JP2009227022A - Steering device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a steering device capable of providing improved functions while reducing size and cost by using an auxiliary pump for assisting operation of a steering wheel as a driving device of a double action cylinder for remote steering and/or automatic steering. <P>SOLUTION: A complete sealed type hydraulic circuit is formed by connecting a bidirectional pump P1 interlocked with the steering wheel 2 to the double action cylinder 5 that turns a rudder 4 to right and left through a pilot changeover valve C1 that can change over a flow passage of working fluid. An assist pump P2 that can discharge the working fluid in an identical direction with the bidirectional pump P1 is connected to the hydraulic circuit, the bidirectional pump P1 and the double action cylinder 5 are not connected when the pilot selector valve C1 is located at a neutral position to form a closed circuit in which the double action cylinder 5 and the assist pump P2 are connected in series. The bidirectional pump P1, the double action cylinder 5, and the assist pump P2 are connected in series when the rudder is set in the right steering and left steering positions. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a steering device for an outboard motor mounted on a small boat or the like, and particularly relates to a steering device including an auxiliary power device that assists the operation of a steering wheel.

  A conventional manual steering apparatus drives a helm pump by operating a steered wheel, and discharges an amount of hydraulic fluid corresponding to an operation amount from a discharge port corresponding to the operation direction of the steered wheel. The hydraulic fluid discharged from the helm pump is sent to the double acting cylinder and supplied to one of the two hydraulic fluid chambers partitioned by the piston. Then, the pressure of the hydraulic fluid chamber supplied with the hydraulic fluid increases, and the piston moves to the other hydraulic fluid chamber side. The power generated at this time is transmitted to the rudder via a piston rod provided so as to be interlocked with the piston, and the ship is steered in the operation direction of the steered wheels by rotating the rudder. Such a manual-type steering device must operate the steering wheel manually against the water pressure received by the rudder, and therefore lacks operability such as requiring a large force to turn the rudder. There is.

Therefore, in order to improve the operability of the steered wheels, an auxiliary pump is connected in series to the flow path connecting the helm pump and the double-acting cylinder, and the resistance received when operating the steered wheels, that is, the helm pump is hydraulic fluid. There is a steering device in which hydraulic pressure is generated in the direction of the flow of hydraulic fluid in accordance with the resistance pressure received when the engine is discharged to reduce the operation resistance of the steering wheel and can be operated lightly (for example, see Patent Document 1). ). In some cases, a function of remote steering and / or automatic steering is added to such a manual steering device, and not only manual steering but also remote steering by a remote controller and automatic navigation are enabled to improve the function. An example is shown in FIG. The steering device 100 of FIG. 29 includes a helm pump 102 that is driven in conjunction with the steering wheel 101 and can discharge in both directions, and a double-acting cylinder 104 that rotates the rudder 103 left and right. The discharge ports of the helm pump 102 are connected to the oil chambers 104b and 104c on both sides defined by the piston 104a of the double-acting cylinder 104 by flow paths 105 and 106, respectively, thereby forming a completely sealed hydraulic circuit. Has been. An assist device 107 including an auxiliary pump and a control valve (both not shown) is interposed between the helm pump 102 and the double acting cylinder 104, and assists the operation of the steered wheels 101 by this assist device. is doing. Between the assist device 107 of the hydraulic circuit and the double-acting cylinder 104, a hydraulic pump 108 capable of bidirectional discharge for remote steering and / or automatic steering flows through each discharge port and the flow paths 105 and 106, respectively. They are provided by being connected by paths 110 and 111. Reference numeral 109 in the figure denotes a control device that controls the hydraulic pump 108.
Japanese Patent No. 367309 (pages 12-15, FIG. 1)

  However, as described above, when a function of remote steering and / or automatic steering is added to a manual steering device, a hydraulic pump 108 for driving the double-acting cylinder 104 is separately provided. This is because the auxiliary pump of the assist device 107 is interlocked with the helm pump 102, and the flow path between the auxiliary pump of the assist device 107 and the double-acting cylinder 104 when the steering wheel 101 is not operated. This is because the state is blocked by the control valve of the assist device 107. Due to the hydraulic pump 108 provided in this way, there is a problem that it is difficult to make the steering device 100 compact and reduce the cost.

  Therefore, the present invention makes it possible to use an auxiliary pump for assisting the operation of a steered wheel as a driving device for a double-acting cylinder in remote steering and / or automatic steering, thereby reducing the size and cost. It is an object to provide a steering device that can improve the function.

  The steering device according to claim 1 includes a bidirectional pump that is capable of discharging in both directions in conjunction with a steering wheel, and a double-acting cylinder that rotates a rudder to the left and right by moving a piston when the hydraulic fluid is supplied. Connected via a first control valve capable of switching the liquid flow path to form a completely sealed hydraulic pressure circuit, in which the hydraulic fluid is discharged in the same direction as the bidirectional pump. When an auxiliary pump capable of bidirectional discharge that assists the operation of the steered wheels is connected and the first control valve is in the neutral position, the bidirectional pump and the double-acting cylinder are disconnected. In the steering device in which the bidirectional pump and the double-acting cylinder and the auxiliary pump are in series when the right rudder and the left rudder are in the steering position, when the first control valve is in the neutral position, The double-acting cylinder and the auxiliary pump Closed circuit comprising a row state is characterized in that to be constituted.

  The steering device according to claim 2 includes a bidirectional pump capable of discharging hydraulic fluid in both directions in conjunction with a steering wheel, and a double-acting cylinder that moves a piston to rotate the rudder left and right when the hydraulic fluid is supplied. The hydraulic fluid is connected through a first control valve capable of switching the flow path of the hydraulic fluid to form a completely sealed hydraulic circuit, and the hydraulic fluid is connected to the hydraulic fluid in the same direction as the bidirectional pump. An auxiliary pump capable of discharging in one direction and assisting the operation of the steered wheel is connected, and when the first control valve is in the neutral position, the bidirectional pump and the double-acting cylinder are not In the steering device in which the bidirectional pump, the double-acting cylinder and the auxiliary pump are in series when the connected state is in the steering position of the right rudder and the left rudder, the first control valve is in the neutral position. When there is a double acting cylinder and the auxiliary Closed circuit and flop is series state is configured, it is characterized in that to enable switching of the flow path of the hydraulic fluid by a second control valve disposed between the auxiliary pump and the double-acting cylinder.

  The steering device according to claim 3 is characterized in that the auxiliary pump is connected to the hydraulic circuit via the first control valve.

  According to the steering apparatus of the first to third aspects, when the first control valve is in the neutral position, the bidirectional pump and the double-acting cylinder are disconnected, while the double-acting cylinder and the auxiliary cylinder are disconnected. Since a closed circuit in which the pump is in series is configured, the hydraulic fluid can be supplied to the double-acting cylinder by driving the auxiliary pump. Since the auxiliary pump can discharge the hydraulic fluid in both directions, the piston of the double-action cylinder is moved according to the discharge direction and the discharge amount, and the rudder is rotated by a required angle in the steering direction. Can be made. Accordingly, when the function of remote steering and / or automatic steering is added, the auxiliary pump can be used as a driving device for remote steering and / or automatic steering. There is no need to provide a separate device.

If the second control valve is provided as in the steering device according to claim 2, the auxiliary pump capable of discharging only in one direction can be used. As in the steering device according to claim 3, the second control valve can be used. When the auxiliary pump is connected to the hydraulic circuit via one control valve, there is an advantage that the circuit can be easily assembled.
In the steering device according to claim 4, a check valve that is in parallel with the auxiliary pump when the first control valve is in the steering position is connected to the hydraulic circuit via the first control valve, or A check valve is connected in parallel and via a third control valve, which is connected to the flow of the hydraulic fluid from the double acting cylinder to the bidirectional pump when the first control valve is in the steering position. It is characterized by being arranged to block

  According to the steering apparatus of claim 4, even when the auxiliary pump becomes inoperable, the hydraulic fluid discharged from the bidirectional pump is supplied to the double-acting cylinder via the check valve, Can be steered.

The steering device according to claim 5 includes a bidirectional pump capable of discharging hydraulic fluid bidirectionally in conjunction with a steering wheel, and a double-acting cylinder that rotates a rudder left and right when the hydraulic fluid is supplied. In the steering apparatus configured through the first control valve capable of switching the flow path of the hydraulic fluid and configured as a completely sealed hydraulic circuit,
Between the first control valve and the double-acting cylinder, an auxiliary pump capable of discharging in one direction to discharge the hydraulic fluid in the direction of the double-acting cylinder and assist the operation of the steering wheel is provided in a separate flow path. And a check valve for blocking the flow from the double-acting cylinder in the direction of the first control valve is connected in parallel with the auxiliary pump, and the check valve is connected to the other of the flow path. If the hydraulic oil is discharged from the auxiliary pump interposed in the flow path, the shut-off is released,
When the first control valve is in the steering position of the right rudder and the left rudder, the bidirectional pump, the double-acting cylinder, and the auxiliary pumps are in series, and the first control valve is in the neutral position. The bidirectional pump and the double-acting cylinder are disconnected from each other, and a closed circuit is formed in which the double-acting cylinder and each auxiliary pump are in series. .

  According to the steering device of claim 5, when the first control valve is in the steering position of the right rudder and the left rudder, the auxiliary pump that discharges in the same direction as the discharge direction of the bidirectional pump is driven. The operational resistance of the steered wheels can be reduced. In addition, the hydraulic fluid discharged from the double-acting cylinder as the piston of the double-acting cylinder moves is connected to the other auxiliary pump in parallel through the check valve that is in a disconnected release state. Can flow into a bi-directional pump.

