JP2017088111A - Ship maneuvering control method and ship maneuvering control system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a ship maneuvering control method by which frequent movements of a ship can be suppressed when substantially holding a ship at a target position.SOLUTION: A ship maneuvering control method is a maneuvering control method for a ship provided with an outboard engine. According to the method, setting of a target position Tp is received, a clearance of a ship 1 with respect to the target position Tp in a target direction Td is acquired as a deviation amount G, a target speed is set according to the deviation amount G, an actual speed of the ship is detected, and on the basis of the target speed and the actual speed, a magnitude of propulsion power of an outboard engine is so controlled that the ship is substantially held at the target position Tp in the target direction Td.SELECTED DRAWING: Figure 6

Description

  The present invention relates to a ship maneuvering control method and a ship maneuvering control system.

  Conventionally, a marine vessel maneuvering control method for holding a vessel substantially at a target position (holding a fixed point) without requiring any user operation is known (see, for example, Patent Document 1).

  In Patent Document 1, there is a method for holding a fixed point position of a ship having a propulsion device, and in order to hold the ship position (ship) at the target position, control for turning the bow direction of the ship to the target position and the ship in the front-rear direction or A fixed point position holding method that performs control to move in the left-right direction is disclosed. In the fixed point position holding method disclosed in Patent Document 1, when the ship is moved outside the control circle centered on the target position, the propulsive force of the propulsion device is applied in either the front-rear direction or the left-right direction of the ship. Generate and move the ship into the control circle.

JP 2012-245979 A

  In the fixed point position holding method of Patent Document 1, for example, when a ship is located in a place where there is a flow such as the sea or a place where wind blows, the ship is temporarily positioned in the control circle and the ship is moved in the front-rear direction. Or even if the control to move in the left-right direction is terminated, it is considered that the ship is moved out of the control circle again by the flow. For this reason, it is considered that there is a problem that the control of the propulsion device that moves the ship in the front-rear direction or the left-right direction and the control of the propulsion device that stops the ship are frequently switched, and as a result, the ship moves frequently. It is done.

  The present invention has been made to solve the above-described problems, and one object of the present invention is to suppress frequent movement of a ship when the ship is substantially held at a target position. A ship maneuvering control method and a ship maneuvering control system are provided.

  A marine vessel maneuvering control method according to a first aspect of the present invention is a marine vessel maneuvering control method provided with a propulsion device, which accepts setting of a target position and sets a distance of the marine vessel with respect to the target position in a predetermined direction. Obtained as a deviation amount, set a target speed according to the deviation amount, detect the actual speed of the ship, and based on the target speed and the actual speed, the ship is substantially held at the target position in a predetermined direction Control the magnitude of the propulsion force of the propulsion machine. Note that “target position in a predetermined direction” means not a point (target point) where the target position is located but any position on a line passing through the target point and orthogonal to the predetermined direction.

  In the ship maneuvering control method according to the first aspect, as described above, the actual speed of the ship is detected, and the ship is substantially held at the target position in a predetermined direction based on the target speed and the actual speed. The magnitude of the propulsive force of the propulsion device is controlled so that As a result, even when the ship is located at a place where there is a flow, the propulsive force of the propulsion device is adjusted so that the ship is substantially held at the target position in consideration of the actual speed of the ship including the flow. Since the size can be controlled, it is possible to suppress frequent movement of the ship when the ship is substantially held at the target position.

  In the marine vessel maneuvering control method according to the first aspect, the target speed in accordance with the amount of deviation of the ship with respect to the target position in the predetermined direction is set, and the target in the predetermined direction is set based on the target speed and the actual speed. The propulsive force of the propulsion device is controlled so that the ship is substantially held at the position. Thereby, even if it is a case where a ship has shifted | deviated from the target position in a predetermined | prescribed direction, a ship can be moved so that deviation | shift amount may be made small, considering an actual speed. Thereby, the ship can be substantially held at the target position by correcting the deviation from the target position in the predetermined direction.

  In the marine vessel maneuvering control method according to the first aspect, preferably, the magnitude of the propulsive force is controlled based on the difference between the target speed and the actual speed. If comprised in this way, a ship can be reliably moved so that deviation | shift amount may be made small, considering actual speed.

  In the marine vessel maneuvering control method according to the first aspect, preferably, in addition to controlling the magnitude of the propulsive force, the direction of the propulsive force is controlled based on the target speed and the actual speed. If comprised in this way, a ship can be substantially hold | maintained more reliably at a target position by controlling the direction of propulsive force.

  In this case, preferably, when the absolute value of the deviation amount is equal to or less than the deviation amount threshold value, the magnitude and direction of the propulsive force are controlled with the target speed corresponding to the deviation amount set to substantially zero. In addition, the content of “reducing the target speed to approximately zero” includes the case where the target speed is completely zero and the case where the target speed is not completely zero but is close to zero. Yes. By configuring in this way, when the absolute value of the deviation amount is equal to or less than the deviation amount threshold and the ship is located in the vicinity of the target position, by generating the propulsive force with the target speed set to substantially zero, The magnitude and direction of the propulsive force of the propulsion device can be controlled so that the ship does not move from the vicinity of the target position.

  In the marine vessel maneuvering control method according to the first aspect, preferably, the target azimuth is received, the deviation angle of the vessel with respect to the target azimuth is acquired, and the vessel is propelled so as to be substantially held in the target azimuth based on the deviation angle. Control the turning angle of the machine. If comprised in this way, a ship can be substantially hold | maintained so that it may face a target azimuth | direction in a target position.

  In this case, preferably, the turning angle is controlled based on the shift state. Here, when the turning angle of the propulsion device is a predetermined angle, the rotation direction of the ship when the propulsion device is driven when the shift state is a forward state, and the shift state is a reverse state The direction of rotation of the ship is reversed when the propulsion device is driven. Therefore, in the ship maneuvering control method according to the first aspect, by controlling the turning angle based on the shift state, it is possible to correctly control the turning angle of the propulsion unit corresponding to the shift state. It can suppress reliably that a ship rotates in the direction away from a target azimuth | direction.

  In the marine vessel maneuvering control method for controlling the turning angle based on the shift state, preferably, when the shift state is a neutral state, the shift state is switched to the shift-in state to control the turning angle. With this configuration, even if the shift state is a neutral state and no propulsive force is generated from the propulsion device, it can be switched to the shift-in state in which the propulsion force is generated from the propulsion device. Thus, the direction of the ship can be corrected by reliably rotating and moving the ship.

