A method for installation and debugging of a ship self-synchro pilot rudder angle indication

Abstract

The application provides a kind of installation debugging method for ship self-synchro angle rudder angle indication, transmitter installed in steering gear cabin and receiver in bridge, stator winding is connected to AC power supply, rotor winding is cross connected;Construct the parallelogram transmission mechanism consisting of steering gear wheel, first connecting rod and second connecting rod;Adjust the length of first connecting rod to be equal to the distance from the center of steering gear to the installation point of steering wheel, adjust the length of second connecting rod to be equal to the distance from the center of steering gear to transmitter;Synchronize zero of steering gear, transmitter and each receiver;Turn steering gear to left full rudder and right full rudder respectively, measure the error value of each indicator;Adjust the length of connecting rod according to error value, shorten second connecting rod when overall left deviation, lengthen second connecting rod when overall right deviation, lengthen first connecting rod when amplitude is insufficient, shorten second connecting rod when amplitude is out of limit.The technical scheme of the application can solve the technical problems of geometric error accumulation, fault coupling effect and dynamic compensation loss in prior art.

Description

Technical Field

[0001] This invention belongs to the field of shipbuilding technology, and specifically relates to an installation and commissioning method for rudder angle indication of a ship's self-synchronizing mechanism. Background Technology

[0002] Currently, shipboard rudder angle indication systems use synchros to achieve this function. Due to installation process issues, various errors can occur during the installation and commissioning of synchros. A key characteristic of synchros is that a malfunction at a localized point can affect all other components, impacting their operational status and making the cause of the problem difficult to pinpoint. Therefore, careful attention must be paid to the methods and procedures used during installation and commissioning.

[0003] Therefore, how to provide an installation and commissioning method for ship self-synchronization rudder angle indication that can solve the technical problems of geometric error accumulation, fault coupling effect and lack of dynamic compensation in the existing technology has become an urgent technical problem to be solved. Summary of the Invention

[0004] This invention provides an installation and commissioning method for rudder angle indication of a ship's self-synchronizing mechanism, which can solve the technical problems of geometric error accumulation, fault coupling effect and lack of dynamic compensation in the prior art.

[0005] In this embodiment of the invention, an installation and commissioning method for a ship's self-synchronizing rudder angle indicator is provided, comprising:

[0006] S101. Install two sets of self-synchro systems, including a transmitter installed in the servo compartment and a receiver in the cockpit. The stator windings are connected to AC power, and the rotor windings are cross-connected.

[0007] S102. Construct a parallelogram transmission mechanism consisting of a servo rudder, a first link, and a second link, wherein the first link connects the rudder and the transmitter, and the second link connects the transmitter and the receiver.

[0008] S103. Adjust the length of the first link L1 to be equal to the distance D1 from the center of the servo motor to the mounting point of the servo disc, and adjust the length of the second link L2 to be equal to the distance D2 from the center of the servo motor to the transmitter.

[0009] S104. Perform zero-position calibration to synchronize the servo motor, transmitter, and all receivers to zero.

[0010] S105. Perform amplitude calibration by turning the servo to full left and full right rudder respectively, and measuring the error values ​​of each indicator.

[0011] S106. Adjust the link length according to the error value. When the whole body deviates to the left, shorten the second link; when the whole body deviates to the right, extend the second link; when the amplitude is insufficient, extend the first link; when the amplitude exceeds the limit, shorten the second link.

[0012] Further, zero-point calibration is performed to synchronize the servos, transmitters, and all receivers to zero, including:

[0013] The servo motor is fixed in the center position by a mechanical limiting device;

[0014] After disconnecting the power, manually adjust the transmitter rotor to the zero position mark;

[0015] Use an oscilloscope to check the phase consistency of the output voltage of each receiver.

[0016] Further, amplitude calibration was performed by turning the servo to full left and full right rudder respectively, and measuring the error values ​​of each indicator, including:

[0017] The test angle for full left rudder is -35°±0.5°, and the test angle for full right rudder is +35°±0.5°.

[0018] Record the linear error curve between the receiver indication value and the actual rotation angle of the servo motor.

[0019] Furthermore, the link length is adjusted according to the error value. When the overall deviation is to the left, the second link is shortened; when the overall deviation is to the right, the second link is lengthened; when the amplitude is insufficient, the first link is lengthened; and when the amplitude exceeds the limit, the second link is shortened. This includes:

[0020] When the left full rudder error ΔL and the right full rudder error ΔR satisfy |ΔL-ΔR|>1°, the length of the first link should be adjusted first.

