JP6781861B2 - Automatic steering device for ships - Google Patents

Description

The present invention relates to an automatic steering device for ships.

In recent years, in the operation of ships, the saving of ships by autonomously operating ships for the purpose of compensating for the shortage of crew members, promoting safe voyages, and suppressing fluctuations in fuel consumption by ship operators. Humanization is required. The labor saving of this ship is premised on the centralized management of the ship from the land base by IT technology and the voyage by the autopilot.

Ocean voyages are less affected by other ships and targets than near the coast, so the effects of autopilot technology are expected. The great circle route has the characteristic that the longer the distance, the shorter the route length compared to the equiangular route (constant azimuth angle). At present, the setting of this great circle route can be easily performed on an electronic chart display device (Electronic Chart Display System (ECDIS)).

ECDIS appropriately divides the great circle route to create a planned route of straight lines and arcs, and sends the information to the autopilot. The autopilot controls the rudder to make the hull follow the planned route. The control system is called a traction control system (TCS), and has a maneuvering mode corresponding to straight and arc routes.

As a technique related to the route control system by the present inventor, the azimuth control system feedback gainer constituting the azimuth control loop, the route control system feedback gainer constituting the route control loop including the azimuth control loop, the orientation error, and the route. An automatic steering device for ships equipped with a feedback control unit having an estimator that estimates an error and a tidal current and inputs a correction amount based on a tidal current estimation error in the way direction to a feedback gainer of a direction control system is known. (See Patent Document 1).

Japanese Unexamined Patent Publication No. 2015-38311

However, in the great circle voyage by the conventional route control system, the fact that there are two ship maneuvering modes is a factor that increases the management work in the labor saving of the ship, specifically, in the management of the ship from the land base. The simpler the maneuvering, the easier it is to use and maintain, so it is required to be able to handle one maneuvering mode in ocean voyages.

The present invention has been made to solve the above-mentioned problems, and an object of the present invention is to provide an automatic steering device for ships capable of responding to ocean voyages by one ship maneuvering mode.

In order to solve the above-mentioned problems, the automatic marine steering device according to the present embodiment is an automatic marine steering device that outputs a command rudder angle so that the hull follows a large area route, and has a starting position of the hull. Based on the arrival position, the survey line as the global route is calculated, and based on the hull position and the nose orientation detected by the sensor, on the survey line that passes through the hull position and intersects the line orthogonal to the survey line. An orientation that constitutes a geodetic calculation unit that outputs the starting course at the intersection of the above as a reference orientation and outputs the length from the hull position to the intersection as a navigation error, and an orientation control loop that makes the nose orientation follow the reference orientation. It has a control system feedback gainer and a route control system feedback gainer that constitutes a route control loop that makes the hull position follow the ground line so as to reduce the route error, and from the orientation control system feedback gainer. It is provided with a feedback control unit that adds the output of the above and the output from the route control system feedback gainer and outputs the command steering angle.

According to the present invention, one ship maneuvering mode can be used for ocean voyages.

It is a block diagram which shows the system including the automatic steering device for a ship and the control object. It is a block diagram which shows the structure of a feedback control part. It is a figure which shows the great circle route. It is a figure which shows the route which approximated the great circle route. It is a figure which shows the trajectory follow-up by the automatic steering device for a ship. It is explanatory drawing which shows the coordinate system used in the route control system. It is a figure which shows the error model of a closed loop control system. It is a table which shows the servo characteristic with an integrator. It is a graph which shows the latitude and longitude of the great circle route in the simulation. It is a graph which shows the origin course of the great circle route in the simulation. It is a graph which shows the turning angular velocity of a great circle route in a simulation. It is a figure which shows the section range of the great circle route to be targeted in a simulation. It is a figure which shows the response of the automatic steering device for a ship by a simulation.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.

1. 1. Configuration of Ship Navigation Support Device A system including a ship automatic steering device according to the present embodiment will be described. FIG. 1 is a block diagram showing a system including an automatic steering device for ships and a controlled object. FIG. 2 is a block diagram showing a configuration of a feedback control unit.

