JPH0468197B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Technical Field of the Invention] The present invention relates to a single-loop steering gear for controlling the rudder of a ship.

[Prior art]

Conventionally, as this type of single-loop steering gear, there is one shown in FIG. 4, for example. In the figure, 1 is a rudder angle command device that outputs a rudder angle command potentiometer output signal δ ₀ , and 2 is an output signal δ ₀ of the rudder angle command device 1 and the actual rudder angle of the actual rudder angle command potentiometer 4 of the rudder 3. A subtracter 5 calculates the actual steering angle deviation signal δ _e from the signal δ, and 5 is a buffer amplifier consisting of a subtracter 6, a limiter 7, and an integrator 8, and the actual steering angle deviation signal outputted by the subtracter 2 Let δ _e be a signal θ′ ₀ that rises with a certain slope. 9 is a limiter that limits the output signal θ′ ₀ of the buffer vibration amplifier 5; 10 is a tilt angle indicating potentiometer that represents the output signal θ ₀ of the limiter 9 and the tilt angle of the steering gear pump tilt lever 11; A subtracter 13 calculates a deviation signal θ _e from the output signal θ of the meter 12;
14 is a torque motor that generates torque by the output voltage _{V e of} the power amplifier 13 and tilts the steering gear pump tilting lever 11; 15A and 15B are mechanical stoppers that limit the tilting angle of the steering gear pump tilting lever 11, respectively.

In the conventional single-loop steering gear configured as described above, when the steering angle command potentiometer output signal δ ₀ is output from the steering angle command device 1, this output signal δ ₀ and the actual steering angle command potentiometer 4 are A subtractor 2 calculates the actual steering angle deviation signal δ _e from the actual steering angle signal δ,
This actual steering angle deviation signal δ _e is processed by the buffer simulation up 5 and limiter 9, and the signal θ ₀
Output as . When a deviation occurs between this output signal θ ₀ and the output signal θ of the tilt angle indication potentiometer 12, the deviation signal θ _e is amplified by the power amplifier 13. The torque motor 14 is driven by the output voltage V _e , and the steering gear pump tilting lever 11 is tilted. Steering gear pump tilting lever 11
When the steering gear pump (not shown) drives the cylinder of the steering gear, the rudder 3 moves and the steering angle instruction potentiometer output signal δ ₀ becomes equal to the actual steering angle signal δ.

The buffer simulation amplifier 5 is shown in Figure 5a.
When the actual steering angle deviation signal δ _e is input to the buffer simulation amplifier 5 as shown in FIG. 5, the output signal θ' ₀ rises with a certain predetermined slope as shown in FIG. 5b. This is to protect the steering gear pump. In other words, the output signal θ′ ₀ of the torque motor 14 shows a sudden rise, and the output signal V _e of the power amplifier 13 suddenly increases accordingly.
suddenly rotates, causing the steering gear pump tilting lever 11 to rotate suddenly. As a result, the steering gear pump generates capitation and becomes unable to steer. Furthermore, if the slope of the rise of the output signal θ' ₀ of the buffer simulation amplifier 5 is made too gentle, the steering gear 11
starts to overshoot or hunt. In order to prevent these problems, the buffer emission amplifier 5 causes its output signal θ' ₀ to rise with a certain predetermined slope.

However, in such a conventional single-loop steering gear, the steering gear pump tilting lever 1
Since the limit angle of 1 is determined by the mechanical stoppers 15A and 15B, the steering gear pump tilting lever 11 is controlled by the rotational inertia of the torque motor 14 in the signal processing of the buffer simulation amplifier 5 and the limiter 9. There was a problem in that the vehicle violently collided with the mechanical stoppers 15A and 15B, damaging the torque motor 14 and the steering gear pump tilting lever 11.

In order to solve this problem, the steering gear pump tilting lever 11 responds to the output signal θ ₀ from the limiter 9.
If the tracking accuracy of the tilting angle θ is deteriorated, that is, the gain of the power amplifier 13 is lowered, the torque required to tilt the steering gear pump tilting lever 11 changes due to changes in friction, etc. The deviation signal θ _e between the signal θ ₀ and the tilt angle θ becomes larger and becomes balanced, resulting in a problem that the left and right speeds of the rudder 3 are different.

