CN116075462A

CN116075462A - Ship operation system and ship operation method

Info

Publication number: CN116075462A
Application number: CN202180061985.7A
Authority: CN
Inventors: 大江启司; 风间英辉; 野田嵩; 桧野武宪; 原田芳辉; 绢川悠介
Original assignee: Kawasaki Jukogyo KK
Current assignee: Kawasaki Motors Ltd
Priority date: 2020-12-04
Filing date: 2021-11-26
Publication date: 2023-05-05
Also published as: JPWO2022118753A1; WO2022118753A1; EP4257471A1; KR20230110622A

Abstract

The ship operation system is provided with: a front-rear propeller capable of outputting thrust in any one of the front-rear directions of the hull; a transverse propeller capable of outputting thrust in any direction in the transverse direction of the hull; a ship-mooring machine capable of winding and unwinding a mooring rope, wherein at least 1 mooring machine is respectively arranged on the stern side and the bow side of a ship body; and a ship operation controller for controlling the operations of the front and rear thrusters, the transverse thrusters, and the ship lock. When the ship is brought to shore, the ship operation controller causes the ship to perform a winding operation of the hawser while the hawser is locked to a bollard provided at the dock, and causes at least one of the front and rear thrusters and the transverse thrusters to output thrust for reducing the tension of the hawser.

Description

Ship operation system and ship operation method

Technical Field

The present disclosure relates to a ship operating system and a ship operating method for the arrival and mooring of a ship.

Background

In a series of steps from the arrival of a ship to the arrival of the ship at the shore, operations involving a large mental burden on the ship operator and a large labor burden on the ship operator are involved. For this reason, there is a demand for automation and saving of the above-described series of steps for reducing the burden and improving the safety. However, since a response to random strain against the fluctuation of meteorological sea images in an estuary and excellent cooperation between an in-ship operator and an in-estuary operator are required, most of the operations are still performed depending on the experiences of ship operators and in-ship and in-estuary operators.

Patent document 1 discloses an automatic arrival ship lock for automating the operation of a ship from arrival to mooring. The ship of patent document 1 includes: a front-rear thrust engine that outputs a front-rear thrust of a hull; a bow-side propeller and a stern-side pod propeller capable of outputting a transverse thrust in either of the two side directions of the hull; a bow-side ship lock and a stern-side ship lock, which are capable of winding and unwinding a hawser; a range finder that measures a distance to a dock; and a controller for controlling the bow-side propulsion device, the stern-side pod propulsion device, the bow-side ship-handling machine, and the stern-side ship-handling machine based on the measurement values of the range finder. The controller performs the landing/mooring operations of the ship in the order of the landing mode and the mooring mode. In the landed mode, the controller stops the fore-aft thrust engine, the bow-side ship-tie and the stern-side ship-tie and moves the hull laterally to a ship-tie start position 1m from the quay by the bow-side propeller and the stern-side pod propeller. In the mooring mode, the controller stops the fore and aft thrust engine, the bow side propeller and the stern side pod propeller and pulls the mooring lines through the bow side and stern side moorings, thereby locking the hull to the quay.

Prior art literature

Patent literature

Patent document 1: japanese patent laid-open publication No. 2005-255058

Disclosure of Invention

Problems to be solved by the invention

In the ship of patent document 1, however, the step of moving the hull laterally by the bow-side propeller and the stern-side pod propeller and the step of adjusting and maintaining the landing position of the hull by the bow-side and stern-side shackles are continuously performed, and the thrust of the propeller and the tension of the shackles are not simultaneously generated.

The present disclosure has been made in view of the above-described circumstances, and an object thereof is to efficiently perform a ship operation of landing a ship body by cooperation of a propeller and a ship-mooring machine.

Means for solving the problems

A ship operation system according to an aspect of the present disclosure includes: a front-rear propeller capable of outputting thrust in any one of the front-rear directions of the hull; a transverse propeller capable of outputting thrust in any direction in the transverse direction of the hull; a ship-mooring machine capable of winding and unwinding a mooring rope, wherein at least 1 mooring machine is respectively arranged on the stern side and the bow side of the ship body; and a ship operation controller that controls operations of the fore-and-aft propeller, the lateral propeller, and the ship, wherein the ship operation controller causes the ship to perform a winding operation of the hawser while the hawser is locked to a dolphin provided at the dock when the ship is on the shore, and causes at least one of the fore-and-aft propeller and the lateral propeller to output a thrust force that reduces tension of the hawser.

In one aspect of the present disclosure, a ship is mounted with: a front-rear propeller capable of outputting thrust in any one of the front-rear directions of the hull; a transverse propeller capable of outputting thrust in any direction in the transverse direction of the hull; and a ship-mooring machine capable of winding and paying out a mooring rope, which is arranged at least 1 on each of a stern side and a bow side of the hull, wherein in the ship-operation method, when the hull is brought to shore, the ship-mooring machine is caused to perform winding operation of the mooring rope in a state where the mooring rope is locked to a bollard provided at the quay, and at the same time, at least one of the fore-and-aft propulsion device and the transverse propulsion device is caused to output thrust force for reducing tension of the mooring rope.

Another aspect of the present invention is a ship operation system, comprising: a front-rear propeller capable of outputting thrust in any one of the front-rear directions of the hull; a transverse propeller capable of outputting a transverse thrust force in any direction in the transverse direction of the hull; a ship-mooring machine capable of winding and unwinding a mooring rope, wherein at least 1 mooring machine is respectively arranged on the stern side and the bow side of the ship body; and a ship operation controller that regards the ship-side machine as a propulsion device that outputs thrust corresponding to the tension of the hawser, and that controls the operation of a plurality of propulsion devices including the fore-and-aft propeller, the lateral propeller, and the ship-side machine, wherein the ship operation controller acquires command vectors indicating command thrust acting on the hull in terms of direction and magnitude, distributes thrust corresponding to the command vectors to the plurality of propulsion devices, respectively, and controls the plurality of propulsion devices so that the distributed thrust is output from the plurality of propulsion devices, respectively.

In another aspect of the present invention, a ship is mounted with: a front-rear propeller capable of outputting thrust in any one of the front-rear directions of the hull; a transverse propeller capable of outputting thrust in any direction in the transverse direction of the hull; and a ship-mooring machine capable of winding and unwinding a mooring rope, which is disposed at least 1 on each of a stern side and a bow side of the hull, wherein the ship-operation method comprises: acquiring a command vector representing a command thrust acting on the hull in terms of direction and magnitude; regarding the mooring machine as a propulsion device that outputs a thrust corresponding to the tension of the mooring rope, and distributing the thrust corresponding to the command vector to a plurality of propulsion devices including the fore-and-aft propeller, the lateral propeller, and the mooring machine, respectively; and controlling the plurality of propulsion devices in such a manner that the distributed thrust forces are output from the plurality of propulsion devices, respectively.