The automatic steering device 1 for ships is a device that controls the rudder in order to make the hull direction ψ and the hull position (x, y) follow the great circle route, and as shown in FIG. 1, the geodetic calculation unit 11 and feedback control. A unit 12, a subtractor 13, and a known identifyr (not shown) for identifying each parameter are provided. The sensors 3 of the hull 2 are a speed log that detects the serge speed u of the hull 2, a gyrocompass that detects the bow direction ψ of the hull 2, and a hull position (x, y) from a satellite positioning system (GNSS) such as GPS. Includes a GNSS sensor to detect.

The geodesic calculation unit 11 calculates the geodesic line as a great circle route based on the departure position and arrival position in the ocean voyage given as the initial settings, and the hull position (x, y) detected by the sensors 3. The reference direction ψ _R and the route error y _e are calculated and output based on. The geodesic calculation unit 11 may use any known method for calculating the geodesic line. For example, as a method using the normal vector, Position calculations --simple and exact solutions --by means of n-vector, [ online], [Search on February 2, 2016] Search date February 2, 2016, Internet <http://www.navlab.net/nvector/>.

The feedback control unit 12 outputs a command rudder angle δ _c to the steering wheel of the hull 2 based on the reference direction ψ _R output by the ground surveying calculation unit 11 and the route error y _e , as shown in FIG. A directional control system feedback gainer 121 that performs state feedback, an estimator 122, a route control system feedback gainer 123 that performs PI control, and a filter 124 are provided. The feedback control unit 12 will be described in detail later.

The identifyr is based on the time-series data of the bow direction ψ, the hull position (x, y), the wave speed u, and the command steering angle δ _c output from the feedback control unit 12 detected by the sensors 3. The parameters of the hull model and the wave model are identified by a known method. For the parameter identification of the hull model, refer to Fuyuki Hane, "Comprehensive Identification Method of Hull Motion Parameters", Proceedings of the Japan Society of Naval Architects and Marine Engineers, December 2014, 20: 27-38. For the parameter identification of the wave model, refer to Fuyuki Hane, "Identification Method of Wave Disturbance Parameters for Autopilot", Proceedings of the Japan Society of Naval Architects and Marine Engineering, 2016, (23): 461-465. I want to be.

2. Operating Principle of Automatic Steering Device for Ships The operating principle of automatic steering device for ships will be described. FIG. 3 is a diagram showing a great circle route. FIG. 4 is a diagram showing a route that approximates the great circle route. FIG. 5 is a diagram showing track tracking by the automatic steering device for ships.

As shown in FIG. 3, the great circle route treats the earth as a sphere with a constant radius, point A is the departure position, point B is the arrival position, point H is the position on the route, ψ _A is the departure course, ψ _B. Is the arrival course and ψ _H is the starting course. The position is given by the coordinates of latitude and longitude, and the course is calculated by the coordinates at the angle with the meridian. That is, when the great circle route is given two points, the departure position and the arrival position, the position on the route and its course are determined. The geodetic calculation for the great circle route uses the method using the normal vector as described above. Its feature is that it has a simple structure and there is no iterative calculation.

The approximate great-circle route shown in FIG. 4 is an approximation of the great-circle route by ECDIS, and here, the approximate great-circle route is divided by an appropriate distance, and the straight line and the point shown by the solid line in FIG. 4 Consists of the arc shown. When the position of the point is enlarged, it is assumed that it becomes an arc line (Circular arc line). A straight route is called a Rhumb line where the set direction is constant. Although the turning angle of the arc is small, a ship maneuvering mode for turning is required.

