A high speed marine propeller control system

Abstract

The utility model discloses a kind of high-speed ship propeller control systems, belong to ship technical field, including propeller installed on the stern shaft of ship, further include for controlling propeller left and right steering steering control oil circuit and for controlling propeller up and down lifting oar or falling oar longitudinal control oil circuit;Propeller is provided with angle sensor for detecting propeller left and right angle and up and down angle, angle sensor and display device are electrically connected with control unit;Steering control oil circuit includes first hydraulic pump, first electromagnetic reversing valve, left steering oil cylinder, right steering oil cylinder, hydraulic steering gear and rudder wheel, first hydraulic pump selectively communicates first electromagnetic reversing valve or hydraulic steering gear, realizes the double-path control of rudder wheel and electric drive, the automatic control of propeller left and right steering and lifting oar falling oar is realized by hydraulic mode in the design, propeller angle of rotation can be monitored simultaneously, it is convenient to adjust in time.

Description

Technical Field

[0001] This utility model belongs to the field of marine technology, specifically relating to a high-speed marine propeller control system. Background Technology

[0002] A propeller is a ship's propulsion device. It typically controls course and speed by adjusting the rudder angle and pitch. Under different operating conditions, the pitch and speed can be adjusted to optimize the efficiency of the ship's diesel engine. However, such ships still suffer from slow speed and slow turning, and the bridge cannot monitor the propeller's vertical and horizontal turning angles, making timely adjustments impossible. Furthermore, it lacks closed-loop control functionality for the propeller. Utility Model Content

[0003] The technical problem to be solved by this utility model is to provide a high-speed ship propeller control system that addresses the shortcomings of the existing technology. This system can automatically control the left and right turning of the propeller and the raising and lowering of the propeller, while also monitoring the propeller angle for timely adjustment.

[0004] To solve the above-mentioned technical problems, the technical solution of this utility model is as follows:

[0005] A high-speed ship propeller control system includes a propeller mounted on the stern shaft of a ship, and further includes a steering control oil circuit for controlling the left and right turning of the propeller and a longitudinal control oil circuit for controlling the propeller to lift or lower.

[0006] The propeller is equipped with an angle sensor for detecting the left-right and up-down angles of the propeller. The angle sensor and the display device are electrically connected to the control unit.

[0007] The steering control hydraulic circuit includes a first hydraulic pump, a first solenoid directional valve, a left steering cylinder, a right steering cylinder, a hydraulic steering gear, and a steering wheel. The inlet of the first solenoid directional valve is connected to the hydraulic oil tank through the first hydraulic pump, and its two load ports are respectively cross-connected to the rod-side and rodless-side chambers of the left steering cylinder and the right steering cylinder. The inlet of the hydraulic steering gear is connected to the hydraulic oil tank through the first hydraulic pump, and its two directional ports are respectively cross-connected to the rod-side and rodless-side chambers of the left steering cylinder and the right steering cylinder. The first hydraulic pump can be selectively connected to either the first solenoid directional valve or the hydraulic steering gear.

[0008] Furthermore, a hydraulic lock is connected between the first electromagnetic directional valve and the left steering cylinder and the right steering cylinder, and the hydraulic lock consists of two one-way valves with pressure relief function.

[0009] Furthermore, the first solenoid directional valve is a Y-type solenoid directional valve. When the valve core of the first solenoid directional valve is in the neutral position, its oil inlet is closed, and its return port is connected to its two load ports and the hydraulic oil tank.

[0010] Furthermore, the steering control oil circuit also includes a hydraulic valve, the inlet of which is connected to the outlet of the first hydraulic pump, one outlet of which is connected to the inlet of the hydraulic steering gear, and the other outlet of which is connected to the inlet of the first solenoid directional valve.

[0011] Furthermore, a first filter is connected between the first hydraulic pump and the hydraulic oil tank. The outlet of the first hydraulic pump is also connected to two bypasses, one of which is connected to the first hydraulic gauge and the other is connected to the first relief valve. The outlet of the first relief valve is connected to the hydraulic oil tank.

[0012] Furthermore, the longitudinal control oil circuit includes a second hydraulic pump, a second solenoid directional valve, and a lifting cylinder. The oil inlet of the second solenoid directional valve is connected to the hydraulic oil tank through the second hydraulic pump, and the two load ports are respectively connected to the rod chamber and the rodless chamber of the lifting cylinder.

