JPH0140361B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a ship using an oscillating suspended propeller as a thrust generating device, and particularly to an automatic position control device thereof.

Traditionally, oscillating variable-wing propellers (hereinafter referred to as
It's called an oscillating propeller. ) is equipped with a swing angle servo mechanism that allows the propeller center axis to change direction 360 degrees, and a blade angle servo mechanism that controls the propeller blade angle to change the magnitude of the thrust generated by the propeller. Equipped.

Therefore, by appropriately combining the propeller turning angle and the propeller blade angle, the operator can generate a desired thrust vector.

By the way, as shown in Fig. 1, a ship 1 intended for offshore work is equipped with two oscillating hanging type units in order to maintain a fixed position during work against disturbances such as wind, tides, waves, etc. It is equipped with propellers 21 and 22.

As shown in FIG. 2, at the bow of the vessel 1,
When the first oscillating propeller 21 is installed on the hull centerline and the second oscillating propeller 22 is installed on the hull centerline at the stern, these two oscillating propellers 21 ,2
A block diagram of the second control device is shown in FIG.

In this way, Figure 3 shows two oscillating propellers 2.
1 and 22 are shown,
Reference numerals 100 to 103 indicate the first oscillating propeller 2
1 shows the device constituting the control system of 1, and the symbol 1
04 to 107 indicate devices constituting the control system of the second oscillating propeller 22.

Now, when the pilot operates the first blade angle handle 100, the first blade angle servo mechanism 101 is activated to maintain the propeller blade angle at a predetermined value and control the magnitude of the propeller thrust. Ru.

Next, when the operator operates the first turning angle handle 102, the first turning angle servo mechanism 103 is activated to maintain the turning angle of the propeller in a predetermined direction, thereby controlling the direction of the thrust vector of the propeller.

In this way, as shown in FIG. 2, the thrust vector _T1 desired by the operator can be generated in the first oscillating propeller 21.

Similarly, when the operator operates the second blade angle handle 104, the second blade angle servo mechanism 105 is activated to maintain the propeller blade angle at a predetermined value and control the magnitude of the propeller thrust. be done.

Next, when the operator operates the second turning angle handle 106, the second turning angle servo mechanism 107 is activated to maintain the turning angle of the propeller in a predetermined direction.
The direction of the thrust vector of the propeller is controlled, so that a thrust vector T ₂ is generated in the second oscillating propeller 22 as shown in FIG.

In this way, the operator can maintain the fixed position of the vessel 1 against disturbances such as wind and current by combining the thrust vectors T ₁ and T ₂ .

Next, as described above, the ship 1 has one oscillating propeller 21, 22 arranged at the bow and stern, respectively.
This section describes the operation for maintaining the fixed position.

As shown in FIG. 4, when the hull receives wind or current from the right front of the hull, the hull receives a resistance force F around the hull center of gravity G and a resistance moment M around the hull center of gravity. Therefore, a force is applied to point O ahead of the ship's center of gravity G.
It is equivalent to when F _T acts.

In order to maintain the ship's position and heading against this resistance force F _T , combinations of three types of thrust vectors T ₁ and T ₂ as shown in FIG. 5 a, b, and c can be considered.

In addition, as shown in Figure 4, since the hull is elongated, even if the incident angle Ψ _D of the disturbance (hereinafter referred to as S in the diagram) is relatively small, the lateral resistance force F _Y acting on the hull is Larger resistance force F _X in the direction of the hull centerline
It has a disturbance resistance characteristic of being small.

Therefore, among the three types of thrust vector combinations shown in FIG. ₅ , in the combination shown in _FIG. However, the turning moment due to the thrust vector T ₁ is due to the ship's center of gravity G
Because of the large arm extending from the thrust vector T ₁ to the thrust vector T 1 , the resistance moment becomes larger than M, but it is generally unable to sufficiently counter the resistance force F _Y from the lateral direction.

Therefore, the stern thrust vector T ₂ must cancel the excessive turning vector of the thrust vector T ₁ and generate a lateral thrust component that is insufficient for the lateral resistance force F _Y.

However, with the combination of thrust vectors T ₁ and _{T 2} shown in FIG. Generally speaking, the thrust vector becomes too large for _FX .

Therefore, one oscillating propeller 21,
5A is generally impossible as a combination of thrust vectors for maintaining the fixed position of the vessel 1, in which the thrust vectors 22 are respectively disposed at the bow and stern.

Next, in the combination shown in Figure 5b, the thrust vector
T ₁ results in _a large thrust as in the case of the combination _shown in FIG. To generate an insufficient lateral thrust component in response _{to the} large lateral resistance force _F The above is about canceling the components 3.
It is necessary to generate a thrust vector that can fulfill two roles simultaneously.

In this case, as shown in Figure 5b, the thrust vector _T2 generates thrust in the stern direction, contrary to the combination shown in Figure 5a, thereby simultaneously fulfilling the three roles mentioned above. I can do it.

Therefore, as shown in FIG. 2, the thrust vector combinations shown in FIG.
The following combinations are possible.

In addition, in the combination shown in Figure 5c, the thrust vector _T1 generates thrust in the stern direction, contrary to the combination shown in Figure 5b, and the thrust vector It is possible to provide the same effect as the combination shown in FIG. 5b.

However, in order to balance the small resistance force F _X in the direction of the hull centerline, the thrust vector T ₂ must generate a forward thrust that can overcome the backward thrust of the thrust vector T ₁ in the direction of the hull centerline.

Therefore, as shown in Figure 5c, when the thrust vector T ₂ is generated in the bow direction, it can be balanced with the small resistance force F _X in the direction of the hull centerline, and the thrust vector T ₁
It is possible to cancel out the excessive turning moment caused by this, and also to generate the lateral thrust component which is insufficient in response to the large lateral resistance force _FY .

Therefore, as shown in FIG. 2, the combination of thrust vectors for maintaining a fixed point of a ship equipped with oscillating propellers 21 and 22 is as shown in FIG.
The combination shown in is also possible.

In each of the combinations shown in FIGS. 5b and 5c, there is a disadvantage that the components of the thrust vectors T ₁ and T ₂ of the oscillating propellers 21 and 22 arranged at the bow and stern in the direction of the hull centerline are canceled out, but the ship 1 A combination of thrust vectors suitable for the disturbance resistance characteristics can be realized.

Therefore, conventionally, the pilot operates the two wing angle handles 100, 104 and the two turning angle handles 102, 106 to obtain the combination of thrust vectors shown in FIG. 5b, for example, to achieve the target. The vessel was being maneuvered to maintain the designated heading and on point.

In addition, Fig. 6 a, b, and c show the thrust vector T ₁ that the operator realizes to keep the ship 1 at a fixed point in response to a disturbance from the front left, a disturbance from the right rear, and a disturbance from the left rear, respectively. , T ₂ combinations are shown.

As described above, ships that perform various types of marine work are required to maintain their position and orientation against external disturbances such as wind and currents due to the nature of their work.

