Steering system based on connection structure of yoke steering wheel and electronic steering gear box

Abstract

The utility model provides a steering system based on a yoke steering wheel and electronic steering gear box connecting structure, which comprises a steering unit, a steering unit and a control unit, the steering unit comprises a yoke steering wheel, an electronic steering gear box and a limiting mechanism, the steering unit and the control unit are installed in a ship cockpit, the steering unit is installed on a stern, and the electronic steering gear box is installed on the steering unit. The steering unit and the steering unit are both in electric control and communication connection with the control unit, and the control unit receives user operation information and actual steering data and outputs corresponding adjusting instructions through a PID algorithm. The connecting structure is compact in design, an electronic feedback system is strictly closed, the accuracy and reliability of the steering process are guaranteed, and the control performance of the ship is improved.

Description

Technical Field

[0001] This utility model relates to the field of ship control technology, and in particular to a steering system based on the connection structure between the yoke steering wheel and the electronic steering gear. Background Technology

[0002] While traditional round steering wheels are widely used in marine navigation systems, their design may lack intuitiveness or operational convenience in certain applications. The Yoke steering wheel, with its flat T-shaped or U-shaped design, offers more intuitive and direct steering control. Compared to traditional marine steering wheels, the Yoke steering wheel with electronic steering offers advantages in terms of operational precision, response speed, driving experience, and system integration when used on board a ship.

[0003] Traditional steering wheels, with their mechanical transmission from the steering wheel to the rudder, can experience delays, affecting the vessel's steering response. Electronic steering systems, on the other hand, offer more precise directional control. Traditional steering wheels typically require manual force from the driver to change direction, increasing physical exertion, while electronic steering systems provide a more relaxed driving experience. Although traditional steering wheels can be integrated with some modern technologies, their integration and automation levels are generally lower than those of electronic steering systems. Electronic steering systems are easier to integrate with other marine systems, enabling intelligent operation. The linear steering control of electronic steering systems adjusts steering assist electronically, providing a more precise and smooth steering response.

[0004] In summary, the Yoke steering wheel with electronic steering provides greater efficiency and a better user experience in ship handling. However, the existing Yoke steering wheel design still has room for improvement in terms of its connection structure with the ship and its operation. Therefore, it is necessary to design a new connection structure suitable for the Yoke steering wheel and electronic steering mechanism, as well as an electronic steering system that is compatible with it, in order to improve driving safety and comfort and enhance overall handling performance. Utility Model Content

[0005] The main purpose of this invention is to provide a steering system based on the connection structure between the yoke steering wheel and the electronic steering gear, thereby solving the problems of the connection structure between the yoke steering wheel and the electronic steering gear and the handling performance of the ship steering system.

[0006] To solve the above-mentioned technical problems, the technical solution adopted by this utility model is: a steering system based on the connection structure of a yoke steering wheel and an electronic steering gear, including a steering unit, a steering unit and a control unit. The steering unit includes a yoke steering wheel, an electronic steering gear and a limiting mechanism. The steering unit and the control unit are installed in the ship's cockpit, and the steering unit is installed at the stern to provide steering power for the ship. The steering unit and the steering unit are both electrically and communicatively connected to the control unit. The control unit receives user operation information and actual steering data and outputs corresponding adjustment commands.

[0007] In the preferred embodiment, the steering unit is integrated into the control panel in the ship's cockpit. The lower end of the yoke steering wheel is connected to the upper end of the electronic steering gear via the steering wheel shaft. The upper end of the electronic steering gear is provided with an output flange, and the steering wheel shaft is sleeved in the output flange. The electronic steering gear includes a drive motor and a transmission mechanism. A limiting mechanism is provided below the transmission mechanism. Double-headed bolts pass through both sides of the transmission mechanism, with one end connected to the output flange and the other end connected to the limiting mechanism.

[0008] In the preferred embodiment, the outer ring of the steering wheel shaft is provided with an external spline, and four sets of external splines are evenly arranged at equal intervals along the outer surface of the steering wheel shaft. A limiting protrusion is provided at the lower end of the external spline interval. The inner diameter of the spline hub at the lower end of the yoke steering wheel is provided with a spline groove that matches the external spline, and the connection with the steering wheel shaft is achieved through tooth meshing. The lower end of the spline hub abuts against the limiting protrusion.

[0009] The inner ring of the steering wheel shaft is provided with an internal spline, which meshes with the upper spline tooth profile of the steering shaft of the transmission mechanism. The lower end of the steering wheel shaft abuts against the stepped surface of the upper end of the steering shaft, thereby realizing the connection between the steering wheel shaft and the transmission mechanism.

