U.S. patent number 3,696,282 [Application Number 05/066,939] was granted by the patent office on 1972-10-03 for marine autopilot system including mode engagement features.
This patent grant is currently assigned to Kabushikikaisha Tokyo Keiki Seizosho (Tokyo Keiki Seizosho Co., Ltd.). Invention is credited to Yoichi Hirokawa, Isao Masuzawa.
United States Patent |
3,696,282 |
Hirokawa , et al. |
October 3, 1972 |
MARINE AUTOPILOT SYSTEM INCLUDING MODE ENGAGEMENT FEATURES
Abstract
A marine autopilot system for ships in which the set course
signal and the eading signal are supplied to a comparator which
feeds a servomotor through an operational device to control the
ship. In the present invention when the marine autopilot is
automatically changing course, switching means change various
constants and functions of the marine autopilot system and
disconnect other elements which are unnecessary during course
change.
Inventors: |
Hirokawa; Yoichi (Kamakura,
JA), Masuzawa; Isao (Tokyo, JA) |
Assignee: |
Kabushikikaisha Tokyo Keiki
Seizosho (Tokyo Keiki Seizosho Co., Ltd.) (Tokyo,
JA)
|
Family
ID: |
13383965 |
Appl.
No.: |
05/066,939 |
Filed: |
August 26, 1970 |
Foreign Application Priority Data
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|
|
|
|
Aug 30, 1969 [JA] |
|
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44/68794 |
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Current U.S.
Class: |
318/588; 318/591;
114/144R; 318/610 |
Current CPC
Class: |
G05D
1/0206 (20130101) |
Current International
Class: |
G05D
1/02 (20060101); G05d 001/00 (); B63h 025/02 () |
Field of
Search: |
;318/588,591,621,610
;114/144 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Lynch; T. E.
Claims
We claim as our invention:
1. A marine autopilot system for a ship for operating in a fixed
course holding mode and a turn to a new course mode comprising:
a servo motor connected to the rudder of said ship to control
it;
a course setting knob;
means for producing an error signal corresponding to the deviation
between a set course and the ship's heading and set course setting
knob connected thereto;
an operational means connected between said servo motor and said
means for producing an error signal and including a weather
adjustment device;
an integrator, a differentiator and a rudder angle limit means;
a first switch mounted adjacent said course setting knob and
actuated thereby when said course setting knob is operated to set a
new course;
a memory device connected to said first switch and producing an
output each time said first switch is actuated for a time period
until said memory is reset;
a variable timer receiving an input from said memory and supplying
a delayed output to said memory to reset it, said means for
producing an error signal supplying an input to said variable timer
to control the delay between the timer's input and output;
a second switch connected in parallel with said weather adjusting
device;
a third switch connected to said integrator for disconnecting
it;
a fourth switch connected to said differentiator for changing the
response; and
switch actuating means receiving an input from said memory and
connected to actuate said second through fourth switches such that
during a turn to new course mode said weather adjusting device and
integrator are disconnected, and said differentiator has a
different response than during said course holding mode.
2. A marine autopilot according to claim 1 further including:
a fifth switch with one side connected to said means for producing
an error signal; and
an alarm connected to the other side of said fifth switch, and said
switch actuating means connected to open said switch during turn to
new course mode.
3. A marine autopilot according to claim 2 further including:
a rudder angle limiting means forming a part of said operational
means; and
a sixth switch connected in parallel with said rudder angle
limiting means and said switch actuating means connected to close
said sixth switch during turn to new course mode.
4. A marine autopilot according to claim 1 wherein said second and
third switches are field effect transistors.
Description
BACKGROUND OF THE INVENTION
1. Field of the Invention
This invention relates to an automatic steering system, and more
particularly to a marine autopilot system.
2. Description of the Prior Art
Generally, an automatic steering system has two principal
functions. One is to hold a ship on a straight line along her set
course. This function is required for long-distance navigation. The
second function is to automatically change the ship's course. There
are many occasions when the set course must be changed as for
selecting the great circle route to a destination, for avoiding a
collision with other ships, and for various other reasons. During
an automatic course change, the ship should be steered to the newly
set course without over-shoot, with the minimum number of steering
operations and with minimum speed loss as quickly as possible.
Theoretically, holding a straight course is a steady response and a
course change is a transient response.
