JP2019162922A - Maneuvering support system, naval vessel, and maneuvering support method - Google Patents

Abstract

To provide a maneuvering support system, a naval vessel and a maneuvering support method capable of improving safety and contributing to labor saving in an offshore replenishment work by an advanced automatization of maneuvering at a time of the offshore replenishment between a replenishment vessel and a receiving vessel, and by reduction in a deck arrangement of deck personnel based on cordless of a distance cable for a distance measurement and of a telephone cable for an on-site telephone line.SOLUTION: A relative distance Dx, Dy, a relative course β and a relative speed ΔVx, ΔVy between a replenishment vessel 2 and a receiving vessel 1 are detected from a combination of a pair of distance measurement systems consisting of a light receiving/emitting part 22A of an electro-optical distance meter on the side of the receiving vessel 1 and a reflector 22C or a light receiving/emitting part 22E on the side of the replenishment vessel 2, and a gyrocompass 23 provided in the receiving ship 1, or from two pairs of the distance measurement systems consisting of light receiving/emitting parts 22A, 22B on the side of the receiving vessel 1 and reflectors 22C, 22D or light receiving/emitting parts 22E, 22F on the side of the replenishment vessel 2.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a ship maneuvering support system, a ship, and a ship maneuvering support method for assisting in maneuvering such as parallel running during offshore resupply between a supply ship and a receiving ship.

  In ships that receive offshore supply from a supply ship, a supply ship that maintains a certain fixed relative distance, ship speed, and heading in close proximity to a supply ship that sails while maintaining a constant course and speed. Receives fuel and other materials from the, and then leaves with increasing relative distance.

  This offshore replenishment must be assumed to be performed when radio is blocked or when radio wave transmission such as radar waves is restricted. Conventionally, the distance line for distance measurement and communication such as a refueling line and the field for communication Skilled maneuvers were maneuvering on the bridge while the telephone line was stretched between the supply ship and the receiving ship, and contact was received from deck personnel such as distance telephone lines and field telephone lines.

  This offshore replenishment lasts for several hours and is affected by wind waves, so both deck personnel and maneuvering personnel will be forced to have great tension for a long time. The reduction of the burden has been desired.

  In this connection, in a ship equipped with two propellers, a port side propulsion device and a starboard side propulsion device, and a port side rudder and a starboard side rudder at the stern, berthing or docking on the port side There has been proposed a ship maneuvering system having a port departure automatic control mode that automatically performs continuous portside berthing control or continuous portside berthing control that berths or ships on the port side (see, for example, Patent Document 1). .

JP-A-2018-2040

  The present invention has been made in view of the above-described situation, and its purpose is to provide advanced automation of a ship maneuver at the time of offshore replenishment of a supply ship and a receiving ship, a range finder for ranging, and a field telephone line. The maneuvering support system, ship and maneuvering support, which can contribute to safety improvement and labor saving in offshore replenishment work by reducing the deck arrangement of deck personnel by unlined telephone cord It is to provide a method.

  The ship maneuvering support system according to the present invention for achieving the above-described object is a ship maneuvering support for supporting an offshore replenishment operation performed in parallel with a receiving ship that runs parallel to a supply ship and receives offshore supply from the supply ship. In the system, one of the supply ship and the receiving ship is a first ship, the other is a second ship, a light emitting / receiving unit of a light wave range finder on the first ship side, a reflector on the second ship side, A distance measuring system configured to detect a distance between each other and an angle of a light projecting direction of the measuring light wave with respect to a bow direction of the receiving ship, and a set of the distance measuring system. From a combination of a ranging system and a gyrocompass provided in the receiving ship, or from a combination of two sets of ranging systems, a relative distance, a relative course, and a relative speed between the supply ship and the receiving ship A means to acquire information between two ships Ete constructed.

  This configuration does not use radar that may expose the ship's position or GPS (Global Positioning System) that may interfere with radio waves, but has lightwave ranging that measures the distance using lightwaves. Since the system is used, it can be operated even in environments where radio waves are not used or where radio waves are being disturbed. In addition, for distance measurement, supply ships and receiving ships are used for offshore supply. This eliminates the need for distance cords stretched between the two, reduces the work on the deck and eliminates the need to monitor the distance cords, thereby reducing the number of deck personnel and improving the safety of offshore supply personnel.

  In the ship maneuvering support system described above, when the distance measuring system uses eye-safe visible laser light as the light wave of the light wave range finder, the following effects can be exhibited.

  Laser light propagating in the atmosphere is attenuated by absorption and scattering by gas molecules, but is a wavelength region with little absorption by gas molecules, and is called “atmospheric window”, which is a part of the visible to infrared region. In this wavelength range, eye-safe laser light having a wavelength of 1.4 μm to 2.6 μm, which is difficult to reach the retina of the eye, is used as a light wave that is used in the optical rangefinder. By using this eye-safe laser beam, it is possible to improve safety for the eyes of workers in the exposed area.

