Ship rudder control device and ship rudder control method

Abstract

To provide a steering control device for a vessel and a steering control method for a vessel capable of suppressing a vessel from continuing navigation in a state of not having a rudder suitably controlled due to an abnormality in a hydraulic system.SOLUTION: A steering control device for a vessel includes: a steering tracking abnormality detection unit for outputting a steering tracking abnormality detection signal indicating a state where a rudder does not follow a command; a hydraulic abnormality detection unit for outputting a hydraulic abnormality detection signal for indicating abnormality of a hydraulic system of a steering device; and an abnormality control unit for stopping the hydraulic system based on the steering tracking abnormality detection signal and the hydraulic abnormality detection signal.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a ship rudder control device and a ship rudder control method. [Background technology]

[0002] Conventionally, there are known techniques for confirming that the rudder of a ship is being appropriately controlled. For example, Patent Document 1 discloses a technique that can confirm whether the rudder is moving at a normal speed in the direction of a steering command by using a rudder angle difference (the absolute value of the difference between a command rudder angle signal and an actual rudder angle signal), a steering speed (the absolute value of the rudder speed), and a steering direction (the direction of the rudder speed). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2002-220094 Summary of the Invention [Problem to be solved by the invention]

[0004] In situations where the rudder is not properly controlled (i.e., the rudder is not moving in the direction of the steering command at the correct speed), there is a concern that the ship may sail in an unexpected direction. Therefore, in such situations, appropriate action is required by the operator or the ship's systems.

[0005] There are several possible reasons why the rudder may not be properly controlled. Examples of these reasons include an abnormality in the signal path from the device that outputs steering commands to the steering gear that operates the rudder, or an abnormality in the hydraulic system of the steering gear. Among these reasons, if the abnormality is due to an electrical abnormality, such as an abnormality in the signal path from the device that outputs steering commands to the steering gear, measures can be taken to stop the rudder immediately by electrically interrupting the signal path from the device that outputs steering commands to the steering gear using a relay circuit or the like. This makes it possible to prevent the ship from sailing in an unexpected direction.

[0006] On the other hand, if the rudder cannot be controlled properly due to an abnormality in the steering gear's hydraulic system, the rudder cannot be stopped immediately even if the signal path from the device that outputs the steering command to the steering gear is electrically cut off. Therefore, in such cases, the ship's operator generally takes manual action (for example, by shutting down the hydraulic system in which the abnormality has occurred). However, in such a situation where an abnormality has occurred in a ship, it may be difficult to take appropriate action due to the operator's confusion, etc. Therefore, there is a need for technology that enables appropriate action in such situations.

[0007] The present invention has been made in consideration of the above-mentioned circumstances, and aims to provide a ship rudder control device and a ship rudder control method that can prevent a ship from continuing to navigate in a state in which the rudder cannot be properly controlled due to an abnormality in the hydraulic system. [Means for solving the problem]

[0008] In order to achieve the above object, the present invention employs, as a first solution means for a marine vessel rudder control device, a means comprising a rudder following abnormality detection unit that outputs a rudder following abnormality detection signal that indicates a state in which the rudder is not following a command, a hydraulic abnormality detection unit that outputs a hydraulic abnormality detection signal that indicates an abnormality in the steering gear hydraulic system, and an abnormality control unit that stops the hydraulic system based on the rudder following abnormality detection signal and the hydraulic abnormality detection signal.

[0009] In the present invention, as a second solution related to a ship rudder control device, in the above-mentioned first solution, the abnormality control unit employs a means for stopping the hydraulic system by stopping a hydraulic pump included in the hydraulic system.

[0010] The present invention employs, as a third solution relating to a vessel rudder control device, a means in which, in the first or second solution, the rudder following abnormality detection unit outputs the rudder following abnormality detection signal at least when the rudder is rotating in the opposite direction to the command direction.

[0011] The present invention employs a fourth solution relating to a ship rudder control device in which any of the first to third solution means described above further comprises a memory unit that stores at least one of the rudder following abnormality detection signal or the hydraulic abnormality detection signal as historical data.

[0012] The present invention adopts a fifth solution relating to a ship rudder control device in which any of the above first to fourth solution means further includes a notification unit that notifies the ship operator of at least one of a state in which the rudder is not following the command or an abnormality in the hydraulic system.

[0013] In addition, the present invention employs a solution relating to a ship rudder control method that includes a first step of detecting a state in which the rudder is not following a command, a second step of detecting an abnormality in the steering gear hydraulic system, and a third step of stopping the hydraulic system based on the detection results of the first and second steps. [Effects of the Invention]

[0014] According to the present invention, it is possible to provide a ship rudder control device and a ship rudder control method that can prevent a ship from continuing to sail in a state in which the rudder cannot be properly controlled due to an abnormality in the hydraulic system. [Brief explanation of the drawings]

[0015] [Figure 1] 1 is a block diagram showing the overall configuration of a steering device A according to a first embodiment of the present invention and the functional configuration of an abnormality control device B provided in the steering device A. FIG. [Figure 2] 10 is a flowchart showing the operation of an abnormality control device B according to the embodiment. [Figure 3] FIG. 10 is a block diagram showing the overall configuration of a steering device A1 and the functional configuration of an abnormality control device B1 according to a second embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0016] Hereinafter, an embodiment of the present invention will be described with reference to the drawings. [First embodiment] First, a steering device A according to a first embodiment of the present invention will be described with reference to Fig. 1. This steering device A is a device for controlling a rudder 1 equipped on a ship, and includes a steering gear 2, an actual rudder angle detection unit 3, an amplifier unit 4, a first switching unit 5, a heading control device 6, a steering wheel 7, a second switching unit 8, an NFU lever 9, a rudder following abnormality detection unit 10, a hydraulic abnormality detection unit 11, and an abnormality control unit 12.

