Ship steering system and control method thereof

Abstract

The invention discloses a ship steering system, which belongs to the technical field of ship steering, and has the advantages that the steering is stable and light, and the maximum output flow can be adjusted according to the requirements of customers. Comprising a steering oil cylinder, a hydraulic steering gear, a hydraulic oil pump and an oil tank, an oil inlet of the hydraulic steering gear is communicated with an oil path of the oil tank through the hydraulic oil pump, and oil outlets I and II of the hydraulic steering gear are respectively communicated with oil paths of oil ports A and B of the steering oil cylinder, a priority variable rotary control valve for adjusting the flow of oil flowing into the steering oil cylinder according to the steering speed of the hydraulic steering gear is arranged between the steering oil cylinder and the hydraulic steering gear, and an oil return pipe T1, an oil return pipe T2 and an oil return pipe t which are used for oil return are arranged between the priority variable rotary control valve and the oil tank. The invention further discloses a control method of the steering system.

Description

Technical Field

[0001] The present invention relates to the technical field of ship steering, and more specifically, it relates to a ship steering system. The present invention also relates to a control method for this system. Background Art

[0002] As a waterborne vehicle, the structure of the steering system of a ship is crucial for navigation safety and efficiency.

[0003] In the existing ship hydraulic steering system, the operator issues a steering control operation to the hydraulic steering gear. The hydraulic oil pump extracts hydraulic oil from the fuel tank to the hydraulic steering gear. The hydraulic steering gear controls the oil to flow out from the designated oil outlet according to the control requirements of the operator, so that it flows into the oil inlet of the corresponding steering cylinder to achieve the steering of the ship. The existing ship steering system cannot recognize the speed change when the operator turns the steering wheel. That is, no matter what speed the operator uses to control the steering wheel, the hydraulic steering gear uniformly supplies oil to the steering cylinder, making the ship maintain a uniform speed steering. If the ship encounters a special emergency situation during navigation and needs to change direction, such a control cannot meet the usage requirements. Further, the existing oil supply method of the hydraulic steering gear to the steering cylinder also has problems such as high noise, heavy operation feel, and high oil temperature in actual operation, thus affecting the operation convenience and stability of the steering system. Further, the oil extracted by the hydraulic oil pump in the existing hydraulic steering system can only be used for the steering of the steering cylinder. When the hydraulic steering gear is not moving, the oil extracted from the hydraulic oil pump directly returns to the fuel tank through the hydraulic steering gear, which reduces the utilization rate of the oil. Summary of the Invention

[0004] The technical problem to be solved by the present invention is in view of the above-mentioned deficiencies of the prior art. The object of the present invention is to provide a ship steering system that can improve operation convenience and stability, and this system has the advantages of smooth and light steering, and the maximum output flow can be adjusted according to customer requirements. Another object of the present invention is to provide a control method for this system.

[0005] The first technical solution adopted by the present invention is as follows:

[0006] A ship steering system includes a steering cylinder, a hydraulic steering gear, a hydraulic oil pump, and a fuel tank. The oil inlet of the hydraulic steering gear is connected to the fuel tank through the hydraulic oil pump in an oil circuit. The I / II oil ports of the hydraulic steering gear are respectively connected to the A / B oil ports of the steering cylinder in an oil circuit. Among them, a priority variable flow control valve for adjusting the oil flow rate flowing into the steering cylinder according to the steering speed of the hydraulic steering gear is provided between the steering cylinder and the hydraulic steering gear. A T1 return oil pipe, a T2 return oil pipe, and a t return oil pipe for returning oil are provided between the priority variable flow control valve and the fuel tank.

[0007] Further, the priority variable steering control valve includes a selection spool, an amplification spool, and a priority spool. The I / II ports of the hydraulic steering gear are respectively connected to the a / b ports of the selection spool through oil circuits. The a / b ports of the selection spool are respectively connected to the a' / b' oil chambers of the amplification spool through oil circuits. The P port of the priority spool is connected to the hydraulic oil pump through an oil circuit. The CF port and the EF port of the priority spool are both connected to the P port through oil circuits. The LS port of the priority spool is connected to the t return oil pipe through the LS spring chamber, and the LS port of the priority spool is also connected to the hydraulic steering gear through an oil circuit. The CF port of the priority spool is connected to the A / B ports of the steering cylinder through the amplification spool. The oil return port of the amplification spool is connected to the T1 return oil pipe, and the EF port of the priority spool is connected to the T2 return oil pipe through an oil circuit.