  In the ship maneuvering support system described above, if the ranging system has a one-way communication function or a two-way communication function using the light wave of the light wave rangefinder, the following effects can be exhibited. The one-way communication function or the two-way communication function can be easily realized by providing light receiving / emitting portions of the light wave range finder on both the receiving ship side and the supply ship side and placing communication information on this light wave. In this case, it is more preferable to adopt a method of sending data all at once.

  According to this configuration, ship operation information and refueling operation information on the supply ship side can be sent to the receiving ship side, and ship operation information and oil reception operation information on the receiving ship side can be sent to the supply ship side. Since they can be shared with each other, it is easy to ensure safety when maneuvering, and it is possible to obtain information necessary for the movement of materials such as fuel oil. It can be used for ship operation control, refueling, and control of various operations when moving goods.

  Accordingly, the communication accuracy can be remarkably improved as compared with telephone communication, misunderstandings during a call can be avoided, the synchrony of operation of devices can be remarkably improved, and the time required for receiving can be shortened. In addition, there is no need for a telephone line between the supply ship and the receiving ship only at the time of offshore supply, and it can be made wireless except for those related to refueling and movement of goods, so work on the deck and exposure on the deck etc. The number of workers in the department can be reduced.

  In the ship maneuvering support system, a relative distance between the supply ship and the receiving ship obtained by the two ship information acquisition means after reaching a preset receiving position area for the supply ship; Relative position maintenance control means for automatically maneuvering the receiving ship to maintain the receiving position area for the supply ship based on the relative course and relative speed is provided.

  According to this configuration, the fixed ship is automatically maintained at a fixed relative distance, ship speed, and direction, that is, the relative position of the receiving ship is maintained within the receiving position area relative to the supplying ship. However, it is possible to navigate by automatic ship operation, and the information obtained by the information acquisition means between the two ships is more accurate than the information obtained by monitoring the distance rope or by telephone communication. Accordingly, it is possible to remarkably reduce the burden on the deck personnel and the maneuvering personnel, and improve the safety during the maneuvering.

  In the ship maneuvering support system described above, a preset is set for the supply ship based on a relative distance, a relative course, and a relative speed between the supply ship and the receiving ship obtained by the biship information acquisition means. Proximity control means for automatically maneuvering the ship to guide the receiving ship to the receiving position area.

  According to this configuration, the automatic ship can be used to approach the receiving position area with respect to the supply ship and to occupy the receiving position area, and there is no distance cable or telephone cable extension. The position of the opponent's ship can be monitored accurately. Therefore, it is possible to remarkably reduce the burden on the deck personnel and the maneuvering personnel, reduce the time required to approach the receiving position area, and improve the safety during the maneuvering.

  In the ship maneuvering support system, the receiving ship is moved from the receiving position area based on a relative distance, a relative course, and a relative speed between the supply ship and the receiving ship obtained by the two-ship information acquisition unit. Detachment control means for automatically performing a ship maneuvering for detachment is provided.

  According to this configuration, it is possible to leave the supply ship from the receiving position area by an automatic maneuvering, and there is no distance cable or telephone cable overhanging, so only the receiving line is removed. , You will be able to quickly and automatically leave the ship. Therefore, the navigation time from the receiving position area to the safe take-off position can be shortened, and the safety at the time of maneuvering can be improved.

  And the ship of this invention for achieving the above objectives is comprised including said ship maneuvering support system, and can exhibit the same effect as said ship maneuvering support system.

  The ship maneuvering support method of the present invention for achieving the above object is a method using the ship maneuvering support system, and can exhibit the same effects as the ship maneuvering support system.

  According to the ship maneuvering support system, the ship, and the ship maneuvering support method of the present invention, the relative position, the relative heading, and the relative speed between the supply ship and the receiving ship can be detected even when the radio wave is blocked or jammed. It is possible to receive replenishment from a supply ship while reducing the burden on deck and maneuvering personnel by running in parallel with the automatic maneuvering on the receiving ship side.

  Therefore, the advanced maneuvering of the ship at the time of offshore resupply of the supply ship and the receiving ship and the reduction of the deck arrangement of the deck personnel by eliminating the distance cable for ranging and the telephone cable for the on-site telephone line, It is possible to improve safety in replenishment work and contribute to labor saving.

It is a figure which shows typically the structure by the side of the receiving ship of the ship handling assistance system of embodiment of this invention. It is a figure which shows typically the structure in the control surface of the ship handling assistance system of embodiment of this invention. It is a figure which shows typically the flow of the ship handling assistance method of embodiment of this invention. It is a figure for demonstrating the proximity | contact situation of the receiving ship to the supply ship by the ship handling assistance system of the 1st Embodiment of this invention. It is a figure for demonstrating the parallel running condition of the receiving ship to the supply ship by the ship handling assistance system of the 1st Embodiment of this invention. It is a figure for demonstrating the detachment | leave state of the receiving ship to the supply ship by the ship handling assistance system of the 1st Embodiment of this invention. It is a figure for demonstrating the proximity situation of the receiving ship to the supply ship by the ship handling assistance system of the 2nd Embodiment of this invention. It is a figure for demonstrating the parallel running condition of the receiving ship to the supply ship by the ship handling assistance system of the 2nd Embodiment of this invention. It is a figure for demonstrating the leaving situation of the receiving ship to the supply ship by the ship handling assistance system of the 2nd Embodiment of this invention.

