JPS603040Y2 - remote steering device - Google Patents

Description

[Detailed explanation of the idea] This invention relates to a remote steering device used for ships and the like.

In general, when steering a ship or the like, there are cases where this is done automatically and cases where it is done manually.

This invention relates to manual steering technology, and in particular to a remote steering device that includes a manual steering circuit that is configured separately from a main device that includes a steering control circuit.

This type of remote steering device is generally connected to the main device via an extension cord or the like, and the helmsman manipulates the steering knob to adjust the circuit output for steering.

Conventional remote steering devices are only equipped with a steering knob for driving and controlling the rudder.

Therefore, when remote steering is performed using the steering knob, if there is an ocean current, tide, wind, etc., the vessel may drift and become straight even though the steering knob indicates the reference point (the state in which the rudder is straight). It won't proceed soon.

In addition, ships usually have their own unique steering mechanism, and when the rudder is on the neutral axis (the state where the rudder is straight), it does not necessarily mean that the ship is sailing straight ahead.

Because of the above two reasons, it is normal for the ship to not necessarily sail straight even if the steering knob is aligned with the reference point.

In order to avoid such inconveniences, conventionally, ships were constructed according to the above conditions (ocean currents, tides, winds, and the unique characteristics of the ship itself).
The helmsman would visit the location where the main equipment was installed and correct the relevant parts of the main equipment each time so that the vessel could sail straight when the steering knob was at the reference point.

The steering knob provided on the above-mentioned remote steering device usually sets the resistance value of the manual steering variable resistor that is combined with it. ), the brush must be returned to the zero point again so that the ship will proceed straight in the set direction (i.e., the rudder will return to the neutral position). This is especially inconvenient when a single helmsman is required to make various judgments and operations, such as on a small vessel.

Furthermore, as will be described later, in the steering method using the remote steering device of this invention, the trim variable resistor is appropriately operated according to the above-mentioned conditions, but the above-mentioned conditions do not change frequently. Therefore, once the correction is made, the adjusted zero point state of the remote steering device (the state where the adjustment point of the manual steering variable resistance is at the reference position) does not change much.

In view of these points, in this invention, a manual steering variable resistor with a zero point return configuration and a trim variable resistor with a semi-fixed configuration are connected and arranged in a manual steering circuit of a remote steering device.

A more detailed explanation will be given below with reference to the drawings.

In FIG. 1, a main device 1 including a control circuit for a rudder R is connected to a remote steering device 5 (hereinafter abbreviated as a remote control device) by means of an extension cord or the like.

)It is connected to the. In the figure, among the contacts of each changeover switch, A indicates an automatic (steering) contact, and M indicates a manual (steering) contact.

In the control circuit for the rudder R, the output terminal of the amplifier 11 is connected to one input terminal of the differential amplifier 12, and the output terminals of the amplifier 12 are connected to a motor drive circuit 13 with a filter provided in parallel with each other.
．． It is connected to a motor 15 via 14.

This filter filters out high-frequency deviation signals that fluctuate drastically in an extremely short period of time.

The output end of the potentiometer element 16 connected to the output end of the motor 15 is connected via an amplifier 17 to the other input end of the amplifier 12 described above.

Here, the potentiometer element 16 moves in proportion to the rotation angle of the motor 15.

Further, the amplifier 17 performs negative feedback, and the input signal from the amplifier 11 to the amplifier 12 and the input signal from the amplifier 17 to the amplifier 12 are
The polarity is opposite (reverse phase) to that of the input signal.

The rudder R is operatively connected to the output shaft of the motor 15 and swings left and right about its neutral axis (i.e., the direction of the torso axis of the vessel) according to the rotation angle of the motor 15.
6 is proportional to the degree of movement relative to the neutral axis.

The output side of the changeover switch 3 is connected to an automatic/manual changeover switch 61, which will be described later, and one of its contacts is connected to a reference circuit Ref.
The remaining contacts are connected to each element of the detection section 4, respectively.

The reference circuit Ref is a circuit including, for example, a resistor, and when connected to the steering control circuit, provides a reference input signal of a predetermined magnitude, for example, a predetermined voltage, to the control circuit.

The detection unit 4 provides signals to the steering control circuit according to various factors that determine the navigation of the ship, such as the azimuth, wind direction, and ocean current (water current), thereby influencing the determination of the rudder angle of the rudder R to be set.

Next, the constituent parts of this invention will be explained.

The remote control device 5 includes an automatic/manual changeover switch 51 and a manual steering circuit (hereinafter abbreviated as 1 manual circuit).

)50. By operating this changeover switch 51, the current flowing through the relay 62 in the main device 1 is interrupted.

The manual circuit 50 includes a manual (steering) variable resistor 52 and a trim variable resistor 53 connected to each other, the resistance value of which can be changed as appropriate by the helmsman operating a knob.

Both terminals X and Z of this manual circuit 50 have 10 V and -
A voltage of V is applied, and resistors R and R2 are connected in series to both terminals X and Z.

