WO2023233742A1

WO2023233742A1 - Vessel handling system and vessel handling method

Info

Publication number: WO2023233742A1
Application number: PCT/JP2023/008261
Authority: WO
Inventors: 英輝風間; 守行坂本; 毅古賀; 嵩野田
Original assignee: 川崎重工業株式会社
Priority date: 2022-06-03
Filing date: 2023-03-06
Publication date: 2023-12-07
Also published as: JP2023177805A

Abstract

This vessel handling system comprises: a plurality of propelling devices mounted in a vessel body including a propelling machine and a mooring machine; a distance meter that detects a berthing distance which is a distance between the vessel body and a quay for berthing; a steering instrument that outputs a propelling command to the propelling device; and a control device that acquires the berthing distance and the propelling command to obtain a propelling command limitation value corresponding to the berthing distance on the basis of a predetermined relationship in which the propelling command limitation value decreases as the berthing distance decreases, and controls the plurality of propelling devices such that, if the propelling command output from the steering instrument is greater than or equal to the propelling command limitation value, the propelling command limitation value is set as the propelling command, and a thrust corresponding to the limited propelling command is distributed to the plurality of propelling devices so that the distributed thrust is output from each of the plurality of propelling devices.

Description

Ship maneuvering system and method

The present disclosure relates to a method for maneuvering a ship, particularly when berthed, and a ship maneuvering system that implements the method.

The series of processes from when a ship enters a port to when it docks at a berth and is moored includes ship operations that place a large mental burden on the ship operator, and tasks that place a large labor load on the ship's workers. For these reasons, there is a desire to automate the above series of steps and save labor in order to reduce the load and improve safety. However, as it requires flexible responses to changes in weather and sea conditions within the port and exquisite cooperation between shipboard and port workers, it is still necessary to rely on the experience of ship operators and shipboard and port workers. At present, most of the work is being carried out.

Patent Document 1 discloses an automatic berthing and mooring machine that automates ship maneuvering from berthing to mooring. The ship of Patent Document 1 includes a longitudinal thrust engine that outputs longitudinal thrust of the hull, a bow side thruster and a stern pod propulsion machine that can output lateral thrust in both directions of the hull, and a mooring line. A bow mooring machine and a stern mooring machine that can be retracted and unwound, a rangefinder that measures the distance to the quay, a bow side thruster, a stern pod propulsion machine, and a bow side thruster based on the measured value of the rangefinder. It includes a mooring machine and a controller that controls the stern side mooring machine. The controller performs the berthing and mooring operations of the vessel in the order of berthing mode and mooring mode. In the berthing mode, the controller stops the front and rear thrust engines, the bow mooring machine, and the stern mooring machine, and uses the bow side thruster and the stern pod propulsion machine to move the hull laterally to a mooring starting position 1 m from the quay. In the mooring mode, the controller stops the front and rear thrust engines, the bow side thruster, and the stern pod propulsion machine, and uses the bow mooring machine and the stern mooring machine to pull the mooring line, thereby mooring the ship to the quay.

Japanese Patent Application Publication No. 2005-255058

When berthing (or berthing) a ship, it can be assumed that the ship operator will operate the control equipment incorrectly. The ship will also move due to incorrect operation. If, for example, an erroneous operation is performed that causes the vessel to generate a thrust toward the quay while the vessel is sufficiently close to the quay, the vessel may collide with the quay. As the distance of the ship from the quay decreases, the possibility of the ship colliding with the quay due to incorrect operation increases.

The present disclosure has been made in view of the above circumstances, and its purpose is to propose a technology that prevents a ship from colliding with a quay even if a misoperation of the control equipment occurs when the ship is docked. be.

In order to solve the above problems, a ship maneuvering system according to an aspect of the present disclosure includes:
a plurality of propulsion devices mounted on the hull, including a propulsion machine that outputs a thrust that propels the hull in the berthing direction; and a mooring machine that outputs a thrust that propels the hull in the berthing direction by winding a mooring line;
a distance meter that detects a berthing distance, which is a distance from the ship's hull to a quay to which it is attempting to berth;
A control device that outputs a propulsion command;
Obtaining the berthing distance and the propulsion command, determining the propulsion command limit value corresponding to the berthing distance based on a given relationship in which the propulsion command limit value decreases as the berthing distance decreases, and If the propulsion command output from the control device is equal to or greater than the propulsion command limit value, the propulsion command is set as the propulsion command limit value, and the thrust corresponding to the limited propulsion command is distributed to the plurality of propulsion devices. and a control device that controls the plurality of propulsion devices so that thrust distributed from each of the plurality of propulsion devices is output.

A ship maneuvering method according to one aspect of the present disclosure includes:
Maneuvering a ship in which a plurality of propulsion devices are mounted on the hull, including a propulsion machine that outputs a thrust that propels the hull in the berthing direction, and a mooring machine that outputs a thrust that propels the hull in the berthing direction by winding a mooring line. A method,
Obtaining the berthing distance, which is the distance from the ship's hull to the quay where the ship is attempting to berth;
obtaining a propulsion command for the hull;
The propulsion command limit value corresponding to the berthing distance is determined based on a given relationship in which the propulsion command limit value decreases as the berthing distance becomes smaller, and the propulsion command limit value is determined to be less than or equal to the propulsion command limit value. Ask for instructions,
allocating thrust corresponding to the limited propulsion command to the plurality of propulsion devices;
The plurality of propulsion devices are controlled so that thrust distributed from each of the plurality of propulsion devices is output.

According to the present disclosure, it is possible to propose a technology that prevents a ship from colliding with a quay even if an erroneous operation of a control device occurs when a ship is docked.

FIG. 1 is a diagram showing a schematic configuration of a ship to which a ship maneuvering system according to an embodiment of the present disclosure is applied. FIG. 2 is a diagram showing a schematic configuration of a mooring machine. FIG. 3 is a diagram showing the configuration of the ship maneuvering system. FIG. 4 is a diagram illustrating the functional units of the ship maneuvering controller. FIG. 5 is a diagram illustrating the processing of the propulsion control section. FIG. 6 is a diagram illustrating a method of maneuvering a ship when mooring at a berth. FIG. 7 is a chart showing an example of the relationship between the berthing distance d and the propulsion command limit value Ulim. FIG. 8 is a chart showing an example of the relationship between the berthing distance d and the propulsion command limit value Ulim. FIG. 9 is a diagram illustrating the berthing speed Vapp. FIG. 10 is a chart showing an example of the relationship between the difference ΔV between the berthing speed Vapp and the approach speed threshold Vsafe and the correction coefficient Kv. FIG. 11 is a diagram illustrating the berthing disturbance force Fapp.