[0021] When ΔL and ΔR are in the same direction and the difference is <0.5°, adjust the length of the second link.

[0022] Furthermore, the method further includes: error compensation, i.e.

[0023] After completing the mechanical adjustments, an adjustable resistor network is connected to the receiver circuit, and residual errors are eliminated through electronic compensation, so that the overall system accuracy reaches within ±0.2°.

[0024] Furthermore, the electronic compensation includes:

[0025] An adjustable voltage divider resistor is connected in parallel at the signal output of the receiver;

[0026] Set up multi-level compensation nodes based on the measured error curve;

[0027] Temperature drift compensation is achieved using a temperature coefficient-matched metal film resistor.

[0028] Furthermore, adjusting the length L1 of the first link to equal the distance D1 from the center of the servo motor to the mounting point of the servo disc, and adjusting the length L2 of the second link to equal the distance D2 from the center of the servo motor to the transmitter, includes:

[0029] The length adjustment accuracy of the first link length L1, the second link length L2, the distance D1, and the distance D2 is controlled within ±0.5mm, and the ratio error of L1 / D1 and L2 / D2 does not exceed ±0.1%.

[0030] Furthermore, the method also includes an installation verification step, namely:

[0031] After debugging, full-stroke angle verification tests were conducted at 5° intervals.

[0032] Establish a database relating commissioning parameters to the ship's draft status;

[0033] Generate a traceable electronic record containing debugging time, operators, and test data.

[0034] The beneficial effects of this invention are as follows:

[0035] As can be seen from the above scheme, the embodiments of the present invention provide an installation and debugging method for a ship's synchro rudder angle indication. This involves installing two synchro systems, including a transmitter installed in the rudder compartment and a receiver in the wheelhouse. The stator windings are connected to an AC power supply, and the rotor windings are cross-connected. A parallelogram transmission mechanism is constructed, consisting of a rudder rudder disc, a first link, and a second link. The first link connects the rudder disc to the transmitter, and the second link connects the transmitter to the receiver. The length L1 of the first link is adjusted to equal the distance D1 from the center of the rudder to the mounting point of the rudder disc, and the length L2 of the second link is adjusted to equal the distance D2 from the center of the rudder to the transmitter. Zero-position calibration is performed, synchronously zeroing the rudder, transmitter, and receivers. Amplitude calibration is performed by turning the rudder to full left and full right respectively, and measuring the error values ​​of each indicator. The link lengths are adjusted according to the error values: shortening the second link when the overall yaw is to the left, lengthening the second link when the overall yaw is to the right, lengthening the first link when the amplitude is insufficient, and shortening the second link when the amplitude exceeds the limit. The technical solution of this invention can solve the technical problems of geometric error accumulation, fault coupling effect and lack of dynamic compensation in the existing technology. Attached Figure Description

[0036] Figure 1 This is a flowchart illustrating an installation and commissioning method for a ship's self-synchronizing engine rudder angle indicator, according to an embodiment of the present invention. Detailed Implementation

[0037] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of the embodiments of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. Based on the embodiments of this invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this invention.

[0038] like Figure 1 As shown, Figure 1 This is a flowchart illustrating an installation and commissioning method for a ship's self-synchronizing engine rudder angle indicator, according to an embodiment of the present invention.

[0039] Figure 1 A method for installing and debugging a ship's self-synchronizing rudder angle indicator includes:

[0040] S101. Install two sets of self-synchro systems, including a transmitter installed in the servo compartment and a receiver in the cockpit. The stator windings are connected to AC power, and the rotor windings are cross-connected.

[0041] S102. Construct a parallelogram transmission mechanism consisting of a servo rudder, a first link, and a second link, wherein the first link connects the rudder and the transmitter, and the second link connects the transmitter and the receiver.

[0042] S103. Adjust the length of the first link L1 to be equal to the distance D1 from the center of the servo motor to the mounting point of the servo disc, and adjust the length of the second link L2 to be equal to the distance D2 from the center of the servo motor to the transmitter.

[0043] S104. Perform zero-position calibration to synchronize the servo motor, transmitter, and all receivers to zero.

[0044] S105. Perform amplitude calibration by turning the servo to full left and full right rudder respectively, and measuring the error values ​​of each indicator.

[0045] S106. Adjust the link length according to the error value. When the whole body deviates to the left, shorten the second link; when the whole body deviates to the right, extend the second link; when the amplitude is insufficient, extend the first link; when the amplitude exceeds the limit, shorten the second link.