[0017] Here, among the above-mentioned components that make up the steering device A, the rudder following abnormality detection unit 10, hydraulic abnormality detection unit 11, and abnormality control unit 12 constitute an abnormality control device B (marine steering control device) according to the first embodiment, as shown in the figure. The abnormality control device B according to the first embodiment is an additional configuration that is added to the basic configuration that is made up of the rudder 1, steering gear 2, actual rudder angle detection unit 3, amplifier unit 4, first switching unit 5, bow direction control device 6, steering wheel 7, second switching unit 8, and NFU lever 9.

[0018] The rudder 1 is a roughly plate-shaped member located near the stern of the ship, behind the screw (rear when looking from the bow to the stern) which is the propulsion device. The rudder 1 has a rotatable rudder shaft (rotating shaft) that is positioned perpendicular to the bow-stern direction and the beam direction of the ship, and the water current generated behind the screw as the screw rotates is deflected to the starboard or port side depending on the rotation angle (rudder angle) of the rudder 1. This changes the direction of travel of the ship to straight ahead, starboard or port.

[0019] The steering gear 2 is a hydraulic steering gear (hydraulic mechanism) that includes a hydraulic system 13 and rotates the rudder 1 by hydraulic pressure generated by the hydraulic system 13. This steering gear 2 further comprises a hydraulic cylinder and a hydraulic cylinder pin provided in the hydraulic cylinder. The hydraulic cylinder pin is mechanically engaged with the rudder stock of the rudder 1, and is configured so that the rudder 1 rotates via the hydraulic cylinder pin as the position of the hydraulic cylinder moves by hydraulic pressure.

[0020] The actual steering angle detection unit 3 is a mechanical and electrical component that detects the rudder angle of the rudder 1, and is mechanically connected to the rudder stock of the rudder 1 via a connecting mechanism such as a link mechanism, and is electrically connected to the rudder following abnormality detection unit 10 and the amplifier unit 4. This actual steering angle detection unit 3 detects the rudder angle of the rudder 1 as an actual steering angle based on the rotation angle of the rudder stock of the rudder 1, and outputs an actual steering angle signal C1 indicative of the actual steering angle to the rudder following abnormality detection unit 10 and the amplifier unit 4.

[0021] The amplifier unit 4 is a differential amplifier that amplifies and outputs the difference between the two signals. The amplifier unit 4 outputs an FU (follow-up) drive command signal C3, which is a signal obtained by amplifying the difference between the actual steering angle signal C1 and the target steering angle command signal C2 input from the first switch unit 5, to the second switch unit 8.

[0022] The first switching unit 5 is a selection switch that alternatively selects between the target rudder angle command signal C4 input from the bow direction control device 6 and the target rudder angle command signal C5 input from the steering wheel 7. The first switching unit 5 outputs the alternatively selected target rudder angle command signal C4 or target rudder angle command signal C5 to the amplifier unit 4 as the target rudder angle command signal C2.

[0023] The heading control device 6 is a control device that maintains the heading of the ship on a set course set by the ship's operator. This heading control device 6 maintains the heading of the ship on the set course by controlling the rudder angle of the rudder 1. Specifically, a gyrocompass for detecting the current heading is connected to the heading control device 6, and the heading control device 6 calculates the rudder angle (target rudder angle) of the rudder 1 required to align the heading obtained from the gyrocompass with the set course. The heading control device 6 then outputs a signal indicating the target rudder angle calculated based on this calculation to the first switching unit 5 as a target rudder angle command signal C4. In the following explanation, steering using the heading control device 6 will also be referred to as automatic steering.

[0024] The steering wheel 7 is an operating unit that allows the vessel operator to manually set the rudder 1 to a desired steering angle. The steering wheel 7 outputs a signal indicating a target steering angle according to the vessel operator's operation as a target steering angle command signal C5 to the first switching unit 5. Specifically, the steering wheel 7 is provided with a scale that indicates the target steering angle, and when the vessel operator turns the steering wheel 7 to a predetermined scale position, the target steering angle command signal C5 according to that scale position is output to the first switching unit 5. In the following description, steering using the steering wheel 7 will also be referred to as manual steering.

[0025] The second switching unit 8 is a selection switch that alternatively selects between the FU drive command signal C3 input from the amplifier unit 4 and the NFU drive command signal C6 input from the NFU lever 9. This second switching unit 8 outputs the alternatively selected FU drive command signal C3 or NFU drive command signal C6 as a drive command signal C7 to the rudder following abnormality detection unit 10, the hydraulic pressure abnormality detection unit 11, and the hydraulic system 13.

[0026] The NFU lever 9 is an operating unit used by the helmsman when performing non-follow-up (NFU) steering. This NFU lever 9 outputs a signal corresponding to the helmsman's operation as an NFU drive command signal C6 to the second switching unit 8. Specifically, when the helmsman tilts the NFU lever 9 to the right, a command signal to rotate the rudder 1 to the starboard side is output to the second switching unit 8 as the NFU drive command signal C6. On the other hand, when the helmsman tilts the NFU lever 9 to the left, a command signal to rotate the rudder 1 to the port side is output to the second switching unit 8 as the NFU drive command signal C6.

[0027] Here, the non-follow-up (NFU) steering is one of the control modes of the rudder 1, and is a control mode in which the rudder 1 is controlled based on the NFU drive command signal C6, without depending on the FU drive command signal C3 generated by the amplifier unit 4. In other words, in the non-follow-up (NFU) steering, the rudder 1 is controlled regardless of the difference between the target rudder angle and the actual rudder angle.