In addition, the ship operation system of the present disclosure is characterized by comprising: a front-rear propeller capable of outputting thrust in any one of the front-rear directions of the hull; a transverse propeller capable of outputting thrust in any direction in the transverse direction of the hull; a ship-mooring machine capable of winding and unwinding a mooring rope, wherein at least 1 mooring machine is respectively arranged on the stern side and the bow side of the ship body; and a ship operation controller that controls operations of the fore-and-aft propeller, the lateral propeller, and the ship, wherein the ship operation controller causes the ship to perform a winding operation of the hawser while the hawser is locked to a dolphin provided at the dock, and causes at least one of the fore-and-aft propeller and the lateral propeller to output a thrust force that causes a tension of the hawser to be equal to or less than a predetermined threshold value when the ship is landed at the dock.

Effects of the invention

According to the ship operation system and the ship operation method of the present disclosure, it is possible to land the hull efficiently by making the propeller cooperate with the ship-mooring machine.

Drawings

Fig. 1 is a diagram showing a schematic configuration of a ship to which a ship operation system according to an embodiment of the present disclosure is applied.

Fig. 2 is a view showing a schematic structure of the ship lock.

Fig. 3 is a diagram showing the structure of the ship operating system.

Fig. 4 is a diagram illustrating functional units of the ship operation controller.

Fig. 5 is a diagram illustrating a process of the ship operation equipment control unit.

Fig. 6 is a view for explaining a ship operation method at the time of arrival of a ship system.

Fig. 7 is a view for explaining a hull motion model at the time of ship-tying.

Detailed Description

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 operation system 20 according to an embodiment of the present invention is applied.

[ outline Structure of Ship S ]

As shown in fig. 1, the horizontal direction connecting the bow and the stern of the ship S is referred to as the "front-rear direction", and the horizontal direction (left-right direction) perpendicular to the front-rear direction is referred to as the "lateral direction". The ship S includes: a hull 5; at least 1 fore-aft propeller 2 that outputs a thrust in the fore-aft direction to the hull 5; and at least 1 transverse thruster 3 which outputs a transverse thrust to the hull 5.

In the present embodiment, the fore-aft propeller 2 includes a combination of a variable pitch propeller and a rudder as a main propeller. The variable pitch propeller and rudder are provided on the stern side of the hull 5. The fore-and-aft propeller 2 is not limited to the above, and may be a rotary propeller or a combination of a plurality of variable pitch propellers and rudders.

The transverse thruster 3 preferably comprises at least 1 bow-side transverse thruster 3B and at least 1 stern-side transverse thruster 3A. In the present embodiment, the bow-side lateral thruster 3B is a lateral thruster (bow thruster) provided on the bow side. In the present embodiment, the combination of the variable pitch propeller and the rudder provided on the stern side can output both the thrust in the fore-and-aft direction and the thrust in the lateral direction according to the direction of the rudder, thereby functioning as the stern-side lateral propeller 3A. The lateral thruster 3 provided in the ship S is not limited to the above, and a lateral thruster may be provided on each of the bow side and the stern side of the hull 5, or a rotary thruster may be provided on at least one of the bow side and the stern side of the hull 5.

Further, the ship S includes: at least 1 bow-side bolter 10B disposed on the bow side of the deck; and at least 1 stern-side bolter 10A disposed on the stern side of the deck.

In the present embodiment, the bow-side ship lock 10B includes a head line ship lock and a front back line ship lock. The bow-side mooring line 10B may further include a front cross-cable mooring line. In the present embodiment, the stern-side ship lock 10A includes a stern-line ship lock and a rear-back-line ship lock. The stern-side mooring line 10A may further include a rear cross-cable mooring line. The ship' S mooring machine 10 (indicated by the reference numeral 10 when the bow-side mooring machine 10B and the stern-side mooring machine 10A are not distinguished) to be provided in the ship S is determined by the outfitting number and the like.

Each ship system 10 of the bow-side ship system 10B and the stern-side ship system 10A has substantially the same structure. As shown in fig. 2, each ship lock 10 includes a rope R and a winch W capable of winding and unwinding the rope R. Winch W is electrohydraulic. The winch W includes: a winding drum 11 around which a hawser R is wound; a motor 12 that rotationally drives the winding drum 11; a hydraulic clutch 13 for switching connection and disconnection of power transmission from the motor 12 to the winding drum 11; 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 always applies a braking force. The structure of the winch W is not limited to the above, and the winch W may be an electric winch.

The ship lock 10 is provided with a rotational position sensor 51, a tension meter 52, a rope length meter 53, and a winch control device 50, and the winch control device 50 controls the operation of the winch W based on the detection values of the rotational position sensor 51, the tension meter 52, and the rope length meter 53. The rotational position sensor 51 detects the rotational position and rotational speed of the motor 12 or the winding drum 11. The rope length meter 53 measures the length of the hawser R paid out from the winding drum 11. The winch control device 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 estimates the winding length or the unwinding length of the hawser R. The tensiometer 52 may also directly or indirectly detect tension (load) acting on the hawser R. The tension meter 52 is, for example, a load cell provided in the brake 15, and can estimate the tension of the hawser R based on the load detected by the load cell. The tensiometer 52 is, for example, a torque sensor that detects the output torque of the motor 12, and can estimate the tension of the hawser R from the torque detected by the torque sensor. The winch control device 50 can control the rotation of the winding drum 11 based on the detection value of the tensiometer 52 so that the tension acting on the hawser R is maintained at a predetermined value not exceeding a predetermined upper limit value.

When the hawser R is wound around the winding drum 11, the power transmission path from the motor 12 to the winding drum 11 is connected through the clutch 13, and the winding drum 11 is rotationally driven in the winding direction. When the hawser R is released from the winding drum 11, the clutch 13 is disconnected, the power transmission path from the motor 12 to the winding drum 11 is disconnected, and the winding drum 11 is in an idle state and can rotate in the releasing direction. Alternatively, when the hawser R is released, the power transmission path from the motor 12 to the winding drum 11 may be connected via the clutch 13, and the winding drum 11 may be driven to rotate in the releasing direction.

Returning to fig. 1, the front end of the hawser R is locked to a dolphin 35 provided at the dock. The hawser R led out of the winding drum 11 is protected and guided by suitable guides 36 such as rope hooks (rope holes), rope guides, deck end rope guide rollers, guide rollers etc.

[ Structure of Ship operating System 20 ]

Fig. 3 is a diagram showing the structure of the ship operation system 20. As shown in fig. 3, the ship operation system 20 of the ship S includes a ship operation controller 6, an instrument set 7 electrically connected to the ship operation controller 6 by wire or wireless, a user interface 8, and a ship operation equipment set 9.

The ship operation controller 6 includes a processor, memories such as ROM and RAM, and an I/O unit (both not shown). The vessel operation controller 6 is connected to the instrument group 7, the user interface 8, and the vessel operation equipment group 9 via the I/O section. The ship operation controller 6 may be connected to a storage (not shown) via an I/O unit. The ship operation controller 6 may have a single processor for performing centralized control, or may have a plurality of processors for performing distributed control. The memory or storage unit holds a basic program or application program or the like executed by the processor. The application program may be configured to cause the processor to perform processing of each functional unit. The processor reads out and executes a program, and the processor realizes a function as the ship operation controller 6. The ship operation controller 6 described above may be configured by at least 1 or a combination of two or more of a PLD (programmable logic device: programmable logic device), a PLC (programmable logic controller: programmable logic controller), and a logic circuit, such as a computer, a personal computer, a microcontroller, a microprocessor, and an FPGA (field-programmable gate array: field programmable gate array).