[Purpose of the invention]

The object of the present invention is to provide a single-loop steering gear that has improved the above-mentioned problems.

[Summary of the invention]

In the single-loop steering gear of this invention, when a steering angle is commanded, an actual steering angle deviation signal, which is the difference between the commanded steering angle and the actual steering angle, is generated with a certain slope using a buffering amplifier. The deviation signal between this signal and the signal of the steering gear pump tilting lever angle is input to a proportional amplifier and an integrator installed in parallel with this proportional amplifier. The output signal is added to the output signal of a limiter installed in series with the integrator, and this added signal is amplified by a power amplifier to drive the torque motor, thereby controlling the steering gear pump tilting lever from the mechanical stopper. It moves smoothly at close range and hits the mechanical stopper with less impact.

[Embodiments of the invention]

FIG. 1 is a block diagram showing one embodiment of the present invention, and in the figure, blocks 1 to 14, 15A, 15B
is the same as the conventional single-loop steering gear described above. 16 is the deviation signal θ _e outputted by the subtracter 10
A proportional amplifier that outputs a signal θ _eP proportional to 17
18 is an integrator that is provided in parallel with the proportional amplifier 16 and integrates the deviation signal θ _e , 18 is a limiter that is provided in series with the integrator 17 and limits the output of the integrator 17 to a constant level, and 19 is a proportional amplifier. Add the output signal θ _eP of the width filter 16 and the output signal θ _eI of the limiter 18,
This is an adder that outputs this addition signal θ _S to the power amplifier 13. Reference numeral 20 denotes a center spring, which normally holds the steering gear pump tilting lever 11 at the center position.

In the single-loop steering gear configured as described above, when the actual steering angle deviation signal δ _e is generated in the subtractor 2 by the output signal δ ₀ of the steering angle command device 1 as shown in FIG. Umiration amplifier 5
outputs an output signal θ ₀ ' shown in FIG. b. In addition,
The buffer steering amplifier 5 is set so that this output signal θ ₀ ' has a rising slope that is such that the steering pump does not cause cavitation and that the steering gear does not overshoot or hunt.
Limit value of limiter 7 and integral constant of integrator 8
T _A has been adjusted.

The output signal θ' _e of the buffer amplifier 5 is limited by a limiter 9, outputted from the limiter 9 as a signal θ ₀ , and input to a subtracter 10.
The limit value of the limiter 9 is determined together with the gain of the power amplifier 13 so that the tilting angle of the steering gear pump tilting lever 11 is equal to or greater than the mechanical limit angle limited by the mechanical stoppers 15A and 15B. There is.

When the steering gear pump tilting lever 11 is at the center position, the subtracter 10 directly outputs the signal θ ₀ output from the limiter 9 as the deviation signal θ _e as shown by the solid line in FIG. This deviation signal θ _e enters the proportional amplifier 16 and becomes the signal θ _eP shown in FIG. d.
On the other hand, the deviation signal θ _e passed through the integrator 17 and the limiter 18 is the integral constant of the integrator 17 and the limiter 1
Figure e that rises at the time Te _I determined by the limit value θ _eIL of 8
The signal θ _eI is shown as .

This signal θ _eI and the output signal θ _eP of the proportional amplifier 16 are added together by an adder 19 to form an added signal θ _S that saturates smoothly as shown in FIG. f, which is input to the power amplifier 13. The power amplifier 13 outputs a voltage V _e shown in figure g corresponding to the addition signal θ _S , and this voltage
V _e excites the torque motor 14. When the torque motor 14 is excited, it outputs a torque proportional to the square root of the excitation power, and the steering pump tilting lever 11 is tilted. The tilting angle θ at this time is the proportional amplifier 1
6, the integrator 17, and the limiter 18, the upper limit is smoothly reached as shown in FIG. h, so that the mechanical stopper 15A can be hit with less impact.

