JPH062879Y2 - Marine Auto Pilot - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial field of application] The present invention relates to a marine autopilot that controls a steering by using a plurality of control systems alone or in combination.

[Prior Art] In a general marine autopilot, rudder functional force is specified. Depending on the model of the rudder, this rudder function power is, for example, 50% of the rudder function power of one rudder control system.
When two vessels are installed in parallel and 100% operation is achieved and the above regulation is achieved, and the vessel is required to have high maneuverability such as narrow water supply or in a port, the two steering control units are operated in parallel. Since a high degree of maneuverability is not required during ocean voyage, there is a system in which one steering control unit is independently operated. (See, for example, JP-A-62-143795).

An example of a conventional marine autopilot will be described below with reference to the drawings.

FIG. 3 is a block diagram of a conventional marine autopilot.

In FIG. 3, reference numeral 1 denotes an operation amplifier circuit including resistors R _{1 to} R ₄ and a comparator Q for obtaining a deviation between the actual steering angle signal μ and the command steering angle signal θ. S ₁ and S ₂ are switch parts. The switch sections S ₁ and S ₂ receive the deviation signal τ from the operation amplification circuit 1 and one of them operates (opposite operation to each other), that is, one of them is turned on while the deviation signal τ is present. And a pair of switch elements S that output electromagnetic valve power E
It is composed of W ₁ , SW _12, and SW ₂₁ , SW ₂₂ . S ₃
Is a selection switch element provided for operating the switch units S ₁ and S ₂ at the same time to operate two steering control units described later in parallel. For example, when the solenoid valve power supply E is turned on,
To the switch S ₂ . That is, when the driver 50% to turn off the selection switch element S _3, in the case of 100% operation and turns on the selection switch element S _3. The operation amplifier circuit 1, the switch units S ₁ and S ₂ , and the selection switch element S ₃ constitute the control unit A.
₀ is configured. Reference numerals 2 and 3 are steering control units which are provided corresponding to the switch units S ₁ and S ₂ and which operate based on the electromagnetic valve power source E to output the discharged oil (steering control signals) i and j.
The steering control units 2 and 3 are turned on / off by the presence or absence of, for example, a three-phase AC motor M for driving the hydraulic pump P and a solenoid valve power source E.
A pair of solenoid valves that are turned off S / SOL ₁ / P / SO
It is composed of a switching valve SV having L ₁ and S · SOL ₂ / P · SOL ₂ at both ends. Reference numeral 4 is a steering actuator. The steering actuator 4 includes a steering 5
And a cylinder 6 including a first cylinder 6a and a second cylinder 6d. In the operation, when the islanding operation is performed, the selection switch element S ₃ is off, and the switch SW ₁₁
Or _{SW 12} is operated switching instead by solenoid valve S · SOL ₁ or P · SOL ₁ is turned on in closed solenoid valve power supply E turned on, first the discharge oil i from the switching valve SV is through the hydraulic pipe 7 It is input to the cylinder 6a or the second cylinder 6d to hydraulically drive the steering 5 to the rudder or the steering. Also, during parallel operation, the selection switch element S ₃ is on,
Switch SW ₁₁ or SW ₁₂ and SW ₂₁ or SW
₂₂ is turned on and the solenoid valve S / SOL ₁ or P / SOL ₁
And S.SOL ₂ or P.SOL ₂ to switch the operation, and the discharge oil i, j from the switching valve SV is hydraulic pipe 7
To input to the first cylinder 6a or the second cylinder 6d via the controller to hydraulically drive the steering 5 to the rudder or the steering. Reference numeral 8 denotes a rudder angle detector that monitors the operation of the rudder 5 and feeds back the actual rudder angle signal μ to the operation amplification circuit 1. When the command angle and the actual steering angle match, the operation of the entire system stops.

By the way, FIG. 3 shows that although the two-system steering control units 2 and 3 can be operated independently or in parallel by the one-system controller A ₀ , one steering control unit (here, 2 ) Can only be used, and if a problem occurs in the steering control unit 2 during the independent operation, the other steering control unit 3 cannot be switched to the independent operation. Therefore, normally, the control system is provided with redundancy by using two control units and two steering control units. This is shown in FIG. 4 in which the same reference numerals and symbols are used for the portions which overlap with FIG.

