JP6278849B2 - Ship automatic steering system - Google Patents

Description

  The present invention relates to a marine vessel automatic steering apparatus for a route control system.

  An automatic marine vessel steering system includes an azimuth control system (HCS) that controls a steering angle and follows a heading azimuth to a reference azimuth, and a navigation control system that controls the rudder angle and follows a hull position on a planned route. (TCS: Track Control System).

  When the navigation is carried out by the azimuth control system, it is necessary to repeatedly change the course in order to cause the hull to follow the route due to the action of disturbance components such as tidal currents that cause the hull to leave the route. Moreover, by repeating such a course change, the mileage is increased as a result, and therefore, the realization of energy saving, cost saving, and time reduction in operation is hindered.

  On the other hand, the navigation control system that can reduce the cost of operation compared to the azimuth control system is a navigation sensor such as a compass, a GNSS sensor that detects a hull position from a satellite positioning system (GNSS), and a log speedometer. Applies to relatively large ships equipped. In addition, since the demand for energy-saving voyages is increasing, even small or medium-sized ships are required to be operated by a route control system.

  In addition, as a technology related to the route control system, the state estimator is divided into a direction control system estimator based on the direction error system and a route control system estimator based on the route error system, An automatic steering device for a ship that estimates a state quantity and an estimated tidal current vector of a channel error system in a channel control system estimator is known (see Patent Document 1).

JP 2009-248896 A

  However, compass and GNSS sensors are standard equipment among the navigation sensors required for the route control system in medium-sized or small-sized ships, but it is necessary to process the bottom of the log speedometer for installation. Because there is a cost that does not match the size of the hull to equip it, it is not necessarily equipped. In other words, there is a problem that a ship not equipped with a log speedometer cannot be operated by a route control system.

  Embodiments of the present invention have been made to solve the above-described problems, and an object of the present invention is to provide a marine vessel automatic steering apparatus that can realize route control without using a log speedometer. .

で表され、前記積分ゲインを除く前記航路制御ループは３次式であり、前記方位制御ループは２次式であり、前記航路ゲインは、前記航路ゲインの減衰係数をζ _t 、前記方位制御ループの２次系の減衰係数をζ _h として、ζ _t ＝ζ _h を用いて算出されることを特徴とする。 In order to solve the above-described problem, the marine vessel automatic steering apparatus according to the present embodiment includes a trajectory planning unit that outputs a reference orientation and a reference position of a hull, and the orientation and position of the hull from the orientation and position of the hull detected by a sensor. And a feedback control unit that outputs a command steering angle so as to follow the reference azimuth and the reference position, wherein the feedback control unit includes an azimuth control system feedback that constitutes an azimuth control loop. A gain control device and a route control system feedback gain device constituting a route control loop including the direction control loop, wherein the route control system feedback gain device has s as a Laplace operator, K _t as a route gain, and _Ki as As integral gain,

The route control loop excluding the integral gain is a cubic equation, the azimuth control loop is a quadratic equation, and the lane gain is the azimuth control loop with a damping coefficient ζ _t . as secondary system of a damping coefficient zeta _h, characterized in that it is calculated using the ζ _t = ζ _h.

  According to the embodiment of the present invention, route control can be realized without using a log speedometer.

It is the block diagram of the ship automatic steering device and the whole control object. It is a block diagram which shows the structure of a feedback control part. It is a block diagram which shows the detailed structure of a feedback control part. It is a figure which shows the coordinate system used with a route control system. It is a block diagram which shows an azimuth | direction control loop and a route control loop. It is a graph showing a root locus of a cubic equation for route gain K _t. It is a graph which shows the characteristic root of attenuation coefficient (zeta) _t . It is a graph which shows the root locus of an integral characteristic. It is a figure which shows the simulation result at the time of not having tidal current correction and without integration operation. It is a figure which shows the simulation result at the time of not having tidal current correction and having integration operation. It is a figure which shows the simulation result at the time of making a tidal current correction and no integration operation. It is a figure which shows the simulation result at the time of carrying out tidal current correction and integration operation.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, each symbol is defined as a variable, modification, and subscript as shown in the following table.