Next, embodiments of the present disclosure will be described with reference to the drawings. FIG. 1 is a diagram showing a schematic configuration of a ship S to which a ship maneuvering system 20 according to an embodiment of the present invention is applied.

[Schematic configuration of ship S]
As shown in FIG. 1, with a ship S as a reference, the horizontal direction connecting the bow and stern of the ship S is defined as a "front-back direction", and the horizontal direction (left-right direction) perpendicular to the front-back direction is defined as a "lateral direction". The ship S includes a hull 5 , at least one longitudinal propulsion device 2 that outputs a thrust in the longitudinal direction to the hull 5 , and at least one lateral propulsion device 3 that outputs a thrust in the lateral direction to the hull 5 .

In this embodiment, the longitudinal propulsion device 2 includes a combination of a variable pitch propeller, which is a main propulsion device, and a rudder. A variable pitch propeller and a rudder are provided on the stern side of the hull 5. However, the longitudinal propulsion device 2 is not limited to the above, and may be a rotating thruster or a combination of a plurality of variable pitch propellers and rudders.

The lateral propulsion device 3 preferably includes at least one bow side lateral propulsion device 3B and at least one stern side lateral propulsion device 3A. In this embodiment, the bow side lateral propulsion device 3B is a side thruster (bow thruster) provided on the bow side. In addition, in this embodiment, the combination of the variable pitch propeller and rudder provided on the stern side can output both longitudinal thrust and lateral thrust depending on the direction of the rudder, so the stern side lateral propulsion It also has the function of machine 3A. However, the lateral propulsion device 3 provided in the ship S is not limited to the above, and side thrusters may be arranged on each of the bow side and the stern side of the hull 5, or a swing type device may be arranged on at least one of the bow side and the stern side of the hull 5. Thrusters may also be arranged.

Furthermore, the ship S includes at least one bow side mooring machine 10B installed on the bow side of the deck, and at least one stern side mooring machine 10A installed on the stern side of the deck. In the present disclosure, the mooring machine 10, the longitudinal propulsion machine 2, and the lateral propulsion machine 3 are collectively referred to as a "propulsion device 9." The mooring machine 10 is originally a device for mooring the ship S, but in the ship maneuvering system 20 of the present disclosure, the mooring machine 10 has a function of giving thrust to the ship S, so the mooring machine 10 is also a type of propulsion device 9. Capture.

In this embodiment, the bow mooring machine 10B includes a headline mooring machine and a forward spring line mooring machine. The bow side mooring machine 10B may further include a forward breast mooring machine. Further, in this embodiment, the stern mooring machine 10A includes a sternline mooring machine and an aft spring mooring machine. The stern mooring machine 10A may further include an aft breast mooring machine. The mooring machine 10 (the reference numeral 10 is used when not distinguishing between the bow mooring machine 10B and the stern mooring machine 10A) that the ship S should possess is determined by the number of riggings and the like.

Each of the mooring machines 10, the bow mooring machine 10B and the stern mooring machine 10A, has substantially the same structure. As shown in FIG. 2, each mooring machine 10 includes a mooring line R and a winch W capable of winding up and letting out the mooring line R. The winch W is an electro-hydraulic type. The winch W includes a winding drum 11 around which the mooring line R is wound, a motor 12 that rotationally drives the winding drum 11, and a hydraulic winch that switches connection and disconnection of power transmission from the motor 12 to the winding drum 11. It includes a clutch 13, a speed reducer 14 provided on a power transmission path from the motor 12 to the winding drum 11, and a hydraulic release type brake 15 that constantly applies braking force. However, the structure of the winch W is not limited to the above, and the winch W may be electric.

The mooring machine 10 is provided with a rotational position sensor 51, a tension meter 52, a cable length meter 53, and a winch controller 50 that controls the operation of the winch W based on these detected values. The rotational position sensor 51 detects the rotational position and rotational speed of the motor 12 or the winding drum 11. The cable length meter 53 measures the length of the mooring cable R let out from the winding drum 11. The winch controller 50 measures the rotation of the motor 12 or the winding drum 11 based on the detection signal of the rotational position sensor 51 and/or the measurement value of the rope length meter 53, and determines the winding length and the let-out length of the mooring rope R. presume. The tension meter 52 may directly or indirectly detect the tension (load) acting on the mooring line R. The tension meter 52 is, for example, a load cell provided in the brake 15, and the tension of the mooring line R may be estimated based on the load detected by the load cell. The tension meter 52 is, for example, a torque sensor that detects the output torque of the motor 12, and the tension of the mooring line R may be estimated based on the torque detected by the torque sensor. The winch controller 50 can control the rotation of the winding drum 11 based on the detected value of the tension meter 52 so that the tension acting on the mooring line R is maintained at a predetermined value that does not exceed a predetermined upper limit value. can.

When winding the mooring line R onto the winding drum 11, the power transmission path from the motor 12 to the winding drum 11 is connected by the clutch 13, and the winding drum 11 is rotationally driven in the winding direction. Note that in a state where the thrust is acting in the direction away from shore, the winding force of the winch W is set to a small value to the extent that slack in the mooring line R is suppressed. When the mooring line R is paid out from the take-up drum 11, the clutch 13 is disconnected and the power transmission path from the motor 12 to the take-up drum 11 is cut off, and the take-up drum 11 becomes in a state where it can idle and rotates in the pay-out direction. can do. Alternatively, when letting out the mooring line R, the power transmission path from the motor 12 to the winding drum 11 may be connected by the clutch 13, and the winding drum 11 may be rotationally driven in the letting-out direction.

Returning to FIG. 1, the tip of the mooring line R is anchored to a mooring post 35 provided on the quay 30. The mooring line R pulled out from the winding drum 11 is protected and guided by an appropriate guide device 36 such as a chock (mooring hole), a fairlead, a deck end roller, or a stand roller.

