JPS5848400B2 - Souda Souchino Power - Units Tokudo Souchi - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a power unit drive device for a ship's steering device, and in particular detects a failure in a power switch that controls the driving direction of the rudder and detects whether the rudder deviates out of control in one direction or issues a steering command. This is intended to prevent situations in which steering is not performed despite the

In general, a ship's steering system is normally constructed as shown in FIG.

That is, 1 indicates an input terminal, and the steering signal δ is input to this input terminal 1.
.

is supplied, and the steering signal δ is output by the switch S.

is supplied to either the first control system 2a or the second control system 2b, and the steering gear 3 is controlled by the output of the first or second control system 2a, 2b to control the steering angle. Limiting mechanism 4
The rudder 5 is driven through.

The switch S is normally switched to a state in which it supplies a control signal to the first control system 2a, and when the first control system 2a fails, it is switched to the second control system 2b.

The first and second control systems 2a and 2b have the same configuration, and have a steering signal δ.

and a feedback signal δi, a preamplifier 7 that amplifies the calculation output of the adder 6, a control circuit 8 driven by the output of the preamplifier 7, and a power switch 9 controlled by the control circuit 8. and power switch 9
A power unit 10 that controls an electromagnetic solenoid or a reversible motor by turning on and off, thereby generating a biased output, and a feedback signal that converts the mechanical output of the power unit 10 into an electrical signal and generates a feedback signal δi. It is composed of a generator 11.

Therefore, the control systems 2a and 2b both have a steering signal δ.

is converted into a mechanical bias output, and the steering gear 3 is operated by this mechanical bias output.

FIG. 2 is a diagram illustrating the power switch 9 and the power units 1 and 10 in more detail.

That is, the power switch 9 includes a surface rudder power switch 9a and a steering power switch 9b, and the control circuit 8 controls these power switches 9a and 9b to turn on and off.

That is, the steering signal δ. When is a surface rudder command, the surface rudder power switch 9a is turned on, and when it is a steering command, the steering power switch 9b is controlled to be turned on.

A pair of electromagnetic solenoids 10a provided in the power unit 10 by these pair of power switches 9a and 9b
, 10b are controlled, and the electromagnetic solenoids 10a, 10b are controlled.
The hydraulic systems 10c and 10d are switched, the hydraulic cylinder 10e is driven once, and the output shaft 10f of the hydraulic cylinder 10e is thrust and biased to operate the steering gear 3.

Note that 12 is a power source for driving the electromagnetic solenoids 10a and 10b.

In the example of FIG. 2, a case has been described in which the hydraulic cylinder 10e is controlled via the electromagnetic solenoids 10a, 10b, but a reversible electric motor may be used in place of the hydraulic cylinders 10a, 10b.

FIG. 3 shows this case, in which the positive phase winding L1 and negative phase winding L2 of the reversible motor M are connected in series to the power switch 9a for surface rudder and the power switch 9b for steering, and the power switch 9a
When one of +9b is turned on, the motor M is driven in the forward or reverse direction, and the motor M drives the output shaft 1.
In some cases, the structure is such that 0f is thrust driven.

By the way, the power switches 9a and 9b usually use semiconductor switching elements such as thyristors or triaxes, and if these switching elements break down and become normally closed, the rudder 5 will be deviated out of control to the limit position for surface rudder or steering, which is dangerous. It is.

Furthermore, if the power switches 9a, 9b are not turned on by the control signal, there is a risk that the steering becomes inoperable, leading to an accident.

The first object of this invention is to provide these power switches 9a,
To provide a power unit drive device for a steering device which prevents a rudder 5 from running out of control in one direction when a conduction accident occurs in a steering wheel 9b.

The second object of this invention is to provide these power switches 9a.
, 9b are in a non-conducting state, the present invention provides a power unit drive device for a steering device capable of steering in the steering direction based on a steering signal issued immediately after that.

That is, in this invention, a normally closed relay contact and a normally open relay contact are connected in series and parallel to the power switches 9a and 9b, respectively, and when a continuity fault occurs in the power switches 9a and 9b, this is detected. In order to prevent the rudder 5 from running out of control, the normally closed relay contacts connected in series are turned off, and when the power switch does not turn on even if a steering signal is supplied, the normally open relay contacts connected in parallel to these power switches 9a and 9b are turned off. The purpose of this system is to turn on the steering wheel so that the vehicle can be steered in the direction based on the steering signal, thereby avoiding an emergency accident.

