JPS5878892A - Automatic steering device for vessels - Google Patents

Abstract

PURPOSE:To minimize the loss of speed and propulsive horse power in a ship by proportionally differentiating the course driftage, integrating it through a steering angle adjustment limit unit, and controlling a rudder via this limit unit for keeping the steering angle at maneuvering for maintaining the course less than that obtained by integration power. CONSTITUTION:A course driftage signal thetao obtained by a gyrocompass 1 and a course setting unit 3 is introduced into a steering adjustment unit 17 via proportional differentiation control units 5, 6, 8 and a weather adjustment unit 9. It is further led to a limit unit 15 via an integration control unit 4. A steering control unit 16 controls a rudder 12 on the basis of both signals. The integration control unit 4 and the proportional differentiation unit 5 are respectively provided with their own limit units. This construction permits to reduce the steering angle for maintaining the courseagainst rough weather less than that obtained by integral operation and minimize the loss of speed and propulsive horse power caused by steering in a ship.

Description

[Detailed description of the invention] This invention detects deviations between a ship's heading and course.

The present invention relates to an automatic steering system for a ship that controls the rudder of a ship based on the deviation.

A marine automatic steering system that detects the deviation between the ship's heading and the set course and controls the ship's steering, which is supplied from the target course set by the ship's head, the ship's operator, navigator, etc., and the gyro compass. The required rudder angle is determined by detecting the deviation (course deviation angle f) from the heading of the same vessel (the gyro compass always outputs a fare azimuth signal that indicates the ship's heading). The system controls the rudder based on this information and allows the ship to navigate along a set course.

FIG. 1 is a block diagram showing the flow of signals in such a marine vessel automatic steering system. In Jin's diagram, % 1 is a gyro compass, and ? :,'s gyro compass 1
always generates a signal indicating the ship's heading, and the course deviation detection 1
! 2 to the first input terminal.

It is also a course setting section for setting the course of the third company, and this course setting section 3 outputs a signal S corresponding to the set course and supplies it to the second input terminal of the course deviation detector 2. The course deviation detector 2 detects the difference between the signal S supplied to its first input terminal and the signal S supplied to its second input terminal, and integrates the resulting course deviation signal 0°. Control unit 4.
It is supplied to the proportional control section 5 and the differential control section 6. The integral control unit 4 detects the deviation (offset amount) between the actual ship course and the set course due to crosswinds, etc., and receives a course deviation angle signal θ. is integrated, and the resulting signal 0 is supplied to the second input terminal of the adder 7. Proportional control section 5
is to detect the amount of return throttling to correct the deviation and return the ship to the set course when the ship deviates from the set course, and when a course deviation signal of 0° is supplied, this supplied nine course A signal proportional to the deviation signal 0K is output and supplied to the first input terminal of the adder 8. The differential control unit 6 detects the ninth stoppage amount to quickly turn the ship's bow toward the set course when the ship turns by returning the rudder and approaches the set course, and uses the supplied course deviation signal. θ. is differentiated, and the resulting signal 0D is supplied to the second input of the adder 8. The adder 8 adds the signal O1 supplied to its first input and the signal eυ supplied to its second input, and supplies the resulting signal 'pIfl to the weather adjustment section 9.

In the weather adjustment section 9, when the deflection angle indicated by the signal θ is small, the steering angle ratio becomes small to reduce loss due to steering, and when the deflection angle is greater than a certain angle, the steering angle ratio becomes large. Dual steering angle (Dual Ga1n) that makes it easier to return to the set course
It is a weather adjustment section of the type, and when it is supplied with the signals θ, D, it converts this signal 'pi- into the corresponding signals O2, A, ・ based on the steering angle ratio according to the declination angle indicated by the signal 'pi-, It is supplied to the first input terminal of the adder 7. The adder 7 adds the signal epy supplied to its first input terminal and the signal θ input supplied to its second input terminal, and the resulting signal is applied to the steering angle adjustment steering angle mitt section 10. supply to. The rudder angle adjustment rudder angle IJ limit unit 10 converts the declination indicated by the supplied signal 08 into a corresponding rudder angle based on a predetermined rudder angle ratio and limit angle, and is set by the ship operator etc. Based on the rudder angle ratio, the yaw angle indicated by the supplied signal 0-; is converted into the corresponding rudder angle, and the rudder angle obtained as a result is set as the limit rudder angle (this limit rudder angle is ±
15'' or ±201), this steering angle is limited to the limit steering angle and the resulting signal 0.! is supplied to the first input of the steering angle controller 11. The angle controller 11 performs negative feedback control of the rudder 12 based on the good signal 0 supplied to its first input terminal and the feedback signal μ supplied to its second input terminal.1. Signal ## A good signal obtained based on the feedback signal μ and the feedback signal μ is supplied to the amplifier 13. A part of the signal amplified in the amplifier 13 is sent to the second steering angle controller 11 via the feedback path 14. The rudder 12 is controlled based on this amplified signal, which is supplied to the input terminal.

