JP2023159902A - Hull motion control device for uniaxial, two rudder vessel - Google Patents

Abstract

To provide a hull motion control device for a uniaxial, two rudder vessel capable of maneuvering with high level of freedom in controlling a bow-stern direction velocity, a vessel width direction velocity, and a rate-of-turn velocity of hull motion.SOLUTION: A bow-stern direction instruction velocity and a vessel width direction instruction velocity are instructed by inclination of a three direction freedom joy stick lever 352, a turning instruction angle velocity is instructed by twist of a lever around an axis, an instruction rudder angle and an instruction thruster propulsion necessary for obtaining the bow-stern direction instruction velocity, the vessel width direction instruction velocity, and turning instruction angle velocity are calculated by a feed back controller 651, the instruction rudder angle and the instruction thruster propulsion inputted from the feed back controller 651 by an alongside pier hull motion control unit 652 are obtained by control by an alongside pier steering control unit 653 and an alongside pier thruster control unit 654.SELECTED DRAWING: Figure 8

Description

The present invention relates to a single-shaft, two-rudder vessel, and relates to a technique for maneuvering the vessel with a high degree of freedom.

2. Description of the Related Art Conventionally, as a technology for automatically maneuvering a ship, there is an automatic collision prevention assistance device described in Patent Document 1, for example.

This is installed on a ship together with a radar device, and includes other ship detection means that detects the length, course, and speed of other ships around the own ship from the video information obtained by the radar device. Stopping performance calculation means for calculating stopping performance based on the relative speed of another ship with respect to the own ship detected by the ship detection means and the detected length of the ship, and the calculated stopping performance and the characteristics of the sea area in which the ship is sailing. Based on the above, the present invention includes a dangerous area calculation means for determining a dangerous area where there is a risk of collision with another ship if the own ship enters, and a means for displaying the calculated dangerous area on a screen.

Further, as a technique for applying braking force to a ship, there is an emergency ship maneuvering method described in Patent Document 2. This is a rudder that maximizes the effect of the propeller wake on the two high-lift rudders as reverse thrust by activating the emergency steering means in an emergency and controlling the rudder control means with priority over any normal steering mode. This method applies an astern force to the vessel that resists the inertia force in the forward direction of the vessel, causing an emergency stop or an emergency astern. Asterning thrust can be obtained, and the ship can be stopped or moved astern in a short time and over a short distance with fewer steps.

Furthermore, Patent Document 3 states that when maneuvering to maintain ship position and bow/stern direction, special movements such as sideways movement, diagonal forward/backward movement, and on-the-spot turning are required, and high ship maneuvering accuracy in terms of position, speed, etc. is required. A ship control device has been proposed. In this ship maneuvering device, in the ship maneuvering support mode, the command unit commands a commanded movement direction, a commanded turning angular velocity, a commanded bow/tail direction speed, and a commanded ship width direction speed to the hull motion control unit to maneuver the ship, and the thrust distribution unit: The hull control force and turning hull control force are generated by a target thruster thrust generated by a combination of the thrust of a propeller thruster that rotates forward at a constant rate and the rudder angle of two high-lift rudders, and a target thruster thrust generated by a bow thruster. to be distributed.

Patent No. 4055915 Japanese Patent Publication No. 7-52887 JP2017-052297

A conventional single-shaft, two-rudder ship maneuvering system instructs a predetermined pattern of combinations of rudder angles. Therefore, when the hull motion deviates from the motion desired by the boat operator, the boat operator needs to determine the rudder angle (feedback input) to correct it and manually correct the input.

Furthermore, in congested sea areas or sea areas where there are obstacles, manual steering is necessary because highly accurate course changes are required over short periods of time and over short distances, or highly accurate course maintenance is required.

In addition, for ship operators, maneuvering a ship in a port is particularly nerve-wracking. In order to navigate safely in a port with many surrounding obstacles such as quays and other ships, it is necessary to take into consideration the external forces that affect the ship, such as the tidal force of rip currents and head currents, tides, and wind power. It is necessary to always be aware of the distance between your ship and obstacles and maneuver carefully.

In particular, in the final stages of berthing maneuvering, it is necessary to carefully and appropriately control the approach speed in the bow and aft directions and in the ship's width direction relative to the distance to the quay.

The present invention solves the above-mentioned problems, and provides hull motion control for a single-shaft, two-rudder vessel that enables maneuvering with a high degree of freedom in controlling the bow-and-aft velocity, transverse velocity, and turning angular velocity of the hull motion. The purpose is to provide equipment.