An embodiment of the present invention will be described in detail below with reference to the drawings.

FIG. 4 shows an embodiment of the present invention, and this figure shows only one of the power switches 9a and 9b.

For the time being, only the surface rudder power switch 9a side will be explained in this case.

In addition, this example shows a case where an AC switching element, a so-called triax, is used as the power switch 9a for the surface rudder, and the normally closed relay contact Ra, the electromagnetic solenoid 10a, and the power switch 9a are connected in series to the AC drive power source 12, and the power switch 9a is connected in series to the AC drive power source 12. When the l-IJ signal is applied to the switch 9a from the control circuit 8, the power switch 9a becomes conductive.
The electromagnetic solenoid 10a is energized to perform surface rudder operation.

On the other hand, a normally open relay contact Rb is connected in parallel to the power switch 9a, and when the power switch 9a is not turned on even though the rudder signal is supplied, this relay contact Rb is turned on. This will force you to operate the surface rudder.

For this reason, circuits 13 and 1 that control relay contacts Ra and Rb
4 is provided.

The circuit 13 that controls the normally closed relay contact Ra is a surface rudder signal δ.

The circuit 14, which constitutes a first detection circuit that detects a state in which the electromagnetic solenoid 10a is excited even though no voltage is supplied thereto, and controls the normally open contact Rb receives the surface rudder signal δ.

A second detection circuit is configured to detect a state in which the electromagnetic solenoid 10a is not excited even though the electromagnetic solenoid 10a is supplied with the electromagnetic solenoid 10a.

In this example, the means for detecting whether or not the electromagnetic solenoid 10a is excited is the light emitting diodes DP1 and DP.
2 is connected in parallel to the electromagnetic solenoid 10a, and a photocoupler is used in which the light emission state is detected by phototransistors Tr1 and Tr2.

That is, the electromagnetic solenoid 10a is connected in parallel with a rectifying diode D1, a protective resistor R1, and a light emitting diode DP.
Connect the series circuit of 1 and DP2.

Note that the capacitor C2 is a smoothing capacitor.

The light emitting diode DPI belongs to the first detection circuit 13 and
P2 belongs to the second detection circuit 14.

In the first and second detection circuits 13 and 14, relays RLa and RLb are connected in series to thyristors SCR and SCR2, respectively, reset 1 and switches SW1 and SW2 are connected in series, and this series circuit is connected to a DC power supply EDc, respectively. be done.

The phototransistor Tr1 that receives the light from the light emitting diode DP1 is connected to the gate terminal of the thyristor SCR and the DC power supply E.
A phototransistor Tr2, which is connected between the positive terminal of Dc via a protective resistor R2 and coupled to a light emitting diode DP2, is connected to the gate terminal of the thyristor SCR2 and the DC power supply E.
Connected between the negative terminals of Dc.

Note that a resistor R3 is actually connected between the phototransistor Tr2 and the gate terminal of the thyristor SCR2 as shown in the figure.
and a Zener diode Dz1 are inserted in series.

On the other hand, the presence or absence of the surface rudder signal is determined by the output terminal T1 of the preamplifier γ.
Light emitting diodes DP3, DP4 connected between T2 and phototransistors Tr3, Tr optically coupled thereto.
, is detected by .

In addition to the light emitting diodes DP3 and DP, another light emitting diode DP is connected in series between the output terminals T, T2 of the preamplifier 7, and the control circuit 8 is controlled by the phototransistor Tr5 coupled to the light emitting diode DP.
The ignition circuit 8a provided in the ignition circuit 8a is operated to trigger the surface rudder steering power switch 9a.

The light emitting diodes DP3, DP4, and DP5 each provide a surface rudder signal δ.

The surface rudder signal δ
.

are supplied, these light emitting diodes DP3,D
P4 and DP5 all emit light.

The phototransistor Tr3 coupled to these light emitting diodes DP3 is connected between the gate terminal of the thyristor SCR and the negative terminal of the DC power supply EDo, and the phototransistor Tr3 is connected to the light emitting diode D
The phototransistor Tr4 coupled to the phototransistor Tr4 is connected via a protective resistor R6 between the positive terminal of the DC power supply EDc and the connection point between the phototransistor Tr2 and the resistor R3.

