JPS6226198A - Automatic rudder control system for ship - Google Patents

Abstract

PURPOSE:To remove control unstability in a course keeping control unit due to change in dynamic characteristics of a rudder by controlling control gain of a control arithmetic unit by a control signal from a gain control unit according to the operating condition of a plurality of rudder controllers. CONSTITUTION:An operating condition monitor unit 10 receives voltage signals from first and second rudder starters Sa, Sb and includes relays 10a, 10b to be actuated by the respective voltage signals, and in the 100% operating condition in which the first and second rudder controllers 4a, 4b are simultaneously actuated, they simultaneously receive the voltage signals and output a monitor signal gamma as the monitor result. According to the signal gamma, a gain control unit 11 transmits a control signal for controlling the control gain of a control arithmetic unit 90, and in PID operation for optimizing the course deviation value DELTAphifor ship travel, control gains from a proportional arithmetic unit 90a having a proportional value P variable by the control signal from the control unit 11 and a derivative arithmetic unit 90c having a derivative value D variable by the control signal are adjusted, and the arithmetic unit 90 calculates the rudder angles to be controlled and transmits a rudder angle instruction Qc to a comparator circuit Co in the rudder unit alpha.

Description

[Detailed Description of the Invention] <Industrial Application Field> The present invention relates to a marine automatic steering system, and in particular, changes in steering characteristics depending on the operating state of a plurality of rudder controllers that drive a plurality of cylinders that drive a rudder. is compensated for by automatically controlling the control gain of the course-keeping control calculation section, and the I&
The present invention relates to a marine automatic steering system configured to obtain suitable course-keeping control characteristics.

<Conventional technology> In general marine automatic steering systems, rudder function power (
The time required to turn the steering gear from, for example, 35° left to 30' right is specified (for example, 28 seconds/65°).
), but depending on the model of the rudder, this rudder function is set to 50% (5G seconds/65°) of the rudder function when controlled by one rudder controller, and this is set to 50% (5G seconds/65°) when controlled by one rudder controller. When equipped and controlled in parallel, there are some that achieve 100% operation and achieve the above regulations (28 seconds 7'85'''-).When ships are required to have high maneuverability, such as in autumn channels or in ports. When operating two rudder controllers in parallel (10
Since high maneuverability is not required during ocean voyages, one rudder controller is operated independently (50% operation).

An example of such a conventional marine automatic steering system will be explained below using the block diagram of the marine automatic steering system shown in FIG.

In FIG. 4, α is a rudder section having, for example, two rudder controllers. The rudder unit α includes a plurality of cylinders 2, for example, a first cinder 2a, a second cylinder 2b, a third cylinder 2c, and a fourth cylinder 2d, which drive the rudder 1.
A plurality of rudder controllers 4 are provided, for example, a first rudder controller 4a and a second rudder controller 4b, which are driven via hydraulic piping 3. Rudder (Iku controller 4
a.

4b are connected to a first hydraulic pressure source PA5a and a second hydraulic pressure source 5b, respectively. The configuration of the first hydraulic power source 5a is a hydraulic pump P
1, a motor (for example, 34 [AC motor] M) that drives this hydraulic pump P1, and a first rudder starter Sa that performs on/off control in order to supply the three-phase power E in the ship to this motor M are connected. (Note that the second hydraulic power source 5b has a similar structure, so its explanation will be omitted.) By the way, the following example is a case where only the first hydraulic power source a is turned on (50% operation) and the steering gear 1 moves in the direction of the arrow. In this case, the first rudder starter S
When a is turned on, the motor M moves and the hydraulic pump P is driven, and the first rudder controller 4a controls the direction and flow rate of the hydraulic pressure, the first cylinder 2a operates, and the valve A is turned on. , the fourth shilling operate simultaneously. When the rudder 1 moves in the opposite direction to the arrow, the first rudder controller 4a controls the direction and flow rate of the hydraulic pressure, and the second
While the cylinder 2b operates, the valve C is turned on and the third cylinder operates. 2nd rudder controller 4
The opposite is true if only b operates. When the 1st and 2nd rudder controllers 4a and 4b operate simultaneously (1
00% operation), all valves A to D are turned off,
The first and fourth cylinders 2a and 2d or the second and third cylinders 2b and 2c are driven by the first and second rudder controllers 4a and 4b, respectively. C0 is a comparison circuit that compares the commanded rudder angle θ and the actual rudder angle μ and outputs a deviation rudder angle (0−μ) to, for example, the 1.2 rudder controllers 4a and 4b.

