JPH01304509A - Attitude control method - Google Patents

Abstract

PURPOSE:To improve the stability and the reliability of the attitude control by compensating the energization information after obtaining the disturbance information and detecting the intensity information showing the actual energizing intensity of a driving means to compensate the energization information based on the detected intensity information. CONSTITUTION:A signal processing system for attitude control includes an antenna group 4, a BS converter group 5, a BS tuner group 6, an in-phase synthesizing circuit group 7 and a TV set 8 as the primary component elements in addition to a system control unit 9. The group 4 includes four plane antennas 41-44 which are held in parallel with each other with their directional angles replaced by an azimuth driving mechanism A and an elevation driving mechanism B. While the group 5 includes the BS converters 51-54 mounted on a carriage respectively and the group 6 has a similar constitution to the group 5. Then the group 7 includes three in-phase synthesizing circuits 71, 72 and 75, a phase shift circuit 73, etc. In such a constitution, it is possible to evade such a case where the energization of a driving mechanism is set too large or too small owing to the influence of disturbance.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to attitude control of a controlled object such as a satellite tracking antenna.

[Prior art]

For example, a moving object such as a car (hereinafter simply referred to as a moving object)
In order to receive satellite broadcasts by installing a high-gain antenna on a satellite, attitude control is required to direct the antenna's radiation beam toward the satellite.

In other words, the antenna is supported so that its attitude can be changed freely, and a driving means such as an electric motor (hereinafter simply referred to as an electric motor) is coupled to the antenna, and a driving means such as an electric motor is coupled to the antenna. An electric motor or the like is energized to direct the radiation beam in the direction of arrival (referred to as the direction of arrival).

In this case, while monitoring the antenna attitude, it is common to set the energization of the electric motor or the like according to the deviation from the antenna attitude (hereinafter referred to as target attitude) in which the radiation beam is directed in the direction in which the radio waves arrive.

[Problems with conventional technology]

However, the antenna posture brought about by the energization of the electric motor etc. set in this way is affected by external forces (hereinafter referred to as disturbances) that are independent of the antenna drive system, such as movement of a moving object and wind. The antenna posture may deviate from the one expected to be brought about by the biasing. In that case, there is a high possibility that the energization of the primary electric motor etc. will be set too much or too little, and the control system will become unstable.

In addition, in this type of attitude control, the antenna attitude brought about by the energization of the motor etc. set at a certain point is fed back and the next energization of the motor etc. is set, so an offset (steady-state deviation) occurs. Cheap. In order to prevent this and increase responsiveness, it is effective to provide an integral element within the feedback loop. However, since this integral element accumulates deviations from the antenna's target attitude, if there is an abnormality in the antenna drive system or if there is excessive disturbance, the energization of the motor etc. may be set too high. This may cause burnout of the motor, etc.
This may cause overload or early wear and tear of the power supply, etc.

Therefore, it is possible to limit the energization of the electric motor, etc., but this is negative in reducing the deviation of the antenna from the target attitude, and the integral value of the deviation increases without limit, resulting in so-called wind-up development. will occur.

[Purpose of the invention]

The present invention aims to provide stable and reliable attitude control.

[Structure of the invention]

In order to achieve the above object, in the present invention, a driving means is coupled to a controlled object that can freely change a predetermined posture, and when information indicating a target posture is given, the driving means is activated by biasing information based on the information indicating the target posture. In an attitude control method for controlling the attitude of a controlled object by energizing the driving means: When the driving means is energized, first attitude information indicating the attitude to be brought to the controlled object by the energization and/or the update rate of the attitude is provided. and second attitude information indicating the actual attitude of the controlled object and/or second velocity information indicating the update speed of the attitude.
is detected, and the first disturbance information and/or the first velocity information obtained from the difference between the first attitude information and the second attitude information and the second
It is assumed that the energizing information is compensated by the second disturbance information obtained from the difference with the speed information and the driving means is energized.

[Effect]

According to this, since the information indicating the disturbance is obtained and the biasing information is compensated, there is no possibility that the biasing of the drive means is set too much or too little due to the influence of the disturbance, and the attitude control is stabilized. In particular, when detecting the first attitude information, first velocity information, second attitude information, and second velocity information, and calculating the first and second disturbance information to compensate the biasing information, it is necessary to Even when no compensation is performed, compensation is performed by the other, so the reliability of the stability of attitude control is increased.

In addition to the above, by detecting strength information indicating the actual biasing strength of the drive means and compensating the biasing information accordingly, it is possible to detect an abnormality in the compensation by either or both of the above. However, it becomes possible to set correct biasing information, and the reliability of the stability of attitude control becomes much higher.

For example, as described above, an integral element is added to the compensation of the bias information based on the first and/or second disturbance information for the purpose of preventing offset, and an integral element is added for the purpose of preventing excessive bias due to compensation abnormality. In the case of limiting the disturbance information, even if this limitation acts counteracting the compensation abnormality caused by the first and/or second disturbance information,
Since the system is stabilized by compensation using intensity information, the above-mentioned windup phenomenon does not occur.

In other words, attitude control with excellent stability, reliability, and responsiveness can be obtained.

Other objects and features of the present invention will become apparent from the following description of embodiments with reference to the drawings.

〔Example〕

FIGS. 1a and 1b show the configuration of the mechanical system of an automobile-mounted satellite broadcasting receiving system that implements one embodiment of the present invention.
FIG. 2a shows the configurations of the control system and signal processing system. This system tracks broadcast satellites using a modified simultaneous roving method using four planar antennas and a gyro, receives satellite broadcasts, and outputs video and audio to a television set installed in the car.

Each part will be explained in detail below.

First, please refer to Figures 1a and 1b.

The mechanical system maintains the beams of each planar antenna parallel and adjusts the azimuthal (azimuth) and elevation (azimuth) angles.
The support mechanism can be roughly divided into 1. It is divided into an azimuth drive mechanism 2 and an elevation drive mechanism 3.

