Drive device

Abstract

The utility model relates to a driving device which is used for enabling a control part (12) which can be arranged in a pivoting mode around a rotating axis (10) to move by means of a control device (14), and the control device at least comprises a lever transmission device (28) which is provided with at least one lever arm (32, 34) and used for driving the control part (12) capable of rotating. The utility model relates to a motor vehicle, comprising a rotatable control part (12), a lever drive (28), an actuating device (40) for moving the lever drive (28), and a braking device (50) which acts on the rotatable control part (12) in such a way that a torque can be transmitted from the lever drive (28) to the control part (12).

Description

Technical Field

[0001] This utility model relates to a driving device for moving a control component that is pivotally mounted about a rotation axis by means of a control device. Background Technology

[0002] Such drive systems were first used in ship steering gear. In modern shipbuilding, hydraulic long-barrel piston steering gears and rotary blade steering gears are used to control the ship. Long-barrel piston steering gears typically consist of an electrically driven hydraulic pump and a steering gear with two differential pistons, or four long-barrel pistons. An axial piston pump with adjustable stroke is often used as the hydraulic pump, and the piston rod of the long-barrel piston steering gear acts on a movable slider for linear guidance, which in turn acts on the rudder handle. Here, the rudder handle is force-locked to the rudder post. Therefore, the hydraulic volume flow rate can be adjusted when the stroke of the axial piston pump is adjusted. This generates the piston stroke, which in turn causes the rudder post to rotate. Feedback of the actual value of the rudder angle, plotted in real time on the bridge of the rudder position indicator, is located on the rudder post (Source: Wikipedia).

[0003] Conversely, large-volume hydraulic engines with two or three blades are used in rotary blade rudders, which provide torque for adjusting the rudder when mounted on the rudder post. The rudder facilitates control of the ship by redirecting the flow of water and the propeller wake. The pivot angle of such rudders reaches values ​​up to + / - 72 degrees. The currents acting on the rudder blades can generate significant load torques, particularly in the range of several 1000 kNm; furthermore, the rudder must receive bearing forces generated by the rudder in both the axial and radial directions. While rotary blade rudders can output maximum torque over the full pivot range, their pivot angle is mechanically limited, and due to their complex geometry, they have a sealing condition that can only be insufficiently controlled regarding their internal structure. This results in internal leakage losses between control chambers, allowing rudder drift under load to occur, requiring a continuous supply of driving energy to maintain the rudder position, i.e., generating unnecessary energy loss during shutdown. Furthermore, to limit leakage losses, the maximum possible operating pressure should be set to a value typically <150 bar, while standard hydraulic systems are usually designed to 300 bar. Consequently, conditions dictate that a servo motor with the same power output will have a 100% larger structural volume. Such a rotary vane servo motor is exemplarily shown in EP2937277B1. Utility Model Content

[0004] Based on this prior art, the objective of this invention is to provide a drive device, particularly for a rudder device operating in a ship, that is an improvement thereof.

[0005] The solution according to this utility model is characterized by a drive device for moving a control component pivotally mounted about a rotation axis by means of a control device, said control device comprising at least:

[0006] - A lever transmission device having at least one lever arm for driving the rotatable control component.

[0007] -A control device for moving the lever transmission mechanism, and

[0008] - A braking device that acts on the rotatable control component in such a way that torque can be transmitted from the lever transmission device to the control component.

[0009] The associated drive equipment can help eliminate the drawbacks recognized in the aforementioned prior art. In particular, the rudder pivot angle is not limited but can be arbitrarily extended. Accordingly, a pivot angle greater than 360 degrees is possible. The torque that can be generated can be maintained almost constantly at its maximum level at any rudder pivot angle. Here, each predetermined angular position can be maintained independently of the load and no re-control for compensating for leakage losses is required. To prevent uncontrolled rudder movement, an additional brake or a second lever transmission with actuation and braking devices can be provided, which will be explained in detail below.

[0010] The drive device according to this invention can use standard hydraulic system components up to 300 bar, resulting in a compact drive. The symmetrical arrangement of the lever transmission mechanism with operating and braking devices avoids potential bearing forces. In particular, the lever transmission mechanism, movable by means of the operating device, can be used to deflect the rudder and, by means of the braking device, fix it in a predetermined deflected rudder position until the rudder is re-operated.

