JP2021116011A - Vessel - Google Patents

Abstract

To improve fuel consumption when having stance of a vessel attain a target angle.SOLUTION: A vessel includes: two propulsion generating devices 113L, 113R respectively provided to both sides of a hull; a steering mechanism 115 for controlling turning of the hull; a turning command acquirement unit 103 for acquiring a turning command value including a turning direction and turning amount; a velocity acquirement unit 107 for acquiring a velocity command value for the hull; and a turning controller 111 for turning the vessel according to a turning command value by having the steering gear 115 be in a neutral position as well as controlling the two propulsion generating devices 113L, 113R so that the propulsion force of the propulsion generating devices 113L, 113R inside the turning direction is smaller than the propulsion force of the propulsion generating devices 113L, 113R outside the steering direction when the velocity command value acquired by the velocity acquirement unit 107 is the velocity threshold or more.SELECTED DRAWING: Figure 1

Description

The present invention relates to ships.

Conventionally, a so-called two-engine, two-axis type ship having two main engines and two propellers fixed to each main engine is known. For example, Patent Document 1 describes that in a two-engine, two-axis type ship, steerability is enhanced by a combination of the difference in propulsive force of each main engine and the rudder operation.

Japanese Unexamined Patent Publication No. 2016-068580

However, in the system of Patent Document 1, since the countersteering is always performed when turning, the fuel consumption until the attitude of the ship reaches the target angle is reduced.

The present invention is for solving the above problems, and an object of the present invention is to provide a turning control device and a ship capable of improving fuel efficiency when the posture of the ship reaches a target angle.

In order to solve this problem, the swivel control device in one aspect is
Two propulsive force generators installed at different positions in the width direction of the ship to generate propulsive force of the ship, a rudder for turning the ship, and a turning command including the turning direction and turning amount of the ship are issued. A turning control device that controls the turning of a ship equipped with a turning command unit.
A swivel command acquisition unit that acquires a swivel command from the swivel command unit, and a swivel command acquisition unit
The speed acquisition unit that acquires the speed of the ship,
When the speed acquired from the speed acquisition unit is equal to or higher than the predetermined speed threshold when the rotation command is acquired from the rotation command unit, the thruster is controlled to the neutral position and the propulsive force generated by the propulsive force generator inside the turning direction turns. It is provided with a turning control unit that controls two propulsive force generators so as to be smaller than the propulsive force generated by the propulsive force generators on the outer side of the direction.

It is a block diagram of a ship according to 1st Embodiment. It is a flow chart which shows a series of processing by a turning control part at the time of autopilot control by 1st Embodiment. It is a block diagram of the ship by 2nd Embodiment. It is a block diagram of a ship according to a third embodiment. It is a schematic block diagram of the disturbance data collection system by 4th Embodiment. The schematic top view of the ship according to 4th Embodiment is shown. This is an example of an electronic chart in the fourth embodiment. It is a block diagram of the ship by 5th Embodiment. It is a block diagram of a ship according to a sixth embodiment. It is a block diagram of the ship according to 7th Embodiment. It is a block diagram of a ship according to 8th Embodiment. It is a block diagram of a ship according to a ninth embodiment. It is a front view of the ship according to 9th Embodiment. It is a front view of the ship according to 9th Embodiment. It is a front view of the ship according to 9th Embodiment. It is a block diagram of a ship according to a tenth embodiment. An example of the designated route in the tenth embodiment is shown. It is a block diagram of the ship attitude calculation system in eleventh embodiment. It is a block diagram of a ship according to a twelfth embodiment. It is a flow chart which shows the control process by the turning control device by 12th Embodiment. It is a schematic block diagram of the microbubble generator according to a twelfth embodiment. It is a block diagram of a ship according to a thirteenth embodiment.

[First Embodiment]
FIG. 1 is a block diagram of a ship. The ship V1 automatically outputs a turning control device 100, a manual steering unit 101 that outputs a turning command in response to a manual input, and a turning command acquisition unit 103 that includes a turning direction and a turning amount according to a designated route. It includes a steering unit 105. The manual steering unit 101 outputs a turning command according to the amount of operation of the steering unit (not shown) to the turning command acquisition unit 103. The automatic steering unit 105 executes autopilot control for controlling the direction of the bow according to the designated route, and outputs a turning command to the turning command acquisition unit 103.

The turning control device 100 includes a speed acquisition unit 107 that acquires a speed command input to the manual steering unit 101, and a position acquisition unit 109 that acquires a current position using GPS, a nautical chart, or the like. The information regarding the current position includes information regarding whether the current position is within a predetermined area such as in a bay or outside the predetermined area. The speed acquisition unit 107 outputs a speed command to the turning control unit 111. The speed command is a command value of the propulsion speed and includes the speed requested by the operator. The speed may be either ground speed or water speed. The speed command may indicate the output value of the propulsion force generator described later.

The ship V1 includes two propulsion force generators 113L and 113R provided at different positions in the width direction of the hull, and a rudder 115. The turning control unit 111 controls the propulsion force generators 113L and 113R and the rudder 115 based on the speed command, the current position, and the turning command to turn the hull. Since the control when the ship V1 is advanced in the traveling direction is a known technique, detailed description thereof will be omitted.

The propulsion force generators 113L and 113R include an engine 117 and a propeller 119. The propeller 119 may be a variable pitch propeller whose blade angle can be controlled. When the propeller 119 is a variable pitch propeller, the propulsive force of the propulsion force generators 113L and 113R is the total value of the propulsive force controlled by both the engine 117 and the blade angle of the propeller 119.

The turning control unit 111 makes a difference in the propulsive force of the propulsion force generators 113L and 113R according to the turning command, controls the rudder 115, or both, and turns the hull based on the turning command. The turning control unit 111 controls the rudder 115 to a neutral position to generate propulsive force in a situation where the hull speed is equal to or higher than the speed threshold value and the hull turning performance is high and the hull can be turned only by the propulsion force generators 113L and 113R. The hull is turned only by the devices 113L and 113R. The turning control unit 111 makes a difference in the propulsive force of the propulsive force generators 113L and 113R, and generates propulsive force so that the propulsive force inside the turning direction specified by the turning command is smaller than the propulsive force outside the turning direction. It controls the devices 113L and 113R. In order to make the propulsive forces of the propulsive force generators 113L and 113R different, only one control value can be increased or decreased without changing the other control value, or both control values can be increased or decreased. Since the difference in propulsive force corresponds to the turning amount, the turning control unit 111 determines the difference in propulsive force according to the turning amount in response to the turning command.

The turning control unit 111 may change the turning amount depending on whether the output source of the turning command is the manual steering unit 101 or the automatic steering unit 105. When the turning command acquisition unit 103 acquires the turning command from the manual steering unit 101, it is conceivable to perform emergency avoidance. Therefore, the turning control unit 111 is a propulsion force generating device when the turning command acquisition unit 103 acquires a turning command from the manual steering unit 101 as compared with the case where the turning command indicating the same steering angle is acquired from the automatic steering unit 105. Increase the difference in propulsive force between 113L and 113R. In this case, the propulsive force of the propulsive force generators 113L and 113R inside the turning direction may be maximized, and the propulsive force of the propulsive force generators 113L and 113R inside the turning direction may be minimized (idling state or dead throw). As a result, the followability to manual steering can be improved. The difference in propulsive force between the propulsive force generators 113L and 113R may be increased only when the amount of change in the turning command from the manual steering unit 101 is a certain amount or more. The turning control unit 111 may turn the hull by controlling the rudder 115 in addition to the propulsion force generators 113L and 113R in response to the turning command output from the manual steering unit 101.

When a turning command is input while in a predetermined area such as in a bay, in a water supply, or on the coast with reference to the current position, the turning control unit 111 has more propulsive force than when the same turning command is input outside the predetermined area. The difference in propulsive force between the generators 113L and 113R may be increased. As a result, steerability within a predetermined area can be improved. Further, the turning control unit 111 may control the rudder 115 to turn the hull within a predetermined area.

FIG. 2 is a flow chart showing a series of processes by the turning control unit during autopilot control. When a turning command is input from the automatic steering unit 105 and a series of processes are started, the turning control unit 111 determines the turning direction and the turning amount based on the turning command in step S1. In step S2, the turning control unit 111 determines the rotation speed of the engine 117 and the propulsive force of the propulsive force generators 113L and 113R on the inner side in the turning direction to be smaller than the propulsive force of the propulsive force generators 113L and 113R on the outer side in the turning direction. Controls the wing angle of propeller 119. In step S3, the turning control unit 111 determines whether or not a desired turning angle has been obtained. This judgment may be based on the passage of time calculated from the difference in propulsion force, hull resistance, etc., or the result of monitoring the bow angle based on the position information. In step S3, the degree of turning (the amount of change in the turning angle per unit time) may be referred to instead of the turning angle. In step S4, the turning control unit 111 sets the difference in propulsive force between the propulsive force generators 113L and 113R to zero, and ends a series of processes.

With the above control, the operating amount of the rudder 115 can be reduced, and the decrease in fuel consumption due to the countersteering can be suppressed. Further, only when the speed command is equal to or higher than the speed threshold value, the turning performance in a state where the ship speed is slow can be ensured by turning the hull with the propulsion force generators 113L and 113R.

Further, when a turning command is output from the manual steering unit 101, the difference in propulsive force between the propulsion force generators 113L and 113R can be increased, or the rudder 115 can be used in combination to improve the followability to manual steering. Can be improved.

Further, by controlling the difference in the propulsive force of the propulsive force generators 113L and 113R based on the current position, the safety in the harbor and the water supply can be enhanced.

[Second Embodiment]
Conventionally, the speed of a ship during autopilot has been controlled based on the output of the engine. That is, the operator adjusted the engine output to adjust the ship speed based on his own experience.

There is also a desire to be able to control vessel speed theoretically rather than empirically.

In order to solve such a problem, the propulsion control device in one aspect is
It is a propulsion control device that controls the propulsion force generator of a ship.
A speed acquisition unit that acquires the target speed of the ship and the current speed of the ship,
It is equipped with a propulsion force command unit that outputs a command to the propulsion force generator so that the propulsion force at which the current speed approaches the target speed is generated.

With this configuration, the ship speed can be controlled according to the target speed.