[0010] In the preferred embodiment, the output flange includes a flange face, a flange neck, and a flange flange. Two first through holes are provided on both sides of the flange face, and three flange flanges are evenly arranged along the outer ring of the flange neck. The first flange flanges point towards the lower grip direction of the yoke steering wheel, and the other two second flange flanges point to both sides in the width direction of the yoke steering wheel. A plywood flange is provided at a distance from the first flange flange. The second flange flanges and the plywood flanges are sandwiched on both sides of the first through holes on the flange face, providing a vertical path for the first through holes.

[0011] In the preferred embodiment, the limiting mechanism includes: a limiting seat, a limiting block, and a ball screw. The limiting seat has a U-shaped structure, and the limiting block is disposed inside the U-shaped structure of the limiting seat. Ear plates are also provided on both sides of the top of the U-shaped structure. The lower end of the ball screw is sleeved in the through hole in the middle of the limiting block. The height difference between the limiting seat and the limiting block is adapted to the rated number of rotations of the yoke steering wheel and the lead of the ball screw, and is used to limit the upper and lower limit positions of the limiting block.

[0012] In a preferred embodiment, the transmission mechanism includes a steering shaft, a worm shaft, a worm wheel, and a steering gear housing. The lower stepped end of the steering shaft is fitted into the upper stepped hole of the worm shaft. A vertical blind hole is provided in the middle of the lower end of the steering shaft. A third through hole coaxial with the blind hole is provided in the middle of the worm wheel shaft. A spline shaft is fitted into the third through hole of the worm wheel shaft and has spline structures at both ends. The upper spline extends into the blind hole and meshes with a spline groove that matches the inner wall. The lower spline meshes with a spline groove that matches the lower inner wall of the third through hole of the worm wheel shaft. The lower end of the worm wheel shaft extends out of the lower end of the steering gear housing and is connected to a limiting mechanism.

[0013] The steering gear housing of the transmission mechanism has vertical second through holes on both sides. Two double-headed bolts pass through the second through holes, with one end passing through the first pad and abutting against the flange surface of the output flange, and the other end passing through the second pad and abutting against the ear plates on both sides of the limit seat.

[0014] In the preferred embodiment, the drive motor is located on one side of the transmission mechanism, a worm wheel is provided in the middle of the worm wheel shaft, the output end of the drive motor is connected to the drive worm, the drive worm passes through one side of the steering gear housing and meshes with the worm wheel, and the two ends of the drive worm are rotatably connected to the side wall of the steering gear housing through two first bearings.

[0015] The outer ring of the worm gear shaft is fitted with a positioning nut, a second bearing, a positioning clamp, a collar, a worm gear, and a third bearing. The positioning nut is threaded to the lower end of the worm gear shaft. The positioning clamp is locked in the positioning groove on the inner side of the lower end of the steering gear housing, vertically locking the worm gear shaft inside the steering gear housing. The positioning nut, the second bearing, the positioning clamp, the collar, the worm gear, and the third bearing abut against each other in sequence to achieve axial positioning of the worm gear.

[0016] In a preferred embodiment, the transmission mechanism is further provided with a non-contact angle sensor, which is sleeved inside the steering gear housing at the end of the steering shaft and abuts against the top of the worm gear shaft, for detecting the angle and rotation speed of the steering wheel.

[0017] In the preferred embodiment, the steering unit is located at the centerline of the bottom of the stern and includes a power mechanism, a propeller, a steering mechanism, a shaft and a rudder. The steering mechanism is installed inside the stern, and its output shaft is connected to the shaft. The shaft extends out of the stern and connects to the rudder, providing power for the ship's steering.

[0018] The rudder blade is also equipped with a differential pressure sensor, with its sensing probes facing both sides of the rudder blade. The suspension shaft is also equipped with a non-contact torque sensor, which is used to detect the actual torque of the steering mechanism controlling the rudder blade's steering.

[0019] The steering unit is also equipped with a display unit, which is electrically connected to the control unit and is used to display data information.

[0020] In the preferred embodiment, the yoke steering wheel has a flat U-shaped structure, consisting of two parallel crossbeams and a central connecting part. An airbag is located in the middle of the upper crossbeam, and function buttons are symmetrically arranged on both sides for controlling the content displayed by the display unit.

[0021] The system is used as follows: S1. Define the system model: Determine the mathematical model of the steering unit based on the dynamic characteristics of the rudder blade and propeller, and the motor dynamic characteristics of the power mechanism and steering mechanism.