[0008] Further, the T1 return oil pipe and the T2 return oil pipe converge into the return oil main pipe and then are connected to the fuel tank. A cooler is provided on the return oil main pipe.

[0009] Further, an oil return filter is provided on the return oil main pipe.

[0010] Further, the priority variable steering control valve is an LFB25 series priority variable steering control valve, and the hydraulic steering gear is a load sensing type hydraulic steering gear.

[0011] Another technical solution adopted by the present invention is as follows:

[0012] A control method for a ship steering system includes neutral position control, left turn control, and right turn control;

[0013] The specific process of the neutral position control is as follows:

[0014] The steering wheel does not move, the hydraulic steering gear does not move. The a / b ports of the selection spool return oil to the fuel tank through the hydraulic steering gear. The selection spool is in the neutral position, the amplification spool is in the neutral position. The LS port of the priority spool returns oil through the hydraulic steering gear, the priority spool opens, and the oil fluid enters the EF port from the P port of the priority spool and directly returns oil.

[0015] The specific process of the left turn control is as follows:

[0016] When the steering wheel turns left, the hydraulic fluid output by the hydraulic steering gear passes through port a. One way is to push the selector spool to change direction, and the other way is to reach the a' oil chamber of the amplification spool to push the amplification spool, enter the front chamber of the check valve, and push open the check valve to reach port A of the steering cylinder; the hydraulic fluid passes through port P of the priority spool to reach port CF of the priority spool. One way of port CF of the priority spool is connected to the left chamber of the priority spool and is connected to the LS spring chamber through the throttle hole on the priority spool. The LS port of the priority spool is also connected to the LS spring chamber through the throttle hole. The other way is to merge with the oil supply from the steering gear through the amplification spool and flow to port A to supply oil to the steering cylinder. The return oil of the steering cylinder returns through port B and moves under the combined action of the pressure at port EF and the pressure at port LS, realizing the priority supply of hydraulic fluid to the steering cylinder. The other way of the hydraulic fluid at port CF of the priority spool merges with the oil supply from the hydraulic steering gear through the amplification spool and flows to port A of the steering cylinder to supply oil to the steering cylinder. The return oil of the steering cylinder returns through port B of the steering cylinder, realizing the left-turn function;

[0017] The specific process of the right-turn control is as follows:

[0018] When the steering wheel turns right, the hydraulic fluid output by the hydraulic steering gear passes through port b. One way is to push the selector spool to change direction, and the other way is to reach the b' oil chamber of the amplification spool to push the amplification spool, enter the front chamber of the check valve, and push open the check valve to reach port B of the steering cylinder; the hydraulic fluid passes through port P of the priority spool to reach port CF of the priority spool. One way of port CF of the priority spool is connected to the left chamber of the priority spool and is connected to the LS spring chamber through the throttle hole on the priority spool. The LS port of the priority spool is also connected to the LS spring chamber through the throttle hole. The priority spool moves under the combined action of the pressure at port CF and the pressure at port LS, realizing the priority supply of hydraulic fluid to the steering cylinder, and the excess hydraulic fluid is diverted to port EF. The other way of the hydraulic fluid at port CF of the priority spool merges with the oil supply from the hydraulic steering gear and flows to port B of the steering cylinder to supply oil to the steering cylinder. The return oil of the steering cylinder returns through port A of the steering cylinder, realizing the right-turn function.

[0019] Further, in step S1 of the left-turn control and step S1 of the right-turn control, the control signal sent by the hydraulic steering gear is a pressure signal.