On the other hand, according to the trajectory tracking by the automatic steering device 1 for ships, as shown in FIG. 5, the hull position is at point P, and the ship sails at a forward speed u and a bow direction ψ. From point P, drop the foot of the perpendicular on the great circle route, and let that point be H. That is, the point H is a point where the line passing through the point P and the great circle route are orthogonal to each other. The length of the foot drop, that is, the distance from the point P to the point H is a navigation error y _e , which is also called a cross track error. The ship automatic steering device 1 replaces the starting course ψ _H at point _H with the reference direction ψ _R. Therefore, the control system by the automatic steering device 1 for ships constitutes orbit tracking control that makes the direction and position of the hull 2 follow each target value. This trajectory tracking control is composed of a directional control system including a directional control system feedback gainer 121 and an estimator 122, and a route control system including a route control system feedback gainer 123 and a filter 124, and is included in the directional control system. According, become [psi = [psi _R, the hull wake can translate holds great circle route and y _e. Further, according to the route control system, y _e approaches zero, and the hull track follows the great circle route.

3. 3. Route error and control target Route error and control target will be explained. FIG. 6 is an explanatory diagram showing a coordinate system used in the route control system.

As shown in FIG. 6, two coordinate systems, the earth fixed coordinate system and the hull fixed coordinate system, are defined on the right-hand / orthogonal three axes. The earth fixed coordinate system is a coordinate system in which the X axis faces north, the Y axis faces west, and the Z axis faces downward, and is hereinafter referred to as earth coordinates. Hull fixing coordinate system, the origin _{O B} fixed to the center of gravity G of the hull, at the bow direction (surge) the _{X B} axis, the _{Y B} axis on the starboard direction (sway), the _{Z B-axis} direction of gravity (heave) It is a coordinate system that is used, and is hereinafter referred to as hull coordinates.

For convenience, plane coordinates are used as the position information of the coordinate system. Also, since the Z axis and Z _B axis are not used, they are omitted. The route error y _e is obtained from the geodetic calculation and corresponds to the length of the foot drop from the hull position to the great circle route. The directional error is

である。ここで、ψ_ｅは方位誤差、ψは船首方位、ψ_Ｒは参照方位を示し、ここで参照方位は起程針路を置き換えたものである。なお、以降の説明において、大圏航路を参照航路に置き換える。制御対象は、船体モデルと外乱モデルからなる。船体モデルは図６を参照して、ｓｕｒｇｅ速度ｕを一定として応答モデルから、

Is. Here, ψ _e indicates the directional error, ψ indicates the bow direction, and ψ _R indicates the reference direction, where the reference direction replaces the starting course. In the following description, the great circle route will be replaced with the reference route. The control target consists of a hull model and a disturbance model. For the hull model, refer to FIG. 6, and set the serge speed u to be constant from the response model.

と定める。ここで、ｓはラプラス演算子、Ｒ（ｓ）、ｒは旋回角速度（ｙａｗ角速度）、Ｖ（ｓ）、ｖは横流れ速度（ｓｗａｙ速度）、Δ_ｃ（ｓ）、δ_ｃは命令舵角、Ｋ_ｒは旋回力ゲイン、Ｋ_ｖは横流れゲイン、Ｔ_ｒ、Ｔ_ｒ３、Ｔ_ｖは時定数、Ｐ（ｓ）は伝達関数であり、添字_ｒ、_ｖはそれぞれｙａｗ、ｓｗａｙの運動を意味する。安定船を制御対象とし、δ_ｃは操舵機応答が方位制御応答に比べて十分に速いものとして、δ_ｃ≒δとおく。（２）式の方位運動を状態空間表現に変更すると

To be determined. Here, s is the Laplace operator, R (s), r is the turning angular velocity (yaw angular velocity), V (s), v is the cross flow velocity (way velocity), Δ _c (s), δ _c is the command steering angle. K _r is swirling force gain, _{K v} is a lateral flow _{gain, T r, T r3, T} v is a time constant, P (s) is the transfer function, the subscript _{r, v} are each yaw, means a movement of the sway. The control target is a stable ship, and δ _c is set to δ _c ≈ δ, assuming that the steering response is sufficiently faster than the directional control response. When the directional motion of equation (2) is changed to the state space representation

になる。ここでｘ_ｒ＝［ψ ｒ_ｘ］^Ｔ、添字^Ｔは転置行列

become. Where x _r = [ψ r _x ] ^T , the subscript ^T is the transposed matrix

である。

Is.