The support mechanism 1 includes an antenna carriage 11.12. Turntable 1
3. The main components are a fixed table 14 and a base 15.

The antenna carriages 11 and 12 are equal long rectangular flat plates, and shafts 111 and 121 are fixed to the back surfaces of each of the antenna carriages 11 and 12 along the longitudinal center line. Each of these carriages is equipped with a planar antenna, a signal processing circuit, a gyro, etc. (described later).

The rotating table 13 has a horizontal arm 1319 rotating shafts 132 and 2
It has two vertical arms 133,134. Rotating shaft 132
is fixed to the center of the horizontal arm 131 in a vertically downward direction, and vertical arms 133 and 134 are integrally molded at both ends of the horizontal arm 131 in a vertically upward direction. The vertical arms 133 and 134 are of the same shape and pivot in parallel at each opposite end to a shaft 111 fixed to the antenna carriage 11 or a shaft 121 fixed to the antenna carriage 12, respectively.

In this case, as shown in Figure ib, Tsumugi 111
is supported higher than the shaft 121.

The fixed table 14 is fixed on the base 15 and pivotally supports the rotary table 13. A thrust bearing 141 is inserted between the rotating table 13 and the fixed table 14. Note that the base 15 is fixed to the roof of the automobile.

The azimuth drive mechanism 2 includes an azimuth motor 21. It consists of an hourglass-shaped worm 22 and a wheel gear (not shown). The azimuth motor 21 is fixed to the fixed base 14,
A drum-shaped worm 22 is fixed to the output shaft. A wheel gear (not shown) is fixed to the rotating shaft 132 of the rotating table 13 and meshes with the hourglass-shaped worm 22. That is, the rotation of the output shaft of the azimuth motor 21 is transmitted to the rotating shaft 132 via the hourglass-shaped worm 22 and the wheel gear, thereby rotating the rotating table 13. In this embodiment, this configuration allows rotation of the rotary table 13 at a maximum speed of about 180°/see.

The elevation drive mechanism 3 includes an elevation motor 3
1. Drum-shaped worm 32. It consists of a fan-shaped wheel 33, links 34 & 35, etc. Elevation motor 31
is fixed to a vertical arm 133 of the rotary table 13, and an hourglass-shaped worm 32 is fixed to its output shaft. The fan-shaped wheel 33 is fixed to the shaft 121 of the antenna carriage 12 and meshes with the hourglass-shaped worm 32. Links 34 and 35 connect respective ends of axis 111 of antenna carriage 11 and axis 121 of antenna carriage 12, respectively. In other words, the rotation of the output shaft of the elevation motor 31 is caused by the rotation of the output shaft of the elevation motor 31.
3 to the axis 121 of the antenna carriage 12 and further via links 34 and 35 to the axis 111 of the antenna carriage 11, causing the antenna carriages 11 and 12 to rotate simultaneously. In this embodiment, this configuration allows the antenna carriages 11 and 12 to rotate at a maximum speed of about 120°/see. However, this rotation is limited to a range of ±30° around the attitude in which the antenna beam is directed upward at 35° with respect to the base 15.

Note that each element described above is covered by a radome RD with a cooling fan.

Please now refer to Figure 2a.

The signal processing system includes antenna group 4. BS converter group 5. B
S tuner group 6. The main components are an in-phase combining circuit group 7 and a television set 8, which combine the radio waves received by the antenna group 4 and output it to the television set 8, and also correct the error between the direction of the broadcasting satellite and the pointing direction of the antenna beam. To detect.

Antenna group 4 includes four planar antennas 41.42°43
and 44. Of these, planar antennas 41 and 42 are mounted on the antenna carriage ]1,
Planar antennas 43 and 44 are attached to the antenna carriage 12
It is installed in. Each of the planar antennas is of the same origin, and each has a main beam with an offset angle (deviation angle from the normal) of about 35° and a half-power angle of about 7° at a frequency of use of about 12 GIlz. The main beams of each planar antenna are maintained parallel by a mechanical system, and the azimuth directivity angle is updated by the azimuth drive mechanism 2, and the elevation drive mechanism 3
The elevation directivity angle is updated as a whole.

The BS converter group 5 includes two BS converters 51 & 52° mounted on the antenna carriage 11 and two BS converters mounted on the antenna carriage 12.
Contains converters 53 & 54. BS converter 51
The input of the BS converter 52 is connected to the feeding point of the planar antenna 41, the input of the BS converter 53 is connected to the feeding point of the planar antenna 43, and the input of the BS converter 54 is connected to the feeding point of the planar antenna 44. Each BS converter converts the approximately 1.2 GHz signal received by the corresponding planar antenna into approximately 1.2 GHz signal.
3Gt (converted to z signal.

The BS tuner group 6 includes BS tuners 61 & 62 mounted on the antenna carriage 11, BS tuners 63 & 64 mounted on the antenna carriage 12, and a synthesizer 65. Each BS tuner converts a signal of approximately 1.3 GHz converted by a BS converter 51, 52, 53 or 54 into an intermediate frequency signal of approximately 403 MIIz using a local oscillation signal provided by a synthesizer 65. The signal that controls the oscillation frequency of this synthesizer 65 is a slip ring (5p-
(delimited by sp lines) by a channel selector 84 of the television set 8, which will be described below.

The in-phase synthesis circuit group 7 includes three in-phase synthesis circuits 71, 72
& 75. It includes a phase shift circuit 73 and a D/A converter 74. Of these, the in-phase synthesis circuit 712, the phase shift circuit 73, and the D/A converter 74 are mounted on the antenna carriage 11, and the in-phase synthesis circuits 72 and 7 are mounted on the antenna carriage 11.
5 is mounted on the antenna carriage 12.

