JP6664171B2 - Ship control equipment - Google Patents

Description

  The present invention relates to a ship maneuvering device, and relates to a technique for supporting ship maneuvering.

In a conventional boat maneuvering system, for example, there is a system in which one to two high-lift rudders are arranged behind a single-shaft propeller (propeller), which is referred to as a vector twin rudder here.
The Vectin rudder is configured so that each rudder can be turned 105 ° to the outboard (outboard side) and 25 ° to 35 ° to the inboard (outboard side), and one propeller (propeller). While the propeller continues to rotate forward, the one-to-two high-lift rudder is operated independently at various angles to control the propeller wake and control thrust around the stern over 360 ° in all directions. This controls the ship to move forward and backward, stop, turn forward, turn backward, and so on.

  FIG. 11 shows an example of basic combinations of rudder angles of a vector twin rudder, states of a joystick, names thereof, propeller wake lines, and movement directions. In FIG. 11, the rudder is shown in a horizontal section, and the rudder angle of each rudder is shown beside or below it. The steering angle is indicated as positive (+) when taken to the right and negative (-) when taken to the left, and names for combinations of these steering angles are listed. The wake of the propeller is drawn by a thin arrow line, and the direction of propulsion of the ship by the thin arrow line.

  Incidentally, "TURN TO PORT" (forward left turn) is port rudder -35 °, starboard rudder -25 °, and "ROTATE TO PORT" (bow left turn) is port rudder -70 °, starboard rudder -25 °. Yes, “STERN TO PORT” (stern left turn) is port rudder −105 °, starboard rudder + 45 ° to + 75 °, and “ASTERN TO PORT” (reverse left turn) is port rudder −105 °, starboard rudder + 75 °. From + 105 °, “AHEAD” (forward) is 0 ° port rudder, 0 ° starboard rudder, “HOVERING” (stop on the spot) is -75 ° port rudder, + 75 ° starboard rudder, “ASTERSN” (Reverse) is port rudder -105 °, starboard rudder + 105 °, “TURN TO STARD” (forward right turn) is port rudder + 25 °, starboard rudder + 35 °, and “ROTATE TO STAR” “D” (right turn of the bow) is port rudder + 25 ° and starboard rudder + 70 °, and “STERN TO STARD” (stern right turn) is −75 ° to −75 ° from port rudder and + 105 ° starboard rudder. “ASTERN TO STARD” (reverse right turn) is a port rudder from −75 ° to −105 ° and a starboard rudder + 105 °.

  In this manner, by changing the combination of the rudder angles of the rudder on both sides, it is possible to change the thrust in the desired direction aimed at the wake of the propeller in that direction. The combination of the steering angles described above is an example, and the combination of the steering angles can be arbitrarily changed so as to obtain the desired propulsion direction and thrust.

In this manner, an arbitrary magnitude of thrust can be generated at the stern in all directions over 360 °, and the motion of the ship can be freely controlled.
Further, what is described in Patent Document 1 relates to a method of automatically berthing and leaving a shore of a ship, and a thrust in an arbitrary direction is given to a hull or a stern by appropriately combining rotational positions of two high-lift rudders. The bow thruster provided at the bow gives lateral thrust to the bow to control the hull movement, and the lateral movement speed sensor and distance sensor provided at each of the bow and stern are provided at arbitrary positions on the hull. The arithmetic and control unit calculates and controls the control amounts of the bow thruster and the steering gear control device using the detection values of the longitudinal movement speed sensor and the direction sensor as input values.

JP-A-6-286694

Meanwhile, in maneuvering while maintaining the ship's position and heading, it is necessary to realize special movements such as side-to-side movement, diagonal back and forth movement, turning on the spot, and high maneuvering accuracy such as position and speed.
For this reason, the ship operator should collect a great variety of information to achieve the intended ship's motion during normal voyage or while maintaining the ship's position, and operate the ship based on that information. Is under heavy burden.

  In particular, when maneuvering in a specific water area such as in a harbor, for example, when waiting for a port entry signal at a harbor, when berthing, or when leaving a berth, the navigator can check the state of the marine vessel maneuvering area, the ship and other targets or quays. To collect the information such as the relative position of the ship, the attitude of the ship, the state of motion of the ship, etc., and visually operate the rudder and propeller (propeller) based on this information to satisfy the required ship motion. Operation.

  For example, when waiting for an incoming signal at a harbor, if the ship is swept away by disturbances such as tidal currents or wind, the joystick operation is used to adjust the rudder angles of the left and right rudder to maintain position and maintain bow and tail direction. To move the bow and stern and the stern in the horizontal direction, and further operate the bow thruster to move the bow to the left and right, and adjust the amount of each operation to adjust each thrust. Was.