  In the marine vessel maneuvering control method for controlling the turning angle, the turning angle is preferably controlled when the absolute value of the deviation angle is equal to or greater than a deviation angle threshold. By configuring in this way, it is possible to suppress the turning angle from being controlled so as to correct the direction of the ship even if the absolute value of the deviation angle is less than the deviation angle threshold value. It is possible to suppress the movement of the ship frequently.

  In the marine vessel maneuvering control method according to the first aspect, preferably, the predetermined direction is a front-rear direction with respect to the target direction. If comprised in this way, the shift | offset | difference of the ship with respect to a target position can be suppressed in the front-back direction with respect to a target azimuth | direction.

  In the marine vessel maneuvering control method according to the first aspect, preferably, the absolute value of the target speed corresponding to the amount of deviation is set to a predetermined upper limit value or less. With this configuration, when moving a ship that deviates from the target position to the target position, the ship moves to a position deviated again beyond the target position due to the absolute value of the target speed being excessively large. Can be suppressed.

  In the ship maneuvering control method according to the first aspect, preferably, the magnitude of the propulsive force is controlled by intermittent control in which the shift state is alternately switched between the shift-in state and the neutral state. If comprised in this way, since a small propulsive force can be easily generated in a propulsion machine by intermittent control, a propulsive force can be controlled more precisely and a ship can be more reliably substantially held at a target position.

  In the ship maneuvering control method according to the first aspect, preferably, one propulsion is performed so that the ship driven by one propulsion device is substantially held at the target position based on the target speed and the actual speed. Control the propulsion power of the aircraft. By applying the above-described ship maneuvering control method, the ship can be easily moved to the target position even when the ship has only one propulsion device.

  In the marine vessel maneuvering control method according to the first aspect, preferably, the target speed is set according to the deviation amount based on the map showing the correspondence between the deviation amount and the target speed. If comprised in this way, the target speed according to deviation | shift amount can be acquired and set easily.

  In the ship maneuvering control method for controlling the magnitude of the propulsive force based on the difference between the target speed and the actual speed, preferably, the magnitude of the propulsive force is set based on the difference between the target speed and the actual speed. The speed of the ship is adjusted by adjusting in steps. If comprised in this way, when adjusting the speed of a ship, it can suppress that the control regarding the magnitude | size of a thrust is complicated.

  A marine vessel maneuvering control system according to a second aspect of the present invention includes a propulsion device, a position setting accepting unit that accepts setting of a target position, and a deviation that acquires, as a deviation amount, a distance of the vessel from the target position in a predetermined direction. A target speed setting unit that sets a target speed according to the amount of deviation, an actual speed detection unit that detects an actual speed of the ship, and a ship at a target position based on the target speed and the actual speed. And a control unit that controls the magnitude of the propulsive force of the propulsion device so that the is substantially held.

  In the marine vessel maneuvering control system according to the second aspect, as in the marine vessel maneuvering control method according to the first aspect, when the marine vessel is substantially held at the target position, it is possible to suppress frequent movement of the marine vessel. In addition, the ship can be substantially held at the target position by correcting the deviation from the target position in the predetermined direction.

  In the marine vessel maneuvering control system according to the second aspect, preferably, the control unit is configured to control the magnitude of the propulsive force based on the difference between the target speed and the actual speed. If comprised in this way, a ship can be reliably moved so that deviation | shift amount may be made small, considering actual speed.

  In the ship maneuvering control system according to the second aspect, preferably, the control unit controls the direction of the propulsive force in addition to controlling the magnitude of the propulsive force based on the target speed and the actual speed. Is configured to do. If comprised in this way, a ship can be substantially hold | maintained more reliably at a target position by controlling the direction of propulsive force.

  In this case, preferably, when the absolute value of the deviation amount is equal to or less than the deviation amount threshold, the control unit sets the magnitude and direction of the propulsive force with the target speed corresponding to the deviation amount set to substantially zero. Configured to control. With this configuration, when the ship is located near the target position, the magnitude and direction of the propulsion force of the propulsion device can be controlled so that the ship does not move from the vicinity of the target position. It is possible to reliably suppress movement from the vicinity of the target position.

  The ship maneuvering control system according to the second aspect described above preferably includes a target azimuth receiving unit that receives setting of the target azimuth, and a deviation angle obtaining unit that obtains a deviation angle of the ship with respect to the target azimuth, and a control unit Is configured to control the turning angle of the propulsion device based on the deviation angle so that the ship is substantially held in the target direction. If comprised in this way, a ship can be substantially hold | maintained so that it may face a target azimuth | direction in a target position.

  A marine vessel maneuvering control method according to a third aspect of the present invention is a marine vessel maneuvering control method provided with a propulsion device, which detects an actual speed of a marine vessel and obtains a target propulsive force based on the actual speed. Based on the target propulsive force, the propulsive force of the propulsion device is controlled so that the ship is substantially held at the target position.

  In the marine vessel maneuvering control method according to the third aspect, as described above, based on the target propulsive force based on the actual speed, the magnitude of the propulsive force of the propulsion device is set so that the ship is substantially held at the target position. Control. As a result, even when the ship is located at a place where there is a flow, the target propulsive force is acquired in consideration of the actual speed of the ship including the flow, and the ship is at the target position based on the target propulsive force. Since the magnitude of the propulsive force of the propulsion device can be controlled so as to be substantially maintained, it is possible to prevent the ship from being moved from the target position due to the flow. Thereby, when a ship is substantially hold | maintained at a target position, it can suppress that a ship moves frequently. In addition, even when the ship deviates from the target position in a predetermined direction, the ship is moved so as to reduce the deviation amount while considering the actual speed by appropriately acquiring the target propulsive force. Can do. Thereby, the ship can be substantially held at the target position by correcting the deviation from the target position in the predetermined direction.

  According to the present invention, as described above, when the ship is substantially held at the target position, frequent movement of the ship can be suppressed.

