JPS6112499A - Steering device in ship - Google Patents

Abstract

PURPOSE:To eliminate deviations in azimuth upon change-over from the manual steering control unit side to an automatic steering unit to carry out a safe change-over, by providing an integrated initial value delivering means for delivering an initial value to an integration computing element-upon changeover from the manual steering unit side to the automatic steering unit. CONSTITUTION:An automatic steering unit 51 carries out a PID control computation in accordance with a deviation between the adimuth theta of a ship delivered from a detector 2 and a set azimuth thetac from a setting unit 3 and delivers an automatic steering signal deltaA. Meanwhile, a steering angle holding circuit 13 in an integrated initial value delivering means 11 receives an A/M change-over signal alpha from a switching element 10 and holds the value of the steering angle signal deltatheta obtained from a steering angle detector 12 just before change-over from manual steering operation to automatic steering operation while delivering the value as an initial value for integration to an integration computing element 81 in the automatic steering unit 51. Accordingly, the initial value of the integration computing element 81 may provide the actual steering angle signal deltatheta just before change-over, and therefore, it is possible to carry out the change-over from manual steering operation to automatic steering operation.

Description

DETAILED DESCRIPTION OF THE INVENTION Technical Field The present invention relates to a ship steering system, and more particularly to a ship steering system that improves course keeping when switching from manual steering to automatic steering.

<Conventional technology> The prior art will be explained below with reference to FIGS. 7 to 9.

Fig. 7 is a block diagram showing a conventional ship steering device, Fig. 8 is a steering angle signal characteristic diagram of a conventional ship, and Fig. 9 shows the relationship between the four-way deviation and the amount of rudder angle of the ship. Time chart 1~.

The ship's steering system includes a manual steering system (in this case, a so-called manual steering means that controls the rudder angle by controlling the steering wheel), and a spider 1 that steers using a remote steering transmitter at a location away from the pylon 1 stand. ~Control 1~Includes roll means, etc.)
and automatic steering (steering means that automatically obtains a course using proportional, integral, and differential calculation (hereinafter referred to as rPID calculation) functions)
There is.

In FIG. 7, 1 is a manual steering device that outputs a manual steering signal δi, 2 is a Kushiro azimuth detector that outputs a course azimuth signal θ, 3 is a Kushiro azimuth setter that outputs a setting Kenro signal θC,
4 is a subtractor that compares the course heading signal θ and the set course signal θC and outputs a Kushiro deviation signal Δθ (-θ-θC); 5 is an automatic steering device; this automatic steering device 5 is! +Road deviation signal 8 is input, PID calculation 1 is inputted to the proportional calculation element 6, integral calculation element 8 and differential calculation element 7, and the results of these calculations are added in the adder 9. An automatic steering signal δA for automatic steering is output to the vehicle (shown in FIG. 9). , 10 is a switching element that switches between the manual steering signal δ1 and the automatic steering signal δA using an automatic/manual switching signal (hereinafter referred to as "FA/rVl switching signal") α and outputs the steering angle signal (-δ0). δ0 is the steering angle actually taken by the rudder K based on the steering angle signal δ0 (hereinafter referred to as "actual steering angle"). Incidentally, the steering angle signal δ0 has a relationship as shown in FIG. In Fig. 8, the horizontal axis is time t, the vertical axis is the amount of steering angle, and M is during manual steering.
A is automatic steering, SW is time t. It is assumed that the switching point of the switching element 1o is at , and the set course direction remains unchanged (the same applies hereinafter). What is clear from FIG. 8 is that, for example, when the manual steering device takes a steering angle that resists and compensates for a steady disturbance, the switching element 10 is switched to the automatic steering device 5 at time to. If so, the steering angle signal δA by automatic steering
The initial value of (-δ0) is that it starts from zero regardless of the previous value of the manual steering signal δ. Now, the integral output δx−(1
/TtS) 80 is expressed as a difference formula, δr (n') = (Δ to /T+) Δθ + δx (ll-1>...(1)
becomes. However, △1 (1ull interval between calculation FPf, Ti
t is an integral time constant, S is a Laplace operator, and n is an integer of n≧1. Here, when to of the switching element 10 is n=
1, it becomes δx(11-1)-δI (0)-〇. On the other hand, since △ヱ〇, (ΔL/T1) Δδ
−〇, and the integral output δIHl) of equation (1) is δx(1
)=0. This means that at the switching point SW at time [0, the initial value of the integral calculation element 8 of the automatic steering device 5 becomes zero. Figure 9 shows the vessel operation status resulting from this.

