Hydraulic control system of steering oar

Abstract

The invention provides a hydraulic control system of a steering oar, and belongs to the technical field of ship control. The hydraulic control system is used for controlling a steering oar, a lifting oil cylinder and a motor are arranged on the steering oar, the lifting oil cylinder is connected with the steering oar, and the motor is connected with a swing mechanism in the steering oar; the hydraulic control system comprises a hydraulic pump set, a lifting control valve set and a rotation control valve set, the lifting control valve set is connected with the hydraulic pump set and the lifting oil cylinder, and the rotation control valve set is connected with the hydraulic pump set and the motor. When the lifting control valve group communicates the hydraulic pump group with the lifting oil cylinder, the rotary control valve group separates the hydraulic pump group from the motor; when the hydraulic pump set and the motor are communicated through the rotation control valve set, the hydraulic pump set and the lifting oil cylinder are separated through the lifting control valve set. The control efficiency of the steering oar can be improved.

Description

Technical Field

[0001] The present disclosure belongs to the technical field of ship control, and particularly relates to a hydraulic control system for a rudder propeller. Background Art

[0002] During the navigation of a ship, in response to different navigation conditions, the rudder propeller is lifted or lowered to change its position and angle in the water, thereby adjusting the steering and speed of the ship. For example, in shallow waters, the rudder propeller can be lifted to avoid collision and damage; in deep waters, the rudder propeller can be lowered to obtain better propulsion and maneuvering effects.

[0003] In the related art, the above hydraulic control system for the rudder propeller generally includes a lifting oil cylinder, a hydraulic pump, and a first flow valve group, etc. By adjusting the flow valve group, the flow rate of the hydraulic oil entering the lifting oil cylinder is controlled, thereby controlling the telescopic movement of the lifting oil cylinder and realizing the lifting of the rudder propeller.

[0004] However, the above hydraulic control system can only control the telescopic movement of the rudder propeller and cannot control the steering of the rudder propeller. If it is necessary to realize the turning of the rudder, an additional control system for the turning of the rudder propeller needs to be added. When adding a control system for the turning of the rudder propeller, during the control of the rudder propeller, it is very easy to have misoperations, resulting in the rudder propeller turning while lifting, which affects the control accuracy of the rudder propeller. Summary of the Invention

[0005] Embodiments of the present disclosure provide a hydraulic control system for a rudder propeller, which can improve the control accuracy of the rudder propeller and reduce the probability of mistakes. The technical solution is as follows:

[0006] Embodiments of the present disclosure provide a hydraulic control system for a rudder propeller. The hydraulic control system is used to control the rudder propeller. A lifting oil cylinder and a motor are arranged on the rudder propeller. The lifting oil cylinder is connected to the rudder propeller, and the motor is connected to a slewing mechanism in the rudder propeller. The hydraulic control system includes a hydraulic pump group, a lifting control valve group, and a slewing control valve group. The lifting control valve group is respectively connected to the hydraulic pump group and the lifting oil cylinder, and the slewing control valve group is respectively connected to the hydraulic pump group and the motor. When the lifting control valve group connects the hydraulic pump group and the lifting oil cylinder, the slewing control valve group cuts off the connection between the hydraulic pump group and the motor. When the slewing control valve group connects the hydraulic pump group and the motor, the lifting control valve group cuts off the connection between the hydraulic pump group and the lifting oil cylinder.

[0007] In yet another implementation manner of the present disclosure, the lifting control valve group includes a lifting cut-off valve and a lifting control unit. The lifting cut-off valve is respectively connected to the oil outlet of the hydraulic pump group and the oil inlet of the lifting control unit, and the oil outlet of the lifting control unit is connected to the lifting oil cylinder; the slewing control valve group includes a slewing cut-off valve and a slewing control unit. The slewing cut-off valve is respectively connected to the oil outlet of the hydraulic pump group and the oil inlet of the slewing control unit, and the oil outlet of the slewing control unit is connected to the motor; the lifting cut-off valve is a solenoid valve, and the lifting cut-off valve is electrically connected to the slewing angle detection device of the motor. When the slewing angle detection device detects that the slewing mechanism of the rudder propeller does not rotate, the lifting cut-off valve opens; the slewing cut-off valve is a solenoid valve, and the slewing cut-off valve is electrically connected to the lifting displacement detection device of the lifting oil cylinder. When the displacement detection device detects that the rudder propeller does not move, the slewing cut-off valve opens.

[0008] In yet another implementation manner of the present disclosure, the displacement detection device is a proximity switch. The proximity switch is located on the hull and on one side of the lifting oil cylinder. The proximity switch is electrically connected to the slewing cut-off valve, and the slewing cut-off valve opens and closes synchronously with the proximity switch; when the telescopic stroke of the lifting oil cylinder is [specific value], the proximity switch opens.

[0009] In yet another implementation manner of the present disclosure, the slewing angle detection device is an angle sensor. The detection end of the angle sensor is connected to the slewing mechanism of the rudder propeller, and the fixed end of the angle sensor is connected to the hull; when the angle detected by the angle sensor is [specific value], the lifting cut-off valve opens.

[0010] In yet another implementation manner of the present disclosure, the slewing control valve group further includes a connecting valve. The connecting valve is respectively connected to the first oil port and the second oil port of the motor, and the connecting valve is used to connect the first oil port and the second oil port of the motor after the lifting control valve group connects the hydraulic pump group and the lifting oil cylinder.

[0011] In yet another implementation manner of the present disclosure, a braking device is provided in the rudder propeller. The braking device is used to brake the slewing mechanism in the rudder propeller; the hydraulic control system further includes a brake control valve group. The brake control valve group is connected between the hydraulic pump group and the motor and is used to open the braking device before the motor rotates.

