WO2019004182A1 - Steering control system and method for stopping steering device - Google Patents

Abstract

Provided is a steering control system capable of preventing undesired operation of a rudder plate driving unit at the occurrence of a failure. The steering control system is provided with: a steering device including a rudder plate driving unit that moves a rudder plate in a direction corresponding to the flow direction of a liquid pressure supplied thereto, a pressurized-liquid supplier that supplies to the rudder plate driving unit, the pressurized liquid flowing in the flow direction corresponding to an inputted steering signal, and a shutoff mechanism that performs switching between supply and stop of the pressurized liquid from the pressurized-liquid supplier to the rudder plate driving unit; a plurality of detectors that detect the states of different portions of the steering device; and a determination and shutoff device that determines the state of the steering device according to the detection results detected by the plurality of detectors, and causes the shutoff mechanism to stop the supply of the pressurized liquid on the basis of the determination result.

Description

Steering control system and method of stopping steering device

The present invention relates to a steering control system that changes the steering angle of a steering plate, and a method of stopping a steering device.

A ship is equipped with a steering control system so as to change the traveling direction, and a marine vessel steering apparatus such as Patent Document 1 is known as an example of the steering control system. The marine steering device of Patent Document 1 includes a steering plate drive unit and a hydraulic pressure pump, and the steering plate drive unit is driven by supplying pressure fluid from the hydraulic pressure pump to the steering plate drive unit. There is. Further, a switching valve is interposed between the steering plate drive portion and the hydraulic pressure pump. The switching valve can switch the direction of the pressure fluid flowing to the steering plate drive unit, and the marine steering device changes the steering angle of the steering plate by switching.

JP 2012-136148 A

Patent Document 1 does not mention at all the failure of the marine steering device. Therefore, for example, when the switching valve sticks with the valve open, an unintended hydraulic fluid flows in the steering plate drive unit, and the steering plate drive unit moves undesirably. In addition, when the wiring connected to the motor driven by the hydraulic pump is broken and the switching valve is operated in that state, if an external force is applied to the steering plate, the force causes an undesired movement. Besides, failures in the marine steering device are various, and the failure may cause the steering plate drive to move undesirably. Therefore, it is desirable to detect the occurrence of a failure in the marine control device, that is, the steering control system, and to prevent the steering plate drive unit in the steering control system from an undesired movement when the failure occurs.

Therefore, an object of the present invention is to provide a steering control system capable of preventing an undesired movement of a steering plate drive unit when a failure occurs, and a method for stopping the same.

In the steering control system according to the present invention, a steering plate drive unit for moving a steering plate in a direction according to the flow direction of supplied hydraulic pressure, and pressure fluid in the flow direction according to the input steering signal is the steering plate drive unit A steering device having a hydraulic fluid feeder for supplying pressure fluid, a shutoff mechanism for switching the supply of hydraulic fluid from the hydraulic fluid feeder to the steering plate drive unit and the stop thereof, and the state of different parts of the steering device And a state of the steering device is determined according to detection results detected by the plurality of detectors, and the supply of pressure liquid is stopped by the blocking mechanism based on the determination results. And a determination cutoff device.

According to the present invention, the states of various parts of the steering apparatus are detected, and the state of the entire steering apparatus is determined based on the detected states. Furthermore, the supply and discharge of the pressure fluid to the steering plate drive unit can be stopped based on the determination result. That is, the movement of the steering plate drive unit can be stopped according to the determined state of the steering device, and the steering angle of the steering plate can be maintained as it is. Thereby, for example, when there is a possibility that the steering device is broken or there is a possibility of failure in the steering device, that is, when a failure or the like occurs, an external force acts on the steering plate to turn the steering plate in an undesired direction It is possible to prevent the steering plate from being moved when the unit is out of control. That is, when a failure or the like occurs, it is possible to prevent the steering plate drive unit from making an undesired movement.

In the above invention, the plurality of detectors include at least a steering detector and a steering plate operation detector, and the steering detector detects the presence or absence of an operation on a steering unit, and the steering plate operation detector The presence or absence of actuation of the steering plate drive unit may be detected, and the determination cutoff device may determine an actuation state of the steering device according to detection results of the steering detector and the steering plate actuation detector.

According to the above configuration, it can be determined that the hydraulic fluid supply machine is in a non-responsive state to the steering signal, and in that state, the movement of the steering plate drive unit is stopped and the steering angle of the steering plate is left unchanged. It can be maintained in the state.

In the above invention, the pressure liquid supply machine has a tank for discharging the pressure liquid, and the plurality of detectors have at least a pressure detector and a liquid level detector, and the pressure detection The pressure sensor detects the pressure of the hydraulic fluid supplied to the steering plate drive unit, the liquid level detector detects the position of the liquid level of the tank, and the determination shutoff device detects the pressure detector and the pressure sensor. The leakage state of the steering device may be determined according to the detection result of the liquid level detector.

According to the above configuration, it is possible to determine the liquid leakage state in the steering apparatus by detecting the pressure of the pressure liquid and the liquid level of the tank, and in that state, the movement of the steering plate drive unit is stopped and the steering angle of the steering plate Can be maintained as it is.

In the above invention, the steering device further includes a preliminary pressure liquid feeder different from the pressure liquid feeder and capable of supplying pressure fluid in a flow direction according to the input steering signal to the steering plate drive unit. The pressure liquid supply source for supplying the pressure liquid to the steering plate drive unit is configured to be switchable from the pressure liquid supply machine to the preliminary pressure liquid supply machine, and the determination shutoff device is operated by the shutoff mechanism based on the determination result. The supply of pressure liquid may be stopped, and the pressure liquid supply source may be switched from the pressure liquid supply machine to the preliminary pressure liquid supply machine.

According to the above configuration, even if the movement of the steering plate drive unit is stopped when a failure or the like occurs and the steering angle of the steering plate is maintained as it is, the steering system is supplied with pre-pressure liquid from the pressure liquid feeder. The steering plate drive can be moved by switching to the aircraft. As a result, it is possible to control the direction of the ship even after a failure of the pressure liquid supply machine.

In the above invention, the apparatus further comprises an instruction unit for instructing the presence or absence of the operation in the shutoff mechanism, and the determination shutoff device stops the supply of pressure liquid by the shutoff mechanism based on the judgment result and an instruction to the instruction unit. May be

According to the above configuration, since the steering plate drive unit is stopped based on the instruction even in the event of a failure or the like, it is possible to suppress the pressure liquid supply machine from being stopped undesirably.

In the above invention, when the supply of pressure liquid is stopped by the cut-off mechanism based on the determination result, the determination cut-off device supplies the pressure liquid by the cut-off mechanism after a predetermined time has elapsed from the determination. You may stop it.

According to the above configuration, it is possible to suppress the stopping of the steering plate drive unit when the failure or the like is temporarily caused due to a sudden trouble and the failure or the like is eliminated thereafter. Thereby, it can suppress that the frequency | count of a stop of a steering plate drive part increases.

In the method for stopping a steering device according to the present invention, a steering plate drive section for moving a steering plate in a direction according to the flow direction of supplied hydraulic pressure, and pressure fluid in the flow direction according to an input steering signal A method of stopping a steering apparatus, comprising: a hydraulic fluid supply machine for supplying to a drive unit; and a shutoff mechanism for switching supply and stop of hydraulic fluid from the hydraulic pressure supply machine to the steering plate drive unit, A detection step of detecting the states of different parts of the steering device by a detector, a state determination step of determining the state of the steering device according to the detection result in the detection step, and a determination result in the state determination step And stopping the supply of the pressure liquid by the shutoff mechanism.

According to the above configuration, the states of various parts in the steering device are detected, and the state of the steering device is determined based on the detected states. Furthermore, the supply and discharge of the pressure fluid to the steering plate drive unit can be stopped based on the determination result. That is, the movement of the steering plate drive unit can be stopped according to the state of the steering device, and the steering angle of the steering plate can be maintained as it is. Thereby, for example, in the case where the steering device is broken or there is a risk of failure in the steering device, that is, in the case of failure or the like, an external force acts on the steering plate to turn the steering plate in an undesired direction It is possible to prevent the steering plate from being moved in an uncontrollable state. That is, when a failure or the like occurs, it is possible to prevent the steering plate drive unit from making an undesired movement.