In this case
The propulsion command unit calculates the target rotation speed of the main engine of the propulsion generator based on the difference between the target speed and the current speed, or generates the propulsion force based on the difference between the target speed and the current speed. The target blade angle of the variable pitch propeller of the device may be calculated.

With this configuration, the ship speed can be controlled according to the target speed.

In this case
The route acquisition department that acquires the route from the current position to the destination,
It is equipped with a time acquisition unit that acquires the current time and the target time when the ship should arrive at the destination.
The target speed is the target ground vessel speed calculated based on the route, the current time, and the required time calculated from the target time.
The propulsion command unit may output a command to the propulsion generator so that the current speed of the ship approaches the target ground speed.

With this configuration, the destination can be reached by the target time.

In this case
The speed acquisition unit acquires multiple target ship speeds with different speeds,
A notification unit for notifying the fuel consumption and the arrival time when navigating from the current position to the target position on a predetermined route based on each of the plurality of target ship speeds may be provided.

With this configuration, it is possible to notify the fuel consumption and arrival time for each target ship speed.

In this case
Further equipped with a display unit that can select and display any one of a plurality of target ship speeds.
The propulsion force command unit may command the magnitude of the propulsion force so that the actual speed approaches the target speed based on the difference between the selected target speed and the actual speed.

In this case
The position acquisition unit that acquires the current position of the ship, and
A lever position acquisition unit that acquires the position of the control lever for controlling the rotation speed of the main engine,
The actual rotation speed acquisition unit that acquires the actual rotation speed of the main engine,
A rotation speed command unit that outputs a command for the target rotation speed of the main engine based on the actual rotation speed and the position of the control lever,
If the current position is within the predetermined area, the propulsion force is generated in the propulsion force generator based on the command from the propulsion force command unit, and if the current position is outside the predetermined area, it is based on the command from the rotation speed command unit. The propulsive force generator may be provided with a control unit for generating propulsive force.

With this configuration, the control mode of the propulsive force can be changed according to the current position.

In this case
The position acquisition unit that acquires the current position of the ship, and
Another ship position acquisition unit that acquires the position of another ship,
A lever position acquisition unit that acquires the position of the control lever for controlling the rotation speed of the main engine,
The actual rotation speed acquisition unit that acquires the actual rotation speed of the main engine,
A rotation speed command unit that outputs a command for the target rotation speed of the main engine based on the actual rotation speed and the position of the control lever,
If the current position and the position of the other ship are less than the distance threshold, propulsive force is generated in the propulsive force generator based on the command from the propulsion force command unit, and if the current position and the position of the other ship are equal to or more than the distance threshold, the thrust is rotated. The propulsive force generator may be provided with a control unit that generates propulsive force based on a command from several command units.

With this configuration, the control mode of the propulsive force can be changed according to the distance from another ship.

In this case
The ship information acquisition unit that acquires the current position of the ship and the direction of the ship,
The other ship information acquisition department that acquires the position of the other ship, the speed of the other ship, and
A lever position acquisition unit that acquires the position of the control lever for controlling the rotation speed of the main engine,
The actual rotation speed acquisition unit that acquires the actual rotation speed of the main engine,
A rotation speed command unit that outputs a command for the target rotation speed of the main engine based on the actual rotation speed and the position of the control lever,
The risk level is calculated based on the information acquired by the ship information acquisition section and the speed acquisition section, and the information acquired by the other ship information acquisition section. A control unit that generates propulsive force in the propulsive force generator based on the command of You may prepare.

With this configuration, the control mode of the propulsive force can be changed based on the current position, speed, and direction of the own ship and the degree of danger calculated based on the position, speed, and direction of the other ship.

In this case
A lever position acquisition unit that acquires the position of the control lever for controlling the rotation speed of the main engine,
The rotation speed acquisition unit that acquires the actual rotation speed of the main engine, and
A rotation speed command unit that outputs a command for the target rotation speed of the main engine based on the actual rotation speed and the position of the control lever,
If the current speed is less than the speed threshold, propulsion is generated in the propulsion generator based on the command from the propulsion command unit, and if the current speed is more than the speed threshold, it is based on the command from the rotation speed command unit. The propulsive force generator may be provided with a control unit for generating propulsive force.

With this configuration, the control mode of the propulsive force can be changed according to the current speed.

FIG. 3 shows a block diagram of a ship. As shown in FIG. 3, the ship 200 includes a control device 201, a steering unit 203, an operation unit 205, a propulsion force generator 207, and a rudder 209. The steering unit 203 is used by the operator to manually steer the rudder 209. The operation unit 205 includes a telegraph 211, a display unit 213, and a selection unit 215. An engine speed command or a speed command is input to the telegraph 211 by an operator's operation. The display unit 213 is a monitor that displays information to the operator. The selection unit 215 is an input interface such as a keyboard on which the operator inputs a command to the control device 201 and selects information displayed on the display unit 213. The propulsion force generator 207 includes an engine 217 that is driven and controlled by a governor, and a variable pitch propeller 219 that is fixed to the output shaft of the engine 217.

The control device 201 has a configuration for acquiring various information, such as a speed acquisition unit 221, a position acquisition unit 223, another ship position acquisition unit 225, an actual rotation speed acquisition unit 227, a route acquisition unit 229, and a time acquisition unit. It includes 231 and a lever position acquisition unit 233. The speed acquisition unit 221 acquires the current speed of the ship. At the time of autopilot, the speed acquisition unit 221 acquires the target speed from the cruising distance and the estimated time of arrival. The sailing speed of the ship may be obtained from the instruments of the own ship such as a speed sensor, or may be obtained from the outside. The position acquisition unit 223 acquires information on the current position by referring to the current position and the nautical chart using a measuring means such as GPS. As information on the current position, there is information such as whether the current position is an area where the navigation speed is regulated such as in a bay, a water supply, or the sea near the sea, or an area where the navigation speed is not regulated such as in the open sea. The other ship position acquisition unit 225 wirelessly communicates with the other ship to acquire information on the current position of the other ship. The actual rotation speed acquisition unit 227 acquires the actual rotation speed of the engine 217. The route acquisition unit 229 acquires the route from the current position to the destination. The time acquisition unit 231 acquires the current time and the target time. The lever position acquisition unit 233 acquires the position of the telegraph 211.

The control device 201 includes an acceleration calculation unit 235 and a fuel consumption calculation unit 237 as a configuration for performing various calculations. The acceleration calculation unit 235 calculates the acceleration from the amount of change in acceleration, that is, the current ship speed and the past ship speed. The fuel consumption calculation unit 237 calculates the fuel consumption at the time of acceleration from the acceleration and the current fuel consumption.

The propulsion force command unit 239 outputs a command to the propulsion force generator 207 so as to generate a propulsion force at which the current speed approaches the target speed. The propulsion force command unit 239 calculates the target rotation speed of the main engine of the propulsion force generator 207 based on the difference between the target speed and the current speed. The propulsion command unit 239 calculates the target blade angle of the variable pitch propeller 219 of the propulsion generator 207 based on the difference between the target speed and the current speed. The rotation speed command unit 241 outputs a command of the target rotation speed of the engine 217 based on the actual rotation speed and the position of the telegraph 211.

The control unit 243 is calculated by the speed acquisition unit 221, the position acquisition unit 223, the other ship position acquisition unit 225, the actual rotation speed acquisition unit 227, the route acquisition unit 229, the time acquisition unit 231 and the lever position acquisition unit 233. Based on the result, the steering gear 209 and the propulsion force generator 207 are controlled. The control unit 243 controls the propulsive force (output of the engine 217 or the blade angle of the propeller 19) of the ship so that the current speed approaches the target speed. As a result, the target speed can be maintained. If the vehicle deviates from the designated route due to the influence of the disturbance, the disturbance may be calculated based on the deviation from the designated route or the like, and the current speed may be controlled in consideration of the calculated disturbance. In the present specification, the disturbance includes tidal currents during navigation, sea conditions such as wind, and meteorological factors. In addition to the sea conditions and meteorological factors, the disturbance when the hull resistance is taken into consideration includes hull pollution (attachment of barnacles to the propeller) and changes in propulsion resistance depending on the number of occupants. Further, the current speed may be controlled so that the average speed up to the present becomes the target speed. As a result, the target position can be reached by the scheduled time. Further, the average speed may be calculated so that the ship can reach the target position at the scheduled time, and the ship may be controlled by the calculated average speed. This can improve fuel efficiency. If the average speed can be calculated by plotting the scheduled time and the target value on the nautical chart, the operation will be easier.

When the position information acquired by the position acquisition unit 223 indicates a predetermined area such as in a bay, the control unit 243 controls the propulsive force so as to keep the current speed constant while monitoring the current speed acquired by the speed acquisition unit 221. (Speed feedback control). Further, the control unit 243 controls the propulsive force so as to keep the engine speed constant while monitoring the engine speed when the position information acquired by the position acquisition unit 223 indicates the open ocean or the like (rotation speed feedback control). ). Further, the control unit 243 switches between speed feedback control and rotation speed feedback control according to the current speed. In this case, the control unit 243 performs speed feedback control when the current speed is less than a predetermined speed threshold value, and performs rotation speed feedback control when the current speed is equal to or higher than the speed threshold value.

When the speed feedback control is executed, the control unit 243 controls the governor of the engine. If speed feedback control is performed within a predetermined area, it becomes easier to maintain a positional relationship with other ships. In this case, the control unit 243 calculates the distance between the other ship and the current position of the own ship, and if the distance is less than a predetermined distance threshold value, performs speed feedback control. When the distance is equal to or greater than the distance threshold value, the control unit 243 performs rotation speed feedback control.

Further, the control unit 243 may calculate the degree of danger in consideration of the position, speed, and direction of the other ship and the position, speed, and direction of the own ship. When the risk level is equal to or higher than a predetermined risk level threshold value, the control unit 243 performs speed feedback control. When the risk level is less than the risk level threshold value, the control unit 243 performs rotation speed feedback control. If the ground speed information of another ship is acquired and the ground speed is adjusted to match the other ship, the performance of the ship will be compared with the case where the distance to the other ship is maintained based only on the relative positional relationship with the other ship. , It becomes less susceptible to the operating conditions of each ship, disturbances, etc.

