Automatic steering device, automatic steering system, automatic steering method, and automatic steering program

Abstract

To provide an adaptive setting method of control parameters capable of realizing stable hull control in accordance with changes in internal and external environment influencing the hull navigation.SOLUTION: An automatic steering device comprises an acquisition part, a first evaluation part, a second evaluation part, and a parameter setting part. The acquisition part acquires navigation conditions including a hull azimuth or a hull position, and hull information. The first evaluation part calculates a first evaluation value which is the evaluation value indicating the hull azimuth or the retention capacity of a sea route based on the navigation conditions. The second evaluation part calculates a second evaluation value which is the evaluation value related to maneuvering condition based on the hull information. The control parameter setting part sets control parameters related to motion control of the hull on the basis of the first evaluation value or the second evaluation value.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a technique for automatically controlling the rudder angle.

Background Art

[0002] Fixed values are often used as parameters for controlling the rudder angle of an autopilot. When a fixed value is used as a control parameter, appropriate control may not be possible according to the weight of the load and the weather. As a result, there is a possibility of deterioration in control accuracy and excessive steering. To solve this problem, techniques for automatically controlling the rudder angle, such as those shown in Patent Document 1 and Patent Document 2, are disclosed.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Patent Document 2

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, when the configurations of Patent Document 1 and Patent Document 2 are used, there is a risk of the following problems occurring.

[0005] In the method shown in Patent Document 1, it is necessary to navigate for a long time in order to adjust the control parameters applied to the sea conditions and the like. The control parameters are adjusted after this navigation. That is, there is a risk that the control parameters may be inappropriate until the control parameters are adjusted.

[0006] Also, in the method shown in Patent Document 2, the sway of the bow direction due to waves is estimated by an estimator. That is, the construction of an estimator is required, and the algorithm becomes complicated. Furthermore, parameter setting is required for the estimator, and there is a risk that the adjustment will be complicated.

[0007] Therefore, an object of the present invention is to provide an adaptive setting method for control parameters that enables stable hull control in response to changes in the internal and external environment that affect the navigation of the hull. [Means for solving the problem]

[0008] The automatic steering system of this invention comprises an acquisition unit, a first evaluation unit, a second evaluation unit, and a control parameter setting unit. The acquisition unit acquires navigation conditions, including the ship's heading or position, and control information of the ship's hull. The first evaluation unit calculates a first evaluation value, which is an evaluation value indicating the ship's ability to maintain its heading or course, based on the navigation conditions. The second evaluation unit calculates a second evaluation value relating to the manner of maneuvering based on the control information. The control parameter setting unit sets control parameters relating to the ship's movement control based on the first evaluation value or the second evaluation value.

[0009] In this configuration, control parameters can be set based on a first evaluation value, which indicates the ship's ability to maintain its heading or course based on its navigation status, and a second evaluation value, which relates to the manner of maneuvering based on control information. This makes it possible to set control parameters that enable stable control according to the ship's condition, taking into account the ship's characteristics and weather.

[0010] The automatic steering system control parameter setting unit of this invention sets the control parameters to reduce the evaluation value among the first and second evaluation values ​​that has a significant impact on the unstable operation of the ship's hull.

[0011] This configuration allows for control based on the ship's condition.

[0012] The automatic steering device of this invention is further provided with an upper limit setting unit that sets a first upper limit corresponding to a first evaluation value and a second upper limit corresponding to a second evaluation value. The control parameter setting unit adjusts the control parameters based on the relationship between the first evaluation value corresponding to the first upper limit and the second evaluation value corresponding to the second upper limit.

[0013] In this configuration, an upper limit for the evaluation value is set and used to configure the control parameters, allowing for the setting of more appropriate control parameters.

[0014] The control parameter setting unit of the automatic steering device of this invention sets the control parameter so that the evaluation value of whichever of the first or second evaluation values ​​has a higher ratio decreases, based on the ratio of the first evaluation value to the first upper limit and the ratio of the second evaluation value to the second upper limit.