[0028] In addition to such non-follow-up (NFU) steering, the control mode of the rudder 1 also includes follow-up (FU) steering. This follow-up (FU) steering is a control mode in which the rudder 1 is controlled based on the FU drive command signal C3 generated by the amplifier unit 4. In other words, in follow-up (FU) steering, the rudder 1 is controlled based on the difference between the target rudder angle and the actual rudder angle. Therefore, the above-mentioned second switching unit 8 can be said to be a selection switch that switches between such non-follow-up (NFU) steering and follow-up (FU) steering.

[0029] The rudder tracking abnormality detection unit 10 is electrically connected to the actual steering angle detection unit 3, the second switching unit 8 and the abnormality control unit 12, and detects a tracking abnormality (rudder tracking abnormality) of the rudder 1 based on the actual steering angle signal C1 and the drive command signal C7.

[0030] Specifically, the rudder following abnormality detection unit 10 judges whether or not the rudder 1 follows the drive command signal C7 based on the actual rudder angle signal C1 and the drive command signal C7. If the rudder 1 does not follow the drive command signal C7, the rudder following abnormality detection unit 10 detects a rudder following abnormality.

[0031] For example, the rudder following abnormality detection unit 10 detects a rudder following abnormality (reverse) when the rudder 1 is turned to the port side despite the drive command signal C7 being a command signal to turn the rudder 1 to the starboard side, or when the rudder 1 is turned to the starboard side despite the drive command signal C7 being a command signal to turn the rudder 1 to the port side.Furthermore, for example, the rudder following abnormality detection unit 10 detects a rudder following abnormality (no response) when the rudder 1 is not turning despite the drive command signal C7 being a command signal to turn the rudder 1 to the starboard side or port side.

[0032] Furthermore, for example, if the speed at which the rudder 1 turns is slower than the originally expected speed despite the output of the drive command signal C7, the rudder following abnormality detection unit 10 detects a rudder following abnormality (following delay).When the rudder following abnormality detection unit 10 detects such a rudder following abnormality, it outputs a rudder following abnormality detection signal C8 indicating the rudder following abnormality to the abnormality control unit 12.

[0033] The hydraulic abnormality detection unit 11 is electrically connected to the second switching unit 8, the abnormality control unit 12, and the hydraulic system 13, and detects an abnormality (hydraulic abnormality) in the hydraulic system 13 based on the drive command signal C7 and the hydraulic pressure detection signal C11. Here, the hydraulic pressure detection signal C11 is a signal that indicates the operating state of the hydraulic system 13 and is output from a hydraulic system sensor such as a proximity switch provided in the hydraulic system 13.

[0034] Specifically, the hydraulic abnormality detection unit 11 determines whether the hydraulic system 13 is operating normally in accordance with the drive command signal C7 based on the drive command signal C7 and the hydraulic pressure detection signal C11. If the hydraulic system 13 is not operating normally in accordance with the drive command signal C7, the hydraulic abnormality detection unit 11 detects a hydraulic abnormality.

[0035] For example, the hydraulic abnormality detection unit 11 detects a hydraulic abnormality (reverse) when the hydraulic system 13 operates to turn the rudder 1 to port despite the drive command signal C7 being a command signal to turn the rudder 1 to starboard, or when the hydraulic system 13 operates to turn the rudder 1 to starboard despite the drive command signal C7 being a command signal to turn the rudder 1 to port.Furthermore, for example, the hydraulic abnormality detection unit 11 detects a hydraulic abnormality (no response) when the hydraulic system 13 does not operate to turn the rudder 1 despite the drive command signal C7 being a command signal to turn the rudder 1 to starboard or port.

[0036] Furthermore, for example, if the hydraulic system 13 is unable to generate the hydraulic pressure required to rotate the rudder 1 at the originally expected speed despite the output of the drive command signal C7, the hydraulic pressure abnormality detection unit 11 detects a hydraulic pressure abnormality (insufficient hydraulic pressure). Then, upon detecting a hydraulic pressure abnormality, the hydraulic pressure abnormality detection unit 11 outputs a hydraulic pressure abnormality detection signal C9 indicating the hydraulic pressure abnormality to the abnormality control unit 12.

[0037] The abnormality control unit 12 is electrically connected to the rudder following abnormality detection unit 10, the hydraulic abnormality detection unit 11, and the hydraulic system 13. The abnormality control unit 12 controls the hydraulic system 13 based on the rudder following abnormality detection signal C8 and the hydraulic abnormality detection signal C9. Specifically, when both the rudder following abnormality detection signal C8 and the hydraulic abnormality detection signal C9 are input, the abnormality control unit 12 stops the hydraulic system 13.

[0038] More specifically, when both the rudder following abnormality detection signal C8 and the hydraulic abnormality detection signal C9 are input, the abnormality control unit 12 determines that the rudder 1 is not operating normally in accordance with the drive command signal C7 due to an abnormality occurring in the hydraulic system 13 (that is, the rudder 1 is not being controlled appropriately due to an abnormality in the hydraulic system 13).The abnormality control unit 12 then generates a hydraulic system stop signal C10 to stop the hydraulic system 13, and outputs the hydraulic system stop signal C10 to the hydraulic system 13.

[0039] The above-mentioned rudder following abnormality detection unit 10, hydraulic abnormality detection unit 11 and abnormality control unit 12 are configured by, for example, analog circuits. Note that the rudder following abnormality detection unit 10, hydraulic abnormality detection unit 11 and abnormality control unit 12 are not limited to being configured by analog circuits, and may be configured by digital circuits, control programs (software resources), etc.

[0040] The hydraulic system 13 is one of the systems that make up the steering gear 2, and controls the hydraulic pressure of the steering gear 2 based on the drive command signal C7. The hydraulic system 13 includes at least a hydraulic pump that generates pressurized oil, an electric motor that drives the hydraulic pump, an oil passage that connects the hydraulic pump and the hydraulic cylinder of the steering gear 2, a directional changeover valve (solenoid valve) provided in the oil passage, and a hydraulic system sensor such as a proximity switch that detects the operating state of the directional changeover valve.