The ship operation controller 6 is connected to an inter-shore communication device 31. The ship operation controller 6 transmits ship operation information to a condition monitoring device 33 provided on the land using an inter-shore communication device 31. The ship operation information includes sailing conditions in the estuary, equipment operation data, and the like.

The instrument cluster 7 includes a range finder 27, a camera 28 and various navigation instruments.

The range finder 27 includes: a bow-side rangefinder that determines a bow-side distance from the bow to the quay; and a stern-side rangefinder that determines a distance from the stern to the quay. The range finder 27 may be a known noncontact range finder such as a laser range finder. The ship operation controller 6 can determine the distance (landing distance) from the hull 5 (in particular, the bow and stern) to the quay to be landed based on the information acquired from the range finder 27.

The camera 28 includes: a bow-side camera provided on a bow-side deck and continuously or intermittently photographing a quay from the bow; and a stern side camera provided on the stern side deck and photographing the quay continuously or intermittently from the stern. In the view of the bow-side camera, the bow-side mooring 10B and/or the mooring rope R released from the bow-side mooring 10B are preferably included in addition to the quay. The view of the stern-side camera preferably includes stern-side mooring machine 10A and/or a mooring rope R released from stern-side mooring machine 10A. To ensure such a large field of view, a panoramic camera system may be employed as the camera 28.

As various navigation meters, there are illustrated a compass 21 for detecting the azimuth angle of the bow, a (para-water) speedometer 22, a wind direction anemometer 25 (anemometer and anemometer), a ship position measuring device 26, a tide meter 29, an echo sounding meter, a radar, a chronometer, a draft meter, and the like. The ship position measuring device 26 is a position measuring device using GPS of satellites, radio waves and/or light waves from a reference station. The ship operation controller 6 can determine the navigation condition information including the position, heading angle, speed, etc. of the hull 5 from the information acquired from the various navigation meters.

The ship operation controller 6 obtains estuary information from an estuary information providing device 32 installed on land by using the inter-shore communication device 31. The estuary information includes weather/sea image information in the estuary, estuary environment information, and the like. Weather/sea image information includes wind speed, wind direction, tide level, weather, climate, etc. in the estuary. The estuary environment information includes a jam condition, a berthing condition, etc. in the estuary. The ship operation controller 6 also applies information transmitted from the estuary information providing device 32 via the inter-shore communication device 31 to the calculation together with information from the instrument set 7.

The user interface 8 is provided with a manipulation device 80 and a display means 83. The user interface 8 may further include a setting device or an indicator for a ship operation device such as a propeller or rudder, a display unit for displaying a signal from the instrument set 7 such as an azimuth display or a ship speed display, various function switching switches, and a display lamp.

In the present embodiment, a joystick 81 and a rotary dial 82 are provided as the manipulation device 80. The joystick 81 receives a command of the direction and magnitude of the thrust for parallel movement of the hull 5, which is input by the ship operator moving the joystick 81, and inputs the command to the ship operation controller 6. The rotary dial 82 receives a command of the direction and magnitude of the turning moment for turning movement, which is input by the vessel operator moving the rotary dial 82, and inputs the command to the vessel operation controller 6. The manipulation apparatus 80 is not limited to the above-described apparatus, and a known manipulation apparatus may be employed.

As the display device 83, at least 1 type of known display device among various display devices such as a touch panel display and a head mounted display is used. The display device 83 can include ship operation assistance information output from the ship operation controller 6, an image captured by the camera 28, an operation condition of the equipment, navigation condition information, environmental information (sea image/weather information) of the hull 5, and the like. The ship operation assistance information includes at least 1 of a present ship position on the sea chart, a recommended course, a refuge line, a remaining distance, a sea area facility, and a target position, a moving speed vector of the hull 5, speeds of arbitrary positions of the bow and the stern, a remaining distance from the quay, and the like.

The ship operation equipment set 9 includes a winch control device 50 that controls the winch W of the ship lock 10, a forward/backward propulsion control device 91 that controls the forward/backward propulsion device 2, and a lateral propulsion control device 92 that controls the lateral propulsion device 3. The winch control device 50, the forward/backward propulsion control device 91, and the lateral propulsion control device 92 are provided according to the number of winches W, the forward/backward propellers 2, and the lateral propellers 3 mounted on the ship S. In fig. 3, each of the winch control unit 50, the forward/backward propulsion control unit 91, and the lateral propulsion control unit 92 is illustrated, and the remaining illustration is omitted. The ship operation controller 6 outputs an operation command to each of the ship operation equipment groups 9, and the ship operation equipment group 9 operates the corresponding ship operation equipment according to the operation command.

As shown in fig. 4, the ship operation controller 6 includes functional units of a ship operation support information generation unit 65, a display control unit 66, a route planning unit 67, a command generation unit 68, and a ship operation equipment control unit 69. The ship operation support information generation unit 65 generates ship operation support information based on information acquired from the instrument set 7 and the estuary information provision device 32. The display control unit 66 causes the display device 83 to display the generated marine vessel operation support information. The route planning unit 67 searches for an optimal route in which a predetermined evaluation index from the departure place to the destination is optimized, based on information acquired from the instrument set 7 and the estuary information providing device 32, and generates the optimal route as a planned route. The command generating unit 68 generates a command instead of the ship operator in the automatic ship operation. The ship operation equipment control unit 69 controls the operation of the ship operation equipment group 9.

Fig. 5 is a diagram illustrating a process of the ship operation equipment control unit 69. As shown in fig. 5, the ship operation equipment control unit 69 of the ship operation controller 6 includes an acquisition unit 61, a thrust distribution calculation unit 62, and an output unit 63.

The acquisition unit 61 acquires information detected or measured by the instrument set 7 and instructions received by the manipulation device 80 of the user interface 8, and performs a/D conversion, scaling processing, signal abnormality determination, and the like on the acquired information (signal).

The thrust distribution computing unit 62 generates a "command vector" based on the command received by the lever 81 (i.e., the tilting angle and the tilting direction of the lever 81). The command vector is defined to represent the command thrust acting on the hull 5 in terms of direction and magnitude. 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.

The thrust distribution computing unit 62 acquires disturbance information including the power flow detected by the tidal current meter 29, the wind direction and the wind speed detected by the wind direction anemometer 25, and/or the power flow and the wind direction and the wind speed in the estuary acquired from the estuary information providing device 32, estimates disturbance force acting on the ship S based on the disturbance information, and corrects the command vector by applying force against the disturbance force to the command vector. The thrust distribution calculation unit 62 performs calculation of distributing thrust to each of the plurality of propulsion devices (the ship-mooring device 10, the fore-aft propulsion device 2, and the transverse propulsion device 3) so that the corrected command vector corresponds to the thrust vector. Here, the power plant 10 is regarded as one of the propulsion devices, and the "thrust vector" is defined to represent the resultant force of the thrust forces output from the plurality of propulsion devices (the power plant 10, the fore-aft propeller 2, and the lateral propeller 3) in terms of orientation and magnitude. The thrust distribution calculation method by the thrust distribution calculation unit 62 will be described in detail later.