[0012] In yet another implementation manner of the present disclosure, the brake control valve group includes a normally closed stop valve and a brake reversing valve. The normally closed stop valve is respectively connected to the oil outlet of the hydraulic pump group and the oil inlet of the brake reversing valve. The oil return port of the brake reversing valve is connected to the fuel tank, and one working oil port of the brake reversing valve is connected to the driving oil cylinder in the braking device.

[0013] In yet another implementation manner of the present disclosure, the hydraulic control system further includes a manual pump group and a manual lifting operation valve group. The manual pump group is connected in parallel with the hydraulic pump group, and the oil outlet of the manual pump group is connected to the oil inlet of the lifting cut-off valve. The manual lifting operation valve group is connected between the lifting cut-off valve and the lifting oil cylinder and is used to manually control the operation of the lifting oil cylinder.

[0014] In yet another implementation manner of the present disclosure, the hydraulic control system further includes a manual pump group and a manual slewing control valve group. The manual pump group is connected in parallel with the hydraulic pump group, the oil outlet of the manual pump group is connected to the oil inlet of the slewing cut-off valve, and the manual slewing control valve group is connected between the slewing cut-off valve and the motor and is used to manually control the rotation of the motor.

[0015] In yet another implementation manner of the present disclosure, the manual slewing control valve group includes a manual slewing reversing valve. The oil inlet of the manual slewing reversing valve is connected to the oil outlet of the slewing cut-off valve, the oil return port of the manual slewing reversing valve is connected to the fuel tank, and the first working oil port and the second working oil port of the manual slewing reversing valve are respectively connected to the first oil port and the second oil port of the motor.

[0016] The beneficial effects brought by the technical solutions provided in the embodiments of the present disclosure are:

[0017] When the hydraulic control system provided by the embodiments of the present disclosure controls the rudder propeller, since the hydraulic control system includes a hydraulic pump unit, power oil can be provided for driving the lifting cylinder and the motor through the hydraulic pump unit. At the same time, because the hydraulic control system also includes a lifting control valve group and a slewing control valve group, and the lifting control valve group is respectively connected to the hydraulic pump unit and the lifting cylinder, and the slewing control valve group is respectively connected to the hydraulic pump unit and the motor. When the lifting control valve group connects the hydraulic pump unit and the lifting cylinder, the slewing control valve group cuts off the hydraulic pump unit and the motor; when the slewing control valve group connects the hydraulic pump unit and the motor, the lifting control valve group cuts off the hydraulic pump unit and the lifting cylinder. Therefore, when the rudder propeller needs to be lifted or lowered, only by controlling the lifting control valve group to connect the hydraulic pump unit and the lifting cylinder, at this time, the slewing control valve group will automatically cut off the oil circuit between the hydraulic pump unit and the motor, thereby preventing the rudder propeller from slewing during lifting or lowering and improving the accuracy of movement. When the slewing mechanism of the rudder propeller needs to slew, only by controlling the slewing control valve group to connect the oil circuit between the hydraulic pump unit and the motor, at this time, the lifting control valve group will automatically cut off the oil circuit between the hydraulic pump unit and the lifting cylinder, thereby preventing the rudder propeller from lifting or lowering during the slewing of the slewing mechanism of the rudder propeller and further improving the movement accuracy of the rudder propeller.

[0018] That is to say, the above hydraulic control system can enable the lifting of the rudder propeller not to be affected by the slewing movement, and at the same time, the slewing mechanism of the rudder propeller will not be affected by the lifting movement of the rudder propeller during rotation, improving the control accuracy of the rudder propeller. Brief Description of the Drawings

[0019] In order to more clearly illustrate the technical solutions in the embodiments of the present disclosure, the following will briefly introduce the drawings required for the description of the embodiments. Obviously, the drawings in the following description are only some embodiments of the present disclosure. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0020] Figure 1 It is a schematic diagram of a hydraulic control system of a rudder propeller provided by an embodiment of the present disclosure;

[0021] Figure 2 It is a schematic diagram of another hydraulic control system of a rudder propeller provided by an embodiment of the present disclosure;

[0022] Figure 3 It is a schematic diagram when the rudder propeller provided by the embodiment of the present disclosure is at the lifting zero position and the slewing zero position;

[0023] Figure 4 is Figure 3Schematic diagram of the position of the rudder propeller after rotating 90 degrees;

[0024] Figure 5 is Figure 3 Schematic diagram of the position of the rudder propeller after rotating 180 degrees;

[0025] Figure 6 is Figure 3 Schematic diagram of the position of the rudder propeller after rotating 270 degrees;

[0026] Figure 7 is Figure 3 Schematic diagram of the position where the rudder propeller is lifted to the highest position.

[0027] The meanings of the symbols in the figure are as follows:

[0028] 101, lifting oil cylinder; 102, motor;

[0029] 1, hydraulic pump unit; 11, constant pressure variable pump; 12, fixed displacement pump; 13, loading valve group; 131, loading overflow valve; 132, loading reversing valve; 14, brake pressure safety valve; 15, cooling cut-off valve; 16, water cooler;

[0030] 2, lifting control valve group; 21, lifting cut-off valve; 22, lifting control unit; 221, lifting proportional valve; 222, first safety valve; 223, second safety valve; 224, first speed control valve; 225, second speed control valve; 226, first unloading valve; 227, second unloading valve; 228, first balance valve; 2281, first overflow component; 2282, first one-way component;

[0031] 3, slewing control valve group; 31, slewing cut-off valve; 32, slewing control unit; 321, slewing proportional valve; 322, third safety valve; 323, fourth safety valve; 324, second balance valve; 3241, second overflow component; 3242, second one-way component; 325, third balance valve; 3251, third overflow component; 3252, third one-way component; 33, connecting valve;

[0032] 6, brake control valve group; 61, normally closed stop valve; 62, brake reversing valve;

[0033] 7, manual pump unit; 71, hand pump;

[0034] 8, manual lifting operation valve group; 81, manual lifting reversing valve;

[0035] 9, manual slewing control valve group; 91, manual slewing reversing valve;

[0036] 301, slewing mechanism; 201, proximity switch; 202, angle sensor. Specific implementation mode

[0037] To make the objectives, technical solutions and advantages of the present disclosure clearer, the embodiments of the present disclosure will be described in further detail below with reference to the accompanying drawings.

