TWI756048B - Hydraulic control system of ship stabilizer - Google Patents

Abstract

A hydraulic control system of ship stabilizer is used to solve a problem of many cost, large and heavy apparatus of the conventional hydraulic control system. The hydraulic control system includes two power modules and two hydraulic transmission modules. Each power module includes a hydraulic pump connected to a proportional valve. The hydraulic pump outputs oil and the proportional valve control switch and flow adjustment of two output port of the hydraulic pump. Each hydraulic transmission module includes a self-use valve has two pipelines, a first hydraulic cylinder and a second hydraulic cylinder. The two pipelines respectively connect to the first hydraulic cylinder and the second hydraulic cylinder. The first hydraulic cylinder and the second hydraulic cylinder respectively connect to upper and lower ends of a stabilizer.

Description

Oil Pressure Control System for Ship Stabilizers

The invention relates to a ship transportation device, in particular to an oil pressure control system for a ship stabilizer that reduces the volume and weight of the equipment and saves driving energy consumption.

Ships sailing at sea are inevitably affected by wind and waves and sway, especially the large force area of the ship's side, and the repeated back and forth swinging may superimpose the shaking force, making the ship roll the largest, disturbing the crew's work and reducing sailing comfort. When the rolling situation is severe, it can cause damage to the boat or even tip over. Therefore, ships need to install anti-rolling devices. When the ship's side is impacted by wind and waves, the anti-rolling device can generate a reverse moment to balance the force of wind and waves, so as to reduce the effect of rolling. Common anti-rolling devices include bilge keel, balance water Cabin, stabilizer, anti-rolling gyroscope, etc. Among them, the stabilizer system can actively adjust the magnitude and direction of the anti-rolling moment to correspond to the real-time wind and wave conditions, making the stabilizer a widely used anti-rolling device for ships with good anti-rolling effect. .

The pair of stabilizers are deployed under the waterline and located at symmetrical positions on both sides of the ship. During the course of the ship, the two stabilizers are deflected to form opposite angles of attack, so that the water current exerts positive and negative effects on the two stabilizers respectively. Lift, and the opposite lift acting on both sides of the hull is combined into a moment to balance the roll. However, the conventional ship stabilizer system changes the angle of attack through motor control and hydraulic transmission to adjust the magnitude and direction of the anti-rolling moment, and mainly uses the variable speed and steering servo motor to provide hydraulic power and select the oil circuit. During sailing, the servo motor must be able to adjust the speed and direction in real time, which results in high energy consumption and easy damage to the servo motor, and the cost of the equipment using the servo motor is high. In addition, the conventional valve-controlled hydraulic system consumes a lot of oil and requires large fuel tanks, coolers, filters and other devices, which makes equipment maintenance difficult, takes up space on the ship, and reduces the upper limit of the load.

In view of this, it is still necessary to improve the oil pressure control system of the conventional ship stabilizer.

In order to solve the above problems, the purpose of the present invention is to provide an oil pressure control system for a ship stabilizer, which can reduce the cost of the system and improve the availability.

Another object of the present invention is to provide an oil pressure control system for a ship stabilizer, which can reduce the volume of the oil tank and omit devices such as coolers and filters.

Another object of the present invention is to provide an oil pressure control system for a ship stabilizer, which can improve energy utilization.

Another object of the present invention is to provide an oil pressure control system for a ship stabilizer, which can balance the forces on the two wings and reduce the rolling situation.

The directionality or its similar terms, such as "front", "rear", "top (top)", "bottom (bottom)", "side", etc., are mainly referred to the directions of the attached drawings. The directional or similar terms are only used to assist the description and understanding of the various embodiments of the present invention, and are not used to limit the present invention.

The use of the quantifier "a" or "an" for the elements and components described throughout the present invention is only for convenience and provides a general meaning of the scope of the present invention; in the present invention, it should be construed as including one or at least one, and a single The concept of also includes the plural case unless it is obvious that it means otherwise.

Similar terms such as "combined", "combined" or "assembled" mentioned in the full text of the present invention mainly include the components that can be separated without destroying the components after being connected, or the components that cannot be separated after being connected. Those with ordinary knowledge in the art can choose according to the material of the components to be connected or the assembly requirements.