  However, the momentary movement of the ship's bow and stern, the lateral movement of the stern, and the adjustment of the lateral movement of the bow to match the desired movement, that is, controlling many actuators, Adjusting the thrust of each actuator to match the intended movement of the ship imposes a heavy burden on the operator, and furthermore, if the condition of the ship's load changes, the ship's dynamic characteristics Therefore, even if the operation amount of each actuator is the same, a difference occurs in the movement of the ship, and the burden on the ship operator is further increased.

  An object of the present invention is to solve the above-mentioned problems, and an object of the present invention is to provide a marine vessel maneuvering device that reduces a lot of burden imposed on a marine vessel operator, improves safety, and contributes to efficient operation. And

In order to solve the above-described problems, a boat maneuvering device according to the present invention includes a thrust system and a boat maneuvering system that controls the thrust system. The thrust system includes a propeller propeller including a single-shaft propeller and a rear of the propeller. A high-lift rudder, a steering device for driving the high-lift rudder, a bow thruster, and a thruster control device for controlling the bow thruster. In the marine vessel maneuvering support mode in which a command unit is instructed by the command unit to command the commanded movement direction, the commanded turning angular speed , the bow direction command speed, and the hull lateral command speed to the hull motion control unit, the sensor unit includes and azimuth, the stern direction speed, the hull lateral velocity, a turning angular velocity during turning round movement, detects the current ship position, ship motion control unit, the control force estimating unit and the thrust distribution unit and handling The control force estimating unit includes a hull fluid force that makes steady motion with respect to the forward and backward command speeds and the lateral hull command speed, and a forward and backward speed that changes momentarily with the forward and backward command speeds. And the deviation between the hull lateral direction command speed and the hull lateral speed that changes every moment, and the deviation angle between the command direction heading and the ever-changing bow direction at the time of commanding the command motion direction. And a hull control force for realizing a commanded motion direction, a stern direction command speed, and a hull lateral command speed based on the hull fluid force, the deviation, and the declination, and obtains a command from the motion direction at the time of the command. While turning to the direction of motion, a turning hull control force capable of realizing the command turning angular velocity is obtained, and the thrust distribution unit divides the hull control force and the turning hull control force into the thrust of the propeller propulsion unit that rotates forward and at a constant speed and the two thrusts. High A target propulsor thrust generating at a combination of the steering angle of Chikarakaji was partitioned between target thruster thrust generating at the bow thruster, the further fore and aft direction settling velocity in the target thruster thrust and stern transverse movement settling velocity with obtaining obtains the bow lateral movement settling velocity at the target thruster thrust operation amount conversion unit, the two high lift rudders to achieve the stern direction settling velocity and stern transverse movement settling speed of each rudder It is characterized in that the angle operation amount is obtained and instructed to the steering machine, and the pitch angle operation amount of the bow thruster for realizing the stabilizing speed of the lateral movement of the bow is instructed to the thruster control device.

  In the marine vessel maneuvering device of the present invention, the command unit has an operation lever and a turning switch, and commands a command movement direction of the hull in a tilt direction of the operation lever, and a command speed and a hull lateral direction in a tilt angle in the tilt direction. A direction command speed is commanded, and a command turning angular speed is commanded by operating a turning switch.

In the marine vessel maneuvering device of the present invention, the turning switch is provided on a top of the operation lever.
In the marine vessel maneuvering device of the present invention, the sensor unit detects the heading and the turning angular velocity using a GPS compass, detects the stern direction speed and the hull lateral speed using the GPS, and uses the GPS and the electronic chart system to detect the ship position. It is characterized by detecting using

In the marine vessel maneuvering device of the present invention, the marine vessel maneuvering system has a changeover switch that switches between a marine vessel maneuvering assist mode in which the marine vessel is maneuvered by the command unit and an automatic guidance mode in which the marine vessel is maneuvered by the automatic guidance navigation unit.
In the automatic guidance mode, the automatic guidance and maneuvering unit commands the hull motion control unit based on the current position information of the own ship, the guidance route information, and the stop holding position information, and instructs the hull motion control unit on the forward and backward direction command speed. It is characterized by guidance control of a ship.

  In the marine vessel maneuvering device of the present invention, the marine vessel maneuvering system has a changeover switch for switching between a marine vessel maneuvering assist mode for maneuvering by a command unit and a manual mode for manual marine vessel maneuvering. It is characterized in that the lateral movement stabilization speed is manually adjusted, and the steering lever is used to control the combination of the rudder angles of the two high-lift rudders to manually adjust the stern lateral movement stabilization speed.

