JP2021091307A - Automatic navigation single-screw twin-rudder vessel provided with emergency control function - Google Patents

Abstract

To provide an automatic navigation single-screw twin-rudder vessel provided with an emergency control function capable of escaping from an abnormal navigation state by giving a command from an original navigator of a vessel including the function of automatic navigation when the vessel becomes an abnormal navigation state.SOLUTION: An automatic navigation single-screw twin-rudder vessel includes an automatic controller 201 for controlling the direction of hull motion by a combination of two pieces of high lift rudders 102 and 103 and an emergency controller 203 for controlling the direction of the hull motion by combining rudder angles of the two pieces of high lift rudders 102 and 103 independently from the automatic controller 201. The automatic controller 201 includes a navigation command receiving unit 265 for receiving a navigation command by radio communication and an automatic navigation steering unit 253 for carrying out steering by automatic navigation on receiving the steering command, and the emergency controller 203 includes an emergency command receiving unit 301 for receiving an emergency command by radio communication, an emergency power source shutting off unit 302 for stopping power supply to the automatic controller 201 on receiving the emergency command, and an emergency steering unit 303 for carrying out hovering steering having the hull remain in place on receiving the emergency command.SELECTED DRAWING: Figure 1

Description

The present invention relates to an automatic navigation single-screw two-rudder ship having an emergency control function, and relates to a technique for preventing the maneuvering control function from being controlled by another person.

Conventionally, as a ship control device, for example, there is one described in Patent Document 1. This is a two-rudder system in which a pair of rudders are provided behind one propulsion propeller at positions symmetrical to the axis of the propulsion propeller, or one rudder is provided behind each of the two propulsion propellers. It is an automatic control device for ships with a double rudder system.

In this automatic control device, the steering command system consists of an autopilot device and a joystick panel, the autopilot device consists of a course setting device and a gyro compass, and the joystick panel consists of a joystick lever, a steering angle setting device and an emergency stop. It consists of a push button, and the control system consists of an automatic calculation device, a joystick unit, a rudder angle setting device, and an emergency stop control unit.

In recent years, research and development of ships equipped with an unmanned and autonomous automatic navigation function have been carried out.

Patent No. 5213729

However, when a ship is unmanned and autonomously navigates automatically, it is necessary to provide the ship with an automatic control device equipped with a program for automatic control and maneuvering. When a ship performs automatic navigation, destinations, routes, weather information, etc. necessary for navigation are obtained from the outside via wireless communication. In this case, there is a possibility that an outside person invades the automatic control device via wireless communication as a security problem. Here, the outsiders are, in the Japanese Industrial Standards JIS X 0001-1994, "a maniac of a computer with advanced technology" (01.07.03) and "a computer with advanced technology". A maniac who uses his knowledge and means to access protected resources without authority. ”(01.07.04), a so-called hacker.

Automatic control when a ship deviates from the original navigation route due to hacking, when the ship speed becomes abnormally high and the ship becomes abnormally maneuvered, or when the ship maneuvering device malfunctions and the ship becomes abnormally maneuvered. It is required to release the abnormal maneuvering state of the device and keep the ship in the standby state.

The present invention solves the above-mentioned problems, and when a ship having a function of performing automatic navigation is in an abnormal maneuvering state, it escapes from the abnormal maneuvering state by giving a command from the original maneuverer of the ship. It is an object of the present invention to provide an automatic navigation single-screw two-rudder vessel equipped with an emergency control function capable of enabling the vessel.

In order to solve the above-mentioned problems, the automatic navigation single-axis two-rudder equipped with the emergency control function of the present invention has one propulsion propeller arranged at the stern and a pair of left and right high-lift rudders arranged behind the propulsion propeller. A pair of rotary vane rudders that drive each high-lift rudder, an automatic control device that controls the direction of hull movement by combining the rudders of two high-lift rudders, and an independent control device. It is equipped with an emergency control device that controls the direction of hull movement by combining the rudder angles of two high-lift rudders. It has an automatic navigation and maneuvering unit that operates the ship, and the emergency control device includes an emergency command receiving unit that receives an emergency command by wireless communication, an emergency power cutoff unit that receives an emergency command and stops power supply to the automatic control device. It is characterized by having an emergency ship maneuvering unit that performs hovering maneuvering to keep the hull in place in response to an emergency command.