It is the perspective view which showed the outline of the ship provided with the boat maneuvering control system by one Embodiment of this invention. It is the side view which showed the outline of the outboard motor controlled by the boat maneuvering control system by one Embodiment of this invention. It is the block diagram which showed the outline of the boat maneuvering control system by one Embodiment of this invention. It is the top view showing the outline of the ship provided with the boat maneuvering control system by one embodiment of the present invention. It is the figure which showed the shift | offset | difference-target speed contrast map of the boat maneuvering control system by one Embodiment of this invention. It is a figure for demonstrating the deviation | shift amount of the boat maneuvering control system by one Embodiment of this invention. It is the figure which showed the relationship between the target speed of the boat maneuvering control system by one Embodiment of this invention, an actual speed, and a driving force. It is a figure for demonstrating correction of the deviation angle (positive) of the boat maneuvering control system by one Embodiment of this invention. It is a figure for demonstrating correction of the deviation angle (negative) of the boat maneuvering control system by one Embodiment of this invention. It is the flowchart which showed the control processing in the fixed point maintenance mode of the boat maneuvering control system by one Embodiment of this invention.

  DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments embodying the present invention will be described below with reference to the drawings.

<Ship configuration>
With reference to FIGS. 1-5, the structure of the ship 1 provided with the ship maneuvering control system 100 by one Embodiment of this invention is demonstrated. In the drawing, FWD indicates the forward direction of the ship 1 in the front-rear direction, and BWD indicates the reverse direction of the ship 1. In the figure, R indicates the starboard direction of the ship 1 in the width direction (direction orthogonal to the front-rear direction), and L indicates the port (portside) direction of the ship 1.

  As shown in FIG. 1, the ship 1 includes a hull 2, an outboard motor 3, a steering wheel 4, a remote controller 5, a touch panel 6, a GPS (global positioning system) device 7, an electronic compass 8, And a rudder device 9. As shown in FIG. 2, the outboard motor 3 includes an engine 30, a shift actuator 31, an ECU (engine control unit) 32, a drive shaft 33, a gear portion 34, a propeller shaft 35, and a propeller 36. Contains. As shown in FIG. 3, the remote controller 5 includes an operation unit 50 and a control unit 51. The outboard motor 3 is an example of a “propulsion unit” in the claims, and the touch panel 6 is an example of a “position setting reception unit” and a “target direction reception unit” in the claims. The GPS device 7 is an example of the “actual speed detection unit” in the claims, and the control unit 51 is the “deviation amount acquisition unit”, “target ship speed setting unit”, and “deviation angle acquisition” in the claims. Part "is an example.

  As shown in FIG. 4, the outboard motor 3 extends in the front-rear direction of the ship 1 (the hull 2), and moves on the hull center line A passing through the center in the width direction of the ship 1 and to the rear part of the hull 2. One machine is attached via a rudder device 9. The outboard motor 3 is attached to the hull 2 so as to be rotatable by a predetermined angular range about the vertical axis and the horizontal axis by the steering device 9. The steering angle θ of the outboard motor 3 is an angle formed by the hull center line A and the outboard motor 3 in the horizontal direction. When the outboard motor 3 is rotating clockwise with respect to the hull center line A, the turning angle θ is set to a positive value (+), and the outboard motor 3 is opposite to the hull center line A. In the case of turning clockwise, the turning angle θ is set to a negative value (−).

  As shown in FIG. 2, the engine 30 is provided above the outboard motor 3 and is constituted by an internal combustion engine that is driven by explosion combustion such as gasoline or light oil. The engine 30 is covered with an engine cover.

  The shift actuator 31 is disposed in the vicinity of the engine 30. The shift actuator 31 switches the shift state of the outboard motor 3. Specifically, the shift actuator 31 switches the shift state of the ship 1 to one of a forward state (shift F), a reverse state (shift R), and a neutral state (neutral). When the shift state is a forward state, the propulsive force of the outboard motor 3 is generated toward the FWD side. When the shift state is the reverse state, the propulsive force of the outboard motor 3 is directed toward the BWD side. And the propulsive force of the outboard motor 3 is not generated when the shift state is the neutral state. The shift actuator 31 switches the gear state 34 and switches the shift state.

  The ECU 32 controls the driving of the engine 30 as shown in FIG. Specifically, the ECU 32 controls the drive of the engine 30 by controlling the shift actuator 31 and the like.

  As shown in FIG. 2, the drive shaft 33 is coupled to the crankshaft of the engine 30 so that the power of the engine 30 can be transmitted. The drive shaft 33 is disposed so as to extend in the vertical direction. The gear portion 34 is disposed below the outboard motor 3. The gear portion 34 decelerates the rotation of the drive shaft 33 and transmits it to the propeller shaft 35. That is, the gear portion 34 transmits the driving force of the drive shaft 33 that rotates about the rotation axis extending in the vertical direction to the propeller shaft 35 that rotates about the rotation axis extending in the front-rear direction.

  The propeller 36 (screw) is connected to the propeller shaft 35. The propeller 36 is driven to rotate about a rotation axis extending in the front-rear direction. The propeller 36 generates a propulsive force in the axial direction by rotating in water. The propeller 36 advances or reverses the hull 2 according to the rotation direction switched according to the shift state.

  As shown in FIG. 1, the steering wheel 4 is provided for steering the hull 2 (steering the outboard motor 3). Specifically, the steering wheel 4 is connected to the steering device 9. The steering device 9 rotates the outboard motor 3 in the horizontal direction based on the operation of the steering wheel 4.

  The remote controller 5 is provided for operating the shift state and propulsive force of the outboard motor 3. Specifically, the remote controller 5 is connected to the outboard motor 3. The shift state and propulsive force of the outboard motor 3 are controlled by the control unit 51 based on the operation of the operation unit 50 of the remote controller 5. A storage unit (not shown) of the control unit 51 stores a deviation amount-target speed reference map (see FIG. 5) described later, and the storage unit of the control unit 51 stores a target position Tp (target point O) described later. And the target orientation Td1 can be stored.

  The touch panel 6 displays information on the ship 1 and is used for operating the movement of the hull 2 and for selecting and switching modes of the operating state of the ship 1 (for example, autopilot mode, fixed point holding mode, etc.). It is done. The touch panel 6 receives whether or not to hold the fixed point of the ship 1 by a user operation.

  The GPS device 7 is provided for measuring the current position P and the actual speed of the ship 1. The GPS device 7 detects the actual speed of the ship 1 based on the detected temporal change in the position of the ship 1. The current position and actual speed of the ship 1 detected by the GPS device 7 are transmitted to the control unit 51.