1. First, a system including a boat automatic steering apparatus according to the present invention will be described. FIG. 1 is an overall block diagram of a marine vessel automatic steering apparatus and an object to be controlled. FIG. 2 is a block diagram illustrating a configuration of the feedback control unit. FIG. 3 is a block diagram illustrating a detailed configuration of the feedback control unit.

As shown in FIG. 1, the marine vessel automatic steering device 1 is a device that controls the rudder to track the hull position on the planned route, and includes a trajectory plan unit 11, a trajectory route error calculation unit 12, a feedback control unit 13, The adder 14 and an identifier (not shown) for identifying each parameter are provided. The planned route is input from the guidance system 2 to the trajectory planning unit 11, and the trajectory planning unit 11 outputs a reference signal such as the reference direction ψ _R and the reference positions x _R and y _R and a feedforward steering angle δ _FF during the course change. The

  The sensors 4 of the hull 3 include a gyro compass that detects the heading ψ of the hull 3 and a GNSS sensor that detects a hull position (x, y) from a satellite positioning system (GNSS) such as GPS.

Detection signals from the sensors 4 such as the heading azimuth ψ and the hull position (x, y) are input to the orbital route error calculation unit 12, and the orbital channel error calculation unit 12 receives the reference azimuth ψ _R and the reference position x _R. , Y _R and the detection signal are compared, and an azimuth error ψ _e , a channel error x _e , y _{e and the} like are output.

The closed loop system of the marine vessel automatic steering apparatus 1 includes a control target including a hull model and a disturbance model, and a feedback control unit 13. As shown in FIG. 2, the feedback control unit 13 includes an estimator 131 and a control system feedback gain unit 132. The estimator 131 receives the heading error ψ _e and the route errors x _e and y _e from the orbital route error calculation unit 12.

As shown in FIG. 3, the estimator 131 includes an azimuth control system estimator 131A and a route control system estimator 131B. The azimuth control system estimator 131A estimates the azimuth error and outputs an estimated value of the state quantity related to the azimuth such as the estimated azimuth error ψ _e ^ from which the disturbance is removed and the estimated turning angle error r ^. The route control system estimator 131B outputs an estimated value of the state quantity related to the route, such as the estimated route error y _e ^ in the lateral direction.

The control system feedback gain unit 132 includes a direction control system feedback gain unit 132A and a route control system feedback gain unit 132B. The azimuth control system feedback gain unit 132A multiplies the estimated azimuth error ψ _e ^ and the estimated turning angle error r ^ by a azimuth control gain as a feedback gain. The route control system feedback gain unit 132B multiplies the estimated route error y _e ^ by a route control gain as a feedback gain. Azimuth control system feedback gain units 132A and route control system feedback gain device 132B according to the result summed with a feedback steering angle [delta] _FB is output.

Steering engine of the hull 3, to move the steering angle that is proportional to the command steering angle [delta] _C by marine autopilot 1 having the configuration described above, the hull 3, results in turning angular velocity by the steering angle, orientation, position changes . Along with the generation of the turning angular velocity, a skew angle (lateral velocity) is generated.

2. Formulation 2.1 Coordinate System Here, the route coordinate system will be described. FIG. 4 is a diagram showing a coordinate system used in the route control system.

As shown in FIG. 4, the coordinate system used in route control system, ground coordinate system (local horizontal coordinate system) O-XY and body coordinate system consists G-X _B Y _B, both right-handed three-axis orthogonal coordinate It is a system. In the coordinate system, the Z-axis is positive in the direction of gravity, and the rotation polarity is positive in the right-hand screw direction. Since the coordinate system uses two dimensions, the X axis and the Y axis, the Z axis is omitted in FIG. Further, the ground coordinate system X-axis is taken up north, the body coordinate system taking the X _B axis heading. Further, in FIG. 4, u is surge velocity, v is sway velocity, r is the turning angular velocity, [psi is _heading, u x, _{v y} is to water velocity, beta denotes the oblique Wataru angle.

2.2 Hull model and control system Next, the hull model and control system will be described. FIG. 5 is a block diagram showing an azimuth control loop and a route control loop.

