Redundant electric rowing system for a submarine and its operation

Abstract

The present invention relates to an electric steering system 10, wherein the steering system 10 has at least three rudders 20, wherein each rudder 20 has at least one first electric servomotor 31, wherein the steering system 10 has at least one control console 40, a first rudder control system 51 and a first motor controller 61, wherein the control console 40 is designed to input control commands, wherein the control console 40 and the first rudder control system 51 are connected for transmitting the control commands, wherein the first rudder control system 51 is designed to process the control commands and control commands, wherein the first rudder control system 51 and the first motor controller 61 are connected for transmitting the control commands, wherein the first motor controller 61 is connected to the first servomotors 31 for adjusting the rudders 20 according to the control commands, characterized in thatthat the steering system 10 has at least one second rudder control system 52, wherein the control console 40 and the second rudder control system 52 are connected for transmitting the control commands, wherein the second rudder control system 52 is designed to process the control commands and control commands, wherein the second rudder control system 52 and the first motor control 61 are connected for transmitting the control commands.,

Description

[0001] The invention relates to a rudder system, in particular for a submarine, wherein the rudder system is designed for electrical control of the rudders. The rudder system is redundantly designed so that at least one safe surfacing is possible.

[0002] There is a growing interest in electrically powering the rudder systems of submarines. However, the challenge with submarines is that functionality must be maintained even in the event of a partial failure, as the rudders are needed to propel the submarine to the surface under its own power. Therefore, there is currently some skepticism regarding the potential vulnerability of an electric rudder system and a tendency to rely on proven technologies, such as hydraulic rudder systems.

[0003] Classic submarines feature a cruciform rudder arrangement. A vertical rudder allows for steering to port and starboard. The two horizontal rudders can be used to change depth or roll the submarine. This means that the desired direction change can be easily controlled by the rudders. However, newer submarines are increasingly using an X-rudder arrangement, in which all four rudders are diagonal to the horizontal. The advantage is that all rudders are always involved in a change of direction, making it faster and the submarine more maneuverable. On the other hand, this makes controlling the rudders more complex.

[0004] From the subsequently published DE 10 2021 211 387, a pressure-resistant piston media separator, in particular for a linear drive of a ship's rudder machine, is known.

[0005] From DE 10 2016 006 933 B3 a method for compensating the blockage of a rudder blade in an X-rudder is known.

[0006] A linear drive for a ship's rudder engine is known from DE 10 2016 204 248 A1.

[0007] From DE 10 2021 211 387 A1 a pressure-resistant piston media separator, a linear drive for a ship's rudder machine and a submarine are known.

[0008] An introduction to design methodology is known from Linke, Petra and Frank Weidermann, "Introduction to design methodology", Handbook of Mechanical Engineering, Wiesbaden, Springer Fachmedien Wiesbaden, 2021, 677, 692-93, Web.

[0009] From US 2018 / 0050783 A1, a control device for a generic electric rudder system is known.

[0010] The object of the invention is to provide an electrically sufficient redundant rudder system so that it can be used in particular on a submarine.

[0011] This problem is solved by an electric rudder system with the features specified in claim 1, a submarine with the features specified in claim 14, and the method with the features specified in claim 15. Advantageous embodiments are described in the dependent claims, the following description, and the drawing.