[0038] An embodiment of the present disclosure provides a hydraulic control system for a rudder propeller. As Figure 1 shown, the hydraulic control system is used to control the lifting or rotation of the rudder propeller in a ship. Among them, a lifting oil cylinder 101 and a motor 102 are provided on the rudder propeller. The lifting oil cylinder 101 is connected to the rudder propeller, and the motor 102 is connected to a rotation mechanism in the rudder propeller. The lifting oil cylinder 101 is used to drive the rudder propeller to lift. The motor 102 is used to drive the rotation mechanism in the rudder propeller to rotate.

[0039] The hydraulic control system includes a hydraulic pump unit 1, a lifting control valve group 2 and a rotation control valve group 3. The lifting control valve group 2 is respectively connected to the hydraulic pump unit 1 and the lifting oil cylinder 101, and the rotation control valve group 3 is respectively connected to the hydraulic pump unit 1 and the motor 102.

[0040] When the lifting control valve group 2 connects the hydraulic pump unit 1 and the lifting oil cylinder 101, the rotation control valve group 3 cuts off the connection between the hydraulic pump unit 1 and the motor 102. When the rotation control valve group 3 connects the hydraulic pump unit 1 and the motor 102, the lifting control valve group 2 cuts off the connection between the hydraulic pump unit 1 and the lifting oil cylinder 101.

[0041] When controlling the rudder propeller through the hydraulic control system provided by the embodiment of the present disclosure, since the hydraulic control system includes a hydraulic pump unit 1, power oil can be provided for driving the lifting oil cylinder 101 and the motor 102 through the hydraulic pump unit 1. At the same time, because the hydraulic control system also includes a lifting control valve group 2 and a rotation control valve group 3, and the lifting control valve group 2 is respectively connected to the hydraulic pump unit 1 and the lifting oil cylinder 101, and the rotation control valve group 3 is respectively connected to the hydraulic pump unit 1 and the motor 102. When the lifting control valve group 2 connects the hydraulic pump unit 1 and the lifting oil cylinder 101, the rotation control valve group 3 cuts off the connection between the hydraulic pump unit 1 and the motor 102; when the rotation control valve group 3 connects the hydraulic pump unit 1 and the motor 102, the lifting control valve group 2 cuts off the connection between the hydraulic pump unit 1 and the lifting oil cylinder 101. Therefore, when the rudder propeller needs to be lifted or lowered, only by controlling the lifting control valve group 2 to connect the hydraulic pump unit and the lifting oil cylinder 101, at this time, the rotation control valve group 3 will automatically cut off the oil circuit between the hydraulic pump unit and the motor 102, so as to prevent the rudder propeller from rotating during lifting or lowering, and improve the accuracy of movement. When the rotation mechanism of the rudder propeller needs to rotate, only by controlling the rotation control valve group 3 to connect the oil circuit between the hydraulic pump unit 1 and the motor 102, at this time, the lifting control valve group 2 will automatically cut off the oil circuit between the hydraulic pump unit 1 and the lifting oil cylinder 101, so as to prevent the rudder propeller from lifting or lowering during the rotation of the rotation mechanism of the rudder propeller, and further improve the movement accuracy of the rudder propeller.

[0042] That is to say, the above hydraulic control system can enable the rudder propeller to rise and fall without being affected by the slewing motion, and at the same time, the slewing mechanism of the rudder propeller will not be affected by the lifting motion of the rudder propeller, improving the control accuracy of the rudder propeller.

[0043] Figure 2 It is a schematic diagram of another hydraulic control system of the rudder propeller provided by an embodiment of the present disclosure. Combining Figure 2 , optionally, the lifting control valve group 2 includes a lifting cut-off valve 21 and a lifting control unit 22. The lifting cut-off valve 21 is respectively connected to the oil outlet of the hydraulic pump group 1 and the oil inlet of the lifting control unit 22, and the oil outlet of the lifting control unit 22 is connected to the lifting cylinder 101.

[0044] The slewing control valve group 3 includes a slewing cut-off valve 31 and a slewing control unit 32. The slewing cut-off valve 31 is respectively connected to the oil outlet of the hydraulic pump group 1 and the oil inlet of the slewing control unit 32, and the oil outlet of the slewing control unit 32 is connected to the motor 102.

[0045] The lifting cut-off valve 21 is a solenoid valve, and the lifting cut-off valve 21 is electrically connected to the slewing angle detection device of the motor 102. When the slewing mechanism of the rudder propeller detected by the slewing angle detection device does not rotate, the lifting cut-off valve 21 opens. The slewing cut-off valve 31 is a solenoid valve, and the slewing cut-off valve 31 is electrically connected to the lifting displacement detection device of the lifting cylinder 101. When the rudder propeller detected by the displacement detection device does not move, the slewing cut-off valve 31 can open.

[0046] In the above implementation manner, the lifting cut-off valve 21 is used to control the opening and closing of the lifting control unit 22. When the lifting cut-off valve 21 opens, the pressure oil can enter the lifting control unit 22, and the lifting cylinder 101 can be telescoped under the drive of the pressure oil.