  Hereinafter, a ship maneuvering support system, a ship, and a ship maneuvering support method according to embodiments of the present invention will be described with reference to the drawings. Here, a description will be given using a ship that does not have a bow thruster at the bow as an example, but even if a bow thruster is provided at the bow, it can also be used for ship maneuvering operations when bow thrusters are prohibited when using underwater acoustic devices, etc. The present invention is not necessarily limited to ships that do not have a bow raster, and may have a bow raster. Here, we are dealing with a ship maneuver that does not use a bow thruster, but the steering performance can be further improved by using the bow thruster in combination.

  Initially, the structure by the side of the receiving ship 1 of the ship operation assistance system 20 of embodiment which concerns on this invention is demonstrated, referring FIG. In this receiving ship 1, an upper structure 14 is placed on a hull 10 surrounded by a ship bottom 11, a ship side skin 12 and an upper deck 13, and a bridge 14 a is provided on the upper structure 14. The receiving ship 1 includes two propulsion devices, a starboard side propulsion device 16a and a port side propulsion device 16b, which are driven by a starboard side main engine 15a and a port side main engine 15b, a starboard side rudder 17a, and a port side rudder. It has two rudders 17b. Further, both the starboard side propulsion device 16a and the starboard side propulsion device 16b are constituted by variable pitch propellers. Further, the starboard side rudder 17a and the starboard side rudder 17b are respectively a starboard side steering device 18a and a port side steering device. It is configured to be operated at 18b.

  The ship maneuvering support system 20 is provided with a control means 40 in the control device 21 in terms of control. The control means 40 includes two ships in addition to the normal ship maneuver means 41 as shown in FIG. It is provided with offshore replenishment control means 42 having a gap information acquisition means 42a, a proximity control means 42b, a relative position maintenance control means 42c, and a separation control means 42d. Then, in the flow as shown in FIG.

  First, the normal ship maneuvering means 41 is a means for performing a normal ship maneuvering other than at the time of offshore replenishment, and includes various control means (not shown) for performing manual ship maneuvering and automatic ship maneuvering. The normal ship maneuvering means 41 includes an electromagnetic log 31 for measuring a ship's water velocity from a water stream flowing through the bottom of the ship, a wind nose 32 for measuring a wind direction and a wind speed, and a GPS (Global Positioning System) for measuring a position using an artificial satellite ) Ship measurement data is input from the device 33, a radar device (not shown) for obtaining ranging information, a sonar device (not shown) for obtaining underwater target information, and the like.

  At the same time, the normal ship maneuvering means 41 includes a bridge control panel (with display panel) 24A fixed to the bridge 14a, a command station control panel (with display panel) 24B fixed to the battle command center (CIC), a portable remote control. Control data for controlling two main engines 15a and 15b, two propulsion devices 16a and 16b, and two steering gears 18a and 18b are input by inputting marine vessel maneuvering data input by the maneuvering operation of the maneuvering personnel on the operation panel 24C and the like. To do.

  By using this portable remote control panel 24C, at the time of offshore replenishment, it becomes possible to maneuver with a joystick etc. at locations such as the left and right sides of the bridge 14a and the front and rear, as well as USV (Unmanned Surface Vehicle) and UUV When loading / unloading (unmanned underwater vehicle), mooring buoys, etc., it is possible to directly maneuver at the work site. Thereby, it becomes possible to contribute to smoothing various operations and improving safety.

 The bridge operation panel 24A, the command post operation panel 24B, and the remote control panel 24C are configured to include, for example, an input device and a steering control device, and the input device includes a stern control force including a joystick or the like. An input unit and a steering angle input unit configured by a dial or the like are included.

  In addition, the steering control device includes a tilting direction data from the stern control force input unit (steering direction: moving direction of the ship), tilt angle data of a joystick tilt angle in that direction, and a steering angle input unit. In addition to rudder angle data, ship position information and speed information from GPS device 33, electromagnetic log 31, etc., heading information from gyrocompass 23, information from wind nose 32, information from sonar device, radar Information from the device, information from a ranging system (described later), etc. are input, selection of forward or reverse on the starboard side propulsion device 16a and port side propulsion device 16b, and the magnitude of the generated thrust Command to the control device of each variable pitch propeller, and the selection of the surface rudder and steering of starboard side rudder 17a and port side rudder 17b, and the command of the magnitude of the rudder angle, respectively Steering gear 18a, and outputs it to the 18b.

  And the information system 42a between two ships of the control means 42 at the time of offshore replenishment of 1st Embodiment using the combination of the ranging system (22A, 22C) and the gyrocompass 23 as shown in FIGS. The ship maneuvering system 20 according to the second embodiment using a combination of the ship maneuvering support system 20 and the first ranging system (22A, 22C) and the second ranging system (22B, 22E) as shown in FIGS. There is a support system 20A.