In the automatic navigation single-screw two-rudder ship provided with the emergency control function of the present invention, the emergency ship maneuvering unit is characterized in that the ship is subjected to emergency stop maneuvering prior to hovering maneuvering.

In the automatic navigation single-screw two-rudder ship provided with the emergency control function of the present invention, the emergency control device is characterized by having a current position information transmitting unit for transmitting current position information.

With the above configuration, when the automatic control device is controlled by another person outside due to hacking, the ship deviates from the original navigation route, the ship speed becomes abnormally high, and the ship becomes abnormally maneuvered, or When the ship is in an abnormal maneuvering state due to a malfunction of the automatic control device, the original operator of the ship issues an emergency command to the emergency control device by wireless communication. When the emergency command receiving unit receives the emergency command, the emergency control device stops the power supply to the automatic control device by the emergency power cutoff unit. As a result, the abnormal ship maneuvering state of the automatic control device can be released and the ship can be maintained in the standby state.

Next, the emergency control device performs hovering maneuvering to keep the hull in place by the emergency maneuvering unit. As a result, it is possible to prevent the ship from deviating from the original route, and by keeping the hull in place, it is possible to prevent the ship from drifting and dispatch a ship operator to the ship for manned maneuvering. It will be easy. By performing an emergency stop maneuver of the ship prior to this hovering maneuver, it is possible to prevent the ship from drifting for a long time under uncontrolled conditions, narrow the sea area where the ship stays in the standby state, search for the ship and Ship operators can be easily dispatched.

Further, the emergency control device transmits the current position information by the current position information transmitting unit, so that the current position of the ship can be easily grasped, and it becomes easy to dispatch a ship operator for manned maneuvering.

Schematic diagram showing a thrust system and an automatic control device of an automatic navigation single-screw two-rudder ship having an emergency control function according to an embodiment of the present invention. Schematic diagram showing a maneuvering stand of an automatic navigation single-screw two-rudder vessel having an emergency control function in the same embodiment. Schematic diagram showing the configuration of the ship maneuvering stand in the same embodiment Schematic diagram showing the emergency control device in the same embodiment Top view showing the movable range of the high-lift rudder in the same embodiment. A perspective view showing a propulsion device and a high-lift rudder in the same embodiment, and showing a configuration of a stern portion of a thrust system 100. Schematic diagram showing rudder combination rudder angle and turning direction

Hereinafter, embodiments of the present invention will be described with reference to the drawings. The automatic control device for an automatic navigation single-screw two-rudder ship having an emergency control function according to the present invention can be applied regardless of the size of the ship.

As shown in FIGS. 1 to 7, the automatic navigation single-screw two-rudder ship having an emergency control function according to the present embodiment includes a thrust system 100 and a ship maneuvering system 200 that controls the thrust system 100.

The thrust system 100 includes a propeller propeller 101 composed of a single-axis propeller arranged at the stern of the hull 110, and two high-lift rudders 102 and 103 arranged behind the propeller.

The high-lift rudders 102 and 103 are rudders having a rudder blade having a high-lift cross-sectional contour having a cross-sectional shape along the axial direction of the propeller. There are various shapes of high-lift rudder blades, but the rudder blades of the high-lift rudders 102 and 103 of the present embodiment have the following shapes. That is, in the contour of the horizontal cross section, the front edge portions 102a and 103a projecting forward in a semicircular shape and the front edge portions 102a and 103a are continuously and streamlined in width, and then directed toward the minimum width portions 102b and 103b. From the intermediate portions 102c and 103c whose widths are gradually reduced, and the fish tail trailing edges 102e and 103e whose widths are gradually increased toward the rear ends 102d and 103d having a predetermined width in succession to the intermediate portions 102c and 103c. Has a shape of

The high-lift rudders 102 and 103 are configured to be steerable by 105 ° to the outboard (outer side) and 35 ° to the inboard (inner side), respectively. Then, while keeping the propeller forward rotation of one unit and one axis, the one-to-two high lift rudders 102 and 103 are independently operated at various angles, and the high lift rudders 102 on both sides. By changing the combination of rudder angles, the propeller wake can be distributed in a desired direction, and the thrust in each direction can be freely changed. Therefore, the combined thrust of the thrust in each direction can be freely changed, and by controlling the wake of the propeller and controlling the thrust around the stern in all directions of 360 °, the ship can move forward and backward, stop, and turn forward. It is possible to control the movement of the ship freely by manipulating the ship such as turning backward.