By the way, in the conventional automatic steering system for ships as described above, a signal 0° is obtained by integrating a course deviation signal 0° obtained from a set target course and a voice heading supplied from a gyro compass. and this course deviation signal θ. The corresponding rudder angle is determined based on the resulting deflection angle that indicates a good signal of 0°0, and this determined rudder angle is set as the limit rudder angle ±15'.
Because the rudder angle is limited to ±15', the rudder angle determined by proportional differential operation, which is sufficient for rudder angles within ±5, can become large in the case of rough weather, up to the limit rudder angle of ±15'. With this automatic steering system,
During stormy weather, etc., when steering a ship to keep its course, the loss of ship speed and propulsion horsepower increases in proportion to the square of the rudder angle, and the signal obtained by integral operation increases. Since the steering angle adjustment is also applied to 0□, there is a problem that when the steering angle is adjusted, the offset also changes.

In view of the above points, this invention makes it possible to make the steering angle for course keeping in a ship obtained by proportional differential action smaller than the steering angle obtained by integral action, and also adjusts the steering angle. The present invention provides an automatic steering and rudder system for a ship in which the steering angle obtained by the integral operation can be kept unchanged even when the steering angle is obtained by the integral operation. A limiting means for limiting the output to a predetermined value is provided, and the output of the proportional differentiating means is converted into a corresponding steering amount after the proportional differentiating means for proportionally differentiating the heading deviation signal.

A steering angle adjustment limit means is provided to limit the resulting steering amount to a predetermined amount or less, and the rudder is feedback-controlled based on the outputs of the steering angle adjustment limit means and the limit means. It is said that

An embodiment of the present invention will be described below with reference to the drawings.

FIG. 2 is a block diagram showing the flow of signals in the automatic ship steering system according to the present invention. In this figure, the same reference numerals are given to the parts corresponding to the parts of the first factor. In FIG. 2, 1B sets the deflection angle (steering angle) indicated by the signal 0 output from the integral control unit 4 to a predetermined value (this predetermined value is, for example,

The signal 'ZL' obtained by limiting the supplied signal -1 to this limit is output to the rudder angle control -16. 17 is a rudder angle adjustment rudder angle limiter configured similarly to the rudder angle adjuster rudder angle limiter 10 shown in FIG. 17 converts the yaw angle indicated by the signal 0.0 supplied from the weather adjustment unit 9 into a corresponding rudder angle based on the rudder angle ratio set by the operator etc., and the rudder angle obtained as a result is set. The signal 0i obtained by limiting the limit angle to the limit angle is narrower than the limit angle of the integral limit section 15 (for example, ±5@), is used as the steering angle controller. The steering angle controller 16 is supplied to the first input terminal of the steering angle controller 1 shown in FIG.
A small signal obtained by adding the signal 0b supplied to its first input terminal and the signal 0[6, supplied to its third input terminal] is a controller configured similarly to 1. A good signal obtained based on the feedback signal μ supplied to its second input terminal is supplied to the rudder 12 via the amplifier 13 to perform feedback control of the rudder 12.

With such a configuration, the proportional control section 5 can
The steering angle can be adjusted even when the steering angle obtained by adding the output of and the output of the differential control section 6 becomes large.

The rudder angle limiter 17 detects this and limits it to a small rudder angle, and when a crosswind or the like occurs and the rudder angle obtained by the integral control part 4 becomes large, the limit part 15 limits the rudder angle to a small one. By detecting and limiting the rudder angle to ±15''', losses in ship speed and propulsion horsepower due to steering can be minimized.
Furthermore, even when the rudder angle is adjusted by operating the rudder angle adjustment rudder angle limiter 17, the four rudder angles obtained by the integral control part 4 can be kept constant.

As explained above, the present invention includes a proportional differentiating means for proportionally differentiating the deviation between the ship's fare heading and the course, converting the output of the proportional differentiating means into a corresponding steering amount, and converting the resulting steering amount to a desired value. A steering angle adjustment limit means for limiting the output to a fixed value or less, an integrating means for integrating the deviation, a limit means for limiting the output of the integrating means to a predetermined value or less, and an output of the limiting means. and a control means for feedback controlling the rudder of the ship based on the output of the rudder angle adjustment cut means, so that the steering angle for course keeping in the ship obtained by the proportional differential action can be obtained by the integral action. The steering angle can be made smaller,
This allows the loss of ship speed and propulsion horsepower caused by steering to be minimized, and furthermore, even when the rudder angle is adjusted, the rudder angle obtained by integral operation can be kept constant. It is possible to maintain stable course keeping performance.

[Brief explanation of drawings]

FIG. 1 is a block diagram showing a signal flow in a conventional marine vessel automatic steering system, and FIG. 2 is a block diagram showing an example of a signal flow in a marine vessel automatic steering system according to the present invention. 1... Gyro compass, 3... Course setting section. 4... Integral control unit C integration means), 5...
・Proportional control section C proportional differentiation means), 6... Differential control section C proportional differentiation means), 15... Limit section C
16... Rudder angle controller (control means), 16... Rudder angle adjustment Rudder angle limit section (Rudder angle adjustment limit means).

Claims (1)

[Scope of Claims] A marine automatic steering system that detects a deviation between a ship's bow heading and a course, and controls the rudder of the ship based on this deviation, comprising: proportional differentiation means for proportionally differentiating the deviation; , steering angle adjustment limit means for converting the output of the proportional differentiation means into a corresponding steering amount and limiting the resulting steering amount to a predetermined amount or less, and an integrating means for integrating the deviation. a limiting means for limiting the output of the integrating means to a predetermined value or less; and control for feedback controlling the rudder based on the output of the limiting means and the output of the rudder angle adjusting means. What is claimed is: 1. An automatic steering device for a ship, characterized by comprising means.