[0012] The electric rudder system according to the invention has at least three rudders. A cruciform rudder requires three rudders. An X-rudder has four rudders. Additionally, two further diving planes are often arranged at the bow or conning tower. Thus, three, four, five, or six rudders are common. Therefore, a movable rudder or rudder blade, as defined by the invention, is the individual movable rudder; the entirety of all rudders, together with the technology necessary for their control, constitutes the complete rudder system. For a surface vessel, a single rudder may suffice, but it can also have two or more rudders, usually arranged parallel to one another. For a submarine with a cruciform rudder, at least three rudders are required. Each rudder has at least one first electric actuator. If several rudders are present, several first electric actuators are also present.The first electric actuator allows the connected rudder to be adjusted to its position. This means that the entire transmission of a control signal is electrical and therefore requires only simple wiring. The actuator and the rudder can be directly or indirectly connected via mechanical elements. The rudder system comprises at least one control console, a first rudder control system, and a first motor control unit. The control console is designed for inputting control commands. In particular, the control commands can be entered by a user. The control commands are preferably in the form of, for example, a change in the direction of travel. The control console and the first rudder control system are connected for transmitting the control commands. The first rudder control system is designed for processing the control commands and determining the corresponding control inputs.In particular, the individual rudder positions are calculated from the control commands, and the control commands for the individual electric actuators are determined from the desired rudder positions. The first rudder control system and the first motor controller are connected to transmit the control commands. The first motor controller is electrically connected to the first actuators for adjusting the rudders according to the control commands. This connection can be achieved, for example, by directly controlling the first actuators by changing or adjusting the motor currents, i.e., by directly supplying the voltage for the movement of the first actuators. It is therefore an electric rudder system.

[0013] According to the invention, the rudder system comprises at least one second rudder control system. The first and second rudder control systems are thus separate from each other, even if they may be integrated, for example, in a common housing. It is essential that the first and second rudder control systems function completely independently of each other, so that if the first rudder control system fails, the second rudder control system is not affected, and vice versa. The steering console and the second rudder control system are connected for transmitting the steering commands. The second rudder control system is configured to process the steering and control commands. The second rudder control system and the first motor control unit are connected for transmitting the control commands.For example, and preferably, the first rudder control system is configured to monitor the second rudder control system, and the second rudder control system is configured to monitor the first rudder control system. It can be provided that the first rudder control system sends its control commands to the first motor control system, while the second rudder control system receives inputs in parallel with the first rudder control system but does not issue any control commands. If the first rudder control system ceases to issue control commands, the system or the second rudder control system detects a malfunction in the first rudder control system and issues at least an error message. In particular, it can be provided that the second rudder control system issues control commands after detecting the malfunction.Furthermore, it can be provided that the first rudder control system is deactivated or that the transmission of control commands from the first rudder control system to the engine control unit is interrupted. Alternatively or additionally, and preferably, the first and second rudder control systems can be selected manually. Thus, it is possible to switch manually between the first and second rudder control systems. In another alternative, the second rudder control system normally monitors the first rudder control system. Both rudder control systems receive the same inputs from the control console, and both calculate the corresponding rudder positions. The second rudder control system also receives the data generated by the first rudder control system and compares it with its own results. If these are identical, the second rudder control system takes no action.If a deviation is detected, a user is notified to select a rudder control system. If the first rudder control system fails, the second rudder control system receives no data from the first and can therefore fully take over the tasks of the first rudder control system automatically.

[0014] Especially in a submarine, and particularly one with an X-shaped rudder, translating a steering command into an actual change in the rudder angle is complex. While a surface vessel with only one rudder offers a choice between starboard and port, moving the rudder accordingly in the desired direction, the free movement in three directions, including roll, makes this process significantly more complex for a submarine.

[0015] Therefore, the redundant design of the rudder control system is particularly advantageous.

[0016] In a further embodiment of the invention, the rudders have at least one second electric actuator. The rudder system further includes a second motor control unit. The first rudder control system and / or the second rudder control system and the second motor control unit are connected to transmit the control commands. The second motor control unit is connected to the second actuators to adjust the rudders according to the control commands. In this embodiment, the first rudder control system can be connected only to the first motor control unit, and the second rudder control system can be connected only to the second motor control unit. In this embodiment, two parallel and completely independent systems exist side by side. Alternatively, the first rudder control system can be connected to both the first and the second motor control units, and the second rudder control system can be connected to both the first and the second motor control units.In this case, for example, the second rudder control system can be kept on standby and only activated if the first rudder control system fails. Alternatively, the second rudder control system can monitor the first and automatically take over if the first fails, or, in the event of a discrepancy between the two rudder control systems, alert the user to the problem and allow them to manually select a rudder control system. This further increases redundancy. The first and / or second rudder control system is also connected to the first motor controller for transmitting control commands. The first motor controller is connected to the first electric actuator, and the second motor controller is connected to the second electric actuator.