According to the present invention, it is possible to prevent the steering plate drive unit from making an undesired movement when a failure occurs.

It is a hydraulic circuit diagram showing composition of a steering control system of a 1st embodiment. It is a flowchart which shows the procedure of the steering angle stop process which the steering control system of FIG. 1 performs. It is a flowchart which shows the procedure of the steering angle stop process (2nd Example) which the steering control system of FIG. 1 performs. It is a flowchart which shows the procedure of the steering angle stop process (3rd Example) which the steering control system of FIG. 1 performs. It is a flowchart which shows the procedure of the steering angle stop process (4th Example) which the steering control system of FIG. 1 performs. It is a flowchart which shows the procedure of the steering angle stop process (5th Example) which the steering control system of FIG. 1 performs. It is a hydraulic circuit diagram showing composition of a steering control system of a 2nd embodiment.

The steering control systems 1 and 1A according to the first and second embodiments of the present invention and the method for stopping the steering device 30 to be executed by the steering control systems 1 and 1A will be described below with reference to the drawings. The concept of the direction used in the following description is used for convenience of the description, and the direction of the configuration of the invention is not limited to that direction. Further, the steering control systems 1 and 1A described below are merely an embodiment of the present invention. Accordingly, the present invention is not limited to the embodiments, and additions, deletions, and modifications are possible without departing from the scope of the invention.

First Embodiment
[Steering control system]
In the case of ships, the direction of movement of the ship can be changed according to the operation of the steering wheels of the steering unit 5 in the steering room and the steering signal input based on the autopilot function, etc. A steering control system 1 is provided to change. The steering control system 1 is driven by hydraulic fluid (for example, fluid such as oil or water), and the steering plate 12, the steering plate drive unit 2, the electric liquid drive device 3, and the control unit 4 , A steering unit 5, a sensor group 6, and a display operation unit 7.

[Rudder plate]
The steering plate 12 is a member for changing the traveling direction of the ship, and is mounted around the stern of the ship. Describing in more detail, the rudder plate 12 is a plate-like member having a substantially rectangular shape in a side view, and the rudder plate 12 is fixed to the rudder shaft 11. The rudder shaft 11 is attached to the stern of the ship with its axis extending substantially vertically and being rotatable about the axis, and the rudder plate 12 stands vertically and extends longitudinally Is fixed to the rudder axle 11. Further, a rudder 13 is attached to the rudder axle 11. The rudder 13 extends from the rudder shaft 11 in a direction perpendicular to the axis thereof, and the rudder 13 is provided with a rudder plate driving unit 2 for rotating the rudder shaft 11.

[Steering plate drive unit]
The steering plate drive unit 2 is a so-called ram cylinder, and includes a ram 14 and two cylinders 15 and 16. The ram 14 has a ram shaft 14a and a ram pin 14b. The ram shaft 14a is a longitudinal member extending in the axial direction, and a ram pin 14b is provided in a protruding manner at a central portion in the axial direction. The ram pin 14b moves integrally with the ram shaft 14a, and the steering wheel 13 is engaged with the ram pin 14b. Therefore, when the ram shaft 14a moves, the steering wheel 13 pivots about the steering shaft 11, and accordingly the steering plate 12 pivots about its axis. Two cylinders 15 and 16 are attached to the ram shaft 14a configured as described above so as to move it in the axial direction.

The two cylinders 15, 16 are respectively provided at one end and the other end of the ram shaft 14a in the axial direction. That is, in the first cylinder 15, one end in the axial direction of the ram shaft 14a is movably inserted into the first cylinder chamber 15a which is the internal space, and in the second cylinder 16, the second cylinder which is the internal space The other axial end of the ram shaft 14a is inserted into the chamber 16a so as to be movable back and forth. Further, the two cylinders 15, 16 are configured to be able to supply pressure fluid to the respective cylinder chambers 15a, 16a, and the ram shaft 14a moves by receiving the hydraulic pressure of each of the cylinder chambers 15a, 16a at each end It is supposed to That is, when the hydraulic fluid is supplied to the first cylinder chamber 15a, the ram pin 14b is moved in one axial direction together with the ram shaft 14a. As a result, the steering wheel 13 pivots in one circumferential direction about the axis, and accordingly the steering plate 12 also pivots in one circumferential direction. Further, when the hydraulic fluid is supplied to the second cylinder chamber 16a, the ram pin 14b is moved in the other axial direction along with the ram shaft 14a. As a result, the steering wheel 13 pivots in the other circumferential direction about the axis, and accordingly the steering plate 12 also pivots in the other circumferential direction. As described above, the steering plate drive unit 2 can move the steering plate 12 by the supply of pressure fluid to the cylinder chambers 15a and 16a. The steering plate drive unit 2 includes the cylinder chambers 15a. , 16a are connected to the electrolyzed liquid driving device 3.

Electrolyte drive device
The electric fluid drive device 3 has two steering systems 3L and 3R in the present embodiment. The two steering systems 3L and 3R both have the same function. That is, both of the steering systems 3L and 3R can supply the hydraulic fluid to the steering plate drive unit 2, and can switch the direction of the hydraulic fluid. The electric liquid drive unit 3 configured in this way has two steering systems 3L and 3R, but operates the steering plate drive unit 2 mainly by the first steering system 3L which is one steering system 3L. Let On the other hand, the second steering system 3R operates the steering plate drive unit 2 when the first steering system 3L fails. Although the configuration of the two steering systems 3L, 3R will be described below, the two steering systems 3L, 3R have the same configuration. Therefore, only the configuration of the first steering system 3L will be described, and the configuration of the second steering system 3R will be assigned the same reference numerals and descriptions thereof will be omitted.

The first steering system 3L includes a hydraulic fluid feeder 20. The hydraulic fluid feeder 20 supplies hydraulic fluid to the steering plate drive unit 2 to drive the steering plate drive unit 2 and is input thereto. The steering angle of the steering plate 12 can be changed by changing the direction of the hydraulic fluid flowing to the steering plate drive unit 2 based on the steering signal. More specifically, the hydraulic fluid feeder 20 mainly includes a hydraulic pump 21, a motor 22, a direction switching valve 23, and a pilot switching valve 24. The hydraulic pump 21 is, for example, a fixed displacement type oblique shaft pump, and discharges the hydraulic fluid supplied to the steering plate drive unit 2. More specifically, the hydraulic pump 21 has an input shaft 21 a, and the input shaft 21 a is connected to the motor 22. The electric motor 22 is configured to be able to rotationally drive the input shaft 21 a by receiving electric power from a power supply device (not shown). The hydraulic pump 21 sucks the working fluid from the suction port 21b by the rotation of the input shaft 21a, and discharges the working fluid from the discharge port 21c while pressurizing it further. In the hydraulic pump 21 configured in this way, the suction side passage 31a is connected to the suction port 21b, the discharge side passage 31b is connected to the discharge port 21c, and the direction is switched via these two passages 31a and 31b. It is connected to the valve 23.

The direction switching valve 23 is, for example, a pilot type switching valve, and changes the flow of the hydraulic fluid according to pilot pressures p1 and p2 output from the pilot switching valve 24 described later in detail. More specifically, the direction switching valve 23 has four ports, and the four ports are connected to the suction side passage 31a, the discharge side passage 31b, the first supply / discharge passage 32a and the second supply / discharge passage 32b. Each is connected. The first supply / discharge passage 32 a connects the direction switching valve 23 and the second cylinder 16, and the second supply / discharge passage 32 b connects the direction switching valve 23 and the first cylinder 15. Further, the direction switching valve 23 has a spool 23a, and switches the flow direction of the hydraulic fluid according to the position of the spool 23a.