[0047] Similarly, the slewing cut-off valve 31 is used to control the opening and closing of the slewing control unit 32. When the slewing cut-off valve 31 opens, the pressure oil can enter the slewing control unit 32, and the motor 102 can rotate under the drive of the pressure oil. When the lifting cut-off valve 21 is opened, the slewing cut-off valve 31 is closed, and when the slewing cut-off valve 31 is opened, the lifting cut-off valve 21 is closed. This can prevent the lifting cut-off valve 21 and the slewing cut-off valve 31 from being opened simultaneously, thereby realizing that there is no slewing motion when the rudder propeller rises and falls, and the rudder propeller does not rise and fall when the slewing structure of the rudder propeller rotates.

[0048] The lift cut-off valve 21 is set as a solenoid valve associated with the rotation angle detection device, so that the lift cut-off valve 21 allows pressure oil to enter the lift control unit 22 and then into the lift cylinder 101 only after there is no rotation signal. Similarly, the rotation cut-off valve 31 is set as a solenoid valve associated with the displacement detection device, so that the rotation cut-off valve 31 allows pressure oil to enter the rotation control unit 32 and then into the motor 102 only after there is no lift signal, thereby improving the control accuracy.

[0049] Exemplarily, to simplify the control program, both the lift cut-off valve 21 and the rotation cut-off valve 31 are two-way one-way solenoid valves.

[0050] Figure 3 is a schematic diagram of the rudder propeller provided by the embodiment of the present disclosure when it is in the lift zero position and the rotation zero position, in combination with Figure 3 Optionally, the displacement detection device is a proximity switch 201. The proximity switch 201 is located on the hull and on one side of the lift cylinder 101.

[0051] The proximity switch 201 is electrically connected to the rotation cut-off valve 31, and the rotation cut-off valve 31 opens and closes synchronously with the proximity switch 201 (that is, the rotation cut-off valve 31 opens when the proximity switch 201 opens and closes when the proximity switch 201 closes). When the telescopic stroke of the lift cylinder 101 is 0, the proximity switch 201 opens.

[0052] In this embodiment, to prevent the rotation mechanism of the rudder propeller from colliding with the side wall of the ship when rotating due to the excessive height of the rudder propeller protruding from the hull, before the rotation mechanism of the rudder propeller rotates, the lift height of the rudder propeller needs to be reset to the lowest, that is, the rudder propeller is in the lift zero position (generally also the initial state). Before the rotation mechanism of the rudder propeller rotates, the lift height of the rudder propeller relative to the hull is the smallest. To achieve the above goal, when the rotation mechanism of the rudder propeller rotates, it must receive the signal that the rudder propeller is in the lower limit position. Based on this, the displacement detection device is set as the proximity switch 201, which can feedback whether the rudder propeller is in the lift zero position through the proximity switch 201. And, the proximity switch 201 is electrically connected to the rotation cut-off valve 31, so that it can be simply realized that the rotation cut-off valve 31 will open only when receiving the signal that the rudder propeller is in the lower limit position (the moving distance of the rudder propeller is 0 and the proximity switch 201 opens). That is, when the lift height of the rudder propeller is the smallest from the hull, the proximity switch 201 will open. After the proximity switch 201 opens, it will send a signal to the rotation cut-off valve 31, and then the rotation cut-off valve 31 will open.

[0053] For this embodiment, in combination with Figures 4 - 6 When the rudder propeller rotates, the rudder propeller is always in the lift zero position, that is Figures 4 - 6 the height of the rudder propeller in Figure 3The heights of the azimuth thrusters are the same.

[0054] Figure 7 is Figure 3 a schematic diagram of the azimuth thruster lifted to the highest position in Figure 7 , optionally, the rotation angle detection device is an angle sensor 202. The detection end of the angle sensor 202 is connected to the rotation mechanism of the azimuth thruster, and the fixed end of the angle sensor 202 is connected to the hull. The angle sensor 202 is electrically connected to the lift cut-off valve 21 through a controller. When the angle detected by the angle sensor 202 is 0, the lift cut-off valve 21 opens.

[0055] When the angle sensor 202 detects that the rotation angle of the rotation mechanism of the azimuth thruster is 0, that is, when the rotation mechanism of the azimuth thruster is in the zero position, the angle sensor 202 will send a signal to the lift cut-off valve 21 through the controller, and then the lift cut-off valve 21 will open.

[0056] To prevent the azimuth thruster from colliding with the side wall of the ship during lifting, before the azimuth thruster is lifted, the rotation mechanism of the azimuth thruster needs to be reset to the rotation zero position (usually also the initial state). That is to say, before the azimuth thruster is lifted, it is necessary to ensure that the rotation mechanism of the azimuth thruster is in the rotation zero position. Therefore, by setting the rotation angle detection device as the angle sensor 202, it can be detected in real time whether the rotation angle of the rotation mechanism of the azimuth thruster is zero, that is, whether the rotation mechanism of the azimuth thruster is in the rotation zero position. Only when the detection result of the angle sensor 202 is 0, the angle sensor 202 will feedback to the lift cut-off valve 21 to make the lift cut-off valve 21 open.

[0057] For this embodiment, when the azimuth thruster is lifted, the rotation mechanism of the azimuth thruster is in the rotation zero position, that is Figure 7 the rotation position of the rotation mechanism in Figure 3 is the same as the rotation position in

[0058] In other examples, the lift cut-off valve 21 and the rotation cut-off valve 31 can also be directly controlled by the controller. Only after an instruction to lift or rotate is input to the controller, the lift cut-off valve 21 and the rotation cut-off valve 31 will open.

[0059] Refer to Figure 2 again, optionally, the rotation control valve group 3 further includes a connection valve 33. The connection valve 33 is respectively connected to the first oil port and the second oil port of the motor 102. The connection valve 33 is used to connect the first oil port and the second oil port of the motor 102 after the lift control valve group 2 connects the hydraulic pump group 1 and the lift cylinder 101.