  On the other hand, when the first control valve is in the neutral position, the double-acting cylinder can be moved by driving one of the auxiliary pumps according to the steering direction of the ship. The hydraulic fluid discharged from the double-acting cylinder by operating the piston of the double-acting cylinder is driven through the check valve connected in parallel to the other auxiliary pump and in a state of releasing the cutoff. It can flow into the auxiliary pump. As a result, when the function of remote steering and / or automatic steering is added, each auxiliary pump can be used as a drive device for remote steering and / or automatic steering, so that the double-acting cylinder is driven. There is no need to provide a separate driving device.

  Further, even when the auxiliary pump becomes inoperable during manual steering, the hydraulic fluid discharged from the bidirectional pump passes through the check valve connected in parallel with the auxiliary pump. It is possible to continue to steer the ship.

  According to a sixth aspect of the present invention, there is provided a remote control provided with a steering dial and a remote steering control circuit, and the remote steering control circuit is provided according to an operation direction and an operation amount of the steering dial from the remote control. And a control signal based on the received signal is input to the drive circuit of the drive motor for the auxiliary pump.

  According to the steering device of the sixth aspect, it is possible to provide a steering device capable of remote steering using the auxiliary pump as a driving device for a double-acting cylinder, and a driving device dedicated to remote steering is not required. It is possible to improve functions while reducing costs.

  According to a seventh aspect of the present invention, there is provided an azimuth sensor, a rudder angle detector for detecting a rudder angle, and a control circuit for automatic steering, and the control circuit for automatic steering is measured by the azimuth sensor. Based on the bearing and the rudder angle detected by the rudder angle detector, a control signal necessary for maintaining the set course is input to the drive circuit of the auxiliary pump drive motor. Yes.

  According to the steering device of the seventh aspect, it is possible to provide a steering device capable of automatic steering using the auxiliary pump as a driving device for a double-acting cylinder, and a driving device dedicated to automatic steering is not required. It is possible to improve functions while reducing costs.

Since the steering device according to claims 1 to 3 can use an auxiliary pump as a driving device for a double-acting cylinder, it can be performed easily and at a low cost when adding a remote steering function and / or an automatic steering function. It is possible to provide a steering device that can save installation space. In particular, in the case of the steering device according to claim 2, even if the steering device uses an auxiliary pump capable of discharging only in one direction, the above effect can be obtained. Has the effect of improving workability.
Since the steering device according to the fourth aspect can steer the ship even when the auxiliary pump becomes inoperable, it is possible to provide a steering device having both safety and reliability.

  Since the steering device of claim 5 can use each auxiliary pump as a drive device for a double-acting cylinder, it can be easily and inexpensively installed when adding a remote steering function and / or an automatic steering function. It is possible to provide a steering device that can save space. Further, since the ship can be steered even when the auxiliary pump becomes inoperable, it is possible to provide a steering device that combines safety and reliability.

  The steering apparatus according to claim 6 can provide a steering apparatus that is compact and low in cost while being remotely steerable.

  The steering device according to claim 7 can provide a steering device that is compact and low in cost while being capable of automatic steering.

  Embodiments of a steering apparatus according to the present invention will be described below with reference to FIGS.

1 and 8 conceptually show a hydraulic circuit of the steering device 1 according to the first and second embodiments. Reference numeral 2 in the figure denotes a steering wheel, Reference numeral P1 is a helm pump (bidirectional pump), reference numerals S1 and S2 are pressure detectors, reference numeral C1 is a slide spool type pilot switching valve at eight ports and three positions, and reference numeral P2 is an assist for assisting the operation of the steering wheel 2. A pump (auxiliary pump), reference numeral 3 is an assist pump drive motor, reference numeral 4 is a rudder, and reference numeral 5 is a double-sided rod type double-acting cylinder for driving the rudder.

  The helm pump P1 can discharge in both directions, and rotates forward or backward depending on the operation direction of the steering wheel 2, and an amount of hydraulic oil corresponding to the operation amount of the steering wheel 2 is discharged from either of the discharge ports P1a and P1b. It can be discharged. Further, the assist pump P2 can also rotate in the forward and reverse directions, and hydraulic oil can be discharged from either of the discharge ports P2a and P2b. The double-acting cylinder 5 is divided into an oil chamber 5A and an oil chamber 5B by a piston 5a, and a rod 5b interlocked with the piston 5a is connected to the rudder 4. The helm pump P1 and the double-acting cylinder 5 are connected via a pilot switching valve C1 (first control valve) to constitute a completely sealed hydraulic circuit.

  That is, one discharge port P1a of the helm pump P1 and the port A of the pilot switching valve C1 are connected by the oil passage a, and the other discharge port P1b and the port B are connected by the oil passage b. One oil chamber 5A and a port D of the pilot switching valve C1 are connected by an oil passage c, and the other oil chamber 5B and a port G are connected by an oil passage d.

  An assist pump P2 and a check valve 6 are connected to this hydraulic circuit via a pilot switching valve C1. That is, one discharge port P2a of the assist pump P2 and the port E of the pilot switching valve C1 are connected by the oil passage e, and the other discharge port P2b and the port F are connected by the oil passage f. On the other hand, the check valve 6 is interposed in the oil passage g, and the oil passage g is provided in a state where the port H and the port C of the pilot switching valve C1 are connected. The check valve 6 is arranged to block the flow of hydraulic oil from the port C to the port H.

  The pilot switching valve C1 is switched to the steering position of the left rudder on the left side of the drawing by the pilot pressure generated when the hydraulic oil is discharged from the discharge port P1b of the helm pump P1, and when the hydraulic oil is discharged from the discharge port P1a. It switches to the steering position of the right rudder on the right side of the figure.

  The oil pressures in the oil passages a and b are detected as current values by the pressure detectors S1 and S2, and a pressure difference is calculated in the pressure calculation circuit 7 based on the electric signal. The hydraulic pressure equivalent to this pressure difference is the resistance pressure acting on the helm pump P1. Depending on whether the pressure difference is positive or negative, it can be determined from which of the discharge ports P1a and P1b of the helm pump P1 the hydraulic oil is discharged, so that the discharge direction is the same as that of the helm pump P1. The assist pump P2 is driven.

  On the other hand, the current value of the assist pump drive motor 3 is detected by the motor current detector 8. The detected current value reflects the torque of the assist pump drive motor 3, and corresponds to the discharge pressure of the assist pump P2.

  Then, the value detected by the motor current detector 8 and the value calculated by the pressure calculation circuit 7 are compared by the comparison circuit 9, and the comparison result is input to the control circuit 10 including the motor drive circuit. The control circuit 10 controls the assist pump drive motor 3 based on the inputted comparison result to drive the assist pump P2. Thus, since the assist pump P2 appropriately adjusts the discharge amount based on the difference between the discharge pressure and the resistance pressure acting on the helm pump P1, it is suitable for the resistance pressure acting on the helm pump P1. The discharge pressure can be generated.

  Further, the steering device 1 has functions of remote steering and automatic steering in addition to manual steering. Reference numeral 11 in the figure denotes a steering angle detector for detecting the angle of the rudder 4, and reference numeral 12 denotes a dial remote controller for remote steering. Reference numeral 13 denotes an orientation sensor for automatic steering.

  When the rudder operation dial of the dial remote controller 12 is operated, a signal corresponding to the operation direction and the operation amount is input to the remote steering / automatic steering control circuit 14, and the signal output from the control circuit 14 causes the motor drive circuit to operate. It is input to the control circuit 10 including it. The control circuit 10 controls the assist pump drive motor 3 based on the input signal to drive the assist pump P2.

  On the other hand, the azimuth sensor 13 is for measuring the azimuth of the bow at the time of automatic steering. As the direction sensor 13, a gyrocompass, a magnetic sensor, a GPS compass, a GPS navigation device, or the like is used. When the course is set by the steering operation dial or the operation panel of the dial remote controller 12, the control circuit 14 determines the actual rudder 4 angle detected by the rudder angle detector 11 while measuring the direction by the direction sensor 13. Based on this, the rotation angle of the rudder 4 necessary for maintaining the course of the ship is obtained, and the rotation direction of the assist pump P2 is calculated from the result. The calculated result is input to the control circuit 10, and the control circuit 10 controls the assist pump drive motor 3 based on the input result to drive the assist pump P2. If a GPS navigation device or the like is added, it is possible to automatically navigate toward the set target position.

  Next, the operation of the steering device 1 will be described. FIG. 1 shows a state where the steering wheel 2 is not operated during manual steering. At this time, the steered wheel 2 is neutral, and the helm pump P1 does not rotate in either the forward or reverse direction, so no hydraulic oil is discharged, and therefore no pilot pressure is generated, so the pilot switching valve C1 is in the neutral position. It has become.

  When pilot switching valve C1 is in the neutral position, ports A, B, C, and H are shut off, ports D and F are connected, oil passages c and f are connected, and ports E and G are connected. Thus, the oil passages e and d are connected. That is, when the pilot switching valve C1 is in the neutral position, the helm pump P1 is disconnected from the double acting cylinder 5, while a closed circuit is formed in which the assist pump P2 and the double acting cylinder 5 are in series. The assist pump P2 is stopped because there is no hydraulic pressure difference between the oil passages a and b.

