed of the drive shaft, serving as the closed-loop control speed feedback signal for the dual-stator permanent magnet motor controller. A rudder angle feedback device positioned on the rudder handle measures the steering angle of the rudder handle, serving as the closed-loop position feedback signal for the dual-stator permanent magnet motor controller. The dual-stator permanent magnet motor has two stators connected in series and sharing a single motor shaft. The two stators and two permanent magnets fixed on the motor shaft form two independent stator-rotor pairs. Two sets of drivers output two drive signals to control the power supply to the stator windings respectively. The dual stator housing has connectors for cooling water pipes. The two stators have independent internal cooling pipes. The cooling water in the cooling pipes cools the two stators, motor shaft, and two permanent magnets during operation, ensuring that the working temperature of the permanent magnets does not exceed their demagnetization temperature. A braking device is installed at the upper end of the motor shaft to provide braking torque when the steering device stops. When the steering device is working, the braking device is in a normally open state and does not participate in the steering operation; when the steering device stops working, the power is cut off and the brake is tightened to maintain the position of the rudder blade.

2. The steering device driven by a dual-stator permanent magnet motor according to claim 1, characterized in that, The output shaft of the reducer is bolted to the end of the coupling with a built-in torque limiter. The other end of the coupling away from the reducer is bolted to the shaft end of the pinion. The coupling with the built-in torque limiter is connected to the pinion shaft to prevent excessive impact torque on the rudder blade from being transmitted to the power unit.

3. The steering device driven by a dual-stator permanent magnet motor according to claim 1, characterized in that, The sector-shaped gear ring can be equipped with multiple small gears arranged circumferentially, i.e., multiple sets of drive devices can be installed.

4. The steering device driven by a dual-stator permanent magnet motor according to claim 1 or 3, characterized in that, The sector-shaped gear ring is designed according to the steering range, steering torque, and arrangement space requirements of the steering device, and extends circumferentially, or a circular gear ring can be used as needed.

5. The steering device driven by a dual-stator permanent magnet motor according to claim 1, characterized in that, The speed measuring device uses an incremental encoder, which is installed inside a protective cover to achieve anti-collision and waterproof protection.

6. The steering device driven by a dual-stator permanent magnet motor according to claim 1, characterized in that, When increased torque is required, the steering device can extend multiple power units axially or radially.

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