Here, before explaining the details of each circuit, let us explain the details of Figures 3a and 3.
The significance of in-phase synthesis will be explained with reference to Figure b and Figure 3c. However, in these drawings, each planar antenna is a linear antenna with no offset angle, and each antenna beam is indicated by a broken line, and the radio waves are indicated by a dashed-dotted line on the valve chamber for a brief explanation of the drawings. are respectively indicated by two-dot chain lines.

FIG. 3a is a model of the planar antennas 41 and 42, focusing on the azimuth direction. These antennas are on the same straight line and rotate together around a single rotation axis 13' (which can be thought of as a symbol of the rotary table 13). In other words, the angle O between each antenna beam and the radio wave (hereinafter referred to as azimuth declination angle) is the same as the angle θ' (hereinafter referred to as azimuth phase angle) between the straight line connecting the center of each antenna and the radio wave surface, and rotation It changes by rotation around the axis 13'.

In this case, consider a planar projection image in which a broadcasting satellite exists in the beam direction direction of antennas 41 and 42),
If the azimuth declination angle 0 and the azimuth phase angle θ' are zero, the distances between each antenna and the broadcasting satellite are equal to each other, but in other cases, a distance difference Lθ expressed by QB・sinθ occurs (QB is center distance between antennas 41 and 42).

This distance difference Lθ is very small compared to the distance between each antenna and the broadcasting satellite, so it does not affect the strength of the radio waves from the broadcasting satellite, but since radio waves have periodicity, It has a large effect on the phase difference. In other words, antenna 4
If the radio waves arriving at antenna 1 are denoted by C01iω, antenna 4
The radio waves arriving at 2.

Since it is delayed by Lθ/C time, cosω(shi-Lθ/c) = cos(ωshi-2x-QB ・5inO/λ)...
...It is expressed as (1). However, ω is the angular velocity of the radio wave, C is the propagation velocity, and λ is the wavelength.

If the received signals from each antenna are combined without removing this phase difference, that is, 2π·QB·5inO/λ, they will interfere with each other. Therefore, the in-phase combining circuit 71 removes the phase difference between the received signals of antennas 41 and 42 and combines them, and the in-phase combining circuit 72 removes the phase difference between the received signals of antennas 43 and 44 and combines them.

Furthermore, since the phase difference 2π・QB・sinθ/λ uniquely corresponds to the azimuth deviation angle O, it is extracted in the in-phase synthesis circuit 72, converted into digital data in the A/D converter ADI, and then transferred via a slip ring. and is provided to a system controller 91, which will be described later.

FIG. 3b is a model of the planar antennas 41 and 43 focusing on the elevation direction, each of which maintains parallelism and has a different rotation axis 111' or 121.
' (consider the symbols of axes 111 and 121, respectively). In other words, the angle φ between each antenna beam and the radio wave (hereinafter referred to as the elevation declination angle) changes depending on the rotation of each antenna, but the angle between the radio wave surface and the straight line connecting the centers of each antenna (hereinafter referred to as the elevation reference line) φ' (hereinafter referred to as the elevation phase angle) remains constant regardless of the rotation of each antenna.

In this case, considering the same as above, the distance m difference between the antenna 41 and the antenna 43 with respect to the broadcasting satellite Lφ (=Q,
If the phase difference caused by sinφ′: Qψ is the distance between the antenna centers is removed, the received signals of these antennas can be combined without interference, but the elevation phase angle φ′ is due to the rotation of each antenna. Therefore, the elevation deviation φ cannot be determined based on the phase difference.

On the other hand, if we consider the case where a broadcasting satellite exists in the beam orientation direction of antennas 41 and 43 (consider a planar projection image), the distance between antenna 43 and the broadcasting satellite is smaller than the distance between antenna 41 and the broadcasting satellite. Vertical distance L between antennas
It becomes longer by φ'. This vertical distance Lψ' is, as shown in FIG. 3c, an elevation group +1! If we define the EQ of each antenna with respect to the line (upward is positive; hereinafter referred to as elevation angle), it is expressed as Qφ・5inEQ,
The phase delay of the signal received by the antenna 43 with respect to the signal received by the antenna 41 is expressed as 2π·Qφ·51nEQ/λ.

In other words, the received signal of the antenna 41 has a phase difference of 2π·Q.
If the signal is delayed by φ·5inEQ/λ, it can be said that the phase difference between the delayed signal received by the antenna 41 and the signal received by the antenna 43 is caused by the elevation angle φ. Therefore, the in-phase combined output of antennas 41 and 42 is converted to phase shift 1 by 2π·Q in circuit 73.
After delaying by φ・5inE+2/λ, the in-phase synthesis circuit 75 performs in-phase synthesis with the in-phase synthesis outputs of the antennas 43 and 44, extracts information regarding the elevation declination φ, and converts it into digital data in the A/D converter ADI. , is applied to a system controller 1 roller 91, which will be described later, via a slip ring.

The details of each circuit will be explained below.

The in-phase synthesis circuit 71 is composed of a plurality of splitters, mixers, low-pass filters, combiners, etc., as shown in FIG. 2b.

Terminal A is given an intermediate frequency signal based on the signal received by antenna 41 from BS tuner 61, and terminal B is given an intermediate frequency signal based on the signal received by antenna 42 from BS tuner 62. The former is distributed by splitter 711 to amplifier 712 and splitter 713, further distributed by splitter 713 to mixers 714 and 715, and the latter is distributed to splitters 717 and 718 by 90° phase shift splitter 716. Furthermore, mixers 714, 715,
71B and 71C. In this case, 906 phase shift splitter 716 is 906 phase shift splitter 716 relative to splitter 718.
Since the phase-shifted input signal is distributed, the signal distributed to mixers 715 and 71C via splitter 718 is a signal obtained by phase-shifting the intermediate frequency signal based on the signal received by antenna 42 by 90 degrees.

