Multi-interface steering control unit

Abstract

The invention relates to a multi-interface steering control unit which is suitable for a ship automatic steering system. The unit comprises a dual CAN bus system, a steering control panel, a power supply module, a signal conversion module and an emergency power supply module. Redundant data transmission is achieved through a double-CAN bus system, it is ensured that signals can still be normally transmitted when a single bus breaks down, a PID control algorithm is arranged in the steering control panel, the steering angle and speed can be accurately calculated, a signal conversion module can convert digital signals into analog voltage signals so as to meet the control requirement of an electromagnetic valve or a proportional valve steering engine, and the control requirement of the electromagnetic valve or the proportional valve steering engine can be met. The system further has an emergency steering mode and a self-diagnosis function, and it is ensured that the system can be rapidly switched to an emergency state when the main system fails. The multi-interface steering control unit adopts a modular design, so that the multi-interface steering control unit is easy to maintain and expand and is suitable for various types of ships, and the reliability and the operation convenience of a steering system are improved.

Description

Technical Field

[0001] The invention relates to the technical field of marine instruments, in particular to a multi-interface steering control unit. Background Art

[0002] Ship automatic steering is an automation device based on computer technology, sensor technology and control system, which is used to realize automatic navigation and heading control of ships during navigation. With the increasing complexity of modern ship navigation tasks, the traditional manual steering mode has been unable to meet the navigation needs of high precision and high reliability. In order to improve the navigation safety, operation convenience and rapid response to emergencies of ships, the automatic steering system has gradually become one of the core technologies of ship navigation control.

[0003] The current automatic steering system usually adopts hydraulic control of solenoid valve or proportional valve, and these two methods have their own advantages and disadvantages. Solenoid valve steering gear is widely used in general navigation control tasks due to its simple structure and fast response speed; while proportional valve steering gear can provide more sophisticated steering control and is suitable for large ships with high requirements for steering accuracy. However, traditional steering control systems usually only support a single type of steering gear control, lack flexibility and adaptability, and are difficult to meet the diverse steering needs of modern ships.

[0004] During navigation, the reliability of the steering control system is crucial. In order to ensure that the ship can still be normally controlled in the event of system failure or extreme environment, the steering control system needs to have functions such as redundant communication, emergency power supply and fault switching. However, the steering control system in the existing technology has certain limitations in redundant design, emergency response and signal processing:

[0005] Insufficient redundancy design: Traditional steering control systems usually rely on a single communication bus. Once the communication line fails, the steering capability of the system may be seriously affected. The lack of multiple communication redundancy design increases the risk of system failure in harsh environments.

[0006] Limited emergency response capability: Most existing steering systems have limited manual control capabilities in emergency situations. Once the main system fails, it is often impossible to quickly switch to emergency mode, resulting in a long emergency response time. Existing systems lack effective integrated design in terms of power redundancy and emergency switching.

[0007] Insufficient signal processing accuracy: When handling complex navigation tasks, traditional steering systems lack accuracy and stability in signal conversion. Especially in the case of proportional valve control, the adjustment of the servo opening is not precise enough, resulting in poor performance in high-precision control tasks.

[0008] Therefore, in view of these deficiencies in the prior art, the present invention proposes a multi-interface steering control unit to solve the above problems. Summary of the invention

[0009] The purpose of the present invention is to provide a multi-interface steering control unit to solve the problems raised in the background technology in view of the shortcomings of the prior art. The present invention proposes a new multi-interface steering control unit, which is intended to solve the problems of insufficient redundancy, untimely emergency response and insufficient control accuracy in the steering control system in the prior art, so that it can meet the requirements of rapid response of the solenoid valve steering gear and the requirements of precise control of the proportional valve steering gear. It provides a reliable technical guarantee for the efficient and safe navigation of modern ships.

[0010] To achieve the above object, the present invention provides the following technical solutions:

[0011] A multi-interface steering control unit receives CAN signals from a steering console and performs redundant transmission through a dual CAN bus system. The CAN bus system includes CAN1 and CAN2. The control unit comprises a wall-mounted chassis. The wall-mounted chassis is provided with a dual CAN bus system, a steering control panel, a power module, a signal conversion module and an emergency power module. An operation panel and an indicator light are provided on the surface of the wall-mounted chassis.