[0015] This configuration allows for control based on the ship's condition.

[0016] The upper limit setting unit of the automatic steering device of this invention raises the first upper limit and the second upper limit if the first evaluation value is higher than the first upper limit and the second evaluation value is higher than the second upper limit.

[0017] This configuration prevents the upper limit from being set unnecessarily low. In other words, it allows control parameters to be set according to actual navigation conditions.

[0018] The upper limit setting unit of the automatic steering device of this invention lowers the first upper limit or the second upper limit that is lower than the upper limit if the first evaluation value remains lower than the first upper limit for a predetermined period of time or longer, or if the second evaluation value remains lower than the second upper limit for a predetermined period of time or longer.

[0019] This configuration prevents the upper limit from remaining set unnecessarily high, allowing the upper limit to be set according to the actual navigation of the vessel. In other words, it allows for the setting of control parameters that are more in line with actual navigation.

[0020] The control parameter setting unit of the automatic steering device of this invention sets a control parameter that decreases the higher of the first or second evaluation value if the first evaluation value is higher than the first upper limit value, or if the second evaluation value is higher than the second upper limit value.

[0021] In this configuration, the evaluation values that pose problems in the control of the first evaluation value and the second evaluation value are reduced, and control parameters that enable stable control can be set.

[0022] The control parameter setting unit of the automatic steering device of this invention decreases the control gain when the second evaluation value is higher than the second upper limit value, and increases the control gain when the first evaluation value is higher than the first upper limit value.

[0023] In this configuration, the control parameters can be appropriately set according to the azimuth holding performance and the influence of the amount of rudder movement on the ship control.

[0024] The automatic steering device of this invention includes a mode setting unit. The upper limit value setting unit sets a specific set of values determined by the mode setting unit as the initial values of the first upper limit value and the second upper limit value.

[0025] In this configuration, the control parameters intended by the user can be determined more easily.

[0026] In the automatic steering device of this invention, the navigation state is the ship's hull azimuth, and the first evaluation value is an evaluation value of the azimuth holding performance that is the performance of holding the azimuth of the hull. The evaluation unit calculates the first evaluation value based on the standard deviation of the azimuth deviation.

[0027] In this configuration, the variation of the azimuth deviation can be statistically obtained. Therefore, the first evaluation value corresponding to the stability of the azimuth holding of the hull can be obtained.

[0028] In the automatic steering device of this invention, the hull information is the rudder angle of the hull, and the second evaluation value is an evaluation value of the amount of rudder movement. The evaluation unit calculates the second evaluation value based on the value obtained by averaging the absolute values of the rudder angles measured within a predetermined time.

[0029] In this configuration, the average value of the rudder angle at a predetermined time can be obtained. That is, the second evaluation value can be obtained from the actual behavior of the rudder angle.

[0030] The automatic steering system of this invention includes an automatic steering device. The command rudder angle calculation unit of the automatic steering device calculates the command rudder angle using control parameters set by the control parameter setting unit.

[0031] In this automatic steering system configuration, the commanded rudder angle can be set appropriately using appropriate control parameters. [Brief explanation of the drawing]

[0032] [Figure 1] This is a functional block diagram showing the configuration of an automatic steering system according to an embodiment of the present invention. [Figure 2] This is a functional block diagram showing the configuration of an automatic steering system according to an embodiment of the present invention. [Figure 3] This flowchart shows the processing of an automatic steering system according to an embodiment of the present invention. [Figure 4] This graph compares the upper limit and the evaluation value in an automatic steering system according to an embodiment of the present invention. [Figure 5] This graph shows the change in steering angle in an automatic steering system according to an embodiment of the present invention. [Modes for carrying out the invention]

[0033] An automatic steering device, automatic steering system, automatic steering method, and automatic steering program according to an embodiment of the present invention will be described with reference to the figures. Figures 1 and 2 are functional block diagrams showing the configuration of the automatic steering device according to an embodiment of the present invention.