However, with conventional means, in a ship equipped with one oscillating propeller at the bow and one at the stern, the operator can measure the deviation of the ship's position and heading by measuring four manipulated variables, namely two blade angles, while looking at the meters. It is very difficult to maintain a fixed position by operating the handle and the two turning angle handles, respectively, which requires a large labor burden on the operator, and also has problems such as poor working efficiency and the need for skilled workers.

The present invention aims to solve these problems, and is intended to provide a position setting system in which the operator inputs desired setting values in a ship equipped with one oscillating propeller at the bow and one at the stern. instruments and direction setting devices,
Equipped with a position detector, gyro compass, ship position deviation converter, PID controller, adder, subtractor, multiplier, code converter, blade angle detector, turning angle detector, etc., and can be skillfully assembled. By combining these two oscillating propellers, the operator can automatically adjust the thrust vector of the two oscillating propellers in response to external disturbances such as wind and current, without having to operate the blade angle handle or turning angle handle. An object of the present invention is to provide an automatic position control device for a ship, which allows the ship to maintain the position and orientation desired by the operator.

For this reason, the automatic position control device for a ship of the present invention is suitable for a ship having a first oscillating propeller at the bow and a second oscillating propeller at the stern. a position detector that detects the position coordinates of the ship in the coordinate system of an azimuth setting device that outputs a setting signal; a first subtractor into which the output of the position setting device and the output of the position detector are input; and the output of the position setting device and the position detector; a second subtractor to which the output of the azimuth detector is input; a third subtractor to which the output of the azimuth setter and the output of the azimuth detector are input; a position deviation converter into which the output and the output of the azimuth setting device are input and outputs a position deviation signal in a set azimuth direction and a position deviation signal in a direction perpendicular to the set azimuth; and a first position of the position deviation converter. first to fourth PID controllers into which the deviation signal output is input; fifth to eighth PID controllers into which the second position deviation signal output of the position deviation converter is input; and the third PID controller. 9th to 12th PID controllers to which the output from the subtracter and the output from the azimuth detector are input; and the 5th PID controller.
A first adder receives the outputs of the PID controller and the ninth PID controller, and detects the turning angle of the first oscillating propeller and corrects when the turning angle is rightward. and a first turning angle detector capable of outputting a negative value when the turning angle is to the left; the output of the first turning angle detector and the output of the first adder are respectively inputted to When the output signal of the first turning angle detector is negative, the sign of the output signal of the first adder is converted and outputted, and when the output signal of the first turning angle detector is positive, the above a first code converter that outputs the output signal of the first adder as it is without converting the sign; the first PID controller; and the first PID controller;
a second adder to which the output of the code converter is input; a first blade angle servo mechanism to which the output of the second adder is input; and a propeller thruster of the first blade angle servo mechanism. a first blade angle detector that detects the amount of force and makes the sign of the propeller thrust positive when the propeller thrust amount is a forward thrust amount, and the sign of the propeller thrust amount is negative when it is a backward thrust amount; a first multiplier to which the first blade angle detector and the output of the first turning angle detector are input and outputs the product of these two input signals; the second PID controller; If the output signal of the first multiplier is negative, the sign of the output signal of the second PID controller is converted and outputted. If the multiplier output signal is positive, the above second PID
a second code converter that outputs the output signal of the controller as it is without converting the sign; and each output of the second code converter, the sixth PID controller, and the tenth PID controller. a third adder to which the output is input, a first turning angle servo mechanism to which the output of the third adder is input, and each output of the seventh PID controller and the eleventh PID controller. a fourth adder to be input; and a second adder capable of detecting the turning angle of the second oscillating propeller and outputting it as positive when the turning angle is to the right and negative when the turning angle is to the left; When the output signal of the turning angle detector, the output of the second turning angle detector, and the output of the fourth adder are respectively input, and the output signal of the second turning angle detector is negative, the above A third code conversion that converts the sign of the output signal of the fourth adder and outputs it, and outputs the output signal of the fourth adder as it is when the output signal of the second turning angle detector is positive. the third PID controller, and the third PID controller.
a fifth adder to which each output of the code converter is input; a second blade angle servo mechanism to which the output of the fifth adder is input; and a propeller of the second blade angle servo mechanism. a second blade angle detector that detects the amount of thrust and makes the sign of the propeller thrust positive when the propeller thrust amount is a forward thrust amount, and the sign of the propeller thrust amount is negative when the propeller thrust amount is a backward thrust amount; , the second blade angle detector and the outputs of the second turning angle detector are input, and the second blade angle detector outputs the product of these two input signals.
multiplier, each output of the fourth PID controller and the second multiplier are inputted, and the second
When the output signal of the multiplier is negative, the fourth
The sign of the output signal of the PID controller is converted and output, and if the output of the second multiplier is positive, the fourth multiplier is
a fourth code converter that outputs the output signal of the PID controller as it is;
A sixth adder to which the PID controller and each output of the twelfth PID controller are input, and a second turning angle servo mechanism to which the output of the sixth adder is input. It is characterized by

Below, an automatic position control device for a ship as an embodiment of the present invention will be explained with reference to the drawings.
The figure is its block diagram, Figure 8 is an explanatory diagram showing its predetermined space-fixed coordinate system, and Figures 9 a to d are schematic diagrams to explain the thrust of the oscillating propeller, which is displayed as a vector. Figure 10 is an explanatory diagram of the first position error signal of the position error converter, Figures 11 a to d are schematic diagrams for explaining its operation, and Figure 12 is the position error conversion. The explanatory diagrams of the second position deviation signal of the device, Fig. 13 a, b, Fig. 14 a, b, Fig. 15 a, b, and Fig. 16 a, b are all for explaining the action. The schematic diagrams and FIGS. 17a to 17f are graphs showing the simulation results, and FIG. 18 is a schematic diagram for explaining the simulation conditions.

A first oscillating variable-wing propeller (hereinafter referred to as the "first oscillating propeller") 21 is provided at the bow, and a second oscillating variable-wing propeller (hereinafter referred to as "second oscillating propeller") is provided at the stern. In a ship 1 equipped with an oscillating propeller (referred to as an oscillating propeller) 22, the operator sets the position coordinates in a predetermined space fixed coordinate system (x, y) on the position setting device 300 as shown in FIG. In addition to giving the values x _s and y _s , a heading setting value Ψ _s is given to the heading setting device 301 . Here, in FIG. 8, the x-axis corresponds to Ψ=0 degree.

In addition, the position detector 302 uses ship position coordinates (x, y)
The gyro compass 303 as a direction detector detects the heading Ψ.

Further, first and second subtractors 304 and 305
is the ship position deviation signal [△x(=x−
x _s )] and [△y (=y-y _s )], and the third subtractor 306 outputs an azimuth deviation signal △ which is the difference between the output signals of the azimuth setter 301 and the gyro compass 303. Output Ψ (=Ψ−Ψ _s ).