By tilting the steering gear pump tilting lever 11, the flow rate of the steering gear pump changes, and the rudder 3 moves.
Further, the tilting angle θ of the steering gear pump tilting lever 11 is fed back to the subtractor 10, and the respective output signals are changed as shown by dotted lines in FIG. 2 c to g.
Furthermore, the actual steering angle of the rudder 3 is also fed back to the subtractor 2.

In the single-loop steering gear configured as described above, if there is no integrator 17 and limiter 18, the tilting of the steering gear pump tilting lever 11 in response to the output signal θ ₀ from the limiter 9 representing the actual steering angle deviation In order to improve the tracking accuracy of the angle θ, it is necessary to increase the gain of the power amplifier 13. When the gain of the power amplifier 13 is increased, the torque motor 14 outputs high torque and overshoots as shown in FIG. It will hit hard.

In addition, in order to prevent the above-mentioned overshoot, if the temporal change of the tilting angle θ is fed back so that the waveform shown in Fig. 3b is obtained, the rudder 3 will overshoot or hunt due to the delay in the tilting angle θ. Resulting in.

However, as shown in the above embodiment, the proportional amplifier 1
By providing an integrator 17 and a limiter 18 in parallel with the power amplifier 6, and adding the output signal θ _eP of the proportional amplifier 16 and the output signal θ _eI of the limiter 18, tracking can be performed without increasing the gain of the power amplifier 13. Accuracy can be increased.

Furthermore, since the limit value of the limiter 9 is set to be greater than the mechanical limit angle set by the mechanical stoppers 15A and 15B, and the steering pump tilting lever 11 is brought into contact with the mechanical stopper, even if there is a change in friction, the left or right The rudder speed can be kept constant.

〔Effect of the invention〕

As explained above, the single-loop steering gear of the present invention applies the steering gear pump tilting lever to the mechanical stopper with less impact based on the steering angle command, so the torque motor and the steering gear pump tilting lever It is possible to improve the tracking accuracy of the actual steering angle with respect to the steering angle command value by preventing damage to the steering wheel, and it is also possible to stabilize the left and right rudder speeds.

[Brief explanation of drawings]

FIG. 1 is a block diagram showing an embodiment of the present invention, FIGS. 2 a to h are waveform diagrams of the embodiment shown in FIG. 1, and FIGS. 3 a and b are waveform diagrams showing tilt angles. Fourth
The figure is a block diagram showing a conventional single-loop steering gear, and Figures 5a and 5b are input and output waveform diagrams of a buffer simulation amplifier. 1... Rudder angle command device, 2... Subtractor, 3... Rudder,
4...Actual steering angle indication potentiometer, 5...Buffer simulation amplifier, 6...Subtractor, 7
... limiter, 8 ... integrator, 9 ... limiter, 10 ... subtractor, 11 ... steering gear pump tilting lever, 12 ... tilting angle indication potentiometer,
13...Power amplifier, 14...Torque motor, 1
5A, 15B... mechanical stopper, 16... proportional amplifier, 17... integrator, 18... limiter, 19... adder.

Claims (1)

[Claims] 1. A steering angle command device that commands a steering angle; a subtracter that calculates the difference between the steering angle output by the steering angle command device and the actual steering angle; and a limiter and an integrator, and an output from the subtracter. A buffering amplifier that makes a signal rise with a certain slope; A limiter that limits the output of the buffering amplifier; A signal for the output of the limiter and the steering gear pump tilting lever angle. a subtracter that calculates the difference between the two; a proportional amplifier that outputs a signal proportional to the output of the subtracter; an integrator that integrates the output of the subtracter; a limiter that controls the output of the integrator. an adder that adds the output signal of the millimeter and the output signal of the proportional amplifier; a power amplifier that amplifies the output of the adder; and a torque is generated by the output of the power amplifier; A single-loop steering gear that controls the rudder of a ship and includes a torque motor that tilts a steering gear pump tilting lever.