  With the above-described configuration, the boat operator operates the operation lever of the command section, instructs the command movement direction of the hull in the tilt direction of the operation lever, and specifies the bow-tail command speed and the hull lateral command speed in the tilt angle in the tilt direction. , The hull can be guided in the desired direction of motion.

  In other words, a wide variety of information, such as the state of the maneuvering area, the relative position of the ship with other targets and the quay, the attitude of the ship, and the motion state of the ship, etc. Even without visual collection and without controlling the individual thrusts of many actuators, the purpose of the momentary movement of the ship's bow, stern, and bow Can be matched with the movement described above, so that a lot of burden imposed on the boat operator can be reduced.

FIG. 1 is a schematic diagram illustrating a configuration of a ship steering device according to an embodiment of the present invention. FIG. 2 is a block diagram showing a configuration of the ship steering device in the embodiment. Schematic view showing a ship in the same embodiment. FIG. 3 is a plan view showing a propulsion device and a high-lift rudder in the embodiment. The perspective view which shows the joystick in the embodiment. Front view showing the joystick Front view showing another joystick Chart showing the relationship between gain and declination indicating weather adjustment by dead zone Chart showing weather adjustment as a function of declination gain value Chart showing weather adjustment for bow frequency Schematic diagram showing the combination rudder angle and turning direction of the rudder

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. As shown in FIGS. 1 to 4, the boat maneuvering device according to the present embodiment includes a thrust system 100 and a boat maneuvering system 200 that controls the thrust system 100.

  The thrust system 100 includes a propeller propulsion device 101 including a single-axis propeller disposed at the stern of a hull 110, two high-lift rudders 102 and 103 disposed behind the propeller, and a high-lift rudder 102 and 103. Steering devices 104 and 105 to be driven, rudder control devices (servo amplifiers) 106 and 107 for controlling the steering devices 104 and 105, a bow thruster 108 disposed on the bow side of the hull 110, and a thruster for controlling the bow thruster 108. It has a control device 109. The pump units 151 and 152, the steering angle transmitters 153 and 154, and the feedback units 155 and 156 are connected to the steering devices 104 and 105, and the feedback units 155 and 156 are connected to the steering control devices 106 and 107. ing.

  The boat maneuvering system 200 is stored in the boat maneuvering control unit 250 and includes a command unit 201, a hull motion control unit 202, and a sensor unit 203. The sensor unit 203 includes a GPS compass 251 and an electronic chart system that connect the heading of the hull 110, the turning angular velocity at the time of turning motion, the bow-direction speed, the hull lateral speed, and the current ship position to the marine vessel maneuvering control unit 250. Detect using

  The commanding unit 201 is for commanding a commanded moving direction of the hull, a commanded speed in the bow and stern direction and a commanded speed in the lateral direction of the hull, and includes a joystick 204 and an automatic guidance and maneuvering unit (autopilot) 205.

  The joystick 204 includes a joystick lever (operation lever) 206 as shown in FIGS. 5 and 6. The joystick lever 206 is configured to be operable in any of the X and Y directions. The command motion direction of the hull is commanded by the tilting direction of 206, and the commanding speed at the bow and stern and the commanding speed at the lateral direction of the hull are commanded by the tilt angle in the tilting direction.

  The joystick lever 206 has a turning switch 207 at the top for instructing a commanded turning angular velocity. The turning switch 207 shown in FIG. 6 is an example in which a turning type turning volume is adopted as the turning switch 207. The command turning angular velocity is controlled by operating to adjust the rotation angle of the turning volume.

  As shown in FIG. 7, the turning switch 207 may be of a push button type, as shown in FIG. 7, and controls the command turning angular velocity by adjusting the length of time during which the turning switch 207 is pressed.

  The ship maneuvering control unit 250 is provided with a starboard changeover switch 252 and a portside changeover switch 253 that switch between a ship maneuvering assist mode in which the ship is maneuvered by the command unit 201, an automatic guidance mode in which the ship is maneuvered by the automatic guidance maneuvering unit 205, and a manual mode in which the ship is manually operated. ing.

  In addition, the marine vessel maneuvering control unit 250 includes a monitor 254, a starboard steering gear operating lever 255, a port steering gear operating lever 256, various setting switches for starboard steering gear 257, and various setting switches for port steering gear. Class 258, and a course setting unit 259 for the automatic guidance and maneuvering section (autopilot) 205.