The ship position deviation converter 307 receives ship position deviation signals (△x,
△y) and the direction setting signal Ψ _s , the following calculation formula (1)
Accordingly, a ship position deviation signal Δx ₀ in the set azimuth direction and a ship position deviation signal Δy ₀ perpendicular to the set azimuth direction are output.

In addition, the coordinates (△x ₀ , △y ₀ ) represent the ship position coordinates in the coordinate system (x ₀ , y ₀ ) in which the coordinate axes coincide with the set direction Ψ _s direction and the direction perpendicular to this in Figure 8. There is.

△x ₀ = △xcosΨ _s + △ysinΨ _s △y ₀ = −△xsinΨ _s + △ycosΨ _s ... (1) Below, the thrust of the oscillating propellers 21 and 22 is expressed as a vector, and the "amount of thrust" is expressed as a vector. It is a quantity proportional to the propeller blade angle and is expressed by a symbol. Further, "thrust direction" means the direction of a vector, and is a quantity proportional to the propeller turning angle, and is represented by the symbol θ.
Furthermore, the sign convention is that a positive amount of thrust represents forward thrust;
A negative amount of thrust represents reverse thrust.

The direction of thrust is zero degrees in the direction of the hull centerline.
The direction of thrust on the starboard side is positive, the direction of thrust on the port side is negative, and the direction of maximum thrust is ±90 degrees. Note that the thrust direction of the astern thrust is the angle formed by extending the vector arrow to the opposite side and making it with the hull centerline (see Figure 9).

By the way, the first and second PID controllers 30
8,309 is the output signal △ of the ship position deviation converter 307
This is a controller that receives x ₀ as input and outputs a request signal _1x for the amount of thrust of the first oscillating propeller 21 and a request signal θ _1x for the thrust direction, so that the positional deviation △x ₀ becomes zero. .

Here, the request signals _1x and θ _1x for the first oscillating propeller 21 are as follows. _1x = K _PX1 △x ₀ +K _IK1 ∫△x ₀ dt +K _DK1 d/dt (△x ₀ ) ...(2) Note that K _PX1 , K _IK1 , and K _DK1 <0.

θ _1X =K _PX2 △x ₀ +K _IX2 ∫△x ₀ dt +K _DX2 d/dt(△x ₀ )...(3) Note that K _PX2 , K _IX2 , and K _DX2 are set as >0.

Here, △x ₀ is the distance shown in Fig. 10, and as shown in Fig. 10, when △x ₀ > 0, that is, the position of the ship 1 in the coordinate system (x ₀ , y ₀ ) is y ₀ When it is above the shaft, the required signal for the amount of thrust is obtained from equation (2).
_1X becomes negative and attempts to return the position of the ship 1 to the set position (x _s , y _s ) by requesting the amount of backward thrust from the first oscillating propeller 21 .

From equation (3), θ _1X is positive, and the thrust vector is the first
In the states shown in FIGS. 1a and 1b, the thrust vector rotates in the direction of the arrow to reduce the thrust component in the longitudinal direction of the vessel 1, thereby lowering the vessel 1 rearward and attempting to return it to the set position.

Furthermore, when the thrust vector is in the states shown in Figure 11 c and d, it is necessary to move the ship ₁ to the set position and rotate the thrust vector in the direction of the arrow. It is necessary to

Furthermore, in the case of Fig. 11a and b, the product of the thrust amount detection signal ₁ of the thrust vector and the turning angle detection signal θ _1
1 θ ₁ is positive, and in the thrust vectors shown in Figure 11 c and d, the equal product ₁ θ ₁ is negative, so the second
In order to return the ship 1 to the set position, the PID controller 309 inverts the sign of the request signal θ _1X for the thrust direction calculated from equation (3) when the product ₁ θ ₁ of the detection signals is negative and outputs it. There is a need.

In this way, when the product ₁ θ ₁ is negative, the second sign converter 326, which will be described later, performs the role of inverting the sign of the thrust direction request signal θ _1X .

Further, when Δx ₀ <0, _1X becomes positive from equation (2), and by requesting forward thrust from the first oscillating propeller 21, the ship 1 attempts to return to the set position.

From equation (3), θ _1X is negative, and when the thrust vector is in the states shown in Figure 11 a and b, the thrust vector rotates in the opposite direction to the arrows shown in Figure 11 a and b, and the ship Trying to move 1 back to the front.

Furthermore, when the thrust vector is in the states shown in Fig. 11 c, d, the sign of the request signal θ _1X is inverted and made positive, so the thrust vector is opposite to the direction of the arrow shown in Fig. 11 c, d. direction to return the position of the vessel 1 to the set position.

Note that the second integral term in equations (2) and (3) above is the state in which the vessel 1 returns to the set position and the positional deviation △x ₀ is zero when there is a disturbance such as wind or current. When the request signal according to the first term of equations (2) and (3) becomes zero. ], it is a term that plays the role of outputting a request signal so that the first oscillating propeller 21 continues to maintain a thrust vector capable of resisting disturbance forces.

Also, the differential term of the third term in equations (2) and (3) is the first
Due to the thrust vector of the oscillating propeller 21,
When the ship 1 is returning to the set position, this term serves to provide a braking effect to the thrust vector of the first oscillating propeller 21 so as not to overshoot the set position, thereby realizing stable position control. be.

Third and fourth PID controllers 310, 311
takes the positional deviation △x ₀ in the x ₀ axis direction as input, and calculates the second
This is a controller that outputs a request signal _2X for the thrust amount of the oscillating propeller 22 and a request signal θ _2X for the thrust direction so that the position deviation Δx ₀ becomes zero.

Here, the request signals _2X and θ _2X for the second oscillating propeller 22 are as follows. _2X = K _PX3 △x ₀ +K _IX3 ∫△x ₀ dt +K _DX3 d/dt (△x ₀ ) ... (4) Note that K _PX3 , K _IX3 , and K _DX3 are set as <0.

θ _2X =K _PX4 △x ₀ +K _IX4 ∫△x ₀ dt +K _DX4 d/dt(△x ₀ ) ...(5) Note that K _PX4 , K _IX4 , and K _DX4 are set as >0.

Here, the role of the third PID controller 310 for the second oscillating propeller 22 is exactly the same as the role of the first PID controller 308 for the first oscillating propeller 21 described above. The explanation of its effect will be omitted.

Further, the role of the fourth PID controller 311 is the same as the role of the second PID controller 309 described above,
When the product of the thrust amount detection signal ₂ of the second oscillating propeller 22 and the turning angle detection signal θ ₂ is negative, the fourth PID controller 311 inverts the sign of the request signal θ _2X and outputs it. There is a need to.

The integral terms in equations (4) and (5) above, like the integral terms in equations (2) and (3), determine the thrust vector that can counter the disturbance force even when the positional deviation △x ₀ of the ship 1 is zero. This is a term that plays a role of continuing to be held in the second oscillating propeller 22.