[0022] S2. Determine the control target: Set the steering angle limit according to the limit mechanism, and calculate the target error based on the measurement data of the non-contact angle sensor, differential pressure sensor and non-contact torque sensor;

[0023] S3. Select initial parameters: Select initial proportional gain, integral gain, and derivative gain values ​​based on experience and pre-system calculations.

[0024] S4. Calculate the control output: Calculate the control output using the PID control formula;

[0025] S5. Implement control: Apply the calculated control output to the power steering system;

[0026] S6. Monitoring and Adjustment: Monitor the system response and check whether the expected control effect has been achieved. If the system response does not meet the requirements, adjust the PID parameters until a satisfactory control effect is achieved.

[0027] This invention provides a steering system based on a connection structure between a yoke steering wheel and an electronic steering gear. The system includes a steering unit, a steering unit, and a control unit. The steering unit comprises a yoke steering wheel, an electronic steering gear, and a limiting mechanism. The steering unit and control unit are installed in the ship's cockpit, while the steering unit is installed at the stern, providing steering power to the ship. Both the steering unit and the steering unit are electrically and communicatively connected to the control unit. The control unit receives user operation information and actual steering data and outputs corresponding adjustment commands. The connection structure is compact, and the electronic feedback system is strictly closed-loop, ensuring the accuracy and reliability of the steering process and improving the ship's handling performance. Attached Figure Description

[0028] The present invention will be further described below with reference to the accompanying drawings and embodiments:

[0029] Figure 1 This is a schematic diagram of the installation of each unit of the ship according to this utility model;

[0030] Figure 2 This is an isometric structural drawing of the overall appearance of this utility model;

[0031] Figure 3This is an isometric structural drawing of the overall appearance of this utility model under explosion mode;

[0032] Figure 4 This is an isometric structural diagram of the steering wheel shaft of this utility model;

[0033] Figure 5 This is an isometric structural diagram of the output flange of this utility model;

[0034] Figure 6 This is an isometric structural diagram of the limiting mechanism of this utility model;

[0035] Figure 7 This is an isometric structural diagram of the limiting mechanism under explosion mode of this utility model;

[0036] Figure 8 This is a cross-sectional view of the connection between the drive motor and the transmission mechanism of this utility model;

[0037] Figure 9 This is a cross-sectional view of the transmission mechanism of this utility model.

[0038] Figure 10 This is an isometric structural diagram of the drive motor and transmission mechanism when the steering gear housing is removed according to this utility model;

[0039] Figure 11 This is a sectional view of the inner shaft connection of the transmission mechanism of this utility model;

[0040] Figure 12 This is a schematic diagram of the steering unit shaft transmission in the explosion mode of this utility model;

[0041] Figure 13 This is an isometric structural diagram of the steering unit of this utility model;

[0042] Figure 14 This is a schematic diagram of the sensor installation for the steering unit of this utility model;

[0043] Figure 15 This is a control block diagram of the steering system of this utility model.

[0044] In the diagram: Steering unit 1; Rudder unit 2; Power mechanism 201; Propeller 202; Steering mechanism 203; Split shaft 204; Rudder blade 205; Control unit 3; Yoke steering wheel 4; Splined hub 401; Airbag 402; Function buttons 403; Electronic steering gear 5; Limiting mechanism 6; Limiting seat 601; Limiting block 602; Ball screw 603; Steering wheel shaft 7; External spline 701; Limiting protrusion 702; Internal spline 703; Output flange 8; Flange face 801; Flange neck 802; Flange flange 803; First flange flange 8031; Second flange flange 8032; Pager flange 803 3; First through hole 804; Drive motor 9; Drive worm 901; First bearing 902; Transmission mechanism 10; Steering shaft 1001; Blind hole 10011; Worm shaft 1002; Third through hole 10021; Positioning nut 10022; Second bearing 10023; Positioning clamp 10024; Shaft collar 10025; Third bearing 10026; Worm wheel 1003; Steering gear housing 1004; Second through hole 10041; Double-ended bolt 11; First pad 12; Second pad 13; Non-contact angle sensor 14; Differential pressure sensor 15; Non-contact torque sensor 16; Display unit 17. Detailed Implementation

[0045] Example 1

[0046] like Figures 1-15 As shown, a steering system based on the connection structure of a yoke steering wheel and an electronic steering gear includes a steering unit 1, a steering unit 2, and a control unit 3. The steering unit 1 includes a yoke steering wheel 4, an electronic steering gear 5, and a limiting mechanism 6. The steering unit 1 and the control unit 3 are installed in the ship's cockpit, and the steering unit 2 is installed at the stern to provide steering power for the ship. Both the steering unit 1 and the steering unit 2 are electrically and communicatively connected to the control unit 3. The control unit 3 receives user operation information and actual steering data and outputs corresponding adjustment commands.