[0013] Furthermore, a second filter is connected between the second hydraulic pump and the hydraulic oil tank. The outlet of the second hydraulic pump is also connected to two bypasses, one of which is connected to the second hydraulic gauge and the other is connected to the second relief valve. The outlet of the second relief valve is connected to the hydraulic oil tank through a third filter.

[0014] Furthermore, a fourth filter is connected between the second electromagnetic directional valve and the second hydraulic pump, and a third bypass is connected between the fourth filter and the second hydraulic pump. The third bypass is connected to an accumulator. The oil outlet of the second electromagnetic directional valve is connected to the oil inlet of the third filter, and a third hydraulic gauge is also connected between the oil outlet of the second electromagnetic directional valve and the third filter via a bypass.

[0015] Furthermore, it also includes a three-position switch electrically connected to the control unit on the control panel. The three-position switch includes a lift position, a stop position, and a lower position. When the three-position switch is not in operation, it automatically resets to the stop position.

[0016] Furthermore, the control panel is also equipped with a neutral position button that is electrically connected to the control unit. When the neutral position button is pressed, the propeller returns to the neutral position.

[0017] After adopting the above technical solution, the beneficial effects of this utility model are:

[0018] In the high-speed ship propeller control system disclosed in this utility model, the control unit realizes the ship's rudder propeller control by hydraulic means through the steering control oil circuit and the longitudinal control oil circuit. This control method is automatic control, with fast steering, which is convenient for increasing the speed. It also realizes dual-path control of the rudder wheel and electric in left and right steering. Furthermore, by monitoring the propeller angle, it is convenient to make timely adjustments to form a closed-loop control.

[0019] In this invention, an accumulator is installed in the longitudinal control oil circuit. The accumulator can stabilize the pressure of the hydraulic oil in the oil pipe and keep the oil pipe pressure relatively constant. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the structure of the high-speed ship propeller control system of this utility model;

[0021] Figure 2 This is a simplified mechanical structure diagram of the high-speed ship propeller control system of this utility model;

[0022] Figure 3 This is a schematic diagram showing the installation positions of the propeller and each hydraulic cylinder;

[0023] In the diagram, 1-hydraulic oil tank, 2-first filter, 3-first hydraulic pump, 4-first motor, 5-first hydraulic gauge, 6-first relief valve, 7-hydraulic valve, 8-first solenoid directional valve, 9-hydraulic lock, 10-left steering cylinder, 11-right steering cylinder, 12-hydraulic steering gear, 13-steering wheel, 14-second filter, 15-second hydraulic pump, 16-second motor, 17-second hydraulic gauge, 18-second relief valve, 19-third filter, 20-accumulator, 21-fourth filter, 22-second solenoid directional valve, 23-lifting cylinder, 24-propeller, 25-rudder blade. Detailed Implementation

[0024] The present invention will be further described below with reference to the accompanying drawings and embodiments. The preferred embodiments of the present invention are shown in the accompanying drawings. The purpose of the accompanying drawings is to supplement the description of the textual part of the specification with graphics, so that people can intuitively and vividly understand each technical feature and the overall technical solution of the present invention, but they should not be construed as limiting the scope of protection of the present invention.

[0025] like Figure 1 , Figure 2 and Figure 3As shown, a high-speed marine propeller control system includes a propeller 24 mounted on the stern shaft of a ship, a steering control hydraulic circuit for controlling the left and right turning of the propeller 24, and a longitudinal control hydraulic circuit for controlling the raising or lowering of the propeller 24. The left steering cylinder 10 and the right steering cylinder 11 in the steering control hydraulic circuit are respectively mounted on both sides O2 and O3 of the propeller 24 mounting position O, and are used to control the left and right turning of the stern shaft. The lifting cylinder 23 in the longitudinal control hydraulic circuit is mounted above the propeller 24 mounting position O1, and is used to control the raising or lowering of the propeller by the stern shaft.

[0026] To ensure clear feedback of the propeller 24's angle signal for closed-loop control, the propeller 24 is equipped with angle sensors (not shown in the figure) for detecting its left-right and up-down angles. Multiple angle sensors can be installed. The angle sensors and display device are electrically connected to the control unit. The control unit inputs corresponding electrical signals to the components in the hydraulic circuit based on the operator's actions to control the on / off state of the controller. The left-right and up-down angles detected by the angle sensors are processed by the control unit and displayed on the display device, i.e., the screen, to facilitate the operator's adjustment of the propeller 24's angle.