[0012] The steering control board is connected to the CAN1 and CAN2 bus systems respectively, and is used to receive the steering command signal from the steering console and process it through data verification and validation;

[0013] The power supply module provides main power support. When the power supply is abnormal, the emergency power supply module directly supplies power to the steering system through the emergency switching circuit;

[0014] The signal conversion module is connected to the output end of the steering control board and is used to convert the CAN signal into an analog ±10V voltage signal to control the proportional valve steering gear;

[0015] The indicator lights on the operation panel display various working states, and the switch is used to switch between normal mode and emergency mode.

[0016] As a preferred technical solution of the present invention, the dual CAN bus system is connected to two independent steering control boards, each steering control board receives steering signals from CAN1 and CAN2, and performs verification and decoding through an independent data processing unit to ensure signal integrity.

[0017] As a preferred technical solution of the present invention, the steering control board receives the steering signal from the steering console through the CAN bus system, processes it according to the built-in PID control algorithm, calculates the control quantity and transmits it to the signal conversion module through the digital interface to control the movement of the hydraulic steering gear.

[0018] As a preferred technical solution of the present invention, the signal conversion module is directly connected to the digital interface of the steering control board, and converts the CAN signal into an analog voltage signal, which is directly connected to the control end of the proportional valve servo to achieve precise control of the servo opening.

[0019] As a preferred technical solution of the present invention, the power supply module is connected to the steering control board and the signal conversion module to provide them with stable DC power support. At the same time, the module has a voltage monitoring function and can automatically activate the emergency power supply module when the power supply is abnormal.

[0020] As a preferred technical solution of the present invention, the emergency power supply module is connected to the control circuit of the proportional valve servo through an emergency power supply interface. In the event of a main power failure, the emergency power supply module can automatically switch the power supply path to provide emergency voltage for the proportional valve and solenoid valve servo.

[0021] As a preferred technical solution of the present invention, the control switch on the operating panel is directly connected to the steering control board. When switching to the emergency mode, the steering control board transmits the emergency signal to the emergency power supply module and the control circuit of the servo through the control switch to ensure a rapid response to the emergency operation.

[0022] As a preferred technical solution of the present invention, the indicator lights include a power status indicator light, a CAN communication status indicator light and a steering mode indicator light. These indicator lights are connected to the status monitoring interface of the steering control panel to display the system's operating status and fault information in real time.

[0023] As a preferred technical solution of the present invention, the dual CAN bus system in the steering control unit is connected to the two steering control boards through redundant data lines respectively. When one of the data lines is disconnected or the signal fails, the other data line can continue to maintain normal data transmission.

[0024] As a preferred technical solution of the present invention, the output end of the signal conversion module is connected to the input end of the proportional valve servo through an analog signal line to control the size and direction of the hydraulic flow, thereby accurately adjusting the steering angle of the servo.

[0025] Compared with the prior art, the present invention has the following beneficial effects:

[0026] 1. The present invention realizes data transmission redundancy through the dual CAN bus system. Even if a single bus fails, the other bus can continue to provide reliable data transmission, ensuring that the ship's steering system can still operate stably in complex environments. In addition, the system has an emergency steering mode and an emergency power supply module. When the main system fails, it can quickly switch to an emergency state to ensure the safe navigation of the ship.

[0027] 2. The steering control unit of the present invention adopts a built-in PID control algorithm, which can accurately calculate the rudder angle and steering speed according to the instructions of the steering console, and supports the control of the solenoid valve and proportional valve steering gear. The signal conversion module can convert digital signals into analog voltage signals to meet the control requirements of different types of steering gears. This precise control capability ensures the stability of the ship and the convenience of operation.

[0028] 3. The steering control unit of the present invention adopts a modular design, and all components are connected through standardized interfaces, which is convenient for maintenance and replacement. The modular design not only reduces the complexity of system maintenance, but also enables the system to be flexibly configured and expanded according to the specific needs of the ship, which is suitable for various types of ships and improves the adaptability and upgradeability of the steering system. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 This is a flow chart of a control method of a multi-interface steering control unit proposed by the present invention.