  The two-ship information acquisition means 42a of the ship maneuvering support system 20 according to the first embodiment shown in FIGS. 4 to 6 is configured by a combination of a light emitting / receiving unit 22A and a reflector (reflector) 22C of the light wave rangefinder. A ranging system (22A, 22C) is provided. The light emitting / receiving unit 22A is disposed on the receiving ship 1 side, and the reflector 22C is disposed on the supply ship 2 side. In this distance measuring system (22A, 22C), not only the distance S1 between each other is detected, but also the angle α1 of the light projection direction of the measurement light wave with respect to the bow direction of the receiving ship 1 in addition to the distance S1 between each other. Configured to detect.

  This makes it possible to measure the distance using light waves without using a radar that may expose the ship's position or GPS (global positioning system) that may cause radio interference. (22A, 22C) is used, so it can be operated even in environments where radio waves cannot be used or in situations where GPS cannot be used due to radio interference, and replenishment at sea for distance measurement. This eliminates the need for the distance cable that has been stretched between the supply ship 2 and the receiving ship 1 and reduces the work on the upper deck 13 and eliminates the need to visually monitor the distance cable. At the same time, safety in offshore replenishment work can be improved.

  Moreover, it is preferable to use eye-safe visible laser light as the light wave of this light wave rangefinder. In other words, laser light propagating in the atmosphere is attenuated by absorption and scattering by gas molecules, but is a wavelength region where absorption by gas molecules is small, and is a part of the visible to infrared region called the “atmosphere window” Therefore, laser light in this wavelength region is used as a light wave used in the light wave rangefinder. Among them, by using eye-safe laser light having a wavelength of 1.4 μm to 2.6 μm that is difficult to reach the retina of the eyes, it is possible to improve the safety of workers in the exposed parts such as the deck and the bridge to the eyes. As the laser beam of this wavelength, there is a laser beam that can visually recognize a place where a laser beam such as a laser point hits.

  In addition, the longer the wavelength, the smaller the scattering by gas molecules, but this distance measurement system does not need to transmit long distances in the atmosphere, but rather, it does not want to transmit far away from the aspect of confidentiality. Similarly, a visible laser that scatters in a short distance is used rather than an infrared laser or a carbon dioxide gas laser having an oscillation wavelength in an atmospheric window.

  Further, instead of the reflector (reflector) 22C, the light receiving / emitting unit 22E of the light wave range finder is used to provide a one-way communication function or a two-way communication function using the light wave of the light wave distance finder. It is preferable. The one-way communication function or the two-way communication function is easily provided by including the light emitting / receiving sections 22A and 22E of the light wave range finder on both the receiving ship 1 side and the supply ship 2 side, and placing communication information on this light wave. realizable. In this case, in the offshore supply, the supply ship 2 and the reception ship 1 are affected by the wave and the like, and the hull movement is performed. In the case of stormy weather, the light wave line between the light emitting / receiving unit 22A and the light receiving / emitting unit 22E is set. Considering the possibility of a situation where it is difficult to maintain without interruption, it is more preferable to adopt a method of sending data all at once.

  With this lightwave communication, communication accuracy, avoidance of misunderstanding during a call, synchrony of operation of devices, and the like can be remarkably improved as compared with telephone communication, and time for offshore replenishment work can be shortened. Also, there is no need for a telephone line to be stretched between the supply ship 2 and the receiving ship 1 only at the time of offshore supply, and it can be made wireless except for those related to refueling and movement of goods, so the outside of the upper deck 13 and the bridge 14a. It is possible to reduce the number of workers in the exposed area.

  Furthermore, ship operation information on the supply ship 2 side, operation information on the refueling equipment, etc. are sent to the receiving ship 1 side, and ship operation information on the supply ship 1 side, operation information on the oil reception equipment, etc. are sent to the supply ship 2 side. Will be able to share each other's information. Therefore, it is easy to ensure safety when maneuvering the ship, and it is possible to obtain information necessary for the operation and control of equipment related to the movement of goods such as fuel oil. It can be used for ship operation control and various operations during refueling and movement of goods.

  In the ship maneuvering support system 20 of the first embodiment, the two-ship information acquisition means 42a is based on a combination of the distance measuring system (22A, 22C) and the gyrocompass 23 provided in the receiving ship 1. The relative distances Dsx, Dsy, the relative course β, and the relative speeds ΔVx, ΔVy between the supply ship 2 and the receiving ship 1 are detected.

  As shown in FIGS. 4 to 6, the distance measurement system (22A, 22C) detects the distance S1 and the angle α1 in the light projecting direction, and the gyrocompass 23 provided in the receiving ship 1 further detects the receiving ship 1. The heading direction θ1 is obtained, and a relative heading β (= θ2−θ1) that is a difference from the heading direction θ2 of the supply ship 2 is calculated. The heading direction θ2 of the supply ship 2 is obtained as an orientation determined and set in advance on the supply ship 2 side at the time of offshore supply, or as the direction transmitted to the receiving ship 1 side as ship operation data on the supply ship 2 side.