In Fig. 9, C1(1) represents the rudder angle state (δθ) of the ship SH at the switching point SW and the state of the steady disturbance F, and (11) represents the course deviation before and after the switching point SW. , (iii) are steering angle signals δ before and after the switching point SW. (However, it is assumed that the Kushiro direction is constant and only a steady disturbance F acts on the vessel 51-1.) Here, if there is no change in the set ti road direction, generally the proportional output δP (=l<PXΔθ, K
p is the proportional gain) and the differential output δo of the differential calculation element 7
(=TdXSXΔθ, where Tci is a differential time constant) is approximately zero. Therefore, for the rudder of the ship S l-1, the integral output of the integral calculation element 8 is δr = (1/Tt S) × 〇
Driven only by In other words, the function of the integral calculation element 8 of the automatic steering device 5 is to adjust the steering angle (this museum ) is calculated and output. Therefore, if the initial value of the integral calculation element 8 is set to zero, the course deviation and rudder angle operation of the ship SH will be as shown in FIGS. 9(li) and (iti).

<Problem related to the invention> Now, the ship SH is resisting a steady disturbance F at a constant rudder angle (
Suppose that the vehicle is traveling straight while maintaining a speed of δθ) and switches from manual to automatic mode at time to. Since the integral output δI becomes zero, the ship SH is influenced by the steady disturbance F and becomes thick (deviates from the course, and the Kushiro deviation becomes large as shown in Figure 9 (11). As a result, the time 1o Immediately after, as shown in FIG. 9 (lli), the differential calculation element 7 operates to produce a steering angle signal δ0
A) shows a rapid rise characteristic. After a certain period of time has elapsed, the integral output δI of the integral calculation element 8 becomes available, so the course deviation becomes zero and the steering angle signal δ becomes. is the value during manual steering before switching. Generally, the integration time constant is long, for example, 200 seconds.

Therefore, when switching from manual to automatic, it takes time to put the ship SH on the set course, and energy is wasted.

<Object of the Invention> The present invention has been made in view of the problems of the prior art mentioned above, and the present invention is to automatically change the steering angle set by the manual steering device when switching from manual steering to automatic steering. It is an object of the present invention to provide a steering device for a ship that allows smooth switching by setting the initial value of an integral calculation element of the steering device.

<Configuration of the Invention> In order to achieve the above-mentioned object, the configuration of the ship steering device of the present invention includes: a manual steering device for manually controlling the rudder angle of the ship by a helmsman, a proportional calculation element, an integral calculation element, In a steering system for a ship, comprising an automatic steering system that has a calculation element such as a differential calculation element and automatically steers the rudder angle based on a course deviation, switching from the manual steering system side to the automatic steering system side. An integral initial value output means is provided for outputting an integral initial value to the integral calculation element at times.

<Embodiments of the Invention> Specific embodiments of the present invention will be described in detail below with reference to the drawings. In the following drawings, parts that overlap with those in FIGS. 7 to 9 are given the same numbers, and the explanation thereof will be omitted.

FIG. 1 is a block diagram showing an embodiment of the ship's steering system according to the present invention, FIG. 2 is a time chart showing course deviation and rudder angle operation of the ship, and FIG. 3 is a diagram showing the operation of the ship's steering system. Flowchart 1.

In FIG. 1, reference numeral 11 denotes an integral initial value output means, and this integral initial value output means 11 detects the steering angle of the rudder and outputs an actual steering angle signal δ. It is composed of a steering angle detector 12 that outputs a steering angle signal and a steering angle signal holding circuit 13. Note that the steering angle signal holding circuit 13 is
The A/M switching signal α is input and the value of the steering angle signal δ0 immediately before the switching element 10 is switched from manual to automatic is held, and the initial value of the integral () is input to the integral calculation element 81 in the automatic steering device 51. Output. By adopting the Jζ configuration shown in Figure 1 (
1) Formula is, at time 1o, δx (1) = (ΔJ: / T + ) △θ→δ0
=δ. ...(2) becomes. Therefore, the initial till + ill of the integral calculation element 81 is the actual steering angle signal δ before switching. This allows for smooth switching. The time chart in Figure 2 shows this relationship71.