[0034] First, let's look at the relationship between the settings of control parameters in automatic ship speed control. The control parameters are determined by the relationship between heading-holding performance and steering amount. This relationship between heading-holding performance and steering amount is a dichotomy. Specifically, improving heading-holding performance (increasing the control gain) increases the steering amount. On the other hand, decreasing the steering amount (decreasing the control gain) worsens heading-holding performance.

[0035] Therefore, it is necessary to set the control parameters taking this relationship into consideration. In other words, it is advisable to calculate the evaluation values ​​for heading-holding performance and steering amount, and set the control parameters so that these evaluation values ​​are lower than the reference values. To put it another way, control parameters are obtained that are in line with the characteristics of the hull (size, weight, etc.) and the weather (sea conditions) while balancing heading-holding performance and steering amount. The detailed configuration of the automatic steering system 10 is shown below.

[0036] The automatic steering system 10 is installed in the hull together with the rudder gear 20. The hull behaves according to the rudder angle controlled by the rudder gear 20. More specifically, the rudder gear 20 is controlled to achieve a rudder angle according to the commanded rudder angle from the automatic steering system 10. The hull achieves straight-line movement and turning based on this rudder angle.

[0037] (Configuration of the automatic steering system 10) As shown in Figure 2, the automatic steering system 10 includes an acquisition unit 110, an operation unit 115, a display unit 130, and a control unit 150.

[0038] The automatic steering system 10 is installed on vessels that perform autopilot control (automatic navigation control). The automatic steering system 10 is connected to the rudder gear 20. The rudder gear 20 is installed in various propulsion systems, such as outboard motors, inboard motors, and other types of propulsion devices.

[0039] The acquisition unit 110, the operation unit 115, the display unit 130, and the control unit 150 are connected to each other by a ship's data communication network 140. The acquisition unit 110, the operation unit 115, and the control unit 150 are connected, for example, via a propulsion communication network (CAN, etc.). The control unit 150 and the rudder 20 are connected via analog voltage or data communication.

[0040] The configuration of the operation unit 115 and the display unit 130 will be explained using Figure 2. The other configurations will be explained in detail below using Figure 1. The operation unit 115 is implemented by, for example, a touch panel, physical buttons or switches, etc. The operation unit 115 accepts operations for setting the control parameters shown below. The operation unit 115 outputs the control parameters to the control unit 150.

[0041] The display unit 130 is implemented, for example, by a liquid crystal panel. The display unit 130 displays information related to the control parameters input from the control unit 150. Although the display unit 130 can be omitted, it is preferable to have it, as its presence allows the user to easily grasp the control status and navigation status.

[0042] (Detailed configuration of the automatic steering system 10) Figure 1 is a more detailed functional block diagram of the automatic steering system 10 shown in Figure 2. Note that the configuration of the control unit 115 and the display unit 130 is omitted in Figure 1.

[0043] As shown in Figure 1, the acquisition unit 110 includes a heading acquisition unit 101 and a rudder angle acquisition unit 103. The control unit 150 includes an evaluation unit 120, a control parameter setting unit 105, a mode setting unit 106, an upper limit setting unit 107, and a command rudder angle calculation unit 108. The evaluation unit 120 includes a first evaluation unit 102 and a second evaluation unit 104.

[0044] The heading acquisition unit 101 includes, for example, a magnetic sensor, an acceleration sensor, a satellite compass, a GNSS receiver, etc. The heading acquisition unit 101 uses these sensors, etc., to detect the navigation state, including the heading or position of the ship's bow. The heading acquisition unit 101 outputs the navigation state to the first evaluation unit 102. In the example shown below, the navigation state will be described as the ship's heading.