In addition, the differential terms in equations (4) and (5) have a braking effect on the thrust vector of the second oscillating propeller 22 when correcting the positional deviation of the ship 1, similar to the differential terms in equations (2) and (3). This is a term that plays a role in realizing stable position control.

Fifth and sixth PID controllers 312, 313
inputs the output signal △y ₀ of the position error converter 307, outputs a request signal _1Y for the amount of thrust of the first oscillating propeller 21 and a request signal θ _1Y for the thrust direction, and converts the position deviation △y ₀ The request signals _1Y and θ _1Y for the first oscillating propeller 21 are expressed by the following equations. _1Y = K _PY5 △y ₀ +K _IY5 ∫△y ₀ dt +K _DY5 d/dt (△y ₀ ) ... (6) Note that K _PY5 , K _IY5 , and K _DY5 <0 are set.

θ _1Y = K _PY6 △y ₀ +K _IY6 ∫△y ₀ dt +K _DY6 d/dt (△y ₀ ) ...(7) Note that K _PY6 , K _IY6 , and K _DY6 <0 are set.

Here, △y ₀ is the distance shown in Figure 12, and if the ship 1 is drifted from the right front due to disturbances such as wind and current, and comes to the left of the x ₀ axis, then △y ₀
<0, and from equations (6) and (7), the request signals _1Y and θ _1Y for the first oscillating propeller 21 are as follows: _1Y >0,
θ _1Y >0.

Therefore, the thrust vector of the first oscillating propeller 21 is within the first quadrant, as shown in FIG. 13a, and the thrust vector T shown in FIG. ₁ is realized.

Next, when the ship 1 comes to the right side of the x ₀ axis due to a disturbance from the front left, that is, when △y ₀ > 0,
From equations (6) and (7), the required signals _1Y and θ _1Y for the thrust vector of the first oscillating propeller 21 are as follows: _1Y <0,
θ _1Y <0.

Therefore, the thrust vector of the first oscillating propeller 21 occurs within the fourth quadrant, as shown by the dashed arrow in FIG. 13b, and this thrust vector causes the positional deviation to increase further. However, as mentioned above, it is possible to maintain the fixed position of the ship 1 against disturbances on the left front.Since the combination of thrust vectors must be the combination shown in FIG. 6a, the turning angle detection signal θ ₁ is If it is negative, it is necessary to convert the sign of the thrust amount request signal _1Y , but the fifth PID controller 31
2, when the turning angle detection signal θ ₁ of the first oscillating propeller 21 is negative, the sign of the thrust amount request signal _1Y is converted and output, thereby increasing the thrust shown by the solid arrow in FIG. 13b. The vector can be realized in the first oscillating propeller 21, and the ship 1 can be held in a fixed position.

Note that the role of converting the sign of the thrust amount request signal _1Y when the turning angle detection signal θ ₁ is negative is performed by a first sign converter 321, which will be described later.

Seventh and eighth PID controllers 314, 315
takes the position deviation signal △y ₀ in the y ₀ axis direction as input,
A request signal _2Y for the thrust amount and a request signal θ _2Y for the thrust direction of the second oscillating propeller 22 are outputted, respectively, so that the positional deviation Δy ₀ becomes zero.

Here, the request signals _2Y and θ _2Y for the second oscillating propeller 22 are expressed by the following equations. _2Y = K _PY7 △y ₀ +K _IY7 ∫△ydt +K _DY7 d/dt (△y ₀ ) ...(8) Note that K _PY7 , K _IY7 , and K _DY7 <0.

θ _2Y = K _PY8 △y ₀ +K _IY8 ∫△y ₀ dt +K _DY8 d/dt(△y ₀ )...(9) Note that K _PY8 , K _IY8 , and K _DY8 are set as >0.

By the way, ship 1 received a disturbance from the front right x ₀
If it comes to the left side of the axis, △y ₀ < 0, (8),
From equation (9), the required signal _2Y , θ _2Y for the thrust vector of the second oscillating propeller 22 is _2Y > 0, θ _2Y <
becomes 0.

Therefore, the thrust vector of the second oscillating propeller 22 occurs in the second quadrant, as shown by the dashed arrow in FIG. However, as mentioned above, the combination of thrust vectors that can hold the ship 1 at a fixed point against disturbances on the right front is shown in Figure 5b above.
Therefore, if the turning angle detection signal θ ₂ of the second oscillating propeller 22 is negative, as in the case of the request signal of the first oscillating propeller 21, the amount of thrust is It is necessary to convert the sign of the request signal _2Y .

Therefore, when the turning angle detection signal θ ₂ of the second oscillating propeller 22 is negative, the seventh PID controller 314 converts the sign of the thrust amount request signal _2Y and outputs it as shown in FIG. 14a. The thrust vector shown by the solid arrow can be realized in the second oscillating propeller 22, making it possible to maintain the ship 1 in a fixed position.

Further, when the turning angle detection signal θ ₂ is negative, a third sign converter 331, which will be described later, performs the role of converting the sign of the thrust amount request signal _2Y .

Next, if _the ship 1 receives _a disturbance from the front left and comes to the right side of the The request signals _2Y and θ _2Y become _2Y <0 and θ _2Y >0.

Therefore, the thrust vector of the second oscillating propeller 22 occurs within the third quadrant as shown in FIG. 14b, and the thrust vector shown in FIG. This makes it possible to maintain the ship 1 in a fixed position.

Note that the integral term of the second term in equations (6) to (9) is used when the ship 1 returns to the set position and the positional deviation Δy ₀ is zero (at this time, the request signal based on the first term becomes zero. ), this term plays the role of outputting a request signal so that each oscillating propeller continues to maintain a thrust vector capable of resisting disturbances such as wind and current.

In addition, the differential term in the third term in equations (6) to (9) is used to adjust the thrust force vector of each propeller so that when the ship 1 is returning to the set position due to the thrust vector of each propeller, it does not go beyond the set position. This term plays a role in providing a braking effect and realizing stable position control.

The ninth and tenth PID controllers 316 and 317 input the output of the third subtractor 306, that is, the azimuth deviation signal ΔΨ, and the output signal Ψ of the gyro compass 303, and the output of the first oscillating propeller 21. It outputs a request signal ₁ 〓 for the thrust amount and a request signal θ ₁ 〓 for the thrust direction so that the azimuth deviation △Ψ becomes zero, and is a request signal for the first oscillating propeller 21 ₁ 〓, θ ₁ 〓 are as follows. ₁ 〓＝K _P 〓 ₉ △Ψ＋K ₁ 〓 ₉ ∫△Ψdt＋K _D 〓 ₉ dΨ／dt……(
10) Note that K _P 〓 ₉ , K _I 〓 ₉ , and K _D 〓 ₉ <0.

θ ₁ 〓＝K _P 〓 ₁₀ △Ψ＋K _I 〓 ₁₀ ∫△Ψdt＋K _D 〓 ₁₀ dΨ／dt ...(11) Note that K _P 〓 ₁₀ , K _I 〓 ₁₀ , K _D 〓 ₁₀ <0.

