Beruflich Dokumente
Kultur Dokumente
~.
-~ --*
--ci
+.e
sei-
HidenoriKimura was
born in Tokyo on November3.1941.Hereceived
the B.Engr., M.Engr., and
t-D.Engr. degees
from
the
&zFaculty of Engineering,
University of Tokyo, in
1965. 1967. and 1970, respectively. Dr. Kimura
served as an Assistant
from1970.andpresently
is anAssociateProfessor
in the Faculty of Science
and Engineering at the Osaka University in Osaka.
He has been working on linear dynamical system
theoq. design of control systems. and the application of theory to actual processes. D r . Kimura received an award for his paper in the Automatica at
the ninth lFAC World Congress.
-F
\
---
*
a
Yutaka
Yoshitani
was
born in Tokyo on August
30, 1928. He received the
B.Engr. degree from the
Faculty of Engineering,
University of Tokyo, in
1952. In 1952,hejoined
Co.
FujiIronandSteel
Ltd.(laterNipponSteel
Corporation). In 1960, he
received the M.Engr. degree from MIT, U.S.A.,
and theD.Engr.degree
from the University of Tokyo in 1981.
He joined
the Technological University of Nagaoka, Niigata
Prefecture as a Professor in 1980. Dr. Yoshitani
has been working on instrumentation and control of iron-and steel-making processes. Heis also
interested in the developing processof technology
and technology transfer.
availableasuitablesignal
for input to the
steering engine [ 121.
Qualitatively and intuitively, the requireAn
ments for good steeringwereknown:
efficient helmsman keeps the shipaccurately
on her course by exerting a properly timed
meeting and eming action on therudder
wrote Minorsky [ 131. Sperry [ 141 expressed
the requirement in very similar
terms, and
Hendersonwrote . . .the second requirement is check helm to stop the swing as the
craft approaches a prescribed course. . .
[ 151; he also went on to indicate the need for
weather or lee helm to compensate for the
tendency of steadydisturbance forces dethe desired course. The
flecting the ship from
questions and problems were to analyze such
behaviorand todevise means of incorporating check and weather helmintothe
steeringcontrol.Inboththeseactivities,
Minorskywassuccessful.However,he
lacked the commercial skills and the backing
of an established organization: the commercially successful and widely usedsystem was
theSperry system, described by Dr. A. L.
Rawlings, a director of the Sperry Company
as . . a very simple machine, and it applies
a deviation helm and also a check helm. The
method of applying the check helm is frankly
a dodge. It is an unscientific dodge. It defies
mathematicalcomputation-atleastithas
defied mine [ 161.
Minorskys attack on the analytical problem was first to argue that good steering was
not
I.
First
Second
Third
+
+
p = ma + n& p 6
p = mla n l & p 1 6
p = m2a + nz& + p 2 6
Cases.
Case
1
3
4
Class
1
1 2
1
1
2
His next step was one that wasto be characteristic of his approach to problems for the
rest ofhis life: an awareness of nonlinearities
in systems, for he immediately simplifies the
problem by limiting it to a consideration of
small deviations . . . for [in] the case of unlimited angular motion. . . there is no analyticalexpression applicable to thevarious
torques acting on a ship in general [ 181.
Consideration of the dynamics of a ship,
including the characteristicsof rudders, leads
him to an equation of motion, as follows:
Ah
+ Bd! + k p = D
(1)
I4
=-
2A
Parameter
Control Action
n = 0,p = 0
= 0,p = 0
m = O,n = 0
m C =O,n C 0 , p # O
m l # = O,nl # 0 , p 2 f 0
proportional
velocity
acceleration
general case
general case
ma
,j =
+ ndl + p h
andsubstitutingfor
A&
+ Bdl + k
(4)
J (ma + ndl +
p&)dt = D
(5)
which by differentiatingandrearranging
gives
A;
+ (B + k p ) +~ knb + kma = b
(6)
adt
+ n+a p d :
J
-
+ K p )K n
- AKm
Krn > 0
>0
(7)
B+Kp>O
I L
Thus,hisfirstclassis
a proportional +
derivative + second derivative controller,
and hissecondclassis
a proportional +
integral + derivative controller.