  The electronic compass 8 is provided for measuring the bow direction (FWD) of the ship 1. The bow direction of the ship 1 detected by the electronic compass 8 is transmitted to the control unit 51 as the actual direction D of the ship 1.

<Configuration of ship maneuvering control system>
As shown in FIG. 3, the boat maneuvering control system 100 includes an outboard motor 3, a remote controller 5, a touch panel 6, a GPS device 7, an electronic compass 8, and a turning device 9. The boat maneuvering control system 100 shifts to the fixed point holding mode of the ship 1 when receiving a setting for shifting to the fixed point holding mode of the ship 1 through the touch panel 6 by the user.

<Description of fixed point hold mode>
Next, control processing of the control unit 51 of the remote controller 5 in the fixed point holding mode will be described with reference to FIGS.

  As shown in FIG. 6, when the control unit 51 receives a setting to shift to the fixed point holding mode, the current position (target point O) of the ship 1 transmitted from the GPS device 7 (see FIG. 1), The actual orientation D (target orientation Td1) of the ship 1 transmitted from the electronic compass 8 (see FIG. 1) is stored. The control unit 51 sets the front-rear direction of the ship 1 when the setting of shifting to the fixed point holding mode is received as the target direction Td. Note that the FWD side of the target direction Td is the target direction Td1 with respect to the target direction Td. The target direction Td is an example of the “predetermined direction” in the claims.

(Control over deviation)
The control unit 51 controls the deviation amount G as the fixed point holding control. At this time, the control unit 51 sets the target position Tp on a line B that passes through the target point O and extends in a direction orthogonal to the target direction Td. Then, based on the current position P of the ship 1 transmitted from the GPS device 7 and the set target position Tp, the control unit 51 is separated from the current position P of the ship 1 with respect to the target position Tp in the target direction Td. The distance is acquired as the shift amount G. When the ship 1 is displaced toward the target orientation Td1 with respect to the target position Tp, the displacement amount G is set to a positive value (+), and the ship 1 is located on the opposite side of the target orientation Td1 with respect to the target position Tp. When there is a shift, the shift amount G is set to a negative value (−).

  The control unit 51 sets the target speed of the ship 1 from the deviation amount G. At this time, the control unit 51 sets the target speed of the ship 1 based on the deviation amount-target speed reference map (hereinafter abbreviated as “map”) shown in FIG. When the absolute value of the deviation amount G is equal to or less than the first deviation amount threshold G1 (within the first deviation amount range), the target speed is set to 0 km / h (zero) based on the map. When the absolute value of the deviation amount G is larger than the first deviation amount threshold value G1 and equal to or smaller than the second deviation amount threshold value G2 (within the second deviation amount range), the target speed is set in the direction of decreasing the deviation amount based on the map. Is set. That is, when the deviation amount G is a positive value, the target speed is opposite (negative value) to the target direction Td1, and when the deviation amount G is a negative value, the target speed is the target value. The direction (positive value) is the azimuth Td1. At this time, as the absolute value of the deviation amount G increases, the absolute value of the target speed increases linearly. When the absolute value of the deviation amount G is larger than the second deviation amount threshold G2 (within the third deviation amount range), the target speed is set in the direction of decreasing the deviation amount based on the map. At this time, regardless of the absolute value of the deviation G, the absolute value of the target speed is set to a predetermined upper limit value. For example, in FIG. 5, regardless of the absolute value of the deviation amount G, the absolute value of the target speed is set to 3 km / h or less. This predetermined upper limit value (3 km / h) is sufficiently smaller than the maximum speed of the outboard motor 3.

  Here, in the present embodiment, as shown in FIG. 7, the control unit 51 sets the ship 1 at the target position Tp in the target direction Td based on the target propulsive force based on the actual speed transmitted from the GPS device 7. By controlling the magnitude and direction (shift state) of the propulsive force of the outboard motor 3 so as to be substantially held, the fixed point holding control of the ship 1 is performed. Specifically, the control unit 51 sets the ship at the target position Tp in the target direction Td based on the target propulsive force according to the difference between the target speed of the ship 1 set based on the deviation amount G and the actual speed. The magnitude and direction of the propulsive force of the outboard motor 3 are controlled so that 1 is substantially held. This control is performed every predetermined control period. Even if the difference between the target speed and the actual speed (target speed−actual speed) is zero, the deviation amount G is not always zero.

  An example of specific control by the control unit 51 in the case of the ship 1a of FIG. 6 is shown in FIG. Until the absolute value of the deviation amount G exceeds the first deviation amount threshold (until time t1), the target speed based on the deviation amount G is set to zero. Since the actual speed is negative (−), the shift state becomes the forward state (shift F) so that the actual speed is canceled, and propulsive force in the forward direction (FWD) is generated. Since the negative actual speed is canceled out by the propulsive force in the forward direction, the difference between the target speed and the actual speed becomes small, and the target speed approaches zero.

  Since the difference between the target speed and the actual speed is positive, the propulsive force in the forward direction increases. At this time, as the absolute value of the difference between the target speed and the actual speed increases, the amount of increase in propulsive force in the forward direction is controlled to increase.

  When the absolute value of the deviation amount G exceeds the first deviation amount threshold at time t1, the target speed is newly set according to the deviation amount G, and according to the difference between the newly set target speed and the actual speed. Therefore, an increase in propulsive force in the forward direction is required. FIG. 7 illustrates a case where the target speed is newly set so as to become a positive value according to the deviation amount G.

  When the difference between the target speed and the actual speed becomes negative at time t2, the propulsive force in the forward direction decreases. At this time, as the absolute value of the difference between the target speed and the actual speed increases, the amount of decrease in propulsive force in the forward direction increases. Thus, based on the difference between the target speed and the actual speed, the speed of the ship 1 is adjusted by gradually increasing or decreasing the magnitude of the propulsive force in the forward direction.

  When the absolute value of the deviation amount G becomes equal to or smaller than the first deviation amount threshold at time t3, the target speed is newly set according to the deviation amount G, and according to the difference between the newly set target speed and the actual speed. Therefore, an increase in propulsive force in the forward direction is required. FIG. 7 illustrates a case where the target speed is newly set so as to become zero according to the deviation amount G. In this way, the control unit 51 determines the magnitude and direction of the propulsive force of the outboard motor 3 so that the ship 1 is substantially held at the target position Tp so that the shift amount G is reduced in consideration of the actual speed. Controlled by

  Note that the direction of the propulsive force of the outboard motor 3 does not always cancel the actual speed. For example, even when the actual speed is zero, when there is a flow such as a wave, the outboard motor 3 is controlled by the control unit 51 so that the direction of the propulsive force is opposite to the flow. There is a case.