[Configuration of ship maneuvering system 20]
FIG. 3 is a diagram showing the configuration of the ship maneuvering system 20. As shown in FIG. 3, the ship maneuvering system 20 of the ship S includes a ship maneuvering controller 6, an instrument group 7 electrically connected to the ship maneuvering controller 6 by wire or wirelessly, a user interface 8, and a propulsion controller group 9C. .

The ship maneuvering controller 6 includes a processor, memories such as ROM and RAM, and an I/O section (all not shown). The vessel maneuvering controller 6 is connected to an instrument group 7, a user interface 8, and a propulsion controller group 9C via an I/O section. A storage (not shown) may be connected to the ship maneuvering controller 6 via an I/O section.

A ship-to-land communication device 31 is connected to the ship maneuvering controller 6. The ship maneuvering controller 6 uses the ship-land communication device 31 to transmit ship maneuvering information to a state monitoring device 33 provided at a land base. This vessel maneuvering information includes navigation conditions within the port, equipment operation data, etc.

The instrument group 7 includes a rangefinder 27, a camera 28, and various navigation instruments.

The rangefinder 27 includes a bow rangefinder that measures the distance from the bow of the ship to the quay 30, and a stern rangefinder that measures the distance from the stern to the quay 30. The distance meter 27 may be, for example, a known non-contact distance meter such as a laser distance meter. Based on the information acquired from the distance meter 27, the ship maneuvering controller 6 can determine the distance in the berthing direction D2 from the hull 5 to the berthing wall 30 to which the ship is attempting to berth (hereinafter referred to as "berthing distance d"). Here, the berthing direction D2 is a direction approaching the quay 30. Further, the berthing distance d may be defined as the shortest distance from the hull 5 to the quay 30.

The cameras 28 include a bow side camera that is installed on the bow side deck and continuously or intermittently images the quay wall 30 from the bow, and a stern side camera that is installed on the stern side deck that images the quay wall 30 continuously or intermittently from the stern. Including camera. In addition to the quay 30, the imaging field of the bow camera preferably includes the bow mooring machine 10B and/or the mooring line R let out from the bow mooring machine 10B. Further, it is desirable that the imaging field of the stern camera includes the stern mooring machine 10A and/or the mooring line R let out from the stern mooring machine 10A. In order to ensure such a wide field of view, an around-view camera system may be employed as the camera 28.

Various navigation instruments include a compass 21 that detects the heading angle of the ship, a speedometer 22 (water speedometer), a wind direction and speed meter 25 (wind vane and anemometer), a ship position measuring device 26, a current meter 29, an acoustic depth sounder, Examples include radar, chronometer, and draft gauge. The ship position measuring device 26 is a radio wave type and/or light wave type position measuring device using GPS using a satellite or radio waves and light from a reference station. The ship maneuvering controller 6 can obtain navigation status information including the position, course, heading angle, ship speed, etc. of the ship 5 based on information obtained from various navigation instruments.

The ship handling controller 6 uses the ship-land communication device 31 to timely acquire port information from the port information providing device 32 provided at the land base. Port information includes weather and oceanographic information within the port, port environment information, etc. Weather/oceanographic information includes wind speed, wind direction, tidal current, tide level, weather, climate, etc. within the port. The port environment information includes the degree of congestion within the port, berth status, etc. The ship maneuvering controller 6 also uses information sent from the port information providing device 32 via the ship-land communication device 31, together with information from the instrument group 7, for calculations.

The user interface 8 is provided with a control device 80 and a display device 83. The user interface 8 includes setting devices and indicators for propulsion devices 9 such as individual propellers and rudders, a display section that displays signals from the instrument group 7 such as direction display and ship speed display, various function changeover switches, and , an indicator light, etc. may be further provided.

In this embodiment, a joystick 81 and a turning dial 82 are provided as the operating device 80. The joystick 81 receives commands for the direction and magnitude of thrust for parallel movement of the hull 5, which are input by the ship operator by moving the joystick 81, and outputs them to the ship handling controller 6. The turning dial 82 receives a command for the direction and magnitude of a turning moment for turning movement, which is input by the ship operator by moving the turning dial 82, and inputs it to the ship handling controller 6. However, the control device 80 is not limited to the above, and any known control device may be employed.

As the display device 83, at least one type of known display device is employed among various display devices such as a touch panel display and a head-mounted display. The display device 83 may include ship maneuvering support information output from the ship maneuvering controller 6, images captured by the camera 28, operating status of equipment, navigation status information, environmental information of the hull 5 (oceanographic/weather information), etc. . The ship maneuvering support information includes the ship's position on the nautical chart, the recommended route, the evacuation line, the remaining distance, seaside facilities, and the target position, the moving speed vector of the ship 5, the speed at arbitrary positions of the bow and stern, and the quay 30. This includes at least one of the following: remaining distance to the destination.

The propulsion controller group 9C controls the operation of the propulsion device 9. Specifically, the propulsion controller group 9C includes a winch controller 50 that controls the winch W of the mooring machine 10, a longitudinal propulsion controller 91 that controls the longitudinal propulsion device 2, and a lateral propulsion controller 92 that controls the lateral propulsion device 3. include. The winch controller 50, the longitudinal propulsion controller 91, and the lateral propulsion controller 92 are provided according to the number of winches W, longitudinal propulsion devices 2, and lateral propulsion devices 3 mounted on the ship S. However, in FIG. 3, one of the winch controller 50, the longitudinal propulsion controller 91, and the lateral propulsion controller 92 is illustrated, and the rest are omitted. The ship handling controller 6 outputs commands to each of these propulsion controller groups 9C, and the propulsion controller groups 9C operate the corresponding propulsion devices 9 based on the commands.