[0060] In the above implementation, the arrangement of the communication valve 33 can ensure that when the elevator propeller moves up and down and leaves the zero position of lifting (during the process of starting to lift), the communication valve 33 that opens the first oil port and the second oil port of the slewing motor 102 can be used, so that the slewing mechanism of the propeller is in a free state. When the propeller moves up and down, the slewing mechanism is in a free state, which can effectively avoid rubbing against the inner wall of the hull.

[0061] Optionally, the communication valve 33 is a two-position one-way solenoid valve. In this way, it can simply control whether the first oil port and the second oil port of the motor 102 are connected, thereby improving the control accuracy.

[0062] Optionally, a braking device is provided in the propeller, and the braking device is used to brake the slewing mechanism in the propeller.

[0063] The hydraulic control system further includes a brake control valve group 6. The brake control valve group 6 is connected between the hydraulic pump group 1 and the motor 102 and is used to open the braking device before the motor 102 rotates.

[0064] In the above implementation, the brake control valve group 6 is used to control the opening and closing of the braking device in the propeller, so as to control the opening and closing of the motor 102 and the propeller.

[0065] Optionally, the brake control valve group 6 includes a normally closed stop valve 61 and a brake reversing valve 62. The normally closed stop valve 61 is respectively connected to the oil outlet of the hydraulic pump group 1 and the oil inlet of the brake reversing valve 62. The oil return port of the brake reversing valve 62 is connected to the fuel tank, and one working oil port of the brake reversing valve 62 is connected to the driving oil cylinder in the braking device.

[0066] In the above implementation, the normally closed stop valve 61 is used to control the opening and closing between the oil outlet of the hydraulic pump group 1 and the brake reversing valve 62. The brake reversing valve 62 is used to control whether the braking device is opened.

[0067] The lifting control unit 22 includes a lifting proportional valve 221. The oil inlet of the lifting proportional valve 221 is connected to the lifting cut-off valve 21. The oil return port of the lifting proportional valve 221 is connected to the fuel tank. The first working oil port and the second working oil port of the lifting proportional valve 221 are respectively connected to the rodless cavity and the rod cavity of the lifting oil cylinder 101.

[0068] In the above implementation, the lifting proportional valve 221 is used to control whether the lifting cut-off valve 21 is connected to the lifting oil cylinder 101, that is, to control the telescopic movement of the lifting oil cylinder 101.

[0069] Optionally, the lifting control unit 22 further includes a first safety valve 222 and a second safety valve 223. The oil inlet of the first safety valve 222 is connected to the first working oil port of the lifting proportional valve 221, and the control oil port of the first safety valve 222 is connected to its own oil inlet. The oil inlet of the second safety valve 223 is connected to the second working oil port of the lifting proportional valve 221, the control oil port of the second safety valve 223 is connected to its own oil inlet, and the oil outlets of both the second safety valve 223 and the first safety valve 222 are connected to the fuel tank.

[0070] In the above implementation, the first safety valve 222 is used to limit the oil pressure of the oil circuit entering the rod chamber of the lifting cylinder 101 to prevent overpressure. The second safety valve 223 is used to limit the oil pressure of the oil circuit entering the rodless chamber of the lifting cylinder 101 to prevent overpressure.

[0071] Optionally, the lifting control unit 22 further includes a first speed control valve 224 and a second speed control valve 225. The two ends of the first speed control valve 224 are respectively connected to the first working oil port of the lifting proportional valve 221 and the rod chamber of the lifting cylinder 101, and the two ends of the second speed control valve 225 are respectively connected to the second working oil port of the lifting proportional valve 221 and the rodless chamber of the lifting cylinder 101.

[0072] In the above implementation, the first speed control valve 224 is used to adjust the oil flow rate of the oil circuit entering the rod chamber of the lifting cylinder 101. The second speed control valve 225 is used to adjust the oil flow rate of the oil circuit entering the rodless chamber of the lifting cylinder 101.

[0073] Optionally, the lifting control unit 22 further includes a first unloading valve 226 and a second unloading valve 227. The first oil port of the first unloading valve 226 is respectively connected to the first speed control valve 224 and the rod chamber of the lifting cylinder 101, the first oil port of the second unloading valve 227 is respectively connected to the second speed control valve 225 and the rodless chamber of the lifting cylinder 101, and the second oil ports of both the first unloading valve 226 and the second unloading valve 227 are connected to the fuel tank.

[0074] In the above implementation, the first unloading valve 226 is used to quickly unload the pressure of the rod chamber of the lifting cylinder 101, and the second unloading valve 227 is used to quickly unload the pressure of the rodless chamber of the lifting cylinder 101.

[0075] Optionally, the lifting control unit 22 further includes a first balance valve 228. The first balance valve 228 is connected between the second unloading valve 227 and the rodless cavity of the lifting cylinder 101. The first balance valve 228 includes a first overflow component 2281 and a first one-way component 2282. The oil inlet of the first overflow component 2281 is connected to the rodless cavity of the lifting cylinder 101. The oil outlet of the first overflow component 2281 is connected to the first oil port of the second unloading valve 227 and the second speed control valve 225. The control oil port of the first overflow component 2281 is connected to the rod cavity of the lifting cylinder. The oil inlet of the first one-way component 2282 is connected to the oil outlet of the first overflow component 2281. The oil outlet of the first one-way component 2282 is connected to the oil inlet of the first overflow component 2281 and the rodless cavity of the lifting cylinder.

[0076] In the above implementation, the first balance valve 228 is used to lock the lifting cylinder 101, so that the lifting cylinder 101 will not move when the flow or pressure in the system changes, in order to maintain the stability of the flow or pressure.

[0077] Optionally, the slewing control unit 32 includes a slewing proportional valve 321. The oil inlet of the slewing proportional valve 321 is connected to the oil outlet of the hydraulic pump set 1. The oil return port of the slewing proportional valve 321 is connected to the fuel tank. The first working oil port and the second working oil port of the slewing proportional valve 321 are respectively connected to the first oil port and the second oil port of the motor 102.