Prior art autopilots have been designed and adjusted so as to
enhance the course-keeping capability. In recent years, however,
the size and speed of ships have increased and, as a result, the
response of the ship to movement of the rudder exceeds the limits
of manual steering operation. Therefore, in such ships it is almost
impossible to employ conventional methods for changing course with
manual steering operations and thus after the ship has been brought
roughly to the set course, the manual steering operation is
switched to automatic operation. For this reason automatic change
of course has become of great interest. Further, a smaller number
of operators are available due to the use of automatic navigation
equipment and persons with little manual steering experience will
often be utilized to do the steering operation, thus making course
changes by automatic means more and more important.
Under limited conditions, in order that the transient and
steady-state responses of an automatic control system be operated
at optimum values, it is necessary to change the parameters of the
control loop. The limited conditions herein mentioned result from
the physical characteristics of the ship. For example, factors such
as the rudder angle, the limit of the rudder angle and/or an upper
limit of speed of the rudder movement. Also these conditions
include problems of performance such as, for example, if the rudder
is held at large angles very often for maintaining the ship on the
set course, her sailing speed will be decreased due to drag on the
ship. Also, frictional components of the steering gear would be
rapidly worn out.
SUMMARY OF THE INVENTION
The performance of the marine autopilot system can be enhanced, if
optimum response is obtained by the use of optimum parameters
during course changes and while maintaining a fixed course.
Accordingly, one object of this invention is to provide a marine
autopilot system which gives high performance.
Another object of this invention is to provide a marine autopilot
system which allows the control parameters to be switched to
different values which optimum for changing course or maintaining a
fixed course.
Other objects, features and advantages of this invention will
become apparent from the following description taken in conjunction
with the accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a schematic diagram, for explaining a conventional
autopilot system;
FIG. 2 is a schematic diagram showing one example of a marine
autopilot system of this invention;
FIG. 3 is a schematic diagram illustrating one example of a means
for driving the principal part of the system of this invention
exemplified in FIG. 2;
FIG. 4A is a connection diagram showing one concrete example of the
part depicted in FIG. 3;
FIG. 4B is a schematic diagram showing a modification of one part
of the connection diagram depicted in FIG. 4A; and
FIGS. 5 and 6 are schematic diagrams illustrating other examples of
this invention.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
For a better understanding of this invention a detailed description
will be given first of the construction and function of a
conventional marine automatic steering system with reference to
FIG. 1. A heading signal .phi. of a ship 12 or the like derived
from a compass 13 mounted thereon is supplied to an adder 1 and is
compared with a set course signal .phi.i fed to the adder 1. In the
event that a deviation exists between the heading signal .phi. of
the ship 12 and her set course signal .phi.i, the adder 1 converts
the deviation into an error signal .phi.e and the resulting error
signal .phi.e is supplied to a weather adjustment device or unit 2.
In the illustrated example the weather adjustment device 2 is in
the form of a dead-zone circuit, which may be replaced with a
filter or an attenuator. The weather adjustment device 2 serves to
avoid over use of the helm which results from an increase in the
number of steering operations caused by yawing of the ship under
the influence of external disturbances in bad weather conditions.
The error signal .phi.e is applied to an integrator 3, a
proportional amplifier 4 and a differentiator 5 connected in
parallel and the resulting signals are combined together at an
adder 6.
As is well-known, the autopilot controls the steering gear with the
use of a rate signal K.phi.e proportional to the turning speed of
the ship in addition to the signal K.phi.e proportional to the
deviation between the actual ship's heading and the set course so
as to stabilize a control loop including the ship. In some cases,
the autopilot employs an integration signal in the control loop
including the ship for controlling the steering gear with an
integrated signal K.intg..phi.e together with the error and error
rate signals in order to maintain the ship's heading on the set
course .phi.i.
The operational signal K(.intg..phi.e + .phi. e + .phi. e) thus
obtained is applied as the command signal to a motor 9. This signal
is first fed through a rudder angle limiting control mechanism 16,
an adder 7 and an amplifier 8 before reaching motor 9. The motor 9
actuates a rudder 14 through a gear mechanism 10. A feedback signal
generator 11 is controlled by rotation of the output shaft of the
motor 9 and produces a signal proportional to the steering angle.
This signal is fed back to the input of the amplifier 8. Thus, the
rudder 14 is driven to correspond to the operational signal in a
minor control loop comprising the adder 7, the amplifier 8, the
motor 9, the gear mechanism 10 and the signal generator 11.