[0020] Beneficial effects

[0021] Compared with the prior art, the advantages of the present invention are as follows:

[0022] 1. By adding a priority variable steering control valve between the hydraulic steering gear and the steering cylinder, the hydraulic steering gear outputs signals to the priority variable steering control valve according to the rotational speed change of the steering wheel. After the priority variable steering control valve senses the rotational speed change of the hydraulic steering gear, it can change the oil flow rate flowing into the steering cylinder according to the rotational speed change, so as to achieve the effect that the steering cylinder changes the steering speed according to the rotational speed of the hydraulic steering gear. It has the advantages of smooth and light steering, and the maximum output flow rate can be adjusted according to customer requirements, and there is a sense of touch after steering to the end.

[0023] 2. By adding a priority variable steering control valve between the hydraulic steering gear and the steering cylinder, the core valve of the priority variable steering control valve controlled by the steering cylinder can give priority to the oil extracted from the hydraulic oil pump for steering of the steering cylinder, and the remaining part can also be led to other working systems for use, with higher oil utilization rate.

[0024] 3. By providing a T1 return oil pipe, a T2 return oil pipe and a t return oil pipe for returning oil between the priority variable steering control valve and the fuel tank, the T1 return oil pipe and the T2 return oil pipe converge to the return oil main pipe and then communicate with the fuel tank. A cooler is provided on the return oil main pipe, which can fully cool the hydraulic oil before returning to the fuel tank to ensure the stability of the entire system operation. Brief Description of the Drawings

[0025] Figure 1 is the structural schematic diagram of the present invention;

[0026] Figure 2 is the structural schematic diagram of the priority variable steering control valve in the present invention;

[0027] Figure 3 is Figure 2 the sectional structural schematic diagram at the A-A position in

[0028] Figure 4 is Figure 3 the structural schematic diagram in the A direction in

[0029] Figure 5 is Figure 2 the sectional structural schematic diagram at the B-B position in

[0030] Wherein: 1 - steering cylinder, 2 - hydraulic steering gear, 3 - hydraulic oil pump, 4 - fuel tank, 5 - priority variable steering control valve, 51 - selection spool valve, 52 - amplification spool valve, 53 - priority spool valve, 6 - return oil main pipe, 7 - cooler, 8 - return oil filter, 9 - LS spring chamber, 10 - check valve. Detailed Embodiment

[0031] The following further describes the present invention with reference to specific embodiments in the drawings.

[0032] Refer to Figure 1, A ship steering system, comprising a steering cylinder 1, a hydraulic steering gear 2, a hydraulic oil pump 3 and a fuel tank 4. The oil inlet of the hydraulic steering gear 2 is in oil circuit communication with the fuel tank 4 through the hydraulic oil pump 3. The I / II oil ports of the hydraulic steering gear 2 are respectively in oil circuit communication with the A / B oil ports of the steering cylinder 1. It is characterized in that a priority variable steering control valve 5 for adjusting the oil flow rate flowing into the steering cylinder 1 according to the steering speed of the hydraulic steering gear 2 is provided between the steering cylinder 1 and the hydraulic steering gear 2. A T1 return oil pipe, a T2 return oil pipe and a t return oil pipe for returning oil are provided between the priority variable steering control valve 5 and the fuel tank 4.

[0033] In the ship steering system of the present invention, by adding a priority variable steering control valve 5 between the hydraulic steering gear 2 and the steering cylinder 1, the hydraulic steering gear 2 will output a signal to the priority variable steering control valve 5 along with the change of the steering wheel speed. After the priority variable steering control valve 5 knows the change of the speed of the hydraulic steering gear 2, it can change the oil flow rate flowing into the steering cylinder 1 according to its speed change, so as to achieve the effect that the steering cylinder 1 changes the steering speed according to the speed of the hydraulic steering gear 2. It has the advantages of smooth and light steering, and the maximum output flow rate can be adjusted according to customer requirements, and there is a feeling when steering to the end.

[0034] In the ship steering system of the present invention, by adding a priority variable steering control valve 5 between the hydraulic steering gear 2 and the steering cylinder 1, the priority variable steering control valve 5 can give priority to the oil extracted from the hydraulic oil pump 3 for the steering of the steering cylinder 1, and the remaining oil can be guided to other working systems for use, and the oil utilization rate is higher.