More specifically, the spool 23a is configured to be movable to the neutral position M1, the first offset position L1, and the second offset position R1. When the spool 23a is located at the neutral position M1, the suction side passage 31a and the discharge side passage 31b are connected by the spool 23a, and the hydraulic pressure pump 21 is in the unloading state. On the other hand, each of the first supply and discharge passage 32a and the second supply and discharge passage 32b is shut off, and the supply and discharge of the hydraulic fluid to the first cylinder 15 and the second cylinder 16 is stopped. When the spool 23a moves to the first offset position L1, the first supply and discharge passage 32a and the discharge side passage 31b are connected by the spool 23a, and the second supply and discharge passage 32b and the suction side passage 31a are connected. As a result, the hydraulic fluid is supplied to the first cylinder chamber 15a and the hydraulic fluid in the second cylinder chamber 16a is discharged, and the ram shaft 14a moves in one axial direction. That is, the steering plate 12 rotates in one circumferential direction. On the other hand, when the spool 23a moves to the second offset position R1, the first supply and discharge passage 32a and the suction side passage 31a are connected by the spool 23a, and the second supply and discharge passage 32b and the discharge side passage 31b are connected. Ru. As a result, the hydraulic fluid is supplied to the second cylinder chamber 16a and the hydraulic fluid in the first cylinder chamber 15a is discharged, and the ram shaft 14a moves in the other axial direction. That is, the steering plate 12 rotates in the other circumferential direction.

Thus, the direction switching valve 23 can switch the flow of the hydraulic fluid according to the position of the spool 23a, and by switching the flow of the hydraulic fluid, the direction of the steering plate 12 (i.e., the steering angle) can be changed. Can maintain the steering angle of Further, two pilot pressures p1 and p2 are applied to the spool 23a in order to change its position. More specifically, the two pilot pressures p1 and p2 act on the spool 23a so as to oppose each other, and the position is changed according to the differential pressure (p1-p2). A pilot switching valve 24 is connected to the direction switching valve 23 in order to apply such two pilot pressures p1 and p2 to the spool 23a.

The pilot switching valve 24 is a so-called electromagnetic switching valve, and controls the pilot pressures p1 and p2 in accordance with a steering signal input thereto. More specifically, the pilot switching valve 24 has four ports, and the four ports are connected to the self pressure supply passage 33a, the tank passage 33b, the first pilot passage 34a, and the second pilot passage 34b, respectively. It is connected. The self pressure supply passage 33 a is connected to the discharge side passage 31 b, and the tank passage 33 b is connected to the tank 28. On the other hand, the first pilot passage 34a is connected to the direction switching valve 23 to apply the first pilot pressure p1 to the spool 23a, and the second pilot passage 34b is connected to the direction switching valve 23 to apply the second pilot pressure p2 to the spool 23a. It is connected to the. Also, the pilot switching valve 24 has a spool 24 a, and the spool 24 a changes its position according to a steering signal input to the pilot switching valve 24. Further, the spool 24a is adapted to switch the flow direction of the hydraulic fluid by changing its position.

More specifically, in the pilot switching valve 24, the spool 24a is configured to be movable to the neutral position M2, the first offset position L2, and the second offset position R2. When the spool 24a is located at the first offset position L2, the tank passage 33b and the second pilot passage 34b are connected by the spool 24a, and the self-pressure supply passage 33a and the first pilot passage 34a are connected. As a result, the pilot fluid in the second pilot passage 34b is discharged to the tank 28, and the second pilot pressure p2 becomes the tank pressure. On the other hand, the hydraulic pressure of the discharge side passage 31b is led to the first pilot passage 34a via the self pressure supply passage 33a. Since the throttle 25 is provided in the discharge side passage 31b at the downstream side of the connection with the self pressure supply passage 33a, the hydraulic pressure of the discharge side passage 31b is maintained higher by the throttle 25 than the suction side passage 31a. ing. Therefore, the first pilot pressure p1 higher than the second pilot pressure p2 is output from the pilot switching valve 24, and the spool 23a of the direction switching valve 23 moves to the first offset position L1. Thus, the steering plate 12 moves in one circumferential direction.

On the other hand, when the spool 24a is located at the second offset position R2, the tank passage 33b and the first pilot passage 34a are connected, and the self-pressure supply passage 33a and the second pilot passage 34b are connected. As a result, the pilot fluid in the first pilot passage 34a is discharged to the tank 28, and the first pilot pressure p1 becomes the tank pressure. On the other hand, the hydraulic pressure of the discharge side passage 31b is led to the second pilot passage 34b via the self pressure supply passage 33a. As a result, the second pilot pressure p2 higher than the first pilot pressure p1 is output from the pilot switching valve 24, and the spool 23a of the direction switching valve 23 moves to the second offset position R1. Thus, the steering plate 12 moves in one circumferential direction.

Finally, when the spool 24a is located at the neutral position M2, the self pressure supply passage 33a is shut off, and both the first pilot passage 34a and the second pilot passage 34b are connected to the tank passage 33b. As a result, the first pilot pressure p1 and the second pilot pressure p2 become the tank pressure, and the spool 23a of the direction switching valve 23 is returned to the neutral position. Thereby, the movement of the hydraulic fluid between the hydraulic pump 21 and the steering plate drive unit 2 is stopped, and the steering plate 12 does not move. That is, the steering angle of the steering plate 12 can be maintained.

Thus, the pilot switching valve 24 can control the two pilot pressures p1 and p2 in accordance with the steering signal input thereto, and can move the spool 23a of the direction switching valve 23. By moving the spool 23a, it is possible to supply and discharge the working fluid in the direction according to the position. Thereby, the steering plate 12 can be swung in the direction according to the steering signal. Further, the electric liquid drive device 3 is provided with a relief mechanism 26 for relieving the hydraulic fluid.

The relief mechanism 26 discharges the working fluid to the tank 28 when each fluid pressure exceeds a predetermined relief pressure in order to keep the fluid pressure in the first supply / discharge passage 32 a and the second delivery / discharge passage 32 b below the relief pressure. It is supposed to More specifically, the relief mechanism 26 has a first relief valve 26a and a second relief valve 26b, the first relief valve 26a is connected to the first supply / discharge passage 32a, and the second relief valve 26b is It is connected to the second supply and discharge passage 32b. In addition, the first relief valve 26a discharges the working fluid flowing through the first supply and discharge passage 32a to the tank 28 when the fluid pressure in the first supply and discharge passage 32a exceeds a predetermined first relief pressure. On the other hand, the second relief valve 26b discharges the hydraulic fluid flowing through the second supply / discharge passage 32b to the tank 28 when the fluid pressure in the second supply / discharge passage 32b exceeds a predetermined second relief pressure. As a result, the hydraulic fluid flowing inside the electrolyzed liquid drive device 3 is excessively pressurized, and damage to each component can be suppressed. Further, a first check valve 29a is connected to the first supply and discharge passage 32a, and a second check valve 29b is connected to the second supply and discharge passage 32b. The check valves 29a and 29b are both connected to the tank 28, and when the hydraulic fluid in the passages 32a and 32b to which each is connected run short, the hydraulic fluid can be led from the tank 28 to the passages 32a and 32b. Can have a cavity prevention function.

In the electric liquid drive device 3 configured as described above, when a failure or the like occurs in the steering control system 1, the movement of the steering plate 12 is stopped and the steering angle of the steering plate 12 is maintained. In order to achieve such a function, the liquid driver 3 includes a shutoff mechanism 27. The shutoff mechanism 27 is interposed between the hydraulic pressure pump 21 and the steering plate drive unit 2, and in the present embodiment, between the direction switching valve 23 and the steering plate drive unit 2. That is, the blocking mechanism 27 intervenes in the middle of the first supply and discharge passage 32a and the second supply and discharge passage 32b. Also, the switching mechanism 27 is configured to receive a switching signal, and opens and closes the first supply / discharge passage 32a and the second supply / discharge passage 32b in response to the switching signal. That is, the shutoff mechanism 27 can stop the transfer of the hydraulic fluid between the hydraulic pump 21 and the steering plate drive unit 2 according to the switching signal inputted thereto. The shutoff mechanism 27 having such a function has an unload shutoff valve 41 and a shutoff switching valve 42.

