JPH07242199A - Automatic steering method and device therefor - Google Patents

Abstract

PURPOSE:To provide an automatic steering device by which a ship can be always turned at a certain radius (or the fixed turn rate) irrespective of a present deviation from a course in a route change from a present one to a new one and the route can be precisely changed at the time point of turning complation. CONSTITUTION:In an automatic steering method for turning a ship at the fixed turn rate and changing a route from a present route Q12 to a new route Q23, a route changing point B is found on the present route on the basis of the turn rate and the ship speed, and then, a route changing line LB, which passes across the route changing point B and is parallel to the new route, is found, and if the ship passes across the route changing line LB, the route change based on the turn rate is started. When it is determined that the route can be changed more precisely if the route keeping control, by which the advance direction is modified on the basis of a deviation from the course, is chosen rather than the route change based on the turn rate, the route change based on the turn rate is switched to the route keeping control.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic steering method and apparatus for changing a route so that the vehicle can travel along each route connecting a plurality of preset passing points.

[0002]

2. Description of the Related Art First, misleading terms are defined. Heading: Heading (heading) Heading: Heading Figure 1 shows the navigation situation under the control of a conventional navigation system. P ₁ , P ₂ , P _3, ... Are the set passing points,
The angle formed by the current route (current route) Q ₁₂ and the next route (new route) Q ₂₃ is called a needle change angle θ _P. For each route, as shown in the figure, an allowable route width W indicating the allowance of lateral deviation is given. Frequent rudder driving for changing the course not only puts a heavy burden on the rudder drive mechanism, but also causes energy loss during navigation. Therefore, if the navigation course of the ship S is within the permissible route width W, normal The course is not modified to the route.

The ship S passing through the passing point P ₁ travels in a fixed direction along a current route Q ₁₂ connecting the passing points P ₁ and P _2, and from the current route Q ₁₂ passes points P ₂ , P ₃ in that route changes to the new route Q ₂₃ connecting, based on the turning radius R ₁ which is determined from the boat speed and steering characteristics of the ship S, as shown in FIG. 1, setting veering point B on the current route Q ₁₂ To be done.

Although the needle changing operation is started at the needle changing point B, due to the inertia of the hull, the point where the ship S actually starts changing the needle is the point C (needle changing start point) which has passed the needle changing point B too much. Point A is a proximity alarm point that informs that this needle change point B is approaching. Since the warning route width W is allowed for each route Q, a proximity warning output is issued when passing through circles Qa, Qb with radii La, Lb passing through points A 2, B with the passing point P ₂ as the center. And the needle change is performed.

[0005]

In the above veering METHOD SUMMARY OF THE INVENTION], if the operation course of the ship S is deviated from the route Q ₁₂ regular turning radius smaller than the radius R ₁ when advanced the route Q ₁₂ This will be described with reference to FIG. In FIG. 2, the course deviation is exaggerated in order to clearly show the change in the turning radius due to the course deviation.

[0006] veering _'12 on the ship S' normal route Q ₁₂ in the drawing route Q shifted to the right than when is sailing, when the distance to the passing point P ₂ has passed the point B 'to be Lb There is started, and than this route Q ship S 'with' excessive C over ₁₂ 'points actually veering. In this case, if the vehicle made a turn with the same radius R ₁ as the turning radius when traveling along the regular route Q _12, as shown in the figure, it would overrun the new route Q ₂₃ to be transferred next. To avoid this, the radius R ₂ (<R
It is necessary to turn in ₁ ), but in that case, it may be less than the minimum turning radius allowed for the ship S.
Similarly, when the ship S deviates to the left from the regular route Q ₁₂ , the turning radius becomes small.

As described above, the needle change point B is determined from the turning speed based on the ship speed and the steering mechanism. If the ship speed is low, the radius Lb indicating the needle change point is small.

FIG. 3 shows that the ship S has a velocity V and a change in needle angle θ.
_In the case of passing the passing point P _{2 set} to ₁ , the radius indicating the needle change point at this time is L ₁ . FIG. 4 shows a case where a passing point P ₂ having the same needle change angle θ ₁ as in FIG. 3 is passed at a speed V / 2, and at this time, the radius indicating the needle change point is L ₂ (<L ₁ ).