[0035] Further, as shown in Figures 2-5 The priority variable steering control valve 5 includes a selection spool 51, an amplification spool 52 and a priority spool 53. The I / II oil ports of the hydraulic steering gear 2 are respectively in oil circuit communication with the a / b oil ports of the selection spool 51. The a / b oil ports of the selection spool 51 are respectively in oil circuit communication with the a' / b' oil cavities of the amplification spool 52. The P oil port of the priority spool 53 is in oil circuit communication with the hydraulic oil pump 3. The CF oil port and the EF oil port of the priority spool 53 are both in oil circuit communication with the P oil port. The LS port of the priority spool 53 is successively in oil circuit communication with the t return oil pipe through the LS spring chamber 9. The LS port of the priority spool 53 is also in oil circuit communication with the hydraulic steering gear 2. The CF oil port of the priority spool 53 is in oil circuit communication with the A / B oil ports of the steering cylinder 1 through the amplification spool 52. The oil return port of the amplification spool 52 is connected to the T1 return oil pipe, and the EF oil port of the priority spool 53 is in oil circuit communication with the T2 return oil pipe.

[0036] Further, the EF oil port of the priority spool 53 can be connected to other pipelines through a tee joint and diverted to other working systems to realize guiding the remaining oil to other working systems for use by other working systems.

[0037] Further, the T1 return oil pipe and the T2 return oil pipe manifold are connected to the return oil main pipe 6 and then communicated with the fuel tank 4. A cooler 7 is provided on the return oil main pipe 6. The cooler 7 can fully cool the hydraulic oil and then return it to the fuel tank 4 to ensure the stability of the entire system operation.

[0038] Further, a return oil filter 8 is provided on the return oil main pipe 6 to filter impurities in the hydraulic oil and ensure the stability of the entire system operation.

[0039] Further, the priority variable transfer control valve 5 is an LFB25 series priority variable transfer control valve, and the hydraulic steering gear 2 is a load-sensing hydraulic steering gear.

[0040] A control method for a ship steering system according to the present invention includes neutral position control, left turn control, and right turn control;

[0041] The specific process of the neutral position control is as follows:

[0042] The steering wheel does not move, the hydraulic steering gear 2 does not move. The a / b oil ports of the selector spool 51 return oil to the fuel tank through the hydraulic steering gear 2. The selector spool 51 is in the neutral position, the amplification spool 52 is in the neutral position, and the LS oil port of the priority spool 53 returns oil through the hydraulic steering gear 2. The priority spool 53 opens, and the oil enters the EF port from the P oil port of the priority spool 53 and directly returns oil, or merges into other working systems.

[0043] The specific process of the left turn control is as follows:

[0044] When the steering wheel turns left, the hydraulic fluid output by the hydraulic steering gear 2 passes through port a. One way is to push the selector spool 51 to change direction, and the other way is to reach the a' oil chamber of the amplification spool 52 to push the amplification spool 52, enter the front chamber of the check valve 10, and push open the check valve 10 to reach port A of the steering cylinder 1; the hydraulic fluid passes through port P of the priority spool 53 to reach port CF of the priority spool 53. One way of port CF of the priority spool 53 is communicated with the left chamber of the priority spool 53 and is communicated with the LS spring chamber 9 through the throttle hole on the priority spool 53. The LS port of the priority spool 53 is also communicated with the LS spring chamber 9 through the throttle hole. The other way is to merge with the oil from the steering gear through the amplification spool 52 and supply oil to the steering cylinder at port A. The return oil of the steering cylinder returns through port B and moves under the combined action of the pressure at port EF and the pressure at port LS, realizing the priority supply of hydraulic fluid to the steering cylinder 1. The other way of the hydraulic fluid at port CF of the priority spool 53 merges with the oil from the hydraulic steering gear 2 through the amplification spool 52 and supplies oil to the steering cylinder 1 at port A of the steering cylinder 1. The return oil of the steering cylinder 1 returns through port B of the steering cylinder 1, realizing the left-turn function. During the steering process, the oil pressures in the a' and b' oil chambers of the amplification spool 52 act on the left and right ends of the amplification spool 52 respectively. The pressure difference is related to the output flow of the hydraulic steering gear 2. The greater the output flow of the hydraulic steering gear 2, the greater the pressure difference acting on the amplification spool 52, the larger the opening of the amplification spool 52, and the greater the flow output to port A of the steering cylinder 1.