As mentioned above, the BS tuner 61 applied to terminal A
There is a phase shift between the intermediate frequency signal from the BS tuner 62 and the intermediate frequency signal from the BS tuner 62 applied to the terminal B due to the arrangement of the antennas 41 and 42. now,
If the intermediate frequency signal from the BS tuner 61 is coscL and the phase difference is θ, then the intermediate frequency signal from the BS tuner 62 is expressed as cos (ω minus - θ), and the splitter 718
The signal distributed through mixers 71.5 and 7], C is expressed as -5in (ωL-θ).

The mixer 714 uses the signal applied via the splitter 713 and the signal applied via the splitter 717 to perform the calculation cos ωt−cos(ωt −e ). This operation is cosθ+cos(2ωt−e
) (the arithmetic coefficients are omitted because they are meaningless; 2 or less are the same), and by removing the harmonic components in the low-pass filter 719, the Cos θ component signal can be extracted. This signal is given to mixer 71B,
Here, the calculation cosc·cos(ωt−e) is performed.

The mixer 715 uses the signal applied via the splinter 713 and the signal applied via the splitter 718 to perform the calculation -cosc and sin (ω and -e). This calculation is 5ine +5in(2ωt,
-e), the signal of the sine e component can be extracted by removing the harmonic component in the low-pass filter 71A. This signal is given to mixer 71C, which performs the calculation -5 in θ·sin (ω and -e).

In the combiner 710, the output of the mixer 7113 and the output of the mixer 71C are added, and the result is cosc)1cos(ωt-e)-sinθ-5in(
The calculation ωt −e) is performed. As a result, the cosc component signal can be extracted, so the amplifier 71E
After level adjustment is performed at , it is combined with the output of amplifier 712 at combiner 71F.

In addition, in Fig. 2b, the output of the combiner 71F is
cosωhi, but this coefficient has an arithmetic meaning (
In other words, it should be understood that it means that two signals, that is, the respective intermediate frequency signals from the BS tuners 61 and 62, are synthesized in phase (hereinafter the same meaning), rather than having an amplitude component).

The output signal 2cosω of the in-phase combining circuit 71 is applied to the terminal X' of the 1-phase shift circuit 73.

The phase shift circuit 73 includes 90" splitters 731 & 732 and mixers 733 & 73 as shown in FIG. 2e.
4 and a combiner 735, the in-phase synthesis circuit 71
The phase of the output signal 2cosω of
Shift by EQ/λ (hereinafter abbreviated as E).

That is, the terminal P is given a shift signal cosε corresponding to the cosine of the phase difference ε. This signal is a DC voltage signal obtained by converting digital data, which will be described later, by a system controller 91 in association with the antenna elevation angle EQ at that time, into an analog signal by the D/A converter 74.

The signal 2cosω applied to the terminal Ru.

The mixer 733 is supplied with signals with no phase shift, so the calculation 2cosω and cosε is performed, and the mixer 734 is supplied with all phase-shifted signals, so the calculation is 2sinω and sinε. will be carried out. By adding these output signals in the combiner 735, a signal co obtained by shifting the output signal 2 cos ω of the in-phase combining circuit 71 by a phase difference ε is obtained from its output terminal.
s(ωt-ε) is obtained. This signal is the in-phase synthesizer circuit 7
given to 5.

On the other hand, the in-phase synthesis circuit 72 synthesizes the respective intermediate frequency signals from the BS tuners 63 and 64 in the same phase in exactly the same manner as the in-phase synthesis circuit 71. This configuration is the same as that of the in-phase synthesis circuit 71, except that it additionally includes a low-pass filter 72G, as shown in FIG. 2c.

This low-pass filter 72G extracts a DC signal corresponding to the phase difference between the intermediate frequency signal outputted by the BS tuner 63 and the intermediate frequency signal outputted by the BS tuner 64.

As described above, there is a phase shift between the intermediate frequency signal output by the BS tuner 61 and the intermediate frequency signal output by the BS tuner 63 due to the arrangement of the antennas 41 and 43. Now, following the above, BS tuner 6
If the intermediate frequency signal outputted by the BS tuner 63 is cos ωL and the phase difference is Φ, then the intermediate frequency signal outputted by the BS tuner 63 is expressed as cos (ω and −Φ). Further, as described above, if the phase shift caused by the arrangement of the antennas 43 and 44 is e, the intermediate frequency signal from the BS tuner 64 is expressed as cos (ω + - Φ - θ). therefore.

The signal processing process here is equivalent to replacing ω in the description of the in-phase synthesis circuit 71 with (ω and Φ), as shown by the equation shown in FIG.
A signal 2 cos (ω
(see above for details).

In addition, from the low-pass filter 72G, the output signal of the mixer 726, -cos (ω and -Φ)・sin (ω is one Φ-e,) is output from the azimuth error voltage ■
The θ, that is, the sin θ component is extracted. The phase difference θ that gives this azimuth error voltage Vθ is the phase difference between the received signal of the antenna 41 and the received signal of the antenna 42, or the phase difference of the received signal of the antenna 43 and the received signal of the antenna 44, and is the phase difference between the received signal of the antenna 43 and the received signal of the antenna 44, and Phase difference 2π・Ωθ used in explanation
- Same as sin O/λ.

The output signal 2cos (ω and −Φ) of the in-phase synthesis circuit 72 is given to the in-phase synthesis circuit 75.

The configuration of the in-phase synthesis circuit 75 is the same as that of the in-phase synthesis circuit 72 as shown in FIG. 2d, and in this case,
The output signal 2cos (ωshi−E) of the in-phase synthesis circuit 71 is phase-shifted by the phase shift circuit 73 in exactly the same manner as described above.
and the output signal 2co, s(ω and one Φ
) and a low-pass filter 75G.
Therefore, the phase difference Φ between the received signal of the antenna 41 and the received signal of the antenna 43, or the phase difference Φ between the received signal of the antenna 42 and the received signal of the antenna 44, and the antenna 4I
and the vertical distance L*' between the antenna 43 and the antenna 43, or the vertical ratio M r between the received signal of the antenna 42 and the antenna 44
The elevation error voltage Vφ corresponding to the difference from the phase difference ε based on −φ′, that is, the sin (Φ−ε) component is extracted.