  The display screen of the monitor 254 includes a first image area 254a for displaying the electronic chart and the position and attitude of the ship, a second image area 254b for displaying various setting modes, and a third image area 254c for displaying the commanded motion direction in a vector. Is shown, and it is also possible to display each image area alone on a full screen.

  The automatic guidance and maneuvering unit 205 commands the bow-stern direction command speed and the hull lateral direction command speed based on the current position information of the own ship, the guidance route information, and the stop holding position information input on the electronic chart system, and controls the own ship. Guidance control is performed.

The hull motion control unit 202 includes a control force estimation unit 208, a thrust distribution unit 209, and an operation amount conversion unit 210.
The control force estimating unit 208 obtains a hull fluid force that is a steady motion with respect to the forward and backward command speeds and the lateral command speed, and calculates a deviation between the forward and backward command speed and the constantly changing forward and backward speed. And the deviation between the hull lateral command speed and the ever-changing hull lateral speed, and the deviation between the command-time heading and the ever-changing heading when commanding the commanding motion direction. Ask for. Further, based on the hull fluid force, the deviation, and the declination, a hull control force required for realizing the command movement direction, the stern direction command speed, and the hull lateral command speed is obtained.

  The thrust distribution unit 209 generates a hull control force by a target thruster thrust generated by a combination of a thrust of the propeller propulsion unit 101 rotating forward and constantly and a steering angle of the two high-lift rudders 102 and 103, and a bow thruster 108. The target thruster to be generated and distributed to the thrust. Further, the stabilizing speed in the bow and stern direction and the stabilizing speed of the stern lateral movement at the target thruster thrust are obtained, and the stabilizing speed of the bow lateral movement at the target thruster thrust is obtained.

  Further, the control force estimating unit 208 of the hull motion control unit 202 determines the stern lateral movement stabilizing speed and the bow based on the command turning angular velocity specified by the turning switch (rotating turning volume or push button method) 207 of the joystick lever 206. Adjust the lateral movement stabilization speed.

  The operation amount conversion unit 210 obtains a steering angle operation amount of each of the two high lift rudders 102 and 103 necessary to realize the stabilizing speed in the bow and stern direction and the stabilizing speed in the lateral movement of the stern, and obtains the steering gear 104. , 105, and further obtains the pitch angle operation amount of the bow thruster 108 for realizing the stabilizing speed of the lateral movement of the bow, and instructs the thruster control unit 108.

The boat maneuvering system 200 includes an emergency stop control unit 300 and an emergency stop push button 301. The emergency stop push button 301 is provided in the boat maneuver control unit 250.
When pressing the emergency stop push button 301 in an emergency, the emergency stop control unit 300 cancels whatever marine vessel maneuvering state is instructed by the joystick 204 and turns the port rudder 102 in the steering direction (clockwise as viewed from above). ), The starboard rudder 103 is turned to the hard rudder (full rudder) in the rudder direction (counterclockwise as viewed from above), and the ship is given a braking force to stop.

Hereinafter, the operation of the above configuration will be described.
(Ship handling support mode)
Conventionally, when a decelerating maneuver is required during navigation or when waiting for a port entry signal at a port, the propulsion unit (fixed pitch propellers have rotation deceleration, stop, reverse rotation, variable pitch propellers, etc.) Controlled the ship speed by adjusting the pitch angle, zero pitch, and reverse pitch), and also used rudder to control course and route.

  In particular, when waiting for a port entry signal at a port, if the ship is swept away by disturbance such as tidal currents or wind, the direction and position of the ship are mainly visually checked to maintain the position and the bow direction, The propulsion system was switched between forward and reverse, and the rudder and bow thruster were used to control the lateral direction.

In the present invention, in a specific water area, the starboard changeover switch 252 and the portside changeover switch 253 are switched to the ship maneuvering support mode for maneuvering.
In the marine vessel maneuvering assist mode, the joystick 204 of the command unit 201 commands the commanded movement direction of the hull, the commanded speed in the stern direction, and the commanded speed in the lateral direction of the hull. The hull motion control unit 202 causes the high lift rudders 102 and 103 and the bow thruster 108 to carry appropriate thrusts, respectively, and moves the hull in the command motion direction.

  That is, the command motion direction of the hull is commanded to the hull motion control unit 202 by the tilting direction of the joystick lever (operation lever) 206, and the forward command speed and the hull lateral command speed are calculated by the tilt angle in the tilt direction. A command turning angular velocity is commanded to the hull motion control unit 202 based on the rotation amount of the turning switch 207.

