An autopilot (or pilot) is a mechanical, electrical or hydraulic system

which can maintain a vessel on a predetermined (set) course without the

need for human intervention. Using a direct or indirect connection with a
vessel’s steering mechanism, the autopilot relieves the crew from the
task of manually steering the ship.

Autopilot have evolved from simple course holding systems to adaptive

computer systems that offer reduced fuel costs and increased transit
times. These new systems learn the characteristics of the vessel’s
handling and minimize rudder movement reducing drag on the vessel.
Increased speed and lower fuel consumption makes autopilot more user
friendly.

Autopilots do not replace a human operator, but assist them in

controlling the ship, allowing them to focus on broader aspects of
operation, such as monitoring the trajectory, weather and systems.

This instrument is not to replace the helmsman.It is not to be used in

restricted waters or during manoeuvring.Not to be used for large
alterations of more than 15-20Autopilot will operate efficiently over a
certain speed (approx. > 5 knots), below which it will start to
wander.Autopilot is normally used when ship has to steer same course
for long period of time.

What is working principle of autopilot system?

An output from a gyro or magnetic repeating compass is coupled to

a differential amplifier along with a signal derived from a manual
course-setting control. If no difference exists between the two signals,
no output will be produced by the amplifier and no movement of the
rudder occurs. When a difference is detected between the two sources of
data, an output error signal, proportional in magnitude to the size of the
difference, is applied to the heading error amplifier. Output of this
amplifier is coupled to the rudder actuator circuit, which causes the
rudder to move in the direction determined by the sign of the output
voltage. The error signal between compass and selected course inputs
produces an output voltage from the differential amplifier that is
proportional to the off-course error. This type of control, therefore, is
termed ‘proportional’ control. As it  has been shown, the use of
proportional control only, causes the vessel to oscillate either side of its
intended course due to inertia producing overshooting.

PROPORTIONAL CONTROL

The effect on steering when only proportional control is applied causes

the rudder to move by an amount proportional to the off-course error
from the course to steer and the ship will oscillate on either side of the
required course-line.

DERIVATIVE CONTROL

The rudder is shifted by an amount proportional to the rate of change of

ship’s deviation from the course. The ship will make good a course
which is parallel to the required course and will continue to do so until
the autopilot is again caused to operate by external force acting on the
ship.

INTEGRAL CONTROL

There are certain errors due to design parameters of the vessel which
have to be corrected. Data signals are produced by continuously sensing
heading error over a period of time and applying an appropriate degree
of permanent helm is used for this purpose. The permanent helm acts as
mid-ship.

PID CONTROL
The output of the three controls are combined and the net resultant
drives the rudder. This type of autopilot is also called as PID Auto Pilot.

       A Proportional–Integral–Derivative Controller (PID controller) is

a control loop feedback mechanism (controller) commonly used
in industrial control systems. A PID controller continuously calculates
an error value as the difference between a desired set point and a
measured process variable. The controller attempts to minimize the error
over time by adjustment of a control variable, such as the position of
a control valve, a damper, or the power supply.

P accounts for present values of the error. For example, if the error is
large and positive, the control output will  also be large and
positive.I accounts for past values of the error. For example, if the
current output is not sufficiently strong, error will      accumulate over
time, and the controller will respond by applying a stronger
action.D accounts for possible future values of the error, based on its
current rate of change

With a Proportional, Integral and Derivative steering control system, the

oscillation is minimized by modifying the error signal produced as the
difference between the selected heading and the compass heading.
Figure  shows that a three-input summing-amplifier is used, called a
dynamics amplifier, to produce a resultant output signal equal to the sum
of one or more of the input signals.

The demanded rudder error signal is inspected by both the differentiator

and the integrator. The differentiator determines the rate of change of
heading as the vessel returns to the selected course. This sensed rate of
change, as a voltage, is compared with a fixed electrical time constant
and, if necessary, a counter rudder signal is produced. The magnitude of
this signal slows the rate of change of course and thus damps the off-
course oscillation.
Obviously the time constant of the differentiation circuit is critical if
oscillations are to be fully damped. Time constant parameters depend
upon the design characteristics of the vessel and are normally calculated
and set when the vessel undergoes initial trials. In addition, a ‘counter
rudder’ control is fitted in order that the magnitude of the counter rudder
signal may be varied to suit prevailing conditions

What are settings of Autopilot  system?

Permanent helm:

To be used only if a constant influence, like cross wind or beam sea is

experienced. If there is a very strong beam wind from starboard side
then a permanent 5 degrees starboard helm may be set.

Rudder:

This setting determines the rudder to be given for each degree of course
drifted. Eg. 2 degrees for every 1 degree off course.

Counter rudder:

Determines the amount of counter rudder to be given once v/l has started
swinging towards correct course to stop swing. Both rudder & counter
rudder to be set after considering condition of v/l (ballast, loaded, etc.).
Eg. Laden condition full ahead, not advisable to go over 10 degrees
rudder.

 Weather:

The effect of weather & sea conditions effectively counteracted by use

of this control. This setting increases the dead band width. Comes in
handy if vessel is yawing excessively.

What are different Steering modes of Auto Pilot?

Auto / manual: allows user to select between manual steering &
autopilot. Officer to steer correct course, rudder to be on
midships,course to steer set (gyro pointer on lubber line), off course
alarm set before changing over to autopilot.Follow up: if rudder is to be
put on starboard 10, helm is put on starboard 10. When helm is on
midship rudder will return to midships.Non-follow up: if rudder to be
put on starboard 10 helm is turned to starboard, a few degrees before
starboard 10 the helm is put on midships, rudder then settles on
starboard 10. If rudder goes beyond starboard 10, slight port helm to be
given. Rudder will remain on starboard 10 even when helm is returned
to midship. To bring it back to midships port helm to be given.

What is Off course alarm?

It is fitted on the autopilot usually set for 5 or 10 degrees. If difference

between actual course & course set by officer for autopilot is more than
value set for alarm, it will sound.This alarm will not sound in case of
gyro failure.Only indication in this case is a gyro failure alarm. Gyro
compass & repeaters to compared frequently along with magnetic
compass.

What are disadvantages of Autopilot?

The auto pilot gives rudder according to the gyro heading.If the gyro
fails the autopilot will still keep the gyro course & wander with the
gyro.Gyro alarm to be taken seriously or the v/l will collide if there are
sudden alterations.