[0078] In the above implementation, the slewing proportional valve 321 is used to control whether the motor 102 rotates and the direction of rotation.

[0079] Optionally, the slewing control unit 32 further includes a third safety valve 322 and a fourth safety valve 323. The oil inlet of the third safety valve 322 is connected to the first working oil port of the slewing proportional valve 321. The control oil port of the third safety valve 322 is connected to its own oil inlet. The oil inlet of the fourth safety valve 323 is connected to the second working oil port of the slewing proportional valve 321. The control oil port of the fourth safety valve 323 is connected to its own oil inlet. The oil outlet of the fourth safety valve 323 and the oil outlet of the third safety valve 322 are both connected to the fuel tank.

[0080] In the above implementation, the third safety valve 322 is used to limit the oil pressure of the oil circuit entering the first oil port of the motor 102 to prevent overpressure, thereby improving safety. The fourth safety valve 323 is used to limit the oil pressure of the oil circuit entering the second oil port of the motor 102 to prevent overpressure, thereby improving safety.

[0081] Optionally, the slewing control unit 32 further includes a second balance valve 324 and a third balance valve 325. The second balance valve 324 and the third balance valve 325 have the same structure. The second balance valve 324 includes a second overflow component 3241 and a second one-way component 3242 connected in parallel with each other. The third balance valve 325 includes a third overflow component 3251 and a third one-way component 3252 connected in parallel with each other. The oil inlet of the second overflow component 3241 is connected to the first working oil port of the slewing proportional valve 321. The oil outlet of the second overflow component 3241 is connected to the first oil port of the motor 102. The control oil port of the second overflow component 3241 is connected to the oil inlet of the third overflow component 3251. The oil inlet of the second one-way component 3242 is connected to the first working oil port of the slewing proportional valve 321. The oil outlet of the second one-way component 3242 is connected to the first oil port of the motor 102.

[0082] The oil inlet of the third overflow component 3251 is connected to the second working oil port of the slewing proportional valve 321. The oil outlet of the third overflow component 3251 is connected to the second oil port of the motor 102. The control oil port of the third overflow component 3251 is connected to the oil inlet of the second overflow component 3241. The oil inlet of the third one-way component 3252 is connected to the second working oil port of the slewing proportional valve 321. The oil outlet of the third one-way component 3252 is connected to the second oil port of the motor 102.

[0083] In the above implementation, the second balance valve 324 and the third balance valve 325 are used to prevent the motor 102 from losing pressure and accelerating the transfer.

[0084] Optionally, the hydraulic control system further includes a manual pump set 7 and a manual lifting operation valve set 8. The manual pump set 7 is connected in parallel with the hydraulic pump set 1, and the oil outlet of the manual pump set 7 is connected to the oil inlet of the lifting cut-off valve 21. The manual lifting operation valve set 8 is connected between the lifting cut-off valve 21 and the lifting cylinder 101, and the manual lifting operation valve set 8 is respectively connected to the lifting cut-off valve 21 and the lifting cylinder 101. The manual lifting operation valve set 8 is used to manually control the movement of the lifting cylinder 101.

[0085] In the above implementation, the manual pump set 7 is used to supply oil to the manual lifting operation valve set 8. The manual lifting operation valve set 8 is used to manually control the telescopic movement of the lifting cylinder 101.

[0086] Optionally, the manual lifting operation valve set 8 includes a manual lifting directional valve 81. The oil inlet of the manual lifting directional valve 81 is connected to the oil outlet of the lifting cut-off valve 21. The oil return port of the manual lifting directional valve 81 is connected to the fuel tank. The first working oil port and the second working oil port of the manual lifting directional valve 81 are respectively connected to the rod chamber and the rodless chamber of the lifting cylinder 101.

[0087] In the above implementation, the manual lifting reversing valve 81 is used for manual operation to control whether the pressure oil enters the rod chamber or the rodless chamber of the lifting cylinder 101, so as to manually control the telescopic movement of the lifting cylinder 101.

[0088] Optionally, the hydraulic control system further includes a manual slewing control valve group 9. The manual slewing control valve group 9 is connected between the slewing cut-off valve 31 and the motor 102, and the manual slewing control valve group 9 is respectively connected to the slewing cut-off valve 31 and the motor 102. The manual slewing control valve group 9 is used to manually control the rotation of the motor 102.

[0089] In the above implementation, the manual slewing control valve group 9 is used to manually control whether the motor 102 rotates and to control the rotation state of the motor 102, including the magnitude of the rotational speed, the direction of rotation, the torque, etc.

[0090] Optionally, the manual slewing control valve group 9 includes a manual slewing reversing valve 91. The oil inlet of the manual slewing reversing valve 91 is connected to the oil outlet of the slewing cut-off valve 31. The oil return port of the manual slewing reversing valve 91 is connected to the oil tank. The first working oil port and the second working oil port of the manual slewing reversing valve 91 are respectively connected to the first oil port and the second oil port of the motor 102.

[0091] In the above implementation, the manual slewing reversing valve 91 is used for manual operation to control whether the pressure oil enters the first oil port or the second oil port of the motor 102, so as to manually control the rotation state of the motor 102.

[0092] Optionally, the hydraulic pump group 1 includes a constant pressure variable pump 11, a fixed displacement pump 12, a load valve group 13, a brake pressure safety valve 14, a cooling cut-off valve 15, and a water cooler 16. The constant pressure variable pump 11 and the fixed displacement pump 12 are connected in parallel, and the oil outlet of the constant pressure variable pump 11 and the oil outlet of the fixed displacement pump 12 are combined together through a normally closed stop valve 61 and then respectively connected to the oil inlet of the slewing cut-off valve 31 and the oil inlet of the lifting cut-off valve 21. The constant pressure variable pump 11 and the fixed displacement pump 12 are used to supply oil to the slewing cut-off valve 31 and the lifting cut-off valve 21. Among them, both the constant pressure variable pump 11 and the fixed displacement pump 12 are driven by a prime mover M1 to pump oil.

