Patent Application
20160052613
The present disclosure relates to a serviceable steering system for a pod, or azimuth thruster, for a marine vessel. The steering system includes a steering brake that prevents rotation of the lower pod unit unless a controller has commanded steering. The steering system further provides a service connector that disengages the steering brake.
A marine vessel may be equipped with a pod, or azimuth thruster propulsion system. The pod provides both propulsion and steering functions and may be used singly or in pairs. The pod is made up of two units. The first, the upper pod unit, connects to an engine via a driveshaft and contains the gearing and steering functions. The second, the lower pod unit, mounts a propeller and provides an exhaust outlet for the engine. The lower pod unit is external of the hull of the marine vessel and rotates relative to the upper pod unit to provide steering.
The steering system typically includes a steering brake that prevents rotation of the lower pod unless a steering operation is underway. The steering brake will typically be engaged to prevent rotation unless the brake receives a signal to disengage to allow a turning operation. Such a system is disclosed in U.S. Pat. No. 8,408,953 to Bremsjo; et al., issued Apr. 2, 2013, entitled “Arrangement and method for controlling a propeller drive on a boat.” The steering system and steering brake may need periodic servicing. During service, the steering brake may need to be disengaged to allow the lower pod unit to rotate freely. In addition, it may be desirable to service the steering system without the chance of having the lower pod unit perform an uncommanded rotation while a serviceman is in the vicinity.
The system disclosed by Bremsjo et al does not disclose a system or method that allows servicing of the steering and brake system.
In one aspect of the current disclosure, a serviceable steering system for a marine pod unit is provided. The serviceable steering system comprises an upper pod unit mounted to a hull of a marine vessel and including a servo motor and a steering brake. The system also comprises a lower pod unit rotatably mounted to said upper pod unit and including a prop section, and a controller electrically connected to said servo motor and to said steering brake via a servo harness connector mated to a servo connector. The servo motor is configured to provide torque for rotating said lower pod unit relative to said upper pod unit upon receiving a first signal from said controller via said servo harness connector. The system further comprises a steering brake configured to provide a braking force to prevent rotation of said lower pod unit when no signal is received, release braking force upon receiving a second signal from said controller via said servo harness connector, and release braking force upon receiving a third signal from a service harness connector, wherein said service harness connector is manually connected in place of said servo harness connector.
In another aspect of the current disclosure, a harness configuration for a steering system for a marine pod unit having an upper pod unit mounted to the hull of a marine vessel and including a servo motor and a steering brake, and a lower pod unit rotatably mounted to said upper pod unit is provided. The harness configuration comprises a servo harness connector configured to connect to a servo connector and provide a first signal from a controller to said servo motor, said servo motor configured to provide torque for rotating said lower pod unit relative to said upper pod unit. The harness connector is further configured to connect to said servo connector and provide a second signal from said controller to release said service brake, said service brake configured to provide a braking force to prevent rotation of said lower pod unit. The harness configuration further comprises a service connector configured to manually connect to said servo connector in place of said servo harness connector and provide a third signal to release said braking force.
In yet another aspect of the current disclosure, a marine vessel having a serviceable steering system for a marine pod unit is disclosed. The marine vessel comprises a serviceable steering system which comprises an upper pod unit mounted to a hull of a marine vessel and including a servo motor and a steering brake, a lower pod unit rotatably mounted to said upper pod unit and including a prop section, and a controller electrically connected to said servo motor and to said steering brake via a servo harness connector mated to a servo connector. The servo motor is configured to provide torque for rotating said lower pod unit relative to said upper pod unit upon receiving a first signal from said controller via said servo harness connector. The steering brake configured to provide a braking force to prevent rotation of said lower pod unit when no signal is received, release braking force upon receiving a second signal from said controller via said servo harness connector, and release braking force upon receiving a third signal from a service harness connector, wherein said service harness connector is manually connected in place of said servo harness connector.
A marine vessel 10 is equipped with a pod propulsion system as shown in
The pod 30 is divided into an upper pod unit 40 and a lower pod unit 50. The upper pod unit 40 is attached to the hull of the marine vessel 10 and contains gearing and steering functions. See
The lower pod unit 50 is rotatably attached to the upper pod unit 40 and extends below the hull of the marine vessel 10. The lower pod unit 50 comprises a strut that supports a torpedo-shaped section at its distal end. The torpedo section has a nose cone at a first end and a prop section 60 at a second end. Power is transmitted from the prime mover through a gear box and shafts (not shown) to the prop section 60. The lower pod unit 50 rotates about the upper pod unit 40 to provide steering for the marine vessel 10. The lower pod unit 50 may rotate 360 degrees in some applications or may be limited to 270 degrees of rotation in other applications.