The oil pressure control system of the ship stabilizer of the present invention includes: two power modules, each of which has an oil pressure pump and a proportional valve, the proportional valve is connected to the oil pressure pump, and the oil pressure pump outputs under pressure Oil, the proportional valve controls the opening and closing of two output ports of the oil pump and adjusts the flow; and two oil pressure transmission modules, each of which has a self-use valve, a first oil pressure cylinder and a first oil pressure transmission module. Two hydraulic cylinders, the two pipes of the self-use valve are respectively connected to the two output ports of the hydraulic pump, the two pipes are respectively connected to the first hydraulic cylinder and the second hydraulic cylinder, the piston of the first hydraulic cylinder The rod and the piston rod of the second hydraulic cylinder are respectively connected to the upper and lower ends of a stabilizer, and the two hydraulic transmission modules respectively drive the two stabilizers to swing.

Accordingly, the oil pressure control system of the marine stabilizer of the present invention adjusts the circulation direction and flow rate of the oil through the proportional valve, and the motor unit operates at a fixed rotation speed, and does not need to switch the steering and rotation speed repeatedly, which saves equipment. The cost and the effect of reducing the damage rate. Moreover, the oil circulates and transmits the oil pressure through the hydraulic transmission module. In addition to avoiding energy waste, it can also reduce oil consumption, and can reduce the volume of the oil tank and omit coolers, filters, etc. The device has the effect of saving the weight and volume of the system.

Wherein, the hydraulic pump has a swash plate, the swash plate separates the two output ports, the proportional valve adjusts the inclination angle of the swash plate, the swash plate deflects to close one of the output ports, and the other output port is Output oil, the greater the angle of the swash plate inclination, the greater the flow of oil. In this way, the proportional valve can adjust the swash plate according to the degree of rolling of the ship, so as to accurately provide the oil pressure output for the stabilizer to swing, which has the effect of simplifying the control and improving the energy efficiency.

Wherein, the hydraulic pump is connected to a motor unit, the motor unit drives the hydraulic pump to run, and the motor unit is a fixed-speed motor. In this way, the motor unit can replace the servo motor with an electric motor, which has the effect of reducing the system cost and maintenance cost.

Wherein, the motor unit is connected with an oil charge pump, the motor unit drives the oil charge pump to run, and the oil charge pump supplements the oil pressure control system with oil. In this way, the charge pump can utilize the excess kinetic energy of the motor unit to stabilize the oil circuit, which has the effects of improving energy utilization and stabilizing oil pressure.

Wherein, the oil passes through the two pipelines of the self-use valve to form a first oil circuit and a second oil circuit, and the first oil circuit is respectively connected to the rear inlet and outlet of the first hydraulic cylinder and the front of the second hydraulic cylinder. an inlet and an outlet; the second oil passage is respectively connected to the front inlet and outlet of the first hydraulic cylinder and the rear inlet and outlet of the second hydraulic cylinder. In this way, by outputting oil through the first oil circuit or the second oil circuit, the hydraulic cylinder can be switched to act in the opposite direction, and the stabilizer can be quickly swayed.

Wherein, each of the hydraulic transmission modules further includes a common valve, and each of the common valves is respectively connected to the first oil circuit and the second oil circuit. After the oil passes through the common valve from the first oil circuit, a first oil circuit is formed. Three oil passages, after the oil passes through the common valve from the second oil passage, a fourth oil passage is formed, the two third oil passages of the two hydraulic transmission modules communicate with each other, and the two fourth oil passages are mutually connected Connected. In this way, a single power module can drive the two stabilizers at the same time, which has the effect of improving energy utilization and balancing force application.

Wherein, the two hydraulic transmission modules further include two switching valves, the two switching valves are respectively located at the junction of the two third oil circuits and the junction of the two fourth oil circuits, and opening the two switching valves makes the two The hydraulic transmission modules are communicated with each other, and the two switching valves are closed to make the two hydraulic transmission modules operate independently. In this way, the two switching valves can switch and share the power module or be divided into two groups of independent cyclic pressurization, so as to adjust the oil pressure output mode according to the rolling situation, which has the effect of improving the stability of anti-rolling and avoiding energy waste.

Wherein, each of the hydraulic transmission modules further includes two pressure relief valves, and the two pressure relief valves are respectively connected to the first oil circuit and the second oil circuit. In this way, the second pressure relief valve system can reduce the excessive oil pressure by leaking part of the oil, which has the effect of stabilizing the oil pressure and avoiding damage to the pipeline.

Wherein, the upper end of the stabilizer is linked with the piston rod of the first hydraulic cylinder and the lower end The piston rod of the second hydraulic cylinder is linked, the lower end of the other stabilizer is linked to the piston rod of the other first hydraulic cylinder, and the upper end is linked to the piston rod of the other second hydraulic cylinder. In this way, the two stabilized wing systems located on both sides of the ship can sway in opposite directions, thereby generating the maximum resultant moment, which has the effect of improving the anti-rolling efficiency.