After performing scaling, D/a conversion, abnormality processing, and the like, the output unit 63 outputs the thrust distributed to the

propulsion devices

2, 3, and 10, which is obtained by the thrust distribution calculation unit 62, as an operation command to the corresponding winch control device 50, the forward/backward propulsion control device 91, and the lateral propulsion control device 92. Thereby, a thrust force in the tilting direction is applied to the hull 5 by a magnitude corresponding to the tilting angle of the lever 81.

[ Ship operating method ]

Here, a ship operation method at the time of arrival/mooring of the ship S using the ship operation system 20 having the above-described structure will be described with reference to fig. 6.

The ship operation controller 6 starts the port entering ship operation when the ship S enters the port. In the port entering ship operation, the ship operation controller 6 generates port entering ship operation auxiliary information using information acquired from the instrument set 7 and the estuary information providing device 32, and displays the information on the screen of the display device 83. Here, the ship operation controller 6 uses the predetermined arrival start position P2 as a target position, and obtains an optimal route from the estuary port P1 to the arrival start position P2 as a planned route using information acquired from the instrument set 7 and the estuary information providing device 32. On the screen of the display device 83, navigation information such as a sea chart, a bow azimuth, and a ship speed of an estuary, in which a planned route composed of a plurality of route points, a target position, and the own ship position are superimposed, is graphically displayed as the intake ship operation support information. The landing start position P2 is a position separated from the dock by a predetermined distance (for example, about 30 m), and the forward-backward direction of the hull 5 of the ship S having reached the landing start position P2 is substantially parallel to the extending direction of the dock, and the speed in the forward-backward direction is about zero.

The ship operator operates the joystick 81 and the rotary dial 82 based on the port entering ship operation auxiliary information displayed on the display device 83. The ship operation controller 6 obtains a command vector from the tilting angle and the tilting direction of the joystick 81. The ship S may automatically perform the port entering ship operation. In this case, the ship operation controller 6 may automatically generate the command vector based on the information acquired from the instrument set 7 and the estuary information providing device 32 and the planned route.

The ship operation controller 6 obtains a command vector obtained by correcting the command vector by applying a force against the disturbance force, and distributes the thrust force to the fore-and-aft propulsion device 2 so as to obtain a thrust vector corresponding to the command vector corrected by the synthesis of the thrust force output from the fore-and-aft propulsion device 2. In the port-entering ship operation, the thrust distributed to the transverse propeller 3 and the bollard 10 is zero. The ship operation controller 6 generates a thrust target value such that the distributed thrust is output, and outputs the thrust target value to the forward/backward propulsion control device 91, and the forward/backward propulsion control device 91 controls the forward/backward propulsion device 2 to output a thrust corresponding to the thrust target value. As a result, the ship S obtains the thrust corresponding to the command vector and sails along the planned route.

The ship operation controller 6 starts the landing ship operation when the ship S reaches the landing start position P2. In the operation of the ship at the shore, the ship operation controller 6 generates the auxiliary information for the ship at the shore using the information acquired from the instrument cluster 7 and the estuary information providing device 32, and displays the auxiliary information on the screen of the display device 83. In the operation of the ship at the shore, the ship S is moved from the shore starting position P2 to the predetermined mooring starting position P3. The starting position P3 is a position apart from the berth by about several m, and the fore-and-aft direction of the hull 5 of the ship S reaching the starting position P3 is substantially parallel to the extending direction of the berth, and the fore-and-aft direction and the transverse direction are approximately zero. On the screen of the display device 83, as the landing ship operation support information, navigation information such as a sea chart of an estuary, a bow azimuth angle, and a ship speed, an onshore distance, an image captured by the camera 28, and the like are displayed, superimposed on the target position or the own ship position.

The ship operator operates the joystick 81 and the rotary dial 82 based on the landing ship operation support information displayed on the display device 83. The ship operation controller 6 obtains a command vector from the tilting angle and the tilting direction of the joystick 81. Wherein the vessel S may also automatically perform a landing vessel operation. In this case, the ship operation controller 6 may automatically generate the command vector based on information acquired from the instrument set 7 and the estuary information providing device 32.

The ship operation controller 6 obtains a command vector corrected by applying a force against the disturbance force to the command vector, and distributes the thrust force to the fore-and-aft propeller 2 and the transverse propeller 3 so as to obtain a thrust vector corresponding to the command vector corrected by the combination of the thrust forces output from the fore-and-aft propeller 2 and the transverse propeller 3. In a landed marine operation, the thrust allocated to the ship-tie machine 10 is zero. The ship operation controller 6 generates a thrust target value such that the thrust distributed to the fore-and-aft propulsion control device 91 and the lateral propulsion control device 92 is output, and outputs the thrust target value, the fore-and-aft propulsion control device 91 controls the fore-and-aft propulsion device 2 to output a thrust corresponding to the imparted thrust target value, and the lateral propulsion control device 92 controls the lateral propulsion device 3 to output a thrust corresponding to the imparted thrust target value. As a result, the ship S obtains a thrust corresponding to the command vector and moves mainly laterally to the mooring start position P3.

When the ship S reaches the starting position P3, the hawser R is released from the stern-side and bow-

side hawsers

10A and 10B, and the front end of the hawser R is locked to the dolphin 35 provided at the quay. During this time, the ship operation controller 6 keeps the ship S position at the mooring start position P3 by the automatic azimuth keeping function. The automatic bearing maintaining function of the ship operation controller 6 performs PID calculation or the like for the deviation between the set bow azimuth and the bow azimuth from the compass 21, and gives the deviation as a turning moment command to the thrust distribution calculation instead of the turning dial 82, thereby operating the fore-and-aft propeller 2 and the transverse propeller 3 so as to maintain the bearing of the bow.

After the front end portions of all the hawsers R are locked to the dolphins 35 provided at the quay, the ship operation controller 6 starts the ship operation. The ship operation controller 6 generates the auxiliary information for the operation of the ship by using the information acquired from the instrument set 7 and the estuary information providing device 32, and displays the auxiliary information on the screen of the display device 83. On the screen of the display device 83, as the landing ship operation support information, navigation information such as a sea chart of an estuary, a bow azimuth angle, and a ship speed, an onshore distance, an image captured by the camera 28, and the like are displayed, superimposed on the target position or the own ship position.

The operation of the ship is automatically performed, and the ship operation controller 6 generates a command vector based on information acquired from the instrument set 7 and the estuary information providing device 32. The ship operator can visually confirm the auxiliary information for ship operation displayed on the display device 83 and operate the joystick 81 and the rotary dial 82 as necessary. In this case, the operations received by the joystick 81 and the rotary dial 82 may be prioritized over the commands generated by the ship operation controller 6.