However, in FIG. 4, if the vehicle deviates from the regular route Q ₁₂ to some extent as shown by the ship S ', the radius L ₂ point, which is the turning point, will not be passed and automatic steering cannot be performed.

It can be seen that even if the ship speed is the same, the radius Lb indicating the change point can be reduced even when the change angle at the passing point is small. FIG. 5 shows a case where the vehicle passes through a passing point P ₂ with a needle change angle θ ₂ (<θ ₁ ) at a speed V, and the radius indicating the needle change point is L ₂ (<L ₁ ). Also in this case, if the ship S ′ deviates from the route Q ₁₂ to some extent, it will not pass the radius L ₂ point.

The same can be said for the proximity warning point A, and when a course deviation occurs from the regular route Q ₁₂ , the proximity warning point having a radius La from the passing point P ₂ is passed. It is no longer possible to issue a warning that the approaching point is approaching.

The explanation so far has been made on the case of being able to turn at a constant turn rate and therefore at a constant turning radius. However, since the conventional steering device only gives a command to the rudder mechanism so that the turning radius becomes the designated turning radius once it enters the turning motion, it does not detect whether the turning is actually performed as designated. During that time, if the hull was swept away by the tidal current or wind speed, it was not possible to change the route accurately because it was largely off the new route at the end of the turning motion.

The present invention has been made to solve the above-mentioned problems, and when changing the route from the current route to the new route, a constant radius is always maintained regardless of the course deviation at the present time.
(Or turn rate) It is an object of the present invention to provide an automatic steering method and its device that can turn at a turning rate and can change the route to a new route with high accuracy at the end of turning.

[0014]

The automatic steering method according to the first aspect of the present invention (claim 1) turns from the current route (current route) Q _{X at a} constant turn rate τ to the next route (new route). ) In the automatic steering method of changing the course to (change course) to Q _Y , find the change point B on the current route Q _X from the turn rate τ and the ship speed V, pass through this change point B, and parallel to the new route Q _Y. The new steering line L _B is obtained, and when the ship passes through the new steering line L _B , the above-mentioned steering change is started, and the automatic steering device based on the automatic steering method according to the first aspect of the present invention (claim 4). In the automatic steering device that turns from the current route (current route) Q _{X at a} constant turn rate τ and changes the route to the next route (new route) Q _Y (change needle), the turn rate τ and the ship speed V
From the means (1C) for finding the change point B on the current route Q _X ,
A change line L _B that passes through this change point B and is parallel to the new route Q _Y
And a means (1D) for determining, and when the own ship passes through this needle change line L _B , the needle change is started.

The automatic steering method according to the second aspect of the present invention (claim 2) is
In the automatic steering method of turning from the current route (current route) Q _X with a constant turn rate τ and changing the route (changing the needle) to the next route (new route) Q _Y , rather than changing the needle based on the turn rate τ, When it is determined that it is possible to change the course more accurately by switching to the route keeping control that corrects the course direction based on the amount of course deviation from the route, it is characterized by switching from the changing route based on the turn rate τ to the route keeping control. Automatic steering device based on the automatic steering method according to the second aspect of the invention (claim 5)
Is a constant turn rate τ from the current route (current route) Q _X
With an automatic steering device that turns and turns to the next route (new route) Q _Y (changing the course), the course that corrects the course direction based on the amount of course deviation from the course rather than changing the course based on the turn rate τ The keep control is provided with a means (1H) for determining at which point the changeover can be made with high accuracy, and based on the determination result of the means, the changeover based on the turn rate τ is switched to the route keeping control. To do.