1: Power module

11: Oil pressure pump

12: Proportional valve

13: Motor unit

14: Charge pump

2: Hydraulic transmission module

21: Self-use valve

21a: The first oil circuit

21b: Second oil circuit

22: The first hydraulic cylinder

23: Second hydraulic cylinder

24: Common valve

24a: Third oil circuit

24b: Fourth oil circuit

25: Switching valve

26: Pressure relief valve

W: stabilizer

R: rear entrance

F: Front entrance

[FIG. 1] A diagram showing the operation of a preferred embodiment of the present invention.

[FIG. 2] A diagram of the operation of the shared power module according to the preferred embodiment of the present invention.

In order to make the above-mentioned and other objects, features and advantages of the present invention more obvious and easy to understand, the preferred embodiments of the present invention are exemplified below, and are described in detail as follows in conjunction with the accompanying drawings: please refer to Figure 1, It is a preferred embodiment of the oil pressure control system of the ship stabilizer of the present invention, and includes two power modules 1 and two oil pressure transmission modules 2, and the two power modules 1 are respectively connected to the two oil pressure transmission modules. 2. The two hydraulic transmission modules 2 are connected to each other, and each of the hydraulic transmission modules 2 is connected to a stabilizer W.

Each of the power modules 1 is connected by a hydraulic pump 11 to a proportional valve 12. The hydraulic pump 11 pressurizes the oil and outputs it. The oil can enter different oil pipes through the second output port of the hydraulic pump 11. The proportional valve 12 can switch the two output ports on and off and adjust the flow. In this embodiment, the proportional valve 12 controls the angle of a swash plate of the hydraulic pump 11. The swash plate separates the two output ports. When the swash plate is deflected, it can block one of the output ports and Only the other output port is allowed to supply oil, and the greater the angle of the swash plate inclination, the greater the flow of oil. In addition, the hydraulic pump 11 is connected to a motor unit 13, and the hydraulic pump 11 is driven by the motor unit 13 to operate. The motor unit 13 may be a fixed rotating Because each power module 1 has changed the flow direction and flow of oil through the proportional valve 12, it is not necessary to provide variable speed and steering through the motor unit 13, which has the advantages of being cheap and not easily damaged.

Each of the power modules 1 may also have a charge pump 14, which is used to replenish oil to the oil pipe, so that the oil pressure line can maintain a stable flow and push pressure. Oil leakage may occur at road junctions, valves and other parts to reduce the oil pressure. The oil leakage can be guided and concentrated in a fuel tank (not shown in the figure), and then the charge pump 14 draws oil from the fuel tank and re-injects it into the oil pipe. The charge pump 14 can be connected to the motor unit 13 , so that the motor unit 13 can simultaneously provide the operating power of the oil pressure pump 11 and the charge pump 14 .

Each of the hydraulic transmission modules 2 is connected to the two output ports of the hydraulic pump 11 by two pipes of a self-use valve 21 respectively. The two pipes are not connected to each other and the working flow is opposite, and the oil passes through the two outputs respectively. The port and the two pipelines form a first oil passage 21a and a second oil passage 21b. After the first oil passage 21a passes through the self-use valve 21, it is respectively connected to a first hydraulic cylinder 22 after the inlet and outlet R and a second oil passage 21b. The port F before the hydraulic cylinder 23; the second oil passage 21b is connected to the port F before the first hydraulic cylinder 22 and the port R after the second hydraulic cylinder 23 after passing through the self-use valve 21, respectively. The first hydraulic pressure The piston rod of the cylinder 22 and the piston rod of the second hydraulic cylinder 23 are respectively connected to the upper and lower ends of the stabilizer W. Each of the hydraulic transmission modules 2 can accurately transmit the oil pressure, and the oil is recycled through the pipeline. The system has the effect of reducing energy waste and oil consumption. As shown in FIG. 1, when the oil is outputted through the first oil passage 21a and discharged from the second oil passage 21b, the piston rod of the first hydraulic cylinder 22 is pushed out and the piston of the second hydraulic cylinder 23 is pushed out. When the rod is retracted, it can push the stabilizer W to swing clockwise; on the contrary, when the oil is outputted through the second oil passage 21b and discharged from the first oil passage 21a, the piston rod of the first hydraulic cylinder 22 When retracted and the piston rod of the second hydraulic cylinder 23 is pushed out, it can push the stabilizer W to swing counterclockwise.