[0011] In a preferred embodiment of the drive device according to this utility model, it is specified that: another control device is provided, said other control device comprising at least:

[0012] - Another lever-driven mechanism

[0013] - Another control device, and

[0014] - Another braking device, which acts on the rotatable control component as an auxiliary support and supplement to the first control device.

[0015] In this way, the entire drive unit is constructed from standard parts in the form of a modular component solution.

[0016] Here, it is preferably specified that the corresponding control device has a pair of lever drives, actuation devices, and braking devices arranged to each other. In this way, the two lever drives can act alternately on the control component, which is in the form of a control rudder. One lever drive generates torque in the clamped position by means of its respective braking device, while the other, a second lever drive, can move back to the starting or initial position at an increased speed in the released position, so as to accelerate again in the direction of motion, and be re-clamped by means of the braking device when a predetermined theoretical speed is reached, and the clamping of the first lever drive is immediately released thereafter. In this way, shock-free motion for controlling the rudder blade is achieved. It is also possible that the clamping is first caused by means of the corresponding braking device and then the control process is triggered by means of the actuation device.

[0017] It can also replace the control rudder by operating a pivotable jet rudder via a drive device. This jet rudder generates a reverse thrust in the direction of the jet, which then causes the attached vessel to rotate about a predetermined vertical axis within a range of curvilinear motion. This jet rudder can also deflect more than 360 degrees when needed, so that the jet rudder does not always need to be forcibly returned to its starting position for a re-ruddering process.

[0018] In another preferred embodiment of the drive device according to the present invention, each lever arm of the lever transmission device transitions in a hypothetical extension to the same lever arm of the lever transmission device, the axis of rotation of the control component, particularly in the form of a control rudder, is set in the section where one lever arm transitions to the adjacent lever arm, and the corresponding operating device acts on the free end region of the hinge portion of each lever arm, and cooperates with at least one provided braking device to construct one of the two control devices.

[0019] Here, two levers of one control device and two levers of the other control device form a cross, with the corresponding levers paired and adjacent to each other forming a minimum angle of ≤90 degrees in the region of the rotation axis. The remaining supplementary angles, starting from 90 degrees, correspond to larger angles, and all the aforementioned angles total 360 degrees. Thus, continuous maneuverability is achieved via angle specification for control components, particularly those in the form of control rudders. In particular, the rudder pivot angle is not limited but can be arbitrarily extended, making pivot angles greater than 360 degrees possible. The torque to be generated here can be maintained almost constantly at its maximum level at any rudder pivot angle and, in this respect, can be maintained at each angular position independently of the load. Therefore, re-control for compensating for leakage losses is no longer required.

[0020] In a particularly preferred embodiment of the drive device according to this utility model, the rotatable control component has a driveable structure, such as a disc, preferably with a control rudder hinged to the structure, the structure cooperating with a corresponding lever arm via the braking device. In this way, the rotational position of the disc can be adjusted without obstruction with a small operating force, and thus the pivot angle for the rudder can be predetermined.

[0021] Here, it is preferably specified that the corresponding control device consists of at least one hydraulic actuator, preferably in the form of a hydraulic working cylinder. This working cylinder acts on the lever side at a corresponding hinge portion of the lever arm and is pivotally hinged on the housing side to a receiving portion, which is part of a stationary ship component. In this way, the working cylinder can hydraulically generate torques of the same magnitude but with opposite force directions at the same pressure. For uniform force input, it is specified that the adjacent working cylinders of the two control devices form an assumed angle with each other along their lever axes in each state of motion, the angle being almost constant and preferably approximately 60 degrees. This also allows for the fixing of movable steering equipment to a shipbuilding component, such as the hull, which can be considered stationary, in a particularly space-saving manner.

[0022] In this regard, the pivotable control component forms the rudder blade of the rudder device or constitutes its own control boat drive device, which is preferably of the form of a jet rudder, and the control component is pivotally mounted relative to a part stationary here, such as the hull, and can be operated from the ship's bridge.

