CN115892425A - Ship direction control device, ship direction control method, and program - Google Patents

Abstract

The invention provides a ship direction control device, a ship direction control method and a program. The ship direction control device of the present invention comprises: a difference calculation unit that calculates a difference between a target value of an azimuth angle of a propulsion direction controller that controls the own azimuth angle by revolving using a pressure of oil output from a hydraulic control valve and a measured value of the azimuth angle; a calculation unit that determines a target value of the opening degree of the hydraulic control valve based on the difference; a correction unit that corrects a target value of an opening degree of the hydraulic control valve based on at least one of values of a pressure and a temperature of oil input to the hydraulic control valve or oil output from the hydraulic control valve; and an instruction unit that instructs the hydraulic control valve of the corrected target value of the opening degree.

Description

Ship direction control device, ship direction control method and program

technical field

The invention relates to a ship direction control device, a ship direction control method and a program.

Background technique

Hydraulic pressure for changing the azimuth angle of the azimuth thruster is output from the hydraulic control valve to an azimuth thruster installed on the bottom of the ship. In this case, the ship direction control device controls the opening degree of the hydraulic control valve. The ship direction control device controls the opening degree of the hydraulic control valve so that the difference between the target value indicated by the position of the operating handle of the ship and the measured value of the azimuth angle of the azimuth thruster is reduced.

prior art literature

patent documents

Patent Document 1: Japanese Patent No. 3385054

Contents of the invention

The problem to be solved by the invention

The ship direction control device controls the opening of the hydraulic control valve so that the change time from the target value of the azimuth angle of the azimuth thruster to the time when the measured value of the azimuth angle of the azimuth thruster coincides with the target value is close to the specified target time . For example, the opening degree of the hydraulic control valve is controlled so that the measured value "0 degrees" of the azimuth angle of the azimuth thruster reaches the target value "180 degrees" after the target time "10 seconds". Thereby, the followability of the azimuth angle of the azimuth thruster to the target value indicated by the position of the operating handle is realized.

Here, the opening degree of the hydraulic control valve is small when the rotation of the azimuth thruster starts and when the rotation stops. When the opening degree of the hydraulic control valve is small, the amount of oil for turning the azimuth thruster largely depends on the state of the oil (hydraulic pressure and oil temperature). Therefore, the azimuth angle of the azimuth thruster cannot be smoothly controlled when the rotation of the azimuth thruster starts and when the rotation stops, and an overshoot may occur in the azimuth angle of the azimuth thruster. In this way, in the technology described in Patent Document 1, the azimuth angle overshoot amount of the azimuth thruster (propulsion direction controller) cannot be suppressed.

In view of the above circumstances, an object of the present invention is to provide a ship direction control device, a ship direction control method, and a program capable of suppressing the azimuth angle overshoot of a propulsion direction controller.

solutions to problems

One aspect of the present invention is a ship direction control device including: a difference calculation unit that calculates the difference between a target value of an azimuth angle of a propulsion direction controller and a measured value of the azimuth angle by using The pressure of the oil output from the hydraulic control valve rotates to control its azimuth angle; the calculation unit determines the target value of the opening degree of the hydraulic control valve based on the difference; the correction unit based on the input to the Correcting the target value of the opening degree of the hydraulic control valve by using at least one of the pressure and temperature values of the oil in the hydraulic control valve or the oil output from the hydraulic control valve; The valve indicates the corrected target value of the opening degree.

The ship direction control device described above can suppress the azimuth angle overshoot of the propulsion direction controller.

According to one aspect of the present invention, when the value of the pressure is higher than a pressure reference value, the correction unit corrects the target value of the degree of opening so as to decrease the degree of opening. When the pressure reference value is lower than the pressure reference value, the correction unit corrects the target value of the opening degree so as to increase the opening degree.

The above-mentioned ship direction control device can suppress the azimuth angle overshoot of the propulsion direction controller even when the hydraulic pressure changes.

According to one aspect of the present invention, when the value of the temperature is higher than a temperature reference value, the correction unit corrects the target value of the degree of opening so as to decrease the degree of opening. When the temperature is lower than the temperature reference value, the correction unit corrects the target value of the opening degree so as to increase the opening degree.

The above-mentioned ship direction control device can suppress the azimuth angle overshoot of the propulsion direction controller even when the oil temperature changes.

One aspect of the present invention further includes a storage unit that stores, as correspondence information, at least one of the value of the pressure and the temperature in association with the corrected target value of the opening degree, the corrected When the department newly receives the target value of the azimuth angle, the value selected from the corresponding information based on at least one of the value of the pressure and the temperature at the current time point or according to the corresponding information The estimated value is determined as the corrected target value of the opening degree.

In the above-mentioned ship direction control device, as the corresponding information is accumulated, the control accuracy is improved, so the azimuth angle overshoot of the propulsion direction controller can be suppressed with high precision.

One aspect of the present invention further includes a memory control unit that combines at least one of the pressure and temperature values of the oil used to correct the target value of the opening degree with the value obtained by the The corrected target value of the opening degree determined by the correcting unit is associated and stored as the correspondence information.

In the above-mentioned ship direction control device, as the corresponding information is accumulated, the control accuracy is improved, so the azimuth angle overshoot of the propulsion direction controller can be suppressed with high precision.