FIG. 4 is a block diagram showing the configuration of a conventional marine autopilot. Here, the command steering angle signals are θ ₁ , θ.
_The case where there are two systems of 2 is shown.

In FIG. 4, AA ₁ is a two-system control unit A _1a , A _1
1b and a switch SW having a and b contacts for switching and using the two control units A _1a and A _1b.
SW _2A , SW _A11 with _1A and on / off contact
~ SW _A22 control unit signal selection means S _A, and the control device.

In such a structure, the problem of FIG. 3 can be solved by making the operation of the control section signal selecting means S _A as follows.

For example, when the control unit A _1a drives the steering actuator 4 alone, the control unit signal selection unit S _A uses the switch S
W _2A is off and the switch SW _1A is switched to the a-contact side. Similarly, the control unit A _1b controls the steering actuator 4
In order to drive independently, the control unit signal selection means S _A need only switch the switch SW _2A to OFF and switch the switch SW _1A to the b contact side. On the other hand, in parallel operation in which any of the control units (for example, A _1a ) is used to drive the steering control units 2 and 3 to drive the steering actuator 4, the control unit signal selection unit S _A uses the switch. SW _2A is on, the switch SW _1A is on the a-contact side, and the switch SW _A11 or SW _A12 is on. Similarly, when the control unit A _1b is used, the switch SW _2A is turned on and the switch SW _2A is turned on.
_1A is the b contact side, and switch SW _A21 or SW
_A22 turns on.

[Problems to be Solved by the Invention] In the conventional marine autopilot as described above, in the case where the control system is configured to have redundancy by using the steering control units of the multiple systems as well as the control units of the multiple systems. However, there is a problem in that the configuration of the switch unit S _A becomes complicated, the device price becomes expensive, and the wiring and the like become complicated, which is not preferable in terms of maintenance.

The present invention has been made in view of the above problems of the conventional technology, and an object of the present invention is to provide a control system using a multi-system steering control section as well as a multi-system control section. By adding a steering control section operation control device having a simple configuration to the steering control section when the configuration has redundancy, an autopilot for a ship that can easily operate the steering independently and in parallel is provided. It is provided.

[Means for Solving the Problems] In order to achieve such an object, the present invention controls the driving of a steering by a plurality of steering control units, and changes the steering function force according to the operation state of a ship. Now, in the marine autopilot to be operated, a steering control unit operation control device, which is provided for each steering control unit and controls ON / OFF of the operation of each steering control unit, is provided. The control device controls each steering control unit to be turned on / off, and the steering function force according to the operation state can be obtained by switching to the independent operation.

[Embodiment] An embodiment of the present invention will be described with reference to the drawings. still,
In the following drawings, the same parts as those in FIGS. 3 and 4 are designated by the same reference numerals and the description thereof will be omitted.

FIG. 1 is a block diagram showing a concrete embodiment of the marine autopilot of the present invention. Note that, here, the case where the command steering angle signal has two systems of θ ₁ and θ ₂ will be described.

In FIG. 1, S _B is a command steering angle signal θ ₁ , θ of two systems.
₂ is selected to send either signal to the two-system control units S ₁ and S
_It is a command steering angle signal selecting means for outputting to ₂ . Reference numerals 9 and 10 are connected to the steering control units 2 and 3 to control the operation of the steering angle control units 2 and 3. In other words, switches for selecting whether or not to use the steering control units 2 and 3, for example, switches. It is a steering control unit operation control device composed of switching elements such as and contacts. That is, the steering control unit operation control devices 9 and 10 use an external switch or contact (on / off switch of the motor of the power source of the hydraulic pump of the normal steering control unit) to select the independent operation or the parallel operation. Signal) to the steering control section to control the solenoid valve circuit.

The operation of FIG. 1 will be described below.