[0030] Figure 2 This is a front view of a multi-interface steering control unit proposed by the present invention.

[0031] Figure 3 The invention discloses a chassis assembly schematic diagram of a multi-interface steering control unit. DETAILED DESCRIPTION

[0032] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0033] The specific implementation of the present invention is described in detail below in conjunction with the accompanying drawings and multiple embodiments.

[0034] like Figures 1 to 3As shown, the present invention provides a multi-interface steering control unit, which ensures that the ship steering system can maintain high reliability and flexibility in both normal operation and emergency situations by using core components such as a dual CAN bus system, a steering control board, a power module, a signal conversion module, and an emergency power module. A number of specific embodiments are described in detail below.

[0035] Example 1: Normal steering mode of solenoid valve servo

[0036] In normal operation mode, the steering console sends a steering command signal, which is transmitted to the steering control unit simultaneously through the dual CAN buses (CAN1 and CAN2). The design of the dual CAN bus system ensures communication redundancy: if one bus fails, the other bus can still continue to transmit signals normally.

[0037] Signal reception and processing: The steering control board in the steering control unit receives the target rudder angle or steering command from the steering console through the CAN interface. The steering control board has a built-in PID control algorithm, which calculates the required control amount based on the current rudder angle, the target rudder angle and the time change rate. The calculation result is converted into a digital signal for further processing. In terms of the specific operation of the PID algorithm, the above-mentioned PID control algorithm will calculate a control amount based on the deviation between the current rudder angle and the target rudder angle, as well as the change trend of the deviation (i.e., the differential term), combined with the past accumulated deviation (i.e., the integral term). The PID algorithm, as a control algorithm, is a PID controller that controls according to the proportion (P), integral (I) and differential (D) of the deviation in process control. This is a conventional application of the prior art. The calculated control amount is intended to adjust the output of the steering gear in the best way so that the ship can reach the target heading smoothly and quickly. The control amount calculated by the PID algorithm will be further converted into a control signal for the relay.

[0038] Signal conversion: The signal conversion module converts the digital signal processed by the steering control board into the switch signal of the solenoid valve. The relay controls the on or off state of the solenoid valve through the switch signal to adjust the movement of the hydraulic steering gear. This mode is suitable for general navigation control and can quickly respond to the instructions of the steering console to achieve stable control of the ship.

[0039] Example 2: Normal steering mode of proportional valve servo

[0040] The proportional valve steering gear is usually applied to ships that need to accurately control the rudder angle. This embodiment describes the working process of the proportional valve steering gear.

[0041] Signal reception and calculation: In proportional valve mode, the steering control unit receives instructions from the steering console. The steering control board calculates the rudder angle deviation and its change trend based on the built-in PID algorithm. The result calculated by the algorithm includes an accurate control amount, which is used to drive the proportional valve.

[0042] Voltage signal conversion: The signal conversion module converts the digital control quantity into an analog ±10V voltage signal. This voltage signal is directly connected to the input end of the proportional valve servo to adjust the hydraulic flow, thereby accurately controlling the servo's opening and steering speed.

[0043] Closed-loop feedback control: The system has a feedback mechanism inside. When the rudder angle deviation is reduced to an acceptable range, the PID controller will automatically adjust the output voltage to ensure smooth control of the servo.

[0044] Example 3: Emergency steering mode of electromagnetic valve steering gear

[0045] When the steering system detects that the main control system fails or the ship needs emergency avoidance, the system switches to emergency steering mode. The emergency steering mode is activated by the switch on the operating panel.

[0046] Emergency mode switch: When switched to "Emergency" mode, the steering control unit automatically stops processing CAN signals. The emergency power module is immediately enabled to provide independent power to the solenoid valve. At this time, the operator can manually operate the emergency switch to control the opening and closing state of the solenoid valve.

[0047] Manual control: The emergency switch is directly connected to the solenoid valve, and the opening and closing of the solenoid valve is controlled by the change of the switch quantity, thereby controlling the direction adjustment of the hydraulic steering gear. This manual control mode provides a simple and reliable operation method in an emergency, and can maintain basic control of the ship even in the event of an electrical system failure.

[0048] Example 4: Emergency steering mode of proportional valve steering gear

[0049] In the emergency steering mode of the proportional valve servo, the system design ensures that it can switch to manual emergency control when the main system fails.