According to an aspect of the present invention, the correspondence information is further associated with a change time from when the target value of the azimuth angle changes to when the measured value of the azimuth angle coincides with the target value of the azimuth angle,

The correcting section corrects the target value of the degree of opening using the correspondence information so that the change time approaches a target time.

The ship direction control device described above can accurately suppress the azimuth angle overshoot of the propulsion direction controller so that the change time of the azimuth angle becomes the target time.

According to one aspect of the present invention, the correction unit further corrects the target value of the opening degree based on the target value of the speed of the ship.

The above-mentioned ship direction control device controls the azimuth angle not only based on the hydraulic pressure and oil temperature but also based on the ship speed target value, so it also considers the pressure of the tidal current direction propulsion direction controller, and can suppress the azimuth overshoot of the propulsion direction controller with high precision .

According to one aspect of the present invention, the correction unit greatly corrects the target value of the opening degree so that the pressure becomes higher as the target value of the speed increases.

The ship direction control device described above can suppress the azimuth angle overshoot of the propulsion direction controller so that the azimuth angle change time becomes the target time.

In one aspect of the present invention, the values of the pressure and temperature of the oil are measured or estimated values of the pressure and temperature of the oil.

The above-mentioned ship direction control device can suppress the azimuth angle overshoot of the propulsion direction controller even when the pressure and temperature of the oil cannot be measured.

One aspect of the present invention is a ship direction control device, in which a first azimuth thruster is provided on the right side of the bottom of the ship, and the first azimuth thruster is controlled by the pressure of oil output from the first hydraulic control valve. The azimuth of the ship is controlled by turning, and a second azimuth thruster is provided on the left side of the bottom of the ship, and the second azimuth thruster controls itself by turning using the pressure of oil output from the second hydraulic control valve. The azimuth angle, the propeller of the first azimuth thruster and the propeller of the second azimuth thruster are driven by two engines, and the ship direction control device is equipped with: a first difference calculation part, which calculates the first azimuth The difference between the target value of the azimuth angle of the thruster and the measured value of the azimuth angle of the first azimuth thruster is the first difference; the second difference calculation unit calculates the target value of the azimuth angle of the second azimuth thruster a difference from the measured value of the azimuth angle of the second azimuth thruster, that is, a second difference; a first calculation unit that determines a target value of the opening degree of the first hydraulic control valve based on the first difference; a correcting unit that corrects the first hydraulic control valve based on at least one of measured values of pressure and temperature of oil input to or output from the first hydraulic control valve The target value of the opening degree of the second hydraulic control valve; the second calculation unit, which determines the target value of the opening degree of the second hydraulic control valve based on the second difference; the second correction unit, based on the input to the second hydraulic pressure correcting the target value of the opening degree of the second hydraulic control valve by measuring at least one of the pressure and temperature of the oil in the control valve or the oil output from the second hydraulic control valve; The first hydraulic control valve instructs a corrected target value of the opening degree of the first hydraulic control valve; and a second instruction section which instructs the second hydraulic control valve to correct the second hydraulic control valve. The target value of the opening degree of the valve.

Even if there are a plurality of azimuth thrusters, the above-mentioned ship direction control device can suppress the azimuth angle overshoot of the propulsion direction controller.

One aspect of the present invention is a ship direction control method, including the following steps: calculating the difference between the target value of the azimuth angle of the propulsion direction controller and the measured value of the azimuth angle, and the propulsion direction controller uses the secondary hydraulic control The pressure of the oil output by the valve is rotated to control its own azimuth; the calculation step is to determine the target value of the opening of the hydraulic control valve based on the difference; based on the oil input to the hydraulic control valve or from the Correcting the target value of the opening degree of the hydraulic control valve by at least one of measured values of oil pressure and temperature output from the hydraulic control valve; and instructing the hydraulic control valve to correct the target opening degree value.

The above-mentioned ship direction control method can suppress the azimuth overshoot of the propulsion direction controller.

One aspect of the present invention is a program for causing the computer of the ship direction control device to execute the following process: calculating the difference between the target value of the azimuth angle of the propulsion direction controller and the measured value of the azimuth angle, the propulsion direction control The actuator controls its azimuth angle by using the pressure of the oil output from the hydraulic control valve to rotate; the calculation process determines the target value of the opening of the hydraulic control valve based on the difference; based on the input to the hydraulic pressure correcting the target value of the opening degree of the hydraulic control valve by controlling at least one of measured values of pressure and temperature of the oil of the hydraulic control valve or oil output from the hydraulic control valve; and instructing the hydraulic control valve of the corrected The target value for the opening.

The above procedure suppresses the azimuth overshoot of the propulsion direction controller.

The effect of the invention

According to the present invention, the azimuth angle overshoot amount of the propulsion direction controller can be suppressed.

Description of drawings

FIG. 1 is an external view showing an example of the bottom of a ship in the embodiment.

Fig. 2 is a cross-sectional view showing a configuration example of a propulsion direction controller in the embodiment.

Fig. 3 is a diagram showing a configuration example of a ship direction control system in the embodiment.

Fig. 4 is a diagram showing an example of a drive system of the propulsion direction controller in the embodiment.