[0046] In this embodiment of the invention, the installation and debugging work is carried out in a targeted manner based on the working principle of the synchro, thereby reducing debugging time and improving equipment accuracy. Traditional installation methods do not establish a precise geometric relationship between the servo motor, connecting rod, and synchro, resulting in nonlinear accumulation of angle transmission errors. Actual tests show that the overall error of the traditional method can reach more than ±2°. Existing technology lacks systematic debugging rules. When indication deviation occurs, maintenance personnel need to check the mechanical connections and electrical parameters one by one, and the average time for a single fault location exceeds 4 hours.

[0047] The China Classification Society's "Rules for Classification of Steel Seagoing Ships" requires that the rudder angle indication error not exceed ±1°. However, traditional mechanical adjustment methods are difficult to eliminate dynamic errors such as temperature drift and mechanical clearance. Installation and commissioning data rely on manual recording, making it impossible to establish a database linking commissioning parameters with the ship's draft and navigation conditions, resulting in a duplication rate of up to 38%.

[0048] In another embodiment of the present invention, zero-position calibration is performed to synchronize the servo motor, transmitter, and each receiver to zero, including:

[0049] The servo motor is fixed in the center position by a mechanical limiting device;

[0050] After disconnecting the power, manually adjust the transmitter rotor to the zero position mark;

[0051] Use an oscilloscope to check the phase consistency of the output voltage of each receiver.

[0052] In this embodiment of the invention, mechanical limiting (error <0.1°) + electrical phase detection (oscilloscope accuracy 0.05°) are used to achieve dual protection.

[0053] In another embodiment of the present invention, amplitude calibration is performed by turning the servo to full left and full right rudder respectively, and measuring the error values ​​of each indicator, including:

[0054] The test angle for full left rudder is -35°±0.5°, and the test angle for full right rudder is +35°±0.5°.

[0055] Record the linear error curve between the receiver indication value and the actual rotation angle of the servo motor.

[0056] In another embodiment of the present invention, the link length is adjusted according to the error value: the second link is shortened when the overall deviation is to the left, the second link is lengthened when the overall deviation is to the right, the first link is lengthened when the amplitude is insufficient, and the second link is shortened when the amplitude exceeds the limit. This includes:

[0057] When the left full rudder error ΔL and the right full rudder error ΔR satisfy |ΔL-ΔR|>1°, the length of the first link should be adjusted first.

[0058] When ΔL and ΔR are in the same direction and the difference is <0.5°, adjust the length of the second link.

[0059] In another embodiment of the present invention, the method further includes: error compensation, i.e.

[0060] After completing the mechanical adjustments, an adjustable resistor network is connected to the receiver circuit, and residual errors are eliminated through electronic compensation, so that the overall system accuracy reaches within ±0.2°.

[0061] In another embodiment of the present invention, the electronic compensation includes:

[0062] An adjustable voltage divider resistor is connected in parallel at the signal output of the receiver;

[0063] Set up multi-level compensation nodes based on the measured error curve;

[0064] Temperature drift compensation is achieved using a temperature coefficient-matched metal film resistor.

[0065] In this embodiment of the invention, multi-level compensation is used, with compensation nodes set at 5° intervals to match the typical steering frequency of the ship; temperature compensation is achieved by selecting metal film resistors with TCR < 50ppm / ℃, which reduces temperature drift error by 80%; electronic fine-tuning is achieved by using voltage divider resistors to achieve fine compensation of ±0.1°, and the overall system accuracy reaches ±0.2°.

[0066] In another embodiment of the present invention, adjusting the length L1 of the first link to be equal to the distance D1 from the center of the servo motor to the mounting point of the servo disc, and adjusting the length L2 of the second link to be equal to the distance D2 from the center of the servo motor to the transmitter, includes:

[0067] The length adjustment accuracy of the first link length L1, the second link length L2, the distance D1, and the distance D2 is controlled within ±0.5mm, and the ratio error of L1 / D1 and L2 / D2 does not exceed ±0.1%.

[0068] In another embodiment of the present invention, the method further includes an installation verification step, namely:

[0069] After debugging, full-stroke angle verification tests were conducted at 5° intervals.

[0070] Establish a database relating commissioning parameters to the ship's draft status;

[0071] Generate a traceable electronic record containing debugging time, operators, and test data.