  Therefore, if the steering wheel 2 is not operated during manual steering, the pilot switching valve C1 is in the neutral position, and the piston 5a of the double-acting cylinder 5 does not move in either the left or right direction, and the rudder 4 is positioned in the center. Because you can, you can go straight ahead.

  FIG. 2 shows a state in which the steering wheel 2 is operated leftward by manual steering. When the steering wheel 2 is rotated to the left, the helm pump P1 is rotated to the left, and an amount of hydraulic oil corresponding to the operation amount of the steering wheel 2 is discharged from the discharge port P1b. Then, the pilot pressure is generated, and the pilot switching valve C1 is switched to the left steering position.

  When the pilot switching valve C1 is switched to the steering position of the left rudder, the ports B and F of the pilot switching valve C1 communicate with each other, the oil passages b and f are connected, and the operation discharged from the discharge port P1b of the helm pump P1 The oil flows into the discharge port P2b of the assist pump P2. At this time, since the hydraulic pressure detected by the pressure detector S2 in the oil passage b is higher than the hydraulic pressure detected by the pressure detector S1 in the oil passage a, the assist pump P2 discharges hydraulic oil from the discharge port P1a. Driving is done. Moreover, since the assist pump P2 is driven according to the resistance pressure acting on the helm pump P1, the resistance pressure of the helm pump P1 is effectively reduced, and the steered wheels 2 can be operated lightly.

  Since the ports E and G of the pilot switching valve C1 communicate with each other and the oil passages e and d are in a connected state, the hydraulic oil discharged from the discharge port P2a of the assist pump P2 is the oil chamber of the double-action cylinder 5 5B. Thereby, the piston 5a of the double acting cylinder 5 moves to the right, the rudder 4 rotates to the left, and the ship is steered in the port direction. The hydraulic oil discharged from the oil chamber 5A as the piston 5a of the double acting cylinder 5 moves to the right is connected to the ports D and A of the pilot switching valve C1 and the oil passages a and c are connected. Therefore, it flows into the helm pump P1 from the discharge port P1a through these oil passages a and c.

  When the pilot switching valve C1 is in the left steering position, as shown in FIG. 3, the ports B and H are in communication and the ports C and G are in communication. Even when the operation becomes impossible due to the above, the hydraulic fluid discharged from the discharge port P1b of the helm pump P1 can be supplied to the oil chamber 5B of the double acting cylinder 5 through the oil passages b, g, d. In this case, since the steering wheel 2 is operated without the assistance of the assist pump P2, a large force is required, and the operability is lowered.

  FIG. 4 shows a state in which the steering wheel 2 is operated in the right direction by manual steering. When the steering wheel 2 is rotated to the right, the helm pump P1 rotates to the right, and an amount of hydraulic oil corresponding to the operation amount of the steering wheel 2 is discharged from the discharge port P1a. Then, when the pilot pressure is generated, the pilot switching valve C1 is switched to the steering position of the right rudder. When the pilot switching valve C1 is switched to the steering position of the right rudder, the ports A and E are connected to connect the oil passages a and e, so that the hydraulic oil discharged from the helm pump P1 is discharged from the assist pump P2. A flow flows into P2a. The assist pump P2 is driven to discharge hydraulic oil from the discharge port P2b because the hydraulic pressure detected by the pressure detector S1 in the oil passage a is higher than the hydraulic pressure detected by the pressure detector S2 in the oil passage b. . Moreover, since the assist pump P2 is driven according to the resistance pressure acting on the helm pump P1, the resistance pressure of the helm pump P1 is effectively reduced, and the steered wheels 2 can be operated lightly.

  Since the ports D and F of the pilot switching valve C1 communicate with each other and the oil passages c and f are in a connected state, the hydraulic oil discharged from the discharge port P2b of the assist pump P2 is oil in the double-action cylinder 5. It is supplied to the chamber 5A. As a result, the piston 5a moves to the left, the rudder 4 rotates to the right, and the ship is steered in the starboard direction. The hydraulic oil discharged from the oil chamber 5B as the piston 5a moves to the left is connected to the ports B and G of the pilot switching valve C1 and the oil passages b and d are in a connected state. It returns to the helm pump P1 from the discharge port P1b through the paths b and d.

  Note that when the pilot switching valve C1 is in the steering position of the right rudder, the ports A and H and the ports C and D are in communication as shown in FIG. When the operation becomes impossible due to the above, the hydraulic oil discharged from the discharge port P1a of the helm pump P1 can be supplied to the oil chamber 5A of the double acting cylinder 5 through the oil passages a, c, and g. In this case, since the steered wheel 2 is steered without the assistance of the assist pump P2, a large force is required and the operability is lowered.

  6 and 7 show a state where the ship is being steered by remote steering or automatic steering. 6 and 7, the pilot switching valve C1 is in the neutral position, and the ports A, B, C, and H are shut off as in the case of FIG. The ports D and F of the pilot switching valve C1 are in communication with the oil passages c and f, and the ports E and G are in communication with the oil passages e and d. . Thus, when the ship is steered by remote steering or automatic steering, the pilot switching valve C1 is set to the neutral position, the helm pump P1 and the double-acting cylinder 5 are disconnected, and the assist pump P2 and the double-acting are operated. A closed circuit is formed in which the cylinder 5 is in series.

  When the steering operation dial of the dial remote controller 12 is operated in the left direction during remote steering, a signal corresponding to the operation direction and the operation amount is input to the control circuit 14, and the control circuit 14 includes a motor drive circuit. A signal is input to 10. The control circuit 10 controls the assist pump drive motor 3 based on the input signal to drive the assist pump P2, thereby discharging hydraulic oil from the discharge port P2a (FIG. 6). The hydraulic oil discharged from the assist pump P2 is supplied to the oil chamber 5B of the double acting cylinder 5 through the oil passages e and d. Then, the piston 5a moves to the right, the rudder 4 rotates to the left, and the ship is steered in the port direction. The hydraulic oil discharged from the oil chamber 5A with the movement of the piston 5a is returned to the assist pump P2 from the discharge port P2b through the oil passages c and f. Thus, since the actual angle of the rudder 4 can be known by the rudder angle detector 11 during remote steering, the ship can be steered accurately.

  On the other hand, when the rudder operation dial of the dial remote controller 12 is operated in the right direction, hydraulic oil is discharged from the discharge port P2b of the assist pump P2 (FIG. 7). The discharged hydraulic oil is supplied to the oil chamber 5A of the double-acting cylinder 5 through the oil passages c and f, the piston 5a moves to the left, the rudder 4 rotates to the right, and the ship is steered in the starboard direction. The hydraulic oil discharged from the oil chamber 5B with the movement of the piston 5a is returned to the assist pump P2 from the discharge port P2a through the oil passages d and e.

  Next, in the case of automatic steering, the course of the ship is set by the dial remote controller 12 or a control panel (not shown). Then, the control circuit 14 calculates the rudder angle necessary for the ship to maintain the course from the direction measured by the direction sensor 13 and the set course, and the double action required to adjust the rudder to the angle. The moving direction and moving distance of the piston 5a of the cylinder 5 are obtained. The hydraulic pressure to be applied to the double acting cylinder 5 is obtained from the moving direction and moving distance of the piston 5a, and the rotational direction of the assist pump P2 for generating this hydraulic pressure is calculated. The calculated result is input to the control circuit 10, and the control circuit 10 controls the assist pump drive motor 3 based on the input result to drive the assist pump P2.

  For example, when the course of the ship is shifted to the right, as shown in FIG. 6, the assist pump P2 is driven by the control circuit 10, and hydraulic oil is discharged from the discharge port P2a. The discharged hydraulic oil is supplied to the oil chamber 5B of the double acting cylinder 5 through the oil passages e and d. Then, the piston 5a moves to the right, the rudder 4 rotates to the left, the ship is steered in the port direction, and the course is corrected. When the course of the ship is shifted to the left, as shown in FIG. 7, the assist pump P2 is driven by the control circuit 10, and the hydraulic oil is discharged from the discharge port P2b. The discharged hydraulic oil is supplied to the oil chamber 5A of the double acting cylinder 5 through the oil passages c and f. Then, the piston 5a moves to the left, the rudder 4 rotates to the right, the ship is steered in the starboard direction, and the course is corrected. Thus, the deviation of the course is automatically corrected, so that the ship can be navigated while maintaining the set course.

  Incidentally, in the conventional steering device, when the helm pump P1 is not rotating, that is, when the pilot switching valve C1 is in the neutral position, the oil passages e and f are blocked by the pilot switching valve C1, and the assist is performed. The pump P2 and the double acting cylinder 5 do not constitute a closed circuit. Therefore, even if the assist pump P2 is driven, the hydraulic oil cannot be discharged, and the double-action cylinder 5 cannot be moved by the assist pump P2.

  In the steering apparatus 1 described above, when the assist pump P2 is driven corresponding to only the hydraulic pressure difference detected by the pressure detectors S1 and S2, the control circuit can be simplified. For example, as shown in FIG. 8, the motor current detector 8 and the comparison circuit 9 are omitted, and the pressure calculation circuit 7 calculates the pressure difference based on the values detected by the pressure detectors S1 and S2, and calculates The result is configured to be input to the control circuit 10 including the motor drive circuit (second embodiment). The control circuit 10 controls the assist pump drive motor 3 based on the input calculation result to drive the assist pump P2. In this way, the hydraulic circuit can be simplified and the cost can be reduced.