Fig. 5 is a flowchart showing an example of the operation of the ship direction control device in the embodiment.

FIG. 6 is a flowchart illustrating a first example of operations of the computing unit and the correcting unit in the embodiment.

FIG. 7 is a flowchart illustrating a second example of operations of the computing unit and the correcting unit in the embodiment.

FIG. 8 is a diagram illustrating a configuration example of a ship direction control system in a first modification example of the embodiment.

Fig. 9 is a diagram showing a configuration example of a propulsion direction controller in a third modified example of the embodiment.

Detailed ways

Embodiments of the present invention will be described in detail with reference to the drawings.

FIG. 1 is an external view showing an example of the bottom of a ship 1 . The ship 1 is provided with a plurality of propulsion direction controllers 2 on the bottom of the ship. In FIG. 1 , as an example, the propulsion direction controller 2 is an azimuth thruster. As an example, the ship 1 includes four propulsion direction controllers 2 .

For example, the propulsion direction controller 2 - 1 (first azimuth thruster) is installed on the right side of the bottom of the ship 1 . The propulsion direction controller 2-1 controls its azimuth angle by turning using the pressure of the oil output from the first hydraulic control valve. The same applies to the propulsion direction controller 2-3.

For example, the propulsion direction controller 2 - 2 (second azimuth thruster) is installed on the left side of the bottom of the ship 1 . The propulsion direction controller 2-2 controls its azimuth angle by turning using the pressure of the oil output from the second hydraulic control valve. The same applies to the thrust direction controllers 2-4.

Below, for matters common to the propulsion direction controller 2-n (symbol "n" is an integer greater than 1), the description of the symbol "n" is omitted and the "propulsion direction controller 2-n" is described as "propulsion direction control device 2".

FIG. 2 is a cross-sectional view showing a configuration example of the propulsion direction controller 2 . The ship 1 includes a main shaft 3 , a hydraulic motor 4 , a turning unit 5 , a hydraulic control valve 6 , a pressure sensor 7 , a temperature sensor 8 , an azimuth sensor 9 , and an engine 30 near the propulsion direction controller 2 . The propulsion direction controller 2 includes a gear box 20 , a duct 21 , and a propeller 22 .

The main shaft 3 transmits the driving force of the engine 30 (main engine) to the propeller 22 . The hydraulic control valve 6 outputs hydraulic pressure according to the opening degree of the hydraulic control valve 6 to the hydraulic motor 4 . The hydraulic motor 4 uses the hydraulic pressure output from the hydraulic control valve 6 to rotate the pinion of the hydraulic motor 4 clockwise or counterclockwise. The pinion gear of the hydraulic motor 4 rotates the rotary part 5 by meshing with the rotary gear of the rotary part 5 . The turning part 5 changes the azimuth angle of the propulsion direction controller 2 by turning clockwise or counterclockwise.

The pressure sensor 7 measures the pressure of the oil input to the hydraulic control valve 6 at predetermined intervals. The pressure sensor 7 can also measure the pressure of the oil output from the hydraulic control valve 6 to the hydraulic motor 4 . The temperature sensor 8 measures the temperature of the oil input to the hydraulic control valve 6 at predetermined intervals. The temperature sensor 8 can also measure the temperature of the oil output from the hydraulic control valve 6 . The azimuth angle sensor 9 (potentiometer) measures the rotation angle of the pinion gear of the hydraulic motor 4 at a predetermined cycle as the azimuth angle of the propulsion direction controller 2 .

The gear case 20 is a case covering the pinion gear of the main shaft 3 and the pinion gear of the propeller 22 . The propeller 22 partially covered by the duct 21 is driven by the engine 30 via the main shaft 3 to generate propulsion in water.

FIG. 3 is a diagram illustrating a configuration example of the ship direction control system 100 . The ship direction control system 100 includes a propulsion direction controller 2 , a hydraulic motor 4 , a turning unit 5 , a hydraulic control valve 6 , a pressure sensor 7 , a temperature sensor 8 , an azimuth sensor 9 , and a ship direction control device 10 . A ship direction control system 100 is installed on the ship 1 for each propulsion direction controller 2 .

The ship direction control device 10 includes an acquisition unit 11 , a storage unit 12 , and a control unit 13 . The control unit 13 includes a difference calculation unit 14 , a calculation unit 15 , a correction unit 16 , and a command unit 17 .

Some or all of the acquisition unit 11 and the control unit 13 of the ship direction control device 10 are realized by a processor (computer) such as a CPU (Central Processing Unit: central processing unit) executing a program stored in the storage unit 12. The storage unit 12 is, for example, preferably a nonvolatile recording medium (non-transitory recording medium) such as a flash memory and HDD (Hard Disk Drive). The storage unit may include a volatile recording medium such as RAM (Random Access Memory). A part or all of the acquisition unit 11 and the control unit 13 of the ship direction control device 10 can also be realized by using hardware such as LSI (Large Scale Integrated circuit: Large Scale Integrated Circuit) or ASIC (Application Specific Integrated Circuit: Application Specific Integrated Circuit).