The control device 201 causes the display unit to display the fuel consumption and the arrival time when navigating from the current position to the target value on a predetermined route based on different operating conditions. When the operating conditions are selected using the selection unit 215, the control device 201 controls the rudder 209 and the propulsion force generating device 207 based on the selected operating conditions. Different operating conditions include operation by speed feedback control, operation by speed feedback, operation of maintaining a route in consideration of disturbance, operation of giving top priority to speed, operation of giving top priority to fuel efficiency, and the like.

A message may be displayed on the display unit for the operator to select either a fuel consumption mode that emphasizes fuel consumption, a safety mode that emphasizes the mobility of the ship, or a time mode that sails to the target value at the shortest arrival time. .. In the fuel consumption mode, the control unit 243 controls the rudder 209 so as to cancel the fluctuation of the engine load due to the disturbance.

As another example of the fuel consumption mode, the control unit 243 calculates the actual speed and fuel consumption values based on the distance from the starting value to the current position and the fuel consumption up to the present, and uses these actual values to reach the target value. Fuel consumption and arrival time may be calculated. The control unit 243 can calculate the fuel consumption, the ground speed, and the arrival time from the current position to the target value in consideration of the actual value. In such a mode, since the influence of a disturbance that is difficult to predict can be included in the actual value, more accurate fuel consumption can be calculated without predicting the disturbance. A more accurate predicted value can be calculated by taking into account the effects of meteorological conditions from the current position to the target value and disturbances such as tidal currents.

In the safety mode, in order to improve the mobility of the ship, for example, when turning at a low speed, the output of the engine is increased to improve the turning performance. Further, in the safety mode, the optimum propulsive force for changing the course may be calculated according to the nautical chart, and the rudder 209 and the propulsive force generator 207 may be controlled at the same time based on the calculated propulsive force.

The fuel consumption may be displayed on the display unit. The fuel consumption during acceleration is displayed during acceleration, and the fuel consumption during constant speed operation is displayed when the engine is operated at a constant speed. Change the displayed fuel consumption according to the operating condition. The fuel consumption during acceleration includes a value obtained by the amount of fuel used (g / kWh) with respect to the output per hour, or the formula: acceleration ÷ (instantaneous fuel amount-steady fuel amount).

[Third Embodiment]
When navigating a ship, energy is used in various situations such as energy for propelling a ship and energy for turning a ship. The technology to comprehensively manage the energy required for ship navigation has not been established.

In order to solve such a problem, the ship control device in one aspect is
With multiple propulsion generators
A control device for controlling a ship including a plurality of traveling direction control devices.
A time acquisition unit that acquires the target time to arrive at the destination,
A calculation unit that calculates the energy consumption when arriving at the destination by the target time according to the designated route to the destination position during autopilot control, and is a propulsion force generator of at least one of a plurality of propulsion force generators. And a calculation unit that calculates a plurality of patterns of the total energy consumption by the combination of at least one traveling direction control device among the plurality of traveling direction control devices.
Based on the pattern that consumes the least energy from the plurality of patterns calculated by the calculation unit, the propulsion control unit that propels the ship using the propulsion force generator and the traveling direction control device included in the pattern is included.

Further, the ship control device in one aspect is
Propulsion generator and
A control device for controlling a ship including a plurality of traveling direction control devices.
A time acquisition unit that acquires the target time for the ship to arrive at the destination,
It is a calculation unit that calculates the energy consumption when arriving at the target value by the target time according to the designated route to the target position during autopilot control, and is performed by at least one traveling direction control device among a plurality of traveling direction control devices. A calculation unit that calculates multiple patterns of total energy consumption,
It includes a traveling direction control unit that controls the traveling direction of the ship by using the traveling direction control device included in the pattern based on the pattern that consumes the least energy from the plurality of patterns calculated by the calculation unit.

Further, the ship control device in one aspect is
With multiple propulsion generators
A ship control device including a traveling direction control device.
A time acquisition unit that acquires the target time for the ship to arrive at the destination,
It is a calculation unit that calculates the energy consumption when arriving at the target value by the target time according to the designated route to the target position during autopilot control, and is based on at least one propulsion generator among a plurality of propulsion generators. A calculation unit that calculates multiple patterns of total energy consumption,
It includes a propulsion control unit that propels the ship using the propulsion force generator included in the pattern based on the pattern that consumes the least energy from the plurality of patterns calculated by the calculation unit.

FIG. 4 is a block diagram of a ship. The ship 300 includes a propulsion force generator 301, a traveling direction control device 303, and a control device 305. The propulsion generator 301 includes a plurality of mechanisms that give propulsion to the ship, such as an engine, a motor, a sail, and a variable pitch propeller. The traveling direction control device 303 includes a plurality of mechanisms for changing the direction of the captain of the ship, such as a rudder and a side thruster.

The control device 305 includes a calculation unit 307, a control unit 309, and a time acquisition unit 311. The time acquisition unit 311 acquires the target time for arriving at the destination. The target time is the time entered by the operator. The calculation unit 307 calculates the energy consumption when navigating according to the designated route to the destination during autopilot control. More specifically, the calculation unit 307 has information on the energy consumption of each of the plurality of mechanisms of the propulsion force generating device 301 and the energy consumption of each of the plurality of mechanisms of the traveling direction control device 303. The information on energy consumption may be a theoretical value or information obtained statistically based on past information. The calculation unit 307 consumes a combination of at least one of the plurality of mechanisms of the propulsion force generator 301 and at least one of the plurality of mechanisms of the traveling direction control device 303 when navigating according to the designated route. Calculate the total energy in multiple patterns. The calculation unit 307 is based on a plurality of calculated patterns. For example, the calculation unit 307 uses the total energy consumption when navigating the designated route using only the engine and the rudder, and a combination of the engine, the motor, the rudder, and the side thruster. Calculate the total energy consumption when navigating the designated route. In addition, the calculation unit 307 calculates the navigation speed for all combinations and distinguishes between combinations that cannot reach the destination by the target time and combinations that can reach the destination. In the plurality of patterns described above, the engine or motor and the propeller (variable pitch propeller or fixed pitch propeller) are always treated as a set. In other words, the plurality of patterns described above always include either an engine and a variable pitch propeller, an engine and a fixed pitch propeller, a motor and a variable pitch propeller, or a combination of a motor and a fixed pitch propeller. When the combination includes a variable pitch propeller, the fluctuation of the energy consumption due to the control of the blade angle of the variable pitch propeller is taken into consideration. The calculation unit 307 calculates the energy consumption for all combinations that can reach the destination by the target time. The calculation unit 307 may add information on disturbances such as wind and tidal current.

The control unit 309 selects the pattern that can reach the destination by the target time and consumes the least energy from the plurality of patterns calculated by the calculation unit 307, and uses only the mechanism included in the selected pattern. Control the ship. In addition, if it is expected that the weather conditions and tidal currents will change in the middle of the route, a mechanism will be used such that the engine will be used until the middle of the designated route and then the sail will be used. You may switch.

[Fourth Embodiment]
Conventionally, it has been known to refer to data on disturbances such as tidal currents and winds in order to formulate a navigation plan. Currently, the tidal current data and wind speed data that are frequently used are based on simulations.

There is a demand for a system that collects measured values of disturbance.

In order to solve such a problem, the disturbance data collection system in one aspect is
An information gathering unit that collects information on the speed of multiple vessels in transit, the speed of vessels against water, the position information of vessels, and the direction of travel of vessels.
It is provided with a calculation unit that calculates the velocity and direction of disturbance in the sea area corresponding to the position information based on the information collected by the information collection unit.

In this case
A transmission unit that transmits the calculation result of the calculation unit to an electronic chart display system shared via a network may be provided.

FIG. 5 is a schematic configuration diagram of a disturbance data collection system. The disturbance data collection system 400 is connected to a plurality of ships S via a network. The disturbance data collection system 400 includes an information collecting unit 401 that collects information on the speed to the ground, the speed to the water, the position information of the ship, and the traveling direction of the ship from a plurality of ships, and the information collected by the information collecting unit 401. A calculation unit 403 and a transmission unit 405 for calculating the speed influence and direction of disturbance including tidal current and wind in the sea area corresponding to the position information based on the position information are provided.

FIG. 6 shows a schematic top view of the ship. The calculation unit 403 calculates the disturbance of the sea area around each ship from the ground speed, the water speed, the position information, and the traveling direction of the ship. The disturbance (indicated by the alternate long and short dash line) is calculated as the sum of the ground speed and the vector indicated by the direction (indicated by the solid line), and the water velocity and the vector indicated by the direction (indicated by the broken line).

Returning to FIG. 5, the transmission unit 405 calculates the disturbance in the sea area around each ship, associates the calculation result with the position information, and transmits the calculation result to the electronic chart display system 407. The electronic chart display system 407 displays the received information on the electronic chart as shown in FIG. As a result, it is possible to share smaller disturbance data in the sea area based on the measured values. In addition, by acquiring the disturbance data based on the measured values, the prediction accuracy of the disturbance change can be improved. It should be noted that the disturbance influence on each ship is not necessarily the same. A unique coefficient indicating the degree of disturbance influence may be set for each ship, and the magnitude of the disturbance may be calculated back from the coefficient.

[Fifth Embodiment]
Conventionally, it is known that steering control is performed in consideration of the influence of disturbances such as tidal current and wind. The steering angle and turning length are not necessarily proportional because they are affected by the navigation speed of the ship in addition to disturbances such as tidal current and wind. The inventors have come up with the new idea that the load capacity of a ship is closely related to the propulsion resistance of the hull, which also affects the turning length.

In order to solve such a problem, the swivel control device in one aspect is
A turning control device for controlling the turning of a ship, comprising a rudder for turning the ship and a turning command unit for outputting a command including a turning direction and a turning amount of the ship.
A swivel command acquisition unit that acquires commands from the swivel command unit, and a swivel command acquisition unit
An estimation unit that estimates the propulsion resistance of a ship,
When the propulsion resistance increases compared to the reference value, the target rudder angle value indicating the angle of the rudder for turning the ship according to the command is corrected to increase, and the propulsion resistance decreases compared to the reference value. , A correction unit that corrects to reduce the target rudder angle value,
It includes a rudder control unit that controls the rudder according to the corrected target rudder angle value.