Steering torque is transmitted from servo motor 70 to the lower pod unit 50 through a steering gear box 250. The servo motor 70 connects to a steering pinion gear 80 via a steering pinion shaft 90. The steering pinion gear 80 intermeshes intermediate steering gear 100, which drives intermediate pinion gear 110 through intermediate shaft 120. The intermediate pinion gear 110 intermeshes steering arm gear 140, which rotates the lower pod unit 50.
A steering sensor 130 is configured to detect rotation of the intermediate shaft 120. The steering sensor 130 may be of the mechanical, optical, or magnetic type that is known in the art. As recognized by one skilled in the art, the steering sensor 130 may be attached to any of the gears or shafts in the steering gear box 250.
A spring-applied steering brake 200 is configured to prevent rotation of the steering pinion gear 80 and therefore the servo motor 70. The steering brake 200 operates such that the steering brake 200 is normally engaged by a force applied by brake bias spring 240. The steering brake 200 is disengaged by a force provided by brake solenoid 210 when a current is provided. The steering brake 200 as described is engaged to prevent rotation of the lower pod unit 50 unless a current is provided to the brake solenoid 210. Should the current source or the brake solenoid 210 fail, the steering brake 200 is automatically engaged by the brake bias spring 240.
A controller 150 is provided that is configured to send signals to the servo motor 70 and the brake solenoid 210 and to receive signals from the steering sensor 230. The controller 150 is of the type known in the art and comprises a microprocessor, analog and digital I/O, and internal memory. Part of the I/O may be dedicated to provide a physical layer for communicating on a CAN. The controller 150 may also provide a wakeup signal 290 to the servo motor 70 that will prepare the circuitry in the servo motor 70 for operation. The controller 150 is connected to the servo motor 70 by servo connector 170.
When steering is commanded, the controller 150 sends a steering brake disengage signal 280 to the servo motor 70 that provides current to the brake solenoid 210 and releases the steering brake 200. The controller 150 also sends a servo command signal 270 to the servo motor 70 so that the servo motor 70 can provide a steering torque to rotate the lower pod unit 50 relative to the upper pod unit 40. See
In certain situations, a fault in the steering system 20 may be detected by the controller 150. The controller 150 may then terminate the steering brake disengage signal 280 in order to engage the steering brake 200 to prevent rotation of the lower pod unit 50. In one example, excessive or uncommanded motion of the lower pod unit 50 may be detected by the steering sensor 230 and the steering brake 200 may be re-engaged to prevent uncommanded steering of the marine vessel 10.
A controller harness is connected to the servo harness connector 180 at a first end and the controller connector 260 at a second end. The servo harness connector 180 provides access to various input/output signals provided by the controller 150, such as the steering brake disengage signal 280, servo command signal 270, and the wakeup signal 290. A service harness connector 190 is provided that can connect to the servo connector 170 in place of the servo harness connector 180. The service harness connector 190 includes pins that connect battery 160 voltage directly to the brake solenoid 210. Further, the service harness connector 190 does not include hardware to provide a steering brake disengage signal 280 and the servo command signal 270. The service harness connector 190 further does not include hardware to provide a wakeup signal 290.
There are times when the steering system 20 must be serviced. During service, different portions of the steering system 20 may need to be isolated for diagnosis or repair. For example, a mechanic may need to rotate the lower pod unit 50 manually during service. This would normally not be possible because the steering brake 200 is normally engaged to prevent rotation of the lower pod unit 50. In addition, it not desirable to have the mechanic in proximity to the steering system 20 during diagnosis or repair in case a fault were to result in uncommanded motion of the steering system 20.
According to the present disclosure, a service harness connector 190 is provided. During service, the servo harness connector 180 is disconnected from the servo connector 170. In this way, the servo motor 70 is no longer connected to the controller 150 and cannot receive a wakeup signal 290 or a servo command signal 270. However, the brake solenoid 210 can now no longer receive current to disengage. Therefore, the service harness connector 190 is manually connected to the servo connector 170 in place of the servo harness connector 180. The service harness connector 190 provides battery 160 voltage to the brake solenoid 210 so that the lower pod unit 50 can be rotated manually. In one aspect of the current disclosure, the lower pod unit 50 may be rotated manually by inserting a ratchet drive into a square drive notch formed into a pinion gear of the servo motor 70 that is accessible from the outside.