The disturbance model is a steering angle offset δ _ro , δ _vo , a wave component ψ _w, and a tidal current component u _c , v _c shown in FIG. Here, δ _ro and δ _vo are the angular velocities acting around the directional axis and the velocities acting in the sway direction induced by the wind and hull characteristics, respectively, converted into rudder angles, and are the directional error and the route, respectively. Cause an error. ψ _w is the direction conversion of the narrow band filter output input by the white noise ν, and an invalid rudder is generated in δ _c . u _{c, v c} is, to generate a route error. Therefore, the disturbance model

とする。ここで、ｘ_ｗ＝［ξ ψ_ｗ］^Ｔ、ξは変数、ｗは白色ノイズ

And. Here, x _w = [ξ ψ _w ] ^T , ξ is a variable, and w is white noise.

Here, the subscript _w indicates the wave component, ζ _w and ω _w indicate the attenuation coefficient and the natural frequency, respectively, and σ _w indicates the constant representing the strength of the wave.

4. Velocity error component The speed error component will be described.

When the hull motion and tidal current components are converted to the components of the earth coordinates as shown in Fig. 6,

になる。ここで、ｕ、ｖはそれぞれ前進速度、横流れ速度、ｕ_ｎ、ｖ_ｎはそれぞれ北向き速度、東向き速度、ｕ_ｃ、ｖ_ｃはそれぞれ北向き潮流速度、東向き潮流速度、Ｕ_ｃは潮流速度、ψ_ｃは潮流方位、添字_ｎ、_ｃはそれぞれ船体速度、潮流成分、添字^Ｔは転置行列、Ｍは座標変換行列で

become. Here, u, v, respectively forward speed, crossflow _velocity, u n, _{v n} are each north velocity, east _velocity, u c, _{v c} respectively northward tidal velocity, east tidal velocity, _{U c} is tidal Velocity, ψ _c is tidal current direction, subscript _n , _c is hull velocity, tidal current component, subscript ^T is transpose matrix, M is coordinate transformation matrix

である。よって、地球座標速度は船体運動成分と潮流成分の和になるので、

Is. Therefore, the Earth coordinate velocity is the sum of the hull motion component and the tidal current component.

になる。ここで、添字_ｇは合計成分を示す。

become. Here, the subscript _g indicates the total component.

The velocity error component in the reference route is given by the following equation.

ここで、ｕ_Ｒ、ｖ_Ｒはそれぞれ参照航路の速度成分であり、

Here, u _R and v _R are velocity components of the reference route, respectively.

である。よって、航路誤差モデルは、（１４）式から、ｕ_ｅが無視でき、ｖ_ｅのみが対象になる。船舶用自動操舵装置１は、前進（ｓｕｒｇｅ）方向の位置及び速度を制御せず、横（ｓｗａｙ）方向の位置を制御する。

Is. Therefore, the route error model is, from equation (14), _{u e} is negligible, _{v e} only becomes the target. The ship automatic steering device 1 does not control the position and speed in the forward direction (surge), but controls the position in the lateral direction (sway).

5. Control error characteristics The error characteristics of the closed loop control system will be described. FIG. 7 is a diagram showing an error model of the closed loop control system. FIG. 8 is a table showing servo characteristics with an integrator.

The error of the closed loop control system in the automatic steering device 1 for ships is analyzed. The error model is as shown in FIG. 7, and has the following equation. However, for the sake of simplicity, the wave component of the disturbance model is excluded because the average value is zero, and the estimator 122 and the filter 124 are excluded because they do not affect the steady-state value.