Each of the hydraulic transmission modules 2 may also have a common valve 24, and the two hydraulic transmission modules The modules 2 are communicated with each other through the two common valves 24. Each of the common valves 24 has two pipes that are not connected to each other and flow in opposite directions. In the oil passage 21b, after the oil passes through the common valve 24 from the first oil passage 21a, a third oil passage 24a is formed; after the oil passes through the common valve 24 from the second oil passage 21b, a fourth oil passage is formed 24b, the two third oil passages 24a of the two hydraulic transmission modules 2 communicate with each other through a switching valve 25, and the two fourth oil passages 24b of the two hydraulic transmission modules 2 pass through another switching valve 25 interconnected.

Referring to FIG. 2, when the two switching valves 25 are opened to connect the two hydraulic transmission modules 2, one of the power modules 1 and the self-use valve 21 in communication with it can be deactivated to allow oil to flow in and out. The first oil passage 21a and the second oil passage 21b must communicate with the other power module 1 through the common valve 24, the third oil passage 24a and the fourth oil passage 24b. The module 1 outputs the oil, and then supplies the oil to circulate through the two hydraulic transmission modules 2 connected to each other, which can generate the same force to push the two stabilizers W, so that the two stabilizers W synchronously form the same angle However, the angle of attack in the opposite direction has the effect of improving energy utilization and balancing force.

Each of the hydraulic transmission modules 2 may also have two pressure relief valves 26, the two pressure relief valves 26 are respectively connected to the first oil passage 21a and the second oil passage 21b, and the positions of the two pressure relief valves 26 are preferably Close to the two output ports of the hydraulic pump 11, when the hydraulic pump 11 pressurizes the oil in the first oil passage 21a or the second oil passage 21b, the two pressure relief valves 26 can leak through the Part of the oil is used to reduce the oil pressure, so as to avoid excessive pressure from damaging the pipeline or interfering with the pressure control work, and the oil leaking from the two pressure relief valves 26 can be led to the oil tank for storage and reuse.

Referring to Figures 1 and 2, the oil pressure control system of the ship stabilizer of the present invention is used for a ship in navigation, and the two stabilizers W are symmetrically installed on the two sides of the ship. When rolling, a control module can observe the lateral sway of the ship through a balance sensor (not shown in the figure), and then the control module controls each of the proportional valves 12 according to the amplitude and direction of the roll, so that each of the The hydraulic pump 11 pressurizes the oil into each of the hydraulic transmission molds with a specified flow rate and circulation direction. group 2, and drive each of the first hydraulic cylinders 22 and each of the second hydraulic cylinders 23 to expand and contract, then each of the stabilizers W can be controlled by the control module in the angle and direction of the yaw, such as the first and second As shown in the figure, the upper end of one of the stabilizers W is linked with the piston rod of the first hydraulic cylinder 22 and the lower end is linked with the piston rod of the second hydraulic cylinder 23, on the contrary, the lower end of the other stabilizer W is linked with the other One of the piston rods of the first hydraulic cylinder 22 and the upper end of the other piston rod of the second hydraulic cylinder 23 are linked. Since the movements of the two first hydraulic cylinders 22 are the same, the movements of the second hydraulic cylinders 23 are also Consistent, the direction of the angle of attack formed by the deflection of the two stabilizers W after being driven is opposite, and the two sides of the ship can be respectively generated by the action of the water flow to generate thrusts up and down, and the two thrusts act on the superposition of the two stabilizers W. The resultant moment formed is used to counteract the rolling phenomenon of the ship.

The oil pressure control system of the ship stabilizer of the present invention can activate two of the power modules 1 at the same time, or can use only one of the power modules 1 to pressurize oil on two of the oil pressure transmission modules 2, so that the The oil passes through the two common valves 24, the two third oil passages 24a, the two fourth oil passages 24b and the two switching valves 25. When one of the power modules 1 is activated, the pressurized oil can be simultaneously Circulating in the two first oil passages 21a and the two second oil passages 21b, in addition to reducing power consumption and reducing oil leakage, the use of the two power modules 1 in turn can also prolong their service life and act as a fault in the event of a failure. Alternative device.

To sum up, the oil pressure control system of the marine stabilizer of the present invention adjusts the circulation direction and flow rate of the oil through the proportional valve, and the motor unit operates at a fixed rotation speed without repeatedly switching the steering and rotation speed. The effect of saving equipment cost and reducing damage rate. In addition, the oil circulates and transmits oil pressure through the hydraulic transmission module, which not only avoids energy waste, but also reduces oil consumption, and can reduce the volume of the oil tank and omit devices such as coolers and filters, which saves system weight and The effect of volume. In addition, by connecting the two hydraulic transmission modules through the two common valves, the single power module can provide oil pressure to drive the two stabilizers simultaneously, which has the effect of improving energy utilization and balancing force application.