[0023] The present invention provides a driving device for moving a control component pivotally disposed about a rotation axis by means of a first control device, the control device comprising at least:

[0024] - A first lever transmission device having at least one lever arm for driving the control component.

[0025] - A first operating device for moving the first lever transmission device, and

[0026] - A first braking device, which acts on the control component, such that torque can be transmitted from the first lever transmission device to the control component.

[0027] In one embodiment, a second control device is provided, the second control device comprising at least:

[0028] - A second lever transmission device having at least one lever arm

[0029] -Second operating device, and

[0030] - A second braking device, which acts on the control component as an auxiliary support for the first control device.

[0031] In one embodiment, the first control device and the second control device have a single pair of lever transmission device, operating device and braking device configured to interact with each other.

[0032] In one embodiment, each lever arm of one of the first and second lever transmission devices transitions into the same lever arm in a hypothetical extension. The rotation axis of the control component is located at the transition point from one lever arm to the adjacent lever arm, and a corresponding actuating device is configured in conjunction with at least one associated braking device at the free end region of the hinge portion of each lever arm to form one of the first and second control devices.

[0033] In one embodiment, the two lever arms of the first control device and the two lever arms of the second control device form a cross, the lever arms being adjacent to each other in pairs forming an angle of ≤90 degrees in the region of the rotation axis, thereby the remaining supplementary angles starting from 90 degrees are larger, and all angles together result in 360 degrees.

[0034] In one embodiment, the control component has a driveable structure that works in conjunction with a corresponding lever arm via a first braking device and a second braking device.

[0035] In one embodiment, the structure is a disk.

[0036] In one embodiment, the first control device and the second control device are each composed of at least one hydraulic actuator.

[0037] In one embodiment, the hydraulic actuator is in the form of a hydraulic working cylinder that acts on the hinge portion of a corresponding lever arm on the rod side and is pivotally hinged to a housing portion on the housing side, the housing portion being part of a statically positioned support device.

[0038] In one embodiment, the adjacent working cylinders of the first control device and the second control device form a hypothetical angle with each other along their rod axis in each motion state in a hypothetical extension, the angle being almost constant.

[0039] In one embodiment, the control component has a rudder blade of a steering device or constitutes a ship's drive mechanism, and the control component is pivotally mounted relative to a stationary portion.

[0040] In one embodiment, the portion is the hull.

[0041] This disclosure also relates to a method for operating the drive device described above, the control device comprising at least two control devices, each control device having a lever transmission device, an actuation and braking device, the braking device acting on a control component rotatable about a rotation axis, the method comprising at least the following steps:

[0042] -The first lever transmission device is clamped onto the structure by means of a braking device using a first control device to generate torque on the rotatable control component, while

[0043] - The other lever transmission device, previously clamped in the operating position on the structure, is released by releasing another braking device using another control device, and preferably occupies the starting position when the moving speed increases, and then...

[0044] - By means of the provided operating device, the other lever transmission device is moved from this starting or initial position at a predetermined theoretical speed and clamped onto the structure, while...

[0045] - The first lever transmission device is released by means of the first control device.

[0046] This results in shock-free continuous motion of the control panel along with its associated control blades. Attached Figure Description

[0047] The following detailed explanation of the components of the ship's steering gear according to this invention is provided with reference to embodiments. Here, the schematic and non-total figures are shown:

[0048] Figure 1 A top view showing the main components of the steering gear and drive system;

[0049] Figure 2a , Figure 2b , Figure 2c and Figure 2d Showing the control according to Figure 1 The different hydraulic components of the servo motor; and

[0050] Figure 3 Showing the direction of the arrow towards Figure 1 The image shows a partial side view of the servo motor. Detailed Implementation