  In the example of the specific control by the control unit 51 in the case of the ship 1b in FIG. 6, the sign of the target speed and the actual speed in FIG. 7 are reversed, and the shift state is reverse from the forward state (shift F). Instead of state (shift R).

  The control unit 51 controls the magnitude of the propulsive force of the outboard motor 3 by adjusting the engine speed, the throttle opening, etc., or performing intermittent control (pattern shift) via the ECU 32. In addition, intermittent control is control which switches a shift state to a shift-in state (advancing state or reverse drive state) and a neutral state alternately, and the control part 51 is the period of a shift-in state, and the period of a neutral state. By adjusting the ratio, the magnitude of the propulsive force of the outboard motor 3 can be controlled more finely. The control unit 51 controls the direction of the propulsive force of the outboard motor 3 by switching the shift state to the forward state or the reverse state.

  Here, an example of the control when the ship 1 is separated from the target position Tp is shown. As an example, the deviation amount G is a value satisfying G1 ≦ G <G2, the target speed based on the deviation amount G of the ship 1 in the target direction Td is −2 km / h, the flow of waves and the outboard motor 3 Assume that the actual speed of the ship 1 due to the driving of 1 km / h is 1 km / h. In this case, the difference between the target speed and the actual speed is −3 (= −2-1) km / h. Then, the control unit 51 controls the size and direction of the outboard motor 3 based on the target propulsive force using the propulsive force corresponding to the difference (−3 km / h) as the target propulsive force. As a result, the propulsive force of the ship 1 is generated by the control unit 51 in the direction of decreasing the deviation amount G and in the direction of canceling the actual speed (the direction opposite to the target direction Td1). It approaches the target position Tp.

  Next, an example of the control when the ship 1 is not separated from the target position Tp (in the vicinity of the target position Tp) will be described. As an example, a case where the deviation amount G is a value satisfying −G1 ≦ G ≦ G1, the target speed of the ship 1 in the target direction Td is 0 km / h, and the actual speed of the ship 1 is 1 km / h. Suppose. In this case, the difference between the target speed and the actual speed is -1 (= 0-1) km / h. Then, the control unit 51 controls the size and direction of the outboard motor 3 based on the target propulsive force with the propulsive force corresponding to the difference (−1 km / h) as the target propulsive force. As a result, the propulsive force of the ship 1 is generated in the magnitude and direction (direction opposite to the target direction Td1) that cancels the actual speed by the control unit 51, so that the ship 1 is substantially held at the target position Tp. .

  Note that the control unit 51 performs propulsion corresponding to a speed (for example, -0.5 km / h) having a smaller absolute value than a difference (for example, -1 km / h) or a speed (for example, -1.5 km / h). Using the force as the target propulsive force, the size and direction of the outboard motor 3 may be controlled based on the target propulsive force. For example, the control unit 51 may perform control such that the propulsive force corresponding to a large speed only in the initial stage of the control with respect to the deviation amount G is set as the target propulsive force.

(Control for deviation angle)
In addition to the control for the shift amount G, the control unit 51 also performs control for the shift angle α as the fixed point holding control. Specifically, as shown in FIG. 8, the control unit 51 sets the target orientation Td1 based on the actual orientation D at the current position P of the ship 1 transmitted from the electronic compass 8 and the set target orientation Td1. And the actual direction D is acquired as a shift angle α. At this time, when the ship 1 is shifted clockwise with respect to the target direction Td1, the shift angle α is set to a positive value (+), and the ship 1 is shifted counterclockwise with respect to the target direction Td1. In this case, the shift angle α is set to a negative value (−).

  When the magnitude of the absolute value of the deviation angle α is equal to or larger than the deviation angle threshold, the control unit 51 corrects the deviation angle α and rotates the outboard motor 3 so that the ship 1 is substantially held in the target direction Td1. The steering angle θ is controlled. The deviation angle threshold is about 10 degrees, for example. At this time, the control unit 51 controls the turning angle θ of the outboard motor 3 based on the shift state of the ship 1.

  Specifically, when the shift angle α is a positive value and the shift state is a forward state, the control unit 51 determines that the turning angle θ of the outboard motor 3 is a positive value, and The steering device 9 is controlled so that the angle is as large as possible. Then, by causing the outboard motor 3 to generate a predetermined propulsive force, a force for rotating the ship 1 counterclockwise around the center of gravity of the ship 1 is generated. As a result, the ship 1 is rotated so as to approach the target direction Td1. Here, by making the turning angle θ as large as possible, the turning radius of the ship 1 can be reduced, so that a large deviation amount G is caused by correcting the deviation angle α. It is possible to suppress.

  When the shift angle α is a positive value and the shift state is the reverse drive state, the control unit 51 determines that the turning angle θ of the outboard motor 3 is a negative value and is as large as possible. The steering device 9 is controlled so as to become. Then, by generating a predetermined propulsive force in the outboard motor 3, a force for rotating the ship 1 counterclockwise around the center of gravity of the ship 1 is generated as in the case where the shift state is the forward state. As a result, the ship 1 is rotated so as to approach the target direction Td1.

  As shown in FIG. 9, when the shift angle α is a negative value and the shift state is a forward state, the control unit 51 sets the steering angle θ of the outboard motor 3 to a negative value. When the shift state is the reverse drive state, the control unit 51 performs control so that the turning angle θ of the outboard motor 3 becomes a positive value. Thereby, the force which rotates the ship 1 clockwise centering on the gravity center of the ship 1 generate | occur | produces, and the ship 1 is rotated so that the target direction Td1 may be approached.

  When the amount G is generated along with the rotation of the ship 1, control corresponding to the deviation amount G is performed by the control unit 51.

  When the shift state is the neutral state, the control unit 51 forcibly switches the shift state to the forward state (sets the shift-in state), and controls the turning angle θ of the outboard motor 3 as described above. To do.

(Control processing in fixed point hold mode)
Next, control processing in the fixed point holding mode of the boat maneuvering control system 100 of the present embodiment will be described using the flowchart of FIG. This control process is performed by the control unit 51 every predetermined control period.