  The control force estimating unit 208 obtains a hull control force required to realize the commanded motion direction, the stern direction command speed, and the hull lateral command speed based on the hull fluid force, the deviation, and the declination. Distributes the hull control force between the target thruster thrust and the target thruster thrust, obtains the stabilizing speed in the fore-aft direction and the stern lateral movement in the target thruster thrust, Is determined, and the stern lateral movement stabilizing speed and the bow lateral movement stabilizing speed are adjusted based on the command turning angular velocity.

  The operation amount conversion unit 210 obtains a steering angle operation amount of each of the two high lift rudders 102 and 103 necessary to realize the stabilizing speed in the bow and stern direction and the stabilizing speed in the lateral movement of the stern, and obtains the steering gear 104. , 105, and further obtains the pitch angle operation amount of the bow thruster 108 for realizing the stabilizing speed of the lateral movement of the bow, and instructs the thruster control unit 108.

  For example, when waiting for an incoming signal at a port, the combination of the two rudder angles of the high lift rudders 102 and 103 is controlled for the flow of the own ship due to disturbances such as tidal currents and wind, so that forward and backward movements and ship speeds are achieved. The ship speed control including zero is performed, and the hovering function of the high lift rudders 102 and 103 is effectively used to maintain the position in the bow and stern directions and the bow direction, and the high lift is used to hold the ship in the lateral direction. This is performed by controlling the bow thruster 108 in conjunction with the rudders 102 and 103.

  In order to determine the operation amounts of these actuators, it is necessary to know the exact position of the ship and the motion state of the ship (the speed in the direction of the bow and stern, the speed in the lateral direction of the hull, the turning angular speed). For collecting such information, the sensor unit 203 detects the heading, the turning angular velocity, the bow-direction speed and the hull lateral speed, the ship position, and the heading using the GPS compass 251 and the electronic chart system. Of these pieces of information, the angular velocity and the boat speed are measured by the time differential of the position information.

  The marine vessel maneuvering support system 200 receives the heading and heading signal and the own ship position signal from the GPS compass 251 of the sensor unit 203, and calculates the hull motion control unit 205 to calculate the necessary forward and backward speed and turning speed for the own ship. Then, the required operation amount of each actuator, that is, the combined angle of the high lift rudders 102 and 103 and the pitch angle of the bow thruster 108 are calculated, and the actuator is appropriately and momentarily controlled.

Therefore, it is possible to reduce much of the burden imposed on the ship operator, improve safety, and contribute to efficient operation.
In the above-mentioned ship maneuvering, while the propeller propeller 101 is kept in the forward rotation of the propeller, the respective high lift rudders 102 and 103 are independently operated at various angles to control the propeller wake, and the thrust around the stern is increased by 360. ° Control in all directions.

  The basic combinations of the rudder angles of the high lift rudders 102 and 103, the state of the joystick 204, the names thereof, the propeller wake lines, and the movement directions are as described above with reference to FIG. By this control, the ship can be moved forward and backward, stopped, turned forward, turned backward, etc., so that the maneuverability in maneuvering can be improved.

In this way, reversing the thrust of the propulsor (reversing the propeller) is not necessary in maneuvering, and the main engine can always perform any maneuvering control while keeping forward rotation. By adjusting the steering angle, the boat speed can be finely controlled steplessly from the maximum forward speed to the maximum reverse speed corresponding to the propeller speed at that time.
Crash astern function This is a behavior of pressing the emergency stop push button 301. The crash astern mode is performed by the emergency stop control unit 300 (105 degrees for port rudder, 105 degrees for starboard rudder, regardless of the steering mode of the joystick 204). The steering is switched to を 取 る), and a very large braking force is generated by the two rudders, so that the hull can be stopped for a much shorter time and at a shorter distance than in maneuvering by propeller reversal.

Also, in the crash astern, there is no need to stop the main engine and restart the vehicle in reverse, so that a so-called uncontrolled state does not occur during maneuvering, so that it is possible to quickly respond to a situation in navigation.
-Evacuation maneuvering function When the ship is turned by the emergency stop control unit 300 due to the characteristics of the ship or disturbance, or when it is necessary to change the heading direction including the heading if necessary, the joysticks are used. By operating the clever 206, the ship can be freely maneuvered by the joystick 204 and evacuated and sailed in the same manner as a normal joystick operation.

  For example, by correcting and steering the joystick lever 206 to “ASTERN TO STARD” and “ASTERN TO PORT”, the bow can be kept straight even during deceleration navigation. Alternatively, it is possible to avoid obstacles by changing the traveling direction including the heading by the same operation.