[0045] The first evaluation unit 102 evaluates the most recent heading-holding performance from time-series data of the ship's heading. More specifically, the first evaluation unit 102 calculates the standard deviation of the heading deviation (declination) as the evaluation value. The evaluation value calculated by the first evaluation unit 102 is called the first evaluation value Eψ. The first evaluation value Eψ is an evaluation value that indicates the ship's heading or course-holding performance. This first evaluation value Eψ increases as the heading-holding performance deteriorates.

[0046] The first evaluation unit 102 outputs the first evaluation value Eψ to the control parameter setting unit 105.

[0047] The rudder angle acquisition unit 103 is equipped with, for example, a rudder angle sensor. The rudder angle acquisition unit 103 detects hull information using the rudder angle sensor. The rudder angle acquisition unit 103 outputs the hull information to the second evaluation unit 104. In the example shown below, the hull information will be described as the rudder angle.

[0048] The second evaluation unit 104 evaluates the most recent steering amount from the time-series data of the rudder angle. More specifically, the second evaluation unit 104 calculates the absolute value of the rudder angle and calculates the average of this absolute value over one second as the evaluation value of the steering amount. The evaluation value calculated by the second evaluation unit 104 is called the second evaluation value Eδ. The second evaluation value Eδ is an evaluation value related to the manner of maneuvering based on hull information.

[0049] The control parameter setting unit 105 determines whether the first evaluation value Eψ or the second evaluation value Eδ is a reasonable value. Based on the determination result of whether the first evaluation value Eψ or the second evaluation value Eδ is a reasonable value, the control parameter setting unit 105 sets the control parameters. More specifically, for example, the control parameter setting unit 105 compares the ratio of the first evaluation value Eψ to the first upper limit value Eψm with the ratio of the second evaluation value Eδ to the second upper limit value Eδm, and sets the control parameters so that the evaluation value of whichever of the two ratios is higher decreases. The control parameter setting unit 105 outputs these control parameters to the command rudder angle calculation unit 108.

[0050] The mode setting unit 106 determines the mode according to the user's intention. This mode may be, for example, a mode that prioritizes directional accuracy (directional accuracy-focused type) or a mode that prioritizes reducing steering amount (steering amount reduction-focused type). These modes are determined by a combination of a first upper limit value Eψm and a second upper limit value Eδm. More specifically, the mode setting unit 106 has set up multiple combinations of the first upper limit value Eψm and the second upper limit value Eδm. The user selects the desired mode from these combinations. For example, if the mode is directional accuracy-focused, the first upper limit value Eψm is set to 0.1 and the second upper limit value Eδm is set to 0.9. Similarly, if the mode is steering amount reduction-focused, the first upper limit value is set to 0.9 and the second upper limit value is set to 0.1. In this way, by the user determining the mode, the mode setting unit 106 can determine the first upper limit value Eψm and the second upper limit value Eδm as intended by the user.

[0051] The upper limit setting unit 107 obtains the mode intended by the user from the mode setting unit 106. According to this selected mode, the upper limit setting unit 107 sets the upper limit for the first evaluation value Eψ as the first upper limit Eψm, and the upper limit for the second evaluation value Eδ as the second upper limit Eδm. The initial values ​​of the first upper limit Eψm and the second upper limit Eδm should preferably be determined based on the characteristics of the hull, sea conditions, and the history of previously set values.

[0052] The command rudder angle calculation unit 108 calculates the command rudder angle using control parameters, target values ​​(such as target heading), and control variables (such as bow heading). In this case, algorithms such as PID control or PFC are used to calculate the command rudder angle.

[0053] The command rudder angle calculated in this way is output to the rudder gear 20. The rudder gear 20 uses this command rudder angle to determine the rudder angle. As a result, the ship can move in a straight line or turn, as described above.

[0054] (Method for setting control parameters using the automatic steering system 10) To determine the rudder angle described above, a method for setting control parameters using the automatic steering system 10 will be explained. Figure 3 is a flowchart showing the processing of the automatic steering system according to an embodiment of the present invention. Figure 4 is a graph comparing the upper limit value and the evaluation value in the automatic steering system according to an embodiment of the present invention. Figure 5 is a graph showing the changes in the ship's heading and rudder angle in the automatic steering system according to an embodiment of the present invention.