[0093] The loading valve group 13 includes a loading overflow valve 131 and a loading reversing valve 132. The oil inlet of the loading overflow valve 131 is connected to the oil outlet of the constant pressure variable pump 11. The oil outlet of the loading overflow valve 131 is connected to the oil tank. The control oil port of the loading overflow valve 131 is connected to its own oil inlet. The loading reversing valve 132 is connected in parallel with the loading overflow valve 131, and the loading reversing valve 132 is a two-position one-way solenoid valve. The first oil port of the loading reversing valve 132 is connected to the oil outlet of the constant pressure variable pump 11, and the second oil port of the loading reversing valve 132 is connected to the oil tank. By means of the loading valve group 13, the loading reversing valve 132 can be energized when the constant pressure variable pump 11 needs to work, and when the constant pressure variable pump 11 does not need to work, the loading reversing valve 132 is not energized, maintaining a lower energy consumption output.

[0094] The oil inlet of the brake pressure safety valve 14 is connected to the oil outlet of the fixed displacement pump 12. The oil outlet of the brake pressure safety valve 14 is connected to the oil tank. The control oil port of the brake pressure safety valve 14 is connected to its own oil outlet. The brake pressure safety valve 14 is used to limit the oil pressure at the oil outlet of the fixed displacement pump 12 to prevent overpressure.

[0095] The cooling cut-off valve 15 is connected between the normally closed stop valve 61 and the oil tank. The first oil port of the cooling cut-off valve 15 is connected to the oil outlet of the fixed displacement pump 12. The second oil port of the cooling cut-off valve 15 is connected to the oil inlet of the water cooler 16. The oil outlet of the water cooler 16 is connected to the oil tank.

[0096] A pressure detection device is arranged at the oil outlet of the constant pressure variable pump 11 to monitor the working pressure. A pressure monitoring device is also arranged at the oil outlet of the fixed displacement pump 12 to monitor the working pressure during braking. If abnormal pressure is found, an alarm can be given immediately for inspection. The brake control oil and the system working oil source are independently controlled, which can realize the characteristic matching of the brake opening pressure of different types of brakes. At the same time, it is combined with the cooling oil circuit to ensure the simplicity and high efficiency of the system.

[0097] Optionally, the manual pump group 7 includes a hand pump 71. The oil outlet of the hand pump 71 is connected to the oil inlet of the loading overflow valve 131. The oil inlet of the hand pump 71 is connected to the oil tank. The hand pump 71 is used to manually pump out the oil fluid.

[0098] The working process of the hydraulic control system of the rudder propeller provided by the embodiment of the present disclosure is briefly introduced as follows:

[0099] When the rudder propeller is on standby, start the power source M1, control the DT2 of the cooling cut-off valve 15 to be energized, and the rest of the solenoid valves are in the de-energized state. At this time, the constant pressure variable pump 11 is in the standby state, and the fixed displacement pump 12 is in the circulating cooling state.

[0100] When the rudder propeller needs to perform a lifting action, the rotation angle detection device confirms that the rotation angle of the motor 102 is at the zero position. DT1 of the load relief valve 131 is powered on, DT3 of the lifting cut-off valve 31 is powered on, DT2 of the cooling cut-off valve 15 is continuously powered on, and the rest of the solenoid valves are de-energized. Then, the lifting proportional valve 221 is controlled to act, thereby realizing the action of the lifting cylinder 101.

[0101] When the rudder propeller needs to perform a lifting action and the rotation is unlocked, the rotation angle detection device confirms that the rotation angle of the motor 102 is at the zero position. DT1 of the load relief valve 131 is powered on, DT3 of the lifting cut-off valve 21 is powered on, DT2 of the cooling cut-off valve 15 is de-energized, DT7 of the brake change-over valve 62 is powered on to release the brake, and DT8 of the connection valve 33 is powered on to communicate the first oil port and the second oil port of the motor 102. The rest of the solenoid valves are de-energized. Then, the lifting proportional valve 221 is controlled to act, thereby realizing the action of the lifting cylinder 101 under the free rotation condition.

[0102] When the rudder propeller needs to perform a rotation action, after the lower limit switch of the lift is triggered, DT2 of the cooling cut-off valve 15 is de-energized, DT7 of the brake change-over valve 62 is powered on to release the brake, and DT6 of the rotation cut-off valve 31 is powered on. The rest of the solenoid valves are de-energized. Then, the rotation proportional valve 321 is controlled to act, thereby realizing the action of the rotation mechanism.

[0103] When the system fails and cannot be controlled, manual emergency control of the lifting cylinder 101 for lifting operation is required:

[0104] When the rotation angle detection device confirms that the motor 102 and the rotation mechanism are at the rotation zero position, manually push open DT1 of the load change-over valve 132 and DT3 of the lifting cut-off valve 21 to reverse the lifting cut-off valve 21. Then, supply oil to the system through the hand pump 71, and reverse the manual lifting change-over valve to realize the lifting action.

[0105] When the system fails and cannot be controlled, manual emergency rotation control is required. After the proximity switch is triggered, manually open the normally closed stop valve 61, manually push open DT1 of the load change-over valve 132 and DT6 of the rotation cut-off valve 31 to reverse the rotation cut-off valve 31. Then, supply oil to the system through the hand pump 71, and manually push open DT7 of the brake change-over valve 62 to release the brake. When the system pressure reaches the brake opening pressure, manually close the normally closed stop valve 61 and keep DT7 of the brake change-over valve 62 continuously pushed open. Reverse the manual rotation change-over valve to realize the rotation action. If a low-pressure alarm signal of the constant pressure variable pump 11 or a low brake pressure alarm signal appears during use, the machine will automatically stop. Finally, if it is necessary to stop working, turn off the prime mover M1.