[0027] like Figure 1 As shown, specifically, the steering control hydraulic circuit includes a first hydraulic pump 3, a first solenoid directional valve 8, a left steering cylinder 10, a right steering cylinder 11, a hydraulic steering gear 12, and a steering wheel 13. The oil inlet of the first solenoid directional valve 8 is connected to the hydraulic oil tank 1 through the first hydraulic pump 3, and its two load ports are cross-connected to the rod-side and rodless-side chambers of the left steering cylinder 10 and the right steering cylinder 11, respectively. The oil inlet of the hydraulic steering gear 12 is connected to the hydraulic oil tank 1 through the first hydraulic pump 3, and its two directional ports are cross-connected to the rod-side and rodless-side chambers of the left steering cylinder 10 and the right steering cylinder 11, respectively.

[0028] The cross-connection here refers to the fact that one reversing port of the hydraulic steering gear 12 and one load port of the first solenoid reversing valve 8 are connected to the rod chamber of the left steering cylinder 10 and the rodless chamber of the right steering cylinder 11, and the other reversing port of the hydraulic steering gear 12 and the other load port of the first solenoid reversing valve 8 are connected to the rodless chamber of the left steering cylinder 10 and the rod chamber of the right steering cylinder 11.

[0029] The first hydraulic pump 3 can be selectively connected to the first solenoid directional valve 8 or the hydraulic steering gear 12, that is, the first hydraulic pump 3 has two selectable oil circuits: one oil circuit is where the hydraulic oil output by the first hydraulic pump 3 is input to the left steering cylinder 10 and the right steering cylinder 11 via the hydraulic steering gear 12, and the other oil circuit is where the hydraulic oil output by the first hydraulic pump 3 is input to the hydraulic oil output by the first hydraulic pump 3 via the first solenoid directional valve 8.

[0030] Specifically, in the hydraulic oil circuit of the hydraulic steering gear 12, when the steering wheel 13 is in the neutral position, the hydraulic steering gear 12 connected to the steering wheel 13 is in the draining state, and the rudder blade 25 is in the neutral position. When the steering wheel 13 rotates and drives the hydraulic steering gear 12 to rotate through a certain angle, the hydraulic steering gear 12 connects its inlet port to one of the reversing ports. The larger the angle, the larger the opening, the flow rate, and the oil pressure. The other reversing port is connected to its return port, and the oil flows to the hydraulic oil tank 1 for return. Under the action of oil pressure, the left steering cylinder 10 and the right steering cylinder 11 move to achieve left and right steering. Among them, the piston rods of the left steering cylinder 10 and the right steering cylinder 11 move in opposite directions, driving the propeller 24 and the rudder blade 25 to rotate to the left or right.

[0031] In the hydraulic oil circuit flowing through the first solenoid directional valve 8, the position of the valve core of the first solenoid directional valve 8 is controlled electronically. The first solenoid directional valve 8 is a Y-type solenoid directional valve. When the valve core of the first solenoid directional valve 8 is in the neutral position, its inlet is closed, and its return port is connected to its two load ports and the hydraulic oil tank 1. When the valve core is in the neutral position, the pressure on both sides of each cylinder reaches equilibrium, and the rudder blade 25 and propeller 24 do not rotate. When the first solenoid directional valve 8 is switched to the left position, oil enters the rod chamber of the left steering cylinder 10 and the rodless chamber of the right steering cylinder 11. Looking at the hull from the propeller 24 end, the rudder blade 25 and propeller 24 rotate to the left. When the first solenoid directional valve 8 is switched to the right position, the rudder blade 25 and propeller 24 rotate to the right, achieving the same steering effect as operating the rudder wheel 13.

[0032] In this application, the steering control oil circuit also includes a hydraulic valve 7. The oil inlet of the hydraulic valve 7 is connected to the oil outlet of the first hydraulic pump 3. One oil outlet of the hydraulic valve 7 is connected to the oil inlet of the hydraulic steering gear 12, and the other oil outlet is connected to the oil inlet of the first solenoid directional valve 8. The valve core position of the hydraulic valve 7 is controlled by a switch, thereby changing the flow direction of the hydraulic oil, that is, flowing to the hydraulic steering gear 12 or the first solenoid directional valve 8.

[0033] Preferably, a hydraulic lock 9 is connected between the first electromagnetic reversing valve 8 and the left steering cylinder 10 and the right steering cylinder 11. The hydraulic lock 9 consists of two one-way valves with pressure relief function, which can control the return oil pressure of the left steering cylinder 10 and the right steering cylinder 11 to maintain a certain pressure.