Generally, the maximum angle of the rudder is limited by its
mechanical construction but some rudders are provided with a
mechanism which allows the rudder movement to be limited to an
angle smaller than the maximum angle during automatic steering so
as to increase safety. Such rudder angle control mechanism has
response so as to be insensitive to normal rudder angles selected
under normal steering conditions and prevents the rudder from
suddenly being turned to the maximum angle causing sudden turning
of the ship when the autopilot goes out of order.
It is the practice in the art to incorporate in the autopilot an
alarm device or unit 15 including a buzzer or the like which raises
an alarm when the ship's heading has deviated from its set course
by a predetermined value. The alarm is given upon occurrence of the
predetermined deviation between the ship's heading and the set
course, so that during automatic course changes the alarm device
continues to raise the alarm until the ship's heading approaches
the newly set course. The alarm device is provided with a switch to
prevent it from sounding during course changes of this type.
The problem is to bring the ship's heading to the newly set course
without over-shoot and in the shortest possible time during an
automatic course change which is a transient condition of the
automatic steering system. Ideally different operational parameters
in the operational device should be selected during course changes
and course keeping. This would assure that autopilot
characteristics detrimental to course changes would be removed
during automatic course changes.
FIG. 2 illustrates one example of an automatic steering system of
this invention provided with switch means for changing the
autopilot parameters during course changes. In FIG. 2 similar
reference numerals to those in FIG. 2 indicate similar elements
which are identical in construction and in operation, and hence
will not be described in detail for the sake of brevity.
In the figure those portions indicated by heavy lines are added to
the conventional autopilot system according to this invention. In
the illustrated example switches with contacts M.sub.1 to M.sub.4
are provided for respectively short-circuiting the weather
adjustment device 2, the integrator 3, the differentiator 5 and the
rudder angle limiting control mechanism 16. In addition, a switch
with contact B is provided between the alarm device 15 and the
output side of the adder 1.
The switch contact M.sub.1 short-circuits the weather adjustment
circuit 2. A slight increase in the number of steering operations
is insignificant for the short time required for changing the
course of the ship. Disconnecting the weather adjustment circuit 2
allows the ship to turn to the newly set course with accuracy. The
contact M.sub.1 is of particular utility when used with a dead-zone
type weather adjustment circuit.
The switch contact M.sub.2 resets the integrator 3. In the example
of FIG. 2 the integrator 3 is made up of an operational amplifier
3.sub.1 and a feedback capacitor 3.sub.2, so that the output of the
integrator 3 is reset by short-circuiting the integrated charge on
the capacitor 3.sub.2 with the contact M.sub.2. When the ship has
changed her course, the influence exerted upon the ship by the
turning torque due to fixed external disturbances such as winds and
so on sometimes will be opposite in direction to those before the
course change. The switch contact M.sub.2 allows the integrated
output of the former course of the ship to be reset and an
integrating operation of the newly set course is carried out.
The switch contact M.sub.3 is employed for changing the rate time
constant of the differentiator 5. In the example of FIG. 2 a
differentiating capacitor 5.sub.2 of the differentiator 5 is
connected in parallel with a conventional differentiating capacitor
5.sub.4 when the contact M.sub.3 is closed during course change.
The differentiating capacitor 5.sub.2 is inserted into the
differentiator 5 to increase the rate time constant. Reference
numeral 5.sub.1 indicates an operational amplifier of the
differentiator 5. During an automatic course change it is necessary
that sufficient meeting rudder be applied for cancelling the great
turning inertia of the ship and this is provided by a longer rate
time than that for usual course keeping. This diminishes the amount
of over-shoot and enables the ship to conform with a newly set
course in the shortest time.
The switch contact M.sub.4 short-circuits the rudder angle control
circuit 16 for removing the small rudder angle limit. For changing
the course a large rudder angle is required, as compared with the
rudder angle for usual maintenance of the course and the control
function of the rudder must be used fully for bring the ship to the
newly set course within a short time. The rudder angle limiting
control mechanism must be removed to obtain rapid course
changes.
The switch contact B serves to disconnect of the alarm device 15
temporarily. Since the alarm device 15 operates from the heading
deviation signal .phi.e during course changes, it would raise an
alarm for every change of the course if not disconnected. It is
desired to automatically reset the alarm device 15 while the course
is being changed.