[0045] The specific process of the right-turn control is as follows:

[0046] When the steering wheel turns right, the hydraulic fluid output by the hydraulic steering gear 2 passes through port b. One way is to push the selector spool 51 to change direction, and the other way is to reach the b' oil chamber of the amplification spool 52 to push the amplification spool 52, enter the front chamber of the check valve 10, and push open the check valve 10 to reach port B of the steering cylinder 1; the hydraulic fluid passes through port P of the priority spool 53 to reach port CF of the priority spool 53. One way of port CF of the priority spool 53 is communicated with the left chamber of the priority spool 53 and is communicated with the LS spring chamber 9 through the throttle hole on the priority spool 53. The LS port of the priority spool 53 is also communicated with the LS spring chamber 9 through the throttle hole. The priority spool 53 moves under the combined action of the pressure at port CF and the pressure at port LS, realizing the priority supply of hydraulic fluid to the steering cylinder 1. The excess hydraulic fluid is diverted to port EF. The other way of the hydraulic fluid at port CF of the priority spool 53 merges with the oil from the hydraulic steering gear 2 and supplies oil to the steering cylinder 1 at port B of the steering cylinder 1. The return oil of the steering cylinder 1 returns through port A of the steering cylinder 1, realizing the right-turn function. During the steering process, the oil pressures in the a' and b' oil chambers of the amplification spool 52 act on the left and right ends of the amplification spool 52 respectively. The pressure difference is related to the output flow of the hydraulic steering gear 2. The greater the output flow of the hydraulic steering gear 2, the greater the pressure difference acting on the amplification spool 52, the larger the opening of the amplification spool 52, and the greater the flow output to port B of the steering cylinder 1.

[0047] Further, in the step S1 of left-turn control and the step S1 of right-turn control, the control signal sent by the hydraulic steering gear 2 is a pressure signal.

[0048] The above is only the preferred embodiment of the present invention. It should be noted that for those skilled in the art, without departing from the structure of the present invention, several deformations and improvements can be made, which will not affect the implementation effect of the present invention and the practicability of the patent.

Claims

1. A ship steering system, comprising a steering cylinder (1), a hydraulic steering gear (2), a hydraulic oil pump (3) and an oil tank (4), wherein the oil inlet of the hydraulic steering gear (2) is connected to the oil circuit of the oil tank (4) through the hydraulic oil pump (3), and the I / II oil ports of the hydraulic steering gear (2) are respectively connected to the A / B oil ports of the steering cylinder (1), characterized in that: A priority variable transfer control valve (5) is provided between the steering cylinder (1) and the hydraulic steering gear (2) to adjust the oil flow rate flowing into the steering cylinder (1) according to the steering speed of the hydraulic steering gear (2), and a T1 oil return pipe, a T2 oil return pipe and a t oil return pipe for returning oil are provided between the priority variable transfer control valve (5) and the oil tank (4).

2. A ship steering system according to claim 1, characterized in that: The priority variable control valve (5) comprises a selection valve core (51), an amplification valve core (52) and a priority valve core (53); the I / II oil ports of the hydraulic steering gear (2) are respectively connected to the a / b oil port oil circuits of the selection valve core (51); the a / b oil ports of the selection valve core (51) are respectively connected to the a' / b' oil chamber oil circuits of the amplification valve core (52); the P oil port of the priority valve core (53) is connected to the oil circuit of the hydraulic oil pump (3); the CF oil ports and EF oil ports of the priority valve core (53) are connected to the oil circuit of the hydraulic oil pump (3); The LS port of the priority valve core (53) is connected to the oil circuit of the t oil return pipe through the LS spring chamber (9). The LS port of the priority valve core (53) is also connected to the oil circuit of the hydraulic steering gear (2). The CF oil port of the priority valve core (53) is connected to the oil circuit of the A / B oil port of the steering cylinder (1) through the amplifying valve core (52). The oil return port of the amplifying valve core (52) is connected to the T1 oil return pipe, and the EF oil port of the priority valve core (53) is connected to the T2 oil return pipe.