As shown in Figure 15a, when the ship 1 receives a disturbance from the right front, the heading changes and the heading deviation △Ψ becomes △Ψ<0, and from equations (10) and (11), the first The required signals ₁ 〓, θ ₁ 〓 for the thrust vector of the oscillating propeller 21 become ₁ 〓>0, θ ₁ 〓>0.

Therefore, the thrust vector of the first oscillating propeller 21 occurs within the first quadrant, as shown in FIG. 15a, and a thrust vector that returns the ship's heading to its original direction is realized.

Next, when the ship 1 receives a disturbance from the front left, the azimuth deviation △Ψ becomes △Ψ>0, and from equations (10) and (11), the first
The required signals ₁ 〓, θ ₁ 〓 for the thrust vector of the oscillating propeller 21 become ₁ 〓<0, θ ₁ 〓<0.

Therefore, the thrust vector of the first oscillating propeller 21 occurs in the fourth quadrant, as shown by the dashed arrow in FIG. Become. Therefore, in order to realize a thrust vector that returns the ship's heading to its original direction, the thrust vector shown by the solid arrow in FIG. 15b is required. If θ ₁ is negative, it is necessary to convert the sign of the thrust amount request signal ₁ 〓.

As a result, the ninth PID controller 316 converts the sign of the thrust amount request signal _{1 〓} and outputs it when the turning angle detection signal θ 1 of the first oscillating propeller 21 is negative. The thrust vector shown by the solid line arrow in FIG.

Note that the role of converting the sign of the thrust amount request signal ₁ 〓 when the turning angle detection signal θ ₁ is negative is performed by a first sign converter 321 to be described later.

11th and 12th PID controllers 318, 319
is the azimuth deviation signal △Ψ and the gyro compass 303
With the output signal Ψ of the second oscillating propeller 22 as input, a request signal ₂ 〓 for the thrust amount of the second oscillating propeller 22 and a request signal θ ₂ 〓 for the thrust direction are outputted so that the azimuth deviation △Ψ becomes zero. It is a controller.

The request signals ₂ 〓 and θ ₂ 〓 for the second oscillating propeller 22 are expressed by the following equation. ₂ 〓＝K _P 〓 ₁₁ △Ψ＋K ₁ 〓 ₁₁ ∫△Ψdt ＋K _P 〓 ₁₁ dΨ／dt ...(12) Note that K _P 〓 ₁₁ , K ₁ 〓 ₁₁ , K _D 〓 ₁₁ > 0.

θ ₂ 〓＝K _P 〓 ₁₂ △Ψ＋K ₁ 〓 ₁₂ ∫△Ψdt ＋K _D 〓 ₁₂ dΨ／dt ……(13) Note that K _P 〓 ₁₂ , K ₁ 〓 ₁₂ , K _D 〓 ₁₂ <0. .

As shown in Figure 16a, when the ship 1 receives a disturbance from the right front, the ship's heading changes and the heading deviation △Ψ becomes △Ψ<0, and from equations (12) and (13), the first The required signals ₂ 〓, θ ₂ 〓 for the thrust vector of the oscillating propeller 21 become ₂ 〓<0, θ ₂ 〓>0.

Therefore, the thrust vector of the second oscillating propeller 22 occurs within the third quadrant, as shown in FIG. 16a, and a thrust vector that returns the ship's heading to its original direction is realized.

Next, when the ship 1 receives a disturbance from the left front, the azimuth deviation △Ψ becomes △Ψ > 0, and from equations (12) and (13), the required signal ₂ for the thrust vector of the second oscillating propeller 22 , θ ₂ 〓 becomes ₂ 〓 > 0, θ ₂ 〓 < 0.

Therefore, the thrust vector of the second oscillating propeller 22 occurs within the second quadrant, as shown by the dashed arrow in FIG. Become. Therefore, in order to return the ship's heading to its original direction, please refer to Figure 16b.
Since the thrust vector shown by the solid arrow is required, if the turning angle detection signal θ ₂ of the second oscillating propeller 22 is negative, it is necessary to convert the sign of the thrust amount request signal ₂ 〓. There is.

Therefore, when the turning angle detection signal θ ₂ of the second oscillating propeller 22 is negative, the eleventh PID controller 318 converts the sign of the thrust amount request signal ₂ 〓 and outputs it. The thrust vector shown by the solid arrow in FIG. 16b can be realized in the second oscillating propeller 22, and the heading of the ship can be corrected due to disturbance.

Note that the second integral term in equations (10) to (13) is
The ship 1 returns to the set orientation and the orientation deviation ΔΨ is zero (at this time, the request signal based on the first term becomes zero).
However, this term plays the role of outputting a request signal so that each oscillating propeller continues to maintain a thrust vector that can counter disturbances such as wind and current.

Furthermore, the differential term in the third term in equations (10) to (13) is used to adjust the propeller thrust vector so that when the ship 1 is returning to the set heading due to the thrust vector of each propeller, it does not go beyond the set heading. This term plays the role of providing a braking effect and realizing stable azimuth control.

The first adder 320 is connected to the fifth PID controller 31
2 and the output signal of the ninth PID controller 316, and outputs the addition result _1A of the following equation (14). _1a = _1y + ₁ 〓 = k _py5 △ y ₀ + _{k 1y5} ∫ y ₀ dt + k _dy5 d / dt (△ y ₀ ) + k _p 〓 ₉ △ △ 9 △ △ 9 △ △ ∫ ₉ △ △ △ ∫ 9 _{∫ 9} d ψ / dt…. 14) The first code converter 321 converts the first oscillating propeller 21 output from the first adder 320 when the turning angle of the first oscillating propeller 21 is negative, that is, when the thrust vector is directed to the left. The first oscillating propeller 21 has the role of converting the sign of the request signal _1A for the amount of thrust to realize a thrust vector that can effectively correct the position deviation △y ₀ and the azimuth deviation △Ψ. It is something you have.

Therefore, this first code converter 321
When the turning angle detection signal θ ₁ is negative, the first
If the turning angle detection signal θ ₁ is positive, the sign of the output signal of the first adder 320 is not converted and is output as is.

The second adder 322 is connected to the first PID controller 30
8 and the output signal of the first code converter 321, the addition result of the following equation (15) is output as the request signal _1d for the amount of thrust of the first oscillating propeller 21. _1d =K _PX1 △x ₀ +K _IX1 ∫△x ₀ dt +K _DX1 d/dt (△x ₀ ) ±｛K _PY5 △y ₀ +K _IY5 ∫△y ₀ dt +K _DY5 d/dt (△y ₀ ) +K _P 〓 ₉ △Ψ＋K _I 〓 ₉ ∫△Ψdt＋K _D 〓 ₉ dΨ／dt} ...(15) [When θ ₁ > 0, + sign selection. When θ ₁ < 0, - sign selection] Note that this ( The first to third terms in equation 15) are such that the positional deviation △x ₀ of the ship 1 becomes zero by changing the amount of thrust of the first oscillating propeller 21 against disturbances such as wind and current This is a term that plays a role in performing stable position control, and the 4th to 6th terms are positional deviation △y ₀
The seventh to ninth terms are the terms that play the role of making the azimuth deviation ΔΨ zero.