In order to solve the above-mentioned problems, the hull motion control device for a single-shaft, two-rudder ship of the present invention includes a thrust system, a maneuvering system for controlling the thrust system, and an observation system for observing the hull motion state of the own ship. The ship has a propulsion propeller placed at the stern, a pair of left and right high-lift rudders placed behind the propulsion propeller, a pair of steering gears that drive each high-lift rudder, a bow thruster, and a bow thruster. The observation system is equipped with a ship speed measuring device that measures the bow and stern speed, transverse speed, and turning angular velocity of the own ship, and the ship maneuvering system includes a berthing maneuvering section. has a berthing maneuvering command device, a feedback controller, and a berthing hull motion control unit.The berthing maneuvering command device has a 3-degree-of-freedom joystick lever, and by tilting the lever, the commanded speed in the bow and stern direction and the commanded speed in the width direction are controlled. The feedback controller instructs the turning command angular velocity by twisting the lever around its axis, and the feedback controller calculates the bow and stern direction command speed and the ship width direction command speed of the target ship motion state commanded by the berthing maneuvering command device from the current ship motion state. The berthed hull motion control unit calculates the commanded rudder angle and commanded thruster thrust required to achieve the commanded turning angular velocity, and controls each of the steering gears to combine the rudder angles of the two high-lift rudders. A berthing steering control unit that controls the hull position, turning angle, bow and stern speed, transverse speed, and turning angular speed, and a thruster control device that cooperates with the berthing steering control unit to adjust the thruster thrust of the bow thruster to adjust the hull position. It has a berthing thruster control unit that controls the turning angle, transverse speed, and turning angular velocity, and realizes the commanded rudder angle and commanded thruster thrust input from the feedback controller through control by the berthing steering control unit and the berthing thruster control unit. It is characterized by

In the hull motion control device for a single-shaft, two-rudder boat according to the present invention, the three-degree-of-freedom joystick lever instructs continuous values of commanded speeds in the bow and stern direction and commanded speed in the width direction by tilting the lever. It is characterized in that the turning command angular velocity given by the twisting of is given as a continuous value.

In the hull motion control device for a single-shaft, two-rudder boat of the present invention, the berthed hull motion control section controls the rudder angle of each of the two high-lift rudders within a set rudder angle range, and the set rudder angle range is such that the hull It is characterized by a rudder angle range of more than 10 degrees around the hover rudder angle, with the hover rudder angle of -75° on the port rudder and +75° on the starboard rudder that stops on the spot as the center rudder angle.

In the hull motion control device for a single-shaft, two-rudder boat of the present invention, the observation system inputs the current bow and stern direction velocity, current transverse velocity, and current turning angular velocity of the actual hull motion measured by the boat speed measurement device to the feedback controller. , the feedback controller calculates the commanded rudder angle and commanded thruster thrust so that the error between the actual ship motion state and the target hull motion state is minimized from moment to moment when transitioning from the current ship motion state to the target ship motion state. It is characterized by

With the above configuration, the boat operator instructs the target movement state by the plurality of actuators by only operating one three-degree-of-freedom joystick lever. That is, by tilting the 3-degree-of-freedom joystick lever, the command speed in the bow and tail direction and the command speed in the ship's width direction in the longitudinal and lateral translational motions are commanded as continuous values, and by twisting the lever, the command angular velocity in the turning motion is commanded in continuous values. By simply controlling the bow and stern speed, transverse speed, and turning angular velocity of the ship, you can maneuver the ship with a high degree of freedom. The approach speed in the width direction can be controlled carefully and appropriately, and by returning the three-degree-of-freedom joystick lever to the neutral position where it does not tilt, the ship can quickly stop on the spot.

A schematic diagram showing a thrust system, a maneuvering system, and an observation system of a single-shaft, two-rudder ship according to an embodiment of the present invention Schematic diagram showing the propulsion device, high-lift rudder, and bow thruster in the same embodiment A perspective view showing the configuration of the stern section in the same embodiment. A schematic diagram showing a steering stand of a steering control device for a single-shaft, two-rudder vessel in the same embodiment. A perspective view showing a 3-degree-of-freedom joystick lever in the same embodiment. A block diagram showing the configuration of a ship maneuvering stand in the embodiment A block diagram showing the configuration of the automatic berthing ship operation section in the embodiment A block diagram showing the configuration of the berthing ship operation section in the embodiment Schematic diagram showing the operating range of the high-lift rudder in the embodiment A schematic diagram showing the combined rudder angle and turning direction of the high-lift rudder in the same embodiment. A schematic diagram illustrating maneuvering to give way and berthing in the same embodiment.

Embodiments of the rudder system of the present invention will be described below based on the drawings.
(Configuration of Example)
As shown in FIGS. 1 to 9, the single-shaft, two-rudder ship having an automatic berthing function in this embodiment observes a thrust system 100, a ship maneuvering system 200 that controls the thrust system 100, and the hull motion state of its own ship. It is equipped with an observation system 300.