3. A ship steering system according to claim 2, characterized in that: The T1 oil return pipe and the T2 oil return pipe are connected to the oil return main pipe (6) and then communicated with the oil tank (4). The oil return main pipe (6) is provided with a cooler (7).

4. A ship steering system according to claim 3, characterized in that: The oil return main pipe (6) is provided with an oil return filter (8).

5. A ship steering system according to claim 2, characterized in that: The priority variable transfer control valve (5) is a LFB25 series priority variable transfer control valve, and the hydraulic steering gear (2) is a load sensing type hydraulic steering gear.

6. A method for controlling a ship steering system according to claim 2, characterized in that: Including neutral control, left turn control and right turn control; The specific process of the median control is: The steering wheel does not move, the hydraulic steering gear (2) does not move, the a / b oil port of the selector valve core (51) returns oil to the oil tank through the hydraulic steering gear (2), the selector valve core (51) is in the middle position, the amplification valve core (52) is in the middle position, the LS oil port of the priority valve core (53) returns oil through the hydraulic steering gear (2), the priority valve core (53) opens, and the oil enters the EF port from the P oil port of the priority valve core (53) and returns oil directly; The specific process of left turn control is: When the steering wheel turns left, the hydraulic steering gear (2) outputs oil through the a oil port, one way pushes the selection valve core (51) to change direction, and the other way reaches the a' oil chamber of the amplifying valve core (52) to push the amplifying valve core (52), enters the front chamber of the check valve (10), and pushes the check valve (10) to reach the A oil port of the steering cylinder (1); the oil reaches the CF oil port of the priority valve core (53) through the P oil port of the priority valve core (53), and the CF oil port of the priority valve core (53) communicates with the left chamber of the priority valve core (53), and communicates with the LS spring chamber (9) through the throttle hole on the priority valve core (53). The LS spring chamber (9) of the priority valve core (53) is opened. The EF port is also connected to the LS spring chamber (9) through the throttle hole. The other path is combined with the oil from the steering gear through the amplifying valve core (52) to flow to the A port to supply oil to the steering cylinder. The return oil of the steering cylinder returns through the B port and moves under the combined action of the EF port pressure and the LS port pressure to achieve the priority supply of oil to the steering cylinder (1). The other path of the oil from the CF port of the priority valve core (53) is combined with the oil from the hydraulic steering gear (2) through the amplifying valve core (52) to flow to the A port of the steering cylinder (1) to supply oil to the steering cylinder (1). The return oil of the steering cylinder (1) returns through the B port of the steering cylinder (1) to achieve the left turn function. The specific process of the right turn control is: When the steering wheel turns right, the hydraulic steering gear (2) outputs oil through the oil port b, one way pushes the selector valve core (51) to change direction, and the other way reaches the oil chamber b′ of the amplifying valve core (52) to push the amplifying valve core (52), enters the front chamber of the check valve (10), and pushes the check valve (10) open to reach the oil port B of the steering cylinder (1); the oil passes through the oil port P of the priority valve core (53) to reach the oil port CF of the priority valve core (53), and the oil port CF of the priority valve core (53) is connected to the left chamber of the priority valve core (53), and is connected to the LS spring through the throttle hole on the priority valve core (53). The LS port of the priority valve core (53) is also connected to the LS spring chamber (9) through a throttle hole. The priority valve core (53) moves under the combined action of the CF oil port pressure and the LS oil port pressure, so that the oil is preferentially supplied to the steering cylinder (1). The excess oil is diverted to the EF oil port. The other path of the oil from the CF oil port of the priority valve core (53) is combined with the oil from the hydraulic steering gear (2) to the B oil port of the steering cylinder (1) to supply oil to the steering cylinder (1). The return oil of the steering cylinder (1) is returned through the A oil port of the steering cylinder (1), so as to realize the right turn function.

7. A method for controlling a ship steering system according to claim 6, characterized in that: In the step S1 of left-turn control and the step S1 of right-turn control, the control signal sent by the hydraulic steering device (2) is a pressure signal.

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