Although the present invention has been disclosed by the above-mentioned preferred embodiments, it is not intended to limit the present invention. Any person skilled in the art can make various changes and modifications relative to the above-mentioned embodiments without departing from the spirit and scope of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the patent application attached hereto.

1: Power module

11: Oil pressure pump

12: Proportional valve

13: Motor unit

14: Charge pump

2: Hydraulic transmission module

21: Self-use valve

21a: The first oil circuit

21b: Second oil circuit

22: The first hydraulic cylinder

23: Second hydraulic cylinder

24: Common valve

24a: Third oil circuit

24b: Fourth oil circuit

25: Switching valve

26: Pressure relief valve

W: stabilizer

R: rear entrance

F: Front entrance

Claims (9)

An oil pressure control system for a ship stabilizer, comprising: two power modules, each of which has an oil pump and a proportional valve, the proportional valve is connected to the oil pump, and the oil pump pressurizes and outputs oil , the proportional valve controls the opening and closing of two output ports of the hydraulic pump and adjusts the flow; and two hydraulic transmission modules, each of which has a self-use valve, a first hydraulic cylinder and a second oil pressure cylinder, the two pipes of the self-use valve are respectively connected with the two output ports of the hydraulic pump, the two pipes are respectively connected with the first hydraulic cylinder and the second hydraulic cylinder, the piston rod of the first hydraulic cylinder and the The piston rod of the second hydraulic cylinder is respectively connected with the upper and lower ends of a stabilizer, and the two hydraulic transmission modules respectively drive the two stabilizers to yaw. The oil pressure control system for a ship stabilizer as claimed in claim 1, wherein the oil pressure pump has a swash plate, the swash plate separates the two output ports, the proportional valve adjusts the inclination angle of the swash plate, and the swash plate deflects One of the output ports is closed, and oil is output from the other output port. The greater the angle of the swash plate inclination, the greater the flow of the oil. The oil pressure control system for ship stabilizer according to claim 1, wherein the oil pressure pump is connected to a motor unit, the motor unit drives the oil pressure pump to run, and the motor unit is a fixed speed motor. The oil pressure control system for ship stabilizer according to claim 3, wherein the motor unit is connected to a charge pump, the motor unit drives the charge pump to run, and the charge pump supplements the oil pressure control system with oil. The oil pressure control system for a ship stabilizer as claimed in claim 1, wherein the oil passes through the two pipeline systems of the self-use valve to form a first oil passage and a second oil passage, and the first oil passage is respectively connected to the second oil passage. The rear inlet and outlet of a hydraulic cylinder and the front inlet and outlet of the second hydraulic cylinder; the second oil passage is respectively connected to the front inlet and outlet of the first hydraulic cylinder and the rear inlet and outlet of the second hydraulic cylinder. As claimed in claim 5, the oil pressure control system for a ship stabilizer, wherein each of the oil pressure transmission modules further comprises a common valve, and each of the common valves is respectively connected to the first oil circuit and the second oil circuit, and the oil flows from the After the first oil passage passes through the common valve, a third oil passage is formed. After the oil passes through the common valve from the second oil passage, a fourth oil passage is formed. The second oil passage of the two hydraulic transmission modules forms a fourth oil passage. The three oil passages communicate with each other, and the two and fourth oil passages communicate with each other. As claimed in claim 6, the hydraulic control system for a ship stabilizer, wherein the two hydraulic transmission modules further comprise two switching valves, the two switching valves are located at the junction of the two third oil circuits, and the two fourth At the junction of the oil circuit, the two switching valves are opened to make the two hydraulic transmission modules communicate with each other, and the two switching valves are closed to make the two hydraulic transmission modules operate independently. The oil pressure control system for a ship stabilizer according to claim 5, wherein each of the oil pressure transmission modules further comprises two pressure relief valves, and the two pressure relief valves are respectively connected to the first oil circuit and the second oil circuit. The oil pressure control system for a ship stabilizer as claimed in claim 1, wherein the upper end of one stabilizer is linked with the piston rod of the first hydraulic cylinder and the lower end is linked with the piston rod of the second hydraulic cylinder, and the other stabilizer The lower end is linked with the piston rod of the other first hydraulic cylinder and the upper end is linked with the piston rod of the other second hydraulic cylinder.

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