Since the connection point of these resistors R1 and R2 is grounded,
A bridge output is obtained between any contact terminal Y on the manual steering variable resistor 52 and the ground point.

This bridge output is passed from the contact terminal Y to the manual contact M of the changeover switch 61 and becomes an input to the amplifier 11, that is, an input control signal to the steering control circuit.

Here, when the ratio of resistance R□ and resistance R2 and the ratio of resistance R3 from terminal Z to terminal Y and resistance R4 from terminal Y to terminal X are equal (R□/R2= R3/R4), the bridge output is zero and is not output.

The position of the contact terminal Y at this time is determined as the reference point (neutral position) of the manual variable resistor 52.

Therefore, if the contact terminal Y is slid to the left or right from this neutral position, the balance of the bridge circuit composed of the resistors R1, R2 and the manil circuit 50 will be disrupted, and a positive or negative potential with respect to the ground potential will be applied to the contact terminal Y. appears in

This voltage controls the steering control circuit, which in turn drives the rudder R.

By the way, the trim variable resistor 53 is used to perform a correction operation when the vessel does not proceed straight due to the aforementioned conditions such as ocean currents even if the contact terminal Y is set to the neutral position. By operating this trim variable resistor 53 while remaining unchanged regardless of the conditions such as ocean currents mentioned above, the balance of the bridge circuit is disturbed, which prompts the steering control circuit to make a correction, and the rudder R is slightly adjusted. It bends to make the ship go straight.

In other words, the zero point of the manual circuit 50 corresponding to the rudder angle position that allows the ship to sail straight ahead is determined, and the determined zero point can be fixed for the ship.

In FIG. 2, the manual variable resistor 52 is configured to automatically return to zero.

That is, the brush 522 that slides along the resistance 521 is attached with springs 523 and 524 on both sides in the sliding direction, and when no external force is applied, the spring forces of these springs 523 and 524 are balanced and the brush 522 resists. 521 (corresponding to the rudder R being in the neutral position).

If an external force is applied (i.e., if the helmsman turns the knob), the brush 522 will deviate from this zero point against the spring force, but if the external force is removed (i.e., if the helmsman releases the knob)
It automatically returns to the zero point by the action of the spring force.

Further, since the trim variable resistor 53 is of a semi-fixed type, the setting position will not shift because the various conditions such as the ocean currents described above do not change frequently.

The changeover switch 61 of the main device 1 is connected to the output side of the changeover switch 3 as described above, and is driven by the relay 62. When the relay 62 is working, the automatic contact A closes, and the relay 62 The manual contact M is configured to close when the manual switch M is not working.

When performing automatic steering, the switch 51 of the remote control device 5 is set to the automatic contact A side.

Then, the relay 62 is energized, and the switch 61 of the main device 1 is activated.
enters the automatic contact A side and the signal from the detection section 4 switches 61
to the input of amplifier 11 for normal automatic control operations.

The operation will be explained below.

The voltage signal from the detection unit 4 set in the target direction indicates zero voltage if the ship is traveling in the target direction, but
When the ship is traveling in a direction deviated from the intended direction, the detection section 4 outputs a voltage signal of a certain value.

This voltage signal then enters the amplifier 12 from the amplifier 11 and, depending on its polarity (i.e. to which side of the neutral axis the rudder R is to be swung), activates one of the drive circuits 13, 14 to drive the motor 15. forward or reverse.

Then, the potentiometer element 16 described above operates in proportion to this rotation angle, and applies a voltage signal having the opposite phase to the signal from the amplifier 11 to the amplifier 12 via the amplifier 17.

When the rudder R finishes rotating by an angle corresponding to the signal from the detection unit 4, the input signal from the amplifier 11 to the amplifier 12 and the input signal from the amplifier 17 to the amplifier 12 have opposite phases and equal absolute values. As a result, the output of the amplifier 12 becomes zero, and the motor 15 stops.

That is, the motor 15 rotates by a rotation angle proportional to the input signal from the amplifier 11, thereby determining the steering angle of the rudder R.

Simultaneously with this action, the ship begins to turn.

When the ship starts turning, the traveling direction of the ship gradually approaches the target direction, so the voltage of the signal from the detection unit 4 also gradually decreases.

Therefore, the voltage of the output signal of the amplifier 11, that is, one input signal of the amplifier 12, decreases (or increases), and this voltage and the feedback signal from the potentiometer are transferred to the amplifier 17.
The balance with the other input signal voltage input to the amplifier 12 via the amplifier 12 is lost, and a voltage appears on the output side of the amplifier 12,
This voltage activates the motor drive circuit 14.13 (the opposite of the motor drive circuit described above), causing the motor to rotate in the opposite direction.

This changes the output voltage (feedback voltage) from the potentiometer element 16 - this change signal is input to the amplifier 12 via the amplifier 17.

Then, the rudder R continues to be operated until a signal corresponding to the output signal from the detection section 4 becomes a signal having a voltage opposite in phase and having the same absolute value.

That is, the rudder R moves so as to follow the signal from the detection section 4.