[0034] The first hydraulic pump 3 is driven by the first motor 4, providing power to the steering control oil circuit. The first hydraulic pump 3 is also connected to the hydraulic oil tank 1 via a first filter 2. The oil outlet of the first hydraulic pump 3 is also connected to two bypasses. One bypass is connected to the first hydraulic gauge 5 to monitor the system inlet oil pressure, and the other bypass is connected to the first relief valve 6. The oil outlet of the first relief valve 6 is connected to the hydraulic oil tank 1 to keep the oil pressure of the entire system from exceeding the overflow pressure.

[0035] like Figure 1As shown, the longitudinal control oil circuit includes a second hydraulic pump 15, a second solenoid directional valve 22, and a lifting cylinder 23. The inlet of the second solenoid directional valve 22 is connected to the hydraulic oil tank 1 through the second hydraulic pump 15, and the two load ports are connected to the rod chamber and rodless chamber of the lifting cylinder 23, respectively. The second solenoid directional valve 22 is a three-position four-way solenoid directional valve. When the valve core of the second solenoid directional valve 22 is in the neutral position, its inlet, return, and two load ports are all closed. When the second solenoid directional valve 22 is in the neutral position, the longitudinal position of the propeller remains unchanged. When it is necessary to raise or lower the propeller 24, the state of the second solenoid directional valve 22 is controlled to raise or lower the propeller. When the second solenoid directional valve 22 is in the left position, the rodless chamber of the lifting cylinder 23 is filled with oil, the piston rod extends, and the propeller falls under the action of the hydraulic cylinder. When the second solenoid directional valve 22 is switched to the right position, the rod chamber of the lifting cylinder 23 is filled with oil, the piston rod retracts, and the propeller is raised.

[0036] The second hydraulic pump 15 is driven by the second motor 16 and provides power for the longitudinal control oil circuit. A second filter 14 is connected between the second hydraulic pump 15 and the hydraulic oil tank 1. The oil outlet of the second hydraulic pump 15 is also connected to two bypasses. One bypass is connected to the second hydraulic gauge 17, and the other bypass is connected to the second relief valve 18. The oil outlet of the second relief valve 18 is connected to the hydraulic oil tank 1 through the third filter 19.

[0037] Furthermore, a fourth filter 21 is connected between the second solenoid directional valve 22 and the second hydraulic pump 15. A third bypass is connected between the fourth filter 21 and the second hydraulic pump 15, and the third bypass is connected to an accumulator 20. The accumulator 20 can stabilize the pressure of the hydraulic oil in the oil pipe and maintain a relatively constant oil pipe pressure. The oil outlet of the second solenoid directional valve 22 is connected to the oil inlet of the third filter 19. A third hydraulic gauge is also connected between the oil outlet of the second solenoid directional valve 22 and the third filter 19 via a bypass to monitor the system return oil pressure.

[0038] Preferably, the control system of this application further includes a three-position switch electrically connected to the control unit on the control panel. The three-position switch includes a lift position, a stop position, and a lower position. When the switch is in the lift position, the rod chamber of the lifting cylinder 23 is filled with oil, the piston rod retracts, and the propeller 24 is lifted. When the switch is in the lower position, the rodless chamber of the lifting cylinder 23 is filled with oil, the piston rod extends, and the propeller 24 is lowered. The three-position switch automatically resets to the stop position when not in operation.

[0039] Furthermore, the control panel is equipped with a neutral position button electrically connected to the control unit. When the neutral position button is pressed, the propeller 24 returns to the neutral position. Specifically, it receives the angle detected by the angle sensor in the up and down direction. If the angle value is not in the neutral position, it automatically sends a control signal to the second solenoid directional valve 22 until the angle sensor indicates that the propeller 24 is in the neutral position, so as to facilitate the height control of the propeller 24.

[0040] The high-speed ship propeller control system of this utility model includes a steering control oil circuit and a longitudinal control oil circuit. It realizes automatic control of the ship's rudder propeller through hydraulic means, which can turn quickly and facilitate the increase of speed. It also realizes dual-path control of the rudder wheel and electric power for left and right turns. The system also includes angle sensors that detect the vertical and horizontal angles of the propeller. By monitoring the propeller angle, it is easy to make timely adjustments to form a closed-loop control.

[0041] In the description of this specification, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated.

[0042] In the description of this specification, unless otherwise expressly defined, the terms "setup", "installation", "connection", etc. should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this utility model in combination with the specific content of the technical solution.