The ship operation controller 6 obtains a command vector corrected by applying a force against the disturbance force to the command vector, and distributes thrust to the ship-frame 10, the fore-and-aft propeller 2, and the transverse propeller 3 so as to obtain a thrust vector corresponding to the command vector corrected by the combination of the thrust output from the ship-frame 10, the fore-and-aft propeller 2, and the transverse propeller 3. The ship operation controller 6 generates a thrust target value such that the thrust distributed to the winch control unit 50, the fore-and-aft propulsion control unit 91, and the lateral propulsion control unit 92 is output, and outputs the thrust target value. The winch control device 50 controls the ship lock 10 to output a thrust corresponding to the given thrust target value. Specifically, the winch control device 50 controls the operation of the winch W to obtain the thrust target value by winding or unwinding the hawser R and adjusting the tension and the rope length. The forward/backward propulsion control device 91 controls the forward/backward propulsion 2 to output a thrust corresponding to the imparted thrust target value, and the lateral propulsion control device 92 controls the lateral propulsion 3 to output a thrust corresponding to the imparted thrust target value. As a result, the ship S obtains a thrust corresponding to the command vector and moves mainly laterally until it approaches the shore.

In thrust distribution for a ship operation, distribution of thrust to the ship 10 is preferentially performed. Each ship lock 10 is set with an allowable range of tension of the mooring rope R. After the deflection of the hawser R is eliminated by the hoisting operation of the ship-lashing machine 10 at the start of the ship-lashing operation, a thrust force is distributed to the ship-lashing machine 10 so that the tension of the hawser R measured by the tensiometer 52 is maintained within an allowable range. Here, the allowable range of the tension is greater than 0 and less than a predetermined threshold value of the maximum winding force of the bolsters 10A, 10B. The maximum winding force of the ship-

tie machines

10A, 10B is a known value inherent to each of the ship-

tie machines

10A, 10B. For each of the ship-

tie machines

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

ship lock machines

10A and 10B.

In the thrust distribution for the operation of the ship, first, thrust is distributed to each ship lock 10 so that the tension of each mooring rope R is maintained within an allowable range. Then, a resultant vector of the thrust forces (a thrust vector of the ship-tie machine) output from all the ship-tie machines 10 is obtained, and the shortage obtained by subtracting the thrust vector of the ship-tie machine from the command vector is compensated for by the thrust forces output from the front-rear propeller 2 and the lateral propeller 3. In the case where the shortage is not generated, the thrust output from the front-rear propeller 2 and the lateral propeller 3 may be zero. By distributing the thrust in this way, the ship operation controller 6 causes the bow-side ship-lashing machine 10B and the stern-side ship-lashing machine 10A to perform the winding operation of the hawser R in at least a part of the ship operation, and controls the propulsion devices so that at least one of the fore-and-aft propulsion 2 and the transverse propulsion 3 outputs the thrust that reduces the tension of the hawser R.

Here, a thrust distribution calculation method (examples 1 and 2) performed by the thrust distribution calculation unit 62 of the ship operation controller 6 will be described in detail.

(thrust distribution calculation method: example 1)

The ship operation controller 6 has a hull motion model configured as follows: the thrust output by the bow-side and stern-

side moorings

10B and 10A is estimated from the tension of the hawsers R of the bow-side and stern-

side moorings

10B and 10A. As shown in fig. 7, in the hull motion model, each hawser R has coordinates of an input point 78 as a position of the guide 36 disposed on the forefront side when viewed from the winch W with the hull 5 as a reference. The ship operation controller 6 inputs the draft of the hull 5, the position of the hull 5, the coordinates of the dockside mooring point 77, which is the locked position of the dolphin 35, and the tension of the hawser R, to the hull motion model, and can estimate the component forces in the three directions (the front-rear direction, the lateral direction, and the vertical direction) of the thrust force acting on the input point 78. The ship operation controller 6 can estimate the motion of the hull 5 using the thrust force acting on the input point 78 by simulation using the hull motion model. The ship operation controller 6 can determine the thrust forces to be distributed to the bow-side ship system 10B and the stern-side ship system 10A based on the calculation result obtained by using the hull motion model.

Winch control device 50 operates winch W to generate tension for simulation by ship operation controller 6. The ship operation controller 6 feeds back the difference between the movement of the hull 5 obtained by the simulation and the actual movement of the hull 5, and moves the hull 5 in an arbitrary direction to perform the ship operation. Here, when tension exceeding a predetermined threshold is measured, the ship operation controller 6 issues a command to the winch control device 50 to reduce the winding speed, and distributes thrust to the fore-and-aft propeller 2 and/or the transverse propeller 3 so that the insufficient thrust due to the reduction in the winding speed is compensated for by the thrust generated by the fore-and-aft propeller 2 and/or the transverse propeller 3. Thereby preventing overload of the hawser R.

(thrust distribution calculation method: example 2)

To simplify the calculation, the 3 degrees of freedom of (x, y, z) for steering the hull 5 in the horizontal plane are used for processing. The thrust commands received by the joystick 81 and the rotary dial 82 are assigned to the 3 degrees of freedom as a forward/backward direction thrust command (xd), a lateral thrust command (yd), and a rotary torque command

And the instruction vector Xd is represented by the following formula 1. In the above embodiment, the thrust vector is obtained from the corrected command vector, and the following command vector Xd is replaced with the corrected command vector. X, xd, A, A in the formulas 1 to 4, Xk represents a vector or matrix.

The thrust Tp of the fore-aft propeller 2, the rudder thrust Tr, the thrust Ts of the lateral propeller 3, the thrust Tb of the bow-side ship system 10B, and the thrust Ta of the stern-side ship system 10A are set. In the case where the ship S includes n number of the plurality of fore-and-aft propellers 2, thrust forces of the fore-and-aft propellers 2 are denoted as Tp1, … …, tpn. In the case where there are a plurality of rudders, the rudder thrust Tr is considered as a resultant force of the plurality of rudders. In the case where the ship S includes m number of the plurality of transverse propellers 3, thrust forces of the transverse propellers 3 are expressed as Ts1, … …, tsm. When the ship S includes k number of the plurality of bow-side ship-tie machines 10B, thrust (total force of the forward-backward thrust and the transverse thrust) corresponding to the tension is generated in each of the bow-side ship-tie machines 10B, and the thrust of the bow-side ship-tie machines 10B is represented by Tb1, … …, tbk. When the ship S includes k number of the plurality of stern-side ship-frame machines 10A, thrust (forward/backward thrust and transverse thrust) corresponding to the tension is generated by each stern-side ship-frame machine 10A, and the thrust of the stern-side ship-frame machine 10A is represented by Ta1, … …, and Tak. The thrust vector X obtained by combining these is expressed by the following expression 2.

Let the thrust vector X and the command vector Xd satisfy the following expression 3.

Xd=a·x … … (3)

Here, the matrix a is a configuration matrix. When the generalized inverse matrix a of the configuration matrix a is used, the thrust vector X is represented by the following formula 4.

X=a×xd+xk … … (formula 4)

Here, xk satisfies the following equation 5. A is referred to as a thrust split matrix.

A×xk=0 … … (formula 5)

The generalized inverse matrix is of various types, but for example, a generalized inverse matrix that minimizes the sum of two squares of each element of the thrust vector X may be employed. In addition, in order to obtain a required thrust force such as a rudder transverse force, constraints such as a condition for a minimum required thrust force of the variable pitch propeller are imposed in addition to the rudder angle. The ship operation controller 6 stores a thrust distribution matrix a in advance, and the ship operation controller 6 derives a thrust vector from the command vector Xd (the command vector corrected in the above embodiment) using the thrust distribution matrix a.