[0072] This invention provides an installation and debugging method for a ship's synchro rudder angle indicator. Two synchro systems are installed, including a transmitter in the rudder compartment and a receiver in the bridge. The stator windings are connected to an AC power supply, and the rotor windings are cross-connected. A parallelogram transmission mechanism is constructed, consisting of a rudder rudder disc, a first link, and a second link. The first link connects the rudder disc to the transmitter, and the second link connects the transmitter to the receiver. The length L1 of the first link is adjusted to equal the distance D1 from the center of the rudder rudder to the mounting point of the rudder disc, and the length L2 of the second link is adjusted to equal the distance D2 from the center of the rudder rudder to the transmitter. Zero-position calibration is performed, synchronizing the rudder rudder, transmitter, and receivers to zero. Amplitude calibration is performed by turning the rudder to full left and full right respectively, and measuring the error values ​​of each indicator. The link lengths are adjusted according to the error values: the second link is shortened when the overall yaw is to the left, and extended when the overall yaw is to the right; the first link is extended when the amplitude is insufficient, and the second link is shortened when the amplitude exceeds the limit.

[0073] The technical solution of this invention can solve the technical problems of geometric error accumulation, fault coupling effect and lack of dynamic compensation in the existing technology.

[0074] The above are preferred embodiments of the present invention. It should be noted that, for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A method for installing and debugging a ship's self-synchronizing rudder angle indicator, characterized in that, The method includes: S101. Install two sets of self-synchro systems, including a transmitter installed in the servo compartment and a receiver installed in the cockpit. The stator windings are connected to AC power, and the rotor windings are cross-connected. S102. Construct a parallelogram transmission mechanism consisting of a servo servo disk, a first link, and a second link, wherein the first link connects the servo disk to the transmitter, and the second link connects the transmitter to the receiver. S103. Adjust the length of the first link L1 to be equal to the distance D1 from the center of the servo motor to the mounting point of the servo disc, and adjust the length of the second link L2 to be equal to the distance D2 from the center of the servo motor to the transmitter. S104. Perform zero-position calibration, synchronizing the servo motors, transmitters, and receivers to zero, including: The servo motor is fixed in the center position by a mechanical limit device; After disconnecting the power, manually adjust the transmitter rotor to the zero position mark; Use an oscilloscope to check the phase consistency of the output voltage of each receiver; S105. Perform amplitude calibration by turning the servo to full left and full right rudder respectively, and measuring the error values ​​of each indicator, including: The test angle for full left rudder is -35°±0.5°, and the test angle for full right rudder is +35°±0.5°. Record the linear error curve between the receiver indication value and the actual rotation angle of the servo motor; S106. Adjust the link length according to the error value. When the overall system deviates to the left, shorten the second link; when the overall system deviates to the right, lengthen the second link; when the amplitude is insufficient, lengthen the first link; when the amplitude exceeds the limit, shorten the second link, including: When the left full rudder error ΔL and the right full rudder error ΔR satisfy |ΔL-ΔR|>1°, the length of the first link should be adjusted first. When ΔL and ΔR are in the same direction and the difference is <0.5°, adjust the length of the second link.

2. The installation and debugging method for a ship's self-synchronizing engine rudder angle indicator according to claim 1, characterized in that, The method further includes: error compensation, i.e. After completing the mechanical adjustments, an adjustable resistor network is connected to the receiver circuit, and residual errors are eliminated through electronic compensation, so that the overall system accuracy reaches within ±0.2°.

3. The installation and debugging method for a ship's self-synchronizing engine rudder angle indicator according to claim 2, characterized in that, The electronic compensation includes: An adjustable voltage divider resistor is connected in parallel at the signal output of the receiver; Set up multi-level compensation nodes based on the measured error curve; Temperature drift compensation is achieved using a temperature coefficient-matched metal film resistor.

4. The installation and commissioning method for a ship's self-synchronizing rudder angle indicator according to claim 1, characterized in that, Adjust the length of the first link L1 to be equal to the distance D1 from the center of the servo motor to the mounting point of the servo disc, and adjust the length of the second link L2 to be equal to the distance D2 from the center of the servo motor to the transmitter, including: The length adjustment accuracy of the first link length L1, the second link length L2, the distance D1, and the distance D2 is controlled within ±0.5mm, and the ratio error of L1 / D1 and L2 / D2 does not exceed ±0.1%.

5. The installation and commissioning method for a ship's self-synchronizing rudder angle indicator according to claim 1, characterized in that, The method further includes an installation verification step, namely: After debugging, full-stroke angle verification tests were conducted at 5° intervals. Establish a database relating commissioning parameters to the ship's draft status; Generate a traceable electronic record containing debugging time, operators, and test data.

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