[0051] The drive device according to this invention is used to move a control member 12, which is pivotally mounted about a rotation axis 10, by means of a first control device 14. The control member 12 has a driveable structure in the form of a flat, circular disk 16, the rotation center of which passes through the rotation axis 10, which, in this respect, is according to the present invention... Figure 3 The illustrated structure is based on the vertical axis of the rudder device 18 as a whole, which is oriented vertically as an axis, provided that the attached ship (not shown) is stationary and, for this purpose, does not perform pitch, yaw, or roll movements; such movements typically occur during ship navigation. The disk 16 mentioned therein further... Figure 3 As shown, the rudder 16 is centrally and fixedly connected to the rudder post 20 on its lower side, which in turn transitions into the rudder blade 22 on its lower side. In this respect, the individual components of the disc 16, rudder post 20, and rudder blade 22 are rigidly interconnected, and the pivoting motion of the disc 16 is transmitted to the rudder blade 22 in the same direction via the rudder post 20. The rudder post 20 is rotatably supported on a fixed bearing 24, which is part of a support frame 26 in which the disc 16 is movably, and particularly rotatably, guided. In this respect, the rudder blade 22 is a component of the control unit 12. The support frame 26 can be considered stationary here because it is fixedly connected to the associated ship components, in this case, the hull. The rudder blade 22 is constructed as a symmetrical fluid body, having a thickened portion in the direction of inflow and a relatively thinner fin in the direction of outflow in the form of water.

[0052] The first control device 14 has a first lever transmission device 28 and the other control device 29 has another lever transmission device 30, each having two lever arms 32, 34 or 36, 38 respectively. Here, the two lever arms 32, 34 are configured according to... Figure 1 The lever arms are drawn in a single piece and transition into each other without exceeding the axis of rotation 10 in the transition region. The similar arrangement also applies to the lever arms 36, 38 of the other lever drive 30. Furthermore, the lever arms 32, 34 are guided above the lever drive 30 having its two lever arms 36, 38, which is also particularly evident from the arrangement of the lever arms 36, 38. Figure 1As illustrated in the diagram. Generally, the lever arms 32, 34 or 36, 38 move relative to each other in pairs along the rotation axis 10 with the aforementioned overlapping arrangement, which will be explained in detail below. Furthermore, each control device 14, 29 has an operating device 40, 42 respectively, configured to be associated with each lever drive 28, 30. Within the range of operation for the two lever drives 28, 30, a hydraulic actuator of a hydraulic working cylinder 44 of identical construction is provided. Here, each working cylinder 44, in the form of a differential cylinder, is hinged on the rod side to the hinge portion 46 of the corresponding lever arm 32, 34, 36, 38 and pivotally supported on the housing side on a receiving portion 48, which is part of a stationary boat component, here in the form of a support frame 26. Generally, four working cylinders 44 are provided, each pivotally hinged at its end. Each working cylinder is arranged in pairs, diametrically opposed to one lever drive 28 or the other lever drive 30 relative to the axis of rotation 10. Along the direction... Figure 1 Looking upwards, two working cylinders 44 for lever drive 28 are shown in the extended position and two working cylinder pairs 44 for the other lever drive 30 are shown in the extended position. Then, for another control process, the working cylinder 44 of the first lever drive 28 occupies the extended position and the other cylinder 44 of the other lever drive 30 extends.

[0053] In addition, each lever drive mechanism 28, 30 is equipped with a braking device 50, 52. Each braking device 50, 52 is designed as a standard component to have two hydraulically operated disc brake calipers 54, each of which has... Figure 1 It is only described in principle, and in Figure 3 The diagram depicts a suitable arrangement of the disc brake calipers below and fixedly connected to lever arms 32, 34, 36, and 38. If (not shown in detail, but common in the prior art) hydraulic pressure is output to the corresponding disc brake caliper 54, the disc 16, which overlaps at the edge side of the caliper 54, is clamped and fixed in its corresponding position, and upon release of braking pressure, the disc 16 is then guided to rotate freely about the axis of rotation 10. It goes without saying that a single disc brake caliper 54 in its braking position has at least stopped or completely stopped the rotational movement of the disc 16. The corresponding braking devices 50, 52 of each control device 14 or 29 enable control of the disc 16 and therefore other components of the control unit 12, i.e., the rudder post 20 together with the rudder blade 22, via the paired disc brake calipers 54. It should be noted that, for simplicity, in Figure 3 Only lever arm 32 and lever arm 36 with associated brake caliper 54 are shown.