Third and Fourth Embodiments Next, a third embodiment and a fourth embodiment of the steering apparatus according to the present invention will be described with reference to FIGS. 9 to 16 conceptually show the hydraulic circuit according to the steering device 1 'of the third embodiment. 9 to 16, the same reference numerals are given to components having the same or similar configurations as the hydraulic circuits of the first embodiment and the second embodiment, and description thereof will be omitted to avoid duplication. 9 to 16, reference numeral C2 denotes a 6-port 3-position slide spool type pilot switching valve, and reference numeral C3 denotes a 4-port 3-position slide spool type block switching pilot switching valve. The helm pump P1 and the double-acting cylinder 5 are connected via a slide spool type pilot switching valve C2 (first control valve) to constitute a completely sealed hydraulic circuit.

  That is, one discharge port P1a of the helm pump P1 and the port J of the pilot switching valve C2 are connected by an oil passage h, the other discharge port P1b and a port K are connected by an oil passage i, and a double-acting cylinder One oil chamber 5A and a port L of the pilot switching valve C2 are connected by an oil passage j, and the other oil chamber 5B and a port P are connected by an oil passage k.

  An assist pump P2 is connected to this hydraulic circuit via a pilot switching valve C2. That is, one discharge port P2a of the assist pump P2 and the port M of the pilot switching valve C2 are connected by the oil passage m, and the other discharge port P2b and the port N are connected by the oil passage n. A check valve 15 is connected in parallel with the assist pump P2 via a pilot switching valve C3 (third control valve).

  That is, the other end of the oil passage q whose one end is connected to the port Q of the pilot switching valve C3 is connected to the oil passage m, and the oil passage r whose one end is connected to the port R of the pilot switching valve C3. Is connected to the oil passage n. The ports S and T of the pilot switching valve C3 are connected by an oil passage s, and a check valve 15 is interposed in the oil passage s. The check valve 15 is arranged to block the flow of hydraulic oil from the port S to the port T.

  The pilot switching valves C2 and C3 are switched to the steering position of the left rudder on the left side of the drawing by the pilot pressure generated when the hydraulic oil is discharged from the discharge port P1b of the helm pump P1, and the hydraulic oil is discharged from the discharge port P1a. Then, it switches to the steering position of the right rudder on the right side in the figure.

  Next, the operation of the steering device 1 'will be described. FIG. 9 shows a state where the steering wheel 2 is not operated during manual steering. At this time, the steered wheels 2 are neutral, and the helm pump P1 is not rotating in either the forward or reverse direction, so no hydraulic oil is discharged, and therefore no pilot pressure is generated, so the pilot switching valves C2 and C3 are neutral. It is in the position state. In this state, the piston 5a of the double-acting cylinder 5 does not move in either the left or right direction, and the rudder 4 can be positioned in the center, so that the ship can be moved straight.

  When the pilot switching valve C2 is in the neutral position, the ports J and K are shut off, the ports L and N are connected, the oil passages j and n are connected, and the ports M and P are connected. The paths k and m are connected. On the other hand, when the pilot switching valve C3 is in the neutral position, all of the ports Q, R, S, T are blocked, and the oil passage s is disconnected from the oil passages q, r. That is, when the pilot switching valves C2 and C3 are in the neutral position, the helm pump P1 is disconnected from the double acting cylinder 5 of the hydraulic circuit, and the closed circuit in which the assist pump P2 and the double acting cylinder 5 are in series. Is configured. The assist pump P2 is stopped because there is no hydraulic pressure difference between the oil passages h and i.

  FIG. 10 shows a state where the steering wheel 2 is operated in the left direction by manual steering. In this case, the helm pump P2 rotates counterclockwise, and an amount of hydraulic oil corresponding to the operation amount of the steering wheel 2 is discharged from the discharge port P1b. Then, when the pilot pressure is generated, the pilot switching valves C2 and C3 are switched to the left rudder steering position in the drawing.

  When the pilot switching valve C2 is switched to the steering position of the left rudder, the ports K and N of the pilot switching valve C2 communicate with each other to connect the oil passages i and n, and the hydraulic oil discharged from the helm pump P1 assists. A flow flows into the discharge port P2b of the pump P2. Further, since the hydraulic pressure detected by the pressure detector S2 in the oil passage i is higher than the hydraulic pressure detected by the pressure detector S1 in the oil passage h, the assist pump P2 is a drive that discharges hydraulic oil from the discharge port P2a. Is made. Moreover, since the assist pump P2 is driven according to the resistance pressure acting on the helm pump P1, the resistance pressure of the helm pump P1 is effectively reduced, and the steered wheels 2 can be operated lightly.

  Since the ports M and P of the pilot switching valve C2 communicate with each other and the oil passages k and m are in a connected state, the hydraulic oil discharged from the discharge port P2a of the assist pump P2 is the oil chamber of the double-action cylinder 5. 5B. Thereby, the piston 5a of the double acting cylinder 5 moves to the right, the rudder 4 rotates to the left, and the ship is steered in the port direction. The hydraulic oil discharged from the oil chamber 5A as the piston 5a of the double acting cylinder 5 moves to the right is connected to the ports J and L of the pilot switching valve C2 and the oil passages h and j are connected. Therefore, it flows into the helm pump P1 from the discharge port P1a through these oil passages h and j.

  On the other hand, when the pilot switching valve C3 is switched to the steering position of the left rudder, as shown in FIG. 11, the ports R and T are connected, the ports Q and S are connected, and the oil passages q, r, and s are connected. It becomes a state. For this reason, even if the assist pump P2 becomes inoperable due to a failure or the like, the oil passages m and n can be bypassed by the oil passages q, r, and s, so that the discharge from the discharge port P1b of the helm pump P1 is possible. The applied hydraulic oil can be supplied to the oil chamber 5B of the double acting cylinder 5. In this case, since the steering wheel 2 is operated without the assistance of the assist pump P2, a large force is required, and the operability is lowered.

  FIG. 12 shows a state in which the steering wheel 2 is operated in the right direction by manual steering. In this case, the helm pump P1 rotates to the right, and an amount of hydraulic oil corresponding to the operation amount of the steering wheel 2 is discharged from the discharge port P1a. Then, when the pilot pressure is generated, the pilot switching valves C2 and C3 are switched to the steering position of the right rudder.

  When the pilot switching valve C2 is switched to the steering position of the right rudder, the ports J and M are connected to connect the oil passages h and m, so that the hydraulic oil discharged from the helm pump P1 is discharged from the assist pump P2. A flow flows into the outlet P2a. The assist pump P2 is driven to discharge hydraulic oil from the discharge port P2b because the hydraulic pressure detected by the pressure detector S1 in the oil passage h is higher than the hydraulic pressure detected by the pressure detector S2 in the oil passage i. The Moreover, since the assist pump P2 is driven according to the resistance pressure acting on the helm pump P1, the resistance pressure of the helm pump P1 is effectively reduced, and the steered wheels 2 can be operated lightly.

  Since the ports L and N of the pilot switching valve C2 communicate with each other and the oil passages j and n are in a connected state, the hydraulic oil discharged from the discharge port P2b of the assist pump P2 is the oil chamber 5A of the double-action cylinder 5. To be supplied. As a result, the piston 5a moves to the left, the rudder 4 rotates to the right, and the ship is steered in the starboard direction. The hydraulic oil discharged from the oil chamber 5B as the piston 5a moves to the left is connected to the ports K and P of the pilot switching valve C2 and the oil passages i and k are in a connected state. The discharge port P1b returns to the helm pump P1 through i and k.

  On the other hand, when the pilot switching valve C3 is in the steering position of the right rudder, the ports Q and T communicate with each other and the ports R and S communicate with each other so that the oil passages q, r, and s are connected. For this reason, even if the assist pump P2 becomes inoperable due to a failure or the like, the oil passages m and n can be bypassed by the oil passages q, r, and s, and therefore the discharge from the discharge port P1a of the helm pump P1. The applied hydraulic oil can be supplied to the oil chamber 5 </ b> A of the double acting cylinder 5. In this case, since the steering wheel 2 is operated without the assistance of the assist pump P2, a large force is required and the operability is lowered (FIG. 13).

  14 and 15 show a state where the ship is being steered by remote steering or automatic steering. 14 and 15, the pilot switching valves C2 and C3 are in the neutral position, and the pilot switching valve C2 is in a state in which the ports J and K are shut off and the ports M and P communicate with each other as in FIG. The paths k and m are in a connected state, the ports L and N communicate with each other, and the oil paths j and n are in a connected state. On the other hand, the ports Q, R, S, and T of the pilot switching valve C3 are blocked, and the oil passages q, r, and s are not connected.

  Thus, when the ship is steered by remote steering or automatic steering, the pilot switching valves C2 and C3 are in the neutral position, the helm pump P1 and the double-acting cylinder 5 are disconnected, and the assist pump A closed circuit is formed in which P2 and the double-acting cylinder 5 are in series.

  When the steering operation dial of the dial remote controller 12 is operated in the left direction during remote steering, a signal corresponding to the operation direction and the operation amount is input to the control circuit 14, and the control circuit 14 includes a motor drive circuit. A signal is input to 10. The control circuit 10 controls the assist pump drive motor 3 based on the input value to drive the assist pump P2, thereby discharging hydraulic oil from the discharge port P2a (FIG. 14). The hydraulic oil discharged from the assist pump P2 is supplied to the oil chamber 5B of the double acting cylinder 5 through the oil passages k and m. Then, the piston 5a moves to the right, the rudder 4 rotates to the left, and the ship is steered in the port direction. The hydraulic oil discharged from the oil chamber 5A with the movement of the piston 5a is returned to the assist pump P2 from the discharge port P2b through the oil passages j and n. Thus, since the actual angle of the rudder 4 can be known by the rudder angle detector 11 during remote steering, the ship can be steered accurately.