As shown in FIG. 4, the ship maneuvering controller 6 includes a ship maneuvering support information generation section 65, a display control section 66, a route planning section 67, a command generation section 68, and a propulsion control section 69. The ship maneuvering support information generation unit 65 generates ship maneuvering support information based on information acquired from the instrument group 7 and the port information providing device 32. The display control unit 66 displays the generated ship maneuvering support information on the display device 83. The route planning unit 67 searches for an optimal route that optimizes a predetermined evaluation index from the departure point to the destination based on information acquired from the instrument group 7 and the port information providing device 32, and plans the optimal route. Generate as a route. The command generating unit 68 generates a command on behalf of the ship operator during automatic ship maneuvering. The propulsion control unit 69 corresponds to a control device in the claims. The propulsion control section 69 controls the propulsion device 9 via the propulsion controller group 9C.

FIG. 5 is a diagram illustrating the processing of the propulsion control section 69. As shown in FIG. 5, the propulsion control unit 69 of the ship maneuvering controller 6 includes an acquisition device 61, a limiter 64, a corrector 60, a thrust distribution calculator 62, and an output device 63.

The acquisition unit 61 acquires information detected or measured by the instrument group 7, commands received by the control device 80 of the user interface 8, and the like. The information detected or measured by the instrument group 7 includes the berthing distance d and the berthing speed Vapp. The acquirer 61 performs A/D conversion, scaling processing, etc. on the acquired information and commands. The acquirer 61 generates a "command vector" based on the propulsion command (that is, the tilt angle and tilt direction of the joystick 81) received by the joystick 81. The direction of the command vector corresponds to the tilting direction of the joystick 81, and the magnitude of the command vector corresponds to the tilting angle of the joystick 81. Here, when the propulsion command is a thrust command, the command vector is defined as a thrust command to be applied to the hull 5 expressed in direction and magnitude. Further, when the propulsion command is a speed command, the command vector is defined as the speed command of the hull 5 expressed in direction and magnitude.

The limiter 64 limits the command vector as necessary based on the berthing distance d. The function of the limiter 64 will be explained in detail later. Note that the limiter 64 may limit not only the command vector based on the command received by the control device 80 but also the command vector generated by the command generation unit 68.

The corrector 60 receives disturbance information including the tidal current detected by the tidal current meter 29, the wind direction and wind speed detected by the anemometer 25, and/or the tidal current and wind direction and wind speed in the port acquired from the port information providing device 32. The disturbance force acting on the ship S is estimated based on the disturbance information, and the command vector is corrected by adding a force that resists the disturbance force to the command vector.

The thrust distribution calculator 62 distributes thrust to each of the plurality of propulsion devices 9 (mooring aircraft 10, longitudinal propulsion device 2, and lateral propulsion device 3) so that the corrected command vector and thrust vector correspond to each other. Perform calculations. Here, the mooring machine 10 is regarded as a propulsion device 9 that outputs a thrust that propels the hull 5 in the berthing direction D2 by winding up the mooring line R. The "thrust vector" is defined as a composite force of thrusts output from a plurality of propulsion devices 9 (mooring machine 10, longitudinal propulsion machine 2, and lateral propulsion machine 3) expressed in direction and magnitude. The thrust distribution calculation method by the thrust distribution calculation unit 62 will be described in detail later.

The output device 63 performs scaling, D/A conversion, abnormality processing, etc. on the thrust distributed to each propulsion device 9 (front/rear propulsion device 2, lateral propulsion device 3, mooring device 10) obtained by the thrust distribution calculator 62. After doing so, it is output as an operation command to the corresponding propulsion controller group 9C (winch controller 50, longitudinal propulsion controller 91, and lateral propulsion controller 92). As a result, a thrust toward the tilting direction is applied to the hull 5 with a magnitude corresponding to the tilting angle of the joystick 81.

[Ship operation method]
Here, a method of maneuvering the ship S when docking and mooring using the ship maneuvering system 20 having the above configuration will be described with reference to FIG. 6.

<Approach maneuver>
The ship maneuvering controller 6 starts approach maneuvering when the ship S enters the port. During approach maneuvering, the maneuvering controller 6 generates approach maneuvering support information using information acquired from the instrument group 7 and the port information providing device 32, and displays it on the screen of the display device 83. Here, the vessel maneuvering controller 6 sets a predetermined berthing start position P2 as a target position, and uses information acquired from the instrument group 7 and the port information providing device 32 to determine the optimal route from the port entrance P1 to the berthing start position P2 as a planned route. Find it as. On the screen of the display device 83, approach vessel maneuvering support information includes a port nautical chart on which the planned route consisting of a plurality of waypoints, the target position, and the ship's own position are overlaid, and navigation information such as the heading angle and ship speed. Graphically displayed. The berthing start position P2 is a predetermined distance (for example, about 30 to 50 meters) away from the quay 30 of the berth, and the hull 5 of the vessel S that has reached the berth start position P2 has its longitudinal direction aligned with the extension direction of the quay 30 (hereinafter referred to as , referred to as the "quay wall direction D1"), and the speed in the longitudinal direction is approximately zero.

The vessel operator operates the joystick 81 and the turning dial 82 based on the approach vessel maneuvering support information displayed on the display device 83. The ship maneuvering controller 6 obtains a command vector based on the tilt angle and tilt direction of the joystick 81. However, the ship S may be automatically maneuvered toward the approach. In this case, the ship handling controller 6 may generate the command vector by itself based on the information acquired from the instrument group 7 and the port information providing device 32, and the planned route.

The ship maneuvering controller 6 obtains a modified command vector by adding a force resisting the disturbance force to the command vector, and obtains a thrust vector corresponding to the modified command vector by combining the thrust forces output from the front and rear propulsion units 2. As such, thrust is distributed to the front and rear propulsion units 2. In approach maneuvering, the thrust distributed to the lateral propulsion machine 3 and the mooring machine 10 is zero. The ship maneuvering controller 6 generates a thrust target value such that the distributed thrust is output, and outputs it to the longitudinal propulsion controller 91, and the longitudinal propulsion controller 91 generates a thrust force corresponding to the thrust target value. Controls the longitudinal propulsion device 2. As a result, the ship S obtains a thrust corresponding to the command vector and navigates along the planned route.

