JPS58133998A - Steering control device - Google Patents

Abstract

PURPOSE:To make it possible to accurately perform steering control with a higher speed by allowing a main pump to operate after detecting the position of a steering shaft, and the setting of the steering with an electric signal, processing them, and outputting the appropriate control signal, in a vessel steering control device. CONSTITUTION:For a control system, two systems are provided except an autopilot 14, and one system of them is selected by a changeover switch 13 and the other made standby. The turned position of a steering shaft 6 is detected by a steering angle detector 12a, compared with the signal of a steering angle setting device 17 in a comparator 18, a control signal is outputted, and a displacement output is transmitted via an amplifier 19a to an electromagnetic proportional regulator 21a. With this displacement output, a main pump 22a is turned in tilt, pressure oil in an amount proportional to said turn is discharged from a discharge or suction port, and supplied to the hydraulic chamber of a vane unit 1, allowing the steering shaft 6 to be feedback-controlled. Accordingly, it is possible to increase the response speed of the steering and to raise the accuracy of position control.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a steering control device for steering a ship by electrical control.

In conventional steering systems, steering control is performed mechanically, so a hydraulic unit is used for the autopilot.

A servo cylinder is operated by this hydraulic unit, and a lever that connects the 11 parts of this servo cylinder to the rudder head.
Mechanisms such as units were necessary, and the equipment was very complex, and I was worried that I would not be able to get enough for Lr5, Kuro, Kuro, and Hitsuji.

The present invention has been achieved in order to eliminate these conventional drawbacks, and has the following objectives: 11. To provide a rudder that can perform steering control at high speed and with high precision using a simple configuration of M'+ The purpose of the present invention is to provide a control device for the control system.

In order to achieve these objectives, the present invention detects and processes the position of the rudder shaft and steering settings using an electric signal, sends a control signal, and operates the raw pump in proportion to this signal. The rotation of the rudder shaft is electrically controlled in a controlled manner.

Hereinafter, I will leave aside the arrogance of the implementation 91 and move on to details 1. FIG. 1 is a configuration diagram of the -1,1 stage 1 of the steering control device according to the present invention. The vane unit 1 has three identification 'It 2 m, 2 b at 120° 1υ toward the internal force.
, 2a, and a bore 5 having three rotary blades 4m, 4b, 4c every 120" outwardly, rotatable concentrically inside this casing 3. It consists of Boss 5V (Fil'P and Rudder M6
Each oil chamber formed by the bent fixed wings 2a, 2b, 2c and the rotating parts 1144a, 4b, 4c has a passage from the piping 1 of J), and the fixed wings can be fixed together. 2a 12b +2c and rotor blades 4c, 4o,
A passage is led from a common pipe 8 to each oil chamber formed by 4b and 4b. 9m and 9b are valves connected to the pipe 7, and 10a and 10b are valves connected to the pipe 8. Therefore, valve 9a or 9
When pressure oil is supplied to each oil chamber via b, the rotor blade 4m
, 4b and 14c are pressed and rotate clockwise in the boss Sr1 figure, and pressurized oil is supplied to each oil chamber through the valve 10a4 and 110b.
is pushed to the opposite side, and the boss 5 rotates counterclockwise. Therefore, by selecting the piping that supplies pressure oil,
The rudder shaft 6 can be rotated in the desired direction b1 by 2 degrees, and the boss 5 is equipped with a potentiometer-based rudder angle sensor 12a for detecting the rotational position (own seat) of the rudder shaft 6.

12b is provided, from which a signal of is applied depending on the rotational position of the rudder shaft 6. .

The electrical signal θf is switched by a changeover switch 13, and only one of them is input to the autopilot 14. 14 autopilots, a changeover switch 13, and a changeover switch 15 that interlocks with this changeover switch 13. 1 depending on the set position of the steering handle 16! A rudder angle setting device 17 that sends out a signal θ3. A comparator 18 that inputs the electric signals θf and θ8 and sends out a control confidence e (θ8−θf) according to the difference between them.
Consisting of

1, the amplifier 19a is switched to the control signal ari changeover switch 15 and inputted to the amplifier 19m or 19b;

Reference numeral 19b is a constant current amplifier, which inputs the control signal e and outputs a control signal 1!1', #i which is proportional to the signal e. Note that the amplifiers 19a and 19b are integrated into the base plate of the autopilot 14.