  On the other hand, when the rudder operation dial of the dial remote controller 12 is operated in the right direction, the hydraulic oil is discharged from the discharge port P2b of the assist pump P2, and the hydraulic oil is supplied to the oil chamber 5A of the double acting cylinder 5 through the oil passages j and n. (FIG. 15). Then, the piston 5a moves to the left, the rudder 4 rotates to the right, and the ship is steered in the starboard direction. The hydraulic oil discharged from the oil chamber 5B with the movement of the piston 5a is returned to the helm pump P2 from the discharge port P2a through the oil passages k and m.

  Next, in the case of automatic steering, the course of the ship is set using the remote control dial 12 or a control panel (not shown). Then, the control circuit 14 calculates an angle of the rudder 4 necessary for the ship to maintain the course from the direction measured by the direction sensor and the set course, and is necessary for adjusting the rudder 4 to the angle. The moving direction and moving distance of the piston 5a of the double acting cylinder 5 are obtained. The hydraulic pressure to be applied to the double acting cylinder 5 is obtained from the moving direction and moving distance of the piston 5a, and the rotational direction of the assist pump P2 for generating this hydraulic pressure is calculated. The calculated result is input to the control circuit 10, and the control circuit 10 controls the assist pump drive motor 3 based on the input signal to drive the assist pump P2.

  For example, when the course of the ship is shifted to the right, as shown in FIG. 14, the assist pump P2 is driven by the control circuit 10 and the hydraulic oil is discharged from the discharge port P2a. The discharged hydraulic oil is supplied to the oil chamber 5B of the double acting cylinder 5 through the oil passages k and m. Then, the piston 5a moves to the right, the rudder 4 rotates to the left, the ship is steered in the port direction, and the course is corrected. Further, when the course of the ship is shifted to the left, as shown in FIG. 15, the assist pump P2 is driven by the control circuit 10, and the hydraulic oil is discharged from the discharge port P2b. The discharged hydraulic oil is supplied to the oil chamber 5A of the double acting cylinder 5 through the oil passages j and n. Then, the piston 5a moves to the left, the rudder 4 rotates to the right, the ship is steered in the starboard direction, and the course is corrected. Thus, the deviation of the course is automatically corrected, so that the ship can be navigated while maintaining the set course.

  According to the steering device 1 ′, since simple ones can be used for the pilot switching valves C <b> 2 and C <b> 3, the cost can be reduced by using a commercially available inexpensive control valve.

  In the steering device 1 ′ of the third embodiment, when the assist pump P2 is driven corresponding to only the hydraulic pressure difference detected by the pressure detectors S1 and S2, the control circuit can be simplified. it can. For example, as shown in FIG. 16, the motor current detector 8 and the comparison circuit 9 are omitted, and the pressure difference is calculated by the pressure calculation circuit 7 based on the values detected by the pressure detectors S1 and S2, and the calculation is performed. The result is configured to be input to the control circuit 10 including the motor drive circuit (fourth embodiment). The control circuit 10 controls the assist pump drive motor 3 based on the input calculation result to drive the assist pump P2. In this way, the hydraulic circuit can be simplified and the cost can be reduced.

5th Embodiment and 6th Embodiment 5th Embodiment and 6th Embodiment which provide the two auxiliary pumps which can discharge in one direction are shown in FIGS. In FIGS. 17 to 22, the same reference numerals are given to components that are the same as or equivalent to those in the first to fourth embodiments, and descriptions thereof are omitted to avoid duplication.

  As shown in FIG. 17, the steering device 1 ″ of the fifth embodiment includes a helm pump 2 and a double-acting cylinder 5 connected via a pilot switching valve C4 (first control valve), and is a completely sealed hydraulic circuit. The pilot switching valve C4 is a 4-port 3-position slide spool type and center block type directional control valve, and the port U and the discharge port P1a of the helm pump 1 are connected by a flow path t. The port V and the discharge port P1b of the helm pump 1 are connected by a flow path u, and the left rudder on the left side in the figure by the pilot pressure generated when hydraulic oil is discharged from the discharge port P1b of the helm pump P1. When the operating oil is discharged from the discharge port P1a, the steering position is switched to the right rudder steering position on the right side in the figure.

  Further, the port W of the pilot switching valve C4 and the oil chamber 5A of the double acting cylinder 5 are communicated with each other through a flow path v, and the port X and the oil chamber 5B of the double action cylinder 5 are communicated with each other through a flow path w. In each of the oil passages v and w, assist pumps P4 and P5 that discharge hydraulic oil in the direction of the double-acting cylinder 5 are disposed in series, and in parallel with the assist pumps P4 and P5. Check valves 16 and 17 are connected to each other. Each check valve 16 and 17 is arranged in a direction to block hydraulic fluid flowing from the double-acting cylinder 5 toward the pilot switching valve C4, and hydraulic fluid is supplied from the assist pumps P4 and P5 in the other oil passages v and w. The blocking release is performed by the pilot pressure generated by the discharge.

  Next, the operation of the steering device 1 ″ will be described. FIG. 17 shows a state where the steering wheel 2 is not operated during manual steering. At this time, the steering wheel 2 is neutral, and any of the helm pumps P1 is used. Since no hydraulic oil is discharged from the discharge ports P1a and P1b, no pilot pressure is generated, and the pilot switching valve C4 is in a neutral position in the center.

  When the pilot switching valve C4 is in the neutral position, the ports U and V are shut off and the ports W and X communicate with each other to connect the flow paths v and w. Thus, when the pilot switching valve C4 is in the neutral position, the helm pump P1 and the double-acting cylinder 5 are disconnected from each other, and the closed circuit in which the auxiliary pumps P4, P5 and the double-acting cylinder 5 are in series is provided. Composed. The assist pumps P4 and P5 are stopped because there is no hydraulic pressure difference between the flow paths t and u. Thus, if the pilot switching valve C4 is set to the neutral position without operating the steering wheel 2 during manual steering, the rudder 4 is positioned in the center because the piston 5a of the double-acting cylinder 5 does not move in either the left or right direction. You can go straight on the ship.

  FIG. 18 shows a state in which the steering wheel 2 is operated in the left direction by manual steering. In this case, the helm pump P1 rotates counterclockwise, and an amount of hydraulic oil corresponding to the operation amount of the steering wheel 2 is discharged from the discharge port P1b. Then, when the pilot pressure is generated, the pilot switching valve C4 is switched to the left rudder steering position in the drawing. When the pilot switching valve C4 reaches the steering position of the left rudder, the ports V and X communicate with each other, the flow paths u and w become connected, and the ports U and W communicate with each other to bring the flow paths t and v into connection. Thus, there is a flow in which the hydraulic oil discharged from the helm pump P1 flows into the suction port P5b of the assist pump P5. Since the hydraulic pressure detected by the pressure detector S2 in the oil passage u is higher than the hydraulic pressure detected by the pressure detector S1 in the oil passage t, the assist pump P5 is driven and hydraulic oil is discharged from the discharge port P5a. . Moreover, since the assist pump P5 is driven according to the resistance pressure acting on the helm pump P1, the resistance pressure of the helm pump P1 is effectively reduced, and the steered wheels 2 can be operated lightly.

  The hydraulic oil discharged from the discharge port P5a of the assist pump P5 is supplied to the oil chamber 5B of the double-action cylinder 5, the piston 5a of the double-action cylinder 5 moves to the right, and the rudder 4 rotates to the left. Is steered in the port direction. The hydraulic oil discharged from the oil chamber 5A as the piston 5a of the double-acting cylinder 5 moves to the right passes through the check valve 16 released from the cutoff by the pilot pressure generated in the oil passage w. The oil flows into the helm pump P1 from the discharge port P1a through the oil passages t and v in which the ports U and W are connected to each other.

  FIG. 19 shows a state where the steering wheel 2 is operated in the right direction by manual steering. In this case, the helm pump P1 rotates to the right, and an amount of hydraulic oil corresponding to the operation amount of the steering wheel 2 is discharged from the discharge port P1a. Then, when the pilot pressure is generated, the pilot switching valve C4 is switched to the steering position of the right rudder on the right side in the drawing. When the pilot switching valve C4 is in the steering position of the right rudder, the ports V and X are communicated and the flow paths u and w are connected, and the ports U and W are communicated and the flow paths t and v are connected. Thus, there is a flow in which the hydraulic oil discharged from the helm pump P1 flows into the suction port P4b of the assist pump P4. Since the hydraulic pressure detected by the pressure detector S1 in the oil passage t is higher than the hydraulic pressure detected by the pressure detector S2 in the oil passage u, the assist pump P4 is driven and hydraulic oil is discharged from the discharge port P4a. . In addition, since the assist pump P4 is driven according to the resistance pressure acting on the helm pump P1, the resistance pressure of the helm pump P1 is effectively reduced, and the steered wheels 2 can be operated lightly. Then, the hydraulic oil discharged from the discharge port P4a of the assist pump P4 is supplied to the oil chamber 5A of the double acting cylinder 5, the piston 5a of the double acting cylinder 5 moves to the left, and the rudder 4 rotates to the right. Is steered in the starboard direction.