The signal processing process performed in this circuit is as shown by the equation in Figure 2d, where ω in the explanation of the above-mentioned in-phase synthesis circuit 7] is replaced with (ω and - ε), and θ & (1 + (Φ - ε)
)), and is equivalent to B from combiner 75F.
The output signals of the S tuners 51, 52, 53 and 54 are combined in phase to obtain a signal 4cos (ω and -E) (see above for details).

Referring again to FIG. 2a, the output of the in-phase synthesis circuit 75 is provided to the television set 8 via a non-contact type coupling transformer Trs.

The television set 8 includes a demodulation circuit 81 . CRT82
, speaker 83. It includes a channel selector 84, a main switch 85, etc., and is installed inside the vehicle.

The demodulation circuit 81 demodulates the signal given from the in-phase synthesis circuit 75 and outputs an image to the CRT 82 and audio to the speaker 83, respectively. Further, the AGC signal used in automatic gain adjustment is branched and given to the system controller 91 via the A/D converter AD2.

As described above, the channel selector 84 is manually operated twice to set the oscillation frequency of the synthesizer 65, and the main switch 85 is manually operated to energize the power supply unit D. The power supply unit D supplies a predetermined voltage to each component, and also energizes a ventilation cooling fan E installed in the radome RD.

The control system is comprised of a system control unit, a 9° azimuth drive control unit A, an elevation drive control unit B, and various sensors.

The system control unit 1-9 includes a system controller 91 and an operation board 92, and is installed inside the vehicle. The system controller 91 executes a search and tracking of a broadcasting satellite according to an operator's command from an operation board 92, and the details thereof will be described later.

The azimuth drive control unit I-A includes an azimuth servo controller A1 that controls the energization of the azimuth motor 21, a timing generator A2 coupled to the azimuth motor 21, and the like.

The azimuth servo controller AI is based on the current value (positive or negative) corresponding to the rotation (positive or reverse) of the azimuth motor 21 detected by the timing generator A2 and the current reference value (positive or negative) given by the system controller 91.
The azimuth motor 21 is energized and controlled.

Elevation drive control units I to B are
It consists of an elevation servo controller B1 that energizes and controls the elevation motor 31, a timing generator 82 coupled to the elevation motor 31, and the like.

The elevation servo controller B1 controls the elevation motor 31 detected by the timing generator B2.
The current value (positive/negative) corresponding to the rotation (positive/reverse) and the current reference value (positive/negative) given by the system controller 9]
Based on this, the elevation motor 31 is energized and controlled.

The main types of sensors include gyros CI & C2°, rotary encoders C3 & C4, and limit switches S.
Wu & SWd, as well as a current sensor and an angular velocity sensor (not shown).

Gyros C1 and C2 are mounted on the antenna carriage 12. Gyro CI has a degree of freedom in the azimuth direction, and gyro C2 has a degree of freedom in the elevation direction, and each generates a voltage signal according to the angular velocity of deviation in the azimuth or elevation direction due to changes in attitude or movement of the car, etc. Output. These detection signals are digitally converted by the A/D converter ADI and then provided to the system controller 91 via a slip ring.

The rotary encoder C3 is coupled to the azimuth motor 21 and detects the rotation angle of the rotary table 13, that is, the azimuth angle. In this case, angle detection is performed with clockwise rotation as positive, based on the attitude in which the antenna beam faces directly in the direction of travel of the vehicle.

Rotary encoder C4 is the elevation motor 3]
antenna carriage] 1 and 12.
Detect the rotation angle, that is, the elevation angle. In this case, as mentioned above, the elevation reference line (the straight line connecting the centers of antennas 41 and 43 or 42 and 44)
Detect the declination angle with respect to the upper direction as positive.

Limit switches SWu and SWd are both engaged with the elevation drive mechanism 3, and detect the upper and lower limits of the antenna beam's elevation angle.

In this embodiment, as described above, the upper limit is a posture in which the antenna beam is directed at 65 degrees with respect to the base 15, and the lower limit is a posture in which the antenna beam is directed upward at 5 degrees.

Although not shown, a current sensor and an angular velocity sensor are provided in the azimuth servo controller Al and the elevation servo controller Bl, respectively. These sensors detect the energizing current and rotational angular velocity of the azimuth motor 21 or the elevation motor 31, respectively, as voltage signals. These detection signals are given to the system controller 91 via the A/D converter AD3.

Here, the antennas 41 to 41 executed in the system of this embodiment
44 will be explained with reference to the block diagram shown in FIG. 4a. This block diagram is
This is shown regarding attitude control in the azimuth direction.
Since the attitude control in the elevation direction is exactly the same, illustrations and explanations will be omitted.

Now, the reference azimuth angle A z for attitude control in the azimuth direction
It is assumed that o is given and the motor 21 is energized by the current Dθ after performing predetermined compensation. Block FA indicates the armature circuit of the motor 21, RA indicates the armature resistance, and tA
indicates the electrical time constant.

Due to this energization, a current Iθ flows through the armature circuit of the motor 21, and a torque proportional to the armature current ■θ is generated at the output shaft of the motor 21. That is, block FB is a proportional element, and constant KB indicates a torque constant. This torque is subject to torque disturbance TIL due to movement of the automobile, etc.

The torque generated in the motor 21 rotates the rotary table 13 and updates the azimuth angle of the antenna beam. Its angular velocity Qθ
is proportional to the integral value of torque, and the updated azimuth angle is further proportional to the integral value. Block FC indicates the former function, and block FD indicates the latter function. Note that Jl is a proportionality constant due to the inertia of the azimuth drive mechanism 2, rotating table 13, etc.