The automatic steering method according to the third aspect of the present invention (claim 3) is
In the automatic steering method of turning from the current route (current route) Q _X with a constant turn rate τ and changing the route (changing needles) to the next route (new route) Q _Y , from the turn rate τ and the vessel speed V obtains the veering point B on the current route Q _X, through the veering point B, obtains the parallel veering line L _B in the new route Q _Y, the veering line L _B when passing through the own ship, the turn rate When it is judged that it is possible to change the course more accurately by starting the course change based on τ and then switching to the route keeping control that corrects the course direction based on the amount of course deviation from the course rather than the change based on the turn rate τ And turn rate τ
From the based veering, characterized in that to switch to route keep control, automatic steering device based on automatic steering method of the present third invention (claim 6), the current route (now route) Q _X from a fixed turn rate τ Turn to the next route (new route) Q
_In the automatic steering device that changes the course to _Y (change course), the change point B is changed to the current course Q _X from the turn rate τ and the ship speed V.
And means (1C) for obtaining the above, through the veering point B, and means (1D) for obtaining the parallel veering line L _B in the new route Q _Y, the turn by the veering line L _B is the ship passes After starting the change of course based on the rate τ, at what point can the change in precision be changed to the route keeping control that corrects the course direction based on the amount of course deviation from the route, rather than the change based on the turn rate τ. Means to judge
(1H), and based on the determination result of the means, switching from the needle change based on the turn rate τ to the route keeping control.

[0017]

According to the automatic steering method of claim 1, since the needle change line L _B parallel to the new route Q _Y is set as the needle change point for starting the needle change, the needle change is made even if the course of the own ship is deviated. The distance from the starting point to the new route Q _Y is always constant,
Therefore, the turning radius is the same as the turning radius when there is no course deviation, and even if the course deviation is large, it does not stop passing through the turning point unlike the conventional steering method, and therefore stable automatic steering is possible. You can do it.

According to the steering method of the second aspect, it is determined that it is possible to change the needle with higher accuracy by switching to the route keeping control for correcting the course direction based on the amount of course deviation from the route rather than changing the route based on the turn rate τ. At this point, in order to switch from the needle change based on the turn rate τ to the route keeping control,
The route can be changed accurately.

According to the steering method of the third aspect, which is a combination of the steering methods of the first aspect and the second aspect, it is possible to perform stable automatic steering and to change the route with high accuracy.

The automatic steering device according to claims 4, 5, and 6 is based on each of the automatic steering methods of claims 1, 2, and 3. Incidentally, as the point of time when the needle changing mode of claim 5 is switched, there can be mentioned the situations shown in claims 7, 8 and 9, which are the steps S12 and S12A of FIGS. 7, 14 and 15, respectively. , S12B.

A tenth aspect of the present invention is an automatic steering apparatus in which the apparatus of the fourth aspect is constituted by more specific elements, and corresponds to an embodiment described in detail below.

[0022] Claim 11, the apparatus of claim 10, which is provided with proximity alarm line L _A that can alert the access to veering point, claims 12, veering line L _B in the apparatus of claim 11 the and proximity alarm line L _a, until passing through a proximity alarm line L _a, and updated in boat speed at the present time, the optimal both lines L _a according to the situation, and enables the setting of L _B.

[0023]

FIG. 6 is a control block diagram showing an embodiment of the automatic steering apparatus of the present invention. Reference numeral 1 denotes a control device that controls the present device as a whole, and includes a CPU. 2 is a positioning device (GPS) that detects the position of the ship, the speed of the ship and the course
Is. Reference numeral 3 is a tidal current meter for detecting tidal current, wind direction and wind speed, and a wind direction and anemometer. Reference numeral 4 is a ship speedometer composed of a Doppler meter or the like, which can be omitted because it is for backing up the speed obtained by the GPS 2. Reference numeral 5 denotes a gyro that detects a heading, and may be a magnet compass. 6 is a display device for displaying the navigation area,
The passing points set and input by the keyboard 7 are displayed.

Here, control for turning the rudder by manual operation is performed.
[Manual], control to proceed according to the "route keeping control" described below with respect to the designated course direction input from the keyboard 7 [automatic steering], control to proceed while automatically turning at each of the passage points described above [full automatic steering] ], And SW is a changeover switch for selecting these modes.