[0041] In such a hydraulic system 13, the oil passage from the hydraulic pump to the hydraulic cylinder is switched by controlling the directional changeover valve (solenoid valve), thereby determining the direction and amount of movement of the hydraulic cylinder, and thus the direction and amount of rotation of the rudder 1. Note that hereinafter, the directional changeover valve (solenoid valve) is also referred to as the actuator.

[0042] Moreover, the hydraulic system 13 outputs the detection signal of the hydraulic system sensor described above (that is, a signal indicating the operating state of the hydraulic system 13) to the hydraulic abnormality detection unit 11 as a hydraulic pressure detection signal C11.

[0043] Next, the operation of the abnormality control device B according to the first embodiment will be described in detail with reference to the flowchart of Fig. 2. The operation of this abnormality control device B shows the control method (marine rudder control method) according to the first embodiment.

[0044] First, the control operation of the rudder 1 in the steering device A will be described. In the steering device A, the helmsman switches between non-follow-up (NFU) steering and follow-up (FU) steering. For example, when the helmsman selects non-follow-up (NFU) steering, the second switching unit 8 is switched to the NFU lever 9 side, and the NFU drive command signal C6 is output from the second switching unit 8 as a drive command signal C7. The drive command signal C7 output from the second switching unit 8 is input to the hydraulic system 13, and the hydraulic system 13 controls the actuator based on the drive command signal C7, thereby switching the oil path from the hydraulic pump to the hydraulic cylinder. As a result, the movement direction and movement amount of the hydraulic cylinder are determined, and the rotation direction and rotation amount of the rudder 1 are determined.

[0045] On the other hand, if the helmsman selects follow-up (FU) steering, the second switching unit 8 is switched to the amplifier unit 4 side. Here, in the steering device A, if the helmsman selects follow-up (FU) steering, the helmsman can further switch between automatic steering and manual steering. That is, if the helmsman selects automatic steering, the first switching unit 5 is switched to the heading control device 6 side, and the target rudder angle command signal C4 is output from the first switching unit 5 as the target rudder angle command signal C2. On the other hand, if the helmsman selects manual steering, the first switching unit 5 is switched to the steering wheel 7 side, and the target rudder angle command signal C5 is output from the first switching unit 5 as the target rudder angle command signal C2.

[0046] The target rudder angle command signal C2 (target rudder angle command signal C4 or target rudder angle command signal C5) output from the first switching unit 5 is input to the amplifier unit 4, which calculates the difference between the actual rudder angle signal C1 output from the actual rudder angle detection unit 3 and the target rudder angle command signal C2. The amplifier unit 4 then outputs an FU drive command signal C3, which is a signal obtained by amplifying this difference, to the second switching unit 8. As a result, the FU drive command signal C3 is output from the second switching unit 8 as a drive command signal C7. The drive command signal C7 output from the second switching unit 8 is input to the hydraulic system 13, which controls the actuator based on the drive command signal C7 to switch the oil path from the hydraulic pump to the hydraulic cylinder. As a result, the movement direction and movement amount of the hydraulic cylinder are determined, and the rotation direction and rotation amount of the rudder 1 are also determined.

[0047] In this way, in the steering device A, regardless of whether non-follow-up (NFU) steering or follow-up (FU) steering is selected, the direction and amount of rotation of the rudder 1 are determined based on the drive command signal C7 input to the hydraulic system 13. By controlling the rudder 1 in this way, the ship sails while setting its course in any direction.

[0048] With the ship in such a sailing state, the abnormality control device B monitors whether or not a rudder following abnormality and a hydraulic abnormality have been detected. Specifically, the rudder following abnormality detection unit 10 determines whether or not the rudder 1 is following the drive command signal C7 based on the actual rudder angle signal C1 and the drive command signal C7. If the rudder 1 is not following the drive command signal C7, the rudder following abnormality detection unit 10 detects a rudder following abnormality and outputs a rudder following abnormality detection signal C8 to the abnormality control unit 12 (step S1: first process).

[0049] The hydraulic abnormality detection unit 11 determines whether the hydraulic system 13 is operating normally in accordance with the drive command signal C7 based on the drive command signal C7 and the hydraulic pressure detection signal C11. If the hydraulic system 13 is not operating normally in accordance with the drive command signal C7, the hydraulic abnormality detection unit 11 detects a hydraulic abnormality and outputs a hydraulic pressure abnormality detection signal C9 to the abnormality control unit 12 (step S2: second process).

[0050] Then, when both the rudder following abnormality detection signal C8 and the hydraulic abnormality detection signal C9 are input, the abnormality control unit 12 determines that the rudder 1 is not being controlled appropriately due to an abnormality in the hydraulic system 13, and generates and outputs a hydraulic system stop signal C10 to the hydraulic system 13. As a result, the hydraulic system 13 stops, and the supply of pressure oil to the hydraulic cylinder of the steering gear 2 stops (step S3: third process). This causes the rudder 1 to stop.

[0051] Here, when the hydraulic system stop signal C10 is input from the abnormality control unit 12, the hydraulic system 13 stops the supply of pressure oil to the hydraulic cylinder, for example, by stopping the hydraulic pump. Note that the means for stopping the supply of pressure oil to the hydraulic cylinder is not limited to stopping the hydraulic pump, and may be, for example, by shutting off a pressure oil shutoff valve provided in the oil passage.