In addition, the selection of the sign in equation (15) is determined by the first
The code converter 321 performs this.

The first automatic manual switching device 323 replaces the existing first automatic manual switching device 323.
By inputting the respective output signals from the wing angle handle 100 and the second adder 322, the operator can output any one of the signals depending on the desired driving mode.

Note that the existing first blade angle servo mechanism 101 is
The thrust amount ₁ of the first oscillating propeller 21 is adjusted by the output signal of the first automatic manual switching device 323.

The first blade angle detector 324 detects the amount of thrust of the first oscillating propeller 21, and the first multiplier 325 detects the amount of thrust of the first oscillating propeller 21. The output signal from the first turning angle detector 329 for the formula propeller 21 is input, and the product thereof is output.

The second sign converter 326 converts the first head output from the second PID controller 309 when the product of the thrust amount signal ₁ of the first oscillating propeller 21 and the turning angle signal θ ₁ is negative. The role is to convert the sign of the request signal θ _1X for the thrust direction of the swinging propeller 21 to realize a thrust vector that can effectively correct the positional deviation Δx ₀ of the first swinging propeller 21. It is something that will be fulfilled.

Therefore, the second code converter 326
When the output signal of the first multiplier 325 is negative, the sign of the output signal of the second PID controller 309 is converted. and if the output signal of the multiplier 325 is positive, the second PID controller 309
Outputs the output signal as is without converting the sign.

The third adder 327 is connected to the second code converter 32
6, the sixth PID controller 313, and the tenth PID controller 317, and as the request signal θ _1d for the thrust direction of the first oscillating propeller 21, the following equation (16) is calculated. It outputs the addition result.

θ _1d = ± {K _PX2 △x ₀ +K _IX2 ∫△x ₀ dt +K _DX2 d/dt (△x ₀ )} +K _PY6 △y ₀ +K _IY6 ∫△y ₀ dt +K _DY6 d/dt (△y ₀ ) +K _P 〓 ₁₀ △Ψ＋K _I 〓 ₁₀ ∫△Ψdt＋K _D 〓 ₁₀ dΨ／dt ...(16) [When ₁ θ ₁ > 0, + sign selection ₁ When θ ₁ < 0, - sign selection] , the first to third terms in this equation (16) play the role of making the positional deviation △x ₀ of the ship 1 zero by changing the thrust direction of the first oscillating propeller 21 in response to disturbances. The fourth to sixth terms are the terms that play the role of making the positional deviation △y ₀ zero, and the seventh to
The ninth term is a term that plays the role of making the azimuth deviation ΔΨ zero.

In addition, the selection of the sign in equation (16) is determined by the second
The code converter 326 performs this.

The second automatic manual switching device 328 replaces the existing first automatic manual switching device 328.
The output signals from the turning angle handle 102 and the third adder 327 are input, and the driver can output any one of the signals depending on the driving mode desired.

Note that the existing first turning angle servo mechanism 103
adjusts the turning angle θ ₁ of the first oscillating propeller 21 using the output signal of the second automatic manual switching device 328 as input.

The first turning angle detector 329 detects the turning angle θ ₁ of the first oscillating propeller 21, and the turning angle detection signal θ ₁ is generated by the first code converter 321 and the first multiplication. 325.

The fourth adder 330 is connected to the seventh PID controller 31
4 and the eleventh PID controller 318 as inputs, and outputs the addition result _4A of the following equation (17). _4A = _2Y + ₂ 〓 =K _PY7 △y ₀ +K _IY7 ∫△y ₀ dt＋K _DY7 d／dt(△y ₀ ) ＝K _P 〓 ₁₁ △Ψ＋K _I 〓 ₁₁ ∫△Ψdt＋K _D 〓 ₁₁ dΨ／dt …… ( 17) The third code converter 331 plays the same role for the second oscillating propeller 22 as the first code converter 321 for the first oscillating propeller 21, and the fourth adder 330 and a second turning angle detector 3 for the second oscillating propeller 22, which will be described later.
When the _turning angle detection signal θ ₂ is negative, _the fourth adder 330
If the turning angle detection signal θ ₂ is positive, the sign of the output signal of the fourth adder 330 is not converted and is output as is.

The fifth adder 332 is connected to the third PID controller 31
0 and the third code converter 331 as inputs, and outputs the addition result of the following equation (18) as the request signal _2d for the amount of thrust of the second oscillating propeller 22. _2d =K _PX3 △x ₀ +K _IX3 ∫△x ₀ dt +K _DX3 d/dt (△x ₀ ) ±｛K _PY7 △y ₀ +K _IY7 ∫△y ₀ dt +K _DY7 d/dt (△y ₀ ) +K _P 〓 ₁₁ △Ψ＋K _I 〓 ₁₁ ∫△Ψdt＋K _D 〓 ₁₁ dΨ／dt} ...(18) [When θ ₂ > 0, + sign selection. When θ ₂ < 0, - sign selection] Note that this ( The first to third terms in Equation 18) are terms that play a role in making the positional deviation △x ₀ zero by changing the amount of thrust of the second propeller 22 in response to disturbances, The 7th to 9th terms serve to make the positional deviation △y ₀ become zero.
The term is a term that plays a role in making the azimuth deviation △Ψ become zero.

Further, the selection of the code in equation (18) is performed by the third code converter 331 described above.

The third automatic manual switching device 333 replaces the existing second automatic manual switching device 333.
The output signals from the wing angle handle 104 and the fifth adder 332 are input, and one of the signals is output depending on the driving mode desired by the operator.

Note that the existing second blade angle servo mechanism 105 is
The amount of thrust ₂ of the second oscillating propeller 22 is adjusted by the output signal of the third automatic manual switching device 333.

The second blade angle detector 334 detects the thrust amount ₂ of the second oscillating propeller 22.
The multiplier 335 inputs the output signals ₂ and θ ₂ of the second blade angle detector 334 and the second turning angle detector 339 for the second oscillating propeller 22, which will be described later, and calculates the product thereof. This is what is output.

The fourth code converter 336 plays the same role for the second oscillating propeller 22 as the second code converter 326 for the first oscillating propeller 21 , and is similar to the fourth PID controller 311 . With each output signal of the second multiplier 335 as input, if the output signal of the second multiplier 335 is negative, the fourth PID
The sign of the output signal of the controller 311 is converted and output, and when the output signal of the multiplier 335 is positive, the fourth
The sign of the output signal of the PID controller 311 is not converted and is output as is.