Further, the function of the autopilot can be enhanced by the
provision of a contact device for holding various accessory
circuits of the autopilot inoperative during the course change,
though not shown in the example of FIG. 2.
Referring now to FIG. 3, a description will be given of one example
of a device for controlling the switch contacts M.sub.1 to M.sub.4
and B of FIG. 2.
In FIG. 3 reference numeral 21 indicates a heading signal
generating synchro incorporated in gyrocompass mounted on the ship.
The output of the synchro 21 is supplied to a receiving synchro 22
in an autopilot. The synchro 22 is supplied with the heading signal
.phi. of the ship. A deviation between the heading signal .phi. and
a set course signal .phi.i occurs in differential gear 28 and is
converted by a synchro 23 into a deviation signal .phi.e'. The
resulting deviation signal .phi.e' is converted by a differential
modulator 25 into a DC signal .phi.e, which is fed to an electric
circuit 30 of the autopilot.
A course setting knob 24 of the autopilot is usually constructed so
that it supplies an input through a clutch so as to avoid
accidental changes which might occur if the operator should touch
the knob. If a course is desired, the knob 24 is pressed to couple
clutch members 27 and turned to rotate the differential gear 28.
The knob 24 is always pressed upwardly by a spring 29 mounted
between a stand 31 and the knob so that when the knob 24 is
released after setting the course, the clutch members 27 disengage.
At this time a contact of a micro switch 26 produces a pulse which
represents that the ship has completed her course change. Since the
time for closing the micro switch 26 for the course change may
vary, the pulse signal derived from the micro switch 26 is applied
through a memory circuit 32 to a timer 33 to actuate it. After a
predetermined set time the timer 33 produces a reset signal to
reset the memory circuit 32. The output of the memory circuit 32 is
applied to a relay or a semiconductor switch 34 to drive it. The
signal .phi.e is supplied through an amplifier 35 to a time setting
variable resistor 33.sub.1 of the timer 33. This circuit is
optional to this invention but performs the following operation to
enhance the effect of the present system.
Within a range where the output .phi.e' of the synchro 23 remains
unsaturated, the deviation signal .phi.e is proportional to the
course changing angle. The time required for changing the course of
the ship also increases with an increase in the course changing
angle. Accordingly, by automatically changing the set time of the
timer 33 in accordance with the signal .phi.e, the relay can be
held operative for a certain period of time required for changing
the ship's course.
FIG. 4A shows one example of the circuit construction of the system
exemplified in FIG. 3. In FIG. 4 elements similar to those in FIG.
3 are identified by similar reference numerals for convenience of
illustration. When the ship has changed her course, the micro
switch 26 is closed to trigger the memory circuit 32 which may be a
flip-flop circuit or a bistable multivibrator circuit. The output
of the memory circuit 32 is supplied to the relay device 34 to
actuate it. Respective contacts 34.sub.1, 34.sub.2, 34.sub.3, . . .
. . of the relay device 34 constitute switching units for the
respective circuits in such a manner that the autopilot will
respond well during the course change. One portion of the output of
the memory circuit 32 is applied through a variable resistor
R.sub.3 and a resistor R.sub.4 to an integrating amplifier 36.sub.1
of the integrator 36. A diode D.sub.5 having a breakover point and
a resistor R.sub.5 are connected as the load of integrator 36. The
diode D.sub.5 may be a Shockley diode, SCR, SVS, UJT, or the like
which permits the passage therethrough of a current when a voltage
fed to it exceeds its breakover voltage. When the output voltage of
the integrator 36 goes above the breakover voltage of the diode
D.sub.5, a voltage is produced across the resistor R.sub.5 which is
connected between the diode D.sub.5 and ground and this voltage is
applied as a reset signal to the memory circuit 32 to reset it. The
variable resistor R.sub.3 connected between the output end of the
memory circuit 32 and the input end of the integrator 36 controls
the integrator by altering its integrating time constant, thereby
adjusting the operating time of the relay device 34. This allows
adjustment to comply with the turning time which depends on the
size and type of the ship and this adjustment is made depending on
the size and type of the ship in which the equipment is
mounted.
