JP2002362490A - Ship control method and device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a ship control method and device for improving controllability during controlling the position and attitude of a ship, particularly, the position and attitude with respect to a control reference position of an object on the sea or the like. SOLUTION: The control device comprises a command value generation part 10 for generating a command signal indicative of the position of at least a self-ship Q and an automatic ship maneuvering part 20 for respective operating portions of the ship 40 in accordance with the command value signal generated by the command value generation part 10. The command value generation part 10 generates a position command value centering on the control reference position.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method and a device for controlling a ship. More specifically, the present invention relates to a control method and a control device for a ship for automatic piloting while appropriately maintaining a positional relationship with a control reference position of a marine object such as a fire ship.

[0002]

2. Description of the Related Art In recent years, autonomous control of ships has been advanced, and special attention and techniques are required not only for steady operation but also for fixed-point observation such as ocean observation and marine resource surveys, or fire fighting at sea. In some situations, autopiloting is being performed.

For example, in ocean observation and marine resource surveys, the hull is swept away from the tidal current by the wind, and the speed of the watercraft or the ground is zero so that the hull does not contact the underwater observation equipment. In order to minimize the influence of the wind, control is performed so that the heading with respect to the wind direction is constant.

FIG. 7 shows an example of a conventional automatic control device (for example, see Japanese Patent No. 30521182). In the control device 100, the controller 101 performs feedback control using the output signal of the watercraft speed sensor so as to maintain the watercraft speed when the watercraft speed holding button is pressed.
02 (see also Japanese Patent No. 3026059 regarding wind-resisting posture.
It is controlled to maintain the relative wind direction angle when the anti-wind attitude holding button is pressed.) In this conventional example, since the reliability of a watercraft speed sensor, for example, a Doppler sonar, is low, a filter process is performed on an output signal thereof.

[0005] However, particularly in a situation where higher control accuracy and responsiveness are required, such as in autopilot during marine firefighting activities, such a sensor output with low reliability or a long time is required to increase the reliability. There is a problem in that it is not practical to perform speed control by incorporating a sensor output filtered with a time constant into a feedback loop.

[0006]

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned problems in the prior art, and controls the position and attitude of a ship, particularly, the position and attitude of a ship relative to a control reference position such as an object at sea. It is an object of the present invention to provide a control method and a control device for a ship that can improve the controllability at the time.

[0007]

A ship control method according to the present invention is characterized in that the ship is moved along a predetermined trajectory around a control reference position to a control target position.

In the control method for a ship according to the present invention, when the distance between the own ship in the initial state and the control reference position does not exceed the reference value, the control reference position or the own ship position in the initial state is set as the control target position. If the distance between the ship and the control reference position in the initial state is equal to or exceeds the reference value, a position at a predetermined distance from the control reference position is set as the control target position. You.
In the latter case, it is preferable to move the own ship to the control target position while keeping the distance between the own ship and the control reference position constant, and it is more preferable that the control target position is located upwind of the control reference position.

In the control method for a ship according to the present invention, the angle with respect to the reference azimuth of the own ship or the angle with respect to the wind direction of the own ship may be fixed at the control target position.

On the other hand, the control apparatus for a ship according to the present invention includes a command value generator for generating at least a command signal for indicating the position of the ship, and a command value signal generated by the command value generator. An automatic vessel maneuvering section for operating each section of the vessel, wherein the command value generating section is configured to generate a position command value centered on the control reference position.

In the control apparatus for a ship according to the present invention, when the distance between the own ship in the initial state and the control reference position does not exceed the reference value, the control reference position or the own ship position in the initial state is set as the control target position. When the distance between the ship and the control reference position in the initial state is equal to or exceeds the reference value, a position at a certain distance from the control reference position is set as the control target position. It is assumed to be.

In the control apparatus for a ship according to the present invention, an automatic setting mode in which a control reference position is automatically set based on a detected value such as a radar, and a manual setting mode in which a control reference position is set based on a measured value of a tide meter. It is preferable that the setting can be made by the following.

Further, in the control apparatus for a ship according to the present invention, an object angle holding mode in which the ship is at a constant angle with respect to the reference azimuth, and an anti-wind direction holding mode in which the ship is at a fixed angle with respect to the wind direction It is preferable that the mode can be switched.

Thus, the ship control device of the present invention is provided in a ship.