[0050] Emergency power activation: When the main power fails, the emergency power module is activated by switching the circuit and providing +10V and -10V voltage signals to the proportional valve servo (these signals are independent of the main power system to ensure that power can still be supplied in an emergency) to the proportional valve. The emergency power module is designed with dual power supply to ensure power supply stability in an emergency.

[0051] Direct control of proportional valve: The emergency switch on the operation panel can directly control the opening of the proportional valve. In emergency mode, the operator can adjust the voltage signal through the switch quantity to control the flow and direction of the proportional valve and achieve the goal of manually controlling the rudder angle adjustment.

[0052] Example 5: Modular design and extended application

[0053] The core of this steering control unit is its modular design, making it suitable for a wide range of vessel types. All components are connected via standardized interfaces and can be replaced and upgraded as needed.

[0054] Modular replacement: For example, the signal conversion module can be replaced according to different types of servos (such as solenoid valves or proportional valves). The power module can add a backup battery unit to improve the emergency response capability of the system. When the system needs to be upgraded, only the corresponding module needs to be replaced, without large-scale changes to the entire system.

[0055] Flexible expansion: When a new ship is put into use, the appropriate steering control panel and signal conversion module can be selected according to the specific needs of the ship. This modular design is suitable for different types of ships such as cargo ships, cruise ships, fishing boats, etc., allowing the system to quickly adapt to different operating environments.

[0056] Example 6: Self-diagnosis and fault monitoring

[0057] The steering control unit of the present invention has a comprehensive built-in self-diagnosis function, which can monitor the system status in real time to ensure that the equipment can operate safely in both normal and emergency situations.

[0058] Self-diagnosis process: Each module (including power module, steering control board, signal conversion module and dual CAN bus system) is equipped with detection sensors. These sensors can detect voltage, signal transmission status and module operating temperature. Once an abnormality is detected, the self-diagnosis system will trigger an alarm mechanism.

[0059] Alarm mechanism: Abnormal information will be displayed through the fault indicator light on the operation panel, or the built-in buzzer will sound an alarm. This self-diagnosis function can not only detect potential problems in real time, but also transmit diagnostic information to the central control system through the CAN bus, providing comprehensive fault reports for ship managers.

[0060] Example 7: Remote Monitoring and Data Recording

[0061] The steering control unit also has the function of communicating with the ship's central control system, enabling remote monitoring and data recording.

[0062] Remote monitoring: Through the communication interface of the steering control unit, the instructions and system feedback from the steering console can be transmitted to the ship's central control system in real time. Ship managers can monitor the ship's steering status in the central control room and keep abreast of changes in heading and the operation of the steering system.

[0063] Data recording and analysis: All steering instructions, system status and fault information will be recorded in the system's memory module. The data recording module can store and classify this information to facilitate future navigation data tracing and fault analysis.

[0064] Example 8: Anti-interference and signal protection design

[0065] Taking into account the electromagnetic interference in the ship environment, the steering control unit of the present invention particularly strengthens the anti-interference capability to ensure the accuracy of data transmission.

[0066] Signal shielding: All data transmission cables are shielded to prevent external electromagnetic interference from affecting the integrity of the signal. Especially in the dual CAN bus system, multi-layer shielding technology is used to reduce the risk of signal loss and transmission errors.

[0067] Filter circuit: In the signal conversion module and power module, filter circuits are designed to remove high-frequency interference and maintain the stability of voltage signals. This anti-interference design ensures the transmission stability of steering signals in complex environments.

[0068] Summary: Through the detailed description of the above multiple embodiments, the multi-interface steering control unit of the present invention has high reliability under normal and emergency conditions. The modular design enables the system to have the ability of flexible expansion and maintenance, the self-diagnosis function and remote monitoring improve the safety and convenience of the system, and the anti-interference design ensures the stable operation of the system in complex environments.

[0069] like Figure 2 and Figure 3 As shown, the control unit is placed in a special chassis to form a steering control box that receives CAN signals and can control the solenoid valve steering gear or the proportional valve steering gear. Figure 2 The product is a wall-mounted chassis with a size of 530×430×227mm. There are four indicator lights on the top of the panel, which indicate from left to right whether pump I is powered on, steering in the cab, steering in the steering gear compartment, and pump II is powered on. There are two switches below, which are the switch for cab / emergency steering and the emergency steering switch.