The unloading shutoff valve 41 intervenes in the first supply and discharge passage 32a and the second supply and discharge passage 32b, and the relief mechanism 26 and the two check valves 29a and 29b are provided in the first supply and discharge passage 32a and the second supply and discharge passage 32b. Further, it is disposed on the direction switching valve 23 side. Further, the unload shutoff valve 41 opens and closes each of the first supply / discharge passage 32a and the second supply / discharge passage 32b in accordance with the differential pressure (p4-p3) of the pilot pressure p3, p4 inputted thereto. That is, when the differential pressure (p4-p3) is equal to or less than the predetermined pressure (the pressure determined according to the urging force of the spring 41a), the unload shutoff valve 41 is closed, and the unload shutoff valve 41 Each of the passage 32a and the second supply / discharge passage 32b is closed. As a result, regardless of the position of the spool 23 a of the direction switching valve 23, the hydraulic fluid between the hydraulic pump 21 and the steering plate drive unit 2 is prevented from moving back and forth. Further, in the closed state, the first supply / discharge passage 32a and the second supply / discharge passage 32b are connected to each other by the unload cutoff valve 41, and the hydraulic pump 21 is in the unload state. On the other hand, when the differential pressure (p4-p3) exceeds the predetermined pressure, the unload shutoff valve 41 is opened, and each of the first supply / discharge passage 32a and the second supply / discharge passage 32b is opened by the unload shutoff valve 41. be opened. Thereby, the hydraulic fluid can be transferred between the hydraulic pressure pump 21 and the steering plate drive unit 2. As described above, the unload shutoff valve 41 switches the open / close state in accordance with the two pilot pressures p3 and p4. A shutoff switching valve 42 is connected to the unloading shutoff valve 41 configured as described above so as to apply pilot pressures p3, p4 thereto.

The shutoff switching valve 42 is a so-called electromagnetic switching valve, and controls the pilot pressures p3 and p4 in accordance with a switching signal inputted thereto. More specifically, the shutoff switching valve 42 has four ports, and the four ports are connected to the self pressure supply passage 33a, the tank passage 33b, the third pilot passage 34c, and the fourth pilot passage 34d, respectively. It is connected. The third pilot passage 34c and the fourth pilot passage 34d are connected to the unloading shutoff valve 41 so as to apply pilot pressures p3 and p4. The shutoff switching valve 42 switches the connection destination of each of the two pilot passages 34c, 34d to either the self pressure supply passage 33a or the tank passage 33b, thereby switching the pilot pressure p3, p4. The shutoff switching valve 42 is configured to be able to switch the connection destination not only according to the switching signal but also manually.

Describing the shut-off switching valve 42 in more detail, the shut-off switching valve 42 connects the third pilot passage 34c to the tank passage 33b when the switching signal is input. As a result, the third pilot pressure p3 becomes the tank pressure. On the other hand, the fourth pilot passage 34d is connected to the self pressure supply passage 33a, and the pilot fluid according to the fluid pressure of the discharge side passage 31b is led to the fourth pilot passage 34d. Then, the fourth pilot pressure p4 becomes a pressure corresponding to the fluid pressure in the discharge side passage 31b, the difference (p4-p3) exceeds the predetermined pressure, and the unload shutoff valve 41 is opened. Thereby, the hydraulic fluid can be transferred between the hydraulic pressure pump 21 and the steering plate drive unit 2. On the other hand, when the switching signal is not input, the shut-off switching valve 42 connects the fourth pilot passage 34d to the tank passage 33b. As a result, the fourth pilot pressure p4 becomes the tank pressure. On the other hand, the third pilot passage 34c is connected to the self pressure supply passage 33a, and the pilot fluid according to the fluid pressure of the discharge side passage 31b is led to the third pilot passage 34c. Then, the third pilot pressure p3 becomes a pressure corresponding to the fluid pressure in the discharge side passage 31b, the difference (p4-p3) becomes equal to or less than a predetermined pressure, and the unload shutoff valve 41 is closed. As a result, the hydraulic fluid can not travel between the hydraulic pump 21 and the steering plate drive unit 2, and the steering plate 12 is maintained at the steering angle.

Thus, the shutoff mechanism 27 opens and closes the two supply and discharge passages 32a and 32b according to the input state of the switching signal (that is, the presence or absence of the input of the switching signal). The hydraulic fluid can flow and stop. The shutoff mechanism 27 unloads the hydraulic pump 21 when the hydraulic pump 21 and the steering plate drive unit 2 are shut off, and reduces the load on the hydraulic pump 21 at that time. be able to. Thereby, the energy consumption of the steering control system at the time of interruption | blocking can be reduced, and damage to the hydraulic pressure pump 21 can be suppressed.

In addition, in the closed state, the unload shutoff valve 41 has a failure or the like in the circuit 3a formed on the side of the hydraulic pressure pump 21 and can not return the discharged hydraulic fluid to the suction port 21b. , Has the following functions. That is, the unload shutoff valve 41 has two check valves 41b and 41c, and the two check valves 41b and 41c have the pressure on the hydraulic pressure pump 21 side before and after the unload shutoff valve 41 drive the steering plate. When the pressure on the part 2 side is higher, the flow of hydraulic fluid from the hydraulic pump 21 to the steering plate drive part 2 is permitted. More specifically, the two check valves 41b and 41c are interposed in the middle to close the two supply and discharge passages 32a and 32b, and the rudder plate is driven from the portion where the two supply and discharge passages 32a and 32b communicate with each other. It is arranged on the part 2 side. Therefore, in the unloading state where the hydraulic pump 21 side is lower in pressure than the steering plate drive unit 2 before and after the unloading shutoff valve 41, the two check valves 41b and 41c remain closed. The flow of hydraulic fluid to the plate drive 2 is stopped. On the other hand, when the hydraulic pressure in the circuit 3a rises due to a failure or the like and the hydraulic pump 21 side becomes higher in pressure than the steering plate drive unit 2 before and after the unload shutoff valve 41, the check valves 41b and 41c open. Internal hydraulic fluid is discharged to the tank 28 via the relief mechanism 26. As described above, when the hydraulic pressure pump 21 side is higher in pressure than the steering plate drive unit 2 before and after the unloading shutoff valve 41, the hydraulic fluid on the hydraulic pressure pump 21 side is discharged and the inside of the circuit 3a is excessive. In the circuit 3a, it is possible to prevent excessive boosting.

The first steering system 3L configured in this way responds to the steering signal when the steering signal input to the pilot switching valve 24 is input while the switching signal is input to the shutoff switching valve 42. The steering plate 12 can be driven in the direction. On the other hand, when the input of the switching signal to the shutoff switching valve 42 is stopped, the movement of the steering plate drive unit 2 is stopped regardless of the presence or absence of the steering signal, and the steering angle of the steering plate 12 is maintained. As described above, the second steering system 3R also has the same configuration as the first steering system 3L, and exhibits the same function as the first steering system 3L. The two steering systems 3L and 3R configured as described above constitute a steering device 30 together with the steering plate drive unit 2, and the control unit 4 electrically connects the steering device 30 to input a switching signal and a steering signal. It is connected.

[Control unit etc.]
The control unit 4 outputs the switching signal and the steering signal to one of the two steering systems 3L and 3R, for example, the first steering system 3L, in order to operate the steering plate drive unit 2, and the cutoff mechanism 27 and the pilot switching valve Control 24 movements. More specifically, the control unit 4 includes a steering control device 4a and a determination cutoff device 4b. The steering control device 4a and the determination cutoff device 4b do not have to be integrated in one place to constitute the control unit 4, and may be separately provided or separately manufactured. The steering control device 4a is connected to the steering unit 5, and the steering unit 5 has a steering wheel (not shown), and the steering wheel is configured to be operable by a steering person or the like. The steering unit 5 outputs a steering command according to the operation of the steered wheels (that is, the operation direction and the amount of operation) to the steering control device 4a, and the steering control device 4a drives the motor 22 when the steering command is input. The hydraulic fluid is discharged from the hydraulic pump 21. Further, the steering control device 4a calculates the steering angle of the steering plate 12 based on the steering command from the steering unit 5, and the steering signal according to the steering angle calculated further is a pilot switching valve 24 of the first steering system 3L. Output to The steering control device 4a also has an auto pilot function, and outputs a steering signal calculated based on the function to the pilot switching valve 24.