As shown in FIG. 5, in the control system using the marine vessel automatic steering apparatus 1 described above, the route control loop has a configuration including an azimuth control loop. In FIG. 5, for simplicity, it is denoted by the reference azimuth [psi _R configuration route y _R to zero. The hull model is defined as

ここで、Ｋ_ｒ：旋回力ゲイン、Ｋ_ｖ：横流れゲイン、Ｔ_ｒ，Ｔ_ｒ３，Ｔ_ｖ＝Ｔ_ｒ，Ｔ_ｖ３＝０：時定数。潮流成分は対地座標で

Here, K _r : turning force gain, K _v : cross flow gain, T _r , T _r3 , T _v = T _r , T _v3 = 0: time constant. Tidal current component is ground coordinate

に定める。

Stipulated in

  Deriving heading error and route error. As shown in FIG.

になる。ここで、Ｆ_ｈ（ｓ）＝Ｋ_ｄｓ＋Ｋ_ｐ：方位フィードバック，Ｋ_ｄ：微分ゲイン、Ｋ_ｐ：比例ゲイン、Ｆ_ｔ（ｓ）：航路制御ゲイン、γ：修正項。

become. Here, F _h (s) = K _d s + K _p : Direction feedback, K _d : Differential gain, K _p : Proportional gain, F _t (s): Channel control gain, γ: Correction term.

  The transfer characteristics of heading and route are derived. From equations (4) and (5)

になる。ここで

become. here

（７），（９）式より

From formulas (7) and (9)

になる。方位の伝達特性は、（６）式の右辺に、（４），（８）式を代入すると、

become. The azimuth transfer characteristic is obtained by substituting the equations (4) and (8) into the right side of the equation (6).

になり、上式に（１１）式を代入すると

And substituting equation (11) into the above equation

となる。一方、航路の伝達特性は、（１１）式に（１２）式を代入すると、

It becomes. On the other hand, the transfer characteristic of the route is obtained by substituting (12) into (11).

となる。（１３）、（１４）式において、左辺の係数は同じであるが、右辺の係数が異なる。

It becomes. In the equations (13) and (14), the coefficients on the left side are the same, but the coefficients on the right side are different.

2.3 Steady state error Next, obtain the steady state error. Note that the closed-loop system is stable, the reference direction ψ _R = 0, the set route y _r = 0, and F _t (s) = K _t when there is no integral control in the route feedback.

When the azimuth error ψ _e = ψ−ψ _R is obtained from the equation (13) and the navigation error y _e = y−y _R is obtained from the equation (14), the steady state error is

となる。方位誤差は斜航角をもち、航路誤差は修正量

It becomes. Azimuth error has skew angle, and navigation error is corrected

を用いる。ここで、δ_ｏｒ＾（０）は方位制御系推定器１３１Ａにより求められる。また、ｖ_ｏ＾（０）＋ｖ_ｃ＾（０）は、一般的に、航路制御において、ログ速度計により得られる対水ログを用いた潮流推定により求められる。この潮流推定は船体位置の移動速度から求められるため、風や船体の不釣合いによる移動速度を分離できずに含み、したがって、潮流修正は航路誤差をゼロに収斂できる。

Is used. Here, δ _or ^ (0) is obtained by the azimuth control system estimator 131A. In addition, v _o ^ (0) + v _c ^ (0) is generally obtained by tidal current estimation using an anti-water log obtained by a log speed meter in route control. Since this tidal current estimation is obtained from the moving speed of the hull position, the moving speed due to wind and hull imbalance cannot be separated, and tidal current correction can converge the channel error to zero.

  On the other hand, when there is integral control in the route feedback,

として、積分制御がない場合と同様に方位誤差及び航路誤差を求めると、それぞれ

As in the case where there is no integral control,

となり、方位誤差は斜航角をもつが、航路誤差はγ（０）を用いなくともゼロに収斂し、したがって、航路保針には、潮流推定とその修正に代えて、積分ゲインＫ_ｉを用いることが有効であることがわかる。

The azimuth error has a skew angle, but the lane error converges to zero without using γ (0). Therefore, instead of the tidal current estimation and its correction, the integral gain K _i is used for the lane maintenance. It turns out that it is effective to use.