[0047] This application employs a steering unit 1 for the ship, consisting of a yoke steering wheel 4 with enhanced steering performance and a specially designed connection structure with an electronic steering mechanism 5. Vertically, the yoke steering wheel 4, electronic steering mechanism 5, and limiting mechanism 6 are connected sequentially. The user operates the yoke steering wheel 4, transmitting steering trend information to the control unit 3 via the electronic steering mechanism 5. The control unit 3 generates corresponding electronic signals, which are transmitted to the steering unit 2 to control the ship's steering and generate corresponding assist signals, which are transmitted back to the yoke steering wheel 4 via the electronic steering mechanism 5 to assist the user's steering. This design features a compact structure and a strictly closed-loop electronic feedback system, ensuring the accuracy and reliability of the steering process and improving the ship's handling performance.

[0048] In the preferred embodiment, the steering unit 1 is integrated into the control panel in the ship's cockpit. The lower end of the steering wheel 4 is connected to the upper end of the electronic steering gear 5 via the steering wheel shaft 7. The upper end of the electronic steering gear 5 is provided with an output flange 8, and the steering wheel shaft 7 is sleeved in the output flange 8. The electronic steering gear 5 includes a drive motor 9 and a transmission mechanism 10. A limiting mechanism 6 is provided below the transmission mechanism 10. Double-ended bolts 11 pass through both sides of the transmission mechanism 10, with one end connected to the output flange 8 and the other end connected to the limiting mechanism 6.

[0049] An output flange 8 is installed above the electronic steering gear 5 to fix the electronic steering gear 5. The steering wheel shaft 7 connects the yoke steering wheel 4 and the electronic steering gear 5 and transmits torque. The drive motor 9 serves as the power device for the steering unit 1 and transmits steering assistance back to the yoke steering wheel 4 through the transmission mechanism 10. This torque is also transmitted to the limiting mechanism 6 below. The limiting mechanism 6 limits the number of rotations of the yoke steering wheel 4 by setting appropriate dimensions. The overall structure is compact, fully functional, and can form a modular steering unit. It occupies little space in the cabin and can be adapted to a wide range of ship sizes, making it highly practical.

[0050] In the preferred embodiment, the outer ring of the steering wheel shaft 7 is provided with an external spline 701. Four sets of external splines 701 are evenly arranged at equal intervals along the outer surface of the steering wheel shaft 7. A limiting protrusion 702 is provided at the lower end of the interval of the external splines 701. The inner diameter of the spline hub 401 at the lower end of the yoke steering wheel 4 is provided with a spline groove that matches the external spline 701, and the connection with the steering wheel shaft 7 is achieved through tooth meshing. The lower end of the spline hub 401 abuts against the limiting protrusion 702.

[0051] The inner ring of the steering wheel shaft 7 is provided with an inner spline 703, which meshes with the upper spline tooth of the steering shaft 1001 of the transmission mechanism 10. The lower end of the steering wheel shaft 7 abuts against the upper stepped surface of the steering shaft 1001, thereby realizing the connection between the steering wheel shaft 7 and the transmission mechanism 10.

[0052] Four splines distribute torque evenly across multiple contact points, reducing localized stress concentration and improving shaft rigidity and strength. By rationally designing the spline positions and spacing, stress distribution can be optimized, preventing excessive localized stress. The four splines provide multiple support points, increasing shaft stability, reducing wobbling and misalignment during rotation, and enhancing torsional resistance, ensuring stability when transmitting high torque. Multiple splines ensure precise alignment between the shaft and bore, preventing shaft slippage and improving positioning accuracy. They absorb vibration and impact during transmission, reducing noise and wear, and extending shaft lifespan. During assembly, multiple splines provide greater tolerance, making assembly easier and faster.

[0053] In a preferred embodiment, the output flange 8 includes a flange face 801, a flange neck 802, and a flange flange 803. Two first through holes 804 are provided on both sides of the flange face 801, and three flange flanges 803 are evenly arranged along the outer ring of the flange neck 802. The first flange flange 8031 ​​points towards the lower grip direction of the yoke steering wheel 1, and the other two second flange flanges 8032 point towards both sides of the width direction of the yoke steering wheel 1, and a paging flange 8033 is provided at a distance from the first flange flange 8031. The second flange flanges 8032 and the paging flanges 8033 are sandwiched on both sides of the first through holes 804 of the flange face 801, providing a vertical path for the first through holes 804.