ここで、ｓはラプラス演算子、添字_ｈ、_ｔはそれぞれ方位制御、航路制御を示し、ｕ_０は前進速度の一定値である。Ｆ_ｈ（ｓ）、Ｆ_ｔ（ｓ）は、それぞれ、フィードバックゲインで

Here, s indicates the Laplace operator, the subscripts _h and _t indicate the directional control and the route control, respectively, and u ₀ is a constant value of the forward speed. F _h (s) and F _t (s) are feedback gains, respectively.

であり、Γ（ｓ）は修正項、Ｋ_ｐは比例ゲイン、Ｋ_ｄは微分ゲイン、ｆ_ｙは航路ゲイン、ｆ_ｉは積分ゲインである。

And a, gamma (s) is the correction term, the _{K p} is a proportional gain, _{K d} is the derivative gain, _{f y} is route gain, _{f i} is an integral gain.

Therefore, the transmission characteristics of the directional error and the route error are determined by using equations (18) to (21).

になる。ここで、Ｄ_ｈ（ｓ）、Ｄ_ｔ（ｓ）は、それぞれ、方位制御ループ、航路制御ループの特性多項式に相当し、

become. Here, D _h (s) and D _t (s) correspond to the characteristic polynomials of the directional control loop and the route control loop, respectively.

である。また、特性多項式は安定（根の実数部は負値である）とし、修正項は方位制御ループからγ＝δ_ｒｏ^になるので、

Is. Also, since the characteristic polynomial is stable (the real part of the root is a negative value) and the correction term is γ = δ _ro ^ from the directional control loop,

になる。よって、（２４）式の定常値を、航路制御系フィードバックゲイン器１２３において、積分器がない（ｆ_ｉ＝０）場合、積分器がある（ｆ_ｉ≠０）場合のそれぞれに関して求めると、

become. Thus, the steady-state value of the expression (24), the route control system feedback gain unit 123, if there is no integrator _(f i = 0), when determined for each case there is an integrator _{(f i} ≠ 0),

になる。ここで、添字（０）は初期値、ｒＲ（０）は参照方位の角速度を示し、ａ_ｃＲ（０）は潮流成分の加速度成分

become. Here, the subscript (0) indicates the initial value, rR (0) indicates the angular velocity of the reference direction, and a _cR (0) indicates the acceleration component of the tidal current component.

である。

Is.

From the above equation, the closed loop control system has the following error characteristics. However, r _R (0) = 1 deg / h, K _v ÷ K _r = -70 m / s, v _o (0) = 0.

The directional error is not affected by the presence or absence of the integrator, and the oblique navigation angle is generated mainly by the tidal current component in the direction perpendicular to the route, and the following equation is obtained.

ここで、ｒ_Ｒ（０）＝−７０・π／１８０／３６００＝−３．４・１０^−４ｍ／ｓの微小で、ＶｃＲ（０）＝ａｃＲ（０）τである。τは時間である。よって、潮流成分ｖ_ｃＲ（０）が支配的になる。

Here, r _R (0) = −70 ・ π / 180/3600 = -3.4 ・ 10 ^-4 m / s, and VcR (0) = acR (0) τ. τ is time. Therefore, the tidal current component v _cR (0) becomes dominant.

The difference in the route error appears depending on the presence or absence of the integrator in the route control system feedback gainer 123. Without an integrator, the tidal current component v _cR (0) becomes dominant and the channel error

が生じる。よって、ｆ_ｙが１０^−３オーダーのため、航路誤差は数百メートルになる。一方、積分器ありの場合では、ｖ_ｃＲ（０）をゼロに収束させる（１型サーボ特性）が、そのランプ入力ａ_ｃＲ（０）に対して加速度誤差

Occurs. Therefore, since _fy is on the order of ^10-3 , the route error is several hundred meters. On the other hand, when there is an integrator, v _cR (0) is converged to zero (type 1 servo characteristic), but the acceleration error with respect to the lamp input a _cR (0).