That is, it can be seen that at time [0, the actual steering angle (δθ) during manual steering is maintained. From then on, automatic steering will perform P■D calculations based on the button road deviation and operate the aircraft.

<Other embodiments of the invention> FIG. 1 can be modified as follows.

■: The automatic steering device 51 and the steering angle signal holding circuit 13 are
As shown in FIGS. (A) and (B), it is possible to configure a micro combi coater. FIG. 4 (Δ) is a block diagram of the automatic steering system 14 corresponding to FIG. 1, and FIG. 4 (B) shows the functional configuration of the microcomputer shown in FIG. 4 (Δ).

In FIGS. 4A and 4B, 141 is a course/direction detector interface, 142 is a course/direction setter interface, 143 is a digital-to-analog converter for converting the steering angle signal δA, which is a digital signal, into an analog signal, 1
44 is an analog-to-digital converter that converts the actual steering angle signal δθ, which is an analog signal, into a digital signal; 145 is an A/D converter;
A status interface for inputting the M switching signal α, 146 a read-only memory, 147 a random access memory, and 148 an arithmetic processing section for performing various calculations and processes.

■: The switching element 10 is the select switch 10-, and the A/
FIG. 5 shows an example in which the M switching signal α is controlled by the steering operator's hand. In FIG. 5, 15 is a comparison circuit having a reference value (for example, reference voltage E (where 6M>E)), and 16 is a pulse generation circuit that receives the output of comparison circuit 15 and generates one pulse.

■: As shown in FIG. 6 (A>), the integral initial value output means is provided with a manual steering angle initial value signal membrane 9 constant means 17 such as a volume, and the output (δo ') The switch element 18 may be turned on and off by the A/M switching signal α, or may be turned on and off independently.

■: Also, as shown in FIG. 6<13), the sample and hold circuit 19 is used as the integral initial value output means, and the Δ/M switching signal α is sent to the analog switch 21 (off operation in automatic steering), 2
The configuration 11'' may be configured with a circuit such that it is 0 (off operation by manual steering) and received (J).

(2): The steering angle detector 12 is not necessarily required. Figure 6 (
]3) is the actual steering angle signal δ. Instead, the manual steering signal δ1 or the steering signal δ0 immediately before switching of the switching element 10 is sampled and held via the sample and hold circuit 19.
It is also possible to input the .

■: Actual steering angle Shinkari δ when switching from manual to automatic. A steering angle signal holding circuit 13 is provided to hold and output the steering angle signal δ to the integral calculation element 81. Then, the average value (for example, a moving average) over a certain period of time is determined from time to time as shown in FIG. A circuit may be provided instead.

<Effects of the Invention> As mentioned above, the present invention has been described in detail along with specific examples. The ship steering system of the present invention, which is provided with an integral initial value output means for outputting an initial value, can eliminate the large side deviation that occurs when switching from manual to automatic mode in conventional steering systems, and can also Switching between manual and automatic mode can be performed safely and appropriately in areas where ships navigate, reducing the burden on the helmsman. In addition, it is possible to carry out operations with an energy-saving effect.

[Brief explanation of drawings]

FIG. 1 is a block diagram showing an embodiment of the ship's steering system according to the present invention, FIG. 2 is a time chart showing course deviation and rudder angle operation of the ship, and FIG. 3 is a diagram showing the operation of the ship's steering system. Flow chart, FIGS. 4 to 6 are diagrams showing other embodiments of the present invention, FIG. 7 is a block diagram showing a conventional ship steering device, and FIG. The angle signal characteristic diagram, FIG. 9, is a time chart 17-1 showing the relationship between the ship's side road deviation and the amount of rudder angle. 1... Manual steering device, 2... Kushiro direction detector, 3...
... Course direction setting device, 4... Leg reducer, 5.51...
Automatic steering device, ii, ii'-, 11''... Integral initial value output means, 12... Rudder angle detector, 13... Rudder angle signal holding circuit.

Claims (1)

[Claims] A manual steering device that allows a helmsman to manually control the rudder angle of a ship, and an automatic steering device that has calculation elements such as a proportional calculation element, an integral calculation element, and a differential calculation element and automatically steers the rudder angle based on course deviation. The steering device for a ship is characterized by comprising an integral initial value output means for outputting an integral initial value to the integral calculation element when switching from the manual steering device side to the automatic steering device side. A steering system for ships.