[0017] Each of the two electric actuators moves a rudder, allowing rudder adjustment even if one actuator fails. It can be configured that the first actuator control unit can optionally be connected to the second electric actuator, and vice versa.

[0018] By combining the redundancy of the rudder control system with a first rudder control system and a second rudder control system, and further redundancy with a first motor control and a second motor control, also combined with the redundant design of the actuators, the robustness of the overall system is greatly increased, especially if the possible design is chosen in which both rudder control systems are each designed to control both motor controls.

[0019] In In another embodiment of the invention, the first motor control unit and the second motor control unit are combined in a single housing. The first motor control unit and the second motor control unit can also be configured as a single, combined motor control unit, with one section for controlling the first actuators and a second section for controlling the second actuators.

[0020] In a further embodiment of the invention, the first electric actuator and the second electric actuator each provide only 50% to 95% of the power required to adjust the respective rudder at maximum speed or maximum torque. While this does not provide complete redundancy in the event of an actuator failure, functionality is maintained. For example, at high speeds and when tight turning circles are desired, the available power may no longer be sufficient to move the rudder against the pressure at full speed, which is only possible if both actuators are functioning. Thus, control remains possible, albeit somewhat limited. Conversely, the actuators can be made significantly smaller, which in turn saves space and weight.

[0021] In a further embodiment of the invention, the control console, the first rudder control system, and the second rudder control system are combined in a single housing. In particular, the first rudder control system and the second rudder control system can be physically integrated into the control console.

[0022] In a further embodiment of the invention, the rudder system has six rudders, in particular an X-rudder and two forward diving planes.

[0023] In a further embodiment of the invention, the rudder system includes a manual auxiliary control console. The manual control console is designed for inputting control commands. It can be provided that the manual auxiliary control console is attached directly to the motor control unit; however, it is preferably arranged immediately adjacent to the main control unit. The modified functionality of the manual auxiliary control console compared to the main control unit means that the user must specifically set the rudder position of the individual rudders on the manual auxiliary control console. This is not immediately apparent, especially with an X-rudder. The manual auxiliary control console and the first motor control unit are connected for transmitting the control commands. The manual auxiliary control console and the second motor control unit are connected for transmitting the control commands.When the manual auxiliary control console is activated, currents are immediately sent from the engine control unit to the respective engine, changing the rudder position. The manual auxiliary control console allows for manual operation, albeit with limited functionality; however, controllability is maintained, ensuring at least a safe surfacing even in the event of a failure of both rudder control systems.

[0024] The manual auxiliary steering console can be used with or without the second motor control system. In this configuration, the manual auxiliary steering console bridges the gap between the motor control system and the first and second rudder control systems in the event of a failure. The first and second motor control systems can be controlled in parallel, i.e., identically or simultaneously. While controlling the rudders via the manual auxiliary steering console is considered complex for normal operation, it is sufficient to at least bring a submarine to the surface, specifically to bring all rudders to the maximum ascent position. This provides additional redundancy in the event of a simultaneous failure of both rudder control systems, ensuring that the submarine can at least surface.This creates not just simple redundancy, but multiple redundancy, which allows for a degradation of the system, i.e., a gradual deterioration of the overall system's functionality.

[0025] In a further embodiment of the invention, the first rudder control system is connected to a first sub-network, and the second rudder control system is connected to a second sub-network. By separating the systems into two independent sub-networks, the failure of one sub-network can be mitigated.

[0026] In a further embodiment of the invention, the first motor control unit is connected to a first partial electrical system, and the second motor control unit is connected to a second partial electrical system. By separating the system into two independent partial electrical systems, the failure of one of these systems can be mitigated.

[0027] In a further embodiment of the invention, the first electric actuators are connected to a first partial electrical system, and the second electric actuators are connected to a second partial electrical system. By separating the systems into two independent partial electrical systems, the failure of one of these partial systems can be mitigated.