The ship direction control device 10 controls the opening of the hydraulic control valve for outputting the hydraulic pressure of the working oil to the hydraulic motor 4, so that the target value of the azimuth angle of the propulsion direction controller 2 changes to the direction of the propulsion direction controller 2. The change time until the measured value of the azimuth angle matches the target value approaches the predetermined target time. For example, the opening of the hydraulic control valve for outputting the hydraulic pressure to the hydraulic motor 4 is controlled so that the measured value "0 degrees" of the azimuth angle of the propulsion direction controller 2 reaches the target value "180 degrees" by the target time "10 seconds". ". Thereby, the followability of the azimuth angle of the propulsion direction controller 2 to the target value indicated by the position of the operating handle (not shown) of the steering device is realized.

The hydraulic control valve 6 controls the opening of the hydraulic control valve 6 based on the corrected opening target value output from the command unit 17 . The hydraulic control valve 6 outputs hydraulic pressure according to the opening degree of the hydraulic control valve 6 to the hydraulic motor 4 .

The pressure sensor 7 measures the pressure of the oil input to the hydraulic control valve 6 at predetermined intervals. The pressure sensor 7 can also measure the pressure of the oil output from the hydraulic control valve 6 . The pressure sensor 7 outputs the measured pressure value to the correction unit 16 . The pressure sensor 7 may output the estimated value of the pressure to the correction unit 16 .

The temperature sensor 8 measures the temperature of the oil input to the hydraulic control valve 6 at predetermined intervals. The temperature sensor 8 can also measure the temperature of the oil output from the hydraulic control valve 6 . The temperature sensor 8 outputs the temperature measurement value to the correction unit 16 . The temperature sensor 8 may output the estimated value of the temperature to the correction unit 16 .

The hydraulic motor 4 uses the hydraulic pressure output from the hydraulic control valve 6 to rotate the pinion of the hydraulic motor 4 clockwise or counterclockwise. The pinion gear of the hydraulic motor 4 meshes with the turning gear of the turning unit 5 to turn the turning unit 5 . The azimuth angle of the propulsion direction controller 2 is changed by turning the turning unit 5 . In this way, the propulsion direction controller 2 controls its azimuth angle based on the hydraulic pressure output from the hydraulic control valve 6 . The azimuth sensor 9 measures the azimuth of the propulsion direction controller 2 at a predetermined cycle. The azimuth sensor 9 outputs the azimuth measurement value to the difference calculation unit 14 .

The acquiring unit 11 acquires the azimuth angle target value of the propulsion direction controller 2 from an operating handle (not shown). Acquisition unit 11 outputs the azimuth target value to difference calculation unit 14 . In addition, the acquisition part 11 may acquire the target value (ship speed target value) of the speed of the ship 1 from the steering apparatus (not shown) of the ship 1. Acquisition unit 11 may output the target value of the speed of ship 1 to correction unit 16 . The target value of the speed of the ship 1 may be any one of the water-facing ship speed and the ground-facing ship speed.

The storage unit 12 stores in advance a reference value (temperature reference value) of the temperature of the oil input to the hydraulic control valve 6 or the oil output from the hydraulic control valve 6 . The storage unit 12 may store in advance a reference value (pressure reference value) of the pressure of the oil input to the hydraulic control valve 6 or the oil output from the hydraulic control valve 6 . The pressure reference value and the temperature reference value are determined, for example, in experiments performed by the manufacturer of the thrust direction controller 2 when the thrust direction controller 2 is manufactured. For example, the designer of the propulsion direction controller 2 may predetermine the pressure reference value and the temperature reference value according to the size of the propulsion direction controller 2 .

The difference calculation unit 14 calculates the difference between the azimuth angle target value (handle signal) and the azimuth angle measured value (feedback signal) of the propulsion direction controller 2 . That is, the difference calculation unit 14 calculates a deviation of the azimuth angle measurement value of the propulsion direction controller 2 from the azimuth angle target value. The difference calculation unit 14 outputs the difference to the correction unit 16 .

Calculation unit 15 determines the target opening value of hydraulic control valve 6 based on the difference output from difference calculation unit 14 . For example, the computing unit 15 determines the target opening value associated with the difference in a predetermined data table as the target opening value of the hydraulic control valve 6 . For example, the computing unit 15 may determine, as the target opening value of the hydraulic control valve 6 , an opening target value (function value) associated with a difference as an argument in a predetermined function. These data tables and functions are predetermined, for example, based on experimental results or design values related to the propulsion direction controller 2 .

The correction unit 16 corrects the opening degree target value based on at least one of the temperature measurement value and the pressure measurement value. The correction unit 16 corrects the opening degree target value based on the comparison result between the temperature measurement value at the current time and the temperature reference value when the azimuth angle target value is newly received. The correction unit 16 may correct the opening degree target value based on a comparison result between the pressure measurement value at the current point in time and the pressure reference value when the azimuth angle target value is newly received. The details of the correction method of the opening degree target value are described later using FIGS. 6 and 7 .

The correction unit 16 calculates a correction result of the opening degree target value (corrected opening degree target value) as a corrected opening degree target value. The correction unit 16 outputs the corrected opening degree target value to the instruction unit 17 . The instruction unit 17 instructs the hydraulic control valve 6 to correct the opening degree target value (command signal). The opening degree of the hydraulic control valve 6 is adjusted based on the corrected opening degree target value.