The updated pointing direction of the antenna beam deviates from the actual direction of the broadcasting satellite due to angular velocity disturbance A Z L caused by movement of a car or the like.

As described above, the attitude control of the antennas 41 to 44 using the current Dθ set based on the reference azimuth angle A z (3) for attitude control in the azimuth direction is not expected due to disturbances such as electrical loss and movement of the automobile. The results deviate from the results.

Therefore, in this embodiment, an angle control loop, a speed control loop, and a current control loop are provided.

The angle control loop determines the reference angle A z based on the difference in azimuth angle between the pointing direction of the antenna beam detected in the in-phase synthesis circuit 72 and the direction of the broadcasting satellite, that is, the azimuth declination θ.
□ is compensated for, but since disturbance is superimposed on this azimuth angle on the movement in the direction of antenna beam orientation as described above, the azimuth angle Az detected by rotary encoder C3 is subtracted from this azimuth declination O. The reference angle A z O is compensated for by extracting only the disturbance. Blocks F1 and F2 are proportional elements, and Kl and 2 indicate a proportionality constant.

By the way, the azimuth declination angle θ cannot be obtained when there is no reception by the antennas 41 to 44. Therefore, in that case, instead of the azimuth declination θ, the angular velocity Gψ (
(hereinafter referred to as gyro data in the azimuth direction) is integrated and used. Block F3 shows this integral, and block F3
il and F12 indicate these switches.

A velocity control loop compensates for angular velocity disturbances. In this case as well, by subtracting the angular velocity Qθ of the motor 21 detected by the angular velocity sensor from the angular velocity in the azimuth direction of the antennas 41 to 44 including the angular velocity disturbance, that is, the gyro data Gθ in the azimuth direction by the gyro C1. , only the angular velocity disturbance is extracted, thereby compensating for z2. Blocks F5 and F6 are proportional elements, F5
and 6 is its proportionality constant. However, in this case,
When the reception level has decreased and the reference angle A z O has already been compensated for using the gyro data Gθ,
At this point, the gyro data Gθ is not fed back again. This switching is performed in block F61.

The current control loop compensates for electrical loss in the motor 21 and the energizing circuit using the energizing current Iθ of the motor 21 detected by the current sensor. Block F4 is a proportional element, F
4 is its proportionality constant.

In this control process, when the reference angle A z O is compensated for angular disturbance by the angle control loop to obtain 71, proportional-integral compensation (71 is applied to the proportional constant) is performed in block F7.
．． A time constant t7) is applied to obtain 72, and 73 is obtained by further compensating for angular velocity disturbance by the speed control loop and compensating for electrical loss by the current control loop. This value is converted into a current value corresponding to the updated color in the proportional block F8 (proportionality constant: 8), and the motor 21 is energized. However, since the device of this embodiment is installed in an automobile, current limitation is performed in block F9 in order to protect the power supply.
The motor 21 is energized by the limited current Dθ. This allows proportional-integral compensation (
A current limit will be added to the angle control loop including F7), but since the speed control loop and current control loop are configured inside it, a windup phenomenon will not occur due to the combination of proportional-integral compensation and current limit. do not have.

In other words, in this embodiment, since the speed control loop and the current control loop are configured inside the angle control loop, it is possible to achieve high-speed response control without affecting offset 1, and to protect the power supply without causing windup development. are doing.

The above control processing is performed by the system controller 91. The control operation of the system controller 91 will be described below with reference to the flowcharts shown in FIGS. 5a and 5b.

When the main switch 85 is turned on and a predetermined voltage is supplied to each part, the system controller 91 operates at SL (same meaning below 2 indicating the number assigned to the step in the flowchart).
Initialize memory, registers, flags, etc. at
In S2, the search range for broadcasting satellites is initialized. As will become clear from the explanation given later, this search is a so-called helical scan, and here, the register Efl
The minimum and maximum values of the elevation angle are stored in d and EQu, respectively, and a helical scan of the entire area is set.

83 to S5 is a loop waiting for input from the operation board 92. In this loop, when the data of the area in which the car is traveling is inputted, the elevation angle of the broadcasting satellite can be specified to some extent, and a corresponding search range is set in S4. Thereafter, when a start instruction is input from the operation board 92, the loop is broken and the process proceeds to S6.

In S6, the elevation angles of the antennas 41 to 44 are set to the search start angle EQd (same as the value 2 or less of the register EQd). In this case, rotary encoder C
While monitoring the detected elevation angle EQ of No. 4, it instructs the old elevation servo controller to energize the elevation motor 31, and when it matches the search start angle EQd, instructs it to de-energize.

In S8, the reception level L (AG
C signal) is read, it is compared with the lowest reception level Lff1in in S9. At this time, if the reception level L is lower than the lowest reception level Lff1in, S1
In step 3, a search flag is set, and in step S14, the azimuth energizing current Dθ is set to a high value and the elevation energizing current Dφ is set to a low value, and output to the azimuth servo controller AI and the elevation servo controller B1. , instructs the azimuth motor 21 and the elevation 31 to be energized.

As a result, the antennas 41 to 44 are continuously rotated at high speed in the azimuth direction and changed in attitude at low speed in the elevation direction, so that the antenna beams draw a spiral. During this time, the reception level L is continuously monitored in a loop consisting of 87 to S14.

If the elevation angle Efl exceeds the search end angle EQu before the reception level exceeds the minimum reception level L min, the loop exits from S14, a reception failure is displayed on the operation board 92 at S15, and each servo controller Terminate the search process by instructing S to stop.
At step 17, the search flag is reset and the process returns to S'3. Also, while the search process is being executed, the operation board 9
When a stop instruction is input from step 2, the process exits the loop from step S7 and proceeds to step S16, where the same processing is performed.

If the reception level L exceeds the minimum reception level L min before the elevation angle Eu exceeds the search end angle EQu, the loop exits from S9, and in S19, each servo controller is instructed to stop, and the search process is ended, S2
The search flag is reset at 0.