[0052] According to the first embodiment, it is possible to stop the rudder 1 without intervention of the vessel operator when the rudder 1 is not being properly controlled due to an abnormality in the hydraulic system 13. In other words, according to the first embodiment, it is possible to prevent the vessel from continuing to sail in a state in which the rudder 1 cannot be properly controlled due to an abnormality in the hydraulic system 13.

[0053] Furthermore, according to the first embodiment, even if a hydraulic abnormality is erroneously detected due to an abnormality in the hydraulic system sensor, the rudder 1 is properly controlled so that a rudder tracking abnormality is not detected. In other words, there is also the effect that the rudder 1 is not stopped unnecessarily.

[0054] Second Embodiment Next, a steering device A1 according to a second embodiment of the present invention will be described with reference to Fig. 3. This steering device A1 is a device that controls a rudder 1 equipped on a ship, and as shown in Fig. 3, it includes a steering gear 2A, an actual rudder angle detection unit 3, an amplifier unit 4, a first switching unit 5, a heading control device 6, a steering wheel 7, a second switching unit 8, an NFU lever 9, a rudder following abnormality detection unit 10, a hydraulic abnormality detection unit 11A, an abnormality control unit 12A, a memory unit 14, and a notification unit 15.

[0055] The steering gear 2A differs from the steering gear 2 of the first embodiment in that it includes two hydraulic systems 13A, 13B. Each of the two hydraulic systems 13A, 13B has the ability to rotate the rudder 1 independently, and controls the hydraulic pressure of the steering gear 2A based on a drive command signal C7. In the steering gear 2A, when one hydraulic system 13A is operating, the other hydraulic system 13B is inactive, and the hydraulic pressure of the steering gear 2A is controlled by the hydraulic system 13A.

[0056] These two hydraulic systems 13A, 13B are each electrically connected to the hydraulic abnormality detection unit 11A. One hydraulic system 13A outputs a hydraulic pressure detection signal C11a indicating its own operating state to the hydraulic abnormality detection unit 11A, and the other hydraulic system 13B outputs a hydraulic pressure detection signal C11b indicating its own operating state to the hydraulic abnormality detection unit 11A.

[0057] The abnormality control device B1 (marine rudder control device) according to the second embodiment comprises a rudder following abnormality detection unit 10, a hydraulic abnormality detection unit 11A, an abnormality control unit 12A, a memory unit 14, and a notification unit 15. The abnormality control device B1 according to the second embodiment is an additional configuration that is added to the basic configuration that is made up of the rudder 1, the steering gear 2A, the actual rudder angle detection unit 3, the amplifier unit 4, the first switching unit 5, the bow direction control device 6, the steering wheel 7, the second switching unit 8, and the NFU lever 9.

[0058] The hydraulic abnormality detection unit 11A is electrically connected to the second switching unit 8, the abnormality control unit 12A, and the two hydraulic systems 13A, 13B, and detects hydraulic abnormalities in the operating hydraulic systems 13A, 13B based on the drive command signal C7 and the hydraulic pressure detection signals C11a, C11b. Here, the hydraulic pressure detection signals C11a, C11b are signals that indicate the operating states of the hydraulic systems 13A, 13B and are output from hydraulic system sensors provided in the hydraulic systems 13A, 13B, respectively.

[0059] When the hydraulic abnormality detection unit 11A detects a hydraulic abnormality in the operating hydraulic systems 13A, 13B, it outputs a hydraulic abnormality detection signal C9a indicating the hydraulic abnormality in the operating hydraulic systems 13A, 13B to the abnormality control unit 12A.

[0060] The abnormality control unit 12A is electrically connected to the rudder following abnormality detection unit 10, the hydraulic pressure abnormality detection unit 11A, and the two hydraulic systems 13A, 13B. This abnormality control unit 12A controls the two hydraulic systems 13A, 13B based on the rudder following abnormality detection signal C8 and the hydraulic pressure abnormality detection signal C9a. Specifically, when both the rudder following abnormality detection signal C8 and the hydraulic pressure abnormality detection signal C9a are input, this abnormality control unit 12A stops the hydraulic system in operation (for example, hydraulic system 13A) and starts the hydraulic system that is out of service (for example, hydraulic system 13B).

[0061] More specifically, when both the rudder following abnormality detection signal C8 and the hydraulic abnormality detection signal C9a are input, the abnormality control unit 12A determines that the rudder 1 is not operating normally in accordance with the drive command signal C7 due to an abnormality occurring in the hydraulic system in operation (for example, the hydraulic system 13A) (that is, the rudder 1 is not being controlled appropriately due to an abnormality in the hydraulic system in operation).The abnormality control unit 12A, having made such a determination, generates a hydraulic system control signal C10a that stops the operation of the hydraulic system in operation (for example, the hydraulic system 13A) and starts up a hydraulic system that is out of service (for example, the hydraulic system 13B), and outputs the hydraulic system control signal C10a to the hydraulic systems 13A and 13B.

[0062] In addition, this abnormality control unit 12A is electrically connected to the memory unit 14 and the notification unit 15, and bypasses the rudder following abnormality detection signal C8 input from the rudder following abnormality detection unit 10 and the hydraulic abnormality detection signal C9a input from the hydraulic abnormality detection unit 11A and outputs them to the memory unit 14 and the notification unit 15.

[0063] The memory unit 14 stores the detection of at least one of the rudder tracking abnormality and the hydraulic abnormality as history data with a time stamp based on the rudder tracking abnormality detection signal C8 and the hydraulic abnormality detection signal C9a input from the abnormality control unit 12A. The memory unit 14 is configured to include, for example, various non-volatile or volatile memories, storages, etc.

[0064] Specifically, when the rudder following abnormality detection signal C8 is input, the storage unit 14 stores the detection of the rudder following abnormality together with a time stamp. Also, when the hydraulic pressure abnormality detection signal C9a is input, the storage unit 14 stores the detection of the hydraulic pressure abnormality together with a time stamp.

