JPS6233999B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an autopilot device for guiding a ship to a destination without deviating from a planned route.

FIG. 1 shows the configuration of a conventional autopilot device. In the figure, 1 is the input terminal for the gyro signal, 2 is the course setter, 3 is the subtracter, and 4 is the PID.
(proportional, integral, differential) calculation controller. Next, this operation will be explained. The difference between the gyro signal, that is, the heading signal, transmitted to the gyro signal input terminal 1 and the direction in which the ship is sailing, which is manually set in the course setting device 2, is calculated by a subtractor 3, and the calculation result is sent to a PID calculation controller 4. will be sent to
The PID calculator 4 generally performs the calculation of the first equation.

_{y = VP _ _ _} Coefficients for proportional (P), integral (I), and differential (D) calculations The output of the PID calculation controller 4 is sent to the steering gear 5, which moves the rudder 6 and changes the direction of the ship. The heading is controlled so that the heading is always equal to the set heading. That is, course keeping control is performed.

FIG. 2 is an explanatory diagram of a case where a ship navigates from a current position _P1 to a destination _P2 using the autopilot device shown in FIG.

If the direction from the current position P ₁ to the destination P ₂ , that is, the destination position is θ, the navigator should use the course setting device 2.
Set θ to . At this time, the autopilot device shown in Fig. 1 applies an output to the steering gear 5 to move the rudder 6 so that the ship's heading is always at θ, but the tidal current, ocean current,
When an external force F such as wind or waves is applied to a ship, the ship will be affected by the external force F.
be swept away in the direction of Therefore, the heading is the set course θ
However, the problem was that the ship moved away from the line connecting P ₁ and P ₂ and ended up sailing to a point as shown in Figure 2, P ₃ . Therefore, the navigator is the destination
Estimate the external force F to successfully reach P ₂ ,
The set course was set by making a correction to offset the influence, but since the magnitude of the external force F changes from moment to moment, and there is no suitable means of measuring the external force F, it is usually better to set the course for destination _P2 . It was difficult to achieve this with precision.

In addition, conventional autopilots have been used to guide ships along a planned route to their destination by determining the error between the set course and the past actual course direction measured by a position measuring device, and then creating a new version that compensates for this error. There are some methods that use the navigation direction as a navigation direction, and others that calculate the desired direction of the destination from the ship's current position and automatically set that direction as the set course, but these are all methods for course correction. When asking for information,
Since the data of the planned route connecting the automatic navigation start point position and the destination position is not used, it is easy for the ship to deviate from the planned route due to external forces such as tides, ocean currents, wind, and waves. However, there were drawbacks such as the inability to return to the planned route once the vessel deviated.

These shortcomings of conventional equipment have been a major hindrance to the purpose of allowing ships, such as survey vessels and resource exploration vessels, to navigate as precisely as possible along scheduled routes that divide the survey area into regular sections like the eyes of a base.

In order to eliminate these drawbacks, the present invention uses not only the heading signal measured by a gyro compass as input to the autopilot system, but also the own ship's position information measured by a position measuring device such as a Loran C receiver. It is also used at the same time to ensure that the ship sails without deviating from the planned route, and will be explained in detail below with reference to the drawings.

FIG. 3 shows an embodiment of the present invention, and FIG. 4 is an explanatory diagram of its operation. In Fig. 3, 7 is an input terminal for own ship's position measured by a position measuring device such as a Loran C receiver, 8 is an automatic navigation start point memory, 9 is an automatic navigation start switch, and 10 is a navigation direction and distance calculator. , 11 is a first subtractor, 12 is a destination position setter, 13 is a sine operator, 14 is a multiplier,
15 is the first PID calculator, 16 is the second subtractor,
Hereinafter, 1 is a gyro compass azimuth input terminal, 3 is a third subtractor, and 4 is a second PID calculator, which has the same configuration as in FIG. 1.