In S21 and S22, the azimuth angle Az and elevation angle EQ at this time are read, and these are set as the reference azimuth angle and reference elevation angle in the registers AzO and EQ, respectively.

Store in.

After this, in the loop consisting of 323 to S42, the fourth
Attitude control of the antennas 41 to 44 is performed according to the control loop shown in Figure a.

First, in S24, the azimuth angle Az and the elevation angle EQ are read, and in S25, the phase difference ε due to the vertical distance MLψ' between the antennas 41 and 43 and the antennas 42 and 44 caused by the elevation angle EQ is read from the ROM table. , print it. As described above, this data is converted into a voltage value by the D/A converter 74 and provided to the phase shift circuit 73, which shifts the combined received signal of the antennas 41 and 43.

At S26, the reception level L is read, and from S27 to S
29, if the value exceeds the minimum reception level L min, 1 is stored in the A register, and the minimum reception level L
If it is less than or equal to win, 0 is stored in the A register. The value of this A register is used for switching the control parameters described above.

In S30, the energizing current ■θ of the azimuth motor 21 and the energizing current Iφ of the elevation motor 31 are read, and in S31, the angular velocity Qθ of the azimuth motor 21 is read.
and the angular velocity Qφ of the elevation motor 31 are read, and in S32, the antennas 41 to 44 including the disturbance are read.
The angular velocity in the azimuth direction, that is, the gyro data Gθ
, and the angular velocity in the elevation direction of the antennas 41 to 44 including disturbances, that is, gyro data Gθ.

Furthermore, in S33, the azimuth error voltage Vθ (
= sin θ) and elevation error voltage V* (
= sin (Φ-ε)) and refer to the ROM table to determine the azimuth declination angle θ and the elevation declination angle φ.
seek.

In S34, the azimuth declination θ, the azimuth angle A z
, the gyro data Gθ in the azimuth direction, the energizing current ■θ of the azimuth motor 21, and the angular velocity Q8 to determine the control parameter Y1 in each feedback loop described above.
~I'm looking for Y6. In other words, the azimuth angle 0 is multiplied by a constant 1 and stored in register Y1, the azimuth angle Az is multiplied by a constant 2 and stored in register Y2, and the gyro data Gθ is integrated by the integration method and stored in register Y3. Then, multiply the energizing current Iθ by a constant by 4 and store it in the register Y4,
Multiply the angular velocity Qθ by a constant by 5 and store it in register Y5,
The gyro data Gθ is multiplied by a constant of 6 and stored in the register Y6.

In S35, first, the reference angle A Z O is compensated for the angular disturbance by the angle control loop to obtain the above-mentioned Zl, and then the above-mentioned z2 is obtained by proportional integration, and then the angular velocity by the speed control loop is calculated. After compensating for disturbances and compensating for electrical loss due to the current control loop to obtain the above-mentioned Z3, it is converted into the energizing current value of the motor 21 to obtain the above-mentioned Z4.

In this case, in compensation for angular disturbance, if the value of register A is 1, the difference between parameters Yl and Y2 is calculated as reference angle A
In addition to ZO, if the value of register A is O, the difference between parameters Y3 and Y2 is added to the reference angle A z O (overline indicates negation).

In addition, compensation for angular velocity disturbance and electrical loss are performed at the same time, and the proportional integral value Z2 of Zl is obtained by the integration method.
If the value of register A is 1, then the difference between parameters Y6 and Y5 is added, and register A
If the value of is 0, only parameter Y5 is added.

In steps 836 to S40, the current limitation described above is performed. In this case, the value z obtained by converting the reference azimuth angle after various compensations into the energizing current value of the motor 21
4 to a value greater than or equal to the maximum reverse rotation energizing current -DI9hi and below the maximum forward rotation energizing current Dθhi, the azimuth energizing current Dθ
is set.

In S41, the elevation energizing current Dφ is set by the same procedure as above, and in S42, the energizing currents Dθ and Dφ are output to the azimuth servo controller A1 and the elevation servo controller B1, and the azimuth motor 21 and Instructs to energize the elevation 31.

The above loop is repeated until a stop instruction is input from the operation board 92, and when the stop instruction is input, 3
The loop exits from 23 and proceeds to 343, where each servo controller is instructed to stop, the tracking process is completed, and S
Return to 3.

By the way, in the above attitude control, the proportional constant has a relationship of 2=-Kl between 1 and 2, and a proportional constant of 5 and 6 has a relationship of 6=-5. It has been found that the offset can be removed without performing proportional integral processing.

A block diagram of attitude control based on this is shown in the fourth section.
Shown in Figure b. Referring to FIG. 4b, the fourth
Not only is the proportional integral processing shown in block F7 in Figure a omitted, but also the integral processing of the gyro data Gθ shown in block F3 is omitted. This is because the points of action (points at which compensation is performed) of the angle control loop, speed control loop, and current control loop coincide because proportional integral processing is not performed. Therefore, the only switching function is Fil, which greatly simplifies control.

Specifically, among the control operations of the system controller 91, the processing contents in S34 and S35 of the flow shown in FIG. 5b are simplified. That is, in S34, there is no need to calculate the control parameter Y3,
Moreover, in S34, Zl.

Instead of calculating z2 and Z3, A z o +
A Y 1- Y 2- Y 4- Y 5 + Y
6 is performed to directly obtain Z3. Since there are no changes other than these, no new flowchart is shown.

In addition, although the embodiment in which the present invention is applied to attitude control of a plurality of antennas mounted on a vehicle has been described above, this is not intended to limit the present invention. For example, the present invention can be directly applied to posture control of robots, etc.
This will be clear from the description regarding attitude control in the description of the embodiments.