  In step S1 of FIG. 10, it is determined whether or not the current fixed point holding mode is set. If it is the current fixed point holding mode, the process proceeds to step S4. If it is not the current fixed point holding mode, it is determined in step S2 whether or not the setting of the fixed point holding mode has been accepted. If the setting of the fixed point holding mode has not been received, the fixed point holding control is not performed and the process returns to step S1. If the setting of the fixed point holding mode is accepted, in step S3, the current position (target point O) of the ship 1 at the time of setting the fixed point holding mode and the actual direction D (target direction Td1) of the ship 1 are stored. Proceed to step S4.

  In step S4, a deviation amount G is detected, and in step S5, a target speed corresponding to the deviation amount G is set based on the map. In step S6, the actual speed is obtained. In step S7, the outboard motor 3 is controlled so that the ship 1 is substantially held at the target position Tp in the target direction Td based on the difference between the target speed and the actual speed. Get the propulsion magnitude and direction.

  In step S8, the shift angle α is detected, and in step S9, it is determined whether or not the shift angle α is greater than or equal to the shift angle threshold. If the deviation angle α is less than the deviation angle threshold value, in step S10, the steered device 9 is driven and controlled so that the turning angle θ of the ship 1 is approximately 0 degrees, and in step S11, acquired in step S7. The outboard motor 3 is controlled so as to have the size and orientation (forward or reverse) of the outboard motor 3, and the process returns to step S1.

  If the deviation angle α is greater than or equal to the deviation angle threshold value in step S9, it is determined in step S12 whether or not the shift state of the ship 1 is a neutral state. If the shift state is the shift-in state and is not neutral, the process proceeds to step S14. If the shift state is a neutral state, in step S13, the shift state is forcibly switched to the forward state, and the process proceeds to step S14.

  In step S14, the steering angle θ corresponding to the shift state is acquired. That is, the turning angle θ is acquired based on the sign of the shift angle α and the shift state (forward or reverse). In step S15, the steering device 9 is drive-controlled so that the steering angle θ is obtained. Thereby, even when the shift state is changed in the middle, it is possible to acquire and set an appropriate turning angle θ.

  In step S16, the outboard motor 3 is controlled so as to be the size and orientation of the outboard motor 3 acquired in step S7 in the target direction Td. Thereby, in the control part 51, control with respect to deviation | shift amount G and control with respect to deviation | shift angle (alpha) are performed simultaneously. Then, by returning to step S1, feedback control is performed.

(Effect of embodiment)
In the above embodiment, the following effects can be obtained.

  In the present embodiment, as described above, the control unit 51 detects the actual speed of the ship 1, and the ship 1 is substantially held at the target position Tp in the target direction Td based on the target speed and the actual speed. Thus, the magnitude of the propulsive force of the outboard motor 3 is controlled. Thereby, even if the ship 1 is located at a place where there is a flow, the ship 1 is substantially held at the target position Tp in consideration of the actual speed of the ship 1 including the flow. Since the magnitude of the propulsive force of the outer unit 3 can be controlled, frequent movement of the ship 1 can be suppressed when the ship 1 is substantially held at the target position Tp.

  In the present embodiment, as described above, the control unit 51 sets the target speed according to the deviation amount G of the ship 1 with respect to the target position Tp in the target direction Td, and based on the target speed and the actual speed, The magnitude of the propulsive force of the outboard motor 3 is controlled so that the ship 1 is substantially held at the target position Tp in the target direction Td. Thereby, even when the ship 1 is deviated from the target position Tp in the target direction Td, the target speed corresponding to the deviation amount G is set, and the outboard motor 3 is propelled based on the target speed and the actual speed. Since the magnitude of the force is controlled, the ship 1 can be moved so as to reduce the deviation G while appropriately acquiring the target propulsive force and considering the actual speed. As a result, the ship 1 can be substantially held at the target position Tp by correcting the deviation from the target position Tp in the target direction Td.

  In the present embodiment, as described above, the control unit 51 controls the magnitude of the propulsive force based on the difference between the target speed and the actual speed. Thereby, the ship 1 can be reliably moved so as to reduce the shift amount G in consideration of the actual speed.

  In the present embodiment, as described above, the control unit 51 substantially holds the ship 1 at the target position Tp more reliably by controlling the direction of the propulsive force in addition to controlling the magnitude of the propulsive force. can do.

  In the present embodiment, as described above, when the absolute value of the deviation amount G is equal to or smaller than the first deviation amount threshold value G1, the control unit 51 sets the target speed corresponding to the deviation amount G to substantially zero. Control the magnitude and direction of propulsion. As a result, when the absolute value of the deviation amount G is equal to or less than the first deviation amount threshold G1 and the ship 1 is positioned in the vicinity of the target position Tp, the propulsive force is generated with the target speed set to substantially zero. The magnitude and direction of the propulsive force of the outboard motor 3 can be controlled so that the ship 1 does not move from the vicinity of the target position Tp. As a result, it is possible to reliably suppress the movement of the ship 1 from the vicinity of the target position Tp.

  In the present embodiment, as described above, the control unit 51 receives the orientation of the ship 1 when receiving the setting of the target position Tp as the target orientation Td1, acquires the deviation angle α of the ship 1 with respect to the target orientation Td1, Based on the deviation angle α, the turning angle θ of the outboard motor 3 is controlled so that the ship 1 is substantially held in the target direction Td1. Thereby, the ship 1 can be substantially held so as to face the target direction Td1 at the target position Tp.

  In the present embodiment, as described above, the control unit 51 controls the turning angle θ based on the shift state. As a result, the turning angle θ of the outboard motor 3 can be correctly controlled in accordance with the shift state, so that the boat 1 can be reliably prevented from rotating in the direction away from the target direction Td1.

  In the present embodiment, as described above, when the shift state is the neutral state, the control unit 51 switches the shift state to the shift-in state (forward state) and controls the turning angle θ. As a result, even if the shift state is a neutral state and no propulsive force is generated from the outboard motor 3, it is switched to the shift-in state in which the propulsive force is generated from the outboard motor 3. The direction of the ship 1 can be corrected by reliably rotating the ship 1 so as to face.