3. Described calculation method calculation methods Passage gain K _t of route gain 3.1 Passage gain. For each of the route control and the direction control, the closed-loop characteristic polynomials D _t (s) and D _h (s) are obtained from the equations (13), (14), and (18):

になる。ここでζ_ｈ＝１／√２。設計する特性多項式は、

become. Here, ζ _h = 1 / √2. The characteristic polynomial to be designed is

になる。（２１）式、（２４）式の係数を比較すると、

become. Comparing the coefficients of equations (21) and (24),

になる。上式をω_ｔに関して解くと、３次方程式

become. Solving the above equation for ω _t , cubic equation

を得る。上式のω_ｔは設計パラメータζ_ｔを与えれば、３次式の代数解より求まり、係数ａ_ｔ、航路ゲインＫ_ｔは順に、

Get. Ω _{t in the} above equation can be obtained from the algebraic solution of the cubic equation if the design parameter ζ _t is given, and the coefficient a _t and the channel gain K _t are in order,

として求まる。

It is obtained as

3.2 Setting of design parameter ζ _t A design parameter ζ _t setting method will be described. Figure 6 is a graph showing a root locus of a cubic equation for route gain K _t. Figure 7 is a graph showing a characteristic root of the attenuation coefficient zeta _t. 6A shows the root locus in a wide range, and FIGS. 6B, 7A, and 7B show the vicinity of the origin in the root locus in an enlarged manner. 6 and 7, the root locus when there is a zero point is indicated by a solid line, and the root locus when there is no zero point is indicated by a broken line.

First, the design parameter ζ _{t is} examined from the influence of the presence or absence of a zero point. The route control loop has a zero point originating from the sway motion. The characteristic polynomial for the zero point is

になる。ここで、ｚ：ゼロ点。上式による航路ゲインＫ_ｔに関する根軌跡において、共役根は極から移動し、図６（ａ）に示すように、ゼロ点がない場合に漸近線±６０度に収束し、ゼロ点がある場合にゼロ点と正の値に向かう。一方、図６（ｂ）に示すように、ゼロ点がある場合、共役根は、ゼロ点がない場合に比べて下方側に配置する。（２１）式において、Ｋ_ｔに関する特性根の感度を求めるために、Ｋ_ｔに関して微分すると、

become. Here, z: zero point. In root locus about Passage gain K _t according to the above equation, if the conjugate roots move from the pole, as shown in FIG. 6 (a), converges asymptotically ± 60 degrees when there is no zero point, there is a zero point Towards zero and positive values. On the other hand, as shown in FIG. 6B, when there is a zero point, the conjugate root is arranged on the lower side compared to the case where there is no zero point. (21) In the equation, in order to determine the sensitivity characteristic roots about _{K t,} is differentiated with respect to _{K t,}

になる。感度はＫ_ｔに関するｓの微係数に相当し、

become. Sensitivity corresponds to the derivative of s with respect to K _t ,

になる。ここでｚ：ゼロ点。また、

become. Where z: zero point. Also,

The sensitivity at the pole where K _t = 0 is obtained. The pole corresponds to the root of the azimuth control loop.

に選ぶ。ここで減衰係数ζ_ｒ１＝ζ_ｈと偏角θ_ｒ１との関係は

Choose to. Here, the relationship between the damping coefficient ζ _r1 = ζ _h and the deflection angle θ _r1 is

で与えられる。ｒ_１を（３０）式に代入すると

Given in. Substituting r ₁ in the expression (30)

になる。ここで極においてＫ_ｔ＝０のため項Ｋ_ｔＣ＝０となり、次式の関係を用いる。

become. Here, since K _t = 0 at the pole, the term K _t C = 0, and the relationship of the following equation is used.

  Therefore, the sensitivity at the pole is from equation (29).