The 111 magnetic proportional regulator 21m, 2H) inputs the control N's and outputs a 1st position output proportional to this, and by this displacement output, the 111 magnetic proportional regulator 21m, 2H)
.

22b is designed to make one button. Main pump 22
m is [a? lfx Pressure oil is supplied to the piping 23m or 24a depending on the direction of the displacement output of the regulator 21a. The 2-0 pipes 23a and 23b, which supply pressure oil to the pipe 24b, are connected to the pipe 7 through valves 9a and 9b, and the pipe 24
1, which is connected to the piping 8 via m/24b ri vanotobu l1la and 10b, is a pilot pump for driving the 25m and 25b electromagnetic proportional regulators 21a and 21b, and 26a and 26b are used to drive the electromagnetic proportional regulator 21m in case of an emergency. , 21b f is a manual handle for layer formation and production.

FIG. 2 is a structural diagram of the main pumps 22a and 22b, and FIG. 3 is a sectional view taken along line 11-II in FIG. A drive shaft 30 rotated by a motor shown in the figure has a central shaft 3 at a central position.
1. Rods 32 and 33 are mounted at equal intervals from the central axis 31 via universal joints. The cylinder block 34 is formed with two sea 4-1 link parts 35 and 36, and the center 14b 3
1 is rotatably supported. A plunger 37 fixed to the tip of the rod 32 is slidably housed in the cylinder part 35, and a plunger 38 fixed to the tip of the rod 33 is slidably housed in the cylinder part 36r. On the other hand, the central shaft 31 has a suction boat 39 and a discharge hole.
A distributor 41 having a tip 40 is fixed, and this distributor 41Vi is designed to be flush with the cylinder block 34. The cylinder portions 35, 36 are also connected to the suction boat 39 and the discharge boat 40 via passages 42, 43, respectively.

In the body diagram 2, the center shaft 31 is tilted by an angle "α" in the direction of the arrow ^ with respect to the center shaft 44. When the drive l1llII 30 rotates in this state, the cylinder block 34 also tilts the center shaft 31. At this time, the relative positions of the cylinder portion 35, 36 and the plunger 37, 38 change depending on the rotation angle, so the flange 37
．． 38 U Shi'J > Move around once in tile 35.36 in one rotation. 1 in Figure 2, the plunger 31 is at the maximum suction position after passing out of the cylinder 35, 0 is at the maximum suction position after the plunger 31 is in the cylinder 36, and the cylinders in the passages 42 and 43 are at the maximum position. When the cylinder blower 2340 rotates, oil enters from the suction boat 39, is pressurized, and flows out from the discharge boat 40 as the cylinder blower 2340 rotates. It is discharged. This pressurization l, that is, oil it, is 9 compared to the pigment angle α of the central axis 31.
11 changes. Therefore, the amount of oil can be continuously changed depending on the stratum corneum α.

Further, when the angle α is set to OK, the suction action and the discharge action are in the same phase, so the oil is not pressurized and is in a neutral state.

- When the center axis 31f is tilted in the direction of arrow B opposite to the center line 44, the suction boat 39 becomes the discharge port and the discharge boat 40 becomes the suction port, and pressurized oil is supplied in the opposite direction to the above. . Therefore, the raw pumps 23a and 23b constitute a reverse type plunger pump.

Therefore, the suction boat 39 is connected to the piping 23m, 2
3b [Connect and pipe the discharge boat 40 to 24 m, 24 bV
(When connected, by tilting the raw pump 22a122b by a predetermined angle in a predetermined direction, the rotation and positioning of the rudder shaft 6 can be precisely controlled.

Next, the operation of the electromagnetic proportional regulator is explained using Fig. 4 and Fig. 45. Fig. 1 and #4 are the electromagnetic proportional regulator, and the structural diagram of the electromagnetic proportional valve that acts as -C is shown in Figs. It is an explanatory diagram.