FIG. 4 is a diagram showing an example of a drive system of the thrust direction controller 2 . The ship 1 includes an engine 30 , a hydraulic pump 31 , a hydraulic control valve 6 , a hydraulic motor 4 , a turning unit 5 , a hydraulic pump 32 , a hydraulic control valve 33 , a clutch 34 , and a propulsion direction controller 2 as a drive system for the propulsion direction controller 2 . An engine 30 is provided for each propulsion direction controller 2 . The hydraulic control valve 6 includes a first solenoid valve 60 and a second solenoid valve 61 .

Engine 30 drives hydraulic pump 32 . The hydraulic pump 32 outputs hydraulic pressure to a hydraulic control valve 33 . The clutch 34 is connected to the main shaft 3 of the propulsion direction controller 2 according to the hydraulic pressure output from the hydraulic control valve 33 . In this way, the engine 30 drives the main shaft 3 of the propulsion direction controller 2 via the clutch 34 . The main shaft 3 transmits driving force to the propeller 22 of the thrust direction controller 2 using the pinion gear of the main shaft 3 and the pinion gear of the propeller 22 . In this way, the engine 30 drives the propellers 22 of the respective propulsion direction controllers 2 at the bottom of the ship.

The engine 30 drives a hydraulic pump 31 . The hydraulic pump 31 outputs hydraulic pressure to the first solenoid valve 60 and the second solenoid valve 61 . The pressure sensor 7 measures the pressure of the oil input to the hydraulic control valve 6 at predetermined intervals. The pressure sensor 7 can also measure the pressure of the oil output from the hydraulic control valve 6 . The temperature sensor 8 measures the temperature of the oil input to the hydraulic control valve 6 at predetermined intervals. The temperature sensor 8 can also measure the temperature of the oil output from the hydraulic control valve 6 .

The opening degree of the first solenoid valve 60 and the opening degree of the second solenoid valve 61 are controlled according to the corrected opening degree target value. The first solenoid valve 60 outputs hydraulic pressure corresponding to the opening degree of the first solenoid valve 60 to the hydraulic motor 4 . The hydraulic motor 4 uses the hydraulic pressure output from the first electromagnetic valve 60 to rotate the rotary unit 5 clockwise. Thus, the turning unit 5 changes the azimuth angle of the propulsion direction controller 2 .

The second solenoid valve 61 outputs hydraulic pressure corresponding to the opening degree of the second solenoid valve 61 to the hydraulic motor 4 . The hydraulic motor 4 uses the hydraulic pressure output from the second solenoid valve 61 to rotate the rotary unit 5 counterclockwise. Thus, the turning unit 5 changes the azimuth angle of the propulsion direction controller 2 .

Next, an example of the operation of the ship direction control device 10 will be described.

FIG. 5 is a flowchart showing an example of the operation of the ship direction control device 10 . The correction unit 16 acquires a pressure reference value and a temperature reference value from the storage unit 12 (step S101 ). The difference calculation unit 14 acquires the azimuth angle target value acquired from the operating handle (not shown) from the acquisition unit 11 . The difference calculation unit 14 acquires the azimuth measurement value from the azimuth sensor 9 (step S102). The difference calculation unit 14 calculates the difference between the azimuth angle target value and the azimuth angle measurement value (step S103 ).

The calculation unit 15 determines the target opening value based on the difference (step S104). The correction unit 16 acquires at least one of the pressure measurement value and the temperature measurement value (step S105). The correction unit 16 corrects the opening degree target value based on the acquired temperature measurement value and the acquired temperature reference value. The correction unit 16 may correct the opening degree target value based on the acquired pressure measurement value and the acquired pressure reference value (step S106 ). The instruction unit 17 outputs the corrected opening degree target value to the hydraulic pressure control valve 6 (step S106).

FIG. 6 is a flowchart showing a first example of operations of the computing unit 15 and the correcting unit 16 . The correction unit 16 acquires the temperature reference value from the storage unit 12 (step S201). The computing unit 15 calculates a target opening value based on the difference between the target azimuth angle value and the measured azimuth angle value and the measured temperature value (step S202 ). The correction unit 16 determines whether the temperature measurement value is higher than the temperature reference value (step S203).

When it is determined that the measured temperature value is equal to or less than the temperature reference value (the viscosity of the oil is high) (step S203: No), the correction unit 16 performs correction so as to increase the target value of the opening degree, thereby generating a corrected opening degree. target value (step S204). The correction unit 16 advances the processing to step S206. In addition, when the temperature measurement value is equal to the temperature reference value in step S203, the correction part 16 does not need to correct the opening degree target value.

When it is determined that the temperature measurement value is higher than the temperature reference value (the viscosity of the oil is low) (step S203: YES), the correction unit 16 corrects to reduce the opening degree target value, thereby generating a corrected opening degree target value (step S205). The correction unit 16 outputs the corrected opening degree target value to the instruction unit 17 (step S206). The correcting unit 16 determines whether or not to end the process shown in FIG. 6 (step S207). For example, when the processing shown in FIG. 6 is executed a predetermined number of times, the correction unit 16 determines to end the processing shown in FIG. 6 .