Further, the thrust system 100 includes a rotary vane rudder 104, 105 for driving the high lift rudders 102, 103, a rudder control device (servo amplifier) 106, 107 for controlling the rotary vane rudder 104, 105, and a hull. It has a bow thruster 108 arranged on the bow side of 110 and a thruster control device 109 that controls the bow thruster 108.

Further, the pump units 151 and 152, the rudder angle transmitters 153 and 154, and the feedback units 155 and 156 are connected to the rotary vane steering machines 104 and 105, respectively, and the feedback units 155 and 156 are connected to the rudder control device 106. , 107 is connected.

The ship maneuvering system 200 controls the direction of hull movement by combining the rudders of two high lift rudders 102 and 103, and is an automatic control device 201 in the case of unmanned and autonomous automatic maneuvering (mode), and two manned rudders. When maneuvering the ship by combining the rudders of the high lift rudders 102 and 103 (mode), the hull movement is performed by combining the rudders of the two high lift rudders 102 and 103 independently of the manned control device 202 and the automatic control device 201. The emergency control device 203 for controlling the direction of (mode) is provided, and the ship radar device 271 and the transmission / reception antenna device 272 are connected to each other.

The automatic control device 201 is housed in the ship maneuvering stand 250 and is operated by an autopilot using a GPS compass. The automatic control device 201 is operated by an autopilot using a GPS compass. The autopilot 253, which receives information necessary for navigation such as speed as a ship maneuvering command and autonomously maneuvers the ship autonomously while detecting surrounding ships and obstacles with the ship radar device 271, and the ship maneuvering that receives the ship maneuvering command by wireless communication. It has a command receiving unit 265.

The manned control device 202 switches between the automatic control device 201 and the manned control device 202 by the gyro direction display unit 252 that displays the gyro direction of the gyro compass 251 and the joystick maneuvering unit 255 that is operated by the joystick lever 254, and the mode changeover switch 260. It has a mode switching unit 261 for performing the above, a display device 262 having a touch panel on the screen, and an image control unit 263 for controlling an image displayed on the display device 262.

The image control unit 263 displays a gyro orientation display image 267 that reflects the gyro orientation, an orientation display unit operation image 268 for touch-operating the gyro orientation display unit 252 on the monitor screen, and an automatic navigation ship maneuvering unit 253 on the monitor screen. The automatic ship maneuvering operation image 269 for touch operation is selectively displayed or simultaneously displayed.

The joystick operation unit 255 is configured so that the joystick lever 254 can be operated in any direction of the XY directions, controls the command movement direction of the hull in the tilt direction of the joystick lever 254, and determines the tilt angle in the tilt direction. It controls the command speed in the stern direction and the command speed in the lateral direction of the hull.

The joystick maneuvering unit 255 controls the rudders of the high lift rudders 102 and 103 on both sides to the rudders set according to the tilting direction of the joystick lever 254, respectively, and the rudders of the high lift rudders 102 and 103 on both sides. By combining, the thrust of the wake of the propeller is changed toward the target direction, and the steering angles of the high lift rudders 102 and 103 on both sides are turned to the outer side by the rotary vane rudders 104 and 105 on both sides. It is controlled within a range of 105 ° and 35 ° toward the inward side. Details will be described later.

The automatic navigation maneuvering unit 253 guides and controls the own ship to the set course received by the maneuvering command by wireless communication based on the current position information, the guidance route information, and the stop holding position information of the own ship by the GPS compass and the electronic chart system. It is a thing.

The emergency control device 203 includes an emergency command receiving unit 301 that receives an emergency command by wireless communication communicated through the transmission / reception antenna device 272, an emergency power cutoff unit 302 that receives the emergency command and stops power supply to the automatic control device 201, and an emergency. It has an emergency ship maneuvering unit 303 that performs hovering maneuvering to keep the hull in place in response to a command, and a current position information transmitting unit 304 that transmits the current position information of the own ship obtained by a GPS compass and an electronic sea map system.

An open / close switch 403 is interposed in the middle of the power supply circuit 402 in which the power supply device 401 supplies power to the automatic control device 201 of the ship maneuvering stand 250. I'm in control.

The combination of the basic rudders of the high-lift rudders 102 and 103, the state of the joystick lever 254, its name, the wake line of the propeller, and the direction of motion will be described with reference to FIG.