  In addition, in the "ASTERN" state, after the hull is stopped, the ship can proceed in reverse without reversing the main engine. If the joystick lever 206 is moved to the left in this "ASTERN" position, the rudder works so that the stern turns left, and thus turns right, and if the joystick lever 206 is moved to the right, the stern turns right and thus turns left. The rudder works.

In addition, as in the case of maneuvering a boat by a normal joystick operation, the boat speed can be controlled by operating the joystick 204 between 'AHEAD' and 'ASTERN'. At this time, the azimuth direction can be freely controlled by operating the joystick lever 206 left and right. Returning to the normal course setting unit 259 for boat maneuvering or the joystick 204 for maneuvering is performed by pressing the emergency stop push button 301 again.
(Automatic guidance mode)
In a normal navigation maneuver, the starboard changeover switch 252 and the port changeover switch 253 are switched to the automatic guidance mode, and the automatic guidance navigational maneuvering unit 205 replaces the commanding unit 201 for maneuvering.

  In the automatic guidance mode, the course setting unit 259 inputs the position of the own ship, the azimuth to be advanced, the position to be reached, and the stern direction to the automatic guidance and maneuvering unit 205, and automatically guides and maneuvers the ship along the set course.

  The automatic guidance and maneuvering unit 205 instructs the hull motion control unit 202 based on the current position information of the own ship, the guidance route information, and the stop and hold position information to the hull motion control unit 202 to guide the own ship. Control.

  In this normal navigation maneuver, when the heading deviates from the target course due to disturbance, the automatic guidance maneuvering unit 205 knows the departure by the GPS compass 251 of the sensor unit 203, and tries to return the bow to the target course by steering. Then, as the ship returns to the target course, the rudder angle is reduced, and immediately before the bow reaches the target course, the rudder is steered to the opposite side to stop the turning inertia and the needle is fixed.

  When the heading deviates from the set course, the automatic guidance maneuvering unit 205 issues a corrected steering signal proportional to the deviation, and performs the steering of the proportional operation. However, it is not easy to return to the set course only by this operation. Because, when the hull starts moving in one direction, even if there is no external force, it overshoots beyond the set course due to inertia due to inertia. This causes overshoot in the opposite direction, and this is repeated thereafter.

  Therefore, in order to stably enter the new course, a differential operation is conventionally applied. The differential operation is to output a corrected steering signal proportional to the turning angular velocity of the ship, and stably hold the ship on the set course by combining with the proportional signal. This is because the larger the turning angular velocity, the larger the correction rudder, that is, the same as performing the steering. If an appropriate corrected steering amount is given, it is possible to return to the set course very quickly.

  However, in the present invention, the turning angular velocity is obtained using the GPS compass 251, and an operation amount proportional to this signal itself is given to the rudder, thereby obtaining a control characteristic with an accuracy equal to or higher than that of the differential control.

  With only the proportional and differential operations, a deviation from the course called an offset occurs due to the tide, wind, accumulation of small deviations, and in some cases, the habit of the ship. For this reason, the deviation between the set course and the heading is integrated over time, and the correction steering is performed in proportion to this.

The integration operation is reset on the electronic circuit at the beginning of use, that is, when it has a value of t = 0, which causes an offset.
Similarly, at the time of changing the course, the course of the course is integrated as a deviation from the set course, and since this has an offset with respect to the newly set course, the course is reset.
-Weather adjustment When the sea is calm, the automatic guidance and maneuvering section (autopilot) 205 can immediately steer for a slight deviation in the heading, and can accurately perform hand-holding steering. However, when the heading is shaking violently due to stormy weather and operating the autopilot with the same sensitivity as in quiet, the following problems occur.

・ The number of times of steering increases, and excessive force is applied to the rudder, resulting in overuse of the steering gear.
・ Forced steering, the hull of the hull becomes large, and the speed of the boat decreases.
Accordingly, in order to avoid useless rudder and unreasonable rudder even though some meandering is allowed in accordance with sea conditions, and to avoid steering to some degree of heading deviation, FIG. A weather adjustment mechanism using a dead zone as shown in FIG.

However, bringing the dead zone into the control system is not preferable in terms of steering performance, and unnecessarily makes the course unstable.
Therefore, in the ship maneuvering system 200 of the present invention, the gain is proportional to the deviation when the deviation of the heading from the set course is smaller than a predetermined value, and the gain is 1 (when the deviation is larger than that value). (Maximum), and considering the short-term yawing due to the waves, taking into account not to steer, and adjusting the weather using a wave filter as shown in FIG. This weather adjustment function is one feature of the present invention.