[0065] The notification unit 15 notifies the vessel operator of the detection of at least one of a rudder tracking abnormality and a hydraulic abnormality based on the rudder tracking abnormality detection signal C8 and the hydraulic abnormality detection signal C9a input from the abnormality control unit 12A. The notification unit 15 includes, for example, a buzzer, a display device, etc.

[0066] Specifically, when the rudder following abnormality detection signal C8 is input, the notification unit 15 notifies the vessel operator of the detection of the rudder following abnormality. Also, when the hydraulic pressure abnormality detection signal C9a is input, the notification unit 15 notifies the vessel operator of the detection of the hydraulic pressure abnormality.

[0067] In addition, when both the rudder following abnormality detection signal C8 and the hydraulic abnormality detection signal C9a are input, instead of notifying the helmsman of the detection of the rudder following abnormality and the hydraulic abnormality individually, the notification unit 15 can also notify the helmsman that the rudder 1 is not being properly controlled due to an abnormality in the hydraulic system.

[0068] Such an abnormality control device B1 operates, for example, as follows. For example, when one hydraulic system 13A is in operation and the other hydraulic system 13B is at rest, if the rudder following abnormality detection signal C8 is input from the rudder following abnormality detection unit 10 and the hydraulic abnormality detection signal C9a is input from the hydraulic abnormality detection unit 11A, the abnormality control unit 12A determines that the rudder 1 is not being controlled appropriately due to an abnormality in the hydraulic system 13A. Then, the abnormality control unit 12A generates a hydraulic system control signal C10a that stops the operation of the hydraulic system 13A that is in operation and starts the hydraulic system 13B that is at rest, and outputs it to the hydraulic systems 13A and 13B.

[0069] As a result, the operation of the hydraulic system 13A stops and the hydraulic system 13B starts up. That is, in the steering gear 2A, the hydraulic pressure is controlled by the hydraulic system 13B instead of the hydraulic system 13A in which an abnormality has occurred. Therefore, even if an abnormality occurs in one of the hydraulic systems 13A, the control of the rudder 1 continues.

[0070] At this time, the rudder following abnormality detection signal C8 output from the rudder following abnormality detection unit 10 and the hydraulic abnormality detection signal C9a output from the hydraulic abnormality detection unit 11A are input to the memory unit 14 and the notification unit 15 via the abnormality control unit 12A. As a result, the detection of the rudder following abnormality and hydraulic abnormality is stored in the memory unit 14 together with a time stamp, and the detection of the rudder following abnormality and hydraulic abnormality is notified to the vessel operator.

[0071] According to the second embodiment, when the rudder 1 is not being controlled properly due to an abnormality in the operating hydraulic system, the operating hydraulic system is automatically stopped and the idle hydraulic system is started, thereby making it possible to continue to control the rudder 1. In other words, according to the second embodiment, it is possible to prevent the ship from continuing to navigate in a state in which the rudder 1 cannot be controlled properly due to an abnormality in the hydraulic system.

[0072] Furthermore, according to the second embodiment, when a rudder following abnormality is detected, the detection of the rudder following abnormality is stored as history data together with a time stamp in the storage unit 14, and when a hydraulic abnormality is detected, the detection of the hydraulic abnormality is stored as history data together with a time stamp in the storage unit 14. This history data is used to identify the cause of the abnormality in the steering device A1.

[0073] For example, if the memory unit 14 stores the detection of a rudder following abnormality but not the detection of a hydraulic abnormality, it can be determined that the rudder following abnormality has occurred in the ship due to a factor other than an abnormality in the hydraulic system. Also, if the memory unit 14 stores the detection of a rudder following abnormality but not the detection of a hydraulic abnormality, it can be determined that an abnormality has occurred in the hydraulic system sensor in the ship. Also, if the memory unit 14 stores the detection of a rudder following abnormality and the detection of a hydraulic abnormality, it can be determined that the rudder following abnormality has occurred in the ship due to an abnormality in the hydraulic system.

[0074] As described above, according to the second embodiment, it is easy to identify the cause of an abnormality in the steering device A1. This makes it possible to take appropriate measures at an early stage when an abnormality occurs in the steering device A1. Therefore, it is possible to more reliably prevent the ship from continuing to navigate in a state where the rudder cannot be appropriately controlled due to an abnormality in the hydraulic system.

[0075] Furthermore, according to the second embodiment, when a rudder following abnormality is detected, the notification unit 15 notifies the vessel operator of the detection of the rudder following abnormality, and when a hydraulic abnormality is detected, the notification unit 15 notifies the vessel operator of the detection of the hydraulic abnormality. This allows the vessel operator to quickly recognize the state of the steering device A1.

[0076] For example, if a notification of the detection of a rudder following abnormality is received but a notification of the detection of a hydraulic pressure abnormality is not received, the ship's operator can recognize that the rudder following abnormality has occurred due to a factor other than a hydraulic system abnormality. Also, if a notification of the detection of a rudder following abnormality is received but a hydraulic pressure abnormality is not received, the ship's operator can recognize that a hydraulic system sensor abnormality has occurred. Also, if a notification of the detection of a rudder following abnormality and a hydraulic pressure abnormality is received, the ship's operator can recognize that the rudder following abnormality has occurred due to a hydraulic system abnormality.

[0077] As described above, according to the second embodiment, the vessel operator can quickly recognize the state of the steering device A1. This allows appropriate measures to be taken at an early stage when an abnormality occurs in the steering device A1. Therefore, it is possible to more reliably prevent the vessel from continuing to navigate in a state where the rudder cannot be appropriately controlled due to an abnormality in the hydraulic system.