The sixth adder 337 is connected to the fourth code converter 33
6, the output signals of the eighth PID controller 315, and the twelfth PID controller 319 as inputs, and as the request signal θ _2d for the thrust direction of the second oscillating propeller 22, the following equation (19) is obtained. It outputs the addition result of .

θ _2d = ±{K _PX4 △x ₀ +K _IX4 ∫△x ₀ dt +K _DX4 d (△x ₀ )/dt} +K _PY8 △y ₀ +K _IY8 ∫△y ₀ dt +K _DY8 d/dt (△y ₀ ) +K _P 〓 ₁₂ △Ψ＋K _I 〓 ₁₂ ∫△Ψdt＋K _D 〓 ₁₂ dΨ／dt ...(19) [When ₂ θ ₂ > 0, + sign selection ₂ When θ ₂ < 0, - sign selection] , the first to third terms in this equation (19) are terms that play a role in making the positional deviation △x ₀ become zero by changing the thrust direction of the second propeller 22 in response to disturbances, and the fourth term The to sixth terms are terms that play a role in making the positional deviation Δy ₀ become zero, and the seventh to ninth terms are terms that play a role in making the azimuth deviation ΔΨ become zero.

Further, the selection of the code in equation (19) is performed by the above-mentioned fourth code converter 336.

The fourth automatic manual switching device 338 replaces the existing second
The output signals from the turning angle handle 106 and the sixth adder 337 are inputted, and one of the signals is outputted according to the driving mode desired by the operator.

Note that the existing second turning angle servo mechanism 107
adjusts the turning angle θ ₂ of the second oscillating propeller 22 based on the output signal of the fourth automatic manual switching device 338.

The second turning angle detector 339 detects the turning angle θ ₂ of the second oscillating propeller 22, and the turning angle detection signal θ ₂ is transmitted through the third code converter 331 and the second multiplication. 335.

Next, an experimental example regarding this device will be shown.

Figure 17 shows performance simulation results when this device is used to control the ship 1 to maintain a fixed point when the ship 1 receives a wind disturbance with a wind speed of 20 m/sec from 30 degrees forward to the right. Although it is a curve diagram,
From Figure 17a, which shows the temporal change in wind speed, the wind speed is
It can be seen that the speed reaches 20m/sec (approximately 40KT) from 0 in 10 seconds.

Figure 17b shows temporal changes in the position and orientation of the ship 1 when it is subjected to the wind disturbance shown in Figure 17a, which is the movement of the ship 1 in the longitudinal direction (x ₀ axis direction). The amount of surge (solid line) reaches a maximum of approximately 4m,
It can be seen that the sway amount (dashed line), which is the movement of ship 1 in the left-right direction (y _- axis direction), reaches a maximum of 8 m, and it takes about 2.5 minutes to return to the original position. In addition,
The bearing of ship 1 (indicated by Γ- in the figure) is maximum to the left.
Although the direction changes by 10 degrees, it can be seen that it takes about 2 minutes to return to the original direction.

From the above, it can be seen that the ship 1 returns to its original state in about 2.5 minutes when it receives the step-like wind disturbance shown in FIG. 17a.

17c to 17f show the first and second oscillating variable blade propellers 21 in order to restore the original position and orientation of the ship 1 when receiving the step-like wind disturbance shown in FIG. 17a. , 22 are graphs showing changes in the thrust vector of the first oscillating propeller 21 located at the bow of the ship 1. The solid line in FIG. 17c shows the propeller blade angle, the broken line shows the turning angle, the solid line in FIG. 17d shows the magnitude of thrust, and the broken line shows propeller horsepower consumption.

From these figures, the first oscillating propeller 21
is the thrust vector that becomes the rightward forward thrust as shown in Fig. 18 after the propeller blade angle temporarily reaches a large blade angle, as shown by the solid line in Fig. 17c.
It can be seen that T ₁ is generated and the position and orientation of the ship 1 are returned to their original state and stabilized.

Figures 17e and 17f are graphs showing changes in the thrust vector of the second oscillating propeller 22 located at the stern of the ship 1. The solid line in Figure 17e indicates the propeller blade angle, and the broken line indicates the turning angle. The solid line in FIG. 17f shows the magnitude of the thrust, and the broken line shows the propeller consumption horsepower.

From these figures, the second oscillating propeller 22 generates backward thrust to the right, generates a thrust vector T ₂ that becomes the backward thrust as shown in Figure 18, returns to the original position and orientation, and settles. I know what you're doing.

As described above, when the ship 1 receives a step-like wind disturbance from the right front as shown in Fig. 17a, the first
The thrust vectors shown in Figure 8 are the first and second thrust vectors.
The thrust vectors are generated in the oscillating propellers 21 and 22, respectively, and the combination of these thrust vectors is the fifth thrust vector.
It can be seen that this device is effective as a fixed point holding control device for the ship 1 because the thrust vectors match the combination of thrust vectors that enable the ship 1 to be held in a fixed position as shown in FIG.

In addition, in FIG. 17, the second oscillating propeller 22
The reason why the backward thrust is considerably smaller than the forward thrust of the first oscillating propeller 21 is because the forward thrust component in the direction of the hull centerline of the ship 1 is the first thrust vector of the first oscillating propeller 21. This is to avoid as much as possible the thrust vector of the second oscillating propeller 22 from being offset by the backward thrust component in the direction of the hull centerline.

In addition, when using this device with an oscillating fixed pitch propeller that adjusts the thrust depending on the rotation speed,
By using a propeller rotation speed servo mechanism instead of the blade angle servo mechanism, it is possible to achieve the same effect as the above-mentioned oscillating propeller in which thrust is adjusted using variable blades.

In addition, this device can be used as a DDC instead of a control computer.
(Direct Digital Control) method can also be used.

As described in detail above, according to the automatic position control device for a ship of the present invention, as can be seen from the above simulation results, once the operator has given the set position and orientation of the ship, the rest is controlled. The advantage is that the two oscillating propellers are automatically controlled in accordance with the optimum procedure to achieve a combination of thrust vectors that can stably hold the ship at a fixed point.

Furthermore, compared to conventional means that require repeated trial and error to approach the target value, there is an advantage that there is less waste in operation and the labor burden on the operator can be significantly reduced.