になる。上式において、係数は−Ｃ＞０より正になり、偏角θが分かれば、航路ゲインによる感度変化量を把握できる。そのためＮ（ｓ）｜_ｓ＝ｒ１の偏角θ_ｎ角をゼロ点の影響を通して調べる。（３４）式より

become. In the above equation, the coefficient becomes positive from −C> 0, and if the deviation angle θ is known, the amount of change in sensitivity due to the channel gain can be grasped. Therefore, the declination θ _n angle of N (s) | _{s = r1} is examined through the influence of the zero point. From equation (34)

になる。ここでｚ＝−∞は（２８）式のゼロ点なしの場合に相当する。θ_ｎは上式からゼロ点の存在により３π／４＜θ_ｎ＜πになる。このとき感度の偏角は

become. Here, z = −∞ corresponds to the case where there is no zero point in the equation (28). θ _n is 3π / 4 <θ _n <π due to the presence of a zero point from the above equation. At this time, the declination of sensitivity is

になる。ゼロ点は−∞＜ｚ＜０の範囲であるから、極での偏角は−９０＜θ＜−４５ｄｅｇで、−４５度より下向きになる。感度は極ｒ_１の位置変化の割合であり、位置変化は航路ゲインを微小として

become. Since the zero point is in the range of −∞ <z <0, the deflection angle at the pole is −90 <θ <−45 deg, and is lower than −45 degrees. Sensitivity is the rate of change in the position of the pole r _1.

になる。なお、上式はΔＫ_ｔが微小である場合に有効なため、ΔＫ_ｔが大きくなる場合は（２１）式を解く必要がある。よって、極ｒ_１から航路ゲイン変化ΔＫ_ｔでの偏角はθ’_ｒ１＞θ_ｒ１＝１３５［ｄｅｇ］になり、その減衰係数ζ_ｔ’＞ζ_ｈ＝１／√２になる。ΔＫ_ｔが大きくなるに従い、図６（ｂ）に示すように、ζ_ｔ’は最大値に達し、その後減少する。この過程で減衰係数ζ_ｔ’はζ_ｔ’＝ζ_ｈに一致する場合を生じる。ここで、ζ_ｔの相対評価を以下の表に示す。

become. Incidentally, the above formula for effective if [Delta] K _t is very small, if the [Delta] K _t is large it is necessary to solve the equation (21). Therefore, the deviation angle from the pole r ₁ to the channel gain change ΔK _t becomes θ ′ _r1 > θ _r1 = 135 [deg], and the attenuation coefficient ζ _t ′> ζ _h = 1 / √2. As ΔK _t increases, ζ _t ′ reaches a maximum value and then decreases as shown in FIG. 6B. In this process, a case occurs where the damping coefficient ζ _t ′ coincides with ζ _t ′ = ζ _h . Here, the relative evaluation of ζ _t is shown in the following table.

As the attenuation coefficient which is a design parameter of the channel gain, an intermediate value ζ _t = ζ _h having the best balance among the attenuation coefficients shown in Table 4 is set.

4). Integral gain 4.1 Integral gain calculation method An integral gain calculation method will be described. The closed-loop characteristic polynomials D _t (s) and D _h (s) are obtained from the equations (13), (14) and (18).

になる。ここで

become. here

Also, D _t (s)

と書き直す。ここで

And rewrite. here

4.2 Stable range of integral gain The stable range of the integral gain will be described. In the present embodiment, the integral gain is obtained based on the Flubits stability determination method. Accordingly, an integral gain range that satisfies the conditions from Step 1 to Step 3 described in detail below is obtained. In this stability discrimination method, in the case of cubic equation

を用い、４次方程式の場合

In the case of a quartic equation

As step 1, K _i > 0 is obtained under the condition that the coefficient is positive.

As step 2, K _i > 0 is obtained from H ₂ > 0.

上式より

From the above formula

In step 3, K _i is obtained from H ₃ > 0.

ここで、

here,

上式より、Ｋ_ｉに関する２次不等式

From the above equation, a quadratic inequality for K _i

を得る。ここで

Get. here

上式はａ＞０より下に凸になり、ｂ＞０より１つの根は負になる。よって積分ゲインＫ_ｉは、

The above expression becomes convex below a> 0, and one root becomes negative when b> 0. Therefore, the integral gain _Ki is

の範囲になる。なお、数値検証によりｃの絶対値はａ、ｂに比べて小さいため

It becomes the range. Since the absolute value of c is smaller than a and b by numerical verification,

のように近似でき、概算値が求まる。

The approximate value can be obtained.