[0055] As described above, the control parameter setting unit 105 determines whether the first evaluation value Eψ or the second evaluation value Eδ is a valid value. Based on the determination result of whether the first evaluation value Eψ or the second evaluation value Eδ is a valid value, the control parameter setting unit 105 sets the control parameters.

[0056] Furthermore, the control parameter setting unit 105 obtains the ratio of the first evaluation value Eψ to the first upper limit value Eψm, and the ratio of the second evaluation value Eδ to the second upper limit value Eδm. The control parameter setting unit 105 compares this ratio of the first evaluation value Eψ to the first upper limit value Eψm with the ratio of the second evaluation value Eδ to the second upper limit value Eδm, and sets the control parameters so that the evaluation value of whichever of the two ratios is higher decreases. Details are described below.

[0057] As shown in T1 of Figure 4, the control parameter setting unit 105 determines whether the first evaluation value Eψ ≥ the first upper limit value Eψm and the second evaluation value Eδ ≥ the second upper limit value Eδm (S101). This determines whether the values ​​are too low for the first upper limit value Eψm and the second upper limit value Eδm, that is, whether the parameters are set according to the characteristics of the hull and the sea conditions.

[0058] If the first evaluation value Eψ ≥ the first upper limit value Eψm and the second evaluation value Eδ ≥ the second upper limit value Eδm (S101: Yes), the upper limit setting unit 107 sets the first upper limit value Eψm and the second upper limit value Eδm to increase by a certain amount. This certain amount is determined arbitrarily and may be determined according to the characteristics of the hull and the sea conditions.

[0059] If the first evaluation value Eψ ≥ the first upper limit Eψm and the second evaluation value Eδ ≥ the second upper limit Eδm are not true (S101: No), the control parameter setting unit 105 determines whether the first evaluation value Eψ ≥ the first upper limit Eψm and the second evaluation value Eδ < the second upper limit Eδm (i.e., whether the state shown in T3 of Figure 4 is true) (S102).

[0060] If the first evaluation value Eψ ≥ the first upper limit value Eψm and the second evaluation value Eδ < the second upper limit value Eδm (S102: Yes), the control parameter setting unit 105 sets the first evaluation value Eψ to decrease (S108).

[0061] If the first evaluation value Eψ ≥ the first upper limit Eψm and the second evaluation value Eδ < the second upper limit Eδm is not true (S102: No), the control parameter setting unit 105 determines whether the first evaluation value Eψ < the first upper limit Eψm and the second evaluation value Eδ ≥ the second upper limit Eδm (i.e., whether the state shown in T4 of Figure 4 is true) (S103).

[0062] If the first evaluation value Eψ < the first upper limit value Eψm and the second evaluation value Eδ ≥ the second upper limit value Eδm (S103: Yes), the control parameter setting unit 105 sets the second evaluation value Eδ to decrease (S109).

[0063] If the first evaluation value Eψ < first upper limit value Eψm and the second evaluation value Eδ ≥ second upper limit value Eδm is not true (S103: No), the control parameter setting unit 105 compares the "ratio of the first evaluation value Eψ to the first upper limit value Eψm" and the "ratio of the second evaluation value Eδ to the second upper limit value Eδm" for the first evaluation value Eψ and the first upper limit value Eψm, and for the second evaluation value Eδ and the second upper limit value Eδm. As a result, the control parameter setting unit 105 sets the control parameters so that the evaluation value with the higher ratio decreases. This is shown in Figure 4 from T5 to T6. As a result, the control parameter setting unit 105 sets the control parameters so that the second evaluation value Eδ decreases.

[0064] The control parameter setting unit 105 determines whether the state where the first evaluation value Eψ < the first upper limit value Eψm continues for a predetermined time (S105).