[0070] Figure 3 The control box is divided into two layers, the upper layer is the electrical part, the lower layer is two steering circuit boards, the upper layer is placed with two signal conversion modules and three emergency power modules, and the lower layer is two steering control boards. The left side in the middle is the wiring lug, and the right side is installed with an emergency power module. The lower part is the transformer, bridge rectifier and capacitor.

[0071] The contents not described in detail in this specification belong to the prior art known to professional and technical personnel in the field. Although the present invention has been described in detail with reference to the aforementioned embodiments, it is still possible for those skilled in the art to modify the technical solutions described in the aforementioned embodiments, or to make equivalent substitutions for some of the technical features therein. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A multi-interface steering control unit, characterized in that: The steering control unit receives CAN signals from the steering console and performs redundant transmission through a dual CAN bus system. The CAN bus system includes CAN1 and CAN2. The system is composed of a wall-mounted chassis. The wall-mounted chassis is provided with a dual CAN bus system, a steering control panel, a power module, a signal conversion module and an emergency power module. An operation panel and an indicator light are provided on the surface of the wall-mounted chassis. The steering control board is connected to the CAN1 and CAN2 bus systems respectively, and is used to receive the steering command signal from the steering console and process it through data verification and validation; The power supply module provides main power support. When the power supply is abnormal, the emergency power supply module directly supplies power to the steering system through the emergency switching circuit; The signal conversion module is connected to the output end of the steering control board and is used to convert the CAN signal into an analog ±10V voltage signal to control the proportional valve steering gear; The indicator lights on the operation panel display various working states, and the switch is used to switch between normal mode and emergency mode.

2. The multi-interface steering control unit according to claim 1, characterized in that: The dual CAN bus system is connected to two independent steering control boards, each of which receives steering signals from CAN1 and CAN2 and performs verification and decoding through an independent data processing unit.

3. The multi-interface steering control unit according to claim 1, characterized in that: The steering control board receives the steering signal from the steering console through the CAN bus system, processes it according to the built-in PID control algorithm, calculates the control quantity and transmits it to the signal conversion module through the digital interface to control the movement of the hydraulic steering gear.

4. The multi-interface steering control unit according to claim 1, characterized in that: The signal conversion module is directly connected to the digital interface of the steering control board, and converts the CAN signal into an analog voltage signal, which is directly connected to the control end of the proportional valve servo to achieve precise control of the servo opening.

5. The multi-interface steering control unit according to claim 1, characterized in that: The power supply module is connected to the steering control board and the signal conversion module to provide them with stable DC power support. At the same time, the module has a voltage monitoring function and automatically activates the emergency power supply module when the power supply is abnormal.

6. The multi-interface steering control unit according to claim 5, characterized in that: The emergency power supply module is connected to the control circuit of the proportional valve servo through the emergency power supply interface. In the event of a main power failure, the emergency power supply module can automatically switch the power supply path to provide emergency voltage for the proportional valve and the solenoid valve servo.

7. The multi-interface steering control unit according to claim 1, characterized in that: The control switch on the operation panel is directly connected to the steering control board. When switched to the emergency mode, the steering control board transmits the emergency signal to the emergency power supply module and the control circuit of the steering gear through the control switch to ensure a rapid response to the emergency operation.

8. The multi-interface steering control unit according to claim 1, characterized in that: The indicator lights include a power status indicator light, a CAN communication status indicator light and a steering mode indicator light, which are connected to the status monitoring interface of the steering control panel to display the system's operating status and fault information in real time.

9. The multi-interface steering control unit according to claim 1, characterized in that: The dual CAN bus system in the steering control unit is connected to the two steering control boards through redundant data lines respectively. When one of the data lines is disconnected or the signal fails, the other data line can continue to maintain normal data transmission.

10. The multi-interface steering control unit according to claim 1, characterized in that: The output end of the signal conversion module is connected to the input end of the proportional valve steering gear through an analog signal line to control the size and direction of the hydraulic flow.

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