<Arrival maneuver>
The ship maneuvering controller 6 starts the berthing maneuver when the ship S reaches the berthing start position P2. During the berthing maneuver, the ship maneuvering controller 6 generates berthing maneuver support information using information acquired from the instrument group 7 and the port information providing device 32, and displays it on the screen of the display device 83. In the berthing maneuver, the ship S is moved from the berthing start position P2 to a predetermined mooring start position P3. The mooring start position P3 is a position that is several to several tens of meters away from the quay 30 of the berth, and the hull 5 of the vessel S that has arrived at the mooring start position P3 is approximately parallel to the quay direction D1 in the longitudinal direction. Forward and lateral speeds are approximately zero. On the screen of the display device 83, a nautical chart of the port with the target position and own ship position overlaid as berthing maneuver support information, navigation information such as the heading angle and ship speed, berthing distance d, and information captured by the camera 28 are displayed. Images etc. are displayed.

The ship operator operates the joystick 81 and the turning dial 82 based on the berthing ship maneuvering support information displayed on the display device 83. The ship maneuvering controller 6 obtains a command vector based on the tilt angle and tilt direction of the joystick 81. However, the ship S may be automatically maneuvered to dock. In this case, the ship maneuvering controller 6 may generate the command vector by itself based on information acquired from the instrument group 7 and the port information providing device 32.

The ship maneuvering controller 6 obtains a modified command vector by adding a force resisting the disturbance force to the command vector, and corresponds to the modified command vector by combining the thrusts output from the longitudinal propulsion device 2 and the lateral propulsion device 3. Thrust is distributed to the longitudinal propulsion device 2 and the transverse propulsion device 3 so that a thrust vector is obtained. In the docking maneuver, the thrust distributed to the mooring aircraft 10 is zero. The ship maneuvering controller 6 generates and outputs a thrust target value such that the thrust distributed to each of the longitudinal propulsion controller 91 and the lateral propulsion controller 92 is output, and the longitudinal propulsion controller 91 outputs the thrust that is distributed to each of the longitudinal propulsion controller 91 and the lateral propulsion controller 92. The longitudinal propulsion device 2 is controlled so that the thrust corresponding to the target value is outputted, and the lateral propulsion controller 92 controls the lateral propulsion device 3 so that the thrust corresponding to the given thrust target value is outputted. As a result, the ship S obtains a thrust corresponding to the command vector and mainly moves horizontally to the mooring start position P3.

<Mooring maneuver>
When the ship S reaches the mooring start position P3, the mooring line R is let out from the stern side mooring machine 10A and the bow side mooring machine 10B, and the tip of the mooring line R is moored to the mooring post 35 provided on the quay 30. Ru. During this time, the ship maneuvering controller 6 maintains the ship S at the mooring start position P3 using the automatic heading holding function. The automatic heading holding function of the vessel maneuvering controller 6 performs PID calculation etc. on the deviation between the set heading angle and the heading angle from the compass 21, and uses this as a turning moment command instead of the turning dial 82 for thrust distribution calculation. By giving this, the longitudinal propulsion device 2 and the transverse propulsion device 3 are operated so that the heading of the ship is maintained.

After the tips of all the mooring lines R are anchored to the mooring posts 35 provided on the quay 30, the vessel maneuvering controller 6 starts mooring vessel maneuvering. The vessel maneuvering controller 6 generates mooring vessel maneuvering support information using the information acquired from the instrument group 7 and the port information providing device 32, and causes the mooring vessel maneuvering support information to be displayed on the screen of the display device 83. On the screen of the display device 83, a nautical chart of the port with the target position and own ship position overlaid as berthing maneuver support information, navigation information such as the heading angle and ship speed, berthing distance d, and information captured by the camera 28 are displayed. Images etc. are displayed.

The ship operator visually recognizes the mooring ship maneuvering support information displayed on the display device 83 and operates the joystick 81 and turning dial 82 of the maneuvering device 80. The joystick 81 and the turning dial 82 accept operations from the boat operator and input them to the boat steering controller 6 . However, the mooring maneuver may be performed automatically. When mooring maneuvering is performed automatically, the vessel maneuvering controller 6 generates a command vector based on information acquired from the instrument group 7 and the port information providing device 32, and the vessel operator uses the command vector generated by the vessel maneuvering controller 6 to operate the vessel. It can be corrected using 80.

The acquirer 61 of the ship maneuvering controller 6 acquires the propulsion command received by the maneuvering device 80 such as the joystick 81 and generates a command vector. In addition, in the mooring maneuver, in principle, a lateral thrust acts on the vessel S, and the vessel S moves in the berthing direction D2. Therefore, when the propulsion command Uc is a thrust command, the command vector at the time of mooring maneuvering is a vector pointing in the berthing direction D2 with a thrust of a magnitude corresponding to the propulsion command. Further, when the propulsion command Uc is a speed command, the command vector during mooring maneuvering is a vector pointing in the berthing direction D2 and having a speed corresponding to the propulsion command Uc.

During mooring maneuvering, the limiter 64 of the maneuvering controller 6 places a limit on the propulsion command Uc. For example, the limiter 64 may be configured to limit the propulsion command Uc when the berthing distance d is less than a predetermined limit distance. The limit distance may be the distance from the quay 30 to the mooring start position P3, or may be a shorter distance.

The limiter 64 is given in advance information representing the relationship between the berthing distance d and the propulsion command limit value Ulim, and the limiter 64 determines the propulsion command limit value Ulim based on this information.

FIG. 7 is a chart showing an example of the relationship between the berthing distance d and the propulsion command limit value Ulim when the propulsion command Uc is a thrust command. The propulsion command limit value Ulim illustrated in FIG. 7 is constant at the first value Up when the berthing distance d is from 0 to the first threshold dth1, and is constant at the first value Up when the berthing distance d is from the first threshold dth1 to the second threshold dth2. It increases as the berthing distance d increases, and remains constant at the command maximum value Umax when the berthing distance d is equal to or greater than the second threshold value dth2. The first value Up is larger than 0 and corresponds to the thrust that presses the hull 5 against the quay 30.

FIG. 8 is a chart showing an example of the relationship between the berthing distance d and the propulsion command limit value Ulim when the propulsion command Uc is a speed command in the lateral direction (i.e., the berthing direction D2) of the ship S. The propulsion command limit value Ulim illustrated in FIG. 8 is the first value Up when the berthing distance d is 0, and increases as the berthing distance d increases until the berthing distance d is greater than 0 and reaches the threshold value dth. , when the berthing distance d is equal to or greater than the threshold value dth, the command maximum value Umax is constant. The first value Up is larger than 0 and corresponds to the speed at which the hull 5 is pressed against the quay 30. Alternatively, the first value Up may be zero.