When in the neutral state as shown in Figure 4, n1/noid50
When LII is spun using control 111 style i, spool 5
1 is pushed by Soleno 1 door 521 ill and moves to the left with 1. At this time, the lever 53 is pushed to the left by the pin 54, but the lever 53F'i lever 55. JJi#15
Since it is rotatably mounted by 6, the support shaft 15
Rotates around 6/. Since a link 58 is stretched between the tip of the lever 51 attached to the lever 55 and the tip of the lever 53, the lever 53 pulls the link 58 and moves one step at a time, causing the solenoid 50 to be activated.
The driving force from the VC and the tension of the Suflink-7-58 move up to 1 m''.
As the spool 51 moves, the pressure oil supplied from the pilot pump passes through the passage 60 and enters the oil chamber 61. At the same time, the oil in the oil chamber 62 flows through the passage 663-1c and from the passage 64 into the tank of the pilot pump. Return.Oil chamber 61.
The spool 65 provided in the spool 62 is a sprinkling tib,
671c, it is maintained at the neutral position 11, but when the valve vJ is replaced by the movement of the spool 51, a force is applied to the left by the pressure oil. Figure #, $5 (,) shows this state.

When the pressure oil enters the oil chamber 61, the spool 65 moves to the left against the spring 67, and the raw pump explained in FIG. 2 is tilted through a mechanism not shown in proportion to the amount of movement. so that oil is discharged from the raw pump (F
I am fi Q. On the other hand, from the moving VC of spool 65,
One end of the lever 55 is attached to this shaft, and the lever 57 rotates to the right about the center KM. Figure 5 (b) ri This condition! Show →. This rotation of the lever 5T increases the tension of the link 58, so the lever 53i
is pulled to the right to push the bottle 54, and the tension of the spring 58 and the driving force generated by the excitation of the solenoid 50 operate in the horizontal direction. After this rice feeding, the spool 51 returns to the neutral position, the valve is closed, and all parts stop moving and enter the flat state.

Thorn 151YI (C) shows this state.

Therefore, the position of the spool 65 is determined depending on the electromagnetic force applied to the solenoid 50, and Li, for example, the tilt direction of the raw pump is determined and the discharge is performed. The KLL12 rotation position can be divided by 1 by using the oil copper plated by 2 degrees and -01 system m + m flow 5.

At this point, when the current flowing through the solenoid 50 is turned off, the lever b3 is pulled by the tension of the 7-pin link 58, and this 54, the spool 51 is pushed to the right and moved, and the valve is reversed. Pressure oil from the pilot pump enters the oil chamber b2r (oil amount 61 returns to the tank from passage 59 via passage 60.
By entering the chamber 62, the suhoor 65r1 moves to the right, and this r (therefore, the lever 55F'J lever 53.57
It moves simultaneously in the neutral direction.

At this time, the spool 51 is pushed and moved to the left by the lever 5T via the bottle 54, returning to the application state shown in FIG. Therefore, the main pump also returns to its neutral state and no longer discharges pressure oil.

Regarding the case where the solenoid 50 is energized, the station
As mentioned above, even when the solenoid 52 is excited, completely four different operations are performed simply by reversing the operating direction.
0 is selected, the electromagnetic proportional regulator operates, and this operation r (therefore, the raw pump tilts in the direction A in Fig. 2 and transfers pressure oil from the discharge boat 40 shown in Fig. 3 to the vane unit 1 in Fig. 1). When the control power 1゛1 is negative, the solenoid 52 is selected and the electromagnetic proportional regulator operates f!tJ1, and by this 11 operation, the rudder shaft 6 is rotated counterclockwise. 1'Lτ [2 suction hoard 39
Pressure oil is supplied from the vane unit IK to rotate the rudder shaft 6 in the open direction. Therefore, the rotational force direction of the rudder shaft is determined by the polarity of the control @1'. .

Next, we will explain the first thread of the open side system by pressing the button 1 in Fig. 15, one is selected and the other is reserved, so only one control system will be explained.

At the rudder-116 rotation f17 position, 'Electric mail θ
When f is being sent from the rudder angle detector 12a, the
Rudder No: 7 Dollars 16 determines the direction in which the ship should proceed, and the rudder angle setter 17 sends out an electric 1M number θS different from θf h/C, the comparator 18 outputs a control signal e of the difference between the two signals. 3, where θf is output.