In this case, the estimation unit estimates the propulsion resistance at each of the first timing and the second timing after the first timing, and the rudder control unit estimates the propulsion at the first timing. The resistance may be used as a reference value and compared with the propulsion resistance estimated at the second timing.

In this case, the position acquisition unit that acquires the position information of the ship and
Equipped with a detector that detects the arrival and departure of ships based on position information
The estimation unit may estimate the propulsion resistance based on the detection result of the detection unit so that the first timing is before the arrival of the ship and the second timing is after the departure of the ship.

In this case, the estimation unit may estimate the propulsion resistance based on the propulsive force of the ship and the speed against water.

In this case, the estimation unit may estimate the propulsion resistance based on the steering angle, the propulsive force, and the amount of change in the direction, or the steering angle, the propulsive force, and the turning radius.

FIG. 8 is a block diagram of a ship. As shown in FIG. 8, the ship 500 includes a telegraph 501, a steering unit 503 as a turning command unit, an engine 505, a rudder 507, a control device 509, and a governor 511. The target rotation speed of the engine 505 is input to the telegraph 501 under the control of the operator. A command including a turning direction and a turning amount of the ship is input to the steering unit 503. The steering unit 503 inputs a steering angle command to the control device 509. The steering angle command may be a value manually input by the operator or a value determined based on the autopilot control.

The control device 509 includes an estimation unit 513 that estimates the propulsion resistance, a correction unit 515 that corrects the target rudder angle value, a rudder angle control unit 517, a position acquisition unit 519 that acquires the position information of the ship, and position information. It is provided with a detection unit 521 that detects the arrival and departure of a ship based on the above. The estimation unit 513 estimates the propulsion resistance based on the propulsive force of the ship and the speed against water. The estimation unit 513 may estimate the propulsion resistance based on the steering angle, the propulsive force, and the amount of change in the direction, or the steering angle, the propulsive force, and the turning radius. The correction unit 515 corrects the target steering angle value based on the increase or decrease in the propulsion resistance. Specifically, when the propulsion resistance increases as compared with the reference value, the correction unit 515 corrects so as to increase the target rudder angle value indicating the angle of the rudder 507 for turning the ship 500 according to the command. Further, when the propulsion resistance decreases as compared with the reference value, the correction unit 515 corrects so as to reduce the target steering angle value. The reference value is a predetermined value, and is determined based on the past propulsion resistance and the target steering angle value.

The estimation unit 513 may estimate the propulsion resistance at each of the first timing and the second timing after the first timing. In this case, the control device 509 uses the propulsion resistance estimated at the first timing as a reference value and compares it with the propulsion resistance estimated at the second timing. The first timing is before the ship enters the port, and the second timing is after the ship leaves the port. As a result, even if the amount of cargo changes after entering the port and the propulsion resistance of the ship changes, the target rudder angle value can be appropriately corrected.

The rudder angle control unit 517 controls the rudder 507 based on the corrected rudder angle command in consideration of the change in responsiveness due to the increase in resistance.

In addition, the maneuverability due to the rudder angle, especially the turning radius, is affected by the mass of the entire ship including the cargo (inertial force). Therefore, the mass change of the entire ship due to the loading of the load may be calculated from the increase in the fuel input amount and added when correcting the steering angle command.

[Sixth Embodiment]
As described in the fifth embodiment, conventionally, no useful solution has been proposed at this stage for the problem that the kinetic performance of the ship deteriorates due to the loading of a load or fuel. Deterioration of athletic performance has a particularly large effect when navigating the evacuation route in an emergency or the like.

In order to solve such a problem, the swivel control device in one aspect is
A turning control device for controlling the turning of a ship, comprising a rudder for turning the ship and a steering angle command unit for outputting a steering angle command including a turning direction and a turning amount of the ship.
The position acquisition unit that acquires the current position and
The rudder angle command acquisition unit that acquires the rudder angle command,
A correction unit that corrects the steering angle command acquired by the steering angle command acquisition unit according to the current position,
It is provided with a transmission unit that transmits the corrected rudder angle command to the rudder.

In this case
When the correction unit indicates that the current position is a harbor, the correction unit corrects so as to increase the steering angle command.

FIG. 9 is a block diagram of a ship. The turning control device 600 includes a position acquisition unit 601, a steering angle command acquisition unit 603, and a correction unit 605. Vessel V6 includes a rudder 607 controlled by a swivel control device 600. The position acquisition unit 601 acquires position information using GPS information and electronic chart information. The position information includes information on whether the current position is a predetermined area such as in a bay where the navigation speed is restricted. The steering angle command acquisition unit 603 acquires a steering angle command indicating a steering angle. The steering angle command may be a value manually input by the operator or a value determined based on the autopilot control.

The correction unit 605 corrects the rudder angle command based on the position information and outputs it to the rudder 607. For example, immediately after loading fuel or cargo at a port, the maneuverability of the ship deteriorates. In addition, depending on the quality of the fuel replenished at the port, the engine output with respect to the amount of fuel used may decrease. Therefore, the correction unit 605 corrects and increases the input rudder angle command on the premise that the kinetic performance of the ship is deteriorated in the sea area where a sharp turn may be made such as in a harbor. The amount of increase in the steering angle command may be a predetermined amount, or may be an amount determined according to the weight by estimating the increased weight. The correction unit 605 does not need to maintain the correction amount once determined, and may gradually reduce the correction amount with the passage of time. As a result, even if it is assumed that the driving performance is deteriorated, the evacuation movement can be appropriately performed.

When the correction unit 605 determines that the vehicle has gone out to the open sea or the like based on the position information, the correction unit 605 ends the correction of the steering angle command.

[7th Embodiment]
We propose technology to improve the turning performance of ships.

In order to solve this problem, the swivel control device in one aspect is
Main engine and
A rudder for turning a ship,
A rudder angle command unit that outputs a rudder angle command including the turning direction and turning amount,
It is a turning control device for controlling the turning of a ship equipped with an output command unit that outputs an output command of the main engine.
An output acquisition unit that acquires output commands,
The rudder angle command acquisition unit that acquires the rudder angle command,
A correction unit that reduces the steering angle command when the output of the main engine is equal to or higher than the output threshold value and increases the steering angle command when the output of the main engine is less than the output threshold value.
It is provided with a transmission unit that transmits the corrected rudder angle command to the rudder.

FIG. 10 is a block diagram of a ship. The turning control device 700 includes a propulsion force acquisition unit 701, a steering angle command acquisition unit 703, a correction unit 705, and a transmission unit 707. The ship V7 includes a rudder 709 and a propulsion force generator 711 in addition to the turning control device 700. The turning control device 700 transmits the calculated rudder angle correction value to the rudder 709 of the ship V7 to control the rudder angle.

The propulsion force acquisition unit 701 acquires the propulsion force information of the propulsion force generator 711. The propulsion generator 711 includes an engine 713 and a variable pitch propeller 715 that generate propulsion. The propulsive force information of the engine 713 is the engine speed, and the propulsive force information of the variable pitch propeller 715 is the blade angle. The steering angle command acquisition unit 703 acquires a steering angle command indicating a steering angle. The steering angle command may be a value manually input by the operator or a value determined based on the autopilot control. The correction unit 705 corrects the steering angle command according to the propulsive force of the propulsive force generator 711. The correction unit 705 reduces the steering angle command when the propulsive force of the propulsive force generating device 711 is large, and increases the steering angle command when the propulsive force of the propulsive force generating device 711 is small. The correction unit 705 determines whether the propulsive force is large or small based on the determination whether the propulsive force of the propulsive force generator 711 is equal to or greater than the propulsive force threshold value or less than the propulsive force threshold value. The amount for correcting the steering angle command may be a quantitative amount or an amount determined according to the amount of the propulsive force of the propulsive force generator 711. The rudder angle command corrected by the correction unit 705 is transmitted to the rudder 709 by the transmission unit 707.

The steering angle command can be reduced when the turning performance is high (the propulsive force of the propulsive force generator 711 is large), and the steering angle command can be increased when the turning performance is low (the propulsive force of the propulsive force generator 711 is small). As a result, stable turning performance can be obtained.

[8th Embodiment]
We propose technology to improve the turning performance of ships.

In order to solve this problem, the swivel control device in one aspect is
The rudder angle command acquisition unit that acquires the rudder angle command,
Output command input section where output commands are input and
When the rudder angle command is large, the output is increased, and when the rudder angle command is small, the output is decreased.

FIG. 11 is a block diagram of a ship. The turning control device 800 includes a propulsion force command input unit 801, a steering angle command acquisition unit 803, and a correction unit 805. Further, the turning control device 800 is provided in the ship V8. The ship V8 includes a rudder 807 and a propulsion force generator 809. The turning control device 800 controls the propulsive force by supplying the propulsive force calculated by the correction unit 805 to the propulsive force generating device 809.

The propulsion force command of the propulsion force generator 809 is input to the propulsion force command input unit 801 from an input device such as a telegraph. The propulsion generator 809 includes an engine 811 and a variable pitch propeller 813 that generate propulsion. The propulsion command of the engine 811 is the engine speed, and the propulsion command of the variable pitch propeller 813 is the blade angle. The steering angle command acquisition unit 803 acquires a steering angle command indicating a steering angle. The steering angle command may be a value manually input by the operator or a value determined based on the autopilot control. The correction unit 805 corrects the propulsion force command in response to the steering angle command. The correction unit 805 increases the propulsive force when the steering angle command is large, and decreases the propulsive force when the steering angle command is small. The correction unit 805 determines whether the steering angle command is large or small based on the determination whether the steering angle command is equal to or greater than the steering angle threshold value or less than the steering angle threshold value. The amount for correcting the propulsive force may be a quantitative amount or an amount determined according to the amount of the propulsive force of the propulsive force generator 809.

When the steering angle command is large, the propulsive force of the propulsive force generator 809 is increased to improve the turning performance, and when the steering angle command is small, the propulsive force of the propulsive force generator 809 is reduced to improve fuel efficiency. Improve. As a result, stable turning performance can be obtained.

Further, the turning control device 800 may be provided with a speed acquisition unit for acquiring the current speed of the ship, and the steering angle command may be corrected according to the speed. In this case, the correction unit decreases the steering angle command when the speed is equal to or higher than the speed threshold value, and increases the steering angle command when the speed is less than the speed threshold value.