[0015]

According to the present invention, the ship can be moved to a desired position in accordance with the distance between the ship and the control reference position.

Further, according to a preferred embodiment of the present invention, it is possible to set the ship at a desired angle with respect to the reference azimuth or wind direction at the control target position.

[0017]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, the present invention will be described based on embodiments with reference to the accompanying drawings, but the present invention is not limited to only such embodiments.

FIG. 1 shows a schematic configuration of a control system to which a ship control method according to an embodiment of the present invention is applied.
The control system A is a system that automatically controls a ship so that the position, speed, and posture of the ship are at desired positions, speeds, and postures.

More specifically, the control system A always keeps the distance between the fire boat (control reference position) and the fire boat (own boat) from the windward while maintaining the distance between the fire boat (control reference position) and the fire boat (own boat), for example, when performing marine fire fighting activities. In order to extinguish the fire, the system automatically controls the ship so that the distance to the object on the sea and the angle to the object are set to appropriate distances and angles. Therefore, according to this control system A, it is also possible to perform fixed point holding and watercraft speed control of the watercraft such that the watercraft speed is set to a value of zero.

The control system A operates in two object position setting modes. That is,
An automatic setting mode that automatically detects the position of an object such as a fire boat (control reference position) using a radar or an infrared camera (hereinafter, the position of the object detected in this mode is referred to as an automatically detected object position) And each setting of a manual setting mode in which information relating to the position of an object (hereinafter, referred to as an initial setting object position) inputted at the start of control is calculated by correcting every moment using an output signal of a tide meter. Mode.

Hereinafter, each component of the control system A will be described.

The control system A is generated by a command value generator 10 for generating a command value signal for instructing the position, speed and attitude of the own ship appropriate for each situation, and the command value generator 10. An automatic boat maneuvering section 20 for operating each section of the boat 40 based on the command value signal.

The automatic steering unit 20 performs feedback control of the engine speed, the reduction ratio, the pitch angle and the steering angle of the propeller so that the position, speed and attitude of the ship 40 match the command value signal from the command value generation unit 10. And a controller 30 that performs the control. Note that the automatic boat maneuvering unit 20 and the controller 30 have the same configurations as those of the well-known ones, and a detailed description thereof will be omitted. Hereinafter, the configuration of the command value generation unit 10 and the command value generation The processing will be described in detail.

As shown in FIG. 2, in a horizontal plane including an arbitrary point on the sea, the point is set as the origin, the north is the X-axis direction, and the east is the Y-axis.
Consider a coordinate system with axial directions. Then, the position of the fire boat P as an object is represented by coordinates (Yc, Xc), the position command value for the fire boat (own vessel) Q is represented by coordinates (Yr, Xr), and the wind speed and the tide speed are represented by symbols Vw, respectively. (Vector quantity) and the symbol Vc (vector quantity).
Each angle is measured with the clockwise angle with respect to the X axis as a positive angle.

Here, a case is considered in which the fire boat Q is controlled to go upwind of the fire boat P while maintaining a predetermined distance R from the fire boat P from the state shown in FIG. At this time, the position command value (Yr, Xr) is tracked on the circumference R1 of the radius R centered on the fire ship P, that is, the own ship Q and the fire ship P
While maintaining a constant distance to the fire boat P so as to go upwind. The radius R may be constant during the control as described above, but may be changed in accordance with the relative positional relationship with the fire boat in consideration of the wind direction.

At this time, the position of the fire boat P (hereinafter referred to as an object position) (Yc, Xc) changes every moment due to the influence of the tide and the wind. Therefore, the following object position calculation process is performed to detect the object position (Yc, Xc) at each time point.

Referring to FIG. 3, in order to execute the arithmetic processing,
Object position calculation processing unit 1 provided in command value generation unit 10
1 is shown.

The object position calculation processing section 11 includes an X component calculation section 11A and a Y component calculation section 11B. Each of the component operation units 11A and 11B includes switches 12A and 12B, integrators 13A and 13B, and an adder 1 respectively.
4A and 14B. Each switch 12A,
12B is connected to the terminal b in principle in the automatic setting mode described above. In the manual setting mode, it is connected to the terminal a.

The a terminal of each of the switches 12A and 12B is connected to the X-direction component Vcx of the tide speed Vc calculated by the following equations (1) and (2) so that the ship speed control can be performed. Each of the Y-direction components Vcy is input.