Depending on the value of θ8, e becomes positive or negative. The control signal e is output from the e-age amplifier 19a as a sinus bait 1 electrophoresis 1 with a positive straddle angle, and is sent to the electromagnetic proportional 1... regulator 21a as an i&n ratio in a predetermined direction. ! 8. With this displacement output, the main pump 22aFi is tilted and an amount of pressure oil proportional to the amount I is output from the discharge boat or suction boat. Vomit 1
i, l L (the maximum of i4 α is about 25°), this pressure 11- oil is distributed '&24 a, valve 10a, distribution %r8'! f
It is supplied to the oil chamber of the vane unit 10 via the cId pipe 231 valve 9m and the pipe T, and rotates the rudder shaft 6 in the counterclockwise direction or the time-open direction. Due to feedback control, by the rotation of this rudder l1lu 6, the tonkihakugo θf approaches θ゛C, the control@1 blessing and punishment mouth gradually becomes smaller, and of=θm
At the moment "C+ = lj", Seisen 1kI+ work ends.

As a result, the rudder 116 is adjusted to the rotational position set by the steering wheel 16 (1141), and in this state, both the ri electromagnetic proportional regulator 21a and the raw pump 22aFi are in the neutral state IL.

In an emergency, when the manual steering wheel 26m is operated, pressurized oil is discharged from the main pump 26m, so the rudder shaft 6 can be rotated manually. In this case, when the rudder shaft 6 reaches the desired rotational position, manually return the steering wheel 26m to the neutral position.

In the past, when there was an emergency stop due to a power outage, etc., it was necessary to use another pump to return the raw pump to the original state when the system was restored, and a specialized device was installed for this purpose12. In this case, the electric proportional regulator has a mechanism that moves against the suffix link due to electrical input and maintains a flat state, so when the electrical input is removed, the force of the suffix link automatically returns to the neutral state, and this causes the The O pump will also return to its neutral state, making it possible to take measures in case of an emergency stop without providing a separate device such as fOj.

As described above, according to the present invention, since a 71-dopock-like structure is formed electrically, there is no need for a shallow structure element, and the device can be made into a subsystem, which reduces costs and reduces failures. Inboard navigation equipment: Makes skewering easier. Also,
Detected by 'mm times signal.

Because it performs processing operations, the response speed of steering becomes faster, the precision of position control can be improved, and it has many benefits such as improving the safety of ship operations and saving energy. Qiao 0

[Brief explanation of the drawing]

Fig. 1 is a structural bk diagram of an embodiment of the steering side (fn+ device) according to the present invention, Fig. 2 is a 114 structural drawing of the main pump, Fig. 3 is a 1υf side view of the main pump, and Fig. Figure 4 is a 411 schematic drawing of an electromagnetic proportional valve that has electric and magnetic proportions and acts as a key 1-lator, and Figures 5 (,) to (d) are explanatory diagrams of its movement f71. 1... Vane unit , 3... Self-Kesink, 5
...Boss, 6...Rudder 111.12m. 12b... Rudder angle detector, 16... Steering...
steering wheel, 17... Rudder angle setter, 18... Comparator, 19a, 18b... Amplifier, 21a, 21
b... Evening, magnetic proportional regulator, 22a, 22b.
・・Main pump. 'I"l' WF applicant Mitsui Engineering & Shipbuilding Co., Ltd. Administrator Masaki Yamakawa (and 1 other person) 15- Sho 533 Figure 3 CG) No. (C) Figure 4 Figure 5 (b) (d)

Claims (1)

[Claims] A rudder angle detector detects the rotational position of the rudder shaft and sends out an electric signal according to the rotational position, and a rudder angle setting device sends an electric signal according to the set position of the steering wheel, and both of these signals are input. a comparator that sends out a control signal according to the difference button, an amplifier that amplifies this control signal, and a ratio 9j that inputs the amplified control signal and produces a displacement output proportional to the signal.
l Regulator and this displacement output <main pump which discharges pressure oil proportionally and selects one of the two discharge ports, inputs pressure oil from the two discharge ports and responds to the selected discharge port A steering control device consisting of a vane unit that rotates a rudder shaft in a predetermined direction.