[0028] A sub-network is a part of the electrical supply network within a submarine that can operate independently if part of the supply fails. Each sub-network therefore has power sources and loads and can be electrically isolated from the overall network or other sub-networks. A submarine can have at least two sub-networks.

[0029] In a further embodiment of the invention, the rudder system includes a pneumatic auxiliary control console. Each rudder has a pneumatic actuator. The pneumatic actuator is mechanically connected to the rudder or can be connected via an actuating mechanism, for example, a mechanical clutch or a feed mechanism. The pneumatic auxiliary control console is pneumatically connected to all pneumatic actuators and can establish or interrupt the supply of operating gas, such as compressed air. The pneumatic auxiliary control console and the pneumatic actuator operate completely independently of the actual electric rudder system and provide maximum redundancy in the event of, for example, a failure of all electrical systems.

[0030] In a further embodiment of the invention, the pneumatic auxiliary control console includes a pneumatic pressure accumulator, for example, a compressed gas cylinder. Thus, the pneumatic auxiliary control console does not rely on an external system for its operation. The auxiliary control console can consist of at least one valve that is arranged in the connection between the compressed gas cylinder and the pneumatic actuator such that the compressed gas reaches or prevents the auxiliary motor from reaching it. Ideally, the auxiliary control console provides a separate control circuit for each auxiliary motor in order to control only malfunctioning control surfaces.

[0031] In a further embodiment of the invention, the pneumatic auxiliary control console and the pneumatic actuator are designed solely to move the rudder into a surfacing position. The pneumatic system thus serves only to enable the fastest and most controlled ascent possible, and therefore does not need to be designed to allow more complex control movements. A further advantage is that a pneumatic pressure reservoir can be very small, since only a single rudder movement needs to be possible.

[0032] In particular, it may be possible to use the pneumatic actuator in addition to the aforementioned embodiments with multiple rudder control systems, multiple motor controls, multiple motors or the manual auxiliary control console in order to create further redundancy and thus achieve even greater safety.

[0033] In another aspect, the invention relates to a submarine with a rudder system according to the invention. Especially in submarines, functionality is essential even in the event of a failure, in order to at least be able to return to the surface. At the same time, the use of an electric rudder system is particularly advantageous for reasons of space and weight.

[0034] In a further embodiment of the invention, a submarine with an X-rudder and a rudder system according to the invention.

[0035] In a further aspect, the invention relates to a method for operating an electric rudder system, in particular a rudder system according to the invention as described above. In normal operation, control commands are entered via the control console, which transmits these commands to the first rudder control system. The first rudder control system processes the control commands into actuation commands. The first rudder control system transmits these actuation commands to the first motor control unit. The first motor control unit controls the first actuators for adjusting the rudder.

[0036] If the first rudder control system fails, the second rudder control system takes over its function. This provides redundancy for this level of the electric rudder system. The full functionality remains intact.

[0037] In a further embodiment of the invention, the second rudder control system monitors the first rudder control system during normal operation. If the first rudder control system fails, the second rudder control system takes over its function. This can involve monitoring the same processes in parallel. In this case, the first and second rudder control systems should normally issue identical control commands. If a comparison shows that both are identical, then both rudder control systems are functioning normally. If a deviation occurs, one is defective, and the other must take over. This makes it easy to detect not only a total failure but also a malfunction.

[0038] In a further embodiment of the invention, if the first rudder control system fails, the system can manually switch to the second rudder control system. This has the advantage that the second rudder control system is only in standby mode during normal operation and therefore consumes less energy.

[0039] The aforementioned further examples of embodiments for the rudder system, for example with regard to a second rudder control system, apply analogously here.

[0040] In a further embodiment of the invention, if the first rudder control system and the second rudder control system and / or the steering console fail, control commands are entered via the manual auxiliary steering console. The disadvantage is that the control commands for the individual rudders must now be entered directly, meaning the operator must manually set the rudder position. This is particularly complex and less convenient with an X-rudder. However, the functionality of the rudder system remains guaranteed, even in the event of multiple system failures. The manual auxiliary steering console transmits the control commands to the first motor control unit. This ensures that maneuvering, such as surfacing, is still possible.