Further, the determination cutoff device 4b determines the state of the steering control system 1 (that is, the presence or absence of a failure in the steering control system 1), and switches the output state of the switching signal to the cutoff mechanism 27 based on the determination result. There is. The determination cutoff device 4 b having such a function is connected to the sensor group 6 to determine the state of the steering control system 1. The sensor group 6 includes a plurality of sensors for detecting the states of different portions of the steering device 30. Examples of the plurality of sensors include a pressure sensor, a direction switching valve operation detection sensor, a steering angle detection sensor, a disconnection detection sensor, a tank oil level sensor, a ground fault / short circuit detection sensor, a liquid leakage detection sensor, and the like.

The pressure sensor is provided in each of the cylinders 15 and 16 to detect the fluid pressure in the cylinder chambers 15a and 16a, and the direction switching valve operation detection sensor detects the position of the spool 23a of the direction switching valve 23 to detect the direction switching valve. Detect the presence or absence of the operation of 23. The steering angle detection sensor detects the steering angle of the steering plate 12 by detecting the rotation angle around the axis of the steering wheel 13, and the disconnection detection sensor detects a signal or the like to a wire connecting the control unit 4 and each device. It flows and detects those disconnections. In addition, the tank oil level sensor detects the level of the oil level of the tank 28, and the ground fault / short circuit detection sensor detects whether or not the wiring connecting the control unit 4 and each device has a ground fault or a short circuit. Further, the leak detection sensor detects whether pressure fluid has leaked from the passage in each of the steering systems 3L and 3R. Note that the various sensors described above are merely examples of sensors included in the sensor group 6 and may include other sensors, and any one or more of the sensors described above are included. It does not have to be.

From the sensor group 6 configured in this manner, the result detected by each sensor is output to the determination blocking device 4b. In addition to the above-described sensor group 6, the determination cutoff device 4b, which is a steering detector, acquires a steering signal from the steering control device 4a, and detects the presence or absence of an output of the steering signal. That is, the determination cutoff device 4b plays a role as a sensor that detects the presence or absence of the output of the steering signal. Furthermore, the determination shutoff device 4b acquires start signals from various devices, for example, the starter of the motor 22, each sensor of the sensor group 6, and the autopilot function part of the steering control device 4a, and detects the presence or absence of start of various devices. . That is, the determination blocking device 4b plays a role as a sensor that detects the presence or absence of the output of the start signal. The determination cutoff device 4b determines the state of the steering device 30 (in the present embodiment, mainly the states of the steering systems 3L and 3R) based on the detection result obtained in this manner. Table 1 below shows an example of detection results of sensors used when determining the state of each of the steering systems 3L and 3R.

Table 1 shows various sensors and signals in the row direction, and shows the states of the steering systems 3L and 3R in the column direction. Judgment cutoff device 4b is mainly based on the detection results of the sensors indicated by “o” in Table 1 (including not only the detected value and state but also the state where nothing is detected), the steering system 3L, 3R Determine the status. For example, the state of each of the steering systems 3L and 3R based on the detection results of the direction switching valve operation detection sensor and the steering angle detection sensor, which are steering plate operation detection sensors, and the detection results regarding the steering signal and various activation signals The determination blocking device 4b determines whether or not each of the steering systems 3L and 3R is in a non-responsive state (a state in which the steering angle can not be changed spontaneously). That is, at least one of the steering signal and the start signal of the starter of the motor 22 is output, and the direction switching valve 23 is not operated by the direction switching valve operation detection sensor (that is, the movement can not be detected). When detecting and detecting that the variation of the steering angle is maintained by the steering angle detection sensor, the determination blocking device 4b determines that each of the steering systems 3L and 3R is in a non-responsive state.

In addition, the determination cutoff device 4b can not control each of the steering systems 3L and 3R based on the detection results of the pressure sensor, the direction switching valve operation detection sensor, and the steering angle detection sensor, and the detection results regarding the steering signal and various activation signals. It is determined whether or not it is in a state (that is, a state in which the steering angle can not be controlled). That is, at least one of the steering signal and the starter activation signal of the motor 22 is output, and the detection result detected by the pressure sensor, the direction switching valve operation detection sensor, and the steering angle detection sensor differs from the value corresponding to the steering signal. If it is, the determination cutoff device 4b determines that each of the steering systems 3L and 3R is in an uncontrollable state.

Furthermore, in the judgment blocking device 4b, the steering systems 3L and 3R are in a liquid leakage state (that is, in the electric liquid driving device 3) based on the detection results of the pressure sensor, the tank oil level sensor, and the liquid leakage detection sensor. It is determined whether or not the condition is leaking. That is, if a pressure drop occurs in the pressure sensor and a defect (a drop in the oil level and a liquid leak) is detected according to either one of the tank oil level sensor and the liquid leakage detection sensor, the liquid is in a leak state. The determination shutoff device 4b makes a determination. In addition, in the judgment blocking device 4b, the steering systems 3L and 3R are disconnected (that is, connected to various devices) based on the detection results of the disconnection detection sensor and the ground / short detection sensor and detection results regarding various start signals. It is determined whether or not the wiring is broken) and a power loss state (ie, a state in which power to various devices is lost). That is, in the state where the start signal is output, when the disconnection detection sensor detects a disconnection and the ground / short sensor does not detect a ground / short, it is determined that each steering system 3L, 3R is in a disconnected state and cut off The device 4b makes a determination. On the other hand, if the ground fault / short circuit sensor detects a ground fault / short circuit and the disconnection detection sensor does not detect a disconnection in the state where the start signal is output, it is determined that each steering system 3L, 3R is in the power loss state The blocking device 4b makes a determination.

As described above, the determination shutoff device 4b determines whether each of the steering systems 3L and 3R is in a non-responsive state, an uncontrollable state, a fluid leakage state, a disconnection state, a power loss state, or the like as described above. Do. If neither of the above conditions applies, the determination cutoff device 4b determines that each of the steering systems 3L and 3R is in a good condition, and if any one of the above-described conditions applies, the determination cutoff device 4b determines each steering system. It is determined that 3L and 3R are in a failure state or a state in which there is a risk of failure (ie, a state such as a failure).

The determination shutoff device 4b having such a function is connected to the shutoff mechanism 27 and switches the output state of the switching signal to the shutoff mechanism 27 according to the state of each of the steering systems 3L and 3R. That is, when each of the steering systems 3L and 3R is in a good state, the determination shutoff device 4b outputs a switching signal to the shutoff mechanism 27 so that the steering plate drive unit 2 can operate. On the other hand, when each of the steering systems 3L, 3R is in a failure state, the determination shutoff device 4b stops outputting the switching signal so that the steering plate drive unit 2 does not move and the steering angle of the steering plate 12 is maintained. Make it Further, the determination cutoff device 4b is connected to the display operation unit 7 in order to notify the state of each of the steering systems 3L and 3R. The display operation unit 7 which is an example of the instruction unit is, for example, a touch panel, and displays the state of each of the steering systems 3L and 3R to warn the steerer or the like. In addition, various commands can be input to the display operation unit 7 by touching the display portion.

In the steering control system 1 configured as described above, the steering control device 4 a adjusts the steering angle of the steering plate 12 in accordance with the steering command input from the steering unit 5 to the steering control device 4 a. Further, the determination cutoff device 4b determines the state of the steering control system 1 based on the presence or absence of the signal output therefrom and the detection result of the sensor group 6, and stops the steering plate drive unit 2 according to the determination result. And the steering angle is maintained. That is, in the steering control system 1, the determination cutoff device 4b determines the state of the first steering system 3L, and when the first steering system 3L is in a failure state etc., the steering plate drive unit 2 is stopped and the steering angle is set. maintain. As described above, when it is determined that the state of the first steering system 3L is in the failure state, the determination cutoff device 4b performs the steering angle stop process to stop the steering plate drive unit 2 and maintain the steering angle. Below, steering angle stop processing is explained. As the steering angle stop process, there are, for example, five embodiments, and in the following, first to fifth embodiments will be described in order with reference to FIGS. 2 to 6.