[0043] While specific embodiments of this utility model have been described above, those skilled in the art should understand that the described embodiments are merely some, not all, embodiments of this utility model. These are merely illustrative examples, and the scope of protection of this utility model is defined by the claims. Those skilled in the art can make various changes or modifications to these embodiments without departing from the principles and essence of this utility model and without any inventive effort, but all such changes and modifications fall within the scope of protection of this utility model.

Claims

1. A high-speed marine propeller control system, comprising a propeller mounted on the stern shaft of a ship, characterized in that, It also includes a steering control oil circuit for controlling the left and right turning of the propeller and a longitudinal control oil circuit for controlling the propeller to lift or lower. The propeller is equipped with an angle sensor for detecting the left-right and up-down angles of the propeller. The angle sensor and the display device are electrically connected to the control unit. The steering control hydraulic circuit includes a first hydraulic pump, a first solenoid directional valve, a left steering cylinder, a right steering cylinder, a hydraulic steering gear, and a steering wheel. The inlet of the first solenoid directional valve is connected to the hydraulic oil tank through the first hydraulic pump, and its two load ports are respectively cross-connected to the rod-side and rodless-side chambers of the left steering cylinder and the right steering cylinder. The inlet of the hydraulic steering gear is connected to the hydraulic oil tank through the first hydraulic pump, and its two directional ports are respectively cross-connected to the rod-side and rodless-side chambers of the left steering cylinder and the right steering cylinder. The first hydraulic pump can be selectively connected to the first solenoid directional valve or the hydraulic steering gear.

2. The high-speed ship propeller control system according to claim 1, characterized in that, The first electromagnetic reversing valve is connected to the left steering cylinder and the right steering cylinder by a hydraulic lock, which consists of two one-way valves with pressure relief function.

3. The high-speed marine propeller control system according to claim 2, characterized in that, The first solenoid directional valve is a Y-type solenoid directional valve. When the valve core of the first solenoid directional valve is in the neutral position, its oil inlet is closed, and its return port is connected to its two load ports and the hydraulic oil tank.

4. The high-speed marine propeller control system according to claim 1, characterized in that, The steering control oil circuit also includes a hydraulic valve, the inlet of which is connected to the outlet of the first hydraulic pump, one outlet of which is connected to the inlet of the hydraulic steering gear, and the other outlet of which is connected to the inlet of the first solenoid directional valve.

5. The high-speed ship propeller control system according to claim 4, characterized in that, A first filter is connected between the first hydraulic pump and the hydraulic oil tank. The oil outlet of the first hydraulic pump is also connected to two bypasses. One bypass is connected to the first hydraulic gauge, and the other bypass is connected to the first relief valve. The oil outlet of the first relief valve is connected to the hydraulic oil tank.

6. The high-speed ship propeller control system according to claim 1, characterized in that, The longitudinal control oil circuit includes a second hydraulic pump, a second solenoid directional valve, and a lifting cylinder. The oil inlet of the second solenoid directional valve is connected to the hydraulic oil tank through the second hydraulic pump, and the two load ports are connected to the rod chamber and rodless chamber of the lifting cylinder, respectively.

7. The high-speed ship propeller control system according to claim 6, characterized in that, A second filter is connected between the second hydraulic pump and the hydraulic oil tank. The outlet of the second hydraulic pump is also connected to two bypasses. One bypass is connected to the second hydraulic gauge, and the other bypass is connected to the second relief valve. The outlet of the second relief valve is connected to the hydraulic oil tank through a third filter.

8. The high-speed marine propeller control system according to claim 7, characterized in that, A fourth filter is connected between the second electromagnetic directional valve and the second hydraulic pump. A third bypass is connected between the fourth filter and the second hydraulic pump. The third bypass is connected to an accumulator. The oil outlet of the second electromagnetic directional valve is connected to the oil inlet of the third filter. A third hydraulic gauge is also connected between the oil outlet of the second electromagnetic directional valve and the third filter via a bypass.

9. The high-speed marine propeller control system according to any one of claims 1 to 8, characterized in that, It also includes a three-position switch that is electrically connected to the control unit on the control panel. The three-position switch has a lift position, a stop position and a drop position. When the three-position switch is not in operation, it automatically resets to the stop position.

10. The high-speed marine propeller control system according to claim 9, characterized in that, The control panel is also equipped with a neutral button that is electrically connected to the control unit. When the neutral button is pressed, the propeller returns to the neutral position.

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