[0054] If, for example, you want to make in Figure 1 As the rudder blade 22, deflected clockwise, returns to its initial position 66, the second lever drive 30, with its lever arms 36, 38, can be secured or clamped onto the disc 16 via the respective configurable disc brake calipers 54 of another braking device 52. This initial position, as a vertical plane, cuts through and centered on the drive unit as a whole, passing through the axis of rotation 10. Conversely, the first lever drive 28 separates from the disc 16 by releasing the configurable disc brake calipers 54 of the first braking device 50. While the two hydraulic cylinders 44 of the second lever drive 30 extend from their indicated full-circumference extended positions, the two cylinders 44 of the first lever drive 28 remain extended. The cylinders 44 of the second lever drive 30 then remain extended for an extended period until the rudder blade 22 occupies its middle or initial position along the vertical plane 66. In this regard, by means of the second control device 29, the disc 16, as part of the control component 12, deflects counterclockwise about the axis of rotation 10. The possible pivoting positions of the two lever transmission devices 28 and 30 are in Figure 1 The image is depicted with a double arrow in a dashed line. Preferably, each lever transmission device 28, 30 deflects at a maximum angle of 30 degrees, enabling rapid maneuvering of the disc 16 in addition to providing a good force to the control component 12.

[0055] If we disregard the subsequent counterclockwise pivoting motion via the first lever transmission device 28, this first lever transmission device can also maintain its position according to... Figure 1 In this position, the disc brake caliper 54 of the braking device 50 is clamped onto the disc 16, and the rudder blade 22 is held in this position. Then, the disc brake caliper 54 of the braking device 52 of the second lever drive 30 can be released. If further counterclockwise rotation is required, this can be done via the first lever drive 28 by extending the piston 44. Thus, by means of the continuous release and clamping of the two lever drives 28 and 30, a continuous adjustment of more than 360 degrees can be achieved not only in the clockwise direction but also in the counterclockwise direction for the disc 16 and therefore the rudder blade 22. There is no corresponding solution in the prior art for this.

[0056] In accordance with Figure 1In the illustrated embodiment, the two lever transmission devices 28, 30 form a cross with their lever arms 32, 34 or 36, 38, wherein the angle α between two adjacent lever arms 32, 36 or 34, 38 is less than 90 degrees and the supplementary angle b between lever arms 34 and 36 or 32 and 38 is correspondingly greater than 90 degrees. Furthermore, the hypothetical extensions of two adjacent working cylinders 44 mutually form a hypothetical angle c, which is substantially constant independent of the deflection of the working cylinders, and is exemplary 60 degrees in the present case. Preferably, the value range for angle α is set to 30 to 90 degrees, the value range for angle b is set to 90 to 150 degrees, and the value for angle c is set to 60 degrees.

[0057] The hydraulic supply system is used to operate the hydraulically operated cylinder 44. Here, Figure 2a A hydraulic control system for each working cylinder 44 is shown, comprising an electromagnetically actuated control valve 68, wherein the control valve is... Figure 2a The position shown occupies the middle locked position, and otherwise, in the manipulated switching position, fluid is supplied to the rod side of a pair of working cylinders 44 once and fluid is supplied to the piston side of the same pair of working cylinders 44 once, for operating one lever drive 28 or the other lever drive 30. In order to maintain the respective positions occupied by the rudder blades 22 even under the influence of environmental forces, according to... Figure 2a Two check valves 70 are also typically connected to the hydraulic valve supply unit.

[0058] Figure 2b A common switching valve 72 is shown, which in turn enables the electromagnetically paired disc brake calipers 54 to be operated to clamp or secure the disc 16 in its respective position or to de-operate the disc brake calipers for release.

[0059] according to Figure 2c The valve arrangement with adjustable flow control valve 74 allows for the supply of lubricating material, which is not shown and described in detail, particularly for the rudder bearing in the form of support portion 24.

[0060] according to Figure 2d The simplified diagram further illustrates a redundant multi-pump system in the form of two engine pump units 76 for supplying the hydraulic supply circuit. Furthermore, this hydraulic supply, by means of the respective engine pump units 76, can be supplemented by a filter 78 and a coolant 80.