In FIG. 7, the rudders are shown in a horizontal cross section, and the rudder angle of each rudder is shown beside or below the rudder. The rudder angle is displayed as positive (+) for the right side and negative (-) for the left side, and the name for the combination of these rudder angles is given. The wake of the propeller is drawn with a thin arrow line, and the propulsion direction of the ship is drawn with a thick hollow arrow line.

By the way, "TURN TO PORT" (forward left turn) is port-35 ° and starboard-35 °, and "ROTATE TO PORT" (front of the bow) is port-70 ° and starboard-35 °. Yes, "STERN TO PORT" (stern left turn) is port-105 °, starboard + 45 ° to + 75 °, and "ASTERN TO PORT" (backward left turn) is port-105 °, starboard + 75 °. From + 105 °, "AHEAD" (forward) is port 0 °, starboard 0 °, "HOVERING" (stop on the spot) is port-75 °, starboard + 75 °, "ASTERN" (Backward) is port-105 °, starboard + 105 °, "TURN TO STARD" (forward right turn) is port + 35 °, starboard + 35 °, and "ROTATE TO STARD" (turning right on the nose). ) Is port + 35 °, starboard + 70 °, and "STERN TO STARD" (turning to the right at the stern) is port -45 ° to -75 °, starboard + 105 °, and "ASTERN TO STARD" (backward). (Right turn) is from -75 ° to -105 ° on the port side and + 105 ° on the starboard side.

The operation in the above configuration will be described below.
1. 1. Maneuvering mode by manned control device 202 The mode changeover switch 260 is operated to select the maneuvering mode by the joystick of manned control device 202. The joystick maneuvering unit 255 commands the command movement direction of the hull, the command thrust in the stern direction, and the command thrust in the lateral direction of the hull by using the joystick lever 254.

In this maneuvering, the propeller propeller 101 is kept rotating forward, and the high-lift rudders and 103 are independently operated at various angles to control the wake of the propeller, and the thrust around the stern is all 360 °. Control over direction. By this control, the maneuverability in maneuvering can be improved by causing the ship to move forward and backward, stop, turn forward, turn backward, and the like.

That is, by changing the combination of the rudder angles of the rudders on both sides, the thrust can be changed in the desired direction toward the wake of the propeller. The combination of steering angles listed here is an example, and the combination of steering angles can be arbitrarily changed so as to obtain the desired propulsion direction and thrust.

In this way, it is not necessary to reverse the thrust of the propeller (propeller reverse rotation) in maneuvering the ship, and the main engine can always control the ship maneuvering while keeping the forward rotation, and both rudders can be operated without adjusting the rotation speed of the main engine. By adjusting the rudder angle, the ship speed can be finely controlled steplessly from the maximum forward speed corresponding to the propeller rotation speed at that time to the maximum reverse speed.
2. Control mode by the automatic control device 201 Operate the mode changeover switch 260 to select the control mode by the automatic control device 201.

The automatic control device 201 is unmanned and autonomously automatically maneuvers the ship. That is, the automatic control device 201 receives information necessary for navigation such as a destination, a route, and a ship speed from a remote location by wireless communication at the ship maneuvering command receiving unit 265 as a ship maneuvering command, and uses a GPS compass based on the received command. Maneuver with the autopilot that was there, and guide and control the own ship to the set course received by the maneuvering command by wireless communication based on the current position information, guidance route information, and stop holding position information of the own ship by GPS compass and electronic chart system. ..

In the maneuvering by the automatic control device 201, the command movement direction of the hull, the command thrust in the stern direction, and the command thrust in the lateral direction of the hull are commanded in the same manner as in the maneuvering by the manned control device 202.

That is, while the propeller propeller 101 is still rotating forward, the high-lift rudders 102 and 103 are independently operated at various angles to control the wake of the propeller, and the thrust around the stern is 360 ° in all directions. Control. This control causes the ship to move forward and backward, stop, turn forward, turn backward, and so on.
3. 3. Maneuvering mode by the emergency control device 203 When the automatic control device 201 is controlled by another person outside due to hacking, and the ship deviates from the original navigation route or the ship speed becomes abnormally high, resulting in an abnormal ship maneuvering state. Or, when the ship is in an abnormal maneuvering state due to a malfunction of the automatic control device 201, an emergency command is issued to the emergency control device 203 by wireless communication from the original maneuverer of the ship.

When the emergency command receiving unit 301 receives the emergency command, the emergency control device 203 opens the open / close switch 403 by the emergency power cutoff unit 302 to stop the power supply to the automatic control device 201.