  In the present embodiment, as described above, the control unit 51 controls the turning angle θ when the absolute value of the deviation angle α is equal to or larger than the deviation angle threshold. As a result, even if the absolute value of the deviation angle α is less than the deviation angle threshold value, it is possible to prevent the turning angle θ from being controlled so as to correct the direction of the ship 1. While being able to reduce the control load of the part 51, it can suppress that the ship 1 moves frequently.

  In the present embodiment, as described above, since the target direction Td is the front-rear direction with respect to the target direction Td1, the deviation of the ship 1 with respect to the target position Tp can be suppressed in the front-rear direction with respect to the target direction Td1.

  In the present embodiment, as described above, the absolute value of the target speed corresponding to the deviation amount G is set to a predetermined upper limit value (for example, 3 km / h) or less, so that the ship 1 deviated from the target position Tp is detected. When moving to the target position Tp, it is possible to suppress the ship 1 from moving to a position shifted again beyond the target position Tp due to the absolute value of the target speed being excessively large.

  In the present embodiment, as described above, the control unit 51 controls the magnitude of the propulsive force by the intermittent control that alternately switches the shift state between the shift-in state and the neutral state. Thereby, since the small propulsive force can be easily generated in the outboard motor 3 by the intermittent control, the propulsive force can be controlled more precisely and the ship 1 can be held substantially more reliably at the target position Tp.

  In the present embodiment, as described above, the control unit 51 substantially holds the ship 1 driven by one outboard motor 3 at the target position Tp based on the target speed and the actual speed. The magnitude of the propulsive force of one outboard motor 3 is controlled. Accordingly, when the ship 1 is substantially held at the target position Tp in the target direction Td (position on the line B passing through the target point O and orthogonal to the target direction Td), the target position Tp is only the target point O. As compared with, the ship 1 can be easily moved to the target position Tp even when the ship 1 has only one outboard motor 3.

  In the present embodiment, as described above, the control unit 51 sets the target speed according to the deviation amount G based on the map showing the correspondence between the deviation amount G and the target speed. Thereby, the target speed according to the deviation amount G can be easily obtained and set.

  In the present embodiment, as described above, the control unit 51 adjusts the speed of the ship 1 by gradually adjusting the magnitude of the propulsive force based on the difference between the target speed and the actual speed. Thereby, when adjusting the speed of the ship 1, it can suppress that control regarding the magnitude | size of a thrust is complicated.

(Modification)
It should be thought that embodiment disclosed this time is an illustration and restrictive at no points. The scope of the present invention is shown not by the above description of the embodiment but by the scope of claims for patent, and further includes all modifications (modifications) within the meaning and scope equivalent to the scope of claims for patent.

  For example, in the above embodiment, an example in which an outboard motor attached to the outside of the hull is used as a propulsion device has been described, but the present invention is not limited to this. As the propulsion device, an inboard motor installed in the hull may be used, or an inboard / outboard motor (stern drive) provided inside and outside the hull may be used.

  In the said embodiment, although the example which uses the control part provided in the remote control was shown as a deviation | shift amount acquisition part of this invention, a target ship speed setting part, and a deviation angle acquisition part, this invention is not limited to this. The deviation amount acquisition unit, the target ship speed setting unit, and the deviation angle acquisition unit of the present invention may be provided in a device other than the hull remote control such as a propulsion unit, for example.

  In the above-described embodiment, an example in which the control unit performs not only control on the shift amount but also control on the shift angle in the fixed point holding mode is shown, but the present invention is not limited to this. In the present invention, in the fixed point holding mode, the control unit only performs control on the shift amount and does not have to perform control on the shift angle.

  In the above embodiment, an example in which the control unit controls the magnitude of the propulsive force based on the difference between the target speed and the actual speed has been described, but the present invention is not limited to this. In the present invention, if the control unit controls the magnitude of the propulsive force based on the target speed and the actual speed, the magnitude of the propulsive force is based on a parameter other than the difference between the target speed and the actual speed. May be controlled.

  In the above-described embodiment, the example in which the control unit acquires and sets the target speed corresponding to the deviation amount based on the map in which the upper limit value is set is shown, but the present invention is not limited to this. In the present invention, the control unit may acquire and set the target speed corresponding to the deviation amount by a method other than the map, or may not provide an upper limit value of the absolute value of the target speed.

  In the said embodiment, although the predetermined direction used as the reference | standard of deviation | shift amount and a target position was shown as the front-back direction of the ship at the time of receiving the setting of a target position, this invention is not limited to this. For example, a predetermined direction such as the width direction of the ship when the setting of the target position is accepted may be a direction other than the front and rear direction of the ship when the setting of the target position is accepted (for example, a predetermined oblique direction). .

  In the said embodiment, although the example in which one outboard motor as a propulsion machine was provided in the ship was shown, this invention is not limited to this. In the present invention, a plurality of propulsion devices may be provided on the ship. For example, when two outboard motors are installed in a ship, the deviation angle can be corrected by adjusting the turning angle of the two outboard motors, compared to the case where there is only one outboard motor. Can be performed more efficiently.

  Although the example which detects the actual speed of a ship using a GPS apparatus was shown in the said embodiment, this invention is not limited to this. In the present invention, the actual speed of the ship may be detected by a device other than the GPS device. For example, the actual speed of the ship may be detected from the difference between the static pressure and the dynamic pressure using a Pitot tube, or the actual speed of the ship may be detected from the rotational speed of the water turbine using a water turbine device. Also good.

  In the above embodiment, the control unit has shown an example of controlling the turning angle of the outboard motor by forcibly switching the shift state to the forward state when the shift state is the neutral state. It is not limited to this. In the present invention, when the shift state is a neutral state, the control unit may control the turning angle of the outboard motor by forcibly switching the shift state to the reverse state. In general, outboard motors can generate propulsive force more efficiently when the shift state is in the forward state. Therefore, when the shift state is the neutral state, the shift state is forced to the forward state. It is preferable to switch automatically.

  In the above embodiment, the control unit controls the outboard motor so that the turning angle is as large as possible when controlling the turning angle of the outboard motor so that the ship is substantially held in the target direction. Although the example which controls a steering angle was shown, this invention is not limited to this. In the present invention, the control unit acquires the turning angle from the state of the ship and the like when controlling the turning angle of the outboard motor so that the ship is substantially held in the target direction. The turning angle of the outboard motor may be controlled so that

  In the said embodiment, although the example which receives a target position and a target azimuth | direction by accepting the setting which transfers to the fixed point holding | maintenance mode of a ship via a touch panel was shown, this invention is not limited to this. For example, the target position and target direction may be received when arriving at the destination in the autopilot mode, or when the steering operation is stopped when the user operates the ship by steering. The direction may be accepted. Note that, even when the user navigates with a joystick instead of steering, the target position and target orientation may be received when the operation of the joystick is stopped, as in the case of steering. Furthermore, the target position and the target direction may be received separately based on input from a touch panel or the like. Furthermore, only the target position may be received without receiving the target direction.