Further, a propulsion force control device that controls the propulsion force by using the same control may be configured. In this case, the propulsion force control device includes a propulsion force command acquisition unit from the propulsion command unit of the ship that outputs the propulsion force command. The correction unit makes a correction that increases the propulsive force when the steering angle command is large and decreases the propulsive force when the steering angle command is small.

[9th Embodiment]
We propose technology to improve the turning performance of ships.

In order to solve this problem, the ballast control device in one aspect is
A ballast control device that controls the ballast of a ship having a rudder angle command unit that outputs a rudder angle command including a turning direction and a turning amount.
The port side ballast adjustment unit that adjusts the amount of ballast water on the port side,
A starboard ballast adjustment unit that adjusts the amount of ballast water on the starboard side,
The rudder angle command acquisition unit that acquires the rudder angle command,
It is equipped with a ballast determination unit that determines the amount of ballast so that the amount of water on the inner side of the swivel side of the port side ballast adjustment unit and the starboard side ballast adjustment unit is larger than the amount of water on the outer side of the swivel based on the rudder angle command. ..

FIG. 12 is a block diagram of a ship. The ballast control device 900 is applied to a ship V9 having a port side ballast tank 901L and a starboard ballast tank 901R arranged on the left and right sides and independent of each other. The ship control system includes a port ballast adjusting unit 903L for adjusting the amount of water in the port ballast tank 901L and a starboard ballast adjusting unit 903R for adjusting the amount of water in the starboard ballast tank 901R. The ballast control device 900 includes a steering angle command acquisition unit 905 that acquires a steering angle command, and a ballast determination unit 907 that determines the amount of left and right ballast water. The steering angle command may be a value manually input by the operator or a value determined based on the autopilot control.

The ballast determination unit 907 determines the amount of ballast water so that the amount of water on the inside of the turn is larger than the amount of water on the outside of the turn based on the steering angle command. In determining the ballast water amount, the ballast determination unit 907 adjusts and increases or decreases only one ballast water amount based on the current ballast water amount, or decreases one ballast water amount and increases the other ballast water amount. The ballast determination unit 907 outputs the result to the port ballast adjustment unit 903L and the starboard ballast adjustment unit 903R.

13 to 15 are front views of the ship. FIG. 13 shows a state in which the amount of ballast water in the port ballast tank 901L and the starboard ballast tank 901R is the same. FIG. 14 shows a state in which the amount of ballast water in the starboard ballast tank 901R is increased and the amount of ballast water in the port side ballast tank 901L is decreased. In this state, the hull tilts toward the starboard side and the turning performance toward the starboard side is enhanced. FIG. 15 shows a state in which the amount of ballast water in the port side ballast tank 901L is increased and the amount of ballast water in the starboard ballast tank 901R is decreased. In this state, the hull tilts toward the port side and the turning performance toward the port side of the ship is enhanced.

When navigating the designated route during autopilot control, the ballast determination unit 907 may start adjusting the ballast amount before reaching the turning point on the designated route.

The adjustment amount of the port ballast tank 901L and the starboard ballast tank 901R can be calculated from the planned ship speed and turning radius. When the ground vessel speed is high and the turning radius is small, the difference in the amount of water between the port ballast tank 901L and the starboard ballast tank 901R is increased.

[10th Embodiment]
Provide technology to reduce the amount of deviation from the designated route during autopilot control.

In order to solve such a problem, the traveling direction control device in one aspect is
It is a traveling direction control device for ships equipped with a rudder.
A designated route management unit that manages designated routes formed by connecting multiple transit points,
A direction determining unit that determines the orientation of the hull when passing through the nth passing point, taking into account the positional relationship between the nth passing point closest to the traveling direction on the designated route and the n + 1th passing point. When,
It is provided with a rudder angle control unit that controls the rudder based on the direction determined by the direction determination unit.

FIG. 16 is a block diagram of a ship. The traveling direction control device 1000 includes a designated route management unit 1001, an attitude determination unit 1003, and a steering angle control unit 1005. The designated route management unit 1001 stores the designated route to be followed during autopilot control, and the attitude determination unit 1003 can read it as needed. The traveling direction control device 1000 controls the rudder 1007 of the ship V10.

The attitude determination unit 1003 determines the attitude of the hull based on the designated route. The attitude of the hull in this embodiment means the direction of the bow. FIG. 17 shows an example of a designated route. In the attitude determination unit 1003, when the bow passes through the nth passing point based on the positional relationship between the nth passing point closest in the traveling direction and the n + 1th passing point, the bow is the n + 1th passing point. Determine the rudder angle so that it faces (the ship S1 shown by the broken line). The bow may not completely face the n + 1th passing point on the nth passing point, and there may be some error. That is, as shown by the alternate long and short dash line in FIG. 17, the rudder angle control may be started so as to turn the bow to the n + 1th position before reaching the nth passing point (ship S2).

[11th Embodiment]
Provide a system to improve the fuel efficiency of a ship by calculating the optimum attitude of the ship before leaving the port.

In order to solve such a problem, in one aspect, the ship attitude calculation system
An information acquisition unit that acquires at least one of sea condition information and meteorological information at a predetermined point in the route on which the ship sails.
Based on the acquired information, a prediction unit that predicts changes in hull attitude due to disturbances that occur at predetermined points,
An attitude estimation unit that estimates the attitude of the ship to cancel the predicted change in hull attitude,
An arrangement determination unit that determines the arrangement of cargo in the luggage compartment of the ship so that the attitude of the ship is estimated at a predetermined point.
It is provided with a notification unit that notifies the operator of the determined arrangement.

In this case, the information acquisition unit acquires at least one of the sea condition information and the meteorological information at a plurality of points in the route.
The prediction unit predicts changes in hull attitude due to disturbance at each point at multiple points, and predicts changes in hull attitude.
The estimation unit estimates the attitude that cancels the change in the hull attitude at each point.
It is further equipped with a calculation unit that calculates the fuel consumption when navigating the route in a posture without disturbance calculated based on the estimation result of the estimation unit.
The arrangement determination unit should determine the arrangement of the cargo so as to obtain the most fuel-efficient posture based on the calculation result of the calculation unit.

FIG. 18 is a block diagram of the ship attitude calculation system. The ship attitude calculation unit system 1100 includes an information acquisition unit 1101, a prediction unit 1103, an attitude estimation unit 1105, an arrangement determination unit 1107, and a notification unit 1109. The ship attitude calculation unit system 1100 calculates the optimum attitude of the ship and outputs the optimum load arrangement before loading the load on the ship.

The information acquisition unit 1101 acquires sea condition information and meteorological information at a predetermined point on the planned route from outside the system. The prediction unit 1103 predicts a change in hull attitude due to a disturbance occurring at a predetermined point based on information acquired based on sea condition information and meteorological information. The attitude estimation unit 1105 estimates the attitude of the ship that cancels the predicted change in the hull attitude. For example, when it is predicted that the disturbance from the starboard side to the port side is strong due to the influence of the crosswind or the tidal current, the attitude estimation unit 1105 calculates the attitude to move the center of gravity of the ship to the starboard side. If it is predicted that there will be almost no influence of disturbance, the attitude to maintain the center of gravity of the ship will be calculated. The arrangement determination unit 1107 determines the arrangement of the cargo in the luggage compartment of the ship based on the estimation result of the attitude estimation unit 1105. Depending on the total amount and shape of the load, there may be no arrangement that can obtain the posture estimated by the posture estimation unit 1105. In such a case, the arrangement determination unit 1107 determines the arrangement so that the attitude of the ship in the no-load state approaches the attitude estimated by the attitude estimation unit 1105.

The determination result of the arrangement determination unit 1107 is output to the notification unit 1109 and can be used as an instruction when loading the load.

[12th Embodiment]
In the past, it was common to use a rudder to change the direction of the bow. When the direction of the bow is changed at a minute angle, the rudder control is repeatedly performed until the desired direction is obtained, which causes a decrease in fuel consumption.

The twelfth embodiment provides a rudder control device capable of performing minute angle control while suppressing deterioration of fuel efficiency.

In order to solve this problem, in one aspect, the swivel control device is
Controls the turning of a ship, which is provided independently on both sides of the ship and includes two propulsion resistance reducing units for reducing the propulsion resistance of the ship and a turning command unit for commanding the turning direction and turning amount of the ship. It is a swivel control device
A swivel command acquisition unit that acquires commands from the swivel command unit, and a swivel command acquisition unit
When a command is received from the turning command unit, a resistance control unit that controls the two propulsion resistance reducing units so that the reduction amount of the propulsion resistance inside the turning direction is smaller than the reduction amount of the propulsion resistance outside the turning direction. Be prepared.

In this case
The resistance control unit may include a rudder command output unit that outputs a command to control the rudder of the ship.

With this configuration, it is possible to suppress the deterioration of fuel consumption while realizing the rudder angle by the rudder angle command by using the resistance control device and the rudder in combination.

In this case
When the steering angle command is equal to or greater than a predetermined angle, the control value may be supplied only to the steering angle control unit.

With this configuration, when the rudder angle command is large, the rudder angle can be controlled only by the rudder, and it is possible to prevent the rudder from being unable to turn completely.

In this case
Equipped with a resistance information acquisition unit that acquires hull resistance information
The turning control device may supply control values to the first resistance control device and the second resistance control device based on the hull resistance information.

In this case
The two resistance control devices may be bubble generators that generate bubbles on the bottom of the ship.

In this case
The foam generator may be provided with a plurality of outlets for discharging bubbles on the starboard side and the port side, respectively, and the amount of foam discharged may be smaller than the amount discharged from the discharge port on the outer side of the swivel.

FIG. 19 is a block diagram of a ship. The ship 1200 includes a turning control device 1201 and a rudder 1203. The swivel control device 1201 includes a first resistance control device 1205 provided on the port side, a second resistance control device 1207 provided on the starboard side, and a rudder control unit 1209 that controls the rudder 1203. The first resistance control device 1205 and the second resistance control device 1207 constitute a resistance control unit. The first resistance control device 1205 and the second resistance control device 1207 are composed of microbubble generators arranged on the side surface of the hull to reduce the hull resistance. The turning control device 1201 supplies control values to the turning command acquisition unit 1211 that acquires the steering angle command, the first resistance control device 1205, the second resistance control device 1207, and the steering device control unit 1209 based on the steering angle command. A control value supply unit 1213 is provided.