  The hydraulic oil discharged from the oil chamber 5B as the piston 5a of the double-acting cylinder 5 moves to the left passes through the check valve 17 released from the cutoff by the pilot pressure generated in the oil passage v and passes through the pilot switching valve C4. Are returned to the helm pump P1 from the discharge port P1b through the oil passages u and w that are connected to each other.

  Even when the assist pumps P4 and P5 become inoperable during manual steering, the hydraulic fluid discharged from the helm pump P1 is passed through the check valves 16 and 17 provided in parallel to the assist pumps P4 and 5, respectively. Thus, the double-action cylinder 5 can be supplied and the ship can be steered.

  20 and 21 show a state where the ship is being steered by remote steering or automatic steering. 20 and 21, the pilot switching valve C4 is in a neutral position in the center of the drawing. As in FIG. 17, the pilot switching valve C4 is in a state where the ports U and V are shut off and the ports W and X communicate with each other. The oil passages v and w are in a connected state.

  As described above, when the ship is steered by remote steering or automatic steering, the pilot switching valve C4 is set to the neutral position, the helm pump P1 and the double-acting cylinder 5 are disconnected, and the assist pump P4, A closed circuit is formed in which P5 and the double-acting cylinder 5 are in series.

  When the steering operation dial of the dial remote controller 12 is operated in the left direction during remote steering, a signal corresponding to the operation direction and the operation amount is input to the control circuit 14, and the control circuit 14 includes a motor drive circuit. A signal is input to 10. The control circuit 10 controls the assist pump drive motor 3 based on the input value to drive the assist pump P5, and discharges hydraulic fluid from the discharge port P5a (FIG. 20). The hydraulic oil discharged from the assist pump P5 is supplied to the oil chamber 5B of the double acting cylinder 5. Then, the piston 5a moves to the right, the rudder 4 rotates to the left, and the ship is steered in the port direction. The hydraulic oil discharged from the oil chamber 5A with the movement of the piston 5a passes through the pilot switching valve C4 through the check valve 16 connected to the oil passage v and released from the shutoff, and from the suction port P5b through the oil passage w. Returned to the assist pump P5. Thus, since the actual angle of the rudder 4 can be known by the rudder angle detector 11 during remote steering, the ship can be steered accurately.

  On the other hand, when the rudder operation dial of the dial remote controller 12 is operated in the right direction, the assist pump P4 is driven, the hydraulic oil is discharged from the discharge port P4a, and the hydraulic oil is supplied to the oil chamber 5A of the double-acting cylinder 5 (FIG. 21). Then, the piston 5a moves to the left, the rudder 4 rotates to the right, and the ship is steered in the starboard direction. The hydraulic oil discharged from the oil chamber 5B with the movement of the piston 5a passes through the pilot switching valve C4 through the check valve 17 connected to the oil passage w and released from shut-off, and from the suction port P4b through the oil passage v. Returned to the assist pump P4.

  Next, in the case of automatic steering, the course of the ship is set using the remote control dial 12 or a control panel (not shown). Then, the control circuit 14 calculates an angle of the rudder 4 necessary for the ship to maintain the course from the direction measured by the direction sensor and the set course, and is necessary for adjusting the rudder 4 to the angle. The moving direction and moving distance of the piston 5a of the double acting cylinder 5 are obtained. The hydraulic pressure to be applied to the double-acting cylinder 5 is obtained from the moving direction and moving distance of the piston 5a, the assist pump to be driven is determined, and the necessary rotational direction is calculated. The calculated result is input to the control circuit 10, and the control circuit 10 controls the assist pump drive motor 3 based on the input signal to drive one of the assist pumps P4 and P5.

  For example, when the course of the ship is shifted to the right, as shown in FIG. 20, the assist pump P5 is driven by the control circuit 10, and hydraulic oil is discharged from the discharge port P5a. The discharged hydraulic oil is supplied to the oil chamber 5B of the double acting cylinder 5. Then, the piston 5a moves to the right, the rudder 4 rotates to the left, the ship is steered in the port direction, and the course is corrected. When the course of the ship is shifted to the left, as shown in FIG. 21, the assist pump P4 is driven by the control circuit 10, and the hydraulic oil is discharged from the discharge port P4a. The discharged hydraulic oil is supplied to the oil chamber 5A of the double acting cylinder 5. Then, the piston 5a moves to the left, the rudder 4 rotates to the right, the ship is steered in the starboard direction, and the course is corrected. Thus, the deviation of the course is automatically corrected, so that the ship can be navigated while maintaining the set course.

  According to the steering device 1 ″, even in a configuration in which two assist pumps capable of discharging in one direction are provided, it is possible to reduce the labor and cost associated with the addition of the functions of remote steering and / or automatic steering.

  In the steering device 1 ″ of the fifth embodiment, when the assist pump P2 is driven corresponding to only the hydraulic pressure difference detected by the pressure detectors S1 and S2, the control circuit can be simplified. For example, as shown in Fig. 22, the motor current detector 8 and the comparison circuit 9 are omitted, and the pressure calculation circuit 7 calculates the pressure difference based on the values detected by the pressure detectors S1 and S2, The calculation result is configured to be input to the control circuit 10 including the motor drive circuit (sixth embodiment) The control circuit 10 controls the assist pump drive motor 3 based on the input calculation result, and each assist By driving the pumps P4 and P5, the hydraulic circuit can be simplified and the cost can be reduced.

Seventh Embodiment and Eighth Embodiment Next, a seventh embodiment and an eighth embodiment of the steering apparatus according to the present invention will be described with reference to FIGS. 23 to 28 conceptually show a hydraulic circuit according to the steering apparatus 1 '''of the seventh embodiment. 23 to 28, the same reference numerals are given to the same or equivalent components as the hydraulic circuits of the first to sixth embodiments, and the description thereof will be omitted to avoid duplication. 23 to 27, a reference symbol C5 indicates a slide spool type pilot switching valve with 8 ports and 3 positions, and a reference symbol C6 indicates an electromagnetic switching valve with 4 ports and 2 positions. The helm pump P1 and the double-acting cylinder 5 are connected via a pilot switching valve C5 (first control valve) and an electromagnetic switching valve C6 (second control valve) to form a completely sealed hydraulic circuit. Yes.

  That is, one discharge port P1a of the helm pump P1 and the port A ′ of the pilot switching valve C5 are connected by the oil passage a ′, and the other discharge port P1b and the port B ′ are connected by the oil passage b ′. . Further, the port D ′ of the pilot switching valve C5 and the port J ′ of the electromagnetic switching valve C6 are connected by an oil passage c ′, and the port G ′ of the pilot switching valve C5 and the port K ′ of the electromagnetic switching valve C6 are oil passages. connected by d ′. Then, one oil chamber 5A of the double acting cylinder 5 and the port L ′ of the electromagnetic switching valve C6 are connected by an oil path h ′, and the other oil chamber 5B and the port M ′ of the electromagnetic switching valve C6 are connected to the oil path j. Connected by '.

  An assist pump P3 is connected to this hydraulic circuit via a pilot switching valve C5. The assist pump P3 can discharge only in one direction, the symbol P3a being a discharge port, and the symbol P3b being a suction port. The discharge port P3a of the assist pump P3 and the port E 'of the pilot switching valve C5 are connected by an oil passage e', and the suction port P3b and the port F 'are connected by an oil passage f'. Then, the port H 'and the port C' of the pilot switching valve C5 are connected by an oil passage g ', and a check valve 6 is interposed in the oil passage g'. The check valve 6 blocks the flow of hydraulic oil from the port C ′ to the port H ′.

  When hydraulic fluid is discharged from the discharge port P1b of the helm pump P1 during manual steering, the pilot switching valve C5 is switched to the steering position of the left rudder on the left side of the drawing by the generated pilot pressure, and the electromagnetic switching valve C6 is not energized and left Located on the room side. Further, when hydraulic oil is discharged from the discharge port P1a, the pilot switching valve C5 is switched to the steering position of the right rudder on the right side in the figure, but the electromagnetic switching valve C6 is not energized and is positioned on the left chamber side.

  The oil pressures in the oil passages a ′ and b ′ are detected as current values by the pressure detectors S1 and S2, and the pressure difference is calculated in the pressure calculation circuit 7 based on the electric signals. The hydraulic pressure equivalent to this pressure difference is the resistance pressure acting on the helm pump P1. On the other hand, the current value of the assist pump drive motor 3 is detected by the motor current detector 8. The detected current value reflects the torque of the assist pump drive motor 3, and corresponds to the discharge pressure of the assist pump P3.

  Then, the value detected by the motor current detector 8 and the value calculated by the pressure calculation circuit 7 are compared by the comparison circuit 9, and the comparison result is input to the control circuit 10 including the motor drive circuit. The control circuit 10 controls the assist pump drive motor 3 based on the inputted comparison result to drive the assist pump P3. As described above, the assist pump P3 appropriately corrects the discharge amount based on the difference between the discharge pressure and the resistance pressure acting on the helm pump P1, and is therefore suitable for the resistance pressure acting on the helm pump P1. The discharge pressure can be generated.

  Next, the operation of the steering device 1 "" will be described. FIG. 23 shows a state where the steering wheel 2 is not operated during manual steering. At this time, since the helm pump P1 does not rotate in either the forward or reverse direction, hydraulic fluid is not discharged, and therefore no pilot pressure is generated, so the pilot switching valve C5 is in the neutral position. Further, since there is no hydraulic pressure difference in the oil passages a 'and b', the assist pump P3 is in a stopped state. Therefore, when the pilot switching valve C5 is positioned in the neutral position without operating the steering wheel 2 during manual steering, the piston 5a of the double-acting cylinder 5 does not move in either the left or right direction, and the rudder 4 is positioned in the center. Can go straight on the ship.