を生じる。積分器ありのサーボ特性を図８に示す。したがって、船舶用自動操舵装置１において、航路制御系フィードバックゲイン器１２３が積分器を有する制御システムを採用する。

Produces. The servo characteristics with an integrator are shown in FIG. Therefore, in the automatic steering device 1 for ships, a control system in which the route control system feedback gainer 123 has an integrator is adopted.

As shown in FIG. 2, the feedback control unit 12 is obtained by adding an estimator 122 and a filter 124 to the directional control system feedback gainer 121 and the route control system feedback gainer 123.

になる。ここで、ｘ_ｈ＾＝［ｘ_ｒ＾ ｘ_ｗ＾ δ_ｒｏ＾］^Ｔ，ｘ_ｒ＾＝［ψ_ｅ＾ ｒ_ｘ＾］^Ｔ，Ｋ_ｈは５行１列の推定ゲイン、Ｆ_ｈは１行５列のフィードバックゲイン、Ｔ_ｙはフィルタ時定数、Ｆ_ｔは１行２列のフィードバックゲイン、添字^‐は検出値であり、

become. Here, x _h ^ = [x _r ^ x _w ^ δ _ro ^] ^T , x _r ^ = [ψ _e ^ r _x ^] ^T , K _h is the estimated gain of 5 rows and 1 column, and F _h is 1 row. 5 columns of feedback gain, _Ty is the filter time constant, _Ft is the 1st row and 2nd column feedback gain, and the subscript ^- is the detected value.

であり、修正量はγ＝−Ｆ_ｈ（１、５）δ_ｒｏ＾である。

The amount of correction is γ = −F _h (1, 5) δ _ro ^.

The feedback control unit 12 is an adaptive type, and a method in which the control gain is known by setting each parameter of the hull, wave, and specification from the parameters of the hull model and the wave model identified based on the time series data by the identifyr. Demanded by. For this method, refer to Fuyuki Hane, "Design by Analytical Method Based on Needle Holding Control for Route Holding System", Proceedings of Japan Society of Naval Architects and Marine Engineering, June 2016, 23:33. I want to. In the present embodiment, the feedback gains F _h , F _t , the estimated gain K _h , and the filter time constant T _y are obtained as the control gains.

6 Verification 6.1 Conditions The effectiveness of the ship automatic steering device 1 according to this embodiment is verified by simulation. In this simulation, 1 nautical mile M is 1852 m, the earth radius is 6371 × 10 ³ m, and the initial ship speed is u ₀ = 20 kn. In the hull motion model, a non-linear term is added to the coupled motion of yaw and sway, the magnitude U _c of the tidal current component is 5 kn at maximum, the direction ψ _c is northward, and there is no wave component.

Hull parameters are identified _{value, K r = 0.132 1 / s} , T r = 29.5s, T r3 = 0.03s, K v = -8.18m / s, wave parameter is the initial value, the period The attenuation coefficient is 0.1 for 10 s. The control _{gain, K p = 1.0, K d} = 13.6s, f y = 0.00134 1 / m, f i = 0.00688 1 / m / s, T y = 2.54s, K _h = [-1.31 −0.272 1.32 −0.206 −0.458] ^T.

As for the calculation point, the departure position is Yokohama (latitude 35.5 deg, longitude 139.6 deg), the arrival position is Seattle (longitude 47.6 deg, latitude -122.3 deg), and 360 degrees is added to the longitude. The section distance is 4470M for the route line route and 4168.2M for the great circle route, and the difference between them is 302M, and the distance of the great circle route is shortened to -6.8% compared to the distance of the great circle route. To.

6.2 Characteristics of great circle routes The characteristics of great circle routes will be explained. FIG. 9 is a graph showing the latitude and longitude of the great circle route in the simulation. FIG. 10 is a graph showing the starting course of the great circle route in the simulation. FIG. 11 is a graph showing the turning angular velocity of the great circle route in the simulation.

In FIG. 9, which shows the latitude and longitude of the great circle route, the longitude is set to 0 to 360 degrees, the seven points indicate the range of 1000 to 7000 km every 1000 km, and the apex of this range is the latitude of 54.5 degrees and the longitude. It will be 198.9 degrees.