[0054] The output flange 8 is designed according to the shape of the yoke steering wheel 4, so that when the user turns the yoke steering wheel 4, or when the electronic power steering 5 transmits steering assistance to the upper part, the output flange 8 can bear the load generated by the large torque in the corresponding direction, and provide a stable connection and fixation and a certain sealing effect for the upper end of the electronic power steering 5. The ply flange 8033 is combined with the second flange flange 8032 to enhance the rigidity of the flange and the stability of the connection, and reduce the stress concentration caused by the tightening of the ends of the double-headed bolts 11 at the through hole.

[0055] In the preferred embodiment, the limiting mechanism 6 includes: a limiting seat 601, a limiting block 602, and a ball screw 603. The limiting seat 601 has a U-shaped structure, and the limiting block 602 is disposed inside the U-shaped structure of the limiting seat 601. Ear plates are also provided on both sides of the top of the U-shaped structure. The lower end of the ball screw 603 is sleeved in the through hole in the middle of the limiting block 602. The height difference between the limiting seat 601 and the limiting block 602 is adapted to the rated number of rotations of the yoke steering wheel 4 and the lead of the ball screw 603, and is used to limit the upper and lower limit positions of the limiting block 602.

[0056] The steering wheel's rotation range needs to be strictly controlled to prevent oversteering from causing the ship to lose control or damage the steering system. The ball screw 603 structure converts the rotational motion of the steering wheel into linear motion. The limit block 602 and the limit seat 601 cooperate to limit the linear motion range of the ball screw pair. The mechanical structure is simple, highly accurate, safe and reliable.

[0057] In a preferred embodiment, the transmission mechanism 10 includes a steering shaft 1001, a worm shaft 1002, a worm wheel 1003, and a steering gear housing 1004. The lower stepped shaft end of the steering shaft 1001 is sleeved in the upper stepped hole of the worm shaft 1002. A vertical blind hole 10011 is provided in the middle of the lower end of the steering shaft 1001. A third through hole 10021 coaxial with the blind hole 10011 is provided in the middle of the worm wheel shaft 1002. A spline shaft 1005 is sleeved in the third through hole 10021 of the worm wheel shaft 1002 and has spline structures at both ends. The upper spline extends into the blind hole 10011 and meshes with a spline groove that matches the inner wall. The lower spline meshes with a spline groove that matches the lower inner wall of the third through hole 10021 of the worm wheel shaft 1002. The lower end of the worm wheel shaft 1002 extends out of the lower end of the steering gear housing 1004 and is connected to the limiting mechanism 6.

[0058] The steering gear housing 1004 of the transmission mechanism 10 has vertical second through holes 10041 on both sides. Two double-headed bolts 11 pass through the second through holes 10041, with one end passing through the first pad 12 and abutting against the flange face 801 of the output flange 8, and the other end passing through the second pad 13 and abutting against the ear plates on both sides of the limit seat 601.

[0059] The transmission mechanism 10 is internally connected by a steering shaft 1001, a worm shaft 1002, and a spline shaft 1005. The three components are interlocked to accurately transmit torque from the upper steering wheel 4 to the lower limiting mechanism 6 through the transmission mechanism 10. At the same time, it provides a certain space for axial vibration movement, reduces impact vibration damage, and the multi-section shaft avoids stress concentration and torsion breakage of the same shaft, thus improving the safety and stability of the overall structure.

[0060] The electronic steering gear 5 and the limiting mechanism 6 are tightly connected by double-headed bolts 11 at both ends, which restricts the relative rotation between the two. The first pad 12 and the second pad 13 together ensure the sealing performance of both ends of the electronic steering gear 5, while providing a certain longitudinal movement space for the connection contact surface to reduce vibration and impact.

[0061] In the preferred embodiment, the drive motor 9 is located on one side of the transmission mechanism 10, and a worm wheel 1003 is provided in the middle of the worm shaft 1002. The output end of the drive motor 9 is connected to the drive worm 901. The drive worm 901 passes through one side of the steering gear housing 1004 and meshes with the worm wheel 1003. The two ends of the drive worm 901 are rotatably connected to the side wall of the steering gear housing 1004 through two first bearings 902.

[0062] The outer ring of the worm gear shaft 1002 is fitted with a positioning nut 10022, a second bearing 10023, a positioning clamp 10024, a collar 10025, a worm gear 1003, and a third bearing 10026. The positioning nut 10022 is threaded to the lower end of the worm gear shaft 1002. The positioning clamp 10024 is engaged in the positioning groove on the inner side of the lower end of the steering gear housing 1004, which vertically engages the worm gear shaft 1002 inside the steering gear housing 1004. The positioning nut 10022, the second bearing 10023, the positioning clamp 10024, the collar 10025, the worm gear 1003, and the third bearing 10026 abut against each other in sequence to achieve axial positioning of the worm gear 1003.