β is a course-keeping control I calculation section. The course-keeping control calculation unit β includes, for example, a subtraction circuit 8 which inputs the side course setting value ψS from the course setting device 6 and the ship's bow position ψi measured by the gyro compass 7 and outputs the course deviation value Δψ. , inputs the course deviation value Δψ from this subtraction circuit 8, performs P■D calculation so that the image side navigation of the ship is optimized, and outputs the command rudder angle θ to the comparison circuit Co of the rudder unit α. Proportional calculation section (P) 9 a,
It is composed of a control calculation unit 9, which includes an integral calculation unit ([9b), a differential calculation unit (D) 9C, and an addition circuit 9d that adds 'e4it and tahani in each part of this cap.

By the way, in a marine automatic steering system with such a configuration, when the Laplace operator is S, the characteristic of the rudder section α (
The transfer function) is represented by (Ks/(1+TsS)) and consists of a first-order lag element, and the hull characteristics (transfer function) are (+<H/
(1+THS) ), and the characteristics (transfer function) of the gyro compass are (1,·'S), so the transfer function seen from the course-keeping control calculation unit β is KS K)I , 'S (1+Ts s> (1+T
u S ) −(1). However, 1
5 is the rudder gain.

VS is the rudder time constant, + is the turning index, and T4. is the followability index.

<Problems to be Solved by the Invention> However, the marine automatic steering system represented by such a transfer function has the following problems.

When the operating status of rudder 1 changes from 50% to 100%, Ts
1) changes, and the 1-direction (dynamic characteristics of control vs. image) in equation 1) changes. Control gain (each gain of PID)
If the rudder gear is adjusted at 100% operation, 50%
During operation, the delay element to be controlled by σ0 becomes large, and in some cases, large yawing may occur. Such a problem occurs when the relationship between the commanded rudder angle and the turning angular velocity has a characteristic that there is a predetermined dead zone (hysteresis), and if the commanded rudder angle θ is not issued beyond this dead zone, control is not possible due to instability. This problem is most noticeable in vessels that are difficult to steer and are known as treasury ships with loop characteristics. This is not a desirable phenomenon from the point of view of fuel efficiency.

The present invention has been made in view of the above-mentioned conventional technology, and in order to compensate for the temporal characteristics (responsiveness) of the rudder, the operating states of a plurality of rudder controllers are automatically monitored and Based on the monitoring result, the control gain of the control input section of the holding control 3TI calculation section is self-controlled, so that optimal image side steering can always be performed according to the number of the rudder 1al controllers used, that is, An object of the present invention is to provide a marine automatic steering system characterized by eliminating control instability (increase in yawing) of a course-keeping control calculation unit due to changes in steering gear performance.

Means for Solving the Problems〉 To achieve this object, the marine automatic/dynamic steering system of the present invention uses a rudder machine in which a plurality of cylinders that drive a rudder threshold are controlled by a plurality of rudder controllers. The fl & steering controller of the section has a control calculation section that calculates the optimum gain for course keeping of the ship based on the course a difference value, which is the difference between the Kushiro setting value and the heading value. The commanded rudder angle is output from the floor button system w calculation unit, the operating status of the small number of rudder controllers is monitored, and the control gain of the control calculation unit is adjusted based on the monitoring result by a control signal from the gain control unit. The configuration is characterized in that it is controlled by.

<Example> Embodiments of the present invention will be described below with reference to the drawings.

In the following drawings, parts that overlap with those in FIG.

FIG. 1 is a block diagram of a marine automatic steering system showing a specific embodiment of the present invention.

In FIG. 1, reference numeral 10 denotes an operating state monitoring unit that monitors the operating states of the rudder unit α, for example, the first and second steering controllers 4a and 4b, and outputs the monitoring results. In this embodiment, the operating state monitoring unit 10 receives, for example, voltage signals from the first rudder starter Sa and the second rudder starter Sb (for example, whether both motors M are rotating at the same time or only one of them is rotating). It consists of two circuit relays 10a and 10b each having, for example, a make contact connected in series, each of which is operated by the voltage signal (a detection signal outputted by detecting the state of the voltage). That is, in this embodiment, when the first rudder controller 4a and the second rudder controller 4b operate at the same time (100% operation), they simultaneously receive the voltage signal.
4 is rotating, the relays 10a and 10b are energized, and the operation status monitoring unit 10 outputs the monitoring result "contact" supervision (word γ) (the contact at 50% operation is between the
Form of). Incidentally, even if the signal from the rudder starter is received as a contact signal, a similar system can be developed.

βa is a well logging 11 control calculation section. In this embodiment, the course-keeping control calculation section βa controls a subtraction circuit 8 that outputs the button l1Ba difference value Δψ, and a control calculation section 90 described below based on a monitoring signal γ from the driving state monitoring section 10. thpge,
A gain control unit 11 outputs a control signal Mti to ill fit the input, and a gain i is used when performing PID control so that the buttonhole leakage field ΔΦ is in the optimal state for ship operation.
The proportional calculation section 90a whose proportional value (P) can be varied by the control signal of the ti+ control section 11 and the differential calculation section 90C (control gain N) whose differential value (D> can be varied) can also be varied, but here they are expressed as fixed. ) is configured to adjust (control) each control gain, and the control calculation unit 90 calculates the operation steering angle amount, and the command steering angle Qc is sent to the comparison circuit C8 of the rudder unit α. Output. That is, the control gains of P and D of the control calculation unit of the course-keeping control calculation unit β8 are automatically adjusted according to the operating state of the rudder, and the changes in the motion characteristics of the rudder-ship system as seen from the course-keeping control calculation unit β8 are adjusted automatically. Compensate for.