[Steering angle stop processing]
(First embodiment)
In the steering control system 1, when power is supplied from the power supply device (not shown) to the control unit 4, the steering angle stop process whose procedure is shown in FIG. 2 is executed, and the process proceeds to step S1. In step S1 which is a state determination step, the determination cutoff device 4b of the control unit 4 determines the state of the first steering system 3L based on the detection result of the sensor group 6 and the detection result regarding each signal. For example, in the following cases, the determination cutoff device 4b determines that the first steering system 3L is in a good state. That is, when abnormality is not detected in the detection result of the sensor group 6 and the detection result of each signal, and although the abnormality is detected in any of the detection result of the sensor group 6 and the detection result of each signal, When it does not reach until it determines with each state, it determines with the 1st steering system 3L being a favorable state. On the other hand, when an abnormality is detected in the detection result of the sensor group 6 and the detection result regarding each signal and any of the above five states is applied, the determination cutoff device 4b determines that the first steering system 3L applies that state. It determines that it has reached. When the state of the first steering system 3L is determined as described above, the process proceeds to step S2.

In step S2 which is a failure determination step, it is determined whether or not the first steering system 3L has a failure state and a possibility of failure (that is, there is a failure etc.) based on the determination result determined in step S1. . For example, when it is determined in step S1 that the first steering system 3L is in a good state, the determination cutoff device 4b determines that the first steering system 3L does not have a failure or the like, and proceeds to step S3. In step S3 which is an operation standby process, the determination shutoff device 4b outputs a switching signal to the shutoff mechanism 27. As a result, the two supply passages 32 a and 32 b are opened by the shutoff mechanism 27, and the steering control system 1 can operate the steering plate drive unit 2.

In this state, when a steering command is output from the steering unit 5 to the steering control device 4 a of the control unit 4, the steering control device 4 a transmits a steering signal corresponding to the steering command from the steering unit 5 to the pilot switching valve 24. Output. After that, when the steering angle of the steering plate 12 reaches the angle according to the steering command, the control unit 4 stops the steering signal output to the pilot switching valve 24, and between the hydraulic pump 21 and the steering plate drive unit 2 Stop it. Thereby, the steering angle of the steering plate 12 can be made an angle according to the steering command, and can be maintained at the steering angle.

In addition, after the steering plate drive unit 2 is made drivable, when a predetermined time T0 has elapsed, the process returns to step S1. Then, in step S1, the state of the first steering system 3L is determined. Then, in step S1, it is determined that the first steering system 3L is in any state other than the good state, that is, in a non-responsive state, an uncontrollable state, a fluid leakage state, a disconnection state, or a power loss state. In the case, it is determined in step S2 that the first steering system 3L is at fault or the like, and the process proceeds to step S4.

In step S4 which is an alarm operation step, it is informed that the first steering system 3L is in a failure state or the like. That is, the determination cutoff device 4b displays that there is a failure or the like in the first steering system 3L by the display operation unit 7, and warns the driver or the like that there is a failure or the like. Further, in the steering angle stop process, step S5 is executed in parallel with step S4. In step S5 which is a blocking process, the determination blocking device 4b stops the output of the switching signal to the blocking mechanism 27. As a result, the two supply passages 32a and 32b are closed by the shutoff mechanism 27, and the hydraulic fluid travels between the hydraulic pump 21 and the steering plate drive unit 2 (that is, from the hydraulic pump 21 to the steering plate drive unit 2). Supply of hydraulic fluid) can be stopped. Therefore, the steering plate drive unit 2 can not be operated, and the steering angle is maintained in that state. This prevents external force from acting on the steering plate 12 at the time of failure, causing the steering plate 12 to turn in an undesired direction, and preventing the steering plate 12 from being moved in a state where the steering plate drive unit 2 can not be controlled. Can. That is, when a failure or the like occurs, the steering plate drive unit 2 can be prevented from making an undesired movement. As described above, when the steering plate drive unit 2 is stopped and the steering angle is maintained, the steering angle stop process ends.

Second Embodiment
The procedure of the steering angle stop process of the second embodiment is similar to the procedure of the steering angle stop process of the first embodiment. Therefore, the procedure of the steering angle stop process of the second embodiment will be mainly described with reference to FIG. 3 as to the point different from the procedure of the steering angle stop process of the first embodiment.

In the steering angle stop process of the second embodiment, when warning is made in step S4 that a failure or the like occurs, and the steering angle is maintained in step S5, the process proceeds to step S6. In step S6 which is a steering system switching process, the steering system operated by the control unit 4 is switched from the first steering system 3L to the second steering system 3R. After switching, the steering angle stop process ends for the first steering system 3L, and then the steering angle stop process is performed for the second steering system 3R. That is, the hydraulic fluid supply source is switched from the hydraulic fluid supply device 20 of the first steering system 3L to the hydraulic fluid supply device 20 of the second steering system 3R which is the preliminary hydraulic pressure feeder, and the hydraulic fluid supply device of the second steering system 3R. The steering plate drive unit 2 is operated by 20. The steering angle stop process performed on the second steering system 3R is the steering angle stop process of the first embodiment performed on the first steering system 3L only with a difference in the target steering system. It is the same.

As described above, in the steering angle stop process of the second embodiment, the second steering system 3R is automatically operated even when the first steering system 3L fails. Therefore, even when the first steering system 3L fails, the steering plate drive unit 2 can be driven as it is by the second steering system 3R to change the steering angle, and the direction of the ship can be controlled.

In addition, in the steering angle stop process of the second embodiment, the same function and effect as those in the case of executing the steering angle stop process of the first embodiment are obtained.

Third Embodiment
The procedure of the steering angle stop process of the third embodiment is similar to the procedure of the steering angle stop process of the first embodiment. Therefore, the procedure of the steering angle stop process of the third embodiment will be mainly described with reference to FIG. 4 as to the point different from the procedure of the steering angle stop process of the first embodiment.

In the steering angle stop process of the third embodiment, when it is determined that there is a failure or the like in step S2, the process proceeds to step S4, and the determination cutoff device 4b determines that the steering operator or the like has a failure or the like in the display operation unit 7. Give a warning. Further, the determination cutoff device 4b displays on the display / operation unit 7 that the presence or absence of an approval (i.e., an instruction) regarding the stop of the first steering system 3L should be input together with the warning. After displaying the warning and that the input should be made, the process proceeds to step S7. In step S7, which is a stop approval step, the determination blocking device 4b determines which of the presence and absence of a steering hand or the like has been input with respect to the presence or absence of approval displayed on the display operation unit 7. When the input of not approving is made, the steering angle stop processing is ended in a state where the first steering system 3L is not stopped, that is, the switching signal is outputted to the cutoff mechanism 27. On the other hand, when the approval is given, the process proceeds to step S5 to stop the first steering system 3L, and the output of the switching signal to the shutoff mechanism 27 is stopped.

As described above, in the steering angle stop process of the third embodiment, the steering plate drive unit 2 does not automatically stop when approval is not given even when the first steering system 3L has a failure or the like. Therefore, undesired stopping of the first steering system 3L can be suppressed, and the first steering system 3L can be stopped after the cause or the like is clarified.

In addition, in the steering angle stop process of the third embodiment, the same operation and effect as those in the case of executing the steering angle stop process of the first embodiment can be obtained.

Fourth Embodiment
The procedure of the steering angle stop process of the fourth embodiment is similar to the procedure of the steering angle stop process of the third embodiment. Therefore, the procedure of the steering angle stop process of the fourth embodiment will be mainly described with reference to FIG. 5 as to the point different from the procedure of the steering angle stop process of the third embodiment.

In the steering angle stop process of the fourth embodiment, after displaying the warning and the message that the input should be performed in step S4, the process proceeds to step S8. In step S8, which is an instruction waiting step, it is determined whether or not an instruction regarding the presence or absence of approval has been input via the display operation unit 7 within a predetermined time T1 second. If an instruction regarding the presence or absence of approval is input to the display operation unit 7 before the elapse of T1 seconds, the process proceeds to step S7. On the other hand, when the instruction regarding the presence or absence of approval is not input to the display operation unit 7 within T1 seconds, the process proceeds to step S5.

As described above, in the steering angle stop process of the fourth embodiment, it is unclear whether or not the steering plate drive unit 2 is to be stopped without selecting the presence or absence of approval during a long time, which adversely affects the navigation of the ship. Can be suppressed.