The limiter 64 compares the propulsion command Uc with the determined propulsion command limit value Ulim, and if the propulsion command Uc is less than or equal to the propulsion command limit value Ulim, it does not limit the propulsion command Uc (or sets a zero limit). (multiply). On the other hand, if the propulsion command Uc is larger than the propulsion command limit value Ulim, the limiter 64 limits the propulsion command Uc and replaces the propulsion command Uc with the propulsion command limit value Ulim. That is, the propulsion command Uc is limited to the propulsion command limit value Ulim or less, regardless of the value of the input command.

By restricting the propulsion command Uc by the limiter 64 as described above, the ship S will not collide with the quay 30, for example, even if the operation amount of the control device 80 is excessive due to an erroneous operation by the ship operator. The propulsion command Uc is limited as follows.

The command vector (ie, propulsion command Uc) processed by the limiter 64 as described above is corrected by the corrector 60 by applying a force to resist the disturbance force.

The thrust distribution calculator 62 acquires the corrected command vector and distributes it to the plurality of propulsion devices 9 so that a thrust vector corresponding to the corrected command vector is obtained by combining the thrusts output from the plurality of propulsion devices 9. Allocate thrust to More specifically, the thrust distribution calculator 62 generates a thrust target value such that the thrust distributed to each of the winch controller 50, the longitudinal propulsion controller 91, and the lateral propulsion controller 92 is output. The output device 63 outputs the generated thrust target value to each of the propulsion controller group 9C.

The winch controller 50 controls the hoisting force or hoisting speed of the mooring machine 10 so that the thrust corresponding to the given thrust target value is output. Specifically, the winch controller 50 adjusts the winding force or winding speed of the winch W so that the target thrust value is obtained by winding and letting out the mooring line R and adjusting the tension and cable length. Control. The longitudinal propulsion controller 91 controls the longitudinal propulsion machine 2 so that the thrust corresponding to the given thrust target value is output. The lateral propulsion controller 92 controls the lateral propulsion machine 3 so that the thrust corresponding to the given thrust target value is output. As a result, the ship S obtains a thrust corresponding to the corrected command vector and mainly moves horizontally until it approaches the shore.

In thrust distribution during mooring maneuvering, priority is given to thrust distribution to the mooring machine 10. Each mooring machine 10 has a permissible tension range for the mooring line R set therein. After the mooring maneuver is started and the deflection of the mooring rope R is eliminated by the hoisting operation of the mooring machine 10, the mooring rope is adjusted so that the tension of the mooring rope R measured by the tension meter 52 is maintained within the allowable range. Thrust is distributed to the aircraft 10. Here, the allowable range of tension is below a predetermined threshold value that is larger than 0 and smaller than the maximum winding force of

mooring machines

10A and 10B. The maximum winding force of the

mooring machines

10A, 10B is a known value specific to each of the

mooring machines

10A, 10B. A threshold value (permissible range) regarding the tension of the mooring line R may be individually set for each of the

mooring machines

10A and 10B. Alternatively, the same threshold value (tolerable range) regarding the tension of the mooring rope R may be set for all

mooring machines

10A and 10B.

In thrust distribution during mooring maneuvering, thrust is first distributed to each mooring machine 10 so that the tension of each mooring line R is maintained within an allowable range. Then, the combined vector (mooring machine thrust vector) of the thrust output by all the mooring machines 10 is calculated, and the shortfall obtained by subtracting the mooring machine thrust vector from the command vector is the thrust output from the longitudinal propulsion machine 2 and the lateral propulsion machine 3. It is supplemented by If there is no shortage, the thrust output from the longitudinal propulsion device 2 and the transverse propulsion device 3 may be zero. By distributing the thrust in this way, the ship maneuvering controller 6 causes the bow mooring machine 10B and the stern mooring machine 10A to perform a winding operation of the mooring line R, and at the same time to perform forward and backward propulsion during at least a portion of the mooring maneuver. These propulsion devices 9 are controlled so that at least one of the machine 2 and the lateral propulsion machine 3 outputs a thrust that reduces the tension on the mooring line R.

Note that during mooring maneuvering, it is not necessary for all mooring machines 10 mounted on the ship S to generate thrust. For example, only one stern mooring machine 10A and one bow mooring machine 10B generate thrust, and the remaining mooring machines 10 are designed so as not to cause slack in the mooring rope R and to prevent the generated thrust from being obstructed. The tension of the mooring line R may be controlled to be kept constant.

[Modification 1]
The limiter 64 of the propulsion device 9 described above determines the propulsion command limit value Ulim based on the berthing distance d, but even if the propulsion command limit value determined based on the berthing distance d is corrected by the berthing speed Vapp of the ship S. good.

FIG. 9 is a diagram explaining the berthing speed Vapp. As shown in FIG. 9, the berthing speed Vapp is a component of the speed V of the ship S in the berthing direction D2. The berthing speed Vapp can be determined using the speed V of the ship S detected by the speedometer 22, the heading angle of the ship S detected by the compass 21, and pre-stored hull model and quay information.

The limiter 64 of the propulsion control unit 69 corrects the propulsion command limit value Ulim so that it decreases as the speed Vapp of the hull 5 in the berthing direction D2 increases.

For example, when the propulsion command limit value Ulim is corrected by the correction coefficient Kv, the corrected propulsion command limit value Ulim is expressed as the propulsion command limit value Ulim×correction coefficient Kv. The correction coefficient Kv has a value of 1 or less and is inversely proportional to the difference ΔV between the berthing speed Vapp and the predetermined approach speed threshold Vsafe. If the hull 5 moving below the approach speed threshold Vsafe comes into contact with the quay 30, no damage will occur to the hull 5, but if the hull 5 moving above the approach speed threshold Vsafe collides with the quay 30, damage will occur to the hull 5. there is a possibility. FIG. 10 is a chart showing an example of the relationship between the difference ΔV between the berthing speed Vapp and the approach speed threshold Vsafe and the correction coefficient Kv. As illustrated in FIG. 10, as the difference ΔV between the berthing speed Vapp and the approach speed threshold Vsafe becomes larger, the value of the correction coefficient Kv becomes smaller. Therefore, the propulsion command limit value Ulim corrected by the berthing speed Vapp becomes smaller as the difference ΔV between the berthing speed Vapp and the approach speed threshold Vsafe increases. The limiter 64 can limit the propulsion command Uc using the propulsion command limit value Ulim corrected in this way.