[0041] In a further embodiment of the invention, in the event of a failure of the first rudder control system, the second rudder control system, and / or the steering console, as well as the manual auxiliary steering console, and / or the first motor control, and / or the first actuators, control commands are entered via the pneumatic auxiliary steering console. Each rudder can thus be moved via a pneumatic actuator. The pneumatic auxiliary steering console pneumatically controls all pneumatic actuators. This is even more complex for the operator, as it is not possible to specify a target position for the pneumatic actuator, but rather it is essentially switched on and off to achieve a rudder position. An example of this would be a total failure of the electrical system, which would cause all the aforementioned systems of the electric rudder system to fail simultaneously. Thus, only rudimentary maneuvers are possible, but surfacing is still possible.

[0042] The rudder system according to the invention is explained in more detail below with reference to an embodiment shown in the drawing.

[0043] Fig. 1 Schematic representation of the rudder system In Fig. 1A rudder system 10 according to the invention is shown schematically. For simplification, only one rudder 20 is shown. In normal operation, control commands are entered via a control console 40 and transmitted to the first rudder control system 51 and the second rudder control system 52. There, the control commands are converted into specific rudder positions, and control commands are generated from the rudder positions to be achieved. The first rudder control system 51 transmits control commands to the first motor control unit 61, and the second rudder control system 52 transmits control commands to the second motor control unit 62. The first motor control unit 61 then controls the first actuator 31, and the second motor control unit 62 then controls the second actuator 32. The first actuator 31 and the second actuator 23 are connected to the rudder 20 via a coupling to the power transmission system, for example, a spindle.The second rudder control system (52) and the first engine control system (61) are connected to transmit the control commands.

[0044] If the control console 40, the first rudder control system 51, and / or the second rudder control system 52 fail, the operator can directly input control commands via the manual auxiliary control console 80 and transmit them to the first engine control unit 61 and the second engine control unit 62. The disadvantage is that the operator now directly controls the individual rudders 20 and must specify the angles of the rudders 20 themselves. However, this is sufficient for simple maneuvers, especially for a rapid ascent.

[0045] In the event of a complete electrical system failure, an additional pneumatic actuator 92 is provided. The pneumatic actuator 92 can be operated directly pneumatically from the pneumatic auxiliary control console 90, completely bypassing the electrical systems. While its operation is limited, it is sufficient for a surfacing maneuver. Reference sign

[0046] 10 Rudder system 20 Rudder 22 Power transmission system 24 Coupling 31 First actuator 32 Second actuator 40 Control console 51 First rudder control system 52 Second rudder control system 61 First motor control 62 Second motor control 70 Housing 72 Housing 74 Housing 80 Manual auxiliary control console 90 Pneumatic auxiliary control console 92 Pneumatic actuator

Claims

1. An electric rudder installation (10), the rudder installation (10) having at least three rudders (20), each rudder (20) having at least one first electric servomotor (31), the rudder installation (10) having at least one control console (40), a first rudder control system (51) and a first motor controller (61), the control console (40) being designed to input control commands, the control console (40) and the first rudder control system (51) being connected to transmit the control commands, the first rudder control system (51) being designed to process the control commands and actuation commands, the first rudder control system (51) and the first motor controller (61) being connected to transmit the actuation commands, the first motor controller (61) being connected to the first servomotors (31) to position the rudders (20) in accordance with the actuation commands, wherein the rudder installation (10) has at least one second rudder control system (52), the control console (40) and the second rudder control system (52) being connected to transmit the control commands, the second rudder control system (52) being designed to process the control commands and actuation commands, the second rudder control system (52) and the first motor controller (61) being connected to transmit the actuation commands.

2. The rudder installation (10) as claimed in claim 1, wherein the rudders (20) have at least one second electric servomotor (32), the rudder installation (10) having a second motor controller (62), the first rudder control system (51) and / or second rudder control system (52) and the second motor controller (62) being connected to transmit the actuation commands, the second motor controller (62) being connected to the second servomotors (32) to position the rudders (20) in accordance with the actuation commands.