[ summary ]

As described above, the ship operation system 20 according to the present embodiment includes:

at least 1 fore-and-aft propeller 2 capable of outputting thrust in any one of the fore-and-aft directions of the hull 5;

at least 1 transverse thruster 3 capable of outputting thrust in any direction in the transverse direction of the hull 5;

each of the ship-

mooring machines

10A and 10B capable of winding and unwinding the mooring rope R is provided with at least 1 on the stern side and the bow side of the hull 5; and

And a ship operation controller 6 that controls the operations of the front and rear propeller 2, the lateral propeller 3, and the

dolphins

10A and 10B.

Further, the ship operation system 20 is characterized in that the ship operation controller 6 is configured to cause the

ship lock machines

10A and 10B to perform the winding operation of the hawser R in a state where the hawser R is locked to the dolphin 35 provided at the dock, and to cause at least one of the fore-and-aft propulsion device 2 and the transverse propulsion device 3 to output a thrust force for reducing the tension of the hawser R when the ship body 5 is on the dock.

Similarly, in the ship operation method of the ship S according to the present embodiment, the ship S is mounted with: at least 1 fore-and-aft propeller 2 capable of outputting thrust in any one of the fore-and-aft directions of the hull 5; at least 1 transverse thruster 3 capable of outputting thrust in any direction in the transverse direction of the hull 5; the ship-

mooring machines

10A and 10B capable of winding and unwinding the mooring rope R are respectively arranged at least 1 on the stern side and the bow side of the hull 5,

characterized in that, in the ship operation method,

when the hull 5 is brought to shore, the ship-

lashing machines

10A and 10B are operated to wind up the lashing R in a state where the lashing R is locked to the bollard 35 provided at the quay, and at least one of the fore-and-aft propulsion device 2 and the transverse propulsion device 3 is operated to output thrust for reducing the tension of the lashing R.

In the above-described ship operation system 20 and ship operation method, in order to land the hull 5, while the ship-

lashing machines

10A and 10B are performing the winding operation of the hawser R, a thrust force such as a tension of the hawser R is reduced is applied to the hull 5. By thus cooperating the

propellers

2, 3 with the bolsters 10A, 10B, it is possible to prevent an overload from being applied to the hawser R. In general, when an overload is applied to a hawser during a winding operation of a ship lock, the overload is eliminated by causing the ship lock to perform a release operation of the hawser. In contrast, in the above-described ship operation system 20 and ship operation method, since the overload is prevented from being applied to the hawser R during the winding operation of the

dolphins

10A and 10B, the payout length of the hawser R is continuously shortened without being stopped or lengthened, and thus the hull 5 can be brought to shore more efficiently than in the case where only the

dolphins

10A and 10B are used.

The ship operation system 20 is further provided with a tensiometer 52 for measuring the tension of the hawser R, and the ship operation controller 6 outputs a thrust force for reducing the tension of the hawser R to at least one of the fore-and-aft propulsion device 2 and the transverse propulsion device 3 so that the tension of the hawser R measured by the tensiometer 52 is maintained within a range of greater than 0 and less than or equal to a predetermined threshold value of the maximum winding force of the

hawsers

10A and 10B.

Similarly, in the above-described ship operation method, at least one of the fore-and-aft propeller 2 and the lateral propeller 3 is configured to output a thrust force for reducing the tension of the hawser R so that the tension of the hawser R is maintained in a range of greater than 0 and less than or equal to a predetermined threshold value of the maximum winding force of the

mascerators

10A and 10B.

In this way, in order to land the hull 5, the tension range of the hawser R is maintained while the

hawsers

10A and 10B are performing the winding operation of the hawser R, thereby preventing an overload from being applied to the hawser R.

The ship operation system 20 according to the above embodiment includes: at least 1 fore-and-aft propeller 2 capable of outputting thrust in any one of the fore-and-aft directions of the hull 5; at least 1 transverse thruster 3 capable of outputting thrust in any direction in the transverse direction of the hull 5; each of the ship-

mooring machines

10A and 10B capable of winding and unwinding the mooring rope R is provided with at least 1 on the stern side and the bow side of the hull 5; and a ship operation controller 6 that controls the operations of the plurality of

propulsion devices

2, 3, 10A, and 10B including the fore-and-aft propeller 2, the lateral propeller 3, and the

ship operation controllers

10A and 10B, taking the

ship operation controllers

10A and 10B as propulsion devices that output thrust corresponding to the tension of the mooring rope R. The ship operation system 20 is characterized in that the ship operation controller 6 acquires a command vector indicating a command thrust force acting on the hull 5 in terms of direction and magnitude, distributes thrust forces corresponding to the command vector forces to the plurality of

propulsion devices

2, 3, 10A, 10B, and controls the plurality of

propulsion devices

2, 3, 10A, 10B so as to output the distributed thrust forces from the plurality of

propulsion devices

2, 3, 10A, 10B, respectively. Here, the ship operation controller 6 may be configured to distribute thrust forces to the plurality of

propulsion devices

2, 3, 10A, and 10B, respectively, so that a thrust vector representing a resultant force of the thrust forces output from the plurality of

propulsion devices

2, 3, 10A, and 10B, respectively, using a direction and a magnitude corresponds to the command vector.

Similarly, in the ship operation method of the ship S according to the above embodiment, the ship S is mounted with: at least 1 fore-and-aft propeller 2 capable of outputting thrust in any one of the fore-and-aft directions of the hull 5; at least 1 transverse thruster 3 capable of outputting thrust in any direction in the transverse direction of the hull 5; and a ship-mooring machine 10A, 10B capable of winding and unwinding the mooring rope R, each of which is disposed at least 1 on each of the stern side and the bow side of the hull 5, wherein the ship operation method comprises: acquiring a command vector representing a command thrust acting on the hull 5 in terms of direction and magnitude; regarding the ship-tie machines 10A, 10B as propulsion devices that output thrust corresponding to the tension of the mooring rope R, thrust corresponding to the command vector is distributed to the plurality of propulsion devices 2, 3, 10A, 10B including the fore-and-aft propeller 2, the lateral propeller 3, and the ship-tie machines 10A, 10B, respectively; and controlling the plurality of propulsion devices 2, 3, 10A, 10B to output the distributed thrust forces from the plurality of propulsion devices 2, 3, 10A, 10B, respectively. Here, the allocation may include the following: thrust forces are distributed to the plurality of

propulsion devices

2, 3, 10A, 10B, respectively, such that a thrust vector representing a resultant force of the thrust forces output from the plurality of

propulsion devices

2, 3, 10A, 10B, respectively, in terms of orientation and magnitude, corresponds to the command vector.

In the above-described ship operation system 20 and ship operation method, the ship-

mooring machines

10A and 10B are regarded as one type of propulsion devices, and thrust for the ship body 5 is distributed to the plurality of

propulsion devices

2, 3, 10A and 10B including the ship-

mooring machines

10A and 10B, the fore-aft propeller 2, and the transverse propeller 3. In this way, since the

propellers

2, 3 and the ship-

tie machines

10A, 10B are controlled in a unified manner, it is not necessary to operate the

propellers

2, 3 and the ship-

tie machines

10A, 10B, respectively, and thus efficiency and saving of work can be achieved. Further, the fluid force near the quay is irregular, but the thrust force is generated by the cooperation of the plurality of

propulsion devices

2, 3, 10A, 10B including the

propellers

2, 3 and the

moorings

10A, 10B, whereby the hull 5 can be stably brought to the target position as compared with the case where the hull 5 is moved only by the

moorings

10A, 10B.