4.3 Setting method of integral gain This section explains how to set the integral gain. The integral gain is obtained from the parameters of the hull and control in the same manner as the channel gain, taking into account closed-loop stability and disturbance rejection. Here, disturbance elimination means a response time until disturbance is suppressed. In addition, due to the fact that the closed loop stability decreases in proportion to the integral gain, the transient phenomenon tends to increase as the response time is advanced. With the introduction of the integral element, the cubic expression is changed to the quartic expression, and the integral gain that matches the design parameter to the attenuation coefficient is calculated as follows, paying attention to the newly derived attenuation coefficient of the conjugate root near the origin. FIG. 8 shows the root locus of the integral characteristic.

(50) the stability limit of the integral gain _{K i} of formulas (50) below

に定める。ここで安定限界とは、（４２）式の特性根で共役根が虚軸上に配置する状態または減衰係数がゼロになる状態である。この（４２）式に航路ゲイン

Stipulated in Here, the stability limit is a state where the conjugate root is arranged on the imaginary axis in the characteristic root of the equation (42) or a state where the attenuation coefficient becomes zero. Route gain in this equation (42)

を与えると

And give

のように因数分解できる。ここでＣ_Ｋｉ：積分ゲイン係数、添字_Ｋｔ：航路ゲインから派生したもの、添字_Ｋｉ：積分ゲインから派生したもの、ζ_Ｋｔ≠ζ_ｔであり、便宜上、添字に_Ｋを付ける。

Can be factored as follows. Here, C _Ki : integral gain coefficient, subscript _Kt : derived from channel gain, subscript _Ki : derived from integral gain, ζ _Kt ≠ ζ _t , and _K is attached to the subscript for convenience.

  The design parameter or specification determines the attenuation factor of the conjugate root.

と定める。上式が１に近いほど閉ループ安定性が高く、且つ外乱除去性は弱くなり、０に近いほど逆の特性となる。なお、上式については、後述する有効性の確認において検証する。また、仕様を満足する積分ゲインは、以下に説明する２つのステップから求められる。

It is determined. The closer the above equation is to 1, the higher the closed-loop stability and the lower the disturbance rejection, and the closer to 0, the opposite the characteristics. The above formula will be verified in the effectiveness check described later. Further, the integral gain satisfying the specification is obtained from two steps described below.

First, as step 1, an integral gain _Kij sandwiching the specification is obtained by a rough search. When the C _Ki in the equation (53) is divided into seven sections using a logarithmic distribution that is logarithmically divided into equal intervals as an interval [0.05, 1.0].

になる。Ｋ_ｉｊの範囲は上式に対応する（５４）式のζ_Ｋｉｊから

become. The range of K _ij is from ζ _{Kij in the} equation (54) corresponding to the above equation.

になる。ここでζ_Ｋi０＝１。

become. Here, ζ _Ki0 = 1.

  Next, as step 2, an integral gain that matches the specification is obtained by a fine search. From step 1, a lower limit value and an upper limit value of the integral gain sandwiching the specification are given. Attenuation coefficient error is sum of squared deviations

によって定める。上式はＫ_ｉを変数として（５４）式のζ_Ｋｉを、１変数による最小値問題を効率良く計算する黄金分割探索により求める。

Determined by. The above equation the zeta _Ki of (54) where a K _i as a variable, determined by the golden section search for efficiently calculating the minimum problems with one variable.

5). Confirmation of effectiveness The simulation of the fact that the navigation error is converged to zero by the navigation control of the marine vessel automatic steering system according to the present embodiment based on the comparison of the presence / absence of tidal correction and the presence / absence of the integration operation in the navigation control gain. Confirm by. FIG. 9 is a diagram illustrating a simulation result when no tidal current correction is performed and no integration operation is performed. FIG. 10 is a diagram illustrating a simulation result in a case where the tidal current correction is not performed and the integration operation is performed. FIG. 11 is a diagram illustrating a simulation result when the power flow is corrected and the integration operation is not performed. FIG. 12 is a diagram showing a simulation result when there is a tidal correction and an integration operation.