  When the pilot switching valve C5 is in the neutral position, the ports A ′, B ′, C ′, H ′ are shut off, and the ports D ′, F ′ are communicated to connect the oil passages c ′, f ′. At the same time, the ports E ′ and G ′ communicate with each other to connect the flow paths e ′ and d ′. On the other hand, since the electromagnetic switching valve C6 is not energized, it is positioned on the left ventricle side, the ports K ′ and M ′ communicate with each other, the oil passages d ′ and j ′ are connected, and the port J ′. , L ′ communicate with each other and the flow paths c ′ and h ′ are connected.

  In other words, when the steering wheel 2 is not operated during manual steering, the helm pump P1 is disconnected from the double-action cylinder 5 of the hydraulic circuit, and the assist pump P3 and the double-action cylinder 5 are closed in series. The circuit is configured.

  FIG. 24 shows a state where the steering wheel 2 is operated in the left direction by manual steering. In this case, the helm pump P2 rotates counterclockwise, and an amount of hydraulic oil corresponding to the operation amount of the steering wheel 2 is discharged from the discharge port P1b. Then, when the pilot pressure is generated, the pilot switching valve C5 is switched to the steering position of the left rudder, and the electromagnetic switching valve C6 is not energized and is located on the left chamber side.

  When the pilot switching valve C5 reaches the steering position of the left rudder, the ports B ′ and F ′ of the pilot switching valve C5 communicate with each other and the oil passages b ′ and f ′ are connected, and the hydraulic oil discharged from the helm pump P1 Flows into the suction port P3b of the assist pump P3, and hydraulic oil is discharged from the discharge port P3a. Since the assist pump P3 is driven according to the resistance pressure acting on the helm pump P1, the resistance pressure of the helm pump P1 is effectively reduced, and the steered wheels 2 can be operated lightly.

  Then, the ports E ′ and G ′ of the pilot switching valve C5 communicate with each other and the oil passages c ′ and d ′ are in a connected state, and the ports K ′ and M ′ of the electromagnetic switching valve C6 communicate with each other with oil. Since the paths d ′ and j ′ are in the connected state, the hydraulic oil discharged from the assist pump P3 is supplied to the oil chamber 5B of the double acting cylinder 5. Thereby, the piston 5a of the double acting cylinder 5 moves to the right, the rudder 4 rotates to the left, and the ship is steered in the port direction. The hydraulic oil discharged from the oil chamber 5A as the piston 5a of the double acting cylinder 5 moves to the right is connected to the ports J 'and L' of the electromagnetic switching valve C6 and connected to the oil passages c 'and h'. In addition, since the ports A ′ and D ′ of the pilot switching valve C5 are in communication and the oil passages a ′ and c ′ are in a connected state, they flow into the helm pump P1 from the discharge port P1a.

  When the pilot switching valve C5 is in the left steering position, the ports B ′ and H ′ are communicated and the ports C ′ and G ′ are communicated and the oil passages b ′, g ′, and d ′ are connected. Become. For this reason, even if the assist pump P3 becomes inoperable due to a failure or the like, the hydraulic oil discharged from the discharge port P1b of the helm pump P1 can be supplied to the oil chamber 5B of the double-action cylinder 5. In this case, since the steering wheel 2 is operated without the assistance of the assist pump P3, a large force is required, and the operability is lowered.

  FIG. 25 shows a state in which the steering wheel 2 is operated in the right direction by manual steering. In this case, the helm pump P1 rotates to the right, and an amount of hydraulic oil corresponding to the operation amount of the steering wheel 2 is discharged from the discharge port P1a. Then, when the pilot pressure is generated, the pilot switching valve C5 is switched to the steering position of the right rudder on the right side in the figure, and the electromagnetic switching valve C6 is not energized and is positioned on the left chamber side.

  When the pilot switching valve C5 reaches the steering position of the right rudder, the ports A ′ and F ′ communicate with each other and the oil passages a ′ and f ′ are connected, so that the hydraulic oil discharged from the helm pump P1 is assisted pump P3. Into the suction port P3a, and hydraulic oil is discharged from the discharge port P3b. Since the assist pump P3 is driven according to the resistance pressure acting on the helm pump P1, the resistance pressure of the helm pump P1 is effectively reduced, and the steered wheels 2 can be operated lightly.

  The ports D ′ and E ′ of the pilot switching valve C5 communicate with each other to connect the oil passages c ′ and e ′, and the ports J ′ and L ′ of the electromagnetic switching valve C6 communicate with each other to connect the oil passage c. Since “, h” is in the connected state, the hydraulic oil discharged from the assist pump P <b> 3 is supplied to the oil chamber 5 </ b> A of the double acting cylinder 5. As a result, the piston 5a moves to the left, the rudder 4 rotates to the right, and the ship is steered in the starboard direction. As the piston 5a moves to the left, the hydraulic oil discharged from the oil chamber 5B communicates with the ports K ′ and M ′ of the electromagnetic switching valve C6 so that the oil passages d ′ and j ′ are connected, and Since the ports G ′ and B ′ of the pilot switching valve C5 communicate with each other and the oil passages b ′ and d ′ are in a connected state, they flow into the helm pump P1 from the discharge port P1b.

  Further, when the pilot switching valve C5 is switched to the steering position of the right rudder, the ports A ′ and H ′ communicate with each other, the ports C ′ and D ′ communicate with each other, and the oil passages a ′, c ′, and g ′ are connected. It becomes a state. For this reason, even if the assist pump P3 becomes inoperable due to a failure or the like, the hydraulic oil discharged from the discharge port P1a of the helm pump P1 can be supplied to the oil chamber 5A of the double-action cylinder 5. In this case, since the steering wheel 2 is operated without the assistance of the assist pump P3, a large force is required, and the operability is lowered.

    26 and 27 show a state where the ship is being steered by remote steering or automatic steering. FIG. 26 shows the state of the left rudder during remote steering or automatic steering, and FIG. 27 shows the state of the right rudder during remote steering or automatic steering.

  In the case of remote steering or automatic steering, the pilot switching valve C5 is in the neutral position, the ports A ′ and B ′ are shut off, and the ports D ′ and F ′ are communicated to connect the oil passages c ′ and f ′. In addition, the ports E ′ and G ′ communicate with each other and the flow paths e ′ and d ′ are connected.

  On the other hand, the electromagnetic switching valve C6 is not energized during left rudder and is located on the left ventricle side, and the ports K ′ and M ′ communicate with each other to connect the oil passages d ′ and j ′. The ports J ′ and L ′ communicate with each other and the flow paths c ′ and h ′ are connected. In the case of a right rudder, power is applied and the engine is positioned on the right ventricle side, the ports K ′ and L ′ are connected, the oil passages d ′ and h ′ are connected, and the ports J ′ and M ′ are connected. Communicate with each other and the flow paths c ′ and j ′ are connected.

  As described above, when the ship is steered by remote steering or automatic steering, the helm pump P1 and the double-acting cylinder 5 are disconnected from each other, and the assist pump P3 and the double-acting cylinder 5 are in series. To be configured.

  When the steering operation dial of the dial remote controller 12 is operated in the left direction at the time of remote steering (left steering), a signal corresponding to the operation is input to the control circuit 14, and the control circuit 14 includes a motor drive circuit. A signal is input to 10. The control circuit 10 controls the assist pump drive motor 3 based on the input value to drive the assist pump P3, and discharges hydraulic oil corresponding to the operation amount of the rudder operation dial (FIG. 26). The hydraulic oil discharged from the assist pump P3 is supplied to the oil chamber 5B of the double acting cylinder 5 through the oil passages d ', e', j '. Then, the piston 5a moves to the right, the rudder 4 rotates to the left, and the ship is steered in the port direction. The hydraulic oil discharged from the oil chamber 5A with the movement of the piston 5a flows into the assist pump P3 through the oil passages c ', f' and h '.

  On the other hand, when the rudder operation dial of the dial remote control 12 is operated in the right direction (right rudder), hydraulic oil is discharged from the assist pump P3 according to the operation amount, and double acting through the oil passages d ′, e ′, h ′. The hydraulic oil is supplied to the oil chamber 5A of the cylinder 5 (FIG. 27). Then, the piston 5a moves to the left, the rudder 4 rotates to the right, and the ship is steered in the starboard direction. The hydraulic oil discharged from the oil chamber 5B with the movement of the piston 5a flows into the helm pump P3 through the oil passages c ', f', and j '. Thus, since the actual angle of the rudder 4 can be known by the rudder angle detector 11 during remote steering, the ship can be steered accurately.

  Next, in the case of automatic steering, the course of the ship is set using the remote control dial 12 or a control panel (not shown). Then, the control circuit 14 calculates an angle of the rudder 4 necessary for the ship to maintain the course from the direction measured by the direction sensor and the set course, and is necessary for adjusting the rudder 4 to the angle. The moving direction and moving distance of the piston 5a of the double acting cylinder 5 are obtained. And according to the direction which moves piston 5a, electricity supply is performed to electromagnetic switching valve C6, and a position is switched. Further, the hydraulic pressure to be applied to the double-acting cylinder 5 is determined from the movement distance determined by the control circuit 14, and the rotation speed of the assist pump P3 for generating this hydraulic pressure is calculated. The calculated result is input to the control circuit 10, and the control circuit 10 controls the assist pump drive motor 3 based on the input signal to drive the assist pump P3.