The ship operation system 20 according to the above embodiment is configured to include the joystick 81 that receives an operation and inputs the operation to the ship operation controller 6, and the ship operation controller 6 obtains a command vector corresponding to the operation received by the joystick 81, with the tilt angle of the joystick 81 being the magnitude of the command vector and the tilt direction of the joystick 81 being the direction of the command vector.

Similarly, in the above-described ship operation method, the acquisition instruction vector includes: the tilt angle of the joystick 81 is set to the magnitude of the command vector, and the tilt direction of the joystick 81 is set to the direction of the command vector, so that the command vector corresponding to the operation received by the joystick 81 is acquired.

By operating lever 81 in this manner, it is possible to operate bolsters 10A and 10B and a plurality of

propulsion devices

2, 3, 10A and 10B including lateral thruster 3 in a unified manner. Accordingly, it is not necessary to operate the

propellers

2, 3 and the bolsters 10A, 10B, respectively, and thus the work efficiency and the labor saving can be achieved.

The ship operation system 20 according to the above embodiment is configured to include: a range finder 27 that measures the shore distance of the hull 5; and a ship position measuring device 26 for measuring the ship position of the hull 5, and the ship operation controller 6 generates a command vector based on the landing distance and the ship position.

Similarly, in the ship operation method according to the above embodiment, the acquisition command vector includes the following: measuring the shore distance of the ship body 5; measuring the ship position of the ship body 5; and generating an instruction vector according to the shore distance and the ship position.

In this way, the command vector is automatically generated, and thus the ship S can be automatically operated.

In the ship operation system 20 according to the above embodiment, the ship operation controller 6 is configured to acquire disturbance information including the wind direction, the wind speed, and the tide of the environment in which the hull 5 is located, estimate the disturbance force acting on the hull 5 from the disturbance information, and correct the command vector by using the disturbance force.

Similarly, in the ship operation method according to the above embodiment, the acquisition command vector includes the following: acquiring interference information including wind direction, wind speed and tide of the environment where the ship body 5 is positioned; estimating the disturbance force acting on the hull 5 based on the disturbance information; and correcting the command vector using the disturbance force.

In this way, since the command vector is corrected so as to cancel the disturbance force acting on the hull 5, the command vector before correction may not be a command vector in which the disturbance force is taken into consideration. Thus, the ship operator can give a command independently of the empirical value.

In the ship operation system 20 according to the above embodiment, the ship operation controller 6 is configured to perform a landing ship operation and a ship operation when the hull 5 is landed and moored at the dock, and in the landing ship operation, the hull 5 is moved from the predetermined landing start position P2 to the ship start position P3 closer to the dock than the landing start position P2, and in the ship operation, the hull 5 is moved from the ship start position P3 until the ship is landed at the dock, and the ship operation controller 6 distributes thrust to the plurality of

propulsion devices

2, 3, 10A, and 10B, respectively, so that the thrust distributed to the

ship generators

10A and 10B in the landing ship operation becomes zero. In the ship operation controller 6, thrust is distributed to the plurality of

propulsion devices

2, 3, 10A, and 10B, respectively, so that thrust is preferentially distributed to the

propulsion devices

2 and 3 other than the ship-

tie machines

10A and 10B among the plurality of

propulsion devices

2, 3, 10A, and 10B.

Similarly, in the ship operation method according to the above embodiment, when the hull 5 is brought to the dock and moored, the ship operation and the ship operation are performed, and in the ship operation, the hull 5 is moved from the predetermined dock start position P2 to the ship start position P3 closer to the dock than the dock start position P2, and in the ship operation, the hull 5 is moved from the ship start position P3 until the ship is brought to the dock, thrust is distributed to the plurality of

propulsion devices

2, 3, 10A, 10B, respectively, so that the thrust distributed to the

ship machines

10A, 10B in the ship operation becomes zero. In the ship operation, the thrust is distributed to the plurality of

propulsion devices

2, 3, 10A, 10B, respectively, so that the thrust is preferentially distributed to the

propulsion devices

2, 3 other than the ship-

tie machines

10A, 10B among the plurality of

propulsion devices

2, 3, 10A, 10B.

In this way, in a landing ship operation in which the hawser R is not tethered to the dolphin 35, thrust can be applied to the hull 5 by the operation of the

propellers

2, 3. In the operation of the ship in which the hawser R is tethered to the dolphin 35, thrust can be applied to the hull 5 by the operation of the plurality of

propulsion devices

2, 3, 10A, 10B including the

ship shackles

10A, 10B. In the operation of the ship, the thrust is preferentially distributed to the

ship hulls

10A and 10B, the tension of the mooring rope R is mainly used to move the ship hulls 5, and the thrust generated by the

propellers

2 and 3 compensates for the insufficient thrust, so that the plurality of

propulsion devices

2, 3, 10A, and 10B can be operated.

In the ship operation system 20 according to the above embodiment, the ship operation controller 6 has a hull motion model configured as follows: the thrust output by the ship-

handling machines

10A and 10B is estimated from the tension of the hawsers R of the ship-

handling machines

10A and 10B.

Similarly, in the ship operation method according to the above embodiment, the thrust assigned to the

ship lock

10A, 10B is determined using a ship motion model configured to estimate the thrust output by the

ship lock

10A, 10B from the tension of the hawser R of the

ship lock

10A, 10B.

Since the thrust acting on the hull 5 by the tension of the hawser R is estimated by using the hull motion model in this way, even in a complex system, a more accurate motion of the hull 5 can be obtained, and the model can be used for thrust distribution.

While the foregoing has described the preferred embodiments of the present disclosure, the present invention may be embodied in embodiments in which specific configurations and/or functional details of the above-described embodiments are modified without departing from the scope of the gist of the present disclosure.

Description of the reference numerals

2: front and rear propellers (propulsion devices); 3: lateral thrusters (propulsion means); 3A: stern-side transverse propeller (propulsion means); 3B: bow-side transverse propulsion (propulsion means); 5: a hull; 6: a ship operation controller; 7: an instrument set; 8: a user interface; 9: a ship operation equipment group; 10: ship-tying machine (propulsion device); 10A: stern side ship-tying machine (propulsion device); 10B: bow-side ship-tying machine (propulsion device); 20: a marine vessel operating system; 26: a ship position measuring device; 27: a range finder; 81: a joystick; p2: a landed start position; p3: a mooring start position; r: hawser; s: and (5) a ship.

Claims

1. A ship operating system, comprising:

a front-rear propeller capable of outputting thrust in any one of the front-rear directions of the hull;

a transverse propeller capable of outputting thrust in any direction in the transverse direction of the hull;

a ship-mooring machine capable of winding and unwinding a mooring rope, wherein at least 1 mooring machine is respectively arranged on the stern side and the bow side of the ship body; and

a ship operation controller that controls operations of the front and rear thrusters, the lateral thrusters, and the ship-mooring machine,

the ship operation controller causes the ship to perform a winding operation of the hawser while the hawser is locked to a bollard provided at the dock, and causes at least one of the fore-and-aft propeller and the transverse propeller to output thrust for reducing tension of the hawser when the ship is on the dock.