Since the first resistance control device 1205 or the second resistance control device 1207 reduces the resistance on one side of the hull to turn the hull, the limit of the rudder angle that can be realized (referred to as the first rudder angle threshold) can be realized by the rudder 1203. It is smaller than the limit of the rudder angle. When the rudder angle command is less than the rudder angle threshold value, the control value supply unit 1213 supplies the control value only to the first resistance control device 1205 or the second resistance control device 1207 to turn the hull while suppressing fuel consumption. When the rudder angle command is equal to or greater than the rudder angle threshold value, the control value supply unit 1213 causes the first resistance control device 1205 or the second resistance control device 1207 to perform turning by an angle corresponding to the rudder angle threshold value. The control value supply unit 1213 causes the rudder 1203 to perform turning by an angle insufficient in the first resistance control device 1205 or the second resistance control device 1207. Further, the control value supply unit 1213 moves the rudder 1203 according to the original rudder angle command when the rudder angle command is equal to or more than a predetermined amount (referred to as the second rudder angle threshold value).

The turning control device 1201 includes a hull resistance information acquisition unit 1215 that acquires hull resistance information. The hull resistance information may be a predetermined value, a hull resistance coefficient K1 based on weather conditions such as wind and tidal current, draft level and total weight of the hull, and a first resistance control device 1205 or a second resistance. It may be a value calculated based on a coefficient K2 based on the performance of the control device 1207. This point will be described later.

FIG. 20 is a flow chart showing a control process by the turning control device. When the turning command acquisition unit 1211 acquires the turning command, a series of processes is started. In step S11, the control value supply unit 1213 determines whether the turning command is less than the first turning threshold value. When the turning command is less than the first turning threshold value (Y in step S11), the control value supply unit 1213 supplies the control value based on the turning command to the first resistance control device 1205 or the second resistance control device 1207 in step S12. Then, the hull is turned only by the first resistance control device 1205 or the second resistance control device 1207. When the turning command is equal to or greater than the first steering angle threshold value (N in step S11), the control value supply unit 1213 determines in step S13 whether the turning command is less than the second turning threshold value. When the turning command is less than the second rudder angle threshold value (Y in step S13), in step S14, the control value supply unit 1213 uses either the first resistance control device 1205 or the second resistance control device 1207, and the rudder. A control value is supplied to the control unit 1209. When the steering angle command is equal to or greater than the second steering angle threshold value (N in step S13), the control value supply unit 1213 supplies the control value to the first resistance control device 1205 or the second resistance control device 1207 in step S15.

A method of calculating the control value supplied by the control value supply unit 1213 to the first resistance control device 1205 or the second resistance control device 1207 will be described. The control value supply unit 1213 acquires the hull resistance information and the rudder angle command, and calculates Δμ so as to satisfy the equation: rudder angle command = K1 × K2 × Δμ. The value Δμ is the value obtained by subtracting the starboard hull resistance from the port hull resistance. When turning the hull to the port side, make the resistance on the port side larger than the resistance on the starboard side so as to satisfy the inequality: Δμ ≧ 0. At this time, only the first resistance control device 1205 may be controlled, or both the first resistance control device 1205 and the second resistance control device 1207 may be controlled. When controlling both, the control value is calculated so as to satisfy the equation: port resistance value = starboard resistance value + Δμ.

When the macro bubble generator is adopted as the first resistance control device 1205 or the second resistance control device 1207, the amount of bubble emission may be adjusted in the micro bubble generator.

FIG. 21 is a schematic configuration diagram of the microbubble generator. The micro-bubble generators 1221 are arranged on the left and right sides of the hull with the hull center line L in between. The micro-bubble generator 1221 includes a plurality of bubble holes 1223. Bubbles are emitted from each bubble hole 1223. Air is supplied to the left and right micro-bubble generators 1221 from independently controlled compressors. The control value supply unit 1213 makes the bubble discharge amount of the bubble hole 1223 on the inner side of the swirl smaller than the bubble discharge amount of the bubble hole 1223 on the outer side of the swirl. As a result, the resistance inside the turning becomes higher than the resistance outside the turning, and the turning performance can be improved.

[13th Embodiment]
We will provide a technology that can calculate the fuel consumption during acceleration when a ship accelerates.

In order to solve this problem, in one aspect, the fuel consumption calculation device is used.
It is a fuel consumption calculation device that calculates the fuel consumption of a ship equipped with a main engine that transmits rotational power to the propeller.
An acceleration calculation unit that calculates the acceleration when accelerating from the first ship speed to the second ship speed,
A judgment unit that determines whether the calculated acceleration is equal to or higher than a predetermined value,
A calculation unit that calculates the fuel consumption during acceleration based on the time required from the first timing to the second timing and the amount of fuel input to the main engine between the first timing and the second timing. To be equipped.

FIG. 22 is a block diagram of a ship provided with a fuel consumption calculation device. The ship 1300 includes a propulsion force generator 1301 and a fuel consumption calculation device 1303. The propulsion generator 1301 includes an engine 1305 and a propeller 1307. The fuel consumption calculation device 1303 includes an acceleration calculation unit 1309, a determination unit 1311, and a calculation unit 1313.

The acceleration calculation unit 1309 calculates the acceleration from the amount of change in speed per unit time when accelerating from the first ship speed to the second ship speed. The determination unit 1311 determines whether or not the calculated acceleration is equal to or greater than a predetermined value. The calculation unit 1313 determines the fuel consumption during acceleration based on the time required from the first timing to the second timing and the amount of fuel input to the engine 1305 between the first timing and the second timing. Is calculated.

By calculating the fuel consumption during acceleration in this way, it is possible to improve the calculation accuracy of the fuel consumption until the vehicle arrives at the destination.

Claims (57)