[0063] In a preferred embodiment, the transmission mechanism 10 is further provided with a non-contact angle sensor 14. The non-contact angle sensor 14 is sleeved inside the steering gear housing 1004 at the end of the steering shaft 1001 and abuts against the top of the worm gear shaft 1002, and is used to detect the angle and rotation speed of the steering wheel 4.

[0064] Non-contact angle sensors primarily detect angle changes based on magnetic induction technology and the Hall effect or magnetoresistive effect. They are placed at the end of the steering shaft 1001 to acquire actual rotational speed and angle data, and communicate via electrical connection to achieve efficient electronic power steering control. This non-contact design improves the reliability and durability of the detection structure and reduces maintenance requirements.

[0065] In a preferred embodiment, the steering unit 2 is located at the centerline of the bottom of the stern and includes a power mechanism 201, a propeller 202, a steering mechanism 203, a shaft 204, and a rudder blade 205. The steering mechanism 203 is installed inside the stern, and its output shaft is connected to the shaft 204. The shaft 204 extends out of the stern and is connected to the rudder blade 205 to provide power for the ship's steering.

[0066] The rudder blade 205 is also equipped with a differential pressure sensor 15, whose sensing probes face both sides of the rudder blade 205. The suspension shaft 204 is also equipped with a non-contact torque sensor 16, which is used to detect the actual torque of the steering mechanism 203 controlling the rudder blade 205 to turn.

[0067] The steering unit 1 is also provided with a display unit 17, which is electrically connected to the control unit 3 and is used to display data information.

[0068] In the preferred embodiment, the yoke steering wheel 4 has a flat U-shaped structure, consisting of two parallel crossbeams and a central connecting part. An airbag 402 is provided in the middle of the upper crossbeam, and function buttons 403 are symmetrically provided on both sides for controlling the content displayed by the display unit 17.

[0069] Specifically, the user controls the yoke steering wheel 4 and sends the user's steering intention to the control unit 3 through the non-contact angle sensor 14 in the electronic steering system 5. At the same time, the differential pressure sensor 15 on the rudder blade 205 monitors the actual water flow speed and the flow velocity and pressure difference on both sides due to the deflection angle when the ship is sailing, and transmits the ship's current sailing speed and angle information to the control unit 3.

[0070] The non-contact torque sensor 16 on the suspension shaft 204 detects the output of the steering mechanism 203 in the steering unit 2, and compares it with the actual operating data of the rudder blade 205 in the control unit 3 to obtain the operating loss and error value, and then feeds it back to the steering mechanism 203 for deviation correction.

[0071] The control unit 3 calculates the appropriate amount and direction of assistance based on the current navigation conditions and the user's steering operation. It adopts a linear control algorithm, that is, based on the angle information monitored in real time by the differential pressure sensor 15, as the angle of the yoke steering wheel 4 increases, the assistance and feedback generated by the drive motor 9 in the steering unit 1 also increase linearly, thereby achieving delicate and smooth steering operation.

[0072] Based on the speed information monitored in real time by the differential pressure sensor 15, more assistance is provided to the steering unit 1 at low speeds to facilitate easy operation when cruising at low speeds or entering port. At high speeds, the assistance is reduced to maintain the stability and straight-line navigation performance of the ship.

[0073] The yoke steering wheel 4 provides the user with a good view in front of the driver's seat when steering. The display unit 17 is positioned close to the view of the yoke steering wheel 4, allowing the user to obtain control information while observing the actual navigation view. The user can conveniently select the navigation data information they need through the function buttons 403 on both sides, improving the user's operating experience.

[0074] Example 2

[0075] Further explanation in conjunction with Example 1, such as Figures 1-15 The specific control method of the system is as follows: S1. Define the system model: Determine the mathematical model of the steering unit 2 based on the dynamic characteristics of the rudder blade 205 and the propeller 202, and the motor dynamic characteristics of the power mechanism 201 and the steering mechanism 203.

[0076] S2. Determine the control target: Set the steering angle limit according to the limit mechanism 6, and calculate the target error based on the measurement data of the non-contact angle sensor 14, differential pressure sensor 15 and non-contact torque sensor 16.

[0077] S3. Select initial parameters: Select initial proportional gain, integral gain, and derivative gain values ​​based on experience and pre-system calculations.

[0078] S4. Calculate the control output: Calculate the control output using the PID control formula;

[0079] S5. Implement control: Apply the calculated control output to the power steering system;

[0080] S6. Monitoring and Adjustment: Monitor the system response and check whether the expected control effect has been achieved. If the system response does not meet the requirements, adjust the PID parameters until a satisfactory control effect is achieved.