2. The ship operation system according to claim 1, wherein,

the ship operation system further comprises a tensiometer for measuring the tension of the hawser,

the ship operation controller outputs a thrust force for reducing the tension of the hawser to at least one of the front and rear thrusters and the transverse thrusters so that the tension of the hawser measured by the tensiometer is maintained in a range of greater than 0 and less than or equal to a predetermined threshold value of the maximum winding force of the ship machine.

3. A ship operating system, comprising:

a transverse propeller capable of outputting a transverse thrust force in any direction in the transverse direction of the hull;

a ship operation controller that regards the ship-mooring device as a propulsion device that outputs a thrust corresponding to the tension of the mooring rope, controls the operation of a plurality of propulsion devices including the fore-and-aft propeller, the lateral propeller, and the ship-mooring device,

the ship operation controller acquires command vectors representing command thrust forces acting on the hull in terms of direction and magnitude, distributes thrust forces corresponding to the command vectors to the plurality of propulsion devices, respectively, and controls the plurality of propulsion devices so that the distributed thrust forces are output from the plurality of propulsion devices, respectively.

4. A vessel operating system according to claim 3, wherein,

the ship operation controller distributes thrust forces to the plurality of propulsion devices, respectively, such that a thrust vector representing resultant force of the thrust forces output from the plurality of propulsion devices, respectively, in terms of orientation and magnitude, corresponds to the command vector.

5. The ship operation system according to claim 3 or 4, wherein,

the ship operation system comprises a joystick for receiving an operation and inputting the operation to the ship operation controller,

the ship operation controller obtains the command vector corresponding to the operation received by the joystick, using the tilt angle of the joystick as the magnitude of the command vector and the tilt direction of the joystick as the direction of the command vector.

6. A vessel operating system according to claim 3, wherein,

the ship operation system is provided with:

a range finder that measures the shore distance of the hull; and

a ship position measuring device for measuring a ship position of the hull,

and the ship operation controller generates the command vector according to the shore distance and the ship position.

7. A ship operation system according to any one of claims 3 to 6, wherein,

the ship operation controller obtains interference information including wind direction, wind speed and tide of the environment where the ship body is located, estimates interference force acting on the ship body according to the interference information, and corrects the command vector by using the interference force.

8. A ship operation system according to any one of claims 3 to 7, wherein,

the ship operation controller performs a landing ship operation and a mooring ship operation when the ship is landed and moored at a dock, wherein the ship is moved from a predetermined landing start position to a mooring start position closer to the dock than the landing start position, and wherein the ship is moved from the mooring start position until the ship is moored at the dock,

the ship operation controller distributes thrust to the plurality of propulsion devices, respectively, so that the thrust distributed to the ship lock in the arrival ship operation is zero.

9. The ship operation system according to claim 8, wherein,

the ship operation controller distributes thrust to the plurality of propulsion devices, respectively, in the ship operation such that thrust is preferentially distributed to propulsion devices other than the ship-tie machine among the plurality of propulsion devices.

10. A ship operation system according to any one of claims 3 to 9, wherein,

the ship operation controller has a hull motion model configured to estimate a thrust force output by the ship lock based on a tension of the hawser of the ship lock.

11. A ship operation method, wherein the ship is provided with:

a transverse propeller capable of outputting thrust in any direction in the transverse direction of the hull; and

a ship-mooring machine capable of winding and unwinding a mooring rope, at least 1 each being disposed on a stern side and a bow side of the hull,

wherein,,

when the hull is brought to shore, the mooring machine is caused to perform a winding operation of the mooring rope in a state where the mooring rope is locked to a mooring post provided at the dock, and at the same time, at least one of the fore-and-aft propeller and the transverse propeller is caused to output a thrust force for reducing the tension of the mooring rope.

12. The ship operation method according to claim 11, wherein,

and outputting a thrust force for reducing the tension of the hawser so that the tension of the hawser is maintained in a range of more than 0 and less than or equal to a predetermined threshold value of the maximum winding force of the ship lock.

13. A ship operation method, wherein the ship is provided with:

wherein,,

the ship operation method comprises the following steps:

acquiring a command vector representing a command thrust acting on the hull in terms of direction and magnitude;

regarding the mooring machine as a propulsion device that outputs a thrust corresponding to the tension of the mooring rope, and distributing the thrust corresponding to the command vector to a plurality of propulsion devices including the fore-and-aft propeller, the lateral propeller, and the mooring machine, respectively; and

the plurality of propulsion devices are controlled in such a manner that the distributed thrust forces are output from the plurality of propulsion devices, respectively.

14. The ship operation method according to claim 13, wherein,

the allocation comprises the following: thrust forces are respectively distributed to the plurality of propulsion devices so that a thrust vector representing resultant force of thrust forces respectively output from the plurality of propulsion devices in terms of orientation and magnitude corresponds to the command vector.

15. The ship operation method according to claim 13 or 14, wherein,

The obtaining of the instruction vector comprises the following contents: and taking the tilting angle of the joystick as the magnitude of the command vector and taking the tilting direction of the joystick as the direction of the command vector, and acquiring the command vector corresponding to the operation accepted by the joystick.

16. The ship operation method according to claim 13 or 14, wherein,

the obtaining of the instruction vector comprises the following contents:

measuring the shore distance of the ship body;

measuring the ship position of the ship body; and

and generating the command vector according to the shore distance and the ship position.

17. The ship operation method according to any one of claims 13 to 16, wherein,

the obtaining of the instruction vector comprises the following contents:

acquiring interference information including wind direction, wind speed and tide of the environment where the ship body is positioned;

estimating an interference force acting on the hull according to the interference information; and

and correcting the command vector by using the interference force.

18. The ship operation method according to any one of claims 13 to 17, wherein,

when the hull is brought to the shore and moored at the quay, a landing ship operation is performed in which the hull is moved from a predetermined landing start position to a moored start position closer to the quay than the landing start position, and a moored ship operation in which the hull is moved from the moored start position until the ship is brought to the shore,

Thrust is distributed to the plurality of propulsion devices, respectively, such that the thrust distributed to the ship lock during operation of the landed ship is zero.

19. The ship operation method according to claim 18, wherein,

thrust is distributed to the plurality of propulsion devices in the boating operation, respectively, such that thrust is preferentially distributed to propulsion devices other than the ship-tie machine among the plurality of propulsion devices.

20. The ship operation method according to any one of claims 13 to 19, wherein,

a thrust force assigned to the ship-tie machine is determined using a hull motion model configured to estimate a thrust force output by the ship-tie machine from a tension of the hawser of the ship-tie machine.

21. A ship operating system, comprising:

The ship operation controller causes the ship to perform a winding operation of the hawser while the hawser is locked to a bollard provided at the dock, and causes at least one of the fore-and-aft propeller and the transverse propeller to output a thrust force that causes the tension of the hawser to be equal to or less than a predetermined threshold value, when the ship is brought to the shore.