Two propulsive force generators provided at different positions in the width direction of the ship to generate the propulsive force of the ship, a rudder for turning the ship, and turning including the turning direction and turning amount of the ship. A swivel control device that controls the swivel of a ship, including a swivel command unit that issues commands.
A swivel command acquisition unit that acquires the swivel command from the swivel command unit, and a swivel command acquisition unit.
A speed acquisition unit that acquires the speed of the ship,
When the speed acquired from the speed acquisition unit is equal to or higher than a predetermined speed threshold when the rotation command is acquired from the turning command unit, the steering wheel is controlled to a neutral position and the propulsive force inside the turning direction. A swivel control device including a swivel control unit that controls the two propulsive force generators so that the propulsive force of the generator is smaller than the propulsive force of the propulsive force generator outside the swivel direction. When the speed acquired by the speed acquisition unit is equal to or higher than the speed threshold value, the turning control unit reduces the propulsive force of the propulsive force generator inside the turning direction and reduces the propulsive force of the propulsive force generating device outside the turning direction. The turning control device according to claim 1, which increases the propulsive force. The swivel control device according to claim 1, wherein when the speed acquired by the speed acquisition unit is equal to or higher than the speed threshold value, the swivel control unit controls only the propulsive force of the propulsive force generator inside the swivel direction. .. The turning command acquisition unit acquires an automatic turning command for navigating according to a designated route and a manual turning command according to the manually input steering angle amount.
The turning control unit controls the two propulsive force generators so that the difference between the propulsive forces of the two propulsive force generators becomes larger when the manual turning command is obeyed than when the automatic swivel command is obeyed. , The turning control device according to any one of claims 1 to 3. A position acquisition unit for acquiring the current position of the ship is provided.
When the current position acquired by the position acquisition unit is within a predetermined area designated in advance, the rotation control unit causes the two propulsions as compared with the case where the current position is outside the predetermined area. The turning control device according to any one of claims 1 to 4, wherein the two propulsion force generators are controlled so that the difference between the propulsion forces of the force generators becomes large. The fourth aspect of claim 4, wherein the turning control unit drives the rudder so as to turn the ship in the turning direction when the change amount of the turning amount included in the turning command is equal to or more than a predetermined turning threshold value. Swivel control device. The swivel control device according to claim 6, wherein the swivel control unit minimizes the propulsive force of the propulsive force generator inside the swivel direction and maximizes the propulsive force of the propulsive force generator outside the swivel direction. .. Two propulsion force generators provided at different positions in the width direction of the hull to generate the propulsion force of the hull, and
A rudder for turning the hull and
It is provided with a turning control device for controlling the turning of the ship, which includes a turning command unit for issuing a turning command including the turning direction and the turning amount of the hull.
The turning control device is
A swivel command acquisition unit that acquires the swivel command from the swivel command unit, and a swivel command acquisition unit.
A speed acquisition unit that acquires the speed of the ship,
When the speed acquired from the speed acquisition unit is equal to or higher than a predetermined speed threshold when the rotation command is acquired from the turning command unit, the steering wheel is controlled to a neutral position and the propulsive force inside the turning direction. A ship comprising a turning control unit that controls the two propulsive force generators so that the propulsive force of the generator is smaller than the propulsive force of the propulsive force generator outside the turning direction. It is a propulsion control device that controls the propulsion force generator of a ship.
A speed acquisition unit that acquires the target speed of the ship and the current speed of the ship,
A propulsion control device including a propulsion force command unit that outputs a command to the propulsion force generator so that the current speed approaches the target speed. The propulsion control device according to claim 9, wherein the propulsion command unit calculates a target rotation speed of the main engine of the propulsion generator based on a difference between the target speed and the current speed. The propulsion control device according to claim 9, wherein the propulsion command unit calculates a target blade angle of a variable pitch propeller of the propulsion generator based on a difference between the target speed and the current speed. The route acquisition department that acquires the route from the current position to the destination,
It is equipped with a time acquisition unit that acquires the current time and the target time for the ship to arrive at the destination.
The target speed is a target ground vessel speed calculated based on the route, the current time, and the required time calculated from the target time.
The propulsion control device according to claim 9, wherein the propulsion command unit outputs a command to the propulsion generator so that the current speed of the ship generates a propulsion force approaching the target ground vessel speed. The speed acquisition unit acquires a plurality of target ship speeds having different speeds, and obtains a plurality of target ship speeds.
The propulsion control device according to claim 12, further comprising a notification unit for notifying fuel consumption and arrival time when navigating from the current position to the destination on a predetermined route based on each of the plurality of target ship speeds. Further provided with a display unit that can selectably display any one of the plurality of target ship speeds.
13. The propulsion force command unit commands the magnitude of the propulsion force so that the actual speed approaches the target speed based on the difference between the selected target speed and the actual speed. Propulsion control device. A position acquisition unit that acquires the current position of the ship, and
A lever position acquisition unit that acquires the position of the control lever for controlling the rotation speed of the main engine, and a lever position acquisition unit.
An actual rotation speed acquisition unit that acquires the actual rotation speed of the main engine, and
A rotation speed command unit that outputs a command for the target rotation speed of the main engine based on the actual rotation speed and the position of the control lever.
If the current position is within the predetermined area, a propulsive force is generated in the propulsive force generator based on a command from the propulsive force command unit, and if the current position is outside the predetermined area, the rotation speed command is given. The propulsion control device according to claim 10, further comprising a control unit that generates propulsive force in the propulsive force generator based on a command from the unit. A position acquisition unit that acquires the current position of the ship, and
Another ship position acquisition unit that acquires the position of another ship,
A lever position acquisition unit that acquires the position of the control lever for controlling the rotation speed of the main engine, and a lever position acquisition unit.
An actual rotation speed acquisition unit that acquires the actual rotation speed of the main engine, and
A rotation speed command unit that outputs a command for the target rotation speed of the main engine based on the actual rotation speed and the position of the control lever.
If the current position and the position of the other ship are less than the distance threshold, a propulsive force is generated in the propulsive force generator based on a command from the propulsive force command unit, and the current position and the position of the other ship are at a distance. The propulsion control device according to claim 10, further comprising a control unit that generates a propulsive force in the propulsive force generating device based on a command from the rotation speed commanding unit if it is equal to or higher than a threshold value. A ship information acquisition unit that acquires the current position of the ship and the orientation of the ship,
The position of the other ship, the speed of the other ship, and the other ship information acquisition unit that acquires the above,
A lever position acquisition unit that acquires the position of the control lever for controlling the rotation speed of the main engine, and a lever position acquisition unit.
An actual rotation speed acquisition unit that acquires the actual rotation speed of the main engine, and
A rotation speed command unit that outputs a command for the target rotation speed of the main engine based on the actual rotation speed and the position of the control lever.
The risk level is calculated based on the information acquired by the ship information acquisition unit and the speed acquisition unit, and the information acquired by the other ship information acquisition unit, and if the calculated risk level is equal to or higher than the risk level threshold, the propulsion Propulsive force is generated in the propulsive force generator based on a command from the force command unit, and if the degree of danger is less than the risk threshold, the propulsion force generator is propelled based on the command from the rotation speed command unit. The propulsion control device according to claim 10, further comprising a control unit that generates a force. A lever position acquisition unit that acquires the position of the control lever for controlling the rotation speed of the main engine, and a lever position acquisition unit.
A rotation speed acquisition unit that acquires the actual rotation speed of the main engine, and
A rotation speed command unit that outputs a command for the target rotation speed of the main engine based on the actual rotation speed and the position of the control lever.
If the current speed is less than the speed threshold, a propulsive force is generated in the propulsive force generator based on a command from the propulsive force command unit, and if the current speed is equal to or higher than the speed threshold, the rotation speed command is given. The propulsion control device according to claim 10, further comprising a control unit that generates a propulsive force in the propulsive force generator based on a command from the unit. Propulsion generator and
A propulsion control device that controls the propulsion force generator.
A speed acquisition unit that acquires the target speed of the hull and the current speed of the hull,
A ship including a propulsion control device including a propulsion force command unit that outputs a command to the propulsion force generator so that the current speed approaches the target speed to generate a propulsion force. It is a fuel consumption calculation device that calculates the fuel consumption of a ship equipped with a main engine that transmits rotational power to the propeller.
An acceleration calculation unit that calculates the acceleration when accelerating from the first ship speed to the second ship speed,
A determination unit for determining whether or not the calculated acceleration is equal to or higher than a predetermined value,
The fuel consumption during acceleration is calculated based on the time required from the first timing to the second timing and the amount of fuel input to the main engine between the first timing and the second timing. A fuel consumption calculation device including a calculation unit. The main engine that transmits rotational power to the propeller,
Equipped with a fuel consumption calculation device
The fuel consumption calculation device is
An acceleration calculation unit that calculates the acceleration when accelerating from the first ship speed to the second ship speed,
A determination unit for determining whether or not the calculated acceleration is equal to or higher than a predetermined value,
The fuel consumption during acceleration is calculated based on the time required from the first timing to the second timing and the amount of fuel input to the main engine between the first timing and the second timing. A ship equipped with a calculation unit. With multiple propulsion generators
A control device for controlling a ship including a plurality of traveling direction control devices.
A time acquisition unit that acquires the target time to arrive at the destination,
It is a calculation unit that calculates the energy consumption when arriving at the destination by the target time according to the designated route to the destination position during autopilot control, and generates at least one propulsion force among a plurality of propulsion force generators. A calculation unit that calculates a plurality of patterns of the total energy consumption by the combination of the device and at least one traveling direction control device among the plurality of traveling direction control devices.
Based on the pattern that consumes the least energy from the plurality of patterns calculated by the calculation unit, the propulsion control unit that propels the ship using the propulsion force generator and the traveling direction control device included in the pattern is included. Ship control device. With multiple propulsion generators
With multiple direction control devices,
A ship equipped with a control device
The control device is
A time acquisition unit that acquires the target time to arrive at the destination,
It is a calculation unit that calculates the energy consumption when arriving at the destination by the target time according to the designated route to the destination position during autopilot control, and is the propulsion force of at least one of the plurality of propulsion force generators. A calculation unit that calculates a plurality of patterns of the total energy consumption by the combination of the generator and at least one traveling direction control device among the plurality of traveling direction control devices.
Based on the pattern that consumes the least energy from the plurality of patterns calculated by the calculation unit, the propulsion control unit that propels the ship using the propulsion force generator and the traveling direction control device included in the pattern is included. Ship. Propulsion generator and
A control device for controlling a ship including a plurality of traveling direction control devices.
A time acquisition unit that acquires the target time for the ship to arrive at the destination,
It is a calculation unit that calculates the energy consumption when arriving at the destination by the target time according to the designated route to the destination position during autopilot control, and is a traveling direction of at least one of the plurality of traveling direction control devices. A calculation unit that calculates multiple patterns of total energy consumption by the control device,
A ship including a traveling direction control unit that controls the traveling direction of the ship by using the traveling direction control device included in the pattern based on the pattern that consumes the least energy from the plurality of patterns calculated by the calculation unit. Control device. Propulsion generator and
With multiple direction control devices,
A ship equipped with a control device
The control device is
A time acquisition unit that acquires the target time for the ship to arrive at the destination,
It is a calculation unit that calculates the energy consumption when arriving at the destination by the target time according to the designated route to the destination during autopilot control, and is a traveling direction of at least one of the plurality of traveling direction control devices. A calculation unit that calculates multiple patterns of total energy consumption by the control device,
A ship including a traveling direction control unit that controls the traveling direction of the ship by using the traveling direction control device included in the pattern based on the pattern that consumes the least energy from the plurality of patterns calculated by the calculation unit. .. With multiple propulsion generators
A ship control device including a traveling direction control device.
A time acquisition unit that acquires the target time for the ship to arrive at the destination,
It is a calculation unit that calculates the energy consumption when arriving at the destination by the target time according to the designated route to the destination position during autopilot control, and is the propulsion force of at least one of the plurality of propulsion force generators. A calculation unit that calculates multiple patterns of total energy consumption by the generator,
A ship control device including a propulsion control unit that propels a ship using a propulsion force generator included in the pattern based on a pattern that consumes the least energy from a plurality of patterns calculated by the calculation unit. With multiple propulsion generators
Travel direction control device and
A ship equipped with a control device
The control device is