[0078] According to the second embodiment, when both a rudder tracking abnormality and a hydraulic pressure abnormality are detected, instead of notifying the helmsman of the detection of the rudder tracking abnormality and the detection of the hydraulic pressure abnormality separately, it is also possible to set the helmsman to be notified that the rudder 1 is not being controlled appropriately due to an abnormality in the hydraulic system, thereby enabling the helmsman to more quickly recognize the state of the steering device A1.

[0079] The present invention is not limited to the above-described embodiment, and the following modifications are possible. (1) In the above embodiment, the rudder following abnormality detection unit 10 outputs the rudder following abnormality detection signal C8 when it detects a rudder following abnormality (reverse movement), a rudder following abnormality (no response), or a rudder following abnormality (following delay), but the present invention is not limited to this. The rudder following abnormality detection unit 10 may output the rudder following abnormality detection signal C8 only when it detects one or two of the rudder following abnormality (reverse movement), the rudder following abnormality (no response), or the rudder following abnormality (following delay).

[0080] For example, the rudder following abnormality detection unit 10 may output the rudder following abnormality detection signal C8 only when a rudder following abnormality (reverse) is detected. That is, in the above embodiment, when a rudder following abnormality (no response) is detected, the rudder 1 is not rotating, so there is relatively little need to stop the hydraulic systems 13, 13A, 13B. Also, in the above embodiment, when a rudder following abnormality (following delay) is detected, although the speed at which the rudder 1 turns is slower than the originally expected speed, the rudder 1 itself is turning, so there is little need to stop the rudder 1 by stopping the hydraulic systems 13, 13A, 13B. On the other hand, in the situation when a rudder following abnormality (reverse) is detected, the rudder 1 turns in a direction different from the intention of the vessel, making it difficult to predict the traveling direction of the vessel, so there is a strong need to stop the rudder 1 by stopping the hydraulic systems 13, 13A, 13B.

[0081] According to this modification, it is possible to stop the hydraulic systems 13, 13A, 13B in response to the need to stop the rudder 1. In other words, according to this modification, it is possible to prevent the hydraulic systems 13, 13A, 13B from being stopped in unnecessary and non-urgent situations, and to prevent the ship from continuing to navigate in a state in which the rudder cannot be appropriately controlled due to an abnormality in the hydraulic systems 13, 13A, 13B.

[0082] (2) In the above embodiment, the hydraulic abnormality detection unit 11, 11A outputs the hydraulic abnormality detection signal C9, C9a when it detects a hydraulic abnormality (reverse travel), a hydraulic abnormality (no response), or a hydraulic abnormality (insufficient hydraulic pressure). However, the present invention is not limited to this. The hydraulic abnormality detection unit 11, 11A may output the steering tracking abnormality detection signal C8 only when it detects one or two of the hydraulic abnormality (reverse travel), hydraulic abnormality (no response), or hydraulic abnormality (insufficient hydraulic pressure).

[0083] For example, the hydraulic abnormality detection units 11, 11A may output the hydraulic abnormality detection signals C9, C9a only when a hydraulic abnormality (reverse) is detected. That is, in the above embodiment, when a hydraulic abnormality (no response) is detected, the rudder 1 is not rotating, so there is relatively little need to stop the hydraulic systems 13, 13A, 13B. Also, in the above embodiment, when a hydraulic abnormality (insufficient hydraulic pressure) is detected, although the speed at which the rudder 1 rotates is slower than the originally expected speed, the rudder 1 itself is rotating, so there is little need to stop the hydraulic systems 13, 13A, 13B to stop the rudder 1. On the other hand, when a hydraulic abnormality (reverse) is detected, the rudder 1 rotates in a direction different from the operator's intention, making it difficult to predict the direction of travel of the vessel, so there is a strong need to stop the rudder 1 by stopping the hydraulic systems 13, 13A, 13B.

[0084] According to this modification, it is possible to stop the hydraulic systems 13, 13A, 13B in response to the need to stop the rudder 1. In other words, according to this modification, it is possible to prevent the hydraulic systems 13, 13A, 13B from being stopped in unnecessary and non-urgent situations, and to prevent the ship from continuing to navigate in a state in which the rudder cannot be appropriately controlled due to an abnormality in the hydraulic system.

[0085] (3) In the above embodiment, the hydraulic system 13 is stopped when both a rudder tracking abnormality and a hydraulic pressure abnormality are detected regardless of whether follow-up (FU) steering or non-follow-up (NFU) steering is selected, but the present invention is not limited to this. For example, the hydraulic system 13 may be stopped based on the detection of a rudder tracking abnormality and a hydraulic pressure abnormality only when follow-up (FU) steering is selected, and may be stopped based only on the detection of a hydraulic pressure abnormality when non-follow-up (NFU) steering is selected.

[0086] Generally, non-follow-up (NFU) steering is selected in an emergency when follow-up (FU) steering cannot be used. Therefore, when non-follow-up (NFU) steering is selected, it is necessary to deal with an abnormality in the steering device A, A1 as early as possible. However, when a rudder tracking abnormality occurs due to a hydraulic abnormality, it takes a certain amount of time from the occurrence of the hydraulic abnormality until the rudder tracking abnormality is detected. In other words, it takes a longer time to detect a rudder tracking abnormality compared to detecting a hydraulic abnormality.

[0087] According to this modified example, when non-follow-up (NFU) steering is selected, it is possible to stop the hydraulic system 13 more quickly when a hydraulic abnormality is detected, and when follow-up (FU) steering is selected, it is possible to prevent the ship from continuing to sail in a state where the rudder cannot be properly controlled due to an abnormality in the hydraulic system.