Now, consider the case where the command steering angle signal selection means S _B is selected to the a side. At this time, the command rudder angle signal θ ₁ is selected and guided to both the control units A _1a and A _1b . Control unit A _1a , A
_{In 1b} , the operation amplification circuit 1 calculates the deviation signal τ based on the actual steering angle signal μ and the command signal θ _1, and depending on the value of the deviation signal τ, one of the switch elements of the switch units S ₁ and S ₂ is switched. (For example, SW ₁₁ and S on the rudder side operation side
W ₂₁₎ outputs a solenoid valve power E _1, E ₂ becomes while on with the deviation signal τ except a region of minimum dead zone. The steering control units 2 and 3 are, for example, steering control unit operation control devices 9,
10 is a pair of solenoid valves S ・ SOL ₁ , P ・ of the switching valve SV
It is provided between the common side of SOL ₁ and S · SOL ₂ , P · SOL ₂ and the negative terminals of the solenoid valve power sources E ₁ and E ₂ ,
Since whether or not to use the steering control units 2 and 3 is selected, the discharge oil i which is a control signal based on the selected conditions and the supplied electromagnetic valve power sources E ₁ and E _2. Or and and j are output. For example, the steering control unit operation control device 9
In the single operation in which 10 is on and 10 is off (or 9 is off and 10 is on), the steering oil in the steering actuator 4 is controlled by the oil i (or j) discharged from the steering control unit 2 (or 3). The machine 5 is controlled to face rudder or steering. And in the case of parallel operation, by turning on the steering control unit operation control devices 9 and 10,
The steering 5 in the steering actuator 4 is controlled to face or steer by the oils i and j discharged from the steering control units 2 and 3.

By the way, the present invention is not limited to the configuration shown in FIG. For example, the configuration shown in FIG. 2 may be used.

FIG. 2 is a view showing another embodiment of the present invention.

In FIG. 2, there are three or more control units (there may be more, but description thereof will be omitted. The same applies hereinafter).
Similarly, there is a case where the control system is provided with redundancy by setting the steering control unit to three systems. Although it is basically the same as FIG. 1, it is different in that the structure of the command steering angle signal selection output unit S _B ⁻ is simplified. However, also in this case, in the case of the independent operation, one of the individual steering control unit operation control devices 9, 10, 12 is turned on, and in the case of the parallel operation, each of the steering control unit operation control devices of the systems to be paralleled is turned on. Then, two or three systems can be operated in parallel.

By the way, in FIG. 1 and FIG. 2, it has been explained that the command rudder angle signal has two systems of θ ₁ and θ _{2 in} the safety standard, but the invention is not limited to this. be a signal, or even present invention be two or more systems may be those can be applied, this time, unnecessary instruction steering angle signal selection output section S _B in the case of the one system Needless to say, in the case of two or more systems, it is needless to say that the command rudder angle signal selection / output section has a structure in which the number of contacts adapted thereto is provided.

[Advantages of the Invention] Since the present invention is configured as described above, it has the following effects.

The steering control unit operation control device is externally connected to the steering control unit to be used without providing a control unit signal selecting unit having a complicated circuit configuration for selecting the independent operation or the parallel operation of the steering control unit. You can do it simply by inputting the use status using. That is, when a contact is input to only one steering control unit, the operation is performed independently, and when a plurality of steering control units are input to the contact, parallel operation is performed. As a result of such a configuration, the entire device is simplified, so that reliability can be improved in terms of maintenance as well, and the cost of the product can be reduced.

[Brief description of drawings]

1 is a block diagram showing a concrete embodiment of the marine autopilot of the present invention, FIG. 2 is a diagram showing another embodiment of the present invention, FIG. 3 is a block diagram of a conventional marine autopilot, FIG. 4 is a block diagram showing the configuration of this conventional marine autopilot. 1 ... differential amplifier circuit, 2, 3, 11 ... steering engine control unit, 4 ... steering gear actuator, 5 ... steering engine, 8 ... steering angle _{detector, A} 0,
A _1a , A _1b ... Control unit, S _B ... Command rudder angle signal selection means, 9, 10, 12 ... Steering unit control unit operation control device.

Claims (1)

[Scope of utility model registration request] 1. A plurality of steering control units control the driving of the steering,
In a marine autopilot that operates by changing the rudder function force according to the operation state of a ship, a rudder control unit operation that is provided for each of the rudder control units and that controls the operation of each rudder control unit A control device is provided, and each steering control part is controlled to be turned on / off by the steering control part operation control device, and a rudder functional force according to an operation state is obtained by switching between single operation and parallel operation. A marine auto pilot.