[0061] As in Figure 2a , Figure 2b , Figure 2c and Figure 2dThe relevant hydraulic supply components shown are common in the control of hydraulic consumables, such as working cylinders and / or disc brakes, making the relationship explained only in a very simplified manner.

[0062] In an embodiment not shown in detail, it may also be specified that at least one lever arm 32, 34, 36, 38 is equipped with a dual arrangement of disc brake calipers 54. Preferably, each lever arm 32, 34, 36, 38 can be equipped with such a dual braking arrangement. Furthermore, the following possibility also exists: Figure 3 The arrangement structure shown is arranged in multiple overlapping stacked arrangements, preferably in this case. Figure 1 The solution set in the middle is set again according to Figure 3 Below the subordinate arrangement structure, the very high adjustment force that can be applied to the rudder blade 22 can be achieved even with a small structural space due to this dual arrangement structure. The solution described does not need to be limited to the use of rudder equipment, but can always be used in situations where continuous action should be applied to each type of control component in order to allow continuous, sustained adjustment movements. In an embodiment not shown, it is also possible to equip the drive device with only one lever drive 28 or 30. For this, of course, a braking unit 55 fixed to the frame 26 is required. However, redundancy with respect to the overall system can be achieved by using two lever drives 28, 30.

Claims

1. Drive device for moving a control member (12) which is arranged pivotably about an axis of rotation (10) by means of a first control device (14), characterized in that The control device comprises at least - a first lever gear (28) with at least one lever arm for driving the control part (12), - a first actuating device (40) for moving the first lever gear (28), and - a first brake device (50) which acts on the control part (12) such that torque can be transmitted from the first lever gear (28) to the control part (12).

2. The drive apparatus according to claim 1, characterized by A second control device (29) is provided, which comprises at least - a second lever gear (30) with at least one lever arm, - a second actuating device (42), and - a second brake device (52) which acts on the control part (12) as an auxiliary support for the first control device (14).

3. The drive apparatus according to claim 2, characterized by The first control device (14) and the second control device (29) have individual pairs of lever gears, actuating devices and brake devices which are assigned to one another.

4. The drive apparatus according to claim 2, characterized by Each lever arm of one of the first lever gear (28) and the second lever gear (30) transitions in a notional extension into a lever arm of the same lever gear, the axis of rotation (10) of the control part (12) being arranged at the point of transition from one lever arm to the adjacent other lever arm, and the respective actuating device being configured, acting on the free end region on the hinge point (46) of each lever arm, together with at least one assigned brake device.

5. The drive apparatus according to claim 2, characterized by The two lever arms of the first control device (14) and the two lever arms of the second control device (29) form a cross, the lever arms being arranged next to one another in pairs in the region of the axis of rotation (10) to form an opening angle of ≤ 90°, from which the remaining complementary angle is greater than 90°, and all the angles together add up to 360°.

6. The drive apparatus according to claim 2, characterized by The control part (12) has a drivable structure which is configured to cooperate with the respective lever arm via the first brake device (50) and the second brake device (52).

7. The drive apparatus according to claim 6, characterized by The structure is a disc (16).

8. The drive apparatus according to claim 2, characterized by The first actuating device (40) and the second actuating device (42) are each formed by at least one hydraulic actuator.

9. The drive apparatus according to claim 8, characterized by The hydraulic actuator is in the form of a hydraulic working cylinder (44) which acts on the hinge point (46) of the respective lever arm (32, 34, 36, 38) on the rod side and is pivotably articulated on the housing side in a receptacle (48) which is part of a stationary arranged bearing device (26).

10. The drive apparatus according to claim 9, characterized by The working cylinders (44) of the first control device (14) and the second control device (29) which are arranged next to one another in a notional extension along their rod axes form a notional angle (c) with one another in each movement state, which angle is almost constant.

11. The drive apparatus according to any one of claims 1 to 10, characterized by The control member (12) has a rudder blade (22) of a rudder device (18) or constitutes a ship drive and the control member (12) is pivotably arranged relative to a stationary arranged part (26).

12. The drive apparatus according to claim 11, characterized by The part (26) is a ship body.

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