In the control device 1, there are: a current route up to the next passage point, a new route after the passage point and a route / needle angle calculation unit 1A for calculating the angle (pitch change angle) θ _P formed by both routes , ・ Calculate the turning radius R from the ship speed V and the specified turn rate τ (turning angle per unit time) according to the following formula,
Or the turn rate τ from the ship speed V and the specified turning radius R
R / τ calculation unit 1B, which calculates a change point B on the current route from the turning radius 1C, a change line calculation unit which calculates a line that passes through this change point B and is parallel to the new route 1D, ・ A proximity warning point A is set at a point further ahead by a predetermined length proportional to the vessel speed V from the turning point B, and a proximity warning line L passing through the proximity warning point A and parallel to the new route Q _Y. proximity warning line calculating unit 1E for calculating the _a, · until passing through this proximity warning line L _a, the veering line with boat speed V at the present time L _B and proximity alarm line L _a
Line update unit 1F that executes the calculation of each of the following: ・ A course deviation amount calculation unit 1G that calculates the lateral course deviation amount of the own ship with respect to the current route and the new route, ・ A regular route rather than a change in needle based on the turn rate τ A needle change mode determination unit 1H that determines at what point in time the route keeping control for correcting the course direction based on the course deviation amount is switched to a new route accurately.
Equipped with.

When the turn rate τ is specified, the ship speed V × (360 ° / τ) = 2πR (turning circumference)

## EQU1 ## The turning radius R is obtained from R = 180 V / πτ, and when the turning radius R is specified,

## EQU00002 ## The turn rate .tau. Can be obtained from .tau. = 180V / .pi.R.

Reference numeral 8 denotes a turning angle calculation unit, which is a course (fixed) direction θm output during automatic steering, or a course direction θm and a course direction θn which are sequentially output based on the turn rate and route deviation during fully automatic steering. And the turning angle (θm-θn)
Give as (command rudder angle). Reference numeral 9 denotes a steering control device that controls the steering device 10, and outputs a steering command so that the steering angle of the steering device 10 becomes the command steering angle (θm−θn).

FIG. 7 shows the control operation of the automatic steering device having the above structure.
It will be described in accordance with the flowchart of. When the passing points P ₁ , P ₂ , P ₃ , ... Are input by the keyboard 7 in step S1 as shown in FIG. 8, the current route (Q ₁₂ ) and the new route (Q ₂₃ ) are determined in step S2. It is recognized, and the course change angle θ _P at the next passage point P ₂ is calculated by the route / change needle angle calculation unit 1A.

After that, the "route keeping control" consisting of steps S3 to S9 is performed. In step S3, the course deviation amount calculating section 1G, course deviation amount of lateral direction than the current route Q ₁₂ of the ship S is detected. -In step S4, the course deviation amount is the allowable route width W
If it is within the allowable route width W, and if it exceeds the allowable route width W, then in step S5, as shown in Table 1, the corrected azimuth θ _S corresponding to the deviation amount is set so as to proceed on the regular route. The course azimuth θm corrected by is calculated step by step.

[0030]

[Table 1]

For example, the current route Q ₁₂ in FIG. 8 (its course direction θm is 10 ° (the true north is 0 ° and the frequency is counted in the clockwise direction)) is set, and the ship S is directed from the regular route Q ₁₂ If there is a 00.3 mile course deviation to the left, (10 + 0.3) ° is output as the heading θm, and, for example, the course deviation amount is 0 after 1 minute (sampling cycle).
If it was corrected to 02 miles, at this point (10 + 0.
2) The heading θm of ° is output.

The course θn which is the heading of the own ship S at this time
The path azimuth is corrected by giving the difference (θm-θn) to the steering control device 9 as the turning angle. In step S6, it is determined whether or not the proximity warning line L _A has been passed. If it has passed, the process proceeds to step S9, but if it has not passed, the process proceeds to step S7. In step S7, the turning radius R ₁ required in the following calculation is calculated by the R / τ calculation unit 1B from the ship speed V and the turn rate preset by the keyboard 7 according to Formula 1. When the turn rate τ is obtained from the ship speed V and the input turning radius R ₁ , the input turning radius R
A number of ₁ is used. In step S8, as shown below, veering point B, veering line L _B, proximity alarm point A, the proximity warning line L _A is veering point calculation section 1C, by veering line calculation unit 1D and proximity alarm line calculating unit 1E Is calculated. That is, in FIG. 8, P ₂ C = R ₁ · sin (θ _P / 2) CB = V · (T + t / 2 + β) T: Tracking index (sec) t: Steering device 10 including steering control device 9 Steering response speed (1 / sec),