With this configuration, the surface rudder signal δ is now output from the preamplifier 7.

is supplied, the light emitting diodes D P 3, D P
, it D P 5 emits light, and if the power switch 9a is normal, this is triggered through the ignition circuit 8a,
Furthermore, the impedance of the phototransistors Tr3, Tr becomes small due to the light emission of the light emitting diodes DP3, DP40, and the gate terminal of the thyristor SCR1 is grounded in the first detection circuit 13. At this time, the electromagnetic solenoid 10a is excited and the light emitting diode DP1 emits light. However, thyristor SCR1 is not triggered.

On the other hand, in the second detection circuit 14, the light emitting diode DP4 emits light, and the impedance of the transistor Tr4 becomes small and attempts to trigger the thyristor SCR2, but if the power switch 9a is normal at this time, the electromagnetic solenoid 10a is excited. Light emitting diode DP2
emits light, the impedance of the phototransistor Tr2 decreases, and eventually the rise in potential at the connection point between the resistor R3 and the phototransistor Tr2 is canceled out, and the thyristor SCR2 is not triggered.

Therefore, if the power switch 9a is normal, the relays RLa and RLb of the fourth and second detection circuits 13 and 14 are not excited, and the electromagnetic solenoid 10a is controlled only by turning on and off the power switch 9a, and normal surface rudder steering is performed. It will be done.

By the way, if the power switch 9a causes a conduction fault, the light emitting diode DP1 emits light while the diode DP3 does not emit light, so the thyristor SCR,
is triggered, the relay RLa is energized, and its contact Ra is opened to de-energize the electromagnetic lens 10a and prevent the snake 5 from running out of control toward the rudder side.

At this time, in the second detection circuit 14, the impedance of only the phototransistor Tr2 decreases, so the thyristor SCR2 is not triggered.

Also, the power switch 9a provides a surface rudder signal δ.

If the light emitting diode DP4 is not conductive despite the supply of
Since no light is emitted, thyristor sCR2 is triggered to energize relay RLb, turn on parallel contact Rb, and excite electromagnetic solenoid 10a.

Therefore, it is possible to avoid an inconvenience in which a collision occurs because the power switch 9a does not conduct even though the vehicle is steered to avoid danger.

Note that after relays RLa and RLb operate in this manner, thyristors SCR1 and SCR2 can be turned off again by turning off reset switches SW1 and SW2, respectively.

Therefore, when the relays RLa and RLb operate in this way, the normal steering state can be restored by switching to the backup control system, for example 2b.

As explained above, according to the present invention, the safety of the steering system is improved, and its effects are significant in practical use.

In the above description, a power switch using the electromagnetic solenoid 10a has been described, but it is easy to understand that the present invention can be similarly applied to the excitation coils L1 and L2 of the reversible motor M described in FIG. 3.

Furthermore, although the photocoupler is used to detect the energized/de-energized state of the electromagnetic solenoid and the presence or absence of a steering signal, it is also possible to use a logic circuit, a relay, etc. as another method.

Furthermore, it is clear that the above-described present invention can be applied to the case where not only semiconductor switching elements but also relay contacts are used as the power switches 9a and 9b.

[Brief explanation of the drawing]

Figure 1 is a system diagram to explain the outline of the steering system, Figure 2
The figure is a system diagram explaining the configuration of the main parts of a steering device to which this invention is applied, FIG. 3 is a system diagram showing another example of the structure of the same main parts, and FIG. 4 is an embodiment of the invention. FIG. 9a, 9b: power switch, 10: power unit,
10a, 10b: Electromagnetic solenoid, M: Reversible motor, 13: First detection circuit, 14: Second detection circuit, Ra
: Normally closed contact, Rb : Normally open contact.

Claims (1)

[Claims] 1. A steering signal is supplied to a control circuit, a power switch is controlled by the output of the control circuit, and the power switch controls the electromagnetic solenoid or reversible motor of the power unit.
In a steering device in which the rudder is steered by driving, when there is no steering signal by monitoring the presence or absence of current flowing to the electromagnetic solenoid or reversible motor in the power unit and the presence or absence of an input signal to the control circuit that controls the power switch. a first detection circuit that detects that the power switch is turned on, and a first detection circuit that is connected in series with the power switch to detect that a failure has occurred that causes the power switch to be in a normally closed state. a normally closed contact that is controlled to be turned off when detected; a second detection circuit that detects when a steering signal is present and the power switch is turned off; and a second detection circuit that is connected in parallel with the power switch.
and a normally open contact that is controlled to be turned on when the detection circuit detects that a failure has occurred in which the power switch becomes normally open.