[0081] Among them, the turning angle of the yoke steering wheel 4 is set to... The electronic power steering system 5 provides steering assistance for Set the desired steering angle as Then the steering angle error is:

[0082]

[0083] Set proportional gain Integral gain and differential gain The PID control formula, when applied to the power steering system, calculates the output as follows:

[0084]

[0085] Among them, proportional gain Integral gain and differential gain Parameter adjustments should follow this principle: increase proportional gain. Increasing the integral gain can speed up the system's response, but excessively high values ​​may lead to system instability or oscillation; Increasing the differential gain can reduce steady-state error, but excessively high differential gain may lead to excessive integral action in the system, causing oscillations; It can reduce overshoot and oscillation, but too high a value may introduce noise and affect the stability of the system.

[0086] The above embodiments are merely preferred technical solutions of this utility model and should not be considered as limitations on this utility model. The protection scope of this utility model should be the technical solution described in the claims, including equivalent substitutions of the technical features described in the claims. That is, equivalent substitutions and improvements within this scope are also within the protection scope of this utility model.

Claims

1. A steering system based on the connection structure between a Yoke steering wheel and an electronic steering gear, characterized in that: The system includes a steering unit (1), a rudder unit (2), and a control unit (3). The steering unit (1) includes a yoke steering wheel (4), an electronic steering gear (5), and a limiting mechanism (6). The steering unit (1) and the control unit (3) are installed in the ship's cockpit. The rudder unit (2) is installed at the stern to provide steering power for the ship. The steering unit (1) and the rudder unit (2) are both electrically and communicatively connected to the control unit (3). The control unit (3) receives user operation information and actual steering data and outputs corresponding adjustment commands.

2. The steering system based on the connection structure between the yoke steering wheel and the electronic steering gear as described in claim 1, characterized in that: The steering unit (1) is integrated on the control panel in the ship's cockpit. The lower end of the steering wheel (4) is connected to the upper end of the electronic steering gear (5) through the steering wheel shaft (7). The upper end of the electronic steering gear (5) is provided with an output flange (8). The steering wheel shaft (7) is sleeved in the output flange (8). The electronic steering gear (5) includes a drive motor (9) and a transmission mechanism (10). A limiting mechanism (6) is provided below the transmission mechanism (10). A double-headed bolt (11) passes through both sides of the transmission mechanism (10), with one end connected to the output flange (8) and the other end connected to the limiting mechanism (6).

3. The steering system based on the connection structure between the yoke steering wheel and the electronic steering gear as described in claim 2, characterized in that: The outer ring of the steering wheel shaft (7) is provided with an outer spline (701). Four sets of outer splines (701) are evenly arranged at equal intervals along the outer surface of the steering wheel shaft (7). A limiting protrusion (702) is provided at the lower end of the interval of the outer spline (701). The inner diameter of the spline hub (401) at the lower end of the yoke steering wheel (4) is provided with a spline groove that matches the outer spline (701), and the connection with the steering wheel shaft (7) is achieved through tooth meshing. The lower end of the spline hub (401) abuts against the limiting protrusion (702). The inner ring of the steering wheel shaft (7) is provided with an inner spline (703). The inner spline (703) meshes with the upper spline tooth of the steering shaft (1001) of the transmission mechanism (10). The lower end of the steering wheel shaft (7) abuts against the upper stepped surface of the steering shaft (1001), thereby realizing the connection between the steering wheel shaft (7) and the transmission mechanism (10).

4. The steering system based on the connection structure between the yoke steering wheel and the electronic steering gear as described in claim 2, characterized in that: The output flange (8) includes a flange face (801), a flange neck (802), and a flange flange (803). Two first through holes (804) are provided on both sides of the flange face (801). Three flange flanges (803) are evenly arranged along the outer ring of the flange neck (802). The first flange flange (8031) points towards the lower grip direction of the yoke steering wheel (4). The other two second flange flanges (8032) point towards both sides of the width direction of the yoke steering wheel (4). A paging flange (8033) is provided at a distance from the first flange flange (8031). The second flange flanges (8032) and the paging flanges (8033) are sandwiched on both sides of the first through hole (804) of the flange face (801), providing a vertical path for the first through hole (804).