A transistor Q.sub.2 is operated by the signal .phi.e from an input
terminal 37. The input signal to the integrator 36 is adjusted by a
change in the internal impedance of the transistor Q.sub.2 between
its collector C.sub.2 and emitter E.sub.2. Since the signal .phi.e
is a bipolar signal whose polarity varies with the direction of the
deviation, the input signal .phi.e is converted to one polarity by
an inverter circuit 38 having a diode D.sub.2 and connected between
the input terminal 37 and the base B.sub.2 of the transistor
Q.sub.2. Thus, when the signal .phi.e is positive it flows into the
base B.sub.2 of the transistor Q.sub.2 through a resistor R.sub.1
and a diode D.sub.1 which are inserted between the input terminal
37 and the base B.sub.2 of the transistor Q.sub.2 to lower the
impedance of the transistor Q.sub.2 between the collector C.sub.2
and the emitter E.sub.2. At the same time one portion of the input
to the integrator 36 from the memory circuit 32 is by-passed to
ground through a diode D.sub.4 and the collector C.sub.2 and the
emitter E.sub.2 of the transistor Q.sub.2. When the signal .phi.e
is negative it is supplied through the resistor R.sub.1 to the
inverter circuit 38 and is thereby reversed in polarity becomes a
positive signal, which is applied through the diode D.sub.2 to the
base B.sub.2 of the transistor Q.sub.2 to alter its impedance
between its emitter E.sub.2 and collector C.sub.2, thereby changing
the input to the integrator 36.
FIG. 4B is identical in construction with FIG. 4A except it uses a
semiconductor switch as a substitute for the relay device 34. In
the case where the respective contacts of the relay device 34 are
required to be insulated from one another, a circuit such as shown
in FIG. 4B is preferred. In the example of FIG. 4B the switch
contacts M.sub.1 and M.sub.2 for short-circuiting the weather
adjustment device 2 and the integrator 3 are respectively replaced
by insulated-gate field effect transistors MOS.sub.1 and MOS.sub.2
and the output of the memory circuit 32 is applied to the gates
MOS.sub.1G and MOS.sub.2G of the transistors MOS.sub.1 and
MOS.sub.2 respectively. The weather adjustment device 2 and the
integrating capacitor 3.sub.2 of the integrator 3 are respectively
respectively interposed between the source MOS.sub.1S and drain
MOS.sub.1D of the transistor MOS.sub.1 and between the source
MOS.sub.2S and drain MOS.sub.2D of the transistor MOS.sub.2. With
such an arrangement, when the output of the memory circuit 32 is
applied to the gates MOS.sub.1G and MOS.sub.2G of the transistors
MOS.sub.1 and MOS.sub.2, the weather adjustment device 2 and the
integrator 3 are respectively short-circuited by the transistors
MOS.sub.1 and MOS.sub.2 which are rendered conductive and when the
input to their gates is removed the shorting circuits are cut off.
Accordingly, these transistors MOS.sub.1 and MOS.sub.2 perform
exactly the same function as the relay device 34 of FIG. 4A.
Although the example of FIG. 4B has been described in connection
with the case where only the switch contacts M.sub.1 and M.sub.2 of
the relay device 34 of FIG. 4A depicted in FIG. 2 are replaced with
the insulated-gate field effect transistors, it will be understood
that the switch contacts M.sub.3, M.sub.4 and B may have
insulated-gate field effect transistors substituted for them.
In the event that the circuits such as the weather adjustment
device and so on to be short-circuited need not be insulated from
one another, conventional transistor switching circuits may be
used.
FIG. 5 illustrates a modified form of this invention, in which
reference numerals similar to those in FIG. 3 indicate similar
elements. In the present example the deviation signal .phi.e is
used as a trigger signal representing a course change. The output
.phi.e' of the synchro 23 is applied to a demodulator 25, whose
output signal .phi.e is fed to a comparator 45. The comparator 45
produces an output when the input signal .phi.e exceeds a certain
set value. The output of the comparator 45 is applied to the memory
circuit 32 to trigger it, causing the circuit 32 to start the timer
33 and driving the semiconductor switching device or the relay
device 34. Also, the output of the timer 33 is fed back to the
memory circuit 32 as a reset signal. The system shown in FIG. 5 is
advantageous in that it can be triggerred in a pure electronic
manner.
FIG. 6 shows another modification of this invention, in which
reference numerals similar to those in FIG. 5 designate similar
elements. This example is simpler in construction than that of FIG.
5 in that the signal .phi.e from the demodulator 25 is applied to
the comparator 45 to control its set level only and the relay
device 34 is directly driven by the output of the comparator
45.
It will be apparent that many modifications and variations may be
effected without departing from the scope of the novel concepts of
this invention.
* * * * *