Vcx = Vccosψc (1)

Vcy = Vcsinψc (2)

Here, the angle ψc indicates the angle formed by the tide speed Vc with the X axis.

A 0 value is always input to the terminal b of each of the switches 12A and 12B so that the speed control over the ground can be performed.

Each of the integrators 13A and 13B outputs signals 15A and 15 input from the corresponding switch 12A and 12B.
B, that is, an integral operation is performed on the adopted tide speed (Vsy, Vsx) to calculate the distance that the tide has flowed from the control start time, and the signals 16A and 16B representing the calculation result are added to the corresponding adders 14A, Output to 14B. Thereby, in the manual setting mode, the distance and the direction in which the object P has been swept by the tide are obtained.

In the automatic setting mode, the adders 14A and 14B respond to the signals 16A and 16B from the corresponding integrators 13A and 13B in the automatic setting mode.
sa and Xsa, respectively, and in the manual setting mode, the respective coordinate component values Ysm and Xsm of the initially set object position are added, and the addition result is used as the current object position information (Y
c, Xc).

Note that, even in the manual setting mode, when it is desired to keep the object position (Yc, Xc) stationary, the switches 12A and 12B may be connected to the terminal b. The switching of the connection terminals in the switches 12A and 12B can be performed even during the execution of the control.

The radius R is calculated by the following equation (3), assuming that the hull position and the object position at the start of the control are represented by coordinates (Y0, X0) and (Ys0, Xs0), respectively. Here, (Ys0, Xs0) is the initial value of (Ysa, Xsa) in the automatic setting mode, and (Ysm, Xsm) in the manual setting mode. Note that (Ys
m, Xsm) may be set to the own ship position (Y0, X0).

R = sqrt ((X0−Xs0) ² + (Y0−Ys0) ² ) (3)

Thus, the radius R, that is, the own ship position (Y0, X0) at the start of control and the position of the object (control reference position)
Depending on whether or not the distance to (Ys0, Xs0) is larger than a predetermined reference value Δ, that is, the distance command between the own ship and the target (control reference), the position command value (Yr, X
The processing method for calculating r) is distinguished. The reference value Δ may be zero in the anti-wind direction angle holding mode described later, but if it is too small, the angle with respect to the object is not determined in the anti-object angle holding mode. It is desirable to make it larger than the position control accuracy. Therefore, if the position control accuracy is, for example, 10 m,
The reference value Δ is determined so as to be about 20 m with a margin of doubling.

The command value generator 10 calculates a position command value (Yr, Xr) centered on the object position (Yc, Xc) calculated by the object position calculator 11. The unit 50 is included.

FIG. 4 shows the configuration of the position command value calculation processing section 50.

When the distance R is equal to or greater than the reference value Δ, the position command value calculation processing section 50 calculates the angle α that the line segment PQ makes with the X axis.
(= Atan2 (Yr-Yc, Xr-Xc), hereinafter referred to as own ship relative position angle) and average wind direction av obtained by averaging wind speed Vw (vector amount) within a predetermined time.
e (ψw) and the position command value (Yr, X
r) is calculated.

That is, the position command value calculation processing unit 50
A subtractor 51 that subtracts the current α value from the average wind direction ave (ψw) and outputs the result as a deviation signal 61, and the deviation signal 61 from the subtractor 51 is −π [rad] or more and π [rad] or less. Converter 52, a proportional element 53 that multiplies an output signal 62 of the first converter 52 by a proportional gain K, and a turning angular velocity of the ship Q with respect to an output signal 63 of the proportional element 53. A limiter circuit 54 for setting an upper limit value (ωL) and a lower limit value (−ωL) so as to be equal to or less than a predetermined angular velocity; an integrator 55 for performing an integration operation on an output signal 64 of the limiter circuit 54; Output signal 65
And an adder 56 for adding the own ship relative position angle α0 at the time of the control start, and converting the output signal 66 of the adder 56 so that the signal becomes −π [rad] or more and π [rad] or less. , And outputs a signal indicating the current α value.

Thus, the position command value (Yr, Xr) can be set by a logic that makes the own ship relative position angle α coincide with the average wind direction ave (ψw) with a first-order lag. In this control, the speed of convergence is determined according to the proportional gain K.

When the α value is calculated for each predetermined time in this manner, each component of the position command value is calculated based on the α value by the following equations (4) and (5).