  That is, the gain is proportional to the declination until the declination of the difference between the set course and the heading reaches a certain value. When the value exceeds a certain value, the gain becomes 1 and the discharge amount of the hydraulic pumps of the pump units 151 and 152 of the steering gears 104 and 105 becomes maximum. In this way, until the declination reaches a certain value, the smaller the declination, the smaller the displacement of the hydraulic pump and the larger the declination, the greater the discharge of the hydraulic pump. It changes according to the size. Therefore, rational control can be performed without bringing a dead zone.

As shown in FIG. 10, when the bow frequency is small, the gain is large, and when the bow frequency is large, the gain is small. For this reason, the period of the bowing caused by the waves is short, and the gain becomes small in a state where the frequency is high, and the steering does not take much. When the period of the bowing due to the waves is very large and the frequency is low, the gain becomes 1. The steering is turned at the maximum turning speed corresponding to the maximum discharge amount of the hydraulic pump to quickly reduce the deflection angle.
・ Reduction of loss of propulsion force due to steering The required steering angle is calculated based on the heading signal from the GPS compass 251, and the steering signal steers to produce a turning motion in the hull having unique motion characteristics. The deviation amount changed thereby is input to the automatic guidance and maneuvering unit 205 again. By repeating this loop, the heading is matched with the set course.

  If the motion characteristics of the hull are stable and there is no disturbance, once the course is settled and the rudder returns to neutral, the course can be kept straight for a long time without taking any rudder. But this is not the case for disturbed or unstable ships. Especially on an unstable ship, if the ship is left without steering, the ship will start turning immediately. Therefore, in the case of an unstable ship, it is necessary to operate the rudder without interruption. Uninterrupted rudder operation can be achieved by a continuous closed loop control circuit.

  However, the steering and tracking devices of the conventional steering device have a dead zone including a weather adjustment function. When a dead zone is provided in the system, the control object causes vibration, and its amplitude is necessarily larger than the dead zone width. In other words, periodic bowing due to steering occurs. This phenomenon cannot be avoided even if the parameters of the control circuit are completely adjusted. Bowing caused by this type of steering directly leads to loss of propulsion. The reduction of the dead zone directly reduces the amplitude of the bow and the steering angle, and further reduces the loss of propulsion in proportion to each square.

  In the present invention, since the dead zone existing in the system is minimized by removing the dead zone of the weather adjustment function as described above, the loss of the propulsion force due to the steering as described above is reduced.

Another advantage of using the GPS compass 251 is that by obtaining a turning angular velocity signal, which is one of the functions, and performing fine steering so that the turning angular velocity is minimized, it is possible to use the GPS compass in the case of the above-mentioned unstable ship. Even if there is no useless steering, the amplitude of yawing based on steering and the steering angle can be reduced, loss of propulsion can be further reduced, and energy can be saved.
・ Emergency response in the event of failure of one actuator or failure of the same power unit For tankers of 100,000 DWT or more, it is required to provide two or more actuators, and one steering gear operates due to leakage of hydraulic oil, etc. If it becomes impossible, it is required that the hydraulic drive unit of the steering wheel is stopped and disconnected within 45 seconds, and the steering can be performed by the remaining steering wheels.

  In the present invention, in response to this request, if there is oil leakage from the hydraulic line of one of the steering gears 104 (105), the low level of the hydraulic oil tank is detected by a level sensor, and the other one The hydraulic pump of the pump unit 152 (151) of the steering gear 105 (104) is continuously operated, and at the same time, the operation is continued by stopping the hydraulic pump of the defective pump unit 151 (152).

When the steering speed is reduced due to the occurrence of an internal hydraulic pressure leak in the actuator, this is detected by a steering speed measurement sensor provided on the actuator, the steering angle is turned to 0 °, and the actuator is moved to the 0 ° position. A device is provided for fixing to In this way, the navigation can be continued with the remaining steering gear.
(Manual mode)
The ship is maneuvered by switching the starboard switch 252 and the port switch 253 to the manual mode.

  In the manual mode, a command is sent directly to the thruster control device 109 by the turning switch 207, and the output of the bow thruster 108 is controlled to manually adjust the stabilization speed of the bow lateral movement. In addition, a command is issued to the rudder control devices 106 and 107 by the starboard steering gear operation lever 255 and the portside steering gear operation lever 256, and the combination of the steering angles of the two high-lift elevators is controlled by the steering gears 104 and 105. Manually adjust the stern lateral stabilization speed.