  Assuming that the difference between the angle α1 in the light projecting direction and the heading direction θ2 of the supply ship 2 is the angle γ, as shown in FIGS. 4 to 6, “γ = α1 + β” is obtained, and the relative distance in the ship length of the supply ship 2 (Distance between receiving ship 1 and supply ship 2: Strictly speaking, distance between light receiving / emitting device 22A and reflector 22C) Dx is “Dx = S1 × Cos (α1 + β)”, the ship of supply ship 2 The relative distance in the width direction (distance between receiving ship 1 and supply ship 2: strictly speaking, the distance between light receiving / emitting device 22A and reflector 22C) Dy is “Dy = S1 × Sin (α1 + β)” Become. The relative speed ΔVx is obtained by time-differentiating the relative distance Dx, and the relative speed ΔVy is obtained by time-differentiating the relative distance Dy.

  Note that calculating the distances Dsx and Dsy between the ship receiving ship 1 and the supply ship 2 from the relative positions Dx and Dy between the light receiving and emitting part 22A and the reflector 22C is as follows: Since the position of the reflector 22C in each ship is known, it can be easily performed. In FIGS. 5 and 6, the distances Dsx and Dsy between the ship receiving ship 1 and the supply ship 2 are omitted for simplification of the drawings.

  Further, the proximity control means 42b is a means for shifting from the proximity state in FIG. 4 to the parallel running state in FIG. 5, and between the supply ship 2 and the receiving ship 1 obtained by the two-ship information acquisition means 42a. This is means for automatically maneuvering the ship to guide the receiving ship 1 to the receiving position region R set in advance for the supply ship 2 based on the relative distances Dsx, Dsy, the relative course β, and the relative speeds ΔVx, ΔVy. The receiving position region R is not a pinpoint, but is set in advance as a region having a certain range before the start of offshore replenishment based on the weather and wave conditions.

  In addition, if the navigation speed of the receiving ship 1 is Ux and Uy and the navigation speed of the supply ship 2 is Wx and Wy, “ΔVx = Ux−Wx” and “ΔVy = Uy−Wy” are obtained. In normal solo navigation, Uy = 0 and Wy = 0, but when two ships run in parallel, suction force (suction force) and turning moment (suction moment) occur between the two ships depending on the distance between the two ships. Therefore, here, it is necessary to adopt not only the navigation speeds Ux and Wx but also the navigation speed in the width direction of the supply ship 2 as Uy and Wy.

  The proximity control means 42b inputs the current relative distances Dx and Dy, the relative course β, and the relative speeds ΔVx and ΔVy between the supply ship 2 and the receiving ship 1, and is set in advance for the supply ship 2. From the relationship between the receiving position area R and the current relative distances Dsx and Dsy, the heading direction θ1 and the navigation speeds Ux and Uy of the future supply ship 2 are calculated in order to bring the receiving ship 1 closer to the receiving position area R. Then, the two propulsions constituted by the variable pitch propellers so as to generate the control force (forward force, lateral force, turning moment) calculated so as to be the heading direction θ1 and the navigation speeds Ux, Uy. Proximity control is performed to operate four operation amounts of the instruments 16a and 16b and the two rudders 17a and 17b.

  According to this proximity control means 42b, it becomes possible to perform the operation until the supply ship 2 approaches the receiving position area R and occupies the receiving position area R by an automatic ship. It will be possible to monitor the position of the opponent's ship with high accuracy in the absence of a cable. Accordingly, it is possible to remarkably reduce the burden on deck personnel and ship maneuvering personnel, reduce the time required to approach the receiving position region R, and improve the safety during maneuvering.

  In this proximity control, the heading direction θ1 and the navigation speeds Ux and Uy corresponding to the relative distances Dx and Dy may be automatically calculated and set using preset proximity data. However, it is preferable that the instruction value of the proximity data can be changed by an input from a ship operator or can be manually operated by an operation of a joystick or the like.

  Further, the relative position maintenance control means 42c is a means for maintaining the parallel running state of FIG. 5, and after reaching the receiving position region R set in advance for the supply ship 2, the two-ship information acquisition means 42a. In other words, based on the relative distances Dsx, Dsy, relative course β, and relative speeds ΔVx, ΔVy between the obtained supply ship 2 and the receiving ship 1, the receiving position region R for the supply ship 2 is maintained. A means for automatically maneuvering the receiving ship 1 so as to maintain the fixed constant relative distances Dsx, Dsy (= Ds), ship speed Ux (= Wx), (Uy = 0), and heading direction θ1. is there.

  This relative position maintenance control means 42c inputs the relative distances Dsx and Dsy between the current supply ship 2 and the receiving ship 1, the relative course β, and the relative speeds ΔVx and ΔVy, and the future of the course of the future supply ship 2 The control calculated to receive the azimuth θ2 and the relative speeds Wx and Wy, and maintain the heading azimuth θ1 (= θ2) of the supply ship 2 and the navigation speeds Ux and Uy with the relative speeds ΔVx and ΔVy being zero. Relative positions for operating the four operation amounts of the two propulsion units 16a and 16b and the two rudders 17a and 17b configured with variable pitch propellers so as to generate force (forward force, lateral force, turning moment) Perform maintenance control.