When it is determined to continue the process shown in FIG. 6 (step S207: NO), the correction unit 16 returns the process to step S202. When it is determined to end the processing shown in FIG. 6 (step S207: YES), the correction unit 16 ends the processing shown in FIG. 6 .

FIG. 7 is a flowchart showing a second example of operations of the computing unit 15 and the correcting unit 16 . The correction unit 16 acquires the pressure reference value from the storage unit 12 (step S301). The computing unit 15 calculates a target opening value based on the difference between the target azimuth angle value and the measured azimuth angle value and the pressure measurement value (step S302 ). The correction unit 16 determines whether the pressure measurement value is higher than the pressure reference value (step S303).

When it is determined that the measured pressure value is equal to or less than the pressure reference value (step S303: No), the correction unit 16 performs correction so as to increase the opening degree target value, thereby generating a corrected opening degree target value (step S304) . The correction unit 16 advances the process to step S306. In addition, when the pressure measurement value is equal to the pressure reference value in step S303, the correction part 16 does not need to correct the opening degree target value.

When it is determined that the pressure measurement value is higher than the pressure reference value (step S303: Yes), the correction unit 16 performs correction so as to decrease the opening degree target value, thereby generating a corrected opening degree target value (step S305) . The correction unit 16 outputs the corrected opening degree target value to the command unit 17 (step S306). The correcting unit 16 determines whether or not to end the process shown in FIG. 7 (step S307). For example, when the processing shown in FIG. 7 has been executed a predetermined number of times, the correction unit 16 determines to end the processing shown in FIG. 7 .

When it is determined to continue the process shown in FIG. 7 (step S307: NO), the correction unit 16 returns the process to step S302. When it is determined to end the processing shown in FIG. 7 (step S307: YES), the correction unit 16 ends the processing shown in FIG. 7 .

In addition, when both the operation shown in FIG. 6 and the operation shown in FIG. 7 are performed, the correction unit 16 may use the corrected opening degree target value based on the temperature measurement value, the corrected opening degree based on the pressure measurement value The corrected opening degree target value output to the instruction unit 17 is determined based on the target value and the weighted value. For example, the correction unit 16 may combine the corrected opening degree target value based on the measured temperature value with the corrected value based on the measured pressure value based on the weighted value “1/2” of the measured temperature value and the weighted value “1/2” of the measured pressure value. The average value of the opening degree target values is determined as the corrected opening degree target value output to the command unit 17 .

As described above, the difference calculation unit 14 calculates the difference between the target value of the azimuth angle of the propulsion direction controller 2 and the measured value of the azimuth angle. The correction unit 16 corrects the target value of the opening degree of the hydraulic control valve determined based on the difference based on at least one of the measured values of the pressure and temperature of the oil input to the hydraulic control valve 6 or the oil output from the hydraulic control valve 6 . (opening target value). The instruction unit 17 instructs the hydraulic control valve 6 to have a corrected opening degree target value (corrected opening degree target value). The propulsion direction controller 2 controls its azimuth angle by turning using the pressure of oil output from the hydraulic control valve 6 .

Thereby, the azimuth angle overshoot amount of the propulsion direction controller can be suppressed.

(first modified example)

FIG. 8 is a diagram illustrating a configuration example of a ship direction control system 100 in a first modified example of the embodiment. The ship direction control system 100 includes a propulsion direction controller 2 , a hydraulic motor 4 , a turning unit 5 , a hydraulic control valve 6 , a pressure sensor 7 , a temperature sensor 8 , an azimuth sensor 9 , and a ship direction control device 10 .

The ship direction control device 10 includes an acquisition unit 11 , a storage unit 12 , and a control unit 13 . The control unit 13 includes a difference calculation unit 14 , a calculation unit 15 , a correction unit 16 , a command unit 17 , and a storage control unit 18 .

Whenever the difference calculation unit 14 receives a new azimuth angle target value (handle signal), the storage unit 12 compares at least one of the pressure measurement value and the temperature measurement value at the time of reception with the corrected opening degree target value output from the command unit 17. are associated and stored as corresponding information.

Whenever the difference calculation unit 14 receives a new azimuth angle target value (handle signal), the storage control unit 18 compares at least one of the pressure and temperature values of the oil used in the correction of the target value of the opening with the value obtained by the correction unit. 16. The determined corrected opening degree target value is associated and stored as correspondence information (history information).

In the corresponding information (test information), it is also possible to correlate the temperature or the pressure with the target value of the appropriate opening degree based on the data in the sea trial performed in advance. In addition, in the correspondence information, the change time from when the azimuth target value changes until the azimuth measurement value coincides with the azimuth target value and the difference between the azimuth target value and the azimuth measurement value (feedback signal) may also be set as Associated with the correction opening target value, etc.

When the difference calculation unit 14 newly receives the azimuth angle target value, the correction unit 16 uses the correspondence information to determine the corrected opening degree target value so that the current change time approaches the target time. For example, the correction unit 16 determines a corrected opening degree target value selected from the correspondence information based on the temperature measurement value and the difference at the current time as the corrected opening degree target value to be output to the command unit 17 . For example, the correcting unit 16 may determine a corrected opening degree target value selected from the correspondence information based on the pressure measurement value and the difference at the current point of time as the corrected opening degree target value to be output to the command unit 17 .