[0033]

[Equation 3]

K: Turnability index (1 / sec) U: Steering speed β: Correction coefficient due to disturbance such as tidal current ∴ P ₂ B = P ₂ C + CB The needle change point B is obtained. AB = V x set time ∴ P ₂ A = P ₂ B + AB The proximity alarm point A can be obtained. From the turning point B to the turning point B, the turning line L _B parallel to the next route Q _23, and from the proximity warning point A to the proximity warning point A, the proximity warning line L _A parallel to the next route Q ₂₃ , respectively. Calculated by coordinate calculation. In this way, until the vehicle passes the proximity warning line L _A , the line updating unit 1E causes the changing point B at the latest ship speed V in steps S7 and S8, and hence the changing line L _B and the proximity warning line L _A. Are sequentially updated, but when the proximity warning line L _A is passed, the last updated needle change line L _B is used for the next step. At step S9, it has passed the above veering line L _B is determined, until it passes the veering pass line L _B, navigate the route keep control of step S3~ step S9.

In step S10, the boat S changes its course according to the turn rate τ set in advance (when the turning radius R is set and input, it is calculated from the equation 2). If the turn rate τ is 3 ° / min and the sampling cycle is 1 minute, the course direction θm is updated every 1 minute as shown in Table 2.

[0036]

[Table 2]

[0037] At step S11, in veering in accordance with the turn rate tau, with the rest of the turning angle A (obtained from turning angle calculation unit 8) is calculated for the new route Q ₂₃ at that time, the new route Q _The turning angle B necessary for changing the course to ₂₃ (using the method in step S5) is calculated. The straight line in FIG. 9 shows how the turning angle A changes when changing the needle at the turn rate τ. The value of the turning angle A at the start of changing the needle is θ _P (the turning angle at the passing point P ₂ However, it decreases linearly from the time when the heading θm = the heading θn) to the end of the turning (because the turn rate τ is constant), but the turning angle A when the turning due to the turn rate due to disturbance such as tidal current is ended. Is often not zero. On the other hand, the curve in FIG. 9 shows a state of changing the course based on the route keeping control. Since the course deviation amount to the new route Q ₂₃ at the start of the changing route is large, it is attempting to reach this new route Q ₂₃ early
Proceed to almost the same route (without turning). That is, the value of the B just after veering start is large, exponentially decreasing small as it approaches the new route Q _23. The above Table 1 is programmed so that the ship S can be corrected to the proper route with such characteristics. In step S12, the size of A and B is determined by the needle change mode determination unit 1H, and step S is performed until A> B.
Although the needle change is continued according to the turn rate τ of 10 to step S12, if A <B, the procedure proceeds to step S13, the needle change by the turn rate is finished, and the next passing point is from P ₂ to P in step S14 _It was updated to ₃ , which made the route Q _{23 the} current route and the route Q _23
34 becomes a new route. After that, the above-mentioned control is repeated by returning to step S2.

FIG. 10 shows the same conditions as FIG. 2 according to the automatic steering apparatus of the present invention (same needle change angle θ _P , same course deviation amount).
In this FIG. 10, the course change point B ′ of the ship S ′ having a course deviation is the regular route Q.
The turning point B when navigating ₁₂ is a point shifted in parallel with the new route Q ₂₃ , so the turning radius when changing the needle at the changing point B ′ is the turning radius R ₁ when changing the needle at the changing point B. Is the same as

FIGS. 11 and 12 show the case where the automatic steering device of the present invention changes the needle under the same conditions as FIGS. 4 and 5, but as shown in FIGS. , It does not pass through the point of change of needle point, so that automatic steering is not disabled.