Next, this operation will be explained using both figures. terminal 7
The ship's position data measured by the Loran-C receiver is transmitted to the ship. When the automatic navigation start switch 9 is turned to the a side at the point _P1 in FIG. 4, a grounding signal is transmitted to one input terminal of the automatic navigation start point memory 8 via the path from contact point c to a. At this time, the automatic navigation start point memory 8 stores the own ship's position data P ₁ transmitted from the terminal 7 to the other input terminal. The stored data _P1 persists while the automatic navigation start switch 9 is turned to the a side. Next, the operation of this device when the ship has sailed to the point _P3 in Figure 4 will be explained. The navigation direction and distance calculator 10 has one input terminal containing own ship position data P 1 transmitted from the output terminal of the automatic navigation start point memory 8 at the time of automatic navigation start, and the other input terminal the own ship position data P ₁ transmitted from the terminal 7. Using current position data _P3 , own ship's current position with respect to automatic navigation starting point _P1
The direction and distance of P ₃ , i.e. α in Fig. 4, respectively.
and line segment _{1 3} , and the direction is calculated by the first subtractor 11
Then, the distance is transmitted to multiplier 14. As shown in FIG. 4, the destination position setting device 12 is set by the navigator's hand as the direction θ in which the ship desires to view the destination P ₂ from the current position P ₃ . A first subtractor 11 calculates the destination position θ set in the destination position setting device 12 from the own ship's navigation direction α transmitted from the navigation direction and distance calculator 10.
The result, ie, β in FIG. 4, is calculated by the sine operator 13
to communicate. The output of the sine calculator 13 is sin β and is transmitted to one input terminal of the multiplier 14. The other input terminal of the multiplier 14 is transmitted with the distance _{1 3} from P ₁ to _{P 3} in FIG _. It is transmitted to the PID calculator 15 as an output. _{1 3} sinβ indicates the distance of a perpendicular line drawn from point P ₃ to the planned route connecting P ₁ and P ₂ , that is, the distance of point P ₃ from the planned route. Next, the PID calculator 15 which receives the output of the multiplier 14 as input performs a calculation similar to the first equation, but the calculation result is the difference between the destination position β set in the destination position setting device 12 and the ship's navigation direction. This is the heading that should be corrected to remove β, which is γ shown in FIG. Note that the PID calculator 15 is connected to the contact point b of the automatic navigation start switch 9, and while the automatic navigation start switch 9 is pushed to the b side, all calculations are stopped and the output is made zero, but automatic navigation is not possible. PID from when start switch 9 is turned to side a
The calculation is started and the output γ is transmitted to one input terminal of the second subtracter 16. Furthermore, the second subtractor 16 is connected to the destination position θ set in the destination position setter 12.
The difference between the heading γ, which is the output of the PID calculator 15, and the heading γ to be corrected is calculated. Since this difference indicates the heading direction that the ship should face in order to return to the planned course, this difference is used as the first heading in place of the output of the course setting device 2 shown in
If the feed is sent to the third subtractor 3 similar to the one shown in the figure, and the other parts of the autopilot device shown in FIG. The rudder is turned so that the bow actually points in the direction that the ship should be heading.

Note that the sine calculator 13 is omitted, and the second subtracter 1
6 and a third subtractor 3, an equivalent device can be realized.

As explained above, according to the present invention, the ship's heading is corrected based on the gap between the planned route and the current position of the ship, and as a result of automatic control to remove this gap, the navigation Since the ship is automatically controlled so that the course set by the navigator always matches the ship's heading, the ship resists external forces and follows the planned course even though the navigator performs the same course setting operations as with conventional systems. It has the advantage of being able to navigate above the surface, making it possible to conduct precise automatic maneuvering of research vessels, fishing boats, etc.

[Brief explanation of the drawing]

FIG. 1 is an explanatory diagram showing the configuration of a conventional autopilot, FIG. 2 is an explanatory diagram explaining the operation of a conventional autopilot, FIG. 3 is an explanatory diagram showing the configuration of the device of the present invention, and FIG. FIG. 3 is an explanatory diagram illustrating the operation of the invention device. 3, 11, 16... Subtractor, 4, 15... PID calculator, 5... Steering gear, 6... Rudder, 7... Own ship position data input terminal, 8... Automatic navigation start memory, 9... Automatic Navigation start switch, 10... Navigation direction and distance calculator,
12... Destination position setter, 13... Sine calculator, 1
4... Multiplier.

Claims (1)

[Claims] 1 In a marine autopilot device, an automatic navigation start switch, an input terminal for ship position data, a means for setting the destination position, a means for storing position data of the automatic navigation start point, a means for storing the position data of the automatic navigation start point and the current position data. means for calculating the navigation direction and distance from the position data; first subtraction means for calculating the difference between the navigation direction and the destination position; and calculation means for calculating the sine of the output of the first subtraction means. , a multiplication means for calculating the product of the output of the calculation means and the cruising distance, and a first PID calculation means for performing a PID calculation on the output of the multiplication means;
a second subtraction means for calculating the difference between the output of the PID calculation means and the destination position, an input terminal for a heading signal, and a third subtraction means for calculating the difference between the heading and the output of the second subtraction means. a subtraction means and the output of the third subtraction stage;
A marine autopilot device comprising: second PID calculation control means for calculating PID and controlling a steering gear.