In addition, in the steering angle stop process of the fourth embodiment, the same function and effect as those in the case of executing the steering angle stop process of the third embodiment are obtained.

Fifth Embodiment
The procedure of the steering angle stop process of the fifth embodiment is similar to the procedure of the steering angle stop process of the third embodiment. Therefore, the procedure of the steering angle stop process of the fourth embodiment will be mainly described with reference to FIG. 6 as to the point different from the procedure of the steering angle stop process of the third embodiment.

In the steering angle stop process of the fifth embodiment, after displaying the warning and the message that the input should be performed in step S4, the process proceeds to step S9. In step S9, which is a shutoff standby step, it is determined whether or not a predetermined time T2 has elapsed since it is determined in step S2 that there is a failure or the like. If the time T2 has not elapsed, the process proceeds to step S3 to continue outputting the switching signal to the blocking mechanism 27. On the other hand, if the time T2 has elapsed, the process proceeds to step S5, and the steering plate drive unit 2 is stopped to maintain the steering angle. Thereafter, the process shifts to step S6, and the steering system to be operated is switched from the first steering system 3L to the second steering system 3R.

As described above, in the steering angle stop process of the fifth embodiment, a state such as a failure etc. is temporarily caused by a sudden trouble, and thereafter it is suppressed that the steering plate drive unit 2 is stopped when the failure etc. is resolved. can do. Thus, it is possible to suppress an increase in the number of stops of the steering plate driving unit 2 due to the steering plate driving unit 2 stopping by mistake.

In addition, in the steering angle stop process of the fifth embodiment, the same function and effect as those in the case of executing the steering angle stop process of the third embodiment are obtained.

Second Embodiment
The steering control system 1A of the second embodiment is similar in configuration to the steering control system 1 of the first embodiment. Therefore, about the composition of steering control system 1A of a 2nd embodiment, a point which differs from steering control system 1 of a 1st embodiment is mainly explained, about the same composition, the same numerals are attached and explanation is omitted.

The steering control system 1A according to the second embodiment, as shown in FIG. 7, includes a steering plate drive unit 2, an electric liquid drive device 3A, a control unit 4, a steering unit 5, a sensor group 6A, and a display operation unit 7. Is equipped. The electric liquid drive device 3A has a plurality of steering systems (two steering systems 3AL and 3AR in the present embodiment), and the two steering systems 3AL and 3AR both have the same function. That is, also in the case of the electric liquid drive device 3A, when the first steering system 3AL, which is one steering system 3AL, mainly operates and the first steering system 3AL breaks down, the second steering system 3AR functions as the steering plate drive unit 2 Activate. The two steering systems 3AL and 3AR, together with the steering plate drive unit 2, constitute a steering device 30A. Although the two steering systems 3AL and 3AR will be described below, the two steering systems 3AL and 3AR have the same configuration. Therefore, only the configuration of the first steering system 3AL will be described, and the configuration of the second steering system 3AR will be assigned the same reference numerals and descriptions thereof will be omitted.

The first steering system 3AL includes a hydraulic fluid feeder 20A, a relief mechanism 26, and a shutoff mechanism 27. The hydraulic fluid feeder 20A mainly includes a hydraulic pump 21A, an electric motor 22, and a tilting mechanism. 51 and a pilot pump 52. The hydraulic pump 21A is, for example, a variable displacement oblique shaft pump, and is connected to the first cylinder chamber 15a and the second cylinder chamber 16a via two oil passages 53a and 53b, respectively. Further, the electric motor 22 is connected to the input shaft 21a of the hydraulic pump 21A, and by rotating the input shaft 21a by the electric motor 22, the hydraulic fluid can be discharged from the hydraulic pump 21A. Further, the hydraulic pump 21A can switch the discharge direction of the hydraulic fluid by changing the tilt angle of its oblique shaft. That is, the hydraulic pump 21A sucks the working fluid from one of the two oil passages 53a and 53b when the tilt shaft is tilted to one side, and further pressurizes the working fluid and discharges it to the other. . In addition, when the hydraulic pump 21A tilts the oblique shaft to the other side, it sucks the working fluid from the other of the two oil passages 53a and 53b, further pressurizes the working fluid and discharges it to one side. There is. Therefore, the hydraulic pump 21A can supply the hydraulic fluid to either the first cylinder chamber 15a or the second cylinder chamber 16a by changing the tilt angle of the oblique shaft. The hydraulic pump 21A configured in this way is provided with a tilting mechanism 51 to change the tilting angle of its oblique shaft.

The tilting mechanism 51 has a servo piston 61, a direction control valve 62 and a torque motor 63. The servo piston 61 moves in the axial direction in accordance with the flow direction of the hydraulic fluid supplied thereto, and changes the tilt angle of the hydraulic pump 21A by moving. Also, the servo piston 61 is connected to the pilot pump 52 and the tank 28 via the direction control valve 62. The pilot pump 52 is, for example, a fixed displacement pump and discharges the pilot fluid. The pilot fluid to be discharged is guided to the direction control valve 62, and the direction of flow is switched by the direction control valve 62.

The direction control valve 62 has a spool 62a, and controls the supply and discharge of pressure fluid to the servo piston 61 according to the position of the spool 62a. That is, by changing the position of the spool 62a, the servo piston 61 moves, thereby changing the tilt angle. The spool 62 a having such a function is connected to the torque motor 63, and can be changed in position by the torque motor 63. The torque motor 63 is connected to the steering control device 4a, and changes the position of the spool 62a in accordance with a signal output from the steering control device 4a.

As described above, the tilting mechanism 51 moves the servo piston 61 by controlling the flow direction of the pilot oil discharged from the pilot pump 52 by the directional control valve 62, and changes the tilting angle of the hydraulic pump 21A. That is, the steering control device 4a controls the movement of the torque motor 63 to switch the direction of the hydraulic fluid flowing from the hydraulic pressure pump 21A to the steering plate drive unit 2. Thereby, the steering plate 12 can be swung to one side and the other in the circumferential direction, and the steering angle can be adjusted. The pilot fluid discharged from the pilot pump 52 is also led to the blocking mechanism 27. The blocking mechanism 27 is driven by the pilot fluid from the pilot pump 52 instead of the pressure fluid introduced by the self pressure supply passage 33a.

That is, in the shutoff mechanism 27, when the switching signal is inputted to the shutoff switching valve 42, the third pilot passage 34 c is connected to the tank passage 33 b and the fourth pilot passage 34 d is connected to the pilot pump 52. As a result, the unload shutoff valve 41 is opened. As a result, the hydraulic fluid can be transferred between the hydraulic pump 21 and the steering plate drive unit 2, and when the motor 22 is driven in this state, the steering plate drive unit 2 operates to swing the steering plate 12. . On the other hand, when the switching signal to the shutoff switching valve 42 is stopped, the fourth pilot passage 34 d is connected to the tank passage 33 b and the third pilot passage 34 c is connected to the pilot pump 52. As a result, the unload shutoff valve 41 is closed. As a result, the hydraulic fluid can not travel between the hydraulic pump 21 and the steering plate drive unit 2, and the steering angle of the steering plate 12 is maintained.

In the steering control system 1A configured as described above, the steering control device 4a drives the electric motor 22 according to a steering command input from the steering unit 5 to the steering control device 4a of the control unit 4, and the steering angle of the steering plate 12 Adjust the In addition, the determination cutoff device 4b determines the state of the steering device 30A based on the presence or absence of signals (steering signal, start signal, etc.) output from the steering control device 4a and the detection result of the sensor group 6A. Accordingly, the steering plate drive unit 2 is stopped and the steering angle is maintained. Although the sensor group 6A basically includes the same sensors as the sensor group 6A of the first embodiment, the steering device 30A is not provided with the direction switching valve 23. Therefore, the direction switching valve operation detection sensor Instead, a pump displacement sensor is included. Further, a pump tilt angle sensor, which is a steering plate operation detection sensor, is a sensor that detects a tilt angle of the hydraulic pressure pump 21A, and outputs a detection result to the determination cutoff device 4b or the like.