Xr = Xc + R × cos α (4)

Yr = Yc + R × sin α (5)

When the distance R is smaller than the reference value Δ, tracking of the circumference R1 is not performed, and (Yc, Xc)
Is the target value of the position control. That is,

Xr = Xc (6)

Yr = Yc (7)

Regarding the attitude of the ship Q, ie, the azimuth of the bow, the following two modes of control are possible.

(A) Object angle holding mode

This is a mode in which the angle with respect to the target is always constant, that is, a mode in which the angle with respect to the reference azimuth is constant. In this case, the attitude command value ψr that indicates the angle between the bow and the X axis is expressed by the following equation ( 8).

Ψr = atan2 (Yc−Yr, Xc−Xr) + ψrc (8)

Here, the angle ψrc indicates a declination with the object.

(B) Wind direction angle holding mode

In this mode, the angle with respect to the wind direction is always constant. In this case, the attitude command value Δr is given by the following equation (9).

Ψr = ave (ψw) + ψrw (9)

Here, the angle ψrw indicates the declination with the object.

FIGS. 5 and 6 show the flow of the aforementioned command value generation processing. This command value generation process is repeatedly performed at predetermined time intervals (for example, every 100 milliseconds).

Step S1: Tidal speed Vc, tidal angle ψc,
Tidal current deviation ψrc, wind speed Vw, wind direction ψw, wind direction deviation ψr
w, automatic detection target position (Ysa, Xsa), manually set target position (Ysm, Xsm), initial own ship position (Yo, Xsa)
Xo), various data such as the initial target ship position (Yso, Xso) and the reference value Δ are read.

Step S2: Each tide speed component (Vcy, Vc
x) is calculated by the above equations (1) and (2).

Step S3: An average wind direction ave (ψw) is calculated.

Step S4: Initial own ship position (Yo, X
o) and the initial object position (control reference position) (Yso,
Xso), a radius (distance) R is calculated.

Step S5: It is determined whether the mode is the automatic setting mode or the manual setting mode. If the mode is the automatic setting mode, the process proceeds to step S6, and if the mode is the manual setting mode, the process proceeds to step S7.

Step S6: Target position (Y
s, Xs) are set as in the following equations (10) and (11), and the process proceeds to step S8.

Xs = Xsa (10)

Ys = Ysa (11)

Step S7: Object position at the start of processing (Y
s, Xs) are set as in the following equations (12) and (13), and the process proceeds to step S9.

Xs = Xsm (12)

Ys = Ysm (13)

Step S8: Adopted tide speed (Vsy, Vs
x) is set as in the following equations (14) and (15), and the process proceeds to step S11.

Vsx = 0 (14)

Vsy = 0 (15)

Step S9: It is determined whether the control is the ship speed control on the ground or the ship speed control on the water. Here, if it is the ship speed control over the ground, the process proceeds to step S8, and if it is the ship speed control, the process proceeds to step S10.

Step S10: Adopted tide speed (Vsy, Vs
x) is set as in the following equations (16) and (17), and the process proceeds to step S11.

Vsx = Vcx (16)

Vsy = Vcy (17)

Step S11: The following equations (18) and (1)
The object position (Xc, Yc) is calculated according to 9).

Xc = ∫Vsxdt + Xs (18)

Yc = ∫Vsydt + Ys (19)

Step S12: It is determined whether or not the distance R is equal to or larger than the reference value Δ. Here, if the distance R is equal to or more than the reference value Δ, the process proceeds to step S13. If the distance R is smaller than the reference value Δ, the process proceeds to step S14.

Step S13: The own ship relative position angle α is calculated, and the flow advances to step S15.

Step S14: Position command value (Xr, Y
The object position (Xc, Yc) is set as r), and the process proceeds to step S18.

Step S15: Position command value (Xr, Y
r) is calculated by the above equations (4) and (5).

Step S16: It is determined whether the mode is an object relative angle holding mode or a wind direction relative angle holding mode. Here, if the mode is the object relative angle holding mode, the process proceeds to step S17, and if the mode is the wind direction relative angle holding mode, the process proceeds to step S18.

Step S17: The posture command value ψr is calculated by the following equation (20), and the processing is terminated.

Ψr = atan2 (Yc−Yr, Xc−Xr) + ψrc (20)

Step S18: The posture command value ψr is calculated by the following equation (21), and the processing is terminated.

