JPS58214497A - Automatic steering gear - Google Patents

Abstract

PURPOSE:To maintain the course of a ship in straight sailing condition and secure safety of navigation by having the rudder of a ship steered forcibly in the central position when PID control part falls into an abnormal condition. CONSTITUTION:Abnormality detecting action is normally performed in PID control part 20 based on a microcomputer. When an abnormality occurs in any of the central processing unit 29, temporary memory 32, fixed memory 31 and convertors 33, 34 and normal steering is hindered, a watch dog timer 35 promptly interrupts conduction to a relay coil to switch each central point of contact 39a, 40a of relay switches 39, 40. Accordingly, output signal voltage to a rudder driving part 21 comes to OV, and said part 21 sets a rudder 25 in the central direction and puts the hull in a straight sailing condition. On the other hand, an annunciator 43 not only blows a buzzer 41 but also lights a lamp 42 to give an alarm for the abnormality.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an automatic steering system for ships, and more particularly to an automatic steering system that ensures safe navigation of a ship even when the automatic steering function is lost.

Generally, the automatic steering bag for ships is as shown in Figure 1.
A serze amplifier 2 and a solenoid driver 3 for driving the rudder 1i. Manual operation (Han
d) It is possible to switch between the steering signal 6 side and the automatic steering signal 7 side. Then, on the automatic side, HP
An ID control section 8 and a limiter 9 are provided, and automatic steering is performed by inputting an azimuth signal of a gyro 1O that operates according to the direction of the rudder 1 together with a full setting course signal.

By the way, in this type of device, when an abnormality occurs in the PID control section 8, the automatic steering function is lost, and the device as a whole begins to steer haphazardly, increasing the danger of navigation. For this reason.

The output signal of the PID control unit is monitored by the controller 11, and a configuration is added in which when it exceeds a predetermined value (for example, a steering signal of 35 degrees or more), an alarm is issued from the alarm device 12 as a steering abnormality. are doing.

However, with this configuration, the alarm 12 will not be activated if the setting value of the congurator 11 is within the range, and the rudder will move randomly, which is extremely dangerous. Until this is dealt with, the rudder will remain in an abnormal state, creating a safety problem during that time.

The present invention has been made in view of the above points.

P I I) An automatic system that can forcibly steer the ship to the center position when the control unit is in an abnormal state, thereby keeping the ship's course straight and ensuring safe navigation. The purpose is to provide a steering device.

The present invention aims to achieve these objectives.

A microcomputer is used for the PID control section.

The present invention is characterized in that the determination function is utilized to detect all abnormalities in the PID control section, and the steering gear can be immediately controlled to the center position when an abnormality is detected.

The present invention will be explained below with reference to illustrated embodiments.

Figure 2 shows the overall configuration diagram of the automatic steering system of the present invention.
, a PI based on a 20-digit microcomputer
D control section is a switching automatic steering control section. Also, 21 digits Sarze amplifier 22. Solenoid driver 23. Rudder gear 24
This is a rudder drive unit that steers the full-length control unit 25, and is selectively connected to the PID control unit (automatic side) 20 or manual steering unit (manual side) 27 by a changeover switch 26.

The output signal from the PID control section 20 performs automatic steering, and the signal from the manual steering section 27 performs manual steering corresponding to the steered wheels 28.

The PID control section 20 is a central processing unit (CPU).
29, its puff, and a fixed storage device (ROM) connected to 30.
) 31, temporary storage device (RAM) 32° AD converter 33. DA=contacter 34. It has a watchdog timer 35 and various input/output devices (ILO) 36. A multiplexer (MTPX) 37 is fully connected to the input terminal 1 of the AD converter 33, and the basic input 4fl formed by the power supply 38 and the DA converter Z:! - Evening 3
A portion of the output signal S2 of No. 4 is input to the AD converter 33Vc.

In addition, the output circuit 1'l-j of the DA controller 34
A relay switch 39 controlled by the watchdog timer 35Vc is installed, and the center contact 39a' is connected to the automatic side of the changeover switch 26, and the output of the KDA converter 34 is connected to one changeover contact 39bK. . The other switching contact 39ci is connected to ground, and when the central contact 39a is switched and connected, 0■ is inputted as the input signal to the rudder drive section 210.

In addition, the center contact 40a of the relay switch 40 interlocked with the relay switch 39 is connected to an annunciator 43 that operates all alarm indicators such as a buzzer 41 and a lamp 42, so that the relay switch 39 is When 3tK is connected, the center contact 40a contacts the switching contact 40b to open the circuit with the annunciator 43, and the center contact 4
When 0a contacts switching contact 40C, annunciator 4
All circuits of 3 are closed.

Here, relay coils (not shown) driving these relay switches 39 and 40' are constantly energized and excited by a power source not shown.