3. The rudder installation (10) as claimed in claim 2, wherein the first motor controller (61) and the second motor controller (62) are combined in a housing (74).

4. The rudder installation (10) as claimed in either of claims 2 and 3, wherein the first electric servomotor (31) and the second electric servomotor (32) each provide only 50% to 95% of the power for adjusting the respective rudder (20).

5. The rudder installation (10) as claimed in one of the preceding claims, wherein the control console (40), the first rudder control system (51) and the second rudder control system (52) are combined in a housing (70).

6. The rudder installation (10) as claimed in one of the preceding claims, wherein the rudder installation (10) has six rudders (20).

7. The rudder installation (10) as claimed in one of the preceding claims, wherein the first rudder control system (51) is designed to monitor the second rudder control system (52) and the second rudder control system (52) is designed to monitor the first rudder control system (51).

8. The rudder installation (10) as claimed in one of the preceding claims, wherein the rudder installation (10) has a manual auxiliary control console (80), the manual auxiliary control console (80) being designed to input actuation commands, the manual auxiliary control console (80) and the first motor controller (51) being connected to transmit the actuation commands, the manual auxiliary control console (80) and the second motor controller (62) being connected to transmit the actuation commands.

9. The rudder installation (10) as claimed in one of the preceding claims, wherein the first rudder control system (51) is connected to a first ship electrical subsystem, the second rudder control system (52) being connected to a second ship electrical subsystem.

10. The rudder installation (10) as claimed in one of the preceding claims, wherein the first motor controller (61) is connected to a first ship electrical subsystem, the second motor controller (62) being connected to a second ship electrical subsystem.

11. The rudder installation (10) as claimed in one of the preceding claims, wherein the first electric servomotors (31) are connected to a first ship electrical subsystem, the second electric servomotors (32) being connected to a second ship electrical subsystem.

12. The rudder installation (10) as claimed in one of the preceding claims, wherein the rudder installation (10) has a pneumatic auxiliary control console (90), each rudder (20) having a pneumatic servomotor (92), the pneumatic auxiliary control console (90) being connected to all pneumatic servomotors (92) pneumatically.

13. The rudder installation (10) as claimed in one of the preceding claims, wherein the first rudder control system (51) and the second rudder control system (52) are manually selectable.

14. A submarine having a rudder installation (10) as claimed in one of the preceding claims.

15. A method for operating an electric rudder installation (10), the control console (40) being used to input control commands during normal operation, the control console (40) transmitting the control commands to the first rudder control system (51), the first rudder control system (51) processing the control commands to produce actuation commands, the first rudder control system (51) transmitting the actuation commands to the first motor controller (61), the first motor controller (61) actuating the first servomotors (31) to position the rudders (20), the second rudder control system (52) taking on the task of the first rudder control system (51) if the first rudder control system (51) fails.

16. The method as claimed in claim 15, wherein the second rudder control system (52) monitors the first rudder control system (51) during normal operation and takes on the task of the first rudder control system (51) if the first rudder control system (51) fails.

17. The method as claimed in claim 15, wherein it is possible to change over to the second rudder control system (52) manually if the first rudder control system (51) fails.

18. The method as claimed in one of claims 15 to 17, wherein the manual auxiliary control console (80) is used to input actuation commands if the first rudder control system (51) and the second rudder control system (52) and / or the control console (40) fail, the manual auxiliary control console (80) transmitting the actuation commands to the first motor controller (61).

19. The method as claimed in claim 18, wherein actuation commands are input using the pneumatic auxiliary control console (90) if the first rudder control system (51), the second rudder control system (52) and / or the control console (40) and also the manual auxiliary control console (80) and / or the first motor controller (61) and / or the first servomotors (31) fail, each rudder (20) being able to be moved by way of a pneumatic servomotor (92), the pneumatic auxiliary control console (90) actuating all pneumatic servomotors (92) pneumatically.

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