  For example, when the course of the ship is deviated to the right, as shown in FIG. 26, the electromagnetic switching valve C6 is not energized and is placed in the left ventricular side, and the assist pump P3 is driven by the control circuit 10 to operate. Oil is discharged. The discharged hydraulic oil is supplied to the oil chamber 5B of the double acting cylinder 5 through the oil passages d ', e', j '. Then, the piston 5a moves to the right, the rudder 4 rotates to the left, the ship is steered in the port direction, and the course is corrected. If the course of the ship is shifted to the left, as shown in FIG. 27, the electromagnetic switching valve C6 is energized and switched to the right chamber side, and the assist pump P3 is driven by the control circuit 10 to discharge hydraulic oil. Is done. The discharged hydraulic oil is supplied to the oil chamber 5A of the double acting cylinder 5 through the oil passages d ', e', and h '. Then, the piston 5a moves to the left, the rudder 4 rotates to the right, the ship is steered in the starboard direction, and the course is corrected. Thus, the deviation of the course is automatically corrected, so that the ship can be navigated while maintaining the set course.

  In the steering device 1 ′ ″ of the seventh embodiment, when the assist pump P3 is driven corresponding to only the hydraulic pressure difference detected by the pressure detectors S1 and S2, the control circuit is simplified. be able to. For example, as shown in FIG. 28, the motor current detector 8 and the comparison circuit 9 are omitted, and the pressure calculation circuit 7 calculates the pressure difference based on the values detected by the pressure detectors S1 and S2, and calculates The result is configured to be input to the control circuit 10 including the motor drive circuit (eighth embodiment). The control circuit 10 controls the assist pump drive motor 3 based on the input calculation result, and drives the assist pump P3. In this way, the hydraulic circuit can be simplified and the cost can be reduced.

  Incidentally, although the first to eighth embodiments described above are provided with both functions of remote steering and automatic steering, only one of the functions can be added.

It is a conceptual diagram which shows the hydraulic circuit of 1st Embodiment of the steering apparatus which concerns on this invention, Comprising: The state which has a control valve in a neutral position is shown. The state which has the control valve in the steering position of the left rudder in 1st Embodiment is shown. The flow of hydraulic fluid when the assist pump stops functioning in the state where the control valve is in the steering position of the left rudder in the first embodiment is shown. The state which has a control valve in the steering position of a right rudder in 1st Embodiment is shown. The flow of hydraulic oil when the assist pump stops functioning in the state where the control valve is in the steering position of the right rudder in the first embodiment is shown. The state of the left rudder in remote steering and automatic steering is shown in the first embodiment. The state of the right rudder in remote steering and automatic steering is shown in the first embodiment. It is a conceptual diagram which shows the hydraulic circuit of 2nd Embodiment of the steering apparatus which concerns on this invention, Comprising: The state which has a control valve in a neutral position is shown. It is a conceptual diagram which shows the hydraulic circuit of 3rd Embodiment of the steering apparatus which concerns on this invention, Comprising: The state which has a control valve in a neutral position is shown. The state which each control valve exists in the steering position of a left rudder in 3rd Embodiment is shown. The flow of hydraulic oil when the assist pump stops functioning in a state where the control valve is in the steering position of the left rudder in the third embodiment is shown. In the third embodiment, each control valve is in a right steering position. The flow of hydraulic fluid when the assist pump stops functioning in a state where the control valve is in the steering position of the right rudder in the third embodiment is shown. The state of the left rudder in remote steering and automatic steering is shown in the third embodiment. The state of the right rudder in remote steering and automatic steering is shown in the third embodiment. It is a conceptual diagram which shows the hydraulic circuit of 4th Embodiment of the steering apparatus which concerns on this invention, Comprising: The state which has a control valve in a neutral position is shown. It is a conceptual diagram which shows the hydraulic circuit of 5th Embodiment of the steering apparatus which concerns on this invention, Comprising: The state which has a control valve in a neutral position is shown. In the fifth embodiment, the control valve is in the left steering position. In the fifth embodiment, the control valve is in the right steering position. The state of the left rudder in remote steering and automatic steering is shown in the fifth embodiment. The state of the right rudder in remote steering and automatic steering is shown in the fifth embodiment. It is a conceptual diagram which shows the hydraulic circuit of 6th Embodiment of the steering apparatus which concerns on this invention, Comprising: The state which has a control valve in a neutral position is shown. It is a conceptual diagram which shows the hydraulic circuit of 7th Embodiment of the steering apparatus which concerns on this invention, Comprising: The state which has a control valve in a neutral position is shown. The state which has the control valve in the steering position of the left rudder in 7th Embodiment is shown. In the seventh embodiment, the control valve is in the right steering position. The state of the left rudder in remote steering and automatic steering is shown in the seventh embodiment. In the seventh embodiment, the state of the right rudder in remote steering and automatic steering is shown. It is a conceptual diagram which shows the hydraulic circuit of 8th Embodiment of the steering apparatus which concerns on this invention, Comprising: The state which has a control valve in a neutral position is shown. The conceptual diagram of the hydraulic circuit which concerns on the conventional steering device is shown.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Steering device 2 Steering wheel 4 Rudder 5 Double acting cylinder 5a Piston C1 Control valve P1 Helm pump (bidirectional pump)
P2 Assist pump (auxiliary pump)

Claims (7)

A bidirectional pump that can discharge hydraulic fluid in both directions in conjunction with the steering wheel, and a double-acting cylinder that moves the piston to rotate the steering to the left and right when the hydraulic fluid is supplied. Connected via a switchable first control valve to form a completely sealed hydraulic circuit, in which the hydraulic fluid is discharged in the same direction as the bidirectional pump, and the steering wheel is operated. When an auxiliary pump capable of bi-directional discharge is assisted and the first control valve is in the neutral position, the bi-directional pump and the double-acting cylinder are disconnected, and the right rudder and left When in the steering position of the rudder, in the steering device in which the bidirectional pump and the double-acting cylinder and the auxiliary pump are in series,
A steering device comprising a closed circuit in which the double-acting cylinder and the auxiliary pump are in series when the first control valve is in the neutral position. A bidirectional pump that can discharge hydraulic fluid in both directions in conjunction with the steering wheel, and a double-acting cylinder that moves the piston to rotate the steering to the left and right when the hydraulic fluid is supplied. Connected via a switchable first control valve to form a completely sealed hydraulic circuit, in which the hydraulic fluid is discharged in the same direction as the bidirectional pump, and the steering wheel is operated. When an auxiliary pump capable of discharging in one direction is connected, and the first control valve is in the neutral position, the bidirectional pump and the double-acting cylinder are disconnected, and the right rudder and left When in the steering position of the rudder, in the steering device in which the bidirectional pump and the double-acting cylinder and the auxiliary pump are in series,
When the first control valve is in the neutral position, a closed circuit is formed in which the double-acting cylinder and the auxiliary pump are in series, and a second control is provided between the double-acting cylinder and the auxiliary pump. A steering device characterized in that switching of the flow path of the hydraulic fluid is possible by a valve.   The steering apparatus according to claim 1 or 2, wherein the auxiliary pump is connected to the hydraulic circuit via the first control valve. A check valve that is in parallel with the auxiliary pump when the first control valve is in the steering position is connected to the hydraulic circuit via the first control valve, or in parallel with the auxiliary pump. And a check valve is connected via the third control valve,
The check valve is arranged to block the flow of the hydraulic fluid from the double-acting cylinder to the bidirectional pump when the first control valve is in the steering position. The steering apparatus in any one of -3. A bidirectional pump that can discharge hydraulic fluid in both directions in conjunction with the steering wheel, and a double-acting cylinder that moves the piston to rotate the steering to the left and right when the hydraulic fluid is supplied. In a steering apparatus connected via a switchable first control valve and configured as a completely sealed hydraulic circuit,
An auxiliary pump capable of discharging in one direction to discharge the working fluid in the direction of the double-acting cylinder and assist the operation of the steered wheel between the first control valve of the hydraulic circuit and the double-acting cylinder. Are connected in series to separate flow paths, respectively, and each flow path is connected in parallel to each auxiliary pump in parallel with a check valve that blocks flow from the double-acting cylinder in the direction of the first control valve, Each of the check valves is designed to release the shut-off when the hydraulic oil is discharged from the auxiliary pump interposed in the other flow path,
When the first control valve is in the steering position of the right rudder and the left rudder, the bidirectional pump, the double-acting cylinder, and the auxiliary pumps are in series, and the first control valve is in the neutral position. When the two-way pump and the double-acting cylinder are disconnected from each other, a closed circuit is formed in which the double-acting cylinder and each auxiliary pump are in series.   A remote control including a steering dial and a remote steering control circuit are provided, and the remote steering control circuit receives a signal corresponding to an operation direction and an operation amount of the steering dial from the remote control, The steering apparatus according to any one of claims 1 to 5, wherein a control signal based on the signal is input to a drive circuit of an auxiliary pump drive motor.   An azimuth sensor, a rudder angle detector for detecting the rudder angle, and a control circuit for automatic steering are provided. The control circuit for automatic steering includes the azimuth measured by the azimuth sensor and the rudder angle. The control signal necessary for maintaining the set course based on the rudder angle detected by the detector is input to the drive circuit of the auxiliary pump drive motor. 6. The steering device according to any one of 6.

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