Furthermore, in the above embodiments, the information indicating the target attitude is relatively shown as azimuth or elevation declination, but depending on the application, it may also be shown as a feeding attitude with respect to a predetermined standard. Probably. However, since this does not set a feeder coordinate system in the true sense, it is considered to be synonymous with the former and will not be explained here.

〔Effect of the invention〕

As explained above, according to the present invention, since the information indicating the disturbance is obtained and the biasing information is compensated, there is no possibility that the biasing of the drive means is set too much or too little due to the influence of the disturbance, and the posture Control becomes stable. In particular, as shown in the example, when disturbance information is obtained from multiple systems to compensate for energization information, if any system is healthy, compensation will be performed using it, which will improve the stability of attitude control. reliability will be higher.

Furthermore, by detecting strength information indicating the actual biasing strength of the drive means and compensating the biasing information accordingly, it is possible to set correct biasing information even if there is an abnormality in compensation due to disturbance information. This makes the stability of attitude control even more reliable. Therefore, as shown in the embodiment, an integral element is added to the compensation loop of energization information based on disturbance information in order to prevent offset and increase the speed of response.
In addition, when limiting the energizing information in order to prevent excessive energizing of the drive means due to compensation abnormality,
Even if this restriction acts counteracting the abnormality of compensation due to disturbance information, the system is stabilized by compensation using intensity information, so
It is possible to effectively prevent the so-called windup phenomenon in which a compensation loop including an integral element goes out of control.

As described above, according to the present invention, posture control with high stability, reliability, and responsiveness can be obtained.

[Brief explanation of the drawing]

FIG. 1a is a plan view showing the configuration of a mechanical system of an automobile-mounted satellite broadcast receiving system that implements one embodiment of the present invention, and FIG. 1b is a front view thereof. FIG. 2a is a block diagram showing the configuration of the control system and signal processing system of the embodiment system, and FIG. 2b is a block diagram showing the configuration of the control system and signal processing system of the embodiment system. FIGS. 2c, 2d and 2e are block diagrams showing a portion thereof in detail. FIGS. 3a, 3b, and 3c are explanatory diagrams for explaining the principle of detecting the phase difference occurring in the received signal and the direction of the broadcasting satellite. FIG. 4a is a block diagram showing the operation of the embodiment system, and FIG. 4b is a block diagram showing a modification thereof. FIGS. 5a and 5b are flowcharts showing the operation of the system controller 91 shown in FIG. 2a. 1: Support mechanism 11.12: Antenna carriage] 3: Rotating table 14: Fixed table 15: Base 2: Azimuth drive mechanism (drive means) 21: Azimuth motor 22: Drum-shaped worm 3: Elevation drive mechanism (drive means) 31: Elevation motor 32: Drum-shaped worm 33: Fan-shaped wheel 34.35
: Link 4: Antenna group (control target) 41.42, 43, 44 : Planar antenna 5: DS converter group 51.52, 53, 54 : Its converter 6: B
S tuner group 61.62, 63.64: 1. s tuner 65: synthesizer 7: in-phase synthesis circuit group 71.72: in-phase synthesis circuit 73: phase shift circuit 74
: D/A converter 75: In-phase synthesis circuit 8: Television set 81: Demodulation circuit 82: CRT 83: Speaker 84: Channel selector 85: Main switch 9 System control unit 91 System controller 92: Operation board A near-symmetric drive control Unit A1: Azimuth servo controller A2: Timing generator B: Elevation drive control unit B1
: Elevation servo controller B2: Timing generator C1, C2: Gyro C3, C4: Rotary encoder SWu, SWd: Limit switch D = Power supply unit E: Fan RD Elm dome ADI, AC3, AC3: A/D converter Trs
：Non-contact coupling transformer

Claims (6)

[Claims] (1) When a driving means is connected to a controlled object that can freely change a predetermined attitude, and information indicating a target attitude is given, the driving means is energized with energizing information based on the information, and the attitude of the controlled object is changed. In the attitude control method: When the driving means is energized, first attitude information indicating the attitude to be brought to the controlled object by the energization and second attitude information indicating the actual attitude of the controlled object are detected. An attitude control method, which obtains disturbance information indicating a disturbance from the difference between first attitude information and second attitude information, compensates energizing information using the disturbance information, and energizes a driving means. (2) The posture control method according to claim 1, further comprising detecting strength information indicating the actual biasing strength of the drive means and compensating the biasing information accordingly. (3) When a driving means is coupled to a controlled object that can freely change a predetermined attitude, and information indicating a target attitude is given, the driving means is energized with energizing information based on the information, and the attitude of the controlled object is changed. In the attitude control method: when the driving means is activated, first speed information indicating the update speed of the attitude to be brought to the controlled object by the activation, and second speed information indicating the update speed of the actual attitude of the controlled object. A posture control method that detects speed information, obtains disturbance information indicating a disturbance from the difference between the first speed information and the second speed information, and uses the disturbance information to compensate for energizing information and energize a driving means. (4) The posture control method according to claim 3, further comprising detecting strength information indicating the actual biasing strength of the drive means and compensating the biasing information accordingly. (5) When a driving means is coupled to a controlled object that can freely change a predetermined attitude, and information indicating a target attitude is given, the driving means is energized with energizing information based on the information, and the attitude of the controlled object is changed. In the attitude control method, when the driving means is energized, first attitude information indicating the attitude to be brought to the controlled object by the energization, first speed information indicating the update rate of the attitude, and the actual attitude of the controlled object. second posture information indicating, and
Detect second speed information indicating the update speed of the posture, and detect second speed information indicating the update speed of the posture.
First disturbance information is obtained from the difference between the attitude information and the second attitude information, second disturbance information is obtained from the difference between the first velocity information and the second velocity information, and the second disturbance information is obtained from the first and second disturbance information. An attitude control method that energizes a driving means by compensating energizing information. (6) The attitude control method according to claim (5), further comprising detecting strength information indicating the actual biasing strength of the drive means and compensating the biasing information accordingly.