[0065] If it is determined that the state of first evaluation value Eψ < first upper limit value Eψm has continued for a predetermined time (from T4 to T6 in Figure 4) (S105: Yes), the upper limit setting unit 107 reduces the first upper limit value Eψm by a certain amount, as shown at T8 in Figure 4. In other words, the upper limit setting unit 107 sets the first upper limit value Eψm, which is too high, to an appropriate upper limit value. With this configuration, the control parameter setting unit 105 can set control parameters for the first evaluation value Eψ according to the characteristics of the hull and sea conditions.

[0066] If it is determined that the state of first evaluation value Eψ < first upper limit value Eψm has not continued for a predetermined time (S105: No), the control parameter setting unit 105 determines whether the state of second evaluation value Eδ < second upper limit value Eδm has continued for a predetermined time (S106).

[0067] If it is determined that the condition where the second evaluation value Eδ < the second upper limit value Eδm has persisted for a predetermined time (from T5 to T7 in Figure 4) (S106: Yes), the upper limit setting unit 107 reduces the second upper limit value Eδm by a certain amount, as shown at T8 in Figure 4. In other words, the upper limit setting unit 107 sets the excessively high second upper limit value Eδm to an appropriate upper limit value. With this configuration, the control parameter setting unit 105 can set control parameters for the second evaluation value Eδ according to the characteristics of the hull and sea conditions.

[0068] If it is determined that the state where the second evaluation value Eδ < the second upper limit value Eδm has not continued for a predetermined time (S106: No), the control parameter setting unit 105 determines that the control parameter has reached an appropriate value and terminates the process.

[0069] As described above, by adjusting the control parameters, the amount of variation in the rudder angle δ can be reduced and stabilized, as shown in Figure 5. More specifically, at 0 sec, the rudder angle (amount of steering) is large. However, by adjusting the control parameters using the control parameter setting unit 105, the amount of variation in the rudder angle can be reduced, for example, at 10,000 sec.

[0070] Furthermore, as described above, by adjusting the control parameters, the azimuth angle ψ can be stabilized within a predetermined angular range, as shown in Figure 5.

[0071] This configuration allows for efficient control using control parameters that take into account the characteristics of the hull and weather conditions.

[0072] In the above configuration, the control parameter setting unit 105 is shown as performing control to adjust the first evaluation value Eψ and the second evaluation value Eδ. However, the control parameter setting unit 105 may also be configured to adjust the control parameters using either the first evaluation value Eψ or the second evaluation value Eδ.

[0073] Furthermore, an example was shown in which heading-holding performance is used as the first evaluation value Eψ. However, the first evaluation value may be configured to evaluate course (navigation route) holding performance rather than heading-holding performance. More specifically, the evaluation value may be configured to use the cumulative value of cross-track errors, etc.

[0074] Furthermore, an example was shown in which the steering amount is used as the second evaluation value Eδ. However, the second evaluation value may be configured to evaluate an indicator that focuses on energy saving, rather than using the steering amount as the evaluation value. More specifically, the evaluation value may be configured to use fuel consumption, the amount of increase in forward resistance due to steering, etc. [Explanation of symbols]

[0075] 10…Automatic steering system 20...Rudder gear 101... Heading acquisition section 102…First Evaluation Department 103... Rudder angle acquisition unit 104...2nd Evaluation Department 105...Control parameter setting unit 106...Mode setting section 107... Upper limit setting section 108... Command rudder angle calculation unit 110…Acquisition part 115...Operation unit 120…Evaluation Department 130...Display section 140…Data communication network 150... Control Unit

Claims

1. An acquisition unit that acquires the navigation status, including the heading or position of the hull, and hull information of the hull, A first evaluation unit calculates a first evaluation value which is an evaluation value indicating the ship's ability to maintain its heading or course based on the aforementioned navigation conditions, A second evaluation unit calculates a second evaluation value which is an evaluation value of the amount of steering with respect to the rudder angle of the hull, which is the hull information, An upper limit setting unit that sets a first upper limit corresponding to the first evaluation value and a second upper limit corresponding to the second evaluation value, A control parameter setting unit sets control parameters related to the operation control of the ship's hull such that the higher ratio of the ratio between the first evaluation value and the first upper limit and the ratio between the second evaluation value and the second upper limit decreases. An automatic steering system equipped with this system.