A time acquisition unit that acquires the target time for the ship to arrive at the destination,
It is a calculation unit that calculates the energy consumption when arriving at the destination by the target time according to the designated route to the destination position during autopilot control, and is the propulsion force of at least one of the plurality of propulsion force generators. A calculation unit that calculates multiple patterns of total energy consumption by the generator,
A ship including a propulsion control unit that propels the ship using the propulsion force generator included in the pattern based on the pattern that consumes the least energy from the plurality of patterns calculated by the calculation unit. An information gathering unit that collects information on the ground speed, water speed, position information of the ship, and the direction of travel of the ships in transit.
A disturbance data collection system including a calculation unit that calculates the velocity and direction of a disturbance in a sea area corresponding to the position information based on the information collected by the information collection unit. The disturbance data collection system according to claim 28, further comprising a transmission unit that transmits the calculation result of the calculation unit to an electronic chart display system shared via a network. A turning control device for controlling the turning of a ship, comprising a rudder for turning the ship and a turning command unit for outputting a command including a turning direction and a turning amount of the ship.
A turning command acquisition unit that acquires a command from the turning command unit, and a turning command acquisition unit.
An estimation unit that estimates the propulsion resistance of the ship,
When the propulsion resistance increases compared to the reference value, the target steering angle value indicating the angle of the rudder for turning the ship is corrected according to the command, and the propulsion resistance is compared with the reference value. When it decreases, the correction unit that corrects to reduce the target steering angle value and
A turning control device including a rudder control unit that controls the rudder according to the corrected target rudder angle value. The estimation unit estimates the propulsion resistance at each of the first timing and the second timing after the first timing.
The turning control device according to claim 30, wherein the rudder control unit compares the propulsion resistance estimated at the first timing with the propulsion resistance estimated at the second timing as a reference value. A position acquisition unit that acquires the position information of the ship, and
It is equipped with a detection unit that detects the arrival and departure of the ship based on the position information.
31. Swivel control device. The turning control device according to any one of claims 30 to 32, wherein the estimation unit estimates propulsion resistance based on the propulsive force of the ship and the speed against water. The turning control device according to any one of claims 30 to 32, wherein the estimation unit estimates propulsion resistance based on a steering angle, a propulsive force, and a change in direction, or a steering angle, a propulsive force, and a turning radius. .. A rudder for turning the hull,
A turning command unit that outputs a command including the turning direction and turning amount of the hull, and
Equipped with a turning control device for controlling turning,
The turning control device is
A turning command acquisition unit that acquires a command from the turning command unit, and a turning command acquisition unit.
An estimation unit that estimates the propulsion resistance of the hull,
When the propulsion resistance increases compared to the reference value, the target steering angle value indicating the angle of the rudder for turning the hull is corrected according to the command, and the propulsion resistance is compared with the reference value. When it decreases, the correction unit that corrects to reduce the target steering angle value and
A ship including a rudder control unit that controls a rudder according to the corrected target rudder angle value. A turning control device for controlling the turning of a ship, comprising a rudder for turning the ship and a rudder angle command unit for outputting a steering angle command including a turning direction and a turning amount of the ship.
The position acquisition unit that acquires the current position and
A rudder angle command acquisition unit that acquires the rudder angle command, and
A correction unit that corrects the steering angle command acquired by the steering angle command acquisition unit according to the current position, and a correction unit that corrects the steering angle command.
A turning control device including a transmission unit that transmits the corrected rudder angle command to the rudder. The turning control device according to claim 34, wherein the correction unit corrects so as to increase the steering angle command when the current position indicates that the port is a port. A rudder for turning a ship,
A rudder angle command unit that outputs a rudder angle command including the turning direction and turning amount,
Equipped with a turning control device for controlling turning,
The turning control device is
The position acquisition unit that acquires the current position and
A rudder angle command acquisition unit that acquires the rudder angle command, and
A correction unit that corrects the steering angle command acquired by the steering angle command acquisition unit according to the current position, and a correction unit that corrects the steering angle command.
A ship comprising a transmission unit that transmits the corrected rudder angle command to the rudder. Propulsion generator and
A rudder for turning a ship,
A rudder angle command unit that outputs a rudder angle command including the turning direction and turning amount,
A turning control device for controlling the turning of a ship including a propulsive force command unit that outputs a propulsive force command of the propulsive force generator.
The propulsion force acquisition unit that acquires the propulsion force command and
A rudder angle command acquisition unit that acquires the rudder angle command, and
A correction unit that reduces the steering angle command when the propulsion force command is equal to or more than the propulsion force threshold value, and increases the steering angle command when the propulsion force is less than the propulsion force threshold value.
A turning control device including a transmission unit that transmits the corrected rudder angle command to the rudder. Propulsion generator and
A rudder for turning a ship,
A rudder angle command unit that outputs a rudder angle command including the turning direction and turning amount,
An output command unit that outputs the propulsive force command of the propulsive force generator, and
Equipped with a turning control device for controlling turning,
The turning control device is
The propulsion force acquisition unit that acquires the propulsion force command and
A rudder angle command acquisition unit that acquires the rudder angle command, and
A correction unit that reduces the steering angle command when the propulsion force command is equal to or more than the propulsion force threshold value, and increases the steering angle command when the propulsion force is less than the propulsion force threshold value.
A ship comprising a transmission unit that transmits the corrected rudder angle command to the rudder. Propulsion generator and
A rudder for turning a ship,
A turning control device for controlling the turning of a ship including a steering angle command unit that outputs a steering angle command including a turning direction and a turning amount.
A speed acquisition unit that acquires the current speed of the ship, and
A rudder angle command acquisition unit that acquires the rudder angle command, and
A correction unit that reduces the steering angle command when the speed is equal to or higher than the speed threshold value and increases the steering angle command when the speed is less than the speed threshold value.
A turning control device including a transmission unit that transmits the corrected rudder angle command to the rudder. Propulsion generator and
A rudder for turning the hull,
A rudder angle command unit that outputs a rudder angle command including the turning direction and turning amount,
It is provided with a turning control device for controlling the turning of the hull.
The turning control device includes a speed acquisition unit that acquires the current speed and a speed acquisition unit.
A rudder angle command acquisition unit that acquires the rudder angle command, and
A correction unit that reduces the steering angle command when the speed is equal to or higher than the speed threshold value and increases the steering angle command when the speed is less than the speed threshold value.
A ship comprising a transmission unit that transmits the corrected rudder angle command to the rudder. Propulsion generator and
A rudder for turning the hull,
A rudder angle command unit that outputs a rudder angle command including the turning direction and turning amount,
A propulsion control device for controlling the propulsion force of a ship including a propulsion force command unit that outputs a propulsion force command of the propulsion force generator.
A rudder angle command acquisition unit that acquires the rudder angle command, and
The propulsion command acquisition unit that acquires the propulsion command and the propulsion command acquisition unit
A correction unit that increases the propulsive force when the rudder angle command is large and decreases the propulsive force when the rudder angle command is small.
It includes a transmission unit that transmits the corrected propulsive force to the propulsive force generator.
Propulsion control device equipped with. Propulsion generator and
A rudder for turning the hull,
A rudder angle command unit that outputs a rudder angle command including the turning direction and turning amount,
A propulsion force command unit that outputs a propulsion force command of the propulsion force generator,
Equipped with a propulsion control device to control turning,
The propulsion force control device is
A rudder angle command acquisition unit that acquires the rudder angle command, and
The propulsion command acquisition unit that acquires the propulsion command and the propulsion command acquisition unit
A correction unit that increases the propulsive force when the rudder angle command is large and decreases the propulsive force when the rudder angle command is small.
A ship comprising a transmitting unit that transmits the corrected propulsive force to the propulsive force generator. A ballast control device that controls the ballast of a ship having a rudder angle command unit that outputs a rudder angle command including a turning direction and a turning amount.
The port side ballast adjustment unit that adjusts the amount of ballast water on the port side,
A starboard ballast adjustment unit that adjusts the amount of ballast water on the starboard side,
The rudder angle command acquisition unit that acquires the rudder angle command,
A ballast determination unit that determines the amount of ballast water so that the amount of water on the inner side of the swivel side of the port side ballast adjustment unit and the starboard side ballast adjustment unit is larger than the amount of water on the outer side of the swivel based on the rudder angle command. Ballast control device with and. A rudder angle command unit that outputs a rudder angle command including the turning direction and turning amount,
Equipped with a ballast control device to control the ballast
The ballast control device is
The port side ballast adjustment unit that adjusts the amount of ballast water on the port side,
A starboard ballast adjustment unit that adjusts the amount of ballast water on the starboard side,
The rudder angle command acquisition unit that acquires the rudder angle command,
A ballast determination unit that determines the amount of ballast water so that the amount of water on the inner side of the swivel side of the port side ballast adjustment unit and the starboard side ballast adjustment unit is larger than the amount of water on the outer side of the swivel based on the rudder angle command. And equipped with a ship It is a traveling direction control device for ships equipped with a rudder.
A designated route management unit that manages designated routes formed by connecting multiple transit points,
The direction in which the direction of the hull when passing through the nth passing point is determined in consideration of the positional relationship between the nth passing point closest to the traveling direction on the designated route and the n + 1th passing point. The decision department and
A traveling direction control device including a steering angle control unit that controls the rudder based on a direction determined by the direction determination unit. A rudder for turning the hull,
Equipped with a traveling direction control device
The traveling direction control device is
A designated route management unit that manages designated routes formed by connecting multiple transit points,
The direction in which the direction of the hull when passing through the nth passing point is determined in consideration of the positional relationship between the nth passing point closest to the traveling direction on the designated route and the n + 1th passing point. The decision department and
A ship including a rudder angle control unit that controls the rudder based on a direction determined by the direction determination unit. An information acquisition unit that acquires at least one of sea condition information and meteorological information at a predetermined point in the route on which the ship sails.
Based on the acquired information, a prediction unit that predicts changes in hull attitude due to disturbances that occur at the predetermined points, and
An attitude estimation unit that estimates the attitude of the ship to cancel the predicted change in hull attitude,
An arrangement determination unit that determines the arrangement of cargo in the luggage compartment of the ship so that the attitude of the ship is estimated at the predetermined point.
A ship attitude calculation system including a notification unit that notifies the operator of the determined arrangement. The information acquisition unit acquires at least one of sea condition information and meteorological information at a plurality of points in the route.
The prediction unit predicts changes in hull attitude due to disturbance at each of the plurality of points, and predicts changes in hull attitude.
The attitude estimation unit estimates the attitude that cancels the change in the hull attitude at each of the points.
It is further equipped with a calculation unit that calculates the fuel consumption when navigating the route in a posture without disturbance calculated based on the estimation result of the attitude estimation unit.
The ship attitude calculation system according to claim 49, wherein the arrangement determination unit determines the arrangement of cargo so as to obtain the most fuel-efficient attitude based on the calculation result of the calculation unit. Controls the turning of a ship, which is provided independently on both sides of the ship and includes two propulsion resistance reducing units for reducing the propulsion resistance of the ship and a turning command unit for commanding the turning direction and turning amount of the ship. It is a turning control device that
A turning command acquisition unit that acquires a command from the turning command unit, and a turning command acquisition unit.
When a command is received from the turning command unit, the two propulsion resistance reducing units are set so that the reduction amount of the propulsion resistance inside the turning direction is smaller than the reduction amount of the propulsion resistance outside the turning direction. A swivel control device including a resistance control unit for controlling. The turning control device according to claim 51, wherein the resistance control unit includes a steering angle command output unit that outputs a steering angle command for controlling the steering gear of the ship. The turning control device according to claim 51 or 52, wherein when the rudder angle command is equal to or larger than a predetermined angle, a control value is supplied only to the rudder. Equipped with a resistance information acquisition unit that acquires hull resistance information
The turning control device according to any one of claims 51 to 53, wherein the resistance control unit supplies control values to the two resistance control devices based on the hull resistance information. The turning control device according to any one of claims 51 to 54, wherein the two resistance control devices are bubble generators that generate bubbles on the bottom of the ship. According to claim 55, the foam generator is provided with a plurality of discharge ports for discharging bubbles on the starboard side and the port side, respectively, and the amount of foam discharged is smaller than the amount discharged from the discharge port on the outer side of the swivel. The swivel control device described. The rudder attached to the hull and
A rudder control unit that controls the rudder
Steering angle information acquisition unit that acquires steering angle commands,
A first resistance control device provided on the port side to reduce the hull resistance on the port side based on the rudder angle command, and a second resistance provided on the starboard side to reduce the hull resistance on the starboard side based on the rudder angle command. A ship equipped with a rudder control device including a control device.

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