[Modification 2]
The limiter 64 of the propulsion device 9 described above determines the propulsion command limit value Ulim based on the berthing distance d, but the propulsion command limit value Ulim determined based on the berthing distance d is caused by disturbance in the berthing direction D2 acting on the ship S. The force (hereinafter referred to as "berthing disturbance force Fapp") may be corrected.

FIG. 11 is a diagram illustrating the berthing disturbance force Fapp. As shown in FIG. 11, the berthing disturbance force Fapp is a component of the disturbance force F acting on the ship S in the berthing direction D2. The disturbance force F may include at least one of a fluid force exerted on the hull 5 by water and a wind pressure exerted on the hull 5 by wind. The fluid force can be calculated, for example, based on the tidal current measured by the tidal current meter 29 and a pre-stored hull model. Alternatively, the fluid force may be calculated based on the tidal current and tidal level in the harbor included in the weather/oceanographic information and a pre-stored hull model. The wind pressure can be calculated, for example, based on the wind direction and wind speed measured by the anemometer 25 and the hull model. Alternatively, the wind pressure may be calculated based on the wind speed and wind direction in the harbor included in the weather/oceanographic information and a pre-stored hull model. The berthing disturbance force Fapp can be obtained using the fluid force and wind pressure, the heading angle of the ship S detected by the compass 21, and the pre-stored ship model and quay information.

The limiter 64 of the propulsion control unit 69 acquires disturbance information including the wind direction, wind speed, and tidal current of the environment in which the hull 5 is placed, and determines the disturbance force in the berthing direction D2 acting on the hull 5 based on the disturbance information. The disturbance force Fapp) is estimated, and the propulsion command limit value is corrected according to the berthing disturbance force Fapp.

For example, when the propulsion command limit value Ulim is corrected by the correction value Kf, the corrected propulsion command limit value Ulim is expressed as [propulsion command limit value Ulim−disturbance correction value Kf]. The disturbance correction value Kf is proportional to the berthing disturbance force Fapp. A positive disturbance correction value Kf represents a disturbance force that promotes the movement of the ship S in the berthing direction D2, and a negative disturbance correction value Kf represents a disturbance force that impedes the movement of the ship S in the berthing direction D2 (i.e., a disturbance force that promotes the movement of the ship S in the berthing direction D2). represents the disturbance force that promotes the movement of D3. The relationship between the berthing disturbance force Fapp and the disturbance correction value Kf is defined in advance, and the limiter 64 calculates the disturbance correction value Kf based on the berthing disturbance force Fapp, and further calculates the propulsion command corrected by the disturbance correction value Kf. The limit value Ulim can be determined. In this way, the propulsion command limit value Ulim corrected by the berthing disturbance force Fapp is determined when the berthing disturbance force Fapp promotes the movement of the ship S in the unberthing direction D3 (that is, when the disturbance correction value Kf is a negative value) ), increases as the absolute value of the berthing disturbance force Fapp increases. On the other hand, the propulsion command limit value Ulim corrected by the berthing disturbance force Fapp is determined by It becomes smaller as the absolute value of the disturbance force Fapp becomes larger.

[Summary]
The ship maneuvering system 20 according to the first item of the present disclosure includes:
The mooring machine 10 is mounted on the hull 5 and includes

propulsion machines

2 and 3 that output a thrust that propels the hull 5 in the berthing direction D2, and a mooring machine 10 that outputs a thrust that propels the hull 5 in the berthing direction D2 by winding the mooring rope R. a plurality of propulsion devices 9;
a distance meter 27 that detects a berthing distance d, which is the distance from the hull 5 to the quay 30 where the ship is about to berth;
A control device 80 that outputs a propulsion command Uc;
Obtain the berthing distance d and the propulsion command Uc, and calculate the propulsion command limit value Ulim corresponding to the berthing distance d based on a given relationship in which the propulsion command limit value Ulim decreases as the berthing distance d becomes smaller; When the propulsion command Uc output from the control device 80 is greater than or equal to the propulsion command limit value Ulim, the propulsion command Uc is set to the propulsion command limit value Ulim, and the thrust corresponding to the limited propulsion command Uc is applied to the plurality of propulsion devices 9. It is characterized by comprising a control device 69 that controls the plurality of propulsion devices 9 so that the thrust distributed to each of the plurality of propulsion devices 9 is output.

In the ship maneuvering system 20, regardless of the value of the propulsion command Uc output by the maneuvering device 80 and acquired by the control device 69, the value of the propulsion command Uc is limited to the propulsion command limit value Ulim or less. The propulsion command limit value Ulim becomes a smaller value as the hull 5 approaches the quay 30, so when the hull 5 is close to the quay 30, even if an erroneous operation of the control device 80 occurs, the propulsion command Uc is limited to a sufficiently small value. This prevents the hull 5 from colliding with the quay 30.

The ship maneuvering system 20 according to the second item of the present disclosure is the ship maneuvering system 20 according to the first item, further comprising a speedometer 22 that detects the speed V of the hull 5, and the control device 69 controls the propulsion command limit value. Ulim is corrected so that it becomes smaller as the speed Vapp of the hull 5 in the berthing direction D2 becomes larger.

In the ship maneuvering system 20, the berthing speed Vapp of the hull 5 is taken into account in the propulsion command limit value Ulim, so the propulsion command Uc can be limited so as to more reliably prevent the hull 5 from colliding with the quay 30.

In the ship maneuvering system 20 according to the third item of the present disclosure, in the ship maneuvering system 20 according to the first or second item, the control device 69 acquires disturbance information of the environment in which the hull 5 is placed, and based on the disturbance information. The disturbance force Fapp in the berthing direction D2 acting on the hull 5 is estimated, and the propulsion command limit value Ulim is corrected according to the disturbance force Fapp. The disturbance information may include, for example, wind direction, wind speed, and tidal current.