[0106] The foregoing are only optional embodiments of the present disclosure and are not intended to limit the present disclosure. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present disclosure shall be included within the protection scope of the present disclosure.

Claims

1. A hydraulic control system for a rudder propeller, characterized in that, The hydraulic control system is used to control the rudder propeller. An elevating oil cylinder (101) and a motor (102) are arranged on the rudder propeller. The elevating oil cylinder (101) is connected to the rudder propeller, and the motor (102) is connected to the slewing mechanism in the rudder propeller; The hydraulic control system includes a hydraulic pump unit (1), an elevating control valve group (2) and a slewing control valve group (3). The elevating control valve group (2) is respectively connected to the hydraulic pump unit (1) and the elevating oil cylinder (101), and the slewing control valve group (3) is respectively connected to the hydraulic pump unit (1) and the motor (102); When the elevating control valve group (2) connects the hydraulic pump unit (1) and the elevating oil cylinder (101), the slewing control valve group (3) cuts off the connection between the hydraulic pump unit (1) and the motor (102); When the slewing control valve group (3) connects the hydraulic pump unit (1) and the motor (102), the elevating control valve group (2) cuts off the connection between the hydraulic pump unit (1) and the elevating oil cylinder (101).

2. The hydraulic control system according to claim 1, characterized in that, The elevating control valve group (2) includes an elevating cut-off valve (21) and an elevating control unit (22). The elevating cut-off valve (21) is respectively connected to the oil outlet of the hydraulic pump unit (1) and the oil inlet of the elevating control unit (22), and the oil outlet of the elevating control unit (22) is connected to the elevating oil cylinder (101); The slewing control valve group (3) includes a slewing cut-off valve (31) and a slewing control unit (32). The slewing cut-off valve (31) is respectively connected to the oil outlet of the hydraulic pump unit (1) and the oil inlet of the slewing control unit (32), and the oil outlet of the slewing control unit (32) is connected to the motor (102); The elevating cut-off valve (21) is a solenoid valve, and the elevating cut-off valve (21) is electrically connected to the slewing angle detection device of the motor (102). When the slewing angle detection device detects that the slewing mechanism of the rudder propeller does not rotate, the elevating cut-off valve (21) opens; The slewing cut-off valve (31) is a solenoid valve, and the slewing cut-off valve (31) is electrically connected to the lifting displacement detection device of the elevating oil cylinder (101). When the displacement detection device detects that the rudder propeller does not move, the slewing cut-off valve (31) opens.

3. The hydraulic control system according to claim 2, characterized in that, The displacement detection device is a proximity switch (201). The proximity switch (201) is located on the hull and on one side of the elevating oil cylinder (101). The proximity switch (201) is electrically connected to the slewing cut-off valve (31), and the slewing cut-off valve (31) opens and closes synchronously with the proximity switch (201); When the telescopic stroke of the elevating oil cylinder (101) is 0, the proximity switch (201) opens.

4. The hydraulic control system according to claim 3, wherein The swing angle detection device is an angle sensor (202). The detection end of the angle sensor (202) is connected to the swing mechanism of the rudder and propeller, and the fixed end of the angle sensor (202) is connected to the hull. When the angle detected by the angle sensor (202) is 0, the lift cut-off valve (21) is opened.

5. The hydraulic control system according to claim 2, wherein, The swing control valve group (3) further includes a communication valve (33). The communication valve (33) is respectively connected to the first oil port and the second oil port of the motor (102), and is used to connect the first oil port and the second oil port of the motor (102) after the lift control valve group (2) connects the hydraulic pump group (1) and the lift cylinder (101).

6. The hydraulic control system according to any one of claims 1-5, characterized in that, A braking device is provided in the rudder and propeller, and the braking device is used to brake the swing mechanism in the rudder and propeller; The hydraulic control system further includes a brake control valve group (6). The brake control valve group (6) is connected between the hydraulic pump group (1) and the motor (102) and is used to open the braking device before the motor (102) rotates.

7. The hydraulic control system according to claim 6, wherein, The brake control valve group (6) includes a normally closed stop valve (61) and a brake reversing valve (62). The normally closed stop valve (61) is respectively connected to the oil outlet of the hydraulic pump group (1) and the oil inlet of the brake reversing valve (62). The oil return port of the brake reversing valve (62) is connected to the fuel tank, and one working oil port of the brake reversing valve (62) is connected to the drive cylinder in the braking device.

8. The hydraulic control system according to claim 2, wherein The hydraulic control system further includes a manual pump group (7) and a manual lift operation valve group (8). The manual pump group (7) is connected in parallel with the hydraulic pump group (1), and the oil outlet of the manual pump group (7) is connected to the oil inlet of the lift cut-off valve (21). The manual lift operation valve group (8) is connected between the lift cut-off valve (21) and the lift cylinder (101) and is used to manually control the action of the lift cylinder (101).

9. The hydraulic control system according to claim 2, characterized in that, The hydraulic control system further includes a manual pump group (7) and a manual swing control valve group (9). The manual pump group (7) is connected in parallel with the hydraulic pump group (1), the oil outlet of the manual pump group (7) is connected to the oil inlet of the swing cut-off valve (31), and the manual swing control valve group (9) is connected between the swing cut-off valve (31) and the motor (102) and is used to manually control the rotation of the motor (102).

10. The hydraulic control system according to claim 9, characterized in that The manual swing control valve group (9) includes a manual swing reversing valve (91). The oil inlet of the manual swing reversing valve (91) is connected to the oil outlet of the swing cut-off valve (31), the oil return port of the manual swing reversing valve (91) is connected to the fuel tank, and the first working oil port and the second working oil port of the manual swing reversing valve (91) are respectively connected to the first oil port and the second oil port of the motor (102).

Images