[0040] Similar to the control for veering line L _B, The same is true with respect to the proximity alarm line L _A, since always passes through the proximity alarm line L _A even courses deviation,
It is possible to reliably warn that the start of needle change is approaching.

In the flow of FIG. 7, the needle change ends (step S
13) After that, the passing point was updated, but
As shown in, the passing point may be updated as shown in step S9A after passing the needle changing line (step S9). In that case, the turning angle (A), ( B) is required.

Further, in the flow of FIG. 7, when changing to a new route, it is more accurate to change the route change control based on the turn rate to the route keeping control as the time when the change can be made more accurately in step S12. However, various situations are conceivable at this time depending on the navigation and steering characteristics of the hull. An example is given below.

As shown in step S12A of FIG.
While the A value is larger than the limit approach angle determined by the hull characteristics, the needle change based on the turn rate is continued, but when the A value becomes equal to or less than the limit approach angle, the control is switched to the route keeping control.
Here, the limit approach angle means an angle at which the new route is overrun if the turning angle required to shift to the new route is larger than that. The meaning of this control is as follows.

The turning angle A for the new route is large at the beginning of the change of course, but gradually decreases with the change of the turn rate. However, even after the change of the change due to the turn rate is completed, the ship is not on the new route due to disturbance or the like. Is normal. Therefore, if the turning angle is reduced to "a certain value", switching to "route keeping control" enables more accurate needle changing. As the “certain value”, the limit approach angle is adopted in the control of FIG.

Further, the turning angle B also gradually decreases due to the needle change based on the turn rate. Therefore,
As shown in step S12B of FIG. 15, when B is larger than a constant value, the needle is changed based on the turn rate, but when B is equal to or smaller than the constant value, it is switched to "route keeping control".

In the above-described embodiment, the combination of the first invention according to claim 1 and the second invention according to claim 2 (that is, the third invention according to claim 3) is disclosed. It is also possible to carry out the invention and the second invention independently. That is, when the first invention is carried out alone, if it passes through the needle changing line L _B , the route is changed only by the needle change based on the turn rate τ, and when the second invention is carried out alone, it is shown in FIG. If the vehicle passes through a turning point of radius Lb, the turning of the turn rate τ is started, and thereafter, at the above-mentioned time point, the control is switched to the route keeping control.

[0047]

In the automatic steering method according to the first aspect of the present invention and the automatic steering apparatus according to the fourth aspect based on this steering method, the needle change line parallel to the new route Q _Y is set as the needle change point. Therefore, even if there is a course deviation on the own ship, the distance from the start point of change of course to the new route is always constant, so the turning radius is the same as the turning radius when there is no course deviation, and the course deviation is large. Also, unlike the conventional steering method, it does not stop passing the needle change point, so that stable automatic steering can be performed. An automatic steering method according to a second aspect of the present invention and a fifth aspect based on this steering method.
In the automatic steering device related to, when it is determined that it is possible to change the course more accurately by switching to the route keeping control that corrects the course direction based on the amount of course deviation from the route, it is possible to change the route keeping control based on the turn rate. Since it is switched, the route can be changed with high accuracy. Therefore, the automatic steering method according to the third aspect of the present invention, which is a combination of the first aspect and the third aspect of the invention, and the automatic steering device according to the sixth aspect based on this steering method, enable stable automatic steering. The route can be changed with high accuracy.

[Brief description of drawings]

FIG. 1 is a diagram showing a navigation situation when a conventional navigation device is used.

[Fig. 2] A map of the course of a change in the course of deviation from the specified route

FIG. 3 is a reprinted version of FIG. 2 at an appropriate scale for comparison with the following figures.

[Fig. 4] Track diagram of a change of course when the speed is reduced

[Fig. 5] Diagram of the course of needle changes when the needle change angle is reduced

FIG. 6 is a control block diagram showing an embodiment of an automatic steering device of the present invention.

7 is a flowchart showing the control operation of the automatic steering device of FIG.

FIG. 8 is a track diagram of a variable needle in the automatic steering system of FIG.

FIG. 9 is a diagram showing changes in turning angle to a new route when changing needles.