  According to this relative position maintenance control means 42c, it becomes possible to navigate by the automatic ship while maintaining the receiving position area R with respect to the supply ship 2, and compared with information obtained by monitoring the distance rope, telephone communication or the like. Thus, the information obtained by the two-ship information acquisition means 42a has higher distance measurement accuracy and is instantaneous. Accordingly, it is possible to remarkably reduce the burden on the deck personnel and the maneuvering personnel, and improve the safety during the maneuvering.

  Further, the separation control means 42d is a means for shifting from the parallel running state of FIG. 5 to the separation state of FIG. 6, and the relative relationship between the supply ship 2 and the receiving ship 1 obtained by the two-ship information acquisition means 42a. This is a means for automatically performing ship maneuvering for detaching the receiving ship 1 from the receiving position region R based on the distances Dsx, Dsy, the relative course β, and the relative speeds ΔVx, ΔVy.

  This separation control means 42d inputs relative distances Dsx, Dsy, relative course β, and relative speeds ΔVx, ΔVy between the current supply ship 2 and the receiving ship 1, and is set in advance for the supply ship 2. Based on the relationship between the receiving position area R and the current relative distances Dsx and Dsy, the receiving ship 1 is detached from the receiving position area R and moved to a separating area (not shown) outside the receiving position area R. The heading direction θ1 and the navigation speeds Ux and Uy of the future receiving ship 1 are calculated, and the control force (forward force, lateral force, turning moment) calculated to be the heading direction θ1 and the navigation speeds Ux and Uy is calculated. ) Is performed so as to operate four operation amounts of the two propulsion devices 16a and 16b configured by the variable pitch propeller and the two rudders 17a and 17b.

  According to this disengagement control means 42d, the resupply ship 2 can be disengaged from the receiving position region R by an automatic ship operation, and there is no distance cable or telephone cable being stretched. By simply leaving the line, it will be possible to quickly and automatically leave the ship. Therefore, the navigation time from the receiving position region R to the safe departure region can be shortened, and the safety at the time of maneuvering can be improved.

  In this departure control as well, the heading direction θ1 and the navigation speeds Ux and Uy corresponding to the relative distances Dsx and Dsy every moment may be automatically calculated and set using preset separation data. However, it is preferable that the instruction value of the data for detachment can be changed or the ship can be manually operated by operating a joystick or the like.

  Next, the ship maneuvering support system 20A of the second embodiment will be described, but the difference from the ship maneuvering support system 20 of the first embodiment is only the following difference in the two-ship information acquisition means 42a. Other configurations are the same.

  The ship-to-ship information acquisition means 42a of the ship maneuvering support system 20A according to the second embodiment having the configuration shown in FIGS. 7 to 9 includes the first distance measuring system (22A, 22A, 22B) of the ship maneuvering support system 20 according to the first embodiment. 22C) and a second distance measuring system (22B, 22D) configured by a combination of a light emitting / receiving unit 22B and a reflector (reflector) 22D of the light wave range finder shown in FIG. Has been.

  The second ranging system (22B, 22D) is not necessary in the ship maneuvering support system 20 of the first embodiment described above. In other words, if either the first ranging system (22A, 22C) or the second ranging system (22B, 22D) fails, the ranging system that does not fail and the gyrocompass 23 The ship maneuvering support system 20 of the first embodiment can be configured.

  The light receiving / emitting section 22B of the second ranging system (22B, 22D) is disposed on the receiving ship 1 side at a distance L1 from the light receiving / emitting section 22B in the direction of the captain, and the reflector 22E is a reflector on the supply ship 2 side. It is arranged at a distance L2 with respect to 22C and the ship length direction. Even in the second ranging system (22B, 22D), not only the distance S2 between each other but also the distance S2 between each other and the projection direction of the measurement light wave with respect to the bow direction of the receiving ship 1 The angle α2 is configured to be detected.

  In the ship-to-ship information acquisition means 42a of the ship maneuvering support system 20A of the second embodiment, as shown in FIGS. 6 to 8, the first distance measuring system (22A, 22C) uses the distance S1 and the light projection direction. Is detected, and further, the distance S2 and the angle α2 in the light projecting direction are detected by the second distance measuring system (22B, 22D).

  Then, a separation distance L between the two light emitting / receiving sections 22A and 22B, a separation distance L2 between the two reflectors 22C and 22E, two measured distances S1 and S2, and two angles α1 of the light projecting directions, From α2, the relative positions D1x, D1y, D2x (not shown) and D2y (not shown) of the light emitting / receiving units 22A, 22B and the reflectors 22C, 22E can be calculated, and the heading direction θ2 of the supply ship 2 can be calculated. The relative course β, which is the difference from the heading direction θ1 of the receiving ship 1, and the relative positions Dsx and Dsy can be calculated. Note that calculating the distances Dsx and Dsy between the ship receiving ship 1 and the supply ship 2 from the relative positions D1x and D1y between the light receiving and emitting part 22A and the reflector 22C is as follows: Since the position of the reflector 22C in each ship is known, it can be easily performed. 7 to 9, the relative positions D2x and D2y of the light emitting / receiving unit 22B and the reflector 22E are not shown, and in FIGS. 8 and 9, for the purpose of simplifying the drawing, the receiving for ship operation is omitted. Illustration of distances Dsx and Dsy between the ship 1 and the supply ship 2 is also omitted.