2. The control parameter setting unit sets the control parameter such that the evaluation value among the first evaluation value and the second evaluation value that has a significant impact on the unstable operation of the hull decreases. The automatic steering device according to claim 1.

3. The upper limit setting unit raises the first upper limit and the second upper limit if the first evaluation value is higher than the first upper limit and the second evaluation value is higher than the second upper limit. The automatic steering device according to claim 1 or claim 2.

4. The upper limit setting unit lowers the first upper limit or the second upper limit if the first evaluation value is lower than the first upper limit, or if the second evaluation value is lower than the second upper limit, for a predetermined period of time or longer. An automatic steering device according to any one of claims 1 to 3.

5. The control parameter setting unit sets a control parameter that decreases the higher of the first evaluation value or the second evaluation value if the first evaluation value is higher than the first upper limit value, or the second evaluation value is higher than the second upper limit value. An automatic steering device according to any one of claims 1 to 4.

6. The control parameter setting unit lowers the control gain when the second evaluation value is higher than the second upper limit, and raises the control gain when the first evaluation value is higher than the first upper limit. The automatic steering device according to claim 5.

7. The system includes a mode setting unit that determines a specific set from a plurality of sets of the aforementioned first upper limit and second upper limit, The upper limit setting unit sets the specific set of values ​​determined by the mode setting unit as the initial values ​​for the first upper limit and the second upper limit. An automatic steering device according to any one of claims 1 to 6.

8. The aforementioned navigational state is the hull bearing of the ship, The first evaluation value is an evaluation value of the heading-holding performance, which is the ability of the ship to maintain its heading. The first evaluation unit calculates the first evaluation value using the standard deviation of the azimuth deviation. An automatic steering device according to any one of claims 1 to 7.

9. The second evaluation unit calculates the second evaluation value by averaging the absolute values ​​of the rudder angles measured within a predetermined time. An automatic steering device according to any one of claims 1 to 8.

10. An automatic steering device according to any one of claims 1 to 9, A command rudder angle calculation unit calculates a command rudder angle based on the control parameters set by the control parameter setting unit, An automatic steering system equipped with this system.

11. The navigation status, including the heading or position of the hull, and hull information of the said hull are acquired. A first evaluation value is calculated, which is an evaluation value indicating the ship's ability to maintain its heading or course based on the aforementioned navigation conditions. A second evaluation value is calculated, which is an evaluation value of the amount of steering relative to the rudder angle of the hull, which is the hull information. A first upper limit corresponding to the first evaluation value and a second upper limit corresponding to the second evaluation value are set. An automatic steering method for setting control parameters related to the operation control of the ship's hull such that the higher ratio of the ratio between the first evaluation value and the first upper limit, and the ratio between the second evaluation value and the second upper limit, decreases.

12. The navigation status, including the heading or position of the hull, and hull information of the said hull are acquired. A first evaluation value is calculated, which is an evaluation value indicating the ship's ability to maintain its heading or course based on the aforementioned navigation conditions. A second evaluation value is calculated, which is an evaluation value of the amount of steering relative to the rudder angle of the hull, which is the hull information. A first upper limit corresponding to the first evaluation value and a second upper limit corresponding to the second evaluation value are set. The control parameters for controlling the movement of the ship's hull are set such that the higher ratio of the ratio between the first evaluation value and the first upper limit, and the ratio between the second evaluation value and the second upper limit, decreases. An automatic steering program that directs processing to the processing unit.

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