JPS60252097A - Control system for automatic steering gear - Google Patents

Abstract

PURPOSE:To prevent large deviation from a course and minimize the angle of meandering on the course, by using the angular difference between the azimuth of a destination and that of navigation and the quantity of the deviation from the course, as control information. CONSTITUTION:The average value + or -DELTAD of the difference between the angle of the azimuth of a destination and that of the azimuth of navigation and the range + or -DELTAd of the fluctuation in the average value are calculated by circuits 11, 12, respectively, in every prescribed time, from previous data. When it is detected by an output condition judgment circuit 13 that DELTAD is larger than DELTAd, DELTAD is outputted. When it is detected by the judgment circuit 13 that DELTAD is equal to or smaller than DELTAd, 0 is outputted. The quantity DELTAl of deviation from a course is compared with a constant L set by a user. When it is found out by a detection circuit 14 and an output condition judgment circuit 15 that L is equal to or smaller than DELTAl, DELTAd calculated by the circuit 12 is outputted as an angle of steering for returning to the course. When it is found out by the circuits 14, 15 that L is larger than DELTAl, 0 is outputted as the angle of steering. The direction of the navigation is corrected by the output of a circuit 16. This results in preventing large deviation from the course and minimizing the angle of meandering on the course.

Description

[Detailed Description of the Invention] When using the angular difference between the destination position and the own ship's course or navigation direction as control information in a ship's automatic steering system, the same information is obtained from a sensor (for example, a Loran C receiver). The data shows that over-control occurs due to wandering and delayed reaction, and the ship meanderes and deviates from the course. For this reason, in order to prevent meandering due to data fluctuations, a method of notation is generally used.

However, as there is no absolute amount of course deviation control, the course tends to become arched due to the effects of tidal currents, etc. There is also a method of obtaining only information on course deviation from sensors and steering the ship in the direction of returning to the course if it deviates from the course, but in this case the rudder angle is not in the direction of the destination but on the course. The disadvantage is that it tends to cause severe meandering across the course.

The present invention uses the angular difference between the destination position and the navigation direction and the amount of course deviation as control information, and eliminates the above-mentioned drawbacks and provides an automatic steering system that is extremely effective in safe and fuel-efficient operation of ships. The purpose is to provide a control method.

This will be explained in detail below with reference to the drawings. FIG. 1 is an explanatory diagram of the present invention, and FIG. 2 is a block diagram of an embodiment of the present invention, in which 1 is a starting point of a ship, 2 is a destination point, and 3 is a route or course connecting these points. 4 indicates the position of the ship at a certain point in time;
5 is the destination position at this time, and 6 is the current navigation direction. These 5 and 6 are indicated by angles α and β with respect to the azimuth looking toward due north N from the ship's position. As can be seen from the figure, △D is a
is the angular difference between and β. Further, Δd is the fluctuation width of ΔD.

The above a and β are obtained from the navigation device 10 such as the Loran C receiver shown in FIG. From the data, an 11 calculation circuit calculates the average value (±ΔD) of the difference between β and α, and a 12 calculation circuit calculates the fluctuation width (±Δd). Note that the range or variance between the maximum and minimum values is used as the fluctuation width.

ΔD and Δd obtained in this way are determined by the output condition determination circuit 13. When ΔD>Δd, ΔD and Δ
When D≦△d, 0 is output and applied to 16 output circuits.

On the other hand, in FIG. 1, △ indicates the amount of deviation of the ship 4 from the course 3, which can also be obtained from the navigation device 10 such as Loran C. This delta limits the amount of steering angle correction due to course deviation, so
The detection circuit 14 and the output condition judgment circuit 15 compare the constant L (tolerable range of course deviation) set by the user, etc., and when L≦I, the steering angle is determined in the direction of returning to the course. , 12, and when >△, outputs O, which is applied to 16. The output circuit 16 uses the output shown in Table 1 as a corrected steering angle output based on the output 13.15, and applies the output to the steering device 17 to correct the course.

Table 1 and FIG. 3 are block diagrams of other embodiments of the present invention. In this embodiment, instead of the fluctuation width (±Δd) of the difference between the destination position 5 and the navigational direction 6 of the host vessel 4, a constant value θ determined empirically is used.

Since the second shaft 2M Δd S and the magazine 12 are not required, the overall structure is simplified.

In addition, 18 in FIG. 3 is a setting circuit for the above-mentioned constant value θ,
This output is also applied to 13 and 15, so 13
In , a comparison is made between ΔD and θ, and in 15, L≦
When Δ, θ becomes the output of the return steering angle.

Therefore, the output from 16 will be as shown in table @2.

Table 2 As explained above, the present invention uses both the angular difference between the destination position and the navigation direction and the amount of course deviation as control information for the automatic steering system, and also () corrects the steering angle due to course deviation. (b) A threshold value is set for the control switching angle between the angular difference information between the destination position and the navigation direction and the course deviation information. (c) This threshold value uses the fluctuation width of the angle difference information.

Therefore, the meandering angle on the course can be minimized without deviating from the course, so smoother automatic steering is possible than conventional control based only on angle information or course deviation information. It is possible to provide a control method that is extremely effective in terms of safety and fuel efficiency, without being affected by tidal currents, etc.

[Brief explanation of drawings]

FIG. 1 is an explanatory diagram of the present invention, FIG. 2 is a block diagram of an embodiment of the invention, and FIG. 3 is a block diagram of another embodiment of the invention. 1... Departure point, 2... Destination point, 3... Course, 4... Ship position, 5... Destination position, 6... Navigation direction, 10... Navigation device, 11・12...Calculation circuit, 13.15...Output condition judgment circuit, 14...Detection circuit, 16...Output circuit, 17...Steering device, 1
G. Constant value setting circuit, Applicant: Koden Seisakusho Co., Ltd. Representative Director Ryo Ito 1. Engraving of the drawings (no changes to the contents). 2. Procedural amendment of drawings (on his own initiative). July 1980. t. Mr. Commissioner of the Japanese Patent Office. ], Indication of the case Patent application 1987-/θ7guq6 2, Title of the invention Control method for automatic steering device 3, Person making the amendment Relationship to the case Patent applicant 2-10 Kamiosaki, Tokyo Parts Industry Ward, 141 -45 statement/
Drawing 5, contents of correction

Claims (2)

[Claims] (1) In the automatic steering system, which is operated by obtaining control information from a ship's navigation system such as Loran C, the destination position and navigation direction for a certain period of time are determined manually based on the destination position and the own ship's navigation direction. The first process of calculating the average value of the difference (±△D) and the fluctuation width (±△d) is compared with ΔD and △d determined by the first process, and ±
Only when ΔD〉±△d holds true, use ΔD as the corrected steering angle.
The second process outputs the amount of deviation from the input own ship position from the course (Δ) and the constant (Δ) set by the user etc.
L), and only when △≧L holds true, a third process outputs Δd obtained in the first process as the return angle to the course; and from the second and third processes. The obtained △D output is △D, and when there is no △D output and Δd output, △d output, and when both △D and Δd output are absent, 0 output,
A control system for an automatic steering system, comprising a fourth process of outputting a steering angle, and a fifth process of applying the output obtained in the fourth process to a steering system. (2) In the above (1), the fluctuation range (±Δd) of the difference between the destination position and the own ship's navigational direction is set to a constant value (θ) determined empirically. A control method for the automatic steering device according to item 1.