  In the above embodiment, the control unit sets the target speed to 0 km / when the absolute value of the deviation amount is equal to or less than the first deviation amount threshold (within the first deviation amount range) and the current position of the ship is near the target position. Although an example of setting to h (zero) has been shown, the present invention is not limited to this. In the present invention, the control unit may set the target speed to a speed other than 0 km / h even when the current position of the ship is near the target position. At this time, the target speed is preferably close to 0 km / h.

  In the above embodiment, for convenience of explanation, the processing operation of the control unit has been described using a flow-driven flowchart that performs processing in order along the processing flow, but the present invention is not limited to this. In the present invention, the processing operation of the actuator control unit may be performed by event driven type (event driven type) processing that executes processing in units of events. In this case, it may be performed by a complete event drive type or a combination of event drive and flow drive.

1, 1a, 1b Ship 3 Outboard motor (propulsion device)
6 Touch panel (position setting reception unit, target orientation reception unit)
7 GPS device (actual speed detector)
51 Control part (deviation amount acquisition part, target ship speed setting part, deviation angle acquisition part)
100 Maneuvering control system G Deviation amount Td Target direction (predetermined direction)
Td1 Target direction Tp Target position α Deviation angle θ Turning angle

Claims (20)

A ship maneuvering control method for a ship provided with a propulsion device,
Accept the target position setting,
In a predetermined direction, the distance of the ship with respect to the target position is acquired as a deviation amount,
Set a target speed according to the amount of deviation,
Detecting the actual speed of the ship,
A marine vessel maneuvering control method for controlling a magnitude of a propulsion force of the propulsion device based on the target speed and the actual speed so that the marine vessel is substantially held at the target position in the predetermined direction.   The marine vessel maneuvering control method according to claim 1, wherein the magnitude of the propulsive force is controlled based on a difference between the target speed and the actual speed.   The marine vessel maneuvering control method according to claim 1 or 2, wherein, in addition to controlling the magnitude of the propulsive force, the direction of the propulsive force is controlled based on the target speed and the actual speed.   4. When the absolute value of the deviation amount is equal to or less than a deviation amount threshold value, the magnitude and direction of the propulsive force are controlled in a state where the target speed corresponding to the deviation amount is set to substantially zero. The marine vessel maneuvering control method according to claim 1. Accept setting of target direction,
Obtaining a deviation angle of the ship with respect to the target direction;
5. The marine vessel maneuvering control method according to claim 1, wherein a turning angle of the propulsion device is controlled based on the deviation angle so that the marine vessel is substantially held in the target azimuth.   The marine vessel maneuvering control method according to claim 5, wherein the steered angle is controlled based on a shift state.   The marine vessel maneuvering control method according to claim 6, wherein when the shift state is a neutral state, the steered angle is controlled by switching the shift state to a shift-in state.   The marine vessel maneuvering control method according to any one of claims 5 to 7, wherein the turning angle is controlled when an absolute value of the deviation angle is equal to or larger than a deviation angle threshold value.   The marine vessel maneuvering control method according to claim 1, wherein the predetermined direction is a front-rear direction with respect to a target direction.   The marine vessel maneuvering control method according to any one of claims 1 to 9, wherein an absolute value of the target speed according to the deviation amount is set to a predetermined upper limit value or less.   The marine vessel maneuvering control method according to any one of claims 1 to 10, wherein the magnitude of the propulsive force is controlled by intermittent control in which the shift state is alternately switched between a shift-in state and a neutral state.   Based on the target speed and the actual speed, the propulsive force of the one propulsion device is set so that the ship driven by the one propulsion device is substantially held at the target position in the predetermined direction. The marine vessel maneuvering control method according to any one of claims 1 to 11, wherein the size is controlled.   The marine vessel maneuvering control according to any one of claims 1 to 12, wherein the target speed is set according to the deviation amount based on a map indicating a correspondence relationship between the deviation amount and the target speed. Method.   The marine vessel maneuvering control method according to claim 2, wherein the speed of the ship is adjusted by stepwise adjusting the magnitude of the propulsive force based on a difference between the target speed and the actual speed. A propulsion machine,
A position setting receiving unit for receiving setting of the target position;
In a predetermined direction, a deviation amount acquisition unit that acquires, as a deviation amount, a separation distance of the ship with respect to the target position;
A target speed setting unit for setting a target speed according to the deviation amount;
An actual speed detector for detecting an actual speed of the ship;
A control unit that controls the magnitude of the propulsion force of the propulsion device based on the target speed and the actual speed so that the ship is substantially held at the target position in the predetermined direction; Ship maneuvering control system.   The marine vessel maneuvering control system according to claim 15, wherein the control unit is configured to control the magnitude of the propulsive force based on a difference between the target speed and the actual speed.   The control unit is configured to control the direction of the propulsive force in addition to controlling the magnitude of the propulsive force based on the target speed and the actual speed. Or a marine vessel maneuvering control system according to 16;   When the absolute value of the deviation amount is equal to or less than a deviation amount threshold, the control unit controls the magnitude and direction of the propulsive force with the target speed corresponding to the deviation amount set to substantially zero. The marine vessel maneuvering control system according to claim 17, wherein the marine vessel maneuvering control system is configured to do so. A target azimuth receiving unit for receiving the setting of the target azimuth;
A deviation angle obtaining unit for obtaining a deviation angle of the ship with respect to the target azimuth, and
The said control part is comprised so that the turning angle of the said propulsion machine may be controlled so that the said ship may be substantially hold | maintained in the said target azimuth | direction based on the said deviation angle. The marine vessel maneuvering control system according to item 1. A ship maneuvering control method for a ship provided with a propulsion device,
Detecting the actual speed of the ship,
Obtaining a target driving force based on the actual speed,
A marine vessel maneuvering control method for controlling the magnitude of the propulsive force of the propulsion device based on the target propulsive force so that the vessel is substantially held at a target position.

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