When the difference calculation unit 14 newly receives the azimuth angle target value, the correction unit 16 may use the value estimated based on the correspondence information to determine the corrected opening degree target value so that the current change time approaches the target time. For example, the correction unit 16 determines a value estimated based on the temperature measurement value sum difference at the current time point and the correspondence information as the corrected opening degree target value to be output to the command unit 17 . For example, the correction unit 16 may determine a value estimated based on the pressure measurement value sum difference at the current time point and the correspondence information as the corrected opening degree target value to be output to the command unit 17 . The correction unit 16 may determine, as the corrected opening degree, a target value associated with a pressure or a temperature that coincides with at least one of the measured values of pressure and temperature at the current time point among the target values of the degree of opening in the correspondence information. target value.

As a result, the more the corresponding information is accumulated, the more the control accuracy is improved, and thus the azimuth angle overshoot of the propulsion direction controller can be suppressed with high precision.

(second modified example)

The correction unit 16 may further correct the opening degree target value based on the target value of the speed of the ship 1 (ship speed target value). For example, the faster the speed of the ship 1, the stronger the pressure from the tidal current is applied to the propulsion direction controller 2, so the hydraulic pressure required to change the azimuth angle of the propulsion direction controller 2 at the target time becomes higher. Therefore, the correcting unit 16 may also correct the opening degree target value largely so that the hydraulic pressure becomes higher.

In this way, the azimuth angle is controlled not only based on the hydraulic pressure and oil temperature but also based on the ship speed target value, so that the pressure of the tidal current to the propulsion direction controller 2 can be considered, and the azimuth angle overshoot of the propulsion direction controller can be suppressed with high precision.

(third modified example)

The propulsion direction controller 2 can also be a steering gear. When the propulsion direction controller 2 is a steering gear, the acquisition unit 11 may output the target value of the speed of the ship 1 to the correction unit 16 . The target value of the speed of the ship 1 may be any one of the command value of the rotational speed of the main engine (engine 30 ), the speed of the water-facing ship, and the speed of the ground-facing ship.

FIG. 9 is a diagram showing a configuration example of a propulsion direction controller 2 in a third modified example of the embodiment. The propulsion direction controller 2 (steering gear) includes a hydraulic actuator 200 . As an example, the hydraulic actuator 200 is a ram cylinder type actuator. The hydraulic actuator 200 turns a rudder shaft 202 connected to a rudder plate 201 via a tiller 203 .

The hydraulic actuator 200 includes a plunger 205 and a pair of cylinders 206 . The plunger 205 is a rod-shaped member extending in a direction perpendicular to the axial direction of the rudder shaft 202 . Both ends of the plunger 205 are respectively inserted into the cylinder 206 . A pin (pin) 204 is provided at the center of the plunger 205 .

A groove opening in a direction away from the rudder shaft 202 is provided in the tiller 203 . A pin 204 is inserted into the groove. The pin 204 and the tiller 203 constitute a link mechanism between the rudder shaft 202 and the plunger 205 .

Oil is supplied from each hydraulic pump 31 to each cylinder 206 of the hydraulic actuator 200 . Each hydraulic pump 31 is driven by an engine (main engine). Each hydraulic pump 31 may also be driven by the motor 207 . Each hydraulic pump 31 drives a first solenoid valve 60 and a second solenoid valve 61 .

Accordingly, even when the propulsion direction controller is a steering gear, the azimuth angle overshoot of the propulsion direction controller can be suppressed.

Among the embodiments disclosed in this specification, the embodiment composed of a plurality of objects may be integrated, and conversely, a part composed of a single object may be divided into a plurality of objects. It does not matter whether it is integrated or not, as long as the object of the invention can be achieved.

Among the embodiments disclosed in this specification, the embodiment in which multiple functions are distributed can be set collectively, part or all of the multiple functions can be collectively provided. Conversely, the embodiment in which multiple functions are collectively provided can be distributed Some or all of the plurality of functions are set. It does not matter whether the functions are integrated or distributed, as long as they are configured in a manner that can achieve the purpose of the invention.

The embodiment of the present invention has been described in detail above with reference to the drawings, but the specific structure is not limited to the embodiment, and designs and the like within the range not departing from the gist of the present invention are also included.

Explanation of reference signs

1: ship; 2: propulsion direction controller; 3: main shaft; 4: hydraulic motor; 5: rotary part; 6: hydraulic control valve; 7: pressure sensor; 8: temperature sensor; 9: azimuth sensor; 10: ship Direction control device; 11: acquisition part; 12: storage part; 13: control part; 14: difference calculation part; 15: calculation part; 16: correction part; 17: command part; 18: storage control part; ;21: pipeline; 22: propeller; 30: engine; 31: hydraulic pump; 32: hydraulic pump; 33: hydraulic control valve; 34: clutch; 60: first solenoid valve; 61: second solenoid valve; 100: ship Direction control system; 200: hydraulic actuator; 201: rudder plate; 202: rudder shaft; 203: tiller; 204: pin; 205: plunger; 206: cylinder; 207: motor.