[Brief explanation of drawings]

Fig. 1 is a side view showing a ship having oscillating propellers at the bow and stern, respectively, and Figs. 2 to 6 show conventional position control means for ships.
The figure is a schematic diagram for explaining the function, Figure 3 is a block diagram thereof, and Figures 4, 5 a to 5 c, and 6 a to c are all schematic diagrams for explaining the function. 7 to 18 show an automatic position control device for a ship as an embodiment of the present invention.
Figure 7 is its block diagram, Figure 8 is an explanatory diagram showing its predetermined space-fixed coordinate system, and Figures 9 a to d are for explaining the thrust of the oscillating propeller, which is displayed as a vector. Schematic diagram, 1st
Fig. 0 is an explanatory diagram of the first position deviation signal of the position deviation converter, Figs. Explanatory diagrams of the position deviation signals of No. 2, Fig. 13 a, b, Fig. 14 a, b, 1st
Figures 5a and b and Figures 16a and b are schematic diagrams for explaining their effects, Figures 17a to f are graphs showing the simulation results, and Figure 18 shows the simulation conditions. It is a schematic diagram for explanation. DESCRIPTION OF SYMBOLS 1... Ship, 21... First oscillating propeller, 22... Second oscillating propeller, 300...
...Position setting device, 301...Direction setting device, 302...
...Position detector, 303...Gyroscope as direction detector, 304...First subtractor, 30
5... second subtractor, 306... third subtractor,
307...Position error converter, 308...First
PID controller, 309...Second PID controller, 31
0...Third PID controller, 311...Fourth PID
Controller, 312...Fifth PID controller, 313...
...Sixth PID controller, 314... Seventh PID controller, 315... Eighth PID... Controller, 316...
...9th PID controller, 317...10th PID controller, 318...11th PID controller, 319...
12 PID controllers, 320...first adder, 32
1...First code converter, 322...Second adder, 323...First automatic manual switching device, 324
...First blade angle detector, 325...First multiplier, 326...Second code converter, 327...Third adder, 328...Second automatic manual switching device, 329 ...first turning angle detector, 330...
Fourth adder, 331...Third code converter, 3
32...Fifth adder, 333...Third automatic manual switching device, 334...Second blade angle detector, 33
5... Second multiplier, 336... Fourth code converter, 337... Sixth adder, 338... Fourth automatic manual switching device, 339... Second turning angle detector. S...Disturbance.

Claims (1)

[Claims] 1 In a ship equipped with a first oscillating propeller at the bow and a second oscillating propeller at the stern, the ship's position coordinates (x, y ), a position setting device 300 that outputs position coordinate signals x _s , y _s of the position to be set in the coordinate system, and an azimuth detector 3 that detects the azimuth ψ of the ship.
03, and an azimuth setting device 301 that outputs a ship's azimuth setting signal Ψ _s , and a first subtraction device into which the output x _s of the position setting device 300 and the output x of the position detector 302 are input. 304, the output _ys of the position setting device 300, and the position detector 3.
a second subtractor 30 to which the output y of 02 is input, and a third subtractor 30 to which the output Ψ _s of the azimuth setter 301 and the output Ψ of the azimuth detector 303 are input.
6, and the first and second subtracters 304, 3 described above.
05 and the output Ψ _s of the azimuth setter 301, and outputs a position deviation signal △x ₀ in the set azimuth direction and a position deviation signal △y ₀ in the direction perpendicular to the set azimuth. and the first to fourth PID controllers 308, 309, 31 to which the first position deviation signal output Δx ₀ of the position deviation converter 307 is input.
0,311 and the second position error converter 307
5th to 8th position error signal output △y ₀ is input
PID controllers 312, 313, 314, 315
, the output ΔΨ of the third subtractor 306, and the output Ψ of the direction detector 303 are inputted to the ninth to
12 PID controllers 316, 317, 318, 319
and the fifth PID controller 312 and the ninth PID controller 312.
A first adder 320 to which each output of the PID controller 316 is input, detects the turning angle of the first oscillating propeller, and determines that the turning angle is positive if the turning angle is rightward. The output of the first turning angle detector 329 and the output of the first adder 320 are respectively input to the first turning angle detector 329 which can output the case as negative, and the output of the first turning angle detector 329 is inputted to determine the first turning angle. When the output signal of the detector 329 is negative, the sign of the output signal of the first adder 320 is converted and output, and when the output signal of the first turning angle detector 329 is positive, the sign of the output signal of the first adder 320 is converted and output. A first code converter 32 that outputs the output signal of the first adder 320 as it is without converting the sign of the output signal.
1, a second adder 322 to which the outputs of the first PID controller 308 and the first code converter 321 are input, and a first adder 322 to which the output of the second adder 322 is input. The blade angle servo mechanism 101 and the first blade angle servo mechanism 101 of
The propeller thrust amount of the blade angle servo mechanism 101 is detected, and when the propeller thrust amount is a forward thrust amount, the sign of the propeller thrust amount is positive, and when it is a backward thrust amount, the sign of the propeller thrust amount is negative. A first multiplier in which the first blade angle detector 324 and the outputs of the first blade angle detector 324 and the first turning angle detector 329 are input and the product of these two input signals is output. 325, the outputs of the second PID controller 309 and the first multiplier 325 are respectively input, and when the output signal of the first multiplier 325 is negative, the second PID control is performed. The first multiplier 325 converts the sign of the output signal of the multiplier 309 and outputs the signal.
A second code converter 326 outputs the output signal of the second PID controller 309 as it is without converting the sign when the output signal is positive; a third adder 327 to which the outputs of the PID controller 313 and the tenth PID controller 317 are input, and a first turning angle servo mechanism to which the output of the third adder 327 is input. 103
and the seventh PID controller 314 and the eleventh PID controller 314.
A fourth adder 330 to which each output of the PID controller 318 is input, detects the turning angle of the second oscillating propeller, and determines that the turning angle is positive if the turning angle is rightward. The output of the second turning angle detector 339 and the output of the fourth adder 330 are respectively input to a second turning angle detector 339 which can output the case as negative, and the second turning angle is determined by inputting the output of the second turning angle detector 339 and the output of the fourth adder 330. When the output signal of the detector 339 is negative, the sign of the output signal of the fourth adder 330 is converted and output, and when the output signal of the second turning angle detector 339 is positive, the sign of the output signal of the fourth adder 330 is converted and output. a third code converter 331 that outputs the output signal of the adder 330 as it is;
PID controller 310 and the third code converter 331
a fifth adder 332 to which each output of is input;
When the propeller thrust amount of the second blade angle servo mechanism 105 to which the output of the fifth adder 332 is input is detected and the propeller thrust amount of the second blade angle servo mechanism 105 is detected, the propeller thrust amount is the forward thrust amount. A second blade angle detector 334 that sets the sign of the propeller thrust amount to be positive when the propeller thrust amount is a backward thrust amount, and makes the sign of the propeller thrust amount negative in the case of a backward thrust amount.
, the outputs of the second blade angle detector 334 and the second turning angle detector 339 are input, and these two
a second multiplier 335 that outputs the product of two input signals;
and the respective outputs of the fourth PID controller 311 and the second multiplier 335 are input, and when the output signal of the second multiplier 335 is negative, the fourth PID controller a fourth code converter 336 that converts the sign of the output signal of the PID controller 311 and outputs the converted signal, and outputs the output signal of the fourth PID controller 311 as it is when the output of the second multiplier 335 is positive;
A sixth adder 337 receives the outputs of the fourth code converter 336, the eighth PID controller 315, and the twelfth PID controller 319; An automatic position control device for a ship, characterized in that a second turning angle servo mechanism 107 to which an output is input is provided.