Therefore, as the ship turns, the signal from the detection unit 4 approaches zero, and accordingly, the rudder R also approaches the neutral position.

When the signal from the detection unit 4 becomes zero, the rudder R also coincides with the neutral position.

The above is the negative feedback feedback operation during automatic steering.

When performing manual steering, the operation after the manual steering signal is input to the amplifier 11 is the same as the negative feedback feedback operation described above.

A case in which manual steering is performed will be described below.

Before performing manual steering, the zero point of the manual circuit 50 corresponding to the neutral position of the rudder R is set by changing the resistance value of the trim variable resistor 53 as described above.

This is done every time the aforementioned conditions such as ocean currents change.

During manual steering, if the switch 51 of the remote controller 5 is set to the manual contact M side, the current to the relay 62 is cut off, and the switch 61 is also set to the M side accordingly.

Therefore, the amplifier 11 of the control circuit of the main device 1 is disconnected from the detection section 4, and the manual circuit 50 of the remote control device 5 is disconnected from the detection section 4.
connected to.

When steering, the helmsman turns the knob appropriately to adjust the variable resistance 5.
When the contact point Y of 2 is shifted from the neutral position, the balance of the bridge is broken, and a predetermined positive or negative voltage corresponding to the amount of rotation of the knob is guided to the input of the amplifier 11 via the switch 61, and the rudder control is performed. Drive the circuit.

When the knob is released just before the boat turns and faces the desired direction, the variable resistor 52 immediately automatically returns to its zero point (neutral position) due to the return force of the spring described above.

As a result, the input to the amplifier 11 decreases, so the equilibrium of the rudder control circuit is broken, and the rudder R is rotated to the neutral position until the input signal becomes the same as the feedback signal from the potentiometer element 16, and the rudder R is rotated to the neutral position. The rudder control circuit maintains an equilibrium state when it returns to .

In this way, the resistance value of the variable resistor 52 may be set appropriately, and although it is done instantaneously and has no continuity, it does not pose any problem in steering.

The reason why it is appropriate to turn the knob, that is, to set the resistance value of the variable resistor 52, is because if you turn the knob a lot (if you shift the variable resistor 52 a lot from the neutral position), the rudder will turn a lot, so the boat will spin around (a little). This is because turning the knob a small amount will cause the ship to make a large turn, but by turning the knob arbitrarily, the ship can turn freely.

The reason why the variable resistance 52 may be momentarily set appropriately is that the relationship between the ship's traveling direction and the rudder is determined by the integral action of the gear section of the rudder mechanism.

In other words, while the variable resistance value is set instantaneously, the response of the meandering movement is slow. Therefore, only when the ship is sailing, the variable resistance setting becomes an integral system with respect to time, and the resistance of the variable resistor 52 This is because once the value is set, the rudder R is steered by an angle commensurate with this set value with a certain time delay.

As detailed above, according to this invention, the variable resistance for trim is installed in the remote steering device, so it can be operated remotely under any conditions, regardless of conditions such as ocean currents, tides, winds, and the unique habits of the ship itself. The zero point of the steering system can be kept unchanged (the remote manual steering variable resistance is always at the reference point (neutral position) when the vessel is moving straight).

Therefore, remote steering becomes extremely easy.

In addition, the variable resistance for manual steering has been configured to automatically return to zero, so when manually steering, the resistance will automatically return to zero by turning the knob of the variable resistance for manual steering by a predetermined angle and then releasing it. There is no need to return to zero each time, making remote control even easier.

Moreover, since the trim variable resistor is semi-fixed, once the correction is made, the correction contents will not be disturbed unnecessarily (unexpectedly).

This is a great advantage especially in the case of small vessels that are tossed around by wind and waves and shake violently.

[Brief explanation of the drawing]

FIG. 1 is a circuit diagram showing the configuration of the remote control device of this invention and its related parts, and FIG. 2 is an explanatory diagram showing the configuration of a manual circuit which is the main part thereof. 1... Main device, 3... Selector switch,
4...Detection unit, 15...Remote control device, 11, 17...-amplifier, 15...Motor, 16...Potentiometric element, R...
・Rudder, 5L61...Manual circuit, 52...
...Variable resistor for manual steering, 53...Variable resistor for trim, 62...Relay, Ref-...
...Reference circuit.

Claims (1)

[Claims for Utility Model Registration] A system having a manual steering circuit that is selectively connected to a rudder control feedback system in the main device by an automatic/manual changeover switch in the main device for automatic steering, the manual steering system comprising: The circuit includes an automatic/manual changeover switch that works with the automatic/manual switch mentioned above in the hand device, a manual steering variable resistor whose resistance value can be adjusted by manual operation, and a trim variable resistor connected in series to this. The resistance is
Moreover, the variable resistor for manual steering has a zero point return configuration in which the brush is always kept at the zero point corresponding to the neutral position of the rudder unless an external force is applied due to the balance of the spring, and the variable resistor for trim A remote steering device characterized in that the resistance is of a semi-fixed configuration such that the brush is maintained in a set position unless an external force is applied.