5. The steering system based on the connection structure between the Yoke steering wheel and the electronic steering gear according to claim 2, characterized in that: The limiting mechanism (6) includes: a limiting seat (601), a limiting block (602), and a ball screw (603). The limiting seat (601) is a U-shaped structure. The limiting block (602) is located inside the U-shaped structure of the limiting seat (601). Ear plates are also provided on both sides of the top of the U-shaped structure. The lower end of the ball screw (603) is sleeved in the through hole in the middle of the limiting block (602). The height difference between the limiting seat (601) and the limiting block (602) is adapted to the rated number of rotations of the yoke steering wheel (4) and the lead of the ball screw (603) to limit the upper and lower limit positions of the limiting block (602).

6. The steering system based on the connection structure between the yoke steering wheel and the electronic steering gear according to claim 2, characterized in that: The transmission mechanism (10) includes a steering shaft (1001), a worm gear shaft (1002), a worm gear (1003), and a steering gear housing (1004). The lower stepped shaft end of the steering shaft (1001) is sleeved in the upper stepped hole of the worm gear shaft (1002). A vertical blind hole (10011) is provided in the middle of the lower end of the steering shaft (1001), and a third through hole (10021) coaxial with the blind hole (10011) is provided in the middle of the worm gear shaft (1002). The spline shaft (1005) is sleeved in the third through hole (10021) of the worm gear shaft (1002). Both ends are provided with spline structures. The upper spline extends into the blind hole (10011) and meshes with the spline groove that matches the inner wall. The lower spline meshes with the spline groove that matches the lower inner wall of the third through hole (10021) of the worm gear shaft (1002). The lower end of the worm gear shaft (1002) extends out of the lower end of the steering gear housing (1004) and is connected to the limiting mechanism (6). The steering gear housing (1004) of the transmission mechanism (10) has vertical second through holes (10041) on both sides. Two double-headed bolts (11) pass through the second through holes (10041), with one end passing through the first pad (12) and abutting against the flange face (801) of the output flange (8), and the other end passing through the second pad (13) and abutting against the ear plates on both sides of the limit seat (601).

7. The steering system based on the connection structure between the yoke steering wheel and the electronic steering gear according to claim 6, characterized in that: The drive motor (9) is located on one side of the transmission mechanism (10). A worm wheel (1003) is provided in the middle of the worm shaft (1002). The output end of the drive motor (9) is connected to the drive worm (901). The drive worm (901) passes through one side of the steering gear housing (1004) and meshes with the worm wheel (1003). The two ends of the drive worm (901) are rotatably connected to the side wall of the steering gear housing (1004) through two first bearings (902). The outer ring of the worm gear shaft (1002) is fitted with a positioning nut (10022), a second bearing (10023), a positioning clamp (10024), a collar (10025), a worm gear (1003), and a third bearing (10026). The positioning nut (10022) is threaded to the lower end of the worm gear shaft (1002). The positioning clamp (10024) is locked in the positioning groove on the inner side of the lower end of the steering gear housing (1004), which vertically locks the worm gear shaft (1002) inside the steering gear housing (1004). The positioning nut (10022), the second bearing (10023), the positioning clamp (10024), the collar (10025), the worm gear (1003), and the third bearing (10026) abut against each other in sequence to achieve axial positioning of the worm gear (1003).

8. The steering system based on the connection structure between the yoke steering wheel and the electronic steering gear according to claim 6, characterized in that: The transmission mechanism (10) is also equipped with a non-contact angle sensor (14). The non-contact angle sensor (14) is sleeved inside the steering gear housing (1004) at the end of the steering shaft (1001) and abuts against the top of the worm gear shaft (1002) to detect the angle and rotation speed of the steering wheel (4).

9. The steering system based on the connection structure between the yoke steering wheel and the electronic steering gear according to claim 1, characterized in that: The steering unit (2) is located at the centerline of the bottom of the stern and includes a power mechanism (201), a propeller (202), a steering mechanism (203), a shaft (204), and a rudder (205). The steering mechanism (203) is installed inside the stern and its output shaft is connected to the shaft (204). The shaft (204) extends out of the stern and is connected to the rudder (205) to provide power for the ship's steering. The rudder blade (205) is also equipped with a differential pressure sensor (15), whose sensing probes face both sides of the rudder blade (205). The hanger shaft (204) is also equipped with a non-contact torque sensor (16) for detecting the actual torque of the steering mechanism (203) controlling the rudder blade (205) to turn. The steering unit (1) is also provided with a display unit (17), which is electrically connected to the control unit (3) and is used to display data information.

10. The steering system based on the connection structure between the yoke steering wheel and the electronic steering gear according to claim 1, characterized in that: The yoke steering wheel (4) has a flat U-shaped structure, consisting of two parallel crossbeams and a central connecting part. An airbag (402) is provided in the middle of the upper crossbeam, and function buttons (403) are symmetrically provided on both sides to control the content displayed by the display unit (17).

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