The PID control unit 20 has an added function of mutually or self-diagnosing each of the devices and detecting all abnormalities. That is, a power supply (not shown) checks the energization state of the relay coil using a watchdog timer 35. Further, the central processing unit 29 also checks the watchdog timer 35 in the same manner. On the other hand, the fixed storage device 31 can be checked for checksum abnormalities at regular intervals, and the temporary storage device 32 can be read and written at regular intervals. Furthermore, AD controller/
The sweater 33 is read and checked at regular intervals using the reference input signal Srk.

By constantly checking the output signal StkAD to the DA converter 34 via the controller 33, it is possible to detect abnormalities in each case. If any abnormality is detected in any part of these checks, the watchdog timer 35 acts to cut off the power to the relay coils, and the relay switches 39, 40Vi, and the center contacts 39a, respectively.

The switch 40a is operated so as to be in contact with the switching contacts 39c and 40c.

In the figure, reference numeral 44 denotes a gyro, which detects the current direction of the ship from the direction of the rudder 25 and inputs this to the PID control unit 20 to determine the deviation from the set course.

According to the above configuration, when the changeover switch 26 is switched to the manual side, a signal from the manual steering section 27 is inputted to the rudder drive section 21, and based on the signal from the manual steering section 27, the
The solenoid driver 23 drives the rudder 24 to move the rudder 25 in the direction corresponding to the signal. At this time.

The rudder drive unit 21 has a voltage of ±〇, 12 with respect to the input signal (voltage) K.
It has a characteristic of V/deg, and sets the rudder to the center position when the input signal is 0. Incidentally, a foot/point signal is fed back from the steering gear 24 to the sirze amplifier 22.

On the other hand, if the changeover switch 26 is switched to the fully automatic side, the rudder drive section performs steering based on the output signal from the PID control section 20. The I'ID control unit 20 calculates the deviation from the input setting course and the current hull direction from the gyro 44, and uses the adjustment values set for each of the proportional, integral, and differential control terms (not shown). I'ID calculation is performed, and finally a steering signal is output via all the DA controllers 2 and 34. At this time, the steering signal is transmitted to contact 3 of relay switch 39.
9a, 391), selector switch 26! is derived, and further derived by Zazeamp (.

The PID of the microcomputer was
The control unit 20 regularly performs all of the abnormality detection operations described above, and the power supply, central processing unit 29. Temporary storage device 32. Fixed storage device 31. AD controller 33. D
When an abnormality occurs in any one of the A/ζ-controllers 34 and normal steering is obstructed, the watchdog timer immediately cuts off the power to the relay coil and activates the relay switch 39.40. The central contacts 39a and 40a' are switched to each other. Therefore, the center contact 39a is connected to the switching contact 39c and grounded at the relay switch 39, and the output signal electric to the rudder 1 drive section 21 becomes OV.

As a result, the rudder drive unit 21 sets the rudder 25 toward the center, causing the ship to move completely straight, thereby completely preventing random steering. On the other hand, due to the switching operation of the relay switch 40, the contact 40a
, 40c, the annunciator circuit is closed, and the annunciator 43 sounds the buzzer 41i and lights up the lamp 42 to alert all steering operators of an abnormality in the automatic steering.

Therefore, at the same time as an abnormality occurs in the automatic steering system, V
Since a C alarm is generated, it is possible to shorten the time from the occurrence of an abnormality to the time it is dealt with.

During this time, the ship can be kept straight.

This will improve navigation safety.

According to the automatic steering device of the present invention as described above.

The microcomputer-based PID control section has an internal abnormality detection function, and when an abnormality is detected, it is configured to keep the front plate at the center position and generate an alarm at the same time.

It detects steering abnormalities more quickly and accurately compared to abnormality detection using conventional steering wheel sensors.

At the same time as this detection, the ship is kept in a straight line and an alarm is generated, which can shorten the time it takes to deal with the abnormality and stabilize the ship's navigation during this time, increasing navigation safety. This effect is achieved.

[Brief explanation of the drawing]

FIG. 1 is a block diagram of a conventional device, and FIG. 2 is a block diagram of the device of the present invention. 20... PIDIII control section, 21... Rudder drive section, 2
2... Server? Amplifier, 24... Rudder gear, 25...
rudder. 26... Selector switch, 27... Manual steering section, 29...
...Central processing unit, 31...Fixed storage device, 32
...Temporary storage device, 33...AD controller/etc. 34...DA converter, 35...Watchdog timer, 37...Multiplexer, 39.40...
Relay switch, 41...buzzer, 42...lamp. 43...7 nanciator, 44...gyro.

Claims (1)

[Claims] (1) PI based on microcomputer
In an automatic steering system that includes a D control section and a rudder drive section that performs predetermined steering in response to output signals from the PID control section and signals from the manual steering section, the PID control section performs a complete internal self-diagnosis. In addition to being configured to detect abnormalities. An automatic steering system characterized by comprising switching means for outputting a signal to the rudder drive unit to hold the rudder at the center position when an abnormality is detected, and switching circuits to activate an alarm device.