FIG. 2 is a hardware block diagram when the course-keeping control calculation section βd is constructed using a microprocessor.

In FIG. 2, 12 is an arithmetic function (CPU), 13 is a read-only memory (ROM), 14 is a random access memory (RAM), 15 is a course setting input interface for inputting the ε1 course setting value ψS, and 16 is a command rudder. Output interface that outputs the angle θC, 17 is the bow position ψi
18 is a supervisory signal input interface that inputs a supervisory signal γ.

FIG. 3 is a flow sheet of the marine automatic steering system of the present invention as described above.

Other examples The present invention is not limited to FIG.

For example, although the explanation has been given assuming that the number of operating rudder controllers is two, there may be combinations of three or more controllers depending on the size of the ship, the type of rudder, etc. At this time, the operating state monitoring section may be configured to be able to detect the number of operating vehicles, and the control gain of the control calculation section may be controlled accordingly.

Furthermore, in the case where the configuration of the operating state monitoring unit 10 of the present invention is such that a contact signal that opens and closes depending on the start/stop of the motor M is output from inside the rudder starter, for example, only this contact No. 13 can be connected in parallel or in series. The connected circuit configuration may be such that the signal is output to the gain control section 11. The difference in design from Fig. 1 is whether or not there is a relay in the rudder starter. In this case, the function of the operating status monitoring section is separated and built into the rudder scooter. This is a matter of design that corresponds to the case. In addition, it goes without saying that the functions of the operating state monitoring section and the gain control section may be integrated.

Furthermore, it goes without saying that the gain control section 11 may be installed outside the course-keeping control calculation section βd.

Furthermore, in Figure 2, the maintenance system O1! Although the case where the arithmetic unit is configured with a microprocessor is shown, the present invention is not limited to this, and it goes without saying that a conventional analog circuit configuration may be used.

<Effects of the Present Invention> As described above in detail with reference to specific embodiments, the present invention is based on a control calculation that calculates and applies a control gain optimal for ship operation to a plurality of rudder controllers based on course deviation values. A gain control unit outputs a command rudder angle from a course-keeping control calculation unit comprising a course control calculation unit, monitors the operating states of the plurality of rudder controllers, and adjusts the control gain of the control calculation unit based on the monitoring results. The marine automatic steering system of the present invention has a simple configuration and is inexpensive, and can control the motion of the rudder-ship system as seen from the course-keeping control 3II calculation unit, which changes depending on the operating state of the rudder. Characteristic changes can be known by detecting the motion state of the rudder gear, and the control gains of P and D can be automatically adjusted based on this information, so it is possible to constantly adjust the P and D control gains regardless of the control target (the number of multiple rudder controllers in use). R suitable control gain can be selected, therefore! IJ control performance can be maintained optimally.

As a result, when the rudder is operating at 50%, the ship's yaw increases due to delay elements in the system, and when the control gain is adjusted when the rudder is operating at 50%, the υ control gain increases when the rudder is at 100%. Since it is possible to prevent problems such as an increase in steering frequency, which sometimes occurs over and over again, there is an effect that high reliability can be ensured.

[Brief explanation of the drawing]

FIG. 1 is a block diagram of a marine automatic steering system showing a specific embodiment of the present invention, and FIG. 2 is a course-keeping control calculation unit βa.
A block diagram of the hardware when configured using a microprocessor, Figure 3 is the flow sheet of Figure 1,
FIG. 4 is a block diagram of a conventional marine automatic steering system. α... Rudder unit, 1... Rudder gear, 2... Cylinder, 4
... Rudder controller, 5... Hydraulic power source, 6... Course setting device, 7... Gyro compass, β, βa...
Course keeping control calculation unit, 9.90... Control calculation unit, 10...
・Operating status monitoring unit, Figure 2 πJ diagram

Claims (1)

[Claims] The rudder unit includes multiple rudder controllers that control multiple cylinders that drive the rudder, and a control gain that is optimal for keeping the ship's course is based on the course deviation value, which is the difference between the course setting value and the heading value. and a course-keeping control calculation section that outputs a commanded rudder angle to a rudder controller of the rudder section, wherein the plurality of rudder controllers What is claimed is: 1. A marine automatic steering system, characterized in that the operating state of the vessel is monitored, and the control gain of the control calculation unit is controlled by a control signal of the gain control unit based on the monitoring result.