The simulation conditions are: hull parameters: u = 5.14 [m / s], K _r = 0.0785 [1 / s], K _v = −4.73 [m / s], T _r = T _v = 83.5 [s], T _r3 = 4.5 [s], T _v3 = 0 [s]. Tidal component: U _c = 2.57 [m / s], ψ _c = 0 [deg], rudder angle offset: δ _or (0) = δ _ov (0) = 0 deg. Control system (subscript _n : nominal value): parameter initial value: K _rn = 0.0267 [1 / s], K _vn = −2.67 [m / s], T _rn = T _vn = 36.1 [s ], T _r3n = 3.6 [s], T _v3n = 0 [s]. Control gain: K _p = 1.5, K _d = 22.7 [s], K _t = 0.00197 m / s, K _i = 0.00275. Initial azimuth: 40 [deg], amount of needle change: 100 [deg], end azimuth: 140 [deg].

As shown in FIG. 9, when the tidal current correction is not performed and the integration operation is not performed, the channel error is not reduced as compared with the case where the tidal current correction is illustrated in FIGS. On the other hand, according to the simulation shown in FIG. 10, it is understood that the route error is reduced by the integration operation and the route control in the present embodiment is effective even if the power flow is not corrected. Therefore, according to the route control based on the route control gain F _t (s) based on the route gain K _t and the integral gain K _i described above, the route error is not performed without performing the tidal correction based on the tidal current estimation based on the water velocity log. Can be appropriately reduced, and as a result, route control can be realized without using a log speedometer.

  The embodiments of the present invention are presented as examples and are not intended to limit the scope of the invention. These novel embodiments can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the scope of the invention. These embodiments and modifications thereof are included in the scope and gist of the invention, and are included in the invention described in the claims and the equivalents thereof.

DESCRIPTION OF SYMBOLS 1 Ship automatic steering apparatus 11 Trajectory plan part 13 Feedback control part 131 Estimator 132 Control system feedback gain unit 132A Direction control system feedback gain unit 132B Route control system feedback gain unit

Claims (3)

A trajectory planning unit that outputs a reference azimuth and a reference position of the hull, and outputs a command steering angle to cause the azimuth and position of the hull to follow the reference azimuth and the reference position from the azimuth and position of the hull detected by the sensor. In the ship automatic steering apparatus comprising a feedback control unit,
The feedback control unit includes an azimuth control system feedback gain device that constitutes an azimuth control loop, and a route control system feedback gain device that constitutes a route control loop including the azimuth control loop,
The route control system feedback gain instrument, Laplace operator and s, route gain K _t, K _i 'as integral gain,

Represented by
The route control loop excluding the integral gain is a cubic equation, the azimuth control loop is a quadratic equation, and the lane gain is a secondary system of the azimuth control loop with the attenuation coefficient of the route gain as ζ _t . as for the attenuation coefficient zeta _h, automatic steering apparatus for a ship characterized in that it is calculated using the ζ _t = ζ _h. A trajectory planning unit that outputs a reference azimuth and a reference position of the hull, and outputs a command steering angle to cause the azimuth and position of the hull to follow the reference azimuth and the reference position from the azimuth and position of the hull detected by the sensor. In the ship automatic steering apparatus comprising a feedback control unit,
The feedback control unit includes an azimuth control system feedback gain device that constitutes an azimuth control loop, and a route control system feedback gain device that constitutes a route control loop including the azimuth control loop,
The route control system feedback gain instrument, Laplace operator and s, route gain K _t, K _i 'as integral gain,

Represented by
The marine vessel automatic steering apparatus , wherein the integral gain is calculated based on a specification attenuation coefficient of the integral gain preset as a specification . The marine vessel automatic steering apparatus according to claim 2 , wherein the integral gain is calculated by making an attenuation coefficient of the integral gain coincide with the specification attenuation coefficient within a stable range of the integral gain.

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