REFERENCE SIGNS LIST 100 Thrust system 110 Hull 101 Propeller propeller 102, 103 High lift rudder 104, 105 Steering machine 106, 107 Rudder control device 108 Bow thruster 109 Thruster control device 151, 152 Pump unit 153, 154 Steering angle transmitter 155, 156 Feedback Unit 200 Ship maneuvering system 201 Command unit 202 Hull motion control unit 203 Sensor unit 204 Joystick 205 Automatic guidance ship maneuvering unit 206 Joystick lever (operation lever)
207 turning switch (rotary turning volume or push button method)
208 Control force estimating unit 209 Thrust distributing unit 210 Operation amount conversion unit 250 Ship steering control unit 251 GPS compass 252 Starboard switch 253 Port switch 254 Monitor 254a First image area 254b Second image area 254c Third image area 255 Starboard steering Machine operating lever 256 Port steering gear operating lever 257 Various setting switches for starboard steering gear 258 Various setting switches for port steering gear 259 Course setting unit 300 Emergency stop control unit 301 Emergency stop push button

Claims (6)

Equipped with a thrust system and a ship maneuvering system that controls the thrust system,
The thrust system controls a propeller propeller consisting of a single-axis propeller, two high-lift rudders located behind the propeller, a steering device for driving the high-lift rudder, a bow thruster, and a bow thruster. Having a thruster control device,
The ship maneuvering system includes a command unit, a hull motion control unit, and a sensor unit,
In the marine vessel maneuvering support mode, in which the command section directs the command movement direction, the command turning angular speed, the bow direction command speed, and the hull lateral command speed to the hull motion control section, and maneuvers the boat.
The sensor unit detects the heading of the hull, the speed in the stern direction, the lateral speed of the hull, the turning angular velocity during the turning motion, and the current ship position ,
The hull motion control unit includes a control force estimation unit, a thrust distribution unit, and an operation amount conversion unit,
The control force estimating unit is configured to calculate a hull fluid force that is in a steady motion with respect to the forward direction command speed and the lateral direction command speed, a deviation between the forward direction command speed and the constantly changing forward direction speed, and The deviation between the lateral command speed and the ever-changing hull lateral speed, and the declination between the commanded heading and the ever-changing heading when the commanded motion direction is commanded, and the hull fluid force And the hull control force for realizing the command movement direction, the bow-direction command speed, and the hull lateral command speed based on the deviation and the declination, and turn from the command motion direction to the command motion direction. In the meantime, the turning hull control force that can achieve the command turning angular velocity is determined,
The thrust distribution unit generates the hull control force and the turning hull control force by the combination of the thrust of the propeller thruster rotating forward and constant and the steering angle of the two high-lift rudders, and the thruster of the bow. To the target thruster to be thrust, and further to obtain the stabilizing speed in the bow and stern direction and the stabilizing speed in the stern lateral movement in the thrust of the target propulsor.
The operation amount conversion unit obtains a steering angle operation amount of each of the two high-lift rudders for realizing the fore- and- aft stabilizing speed and the stern lateral moving stabilizing speed, and instructs the steering machine to the steering angle. A ship maneuvering device for obtaining a pitch thrust operation amount of a bow thruster for realizing a moving stabilizing speed and instructing a thruster control device.   The command unit has an operation lever and a turning switch, instructs a command movement direction of the hull in a tilt direction of the operation lever, and commands a forward and aft command speed and a hull lateral command speed in a tilt angle in the tilt direction. 2. The marine vessel maneuvering device according to claim 1, wherein the command turning angular velocity is commanded by operating a switch.   The marine vessel maneuvering device according to claim 2, wherein the turning switch is provided on a top of the operation lever.   The sensor unit detects the heading and turning angular velocity using a GPS compass, detects the bow direction and hull lateral velocity using GPS, and detects the ship position using GPS and an electronic chart system. The ship steering device according to claim 1, wherein The ship maneuvering system has a changeover switch for switching between a ship maneuvering assist mode in which the ship is maneuvered by the command unit and an automatic guidance mode in which the ship is maneuvered by the automatic guidance maneuvering unit,
In the automatic guidance mode, the automatic guidance and maneuvering unit commands the hull motion control unit based on the current position information of the own ship, the guidance route information, and the stop holding position information, and instructs the hull motion control unit on the forward and backward direction command speed. The ship maneuvering device according to claim 1, wherein the ship is guided and controlled. The ship maneuvering system has a changeover switch for switching between a ship maneuvering assist mode for maneuvering by a command unit and a manual mode for manual maneuvering,
In manual mode, the turning switch controls the output of the bow thruster to manually adjust the stabilizing speed of the bow lateral movement, and the steering lever controls the combination of the two high-lift rudder rudder angles to control the stabilizing speed of the stern lateral movement. The ship control device according to claim 2, wherein the control is manually performed.

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