Further, in FIG. 10 showing the azimuth angle of the great circle route, the horizontal axis is the range, the initial course is 45.5 degrees, the reaching course is 120.4 degrees, and the amount of change between the two is 74.9 degrees. is there. The angular inclination is large near the center.

Further, in FIG. 11 showing the turning angular velocity of the great circle route, when the ship speed is changed, the influence is proportional. When the ship speed is 20 kn, 0.52 <1.0 deg / h.

6.3 Verification of control system Verify the control system by the automatic steering system for ships. FIG. 12 is a diagram showing a section range of the great circle route targeted in the simulation. FIG. 13 is a diagram showing the response of the automatic marine steering device by simulation.

When the section of the great circle route is selected within 4000 to 5000 km where the angular velocity reaches its peak in FIG. 11, it becomes as shown in FIG. In this figure, GCR means Great Circle Route, the calculation time is 6 hours, the travel distance is 222 km, and the reference direction is almost westward. From the velocity component of FIG. 12, it can be seen that the forward velocity u (subtracting the constant value u ₀ ) has little fluctuation, and the transverse flow velocity v has an offset of 0.02 m / s from the characteristics of the hull motion model. The tidal current component with respect to the reference direction is u _cR = 0, v _cR = −2.5 m / s, and the lamp input time is 600 s. However, ψ _R = 0 deg.

In FIG. 13 showing the control performance, the initial value of the route error is 50 m, and the magnitude of the tidal current component has a time series of zero, trapezoid, and sine as shown in the uppermost row. The following can be seen from this figure.

・ The directional error is proportional to the magnitude of the tidal current, and the route error is offset by the oblique angle.
・ The route error is proportional to the derivative of the directional error and becomes zero when the directional error is constant. The route error at the time of ramp input is yes = -46.9 m from Eq. (33), and it can be confirmed that the calculated value shown in FIG. 13 is correct.
-The command rudder angle has an offset of the correction amount γ.
-The estimated value ψ _e ^ is consistent with ψ _e . The parameters of the directional control system are appropriate.

7. Summary As described above, according to the ship automatic steering device 1 according to the present embodiment, the autopilot for the great circle route is realized in one control mode by combining the geodetic calculation and the route holding system. In addition, according to the planned route that approximates the great circle route, the range is longer than that of the great circle route, and a transient phenomenon occurs due to the switching of the control mode to extend the navigation distance. According to the pilot, such an extension of cruising distance does not occur.

In the geodetic calculation, the starting course is replaced with the reference direction, and in the route holding system, an integrator is introduced in the route control loop. According to the verification by the above simulation, the performance designed in the ship automatic steering device 1 according to the present embodiment could be confirmed.

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

1 Automatic steering device for ships 2 Hull 3 Sensors 11 Ground surveying unit 12 Feedback control unit 121 Direction control system feedback gainer 123 Route control system feedback gainer

Claims (2)

An automatic steering device for ships that outputs a command steering angle to make the hull follow the great circle route.
The geodesic line as the great circle route is calculated based on the departure position and the arrival position of the hull, and based on the hull position and the nose orientation detected by the sensor, the geodesic line passes through the hull position and is orthogonal to the geodesic line. A geodesic calculation unit that outputs the starting needle path at the intersection on the geodesic line that intersects the line as a reference direction, and outputs the length from the hull position to the intersection as a navigation error.
A route control system feedback gainer that constitutes an orientation control loop that follows the nose orientation to the reference orientation, and a route control that constitutes a route control loop that causes the hull position to follow the ground line so as to reduce the navigation error. For ships having a system feedback gainer and a feedback control unit that adds the output from the azimuth control system feedback gainer and the output from the route control system feedback gainer and outputs it as the command steering angle. Automatic steering device. The automatic steering device for ships according to claim 1, wherein the route control system feedback gainer has an integrator.

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