In the steering control system 1A configured in this way, as in the first embodiment, only one of the two steering systems 3L and 3R is operated to drive the steering plate drive unit 2, and the determination is shut off. The device 4b determines the state of one of the steering systems 3L and 3R (in the present embodiment, the first steering system 3L). In addition, an example of a detection result of a sensor used when determining the state of each steering system 3L, 3R in 2nd Embodiment is shown in Table 2.

Table 2 shows various sensors and signals in the row direction as in Table 1, and shows the states of the steering systems 3L and 3R in the column direction. Judgment cutoff device 4b is mainly based on the detection results of the sensors indicated by “o” in Table 1 (including not only the detected value and state but also the state where nothing is detected), the steering system 3L, 3R Determine the status. That is, in the determination of the non-responsive state and the uncontrollable state, a pump displacement angle sensor is used.

When it is determined that the first steering system 3L is in a failure state based on the sensor group 6A and the detection result of the signal, the determination cutoff device 4b stops the steering plate drive unit 2 and maintains the steering angle. . Thus, when the determination cutoff device 4b of the control unit 4 determines that the state of the first steering system 3L is in the failure state, the steering angle stop processing for stopping the steering plate drive unit 2 and maintaining the steering angle is performed. It is supposed to run. In addition, since the steering angle stop process performed is the same as the steering angle stop process performed by the steering control system 1 of 1st Embodiment, description is abbreviate | omitted about the detail.

As described above, the steering angle stop process can be applied even to the steering control system 1A provided with the hydraulic pump 21A capable of discharging in both directions, and can be applied to a wide variety of steering control systems. Moreover, in the applied steering control system 1A, the same operation and effect as the steering control system 1 of the first embodiment can be obtained.

<Other Embodiments>
In the steering control systems 1 and 1A of the first and second embodiments, the electric fluid drive device 3 includes the two steering systems 3L, 3R, 3AL and 3AR, but the invention is not necessarily limited to two. For example, only one operation system may be provided, and three or more steering systems may be provided. When two or more steering systems are provided, the number of operating steering systems is not limited to one, and may be two or more. Further, in the steering control systems 1 and 1A of the first and second embodiments, the shutoff mechanism 27 is configured to stop the hydraulic fluid from moving back and forth, but the structure of the shutoff mechanism 27 is not limited to that described above. Any mechanism may be used as long as it can stop the transfer of hydraulic fluid according to the input state according to the switching signal. Further, the shutoff mechanism 27 enables the hydraulic fluid to come and go when the switching signal is input, and can stop the hydraulic fluid from coming and going when the switching signal is stopped, but may be reversed. That is, the blocking mechanism 27 may be configured to stop the transfer of the hydraulic fluid when the switching signal is input, and to enable the transfer of the hydraulic fluid when the switching signal is stopped.

Although five examples are shown about the steering angle stop process performed by the steering control systems 1 and 1A of 1st and 2nd embodiment, it is not limited to such an example. The steering angle stop process may be any process that stops the movement of the steering plate drive unit 2 and maintains the steering angle according to the determined state. Further, although the determination cutoff device 4b determines the states of the steering devices 30 and 30A based on at least three or more detection results, it does not necessarily have to be three or more. That is, the states of the steering devices 30 and 30A may be determined based on the two detection results. Further, in the present embodiment, the states of the steering systems 3L and 3R are mainly detected, but the state of the steering plate drive unit 2 may be detected.

Further, in the steering control systems 1 and 1A of the first and second embodiments, the oblique axis pump is adopted as the hydraulic pressure pumps 21 and 21A, but a swash plate pump may be used. Further, the configurations of the hydraulic fluid feeders 20 and 20A provided in the steering control systems 1 and 1A of the first and second embodiments are not limited to the configurations as shown in the drawings, and the steering plate drive unit 2 is The configuration may be any configuration that can stop the supply and discharge of

Furthermore, in the steering control systems 1 and 1A of the first and second embodiments, although the ram cylinder type is adopted as the steering plate driving unit 2, it is not necessarily limited to such a mechanism. That is, the steering plate drive part 2 may be of a rotary vane type or may be of a trunk piston type. Further, the above-described electric liquid drive devices 3 and 3A are also merely examples, and any type that can supply pressure liquid to the steering plate drive unit 2 and switch the flow direction thereof can be used.

Furthermore, in the steering control systems 1 and 1A of the first and second embodiments, only one control unit 4 is provided for the plurality of steering systems 3L, 3R, 3AL and 3AR. One each may be provided for each of 3R, 3AL, 3AR. Further, the steering control device 4a and the determination cutoff device 4b which constitute the control unit 4 do not necessarily have to be configured as one unit, and may be configured separately.

1, 1 A Steering control system 2 Rudder drive part 3, 3 A Electrolyte drive device 4 b Judgment cutoff device (steering detector)
5 steering unit 6 sensors (multiple sensors, steering plate operation detector, fluid level detector)
7 Display operation unit (instruction unit)
12 Rudder 20, 20A Pressure fluid feeder (pre-pressure fluid feeder)
27 Shut-off mechanism 28 Tank 30, 30A Steering device

Claims (7)

1. A steering plate drive unit for moving a steering plate in a direction corresponding to a flow direction of supplied hydraulic pressure; a pressure liquid supply machine for supplying pressure fluid in a flow direction corresponding to an input steering signal to the steering plate drive unit; A steering device having a shutoff mechanism that switches the supply of hydraulic fluid from the hydraulic fluid supply machine to the steering plate drive unit and the stop thereof;
   A plurality of detectors for detecting states of different portions of the steering device;
   A steering control system comprising: a determination cutoff device that determines a state of the steering device according to detection results detected by the plurality of detectors, and stops supply of pressure liquid by the cutoff mechanism based on the determination result .
2. The plurality of detectors include at least a steering detector and a steering plate operation detector,
   The steering detector detects the presence or absence of an operation on the steering unit,
   The steering plate operation detector detects the presence or absence of the operation of the steering plate drive unit,
   The steering control system according to claim 1, wherein the determination cutoff device determines an operating state of the steering device according to detection results of the steering detector and the steering plate operation detector.
3. The hydraulic fluid supply machine has a tank for discharging the hydraulic fluid,
   The plurality of detectors include at least a pressure detector and a liquid level detector,
   The pressure detector detects the pressure of the hydraulic fluid supplied to the steering plate drive unit,
   The liquid level detector detects the position of the liquid level of the tank,
   The steering control system according to claim 1 or 2, wherein the determination shutoff device determines a liquid leakage state in the steering device according to the detection results of the pressure detector and the liquid level detector.
4. The steering device further includes a preliminary pressure liquid feeder different from the pressure liquid feeder and capable of feeding pressure fluid in a flow direction according to the input steering signal to the steering plate drive unit, the steering plate The pressure liquid supply source for supplying the pressure liquid to the drive unit is configured to be switchable from the pressure liquid supply machine to the preliminary pressure liquid supply machine,
   4. The judgment shutoff device stops supply of pressure liquid by the shutoff mechanism based on a judgment result, and switches the pressure liquid supply source from the pressure liquid supply machine to the preliminary pressure liquid supply machine. The steering control system according to any one of the above.
5. It further comprises an instruction unit for instructing the presence or absence of the operation of the blocking mechanism,
   The steering control system according to any one of claims 1 to 4, wherein the determination blocking device stops the supply of the hydraulic fluid by the blocking mechanism based on the determination result and an instruction to the instruction unit.
6. When the supply of pressure fluid is stopped by the blocking mechanism based on the determination result, the determination blocking device stops the supply of pressure fluid by the blocking mechanism after a predetermined time has elapsed since the determination. The steering control system according to any one of claims 1 to 5.
7. A steering plate drive unit for moving a steering plate in a direction corresponding to a flow direction of supplied hydraulic pressure; a pressure liquid supply machine for supplying pressure fluid in a flow direction corresponding to an input steering signal to the steering plate drive unit; A stop mechanism for switching between supply of hydraulic fluid from the hydraulic fluid supply machine to the steering plate drive unit and suspension thereof, and a method of stopping a steering device,
   Detecting the state of different parts of the steering device by a plurality of detectors;
   A state determination step of determining the state of the steering device according to the detection result in the detection step;
   And a stopping step of stopping supply of pressure liquid by the blocking mechanism based on the determination result in the state determination step.

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