FIG. 10 is a diagram showing in detail how the needle is changed in FIG.

FIG. 11 is a diagram of the course of a change in needle when the speed is reduced with the device of FIG.

FIG. 12 is a diagram of a course of changes in the needle when the needle change angle is made small with the device of FIG.

13 is a flowchart showing another control operation in the apparatus of FIG.

FIG. 14 is a flowchart showing another control operation in the apparatus of FIG.

FIG. 15 is a flowchart showing another control operation in the apparatus of FIG.

[Explanation of symbols]

 1 Control device 1A Route / change needle angle calculation unit 1B R / τ calculation unit 1C Change needle point calculation unit 1D Change needle line calculation unit 1E Proximity warning line calculation unit 1F Line update unit 1G Course deviation amount calculation unit 1H Change needle mode determination unit 2 Positioning device 5 Gyro 8 Turning angle calculation unit 9 Steering control device 10 Steering device

Claims (12)

[Claims] 1. An automatic steering method in which a current route (current route) Q _X turns at a constant turn rate τ and changes to a next route (new route) Q _Y (changing needles) in a specified turning radius. based on the turning radius R which is determined from the R or the turn rate τ and Funesoku V, determine the veering point B on the current route Q _X, through the veering point B, determined parallel veering line L _B in the new route Q _Y An automatic steering method characterized in that, when the own ship passes through this change needle line L _B , the change needle is started. 2. In the automatic steering method of turning from the current route (current route) Q _{X at a} constant turn rate τ and changing the route to the next route (new route) Q _Y (change needle), the turn rate τ is set. When it is judged that it is possible to change the course more accurately by switching to the route keeping control that corrects the course direction based on the amount of course deviation from the route, than when changing the route based on the turn rate τ, switch to the route keeping control. Automatic steering method characterized by. 3. A specified turning radius in an automatic steering method of turning from a current route (current route) Q _{X at a} constant turn rate τ and changing to a next route (new route) Q _Y (change needle). based on the turning radius R which is determined from the R or the turn rate τ and Funesoku V, determine the veering point B on the current route Q _X, through the veering point B, determined parallel veering line L _B in the new route Q _Y If the own ship passes through this needle change line L _B , the needle change based on the turn rate τ is started,
After that, when it is determined that it is possible to change the course more accurately by switching to route keeping control that corrects the course direction based on the amount of course deviation from the route, it is possible to change the course based on the turn rate τ rather than changing the route based on this turn rate τ. The automatic steering method is characterized by switching from the control to the route keeping control. 4. A specified turning radius in an automatic steering device that turns from a current route (current route) Q _{X at a} constant turn rate τ to change to a next route (new route) Q _Y (change needle). R or a means (1C) for obtaining the change point B on the current route Q _X based on the turning radius determined by the turn rate τ and the ship speed V, and a change line that passes through this change point B and is parallel to the new route Q _Y. and means (1D) for obtaining the L _B, the veering line L _B when passing ship, automatic steering apparatus characterized by initiating the veering. 5. An automatic steering device that turns from the current route (current route) Q _{X at a} constant turn rate τ and changes to the next route (new route) Q _Y (changing needles) has a turn rate τ. For route keeping control that corrects the course direction based on the amount of course deviation from the route, rather than changing the needle based on
A means (1H) is provided for determining at which point the switching can be performed with high accuracy, and based on the determination result of the means,
An automatic steering device characterized by switching from a change of needle based on a turn rate τ to a route keeping control. 6. An automatic steering device that turns from a current route (current route) Q _{X at a} constant turn rate τ and changes to a next route (new route) Q _Y (change needle) in a designated turning radius. R or a means (1C) for obtaining the change point B on the current route Q _X based on the turning radius R determined by the turn rate τ and the ship speed V, and passing through this change point B,
Means for obtaining a parallel veering line L _B in the new route Q _Y (1D)