In the ship maneuvering system 20 described above, the berthing disturbance force Fapp acting on the hull 5 is added to the propulsion command limit value Ulim, so the propulsion command Uc can be restricted to more reliably prevent the collision of the hull 5 with the quay 30. .

The ship maneuvering system 20 according to the fourth item of the present disclosure is the ship maneuvering system 20 according to any one of the first to third items, further including a tension meter 52 that measures the tension of the mooring line R, and the control device 69: A plurality of thrusts are applied to the propulsion command so that the tension of the mooring line R measured by the tension meter 52 is maintained within a range greater than 0 and less than a predetermined threshold value smaller than the maximum entrainment force of the mooring machine 10. It is to be distributed to the device 9.

In the ship maneuvering system 20 described above, while the mooring machine 10 is winding up the mooring line R in order to bring the hull 5 to the berth, the tension range of the mooring line R is maintained, so there is no overload on the mooring line R. It is prevented from getting stuck.

The ship maneuvering method according to the fifth item of the present disclosure includes

propulsion units

2 and 3 that output a thrust that propels the hull 5 in the berthing direction D2, and outputs a thrust that propels the hull 5 in the berthing direction D2 by winding the mooring rope R. A method for maneuvering a ship S in which a plurality of propulsion devices 9 including a mooring device 10 is mounted on a hull 5,
Obtain the berthing distance d, which is the distance from the hull 5 to the quay 30 where the ship is going to berth,
Obtain the propulsion command Uc for the hull 5,
Based on a given relationship in which the propulsion command limit value Ulim decreases as the berthing distance d becomes smaller, the propulsion command limit value Ulim corresponding to the berthing distance d is determined, and the propulsion command is limited to the propulsion command limit value Ulim or less. Find the command Uc,
Distributing the thrust corresponding to the limited propulsion command Uc to the plurality of propulsion devices 9,
It is characterized in that the plurality of propulsion devices 9 are controlled so that thrust distributed from each of the plurality of propulsion devices 9 is output.

In the above ship maneuvering method, the value of the propulsion command Uc is limited to the propulsion command limit value Ulim or less, regardless of the initially obtained value of the propulsion command Uc. The propulsion command limit value Ulim becomes a smaller value as the hull 5 approaches the quay 30, so when the hull 5 is close to the quay 30, even if an erroneous operation of the control device 80 occurs, the propulsion command Uc is limited to a sufficiently small value. This prevents the hull 5 from colliding with the quay 30.

The functions of the vessel maneuvering controller 6 disclosed herein may be implemented using general purpose processors, special purpose processors, integrated circuits, ASICs (Application Specific Integrated Circuits), conventional circuits, and/or circuits configured or programmed to perform the disclosed functions. Alternatively, it can be implemented using a circuit or processing circuit including a combination thereof. Processors are considered processing circuits or circuits because they include transistors and other circuits. In this disclosure, a circuit, unit, or means is hardware that performs the recited functions. The hardware may be the hardware disclosed herein or other known hardware that is programmed or configured to perform the recited functions. If the hardware is a processor, which is considered a type of circuit, the circuit, means or unit is a combination of hardware and software, the software being used to configure the hardware and/or the processor.

The above discussion of the disclosure has been presented for purposes of illustration and description, and is not intended to limit the disclosure to the form disclosed herein. For example, although in the foregoing detailed description various features of the disclosure are grouped together in a single embodiment for the purpose of streamlining the disclosure, some of the features may also be combined. Additionally, features included in this disclosure may be combined in alternative embodiments, configurations, or aspects other than those discussed above.

Claims

a plurality of propulsion devices mounted on the hull, including a propulsion machine that outputs a thrust that propels the hull in the berthing direction; and a mooring machine that outputs a thrust that propels the hull in the berthing direction by winding a mooring line;
a distance meter that detects a berthing distance, which is a distance from the ship's hull to a quay to which it is attempting to berth;
A control device that outputs a propulsion command;
Obtaining the berthing distance and the propulsion command, determining the propulsion command limit value corresponding to the berthing distance based on a given relationship in which the propulsion command limit value decreases as the berthing distance decreases, and If the propulsion command output from the control device is equal to or greater than the propulsion command limit value, the propulsion command is set as the propulsion command limit value, and the thrust corresponding to the limited propulsion command is distributed to the plurality of propulsion devices. and a control device that controls the plurality of propulsion devices so that thrust distributed from each of the plurality of propulsion devices is output.
Ship handling system.
further comprising a speedometer that detects the speed of the hull,
The control device corrects the propulsion command limit value so that it decreases as the speed of the ship in the berthing direction increases.
The ship maneuvering system according to claim 1.
The control device acquires disturbance information of the environment in which the ship is placed, estimates a disturbance force acting on the ship in the berthing direction based on the disturbance information, and sets the propulsion command limit value to the disturbance force. Correct accordingly.
A ship maneuvering system according to claim 1 or 2.
Further comprising a tension meter for measuring the tension of the mooring line,
The control device responds to the propulsion command so that the tension of the mooring line measured by the tension meter is maintained within a predetermined threshold value that is greater than 0 and smaller than the maximum retraction force of the mooring machine. allocating the thrust to the plurality of propulsion devices;
A ship maneuvering system according to claim 1 or 2.
Maneuvering a ship in which a plurality of propulsion devices are mounted on the hull, including a propulsion machine that outputs a thrust that propels the hull in the berthing direction, and a mooring machine that outputs a thrust that propels the hull in the berthing direction by winding a mooring line. A method,
Obtaining the berthing distance, which is the distance from the ship's hull to the quay where the ship is attempting to berth;
obtaining a propulsion command for the hull;
The propulsion command limit value corresponding to the berthing distance is determined based on a given relationship in which the propulsion command limit value decreases as the berthing distance becomes smaller, and the propulsion command limit value is determined to be less than or equal to the propulsion command limit value. Ask for instructions,
allocating thrust corresponding to the limited propulsion command to the plurality of propulsion devices;
controlling the plurality of propulsion devices so that thrust distributed from each of the plurality of propulsion devices is output;
How to operate the ship.