Ψr = ave (ψw) + ψrw (21)

As described above, in the system A of this embodiment, the fire boat (own ship) Q can be moved to a predetermined position on the windward centering on the fire boat P. Further, in the system A of this embodiment, since the control of the ship is performed without incorporating the output of the speed sensor for water, which is difficult to improve the reliability, into the feedback loop, the controllability can be improved. .

The present invention has been described based on the embodiments. However, the present invention is not limited to the embodiments, and various modifications are possible. For example, in the embodiment, a fire boat is described as an example, but the invention is also applicable to a fixed-point observation boat.

[0093]

As described above in detail, according to the present invention, an excellent effect that the own ship can be moved to a desired position in accordance with the distance between the own ship and the control reference position can be obtained.

Further, according to the preferred embodiment of the present invention, an excellent effect that the ship can be set at a desired angle with respect to the reference azimuth or wind direction at the control target position can be obtained.

[Brief description of the drawings]

FIG. 1 is a block diagram showing a schematic configuration of a control system to which a ship control method according to an embodiment of the present invention is applied.

FIG. 2 is a schematic diagram for explaining a configuration and operation of a command value generation unit of the control system.

FIG. 3 is a block diagram illustrating a detailed configuration of a command value generation unit.

FIG. 4 is a block diagram illustrating a detailed configuration of a command value generation unit.

FIG. 5 is a first half of a flowchart illustrating each procedure of a command value generation process performed by a command value generation unit.

FIG. 6 is a latter half of a flowchart illustrating each procedure of a command value generation process performed by the command value generation unit.

FIG. 7 is a block diagram showing a schematic configuration of a conventional ship control device.

[Explanation of symbols]

 Reference Signs List 10 command value generation unit 11 target position calculation processing unit 20 autopilot unit 30 controller 40 ship 50 position command value calculation processing unit Vw wind speed Vc tide speed P target (fire boat) Q own ship (fire boat)

 ──────────────────────────────────────────────────続 き Continuation of the front page (72) Inventor Keiichi Yoshikawa 3-1-1 Higashikawasakicho, Chuo-ku, Kobe Kawasaki Heavy Industries, Ltd. Kobe Plant F-term (reference) 5H301 AA04 AA10 CC03 GG08 GG09

Claims (13)

[Claims] 1. A method for controlling a ship, comprising: moving a ship on a predetermined trajectory around a control reference position to a control target position. 2. The control reference position or the own ship position in the initial state is set as a control target position when the distance between the own ship in the initial state and the control reference position does not exceed the reference value. The method for controlling a ship as described in the above. 3. When the distance between the ship and the control reference position in the initial state is equal to or exceeds the reference value, setting a position at a predetermined distance from the control reference position as the control target position. The method for controlling a ship according to claim 1, wherein: 4. The method according to claim 3, wherein the ship is moved to a control target position while maintaining a constant distance between the ship and the control reference position. 5. The method according to claim 1, wherein the control target position has a constant angle with respect to the reference azimuth of the own ship. 6. The method according to claim 1, wherein the angle with respect to the wind direction of the own ship is fixed at the control target position. 7. The control method according to claim 3, wherein the control target position is located on the windward side of the control reference position. 8. A command value generating section for generating at least a command signal for indicating a position of the own ship, and an automatic boat maneuvering section for operating each section of the ship based on the command value signal generated by the command value generating section. Wherein the command value generation unit is configured to generate a position command value centered on a control reference position. 9. When the distance between the own ship in the initial state and the control reference position does not exceed the reference value, the control reference position or the own ship position in the initial state is set as the control target position. The control device for a ship according to claim 8, wherein 10. When the distance between the own ship and the control reference position in the initial state is equal to or exceeds the reference value, a position at a certain distance from the control reference position is set as the control target position. The control device for a ship according to claim 8, wherein the control is performed. 11. The control reference position can be set by an automatic setting mode in which the control reference position is automatically set based on a detected value such as a radar, and a manual setting mode in which the control reference position is set based on a measurement value of a tidal current meter. The ship control device according to claim 8, wherein: 12. An anti-object angle holding mode in which the ship is at a constant angle with respect to the reference azimuth and a wind direction holding mode in which the ship is at a constant angle with respect to the wind direction can be switched. The ship control device according to claim 8, wherein: 13. A marine vessel comprising the marine vessel control device according to any one of claims 8 to 12.