If, after starting the veering based on the turn rate tau by passing ship this veering line L _B, than veering based on the turn rate tau, to correct the path azimuth based on the course deviation amount of from route The route keeping control is provided with means (1H) for determining at which point in time it is possible to accurately change the route, and based on the determination result of the means, the route changing based on the turn rate τ is switched to the route keeping control. Characteristic automatic steering device. 7. The time, automatic steering device according to claim 5 turning angle for new route Q _Y at the present time is when it becomes less than a turning angle required for route change to the new route Q _Y. 8. The method according to claim 5, wherein the time point is when the turning angle of the new route Q _Y at present is less than an approach angle (limit approach angle) at which the new route Q _Y does not overrun. Automatic steering device. 9. The automatic steering apparatus according to claim 5, wherein the time point is a time when the turning angle required for changing the route to the new route Q _Y is less than a certain value. 10. The route connecting the passing points arbitrarily set, turning from the current route (current route) Q _{X at a} constant turn rate τ to the next route (new route) Q _Y In the automatic steering device that changes (changes the needle), means (7) for setting and inputting each passing point, a route connecting the passing points set and input, and a route for calculating the changing angle at each passing point
A variable needle angle calculating means (1A), a means (1B) for obtaining a turning radius R from the ship speed V and a designated turn rate τ, or calculating a turn rate τ from the specified turning radius R and the boat speed V; A means (1C) for obtaining a change point B for starting a change on the route Q _X from the turning radius R, and a change line L _B passing through the change point B and parallel to the new route Q _Y.
And a means (1D) for obtaining the route, and when the own ship passes through the course change line L _B , the course is changed (change course) from the current route Q _X to the new route Q _{Y at the} turn rate τ. Automatic steering device. 11. The route connecting the passing points arbitrarily set, turning from the current route (current route) Q _{X at a} constant turn rate τ to the next route (new route) Q _Y In the automatic steering device that changes (changes the needle), means (7) for setting and inputting each passing point, a route connecting the passing points set and input, and a route for calculating the changing angle at each passing point
A changing needle angle calculation means (1A) and a means (1B) for calculating a turning radius R from the ship speed V and a designated turn rate τ, or calculating a turn rate τ from the ship speed V and a designated turning radius R; A means (1C) for determining a turning point B at which the turning point starts on the route Q _X from the turning radius R, and a turning line L _B passing through the turning point B and parallel to the new route Q _Y.
And means (1D) for obtaining the, if the ship is passing through the veering line L _B, as well as route change (veering) with at the turn rate τ from the present route Q _X to the new route Q _Y, the veering point _A means for defining a proximity warning point A at a position further ahead by a predetermined length proportional to the ship speed V from B, and setting a proximity warning line L _A passing through the proximity warning point A and parallel to the new route Q _Y ( 1E), and when the own ship passes through the proximity warning line L _A , the automatic steering device warns that the start of the needle change is approaching. 12. With respect to a route connecting arbitrarily set passing points, a route is turned from a current route (current route) Q _{X at a} constant turn rate τ to a next route (new route) Q _Y. In the automatic steering device that changes (changes the needle), means (7) for setting and inputting each passing point, a route connecting the passing points set and input, and a route for calculating the changing angle at each passing point
A changing needle angle calculation means (1A) and a means (1B) for calculating a turning radius R from the ship speed V and a designated turn rate τ, or calculating a turn rate τ from the ship speed V and a designated turning radius R; A means (1C) for determining a turning point B at which the turning point starts on the route Q _X from the turning radius R, and a turning line L _B passing through the turning point B and parallel to the new route Q _Y.
And means (1D) for obtaining the, if the ship is passing through the veering line L _B, as well as route change (veering) with at the turn rate τ from the present route Q _X to the new route Q _Y, the veering point _A means for defining a proximity warning point A at a position further ahead by a predetermined length proportional to the ship speed V from B, and setting a proximity warning line L _A passing through the proximity warning point A and parallel to the new route Q _Y ( 1E) to warn that the start of the needle change is approaching when the own ship passes the proximity warning line L _A , and further, the latest ship speed V is reached until the own ship passes the needle change start line L _A.
With, the veering point B, therefore, the automatic steering apparatus characterized by comprising veering line L _B, sequentially updating means (1F) proximity warning line L _A.