As a result, the abnormal ship maneuvering state of the automatic control device 201 can be released and the ship can be maintained in the standby state.

As the first maneuvering, the emergency maneuvering unit 303 urgently stops the ship in preference to all maneuvers regardless of the current maneuvering state of the ship. Therefore, the high lift rudder 103 of the port rudder is hard in the steering direction (clockwise when viewed from above), and the high lift rudder 102 of the starboard rudder is hard in the starboard direction (counterclockwise when viewed from above). Steer to over (full rudder) and apply braking force to the ship to stop it. Since these two rudders generate a very large braking force and reverse force, the hull can be stopped for a much shorter time and a shorter distance than when maneuvering by reversing the propeller.

Next, the emergency ship maneuvering unit 303 performs hovering maneuvering to keep the hull in place. Therefore, the port rudder high lift rudder 103 is steered by -75 ° in the steering direction (clockwise when viewed from above), and the starboard high lift rudder 102 is directed in the starboard direction (counterclockwise when viewed from above). Steer to + 75 ° and perform "HOVERING" (stop on the spot) as shown in FIG.

In this way, the emergency control device 203 performs hovering maneuvering to keep the hull in place by the emergency ship maneuvering unit 303, thereby preventing the ship from deviating from the original route and preventing the ship from drifting. And the hull can stay in place.

Furthermore, by performing emergency stop maneuvering of the ship prior to hovering maneuvering, it is possible to prevent the ship from drifting for a long time under uncontrolled conditions, narrow the sea area where the ship stays in the standby state, and search for the ship. And dispatch of ship operators can be done easily.

Further, the emergency control device 203 can easily grasp the current position of the ship by transmitting the current position information by the current position information transmitting unit 304, and it is easy to dispatch a ship operator for manned maneuvering. Become.

Further, the emergency control device transmits the current position information of the own ship obtained by the GPS compass and the electronic chart system by the current position information transmitting unit 304, so that the current position of the ship can be easily grasped and the manned maneuvering can be performed. It will be easier to dispatch a ship operator to do this.

100 Thrust system 110 Hull 101 Propeller propeller 102, 103 High lift rudder 104, 105 Rotary vane rudder 106, 107 Rudder control device 108 Nose thruster 109 Thruster control device 151, 152 Pump unit 153, 154 Rudder angle transmitter 155, 156 Feedback unit 200 Ship maneuvering system 201 Automatic control device 202 Manned control device 203 Emergency control device 250 Ship maneuvering stand 251 Gyro compass 252 Gyro direction display part 253 Automatic navigation ship maneuvering part 254 Joystick lever 255 Joystick ship maneuvering part 260 Mode changeover switch 261 Display device 263 Image control unit 271 Ship radar device 272 Transmission / reception antenna device 301 Emergency command reception unit 302 Emergency power cutoff unit 303 Emergency ship maneuvering unit 304 Current position information transmission unit 401 Power supply device 402 Power supply circuit 403 Open / close switch

Claims (3)

One propulsion propeller placed at the stern, a pair of left and right high-lift rudders placed behind the propulsion propeller, a pair of rotary vane rudders that drive each high-lift rudder, and two high-lift rudders. It is equipped with an automatic control device that controls the direction of hull movement by combining rudder angles and an emergency control device that controls the direction of hull movement by combining the rudder angles of two high-lift rudder independent of the automatic control device.
The automatic control device has a ship maneuvering command receiving unit that receives a ship maneuvering command by wireless communication, and an automatic navigation maneuvering unit that receives a ship maneuvering command and performs automatic navigation maneuvering.
The emergency control device has an emergency command receiving unit that receives an emergency command by wireless communication, an emergency power cutoff unit that receives an emergency command and stops power supply to the automatic control device, and an emergency command that keeps the hull in place. An automatic navigation uniaxial two-rudder vessel equipped with an emergency control function characterized by having an emergency maneuvering unit for hovering maneuvering. The emergency ship maneuvering unit is an automatic navigation uniaxial two-rudder ship provided with the emergency control function according to claim 1, wherein the emergency stop maneuvering of the ship is performed prior to hovering maneuvering. The emergency control device is an automatic navigation uniaxial two-rudder ship having an emergency control function according to claim 1 or 2, wherein the emergency control device has a current position information transmitting unit that transmits current position information.

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