[0088] (4) In the above embodiment, the actual steering angle signal C1 and the oil pressure detection signals C11, C11a, C11b are each a single signal, but the present invention is not limited to this. For example, by providing a plurality of actual steering angle detectors 3 and oil pressure detectors 11, 11A, the actual steering angle signal C1 and the oil pressure detection signals C11, C11a, C11b may be multiple. This improves the redundancy of the actual steering angle signal C1 and the oil pressure detection signals C11, C11a, C11b.

[0089] (5) In the second embodiment, the notification unit 15 notifies the vessel operator of the detection of at least one of a rudder tracking abnormality and a hydraulic abnormality, but the present invention is not limited to this. For example, in addition to notifying the vessel operator that an abnormality has been detected, the vessel operator may also be notified of how to deal with the abnormality.

[0090] Specifically, the notification unit 15 pre-stores information on how to deal with each of the following cases: when only a rudder following abnormality is detected, when only a hydraulic abnormality is detected, and when both a rudder following abnormality and a hydraulic abnormality are detected. When each of these abnormalities is detected, the notification unit 15 reads out the pre-stored information on how to deal with each abnormality and notifies the vessel operator.

[0091] According to this modification, the vessel operator can more quickly and accurately take measures in response to each abnormality detected in the steering device A1, and therefore it is possible to more reliably prevent the vessel from continuing to navigate in a state where the rudder 1 cannot be appropriately controlled due to an abnormality in the hydraulic systems 13A, 13B.

[0092] (6) In the above description, the storage unit 14 and the notification unit 15 are provided only in the abnormality control device B1 according to the second embodiment, but the present invention is not limited to this. That is, the storage unit 14 and the notification unit 15 may also be provided in the abnormality control device B according to the first embodiment.

[0093] (7) In the above embodiments, the oil passage from the hydraulic pump to the hydraulic cylinder is switched by the directional control valve (solenoid valve) provided in the hydraulic system 13, 13A, 13B, but the present invention is not limited to this. For example, if the hydraulic pump is configured as a bent-axis pump, the oil passage from the hydraulic pump to the hydraulic cylinder may be switched by changing the tilt angle of the bent axis of the bent-axis pump.

[0094] (8) In the second embodiment, when one hydraulic system 13A is in operation, the other hydraulic system 13B is in a stopped state, but the present invention is not limited to this. The two hydraulic systems 13A and 13B included in the steering gear 2A may be configured to be able to operate simultaneously.

[0095] According to this modification, if it is determined that the rudder 1 is not being controlled appropriately due to an abnormality in one hydraulic system 13A, the operation of the hydraulic system 13A is stopped, but the other hydraulic system 13B that was in operation continues to control the rudder 1. Therefore, it is possible to prevent the ship from continuing to sail in a state in which the rudder cannot be controlled appropriately due to an abnormality in the hydraulic system 13A.

[0096] (9) In the second embodiment, the rudder following abnormality detection signal C8 output from the rudder following abnormality detection unit 10 and the hydraulic pressure abnormality detection signal C9a output from the hydraulic pressure abnormality detection unit 11A are input to the memory unit 14 and the notification unit 15 via the abnormality control unit 12A, but the present invention is not limited to this. The rudder following abnormality detection signal C8 and the hydraulic pressure abnormality detection signal C9a may be input directly to the memory unit 14 and the notification unit 15 from the rudder following abnormality detection unit 10 and the hydraulic pressure abnormality detection unit 11A. [Explanation of symbols]

[0097] A,A1 Steering device B, B1 Abnormal control device 1 Rudder 2,2A steering gear 3 Actual steering angle detection unit 4 Amplifier Unit 5 First switching section 6 Heading control device 7 Steering Wheel 8 Second switching section 9 NFU Lever 10 Rudder tracking abnormality detection unit 11, 11A Oil pressure abnormality detection unit 12,12A Abnormal control section 13, 13A, 13B Hydraulic system 14 Storage section 15 Notification Department

Claims

1. a rudder following abnormality detection unit that outputs a rudder following abnormality detection signal indicating a state in which the rudder is not following a command; a hydraulic abnormality detection unit that generates a hydraulic abnormality detection signal that indicates an abnormality in the hydraulic system of the steering gear; and an abnormality control unit that stops the hydraulic system based on the rudder following abnormality detection signal and the hydraulic abnormality detection signal, the abnormality control unit stops the hydraulic system based on the rudder following abnormality detection signal and the hydraulic pressure abnormality detection signal only when follow-up steering is selected as the control mode, and stops the hydraulic system based only on the hydraulic pressure abnormality detection signal when non-follow-up steering is selected as the control mode.

2. 2. The marine vessel rudder control device according to claim 1, wherein the abnormality control unit stops the hydraulic system by stopping a hydraulic pump included in the hydraulic system.

3. 3. A marine vessel rudder control device according to claim 1, wherein the rudder tracking abnormality detection unit outputs the rudder tracking abnormality detection signal at least when the rudder is rotating in the opposite direction to the command direction.

4. 4. A marine vessel rudder control device according to claim 1, further comprising a storage unit that stores at least one of the rudder following abnormality detection signal and the hydraulic pressure abnormality detection signal as history data.

5. A marine vessel rudder control device according to any one of claims 1 to 4, further comprising a notification unit that notifies the vessel operator of at least one of a state in which the rudder is not following the command or an abnormality in the hydraulic system.

6. a first step of detecting a state in which the rudder is not following a command; a second step of detecting an abnormality in the steering gear hydraulic system; a third step of stopping the hydraulic system based on the detection results of the first step and the second step, a third step of stopping the hydraulic system based on the rudder following abnormality detection signal and the hydraulic pressure abnormality detection signal only when follow-up steering is selected as the control mode, and a third step of stopping the hydraulic system based only on the hydraulic pressure abnormality detection signal when non-follow-up steering is selected as the control mode.

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