  Next, a ship maneuvering support method using these ship maneuvering support systems 20 and 20A will be described. In this ship maneuvering support method, as shown in FIG. 3, when the offshore replenishment work is started, the resupply ship 2 performs a resupply ship, starts constant needle / constant speed navigation, and during the offshore replenishment work, maintain. Then, when replenishment from the supply ship 2 to the receiving ship 1 is completed, this constant needle / constant speed navigation is terminated. Complete offshore replenishment work.

  On the other hand, on the receiving ship 1 side, when the offshore replenishment work is started, a resupply ship is operated. Then, “pairing optical rangefinder” is performed. In this pairing, light waves are projected toward the reflector 22C (or / and 22D) on the supply ship 2 side with respect to the light emitting / receiving unit 22A (or / and 22B) of the light wave rangefinder on the receiving ship 1 side. . First, the projection direction from the light emitting / receiving unit 22 is automatically or manually scanned toward the reflector 22C so that the projected light wave is reflected from the reflector 22C and returns to the light receiving / emitting unit 22A. The projected light wave strikes the reflector 22C. At this time, since visible laser light is used, manual adjustment by visual observation can also be coarsely adjusted.

  The direction of the reflector 22C that has received the light wave is automatically or manually adjusted so that the light wave reflected by the reflector 22C returns to the light emitting and receiving unit 22A. Once the optical path from the light emitting / receiving unit 22A to the reflector 22C and the optical path from the reflector 22C to the light receiving / emitting unit 22A are established, and after recognizing the establishment of the optical path, each device swings up, down, left and right. It is preferable that the mechanism is configured to automatically follow when the optical path is likely to be removed by the mechanism.

  Before and after the “pairing of optical rangefinder” (after in FIG. 3), “switch to automatic ship maneuvering system” is performed. As a result, the maneuvering authority is switched from the hand of the maneuvering personnel to the automatic maneuvering system, for example, by the operation of the switch to the automatic maneuvering system by the maneuvering personnel.

  After that, the proximity control means 42b performs proximity by automatic ship operation. In this proximity control, the receiving ship 1 is moved into the receiving position region R with respect to the supply ship 2. Thereby, the receiving ship 1 is brought close to the receiving position area R, and the receiving position area R is occupied.

  After reaching the occupied state, the relative position maintaining control means 42c performs relative position maintaining control, and the receiving ship 1 is maintained in the receiving position region R by automatic ship operation. That is, the receiving ship 1 stays in the receiving position region R so that the receiving ship 1 has the same heading direction (θ1 = θ2: β = 0) and the same speed (Ux = Wx, Uy = Wy: ΔVx). = 0, ΔVy = 0).

  Immediately before or immediately after the receiving ship 1 enters the receiving position region R, or immediately before or immediately after the receiving ship 1 enters the relative position maintenance control, between the supplying ship 2 and the receiving ship 1 as preparation for supply. When the supply line is constructed, and when this construction is completed and the relative position maintenance control is entered, the supply is started, and the supply ship 1 is operated in parallel with the supply ship 2 and replenishment is performed. . When this replenishment is completed, the replenishment line is removed and the replenishment is released.

  After the replenishment is released, the withdrawal control means 42d performs the withdrawal by the automatic ship operation. In this leaving control, the receiving ship 1 is moved from the receiving position area R to the leaving area with respect to the supply ship 2. As a result, the receiving ship 1 is detached from the receiving position region R. When this departure is completed, a signal indicating completion of the departure (optical display, audio signal, etc.) is received, and the operation of the switch to the automatic ship operation system is performed by the ship operator, and the right to operate the ship is transferred from the automatic ship operation system to the ship operator. Switch from hand to hand. Thereby, “switching from the automatic ship maneuvering system” is performed.

  Before and after “switching from the automatic ship maneuvering system” (after in FIG. 3), “cancel optical pairing”. This is done by terminating the light wave projection from the light emitting / receiving section 22A (or / and 22B) of the light wave rangefinder on the receiving ship 1 side. This completes the resupply ship.

  In the above configuration, the receiving ship 1 has a configuration of two-axes and two rudders. However, any vessel having a configuration capable of generating three control forces of forward force, lateral force, and turning moment may be used, and a side thruster is provided. A ship with one axis and one rudder may be used.