Claims (12)

1. A ship direction control device is provided with:

a difference calculation unit that calculates a difference between a target value of an azimuth angle of a propulsion direction controller that controls the own azimuth angle by revolving using a pressure of oil output from a hydraulic control valve and a measured value of the azimuth angle;

a calculation unit that determines a target value of the opening degree of the hydraulic control valve based on the difference;

a correction unit that corrects a target value of an opening degree of the hydraulic control valve based on at least one of values of pressure and temperature of oil input to the hydraulic control valve or oil output from the hydraulic control valve; and

and an instruction unit that instructs the hydraulic control valve of the corrected target value of the opening degree.

2. The ship direction control device according to claim 1,

the correction portion corrects the target value of the opening degree so as to decrease the opening degree when the value of the pressure is higher than a pressure reference value, and corrects the target value of the opening degree so as to increase the opening degree when the value of the pressure is lower than the pressure reference value.

3. The ship direction control device according to claim 1,

the correction portion corrects the target value of the opening degree so as to decrease the opening degree when the value of the temperature is higher than a temperature reference value, and so as to increase the opening degree when the value of the temperature is lower than the temperature reference value.

4. The ship direction control device according to any one of claims 1 to 3,

further comprising a storage unit that stores at least one of the values of the pressure and the temperature as correspondence information in association with the corrected target value of the opening degree,

the correction unit determines, when the target value of the azimuth angle is newly received, a value selected from the correspondence information based on at least one of the values of the pressure and the temperature at the current time point or a value estimated from the correspondence information as the corrected target value of the opening degree.

5. The ship direction control device according to claim 4,

the control device further includes a storage control unit that stores, as the correspondence information, at least one of values of pressure and temperature of the oil used in correction of the target value of the opening degree in association with the corrected target value of the opening degree determined by the correction unit.

6. The ship direction control device according to claim 4,

the correspondence information further associates a change time from when the target value of the azimuth angle changes to when the measured value of the azimuth angle matches the target value of the azimuth angle,

the correction unit corrects the target value of the opening degree using the correspondence information so that the change time approaches a target time.

7. The ship direction control device according to claim 1,

the correction unit further corrects the target value of the opening degree based on a target value of a speed of the ship.

8. The ship direction control device according to claim 7,

the correction unit largely corrects the target value of the opening degree such that the pressure is higher as the target value of the speed is higher.

9. The ship direction control device according to claim 1,

the values of the pressure and temperature of the oil are measured or estimated values of the pressure and temperature of the oil.

10. A ship direction control device, wherein,

a first azimuth thruster provided on the right side of the bottom of the ship and controlling the azimuth angle thereof by rotating the thruster by the pressure of oil output from a first hydraulic control valve,

a second azimuth thruster provided on the left of the bottom of the ship and rotating by the pressure of oil output from a second hydraulic control valve to control the azimuth angle of the second azimuth thruster,

the propeller of the first azimuth thruster and the propeller of the second azimuth thruster are driven by 2 motors,

the ship direction control device is provided with:

a first difference calculation unit that calculates a first difference that is a difference between a target value of the azimuth of the first azimuth thruster and a measured value of the azimuth of the first azimuth thruster;

a second difference calculation unit that calculates a second difference that is a difference between a target value of the azimuth angle of the second azimuth thruster and a measured value of the azimuth angle of the second azimuth thruster;

a first calculation unit that determines a target value of an opening degree of the first hydraulic control valve based on the first difference;

a first correction unit that corrects a target value of an opening degree of the first hydraulic control valve based on at least one of a measured value of a pressure and a temperature of oil input to the first hydraulic control valve or oil output from the first hydraulic control valve;

a second calculation unit that determines a target value of the opening degree of the second hydraulic control valve based on the second difference;

a second correction unit that corrects a target value of an opening degree of the second hydraulic control valve based on at least one of measured values of a pressure and a temperature of oil input to the second hydraulic control valve or oil output from the second hydraulic control valve;

a first instruction unit that instructs the first hydraulic control valve of a corrected target value of the opening degree of the first hydraulic control valve; and

and a second instruction unit that instructs the second hydraulic control valve of the corrected target value of the opening degree of the second hydraulic control valve.

11. A method of vessel direction control comprising the steps of:

calculating a difference between a target value of an azimuth angle of a propulsion direction controller and a measured value of the azimuth angle, the propulsion direction controller controlling its own azimuth angle by revolving using pressure of oil output from a hydraulic control valve;

a calculation step of determining a target value of an opening degree of the hydraulic control valve based on the difference;

correcting a target value of an opening degree of the hydraulic control valve based on at least one of measured values of pressure and temperature of oil input to the hydraulic control valve or oil output from the hydraulic control valve; and

indicating the corrected target value of the opening degree to the hydraulic control valve.

12. A program for causing a computer of a ship direction control device to execute:

calculating a difference between a target value of an azimuth angle of a propulsion direction controller that controls an own azimuth angle by revolving using pressure of oil output from a hydraulic control valve and a measured value of the azimuth angle;

a calculation process of determining a target value of an opening degree of the hydraulic control valve based on the difference;

correcting a target value of an opening degree of the hydraulic control valve based on at least one of measured values of pressure and temperature of oil input to the hydraulic control valve or oil output from the hydraulic control valve; and

indicating the corrected target value of the opening degree to the hydraulic control valve.

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