Minorsky then goes on to show, using the
Hurwitz criteria, that for stability, the following conditions must be satisfied:
(b
(8)
\ I
L_.-.p-_.-.i.p.L
Fig. 1.
it after these tests were completed [26]. Between 1923 and 1930, the Sperry Company
developedextensivelytheirversionof
the
automatic pilot for commercial use[27], and
MinorskysoldhispatentstotheBendix
Corporation in 1930 [28].
The Sperry system was not described in
detail until 1937 when Minorsky analyzed it
The Engineer [29]. He
in hisarticlesin
showed that the so-called dodge was in fact
amethod of introducingaccelerationcontrol,andSperryssystemusedproportional + accelerationcontrol of the rudder
angle. As Fig. 3c shows, it was an effective
combination, and automatic steering systems
10
manufactured by the Sperry Company came
I
to be widely used.
7
3
9
J g
Fig.2.Controller(Redrawn
RUDDER ANGLE
(DEGREES)
DEVIATION
SHIP
(DEGREES)
+4
+2
A. RUDDER ANGLE
B. DEVIATION
SHIP
STEP I W U T +ZO
-60
I
-2
(SECONDS)
T1I.E
Fig. 3a.
Propcrtional
+ DerivativeController.
13
DEVIATION
SHIP
(DEGREES)
6 0
+4
+2
0
A. RLDDER AKGLE
B. SHIP P O S I T 1 0 6
STEPINPUT
+2
-2
-60
60
TIME (SECOKDS)
Fig. 3b.
Proportional
+ Derivative + SecondDerivativeController.
SHIP DEVIATIOK
RUDDER ANGLE
(DEGREES)
+60
I_
(DEGREES)
+5
+2
B
A. RL?)DER AKGLE
B . S H I P DEVIATION
STEPINPUT
-60
lI o
I
+2O
I
0
TINF. (SECOXDS)
Fig. 3c.Proportional
+ Second DerivativeController
(SpenySystem).
Acknowledgments
Engineer in 1937.Tothefewwhodis-
control systems
14
~~
~~
1979
Many papers on process control were published in Trans. ASME during the late 1930s
and early 1940s, and a book summarizing
some of the work was prepared by Ed. S.
Smith, AutomaticControlEngineering,
NewYork:McGraw-Hill,1944.
N. Minorsky, Directional stability of automatically steered bodies. J . Amer. SOC.of
Naval Engineers, pp. 280-309, v. 34,
1922.
P. Padfield, Guns at Sea. NewYork: St.
Martins Press, 1974; J. T. Sumida, British
J.
Capital Ship Design and Fire Control,
Modern History, v. 51(2), 1979.
J. B. Henderson, The automatic control of
the steering of ships and suggestions for its
improvement, Trans. Inst. Naval Arch.,
pp.20-31,1934.
H. S. Howard, discussion of paper by Henderson, op. cit., p. 30.
I. Flugge-Low,Memorial to N.Minorsky, IEEE Trans. on Automatic Control,
AC-16 (4), pp. 289-291, 1971.
Minorsky, 1922, op. cit., footnote, p. 284.
Others were also concerned with the need
to developameans of measurement of
angularvelocity; J . B. Henderson was
granted a secret patent for such a device in
system was invented
1907,andasimilar
byElphinstoneand
Wimperis in1910;
see Henderson, op. cit.
Bennett, op. cit., Chap. 4.
See T. P.Hughes, Elmer Sperry: Inventor
and Engineer, Baltimore:JohnsHopkins
Press, 1971, for details of the work of Sperry on automatic steeringfor both aircraft and
ships.
Minorsky,1922, op. cit., p. 282.
Hughes, op. cit.. p. 280.
Henderson, op. cit. p. 22.
Ibid., p. 28.
Minorsky, 1922, op. cit., p. 283.
Ibid.
Andrew Bet& Brown experimented with automatic steering using position control in the
see
latterpartofthenineteenthcentury:
Henderson, op. cit. discussion, pp. 3C31.
In the nineteenth century, many people had
attempted to designgovernorsthat
dissopensedwithproportionalaction-the
called isochronous governors-only to find
that there was no control over the speed at
Conference Calendar
Dale
Conference
Location
Conmct
Deadline
Washington, DC
Past
Dec. 5-1,
1984
Savoy Place,
London
Past
Ban_ealore, lndia
Past
~ec.10-12,
1984
november 1984
Continued on p. 23
15