  Furthermore, although the light receiving / emitting devices 22A and 22B of the ranging system are arranged on the receiving ship 1 side and the reflectors 22C and 22D are arranged on the supply ship 2 side, basically, the ship operating support systems 20 and 20A are provided. It is preferable to arrange the light emitters / receivers 22A and 22B on the receiving ship 1 on the side where they are located. However, if two-way communication can be secured using a ranging system or another route, the light emitters / receivers on the supply ship 2 side. 22A and 22B may be arranged, and reflectors 22C and 22D may be arranged on the receiving ship 1 side.

  Further, the ship operation support systems 20 and 20A may be provided on the supply ship 2 side, and the receiving ship 1 may be controlled by bidirectional communication. By providing the ship maneuvering support systems 20 and 20A not only on the supply ship 2 side but also on the reception ship 1 side, it becomes possible to operate the supply ship 1 for supply from the supply ship 2 side in an emergency.

  According to the ship maneuvering support systems 20 and 20A, the ship and the ship maneuvering support method configured as described above, the relative positions Dsx and Dsy between the supply ship 2 and the receiving ship 1 are relative to each other even when the radio wave is blocked or jammed. It is possible to detect the heading β and the relative speeds ΔVx and ΔVy, perform parallel running with the automatic ship on the receiving ship 1 side, and receive replenishment from the supply ship 2 while reducing the burden on the deck personnel and the ship operating personnel. it can.

  Therefore, by the advanced automation of the maneuvering of the supply ship 2 and the receiving ship 1 at the time of offshore supply, and the reduction in the deck arrangement of deck personnel by eliminating the distance cable for ranging and the telephone cable for the field telephone line. It is possible to improve safety and contribute to labor saving in offshore replenishment work.

DESCRIPTION OF SYMBOLS 1 Receiving ship 2 Supply ship 10 Hull 13 Upper deck 14 Superstructure 14a Bridge 16a Starboard side propulsion device 16b Port side propulsion device 17a Starboard side rudder 17b Port side rudder 20, 20A Ship maneuvering support system 21 Controllers 22A, 22B, 22E, 22F Light receiving / emitting unit of light wave rangefinder (ranging system)
22C, 22D Reflector (ranging system)
23 Gyrocompass 24A Bridge control panel 24B Command station control panel 24C Remote control panel 40 Control means 41 Normal ship control means 42 Offshore replenishment control means 42a Two ship information acquisition means 42b Proximity control means 42c Relative position maintenance control means 42d Departure control means Dx Distance between devices of the first ranging system (in the direction of the stern of the supply ship)
Dy Distance between devices of the first ranging system (width direction of the supply ship)
Dsx Relative distance between the supply ship and the receiving ship (direction of the tail of the supply ship)
Dsy Relative distance between supply ship and receiving ship (width direction of supply ship)
S1 Distance between the devices of the first ranging system S2 Distance between the devices of the second ranging system α1, α2 Angle of projection direction of the measuring light wave β Relative course θ1 Direction of the course of the receiving ship θ2 Heading direction of supply ship γ Angle of difference between flood direction and heading direction of supply ship

Claims (8)

In a ship operation support system that supports offshore supply work performed between a receiving ship that runs parallel to a supply ship and receives offshore supply from the supply ship,
One of the supply ship and the receiving ship is a first ship, the other is a second ship, a light emitting / receiving unit of a light wave ranging finder on the first ship side, a reflector or light wave ranging on the second ship side And a distance measuring system for detecting the angle between the distance between each other and the direction of light projection of the measurement light wave with respect to the bow direction of the receiving ship,
From the combination of one set of the ranging system and the gyrocompass included in the receiving ship, or from the combination of two sets of the ranging systems, the relative distance and relative between the supply ship and the receiving ship A marine vessel maneuvering support system comprising means for acquiring information between two ships for detecting a course and a relative speed.   2. The ship maneuvering support system according to claim 1, wherein the ranging system uses an eye-safe visible laser beam as a light wave of the light wave ranging finder.   3. The marine vessel maneuvering support system according to claim 1, wherein the ranging system has a one-way communication function or a two-way communication function using a light wave of the light wave rangefinder.   Based on a relative distance, a relative course, and a relative speed between the supply ship and the receiving ship obtained by the two-ship information acquisition means after reaching a preset receiving position area for the supply ship 4. The apparatus according to claim 1, further comprising a relative position maintenance control unit that automatically operates the receiving ship so as to maintain the receiving position area with respect to the supply ship. Ship navigation support system.   Based on the relative distance, the relative course, and the relative speed between the supply ship and the receiving ship obtained by the two-ship information acquisition means, the receiving position is set in a receiving position area set in advance for the supply ship. The ship maneuvering support system according to any one of claims 1 to 4, further comprising proximity control means for automatically maneuvering the ship to guide the ship.   Based on the relative distance between the supply ship and the receiving ship, the relative course, and the relative speed obtained by the information acquisition means between the two ships, a ship maneuvering for automatically removing the receiving ship from the receiving position area is automatically performed. 6. A ship maneuvering support system according to claim 4 or 5, further comprising a departure control means for performing the above operation.   A ship comprising the ship maneuvering support system according to any one of claims 1 to 6.   A ship maneuvering support method using the ship maneuvering support system according to any one of claims 1 to 6.

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