The thrust system 100 includes a single-shaft propulsion propeller 101 disposed at the stern of a hull 110 and two high-lift rudders 102 and 103 disposed behind the propulsion propeller 101.

Each of the high-lift rudders 102 and 103 is configured to be able to be steered 105 degrees outboard (toward the outer side) and 35 degrees to the inboard (inboard side), respectively. Then, while the propulsion propeller 101 with one unit and one shaft continues to rotate forward, the one-to-two high-lift rudders 102 and 103 are operated independently at various angles, and the high-lift rudders 102 and 103 on both sides are operated independently. By changing the combination of rudder angles, the propeller wake can be distributed in desired directions, and the thrust in each direction can be freely changed.

Therefore, by freely changing the thrust in each direction, the propeller wake can be controlled, and the thrust around the stern can be controlled in all 360° directions, allowing the ship to move forward, stop, turn forward, turn astern, etc. You can maneuver the ship and freely control the movement of the ship.

Furthermore, the thrust system 100 includes rotary vane steering gears 104 and 105 that drive high-lift rudders 102 and 103, rudder control devices (servo amplifiers) 106 and 107 that control the rotary vane steering gears 104 and 105, and a hull. The vessel has a bow thruster 108 disposed on the bow side of the vessel 110 and a thruster control device 109 that controls the bow thruster 108.

Pump units 151 and 152, rudder angle transmitters 153 and 154, and feedback units 155 and 156 are connected to the rotary vane steering gears 104 and 105, respectively, and the feedback units 155 and 156 are connected to the rudder control device 105. , 107.

The observation system 300 includes a ship speed measuring device 312 that measures the fore-and-aft speed, transverse speed, and turning angular velocity of the own ship 501, a position measuring device 313 that measures the position of the own ship 501 using GPS, etc. 501; and a quay separation distance measuring device 315 that measures the bow distance between the bow of own ship 501 and the target quay 700 and the stern distance between the stern of own ship 50 and the target quay 700. We are prepared.

The ship maneuvering system 200 is stored in a ship maneuvering stand 250, and the ship maneuvering stand 250 includes a gyro compass 251, a ship radar device 310, a ship speed measuring device 312, a position measuring device 313, a direction measuring device 314, and a quay separation distance measuring device. 315 is connected.

The ship radar device 310 transmits a collision warning signal from the warning signal output unit 311 to the ship maneuvering system 200 of the ship maneuvering stand 250 when a collision with another ship is predicted.

The ship maneuvering system 200 integrally includes the following in a stand housing. A gyro azimuth display section 252 that displays the gyro azimuth of the gyro compass 251, an auto-navigation section 253 that operates the vessel in an autopilot operation mode using a GPS compass, and a joystick navigation section 255 that operates the ship in a joystick lever 254 operation mode. A manual ship operation unit 257 that operates the ship in a control mode using the manual steering wheel 256, a non-follow-up ship operation unit 259 that operates the ship in a control mode using the non-follow-up steering levers 258a and 258b, and a mode changeover switch 260 that switches between each ship operation unit. A mode switching section 261 is provided.

Furthermore, by operating a display device 262 with a touch panel on the screen, an image control unit 263 that controls images displayed on the display device 262, and an emergency stop button 264, the ship can be stopped in an emergency with priority over all operation modes. When navigating in a congested sea area, an emergency stop section 265 operates the ship in a maneuvering mode that allows the ship to operate, and a rudder angle instruction section 280 provides an instruction rudder angle to the rotary vane steering gears 104 and 105 via the rudder control devices 106 and 107. When two ships cross each other's paths and there is a risk of collision, the ship has an evacuation maneuvering section 281 that operates in an evacuation maneuvering mode performed by the own ship that is sailing with the other ship on its starboard side, and an electronic navigational chart. an electronic nautical chart display section 282 that displays on the display device 262, a course line setting section 283 that sets the planned course of the own ship on the navigational electronic chart, and a course correction section 284 that corrects the positional deviation of the own ship with respect to the course line. It is equipped with

In addition, by operating the ship maneuvering support unit 290 that calculates the appropriate steering angle necessary for navigating the planned route and outputs the calculated appropriate steering angle to the rudder angle instruction unit 280 as an instruction rudder angle, and the automatic berthing button 271. The vessel is equipped with an automatic berthing vessel maneuvering section 600 that automatically performs berthing vessel maneuvering.

Furthermore, it has a berthing maneuvering button 351, a 3-degree-of-freedom joystick lever 352, and a berthing maneuvering section 650 that operates the berthing maneuvering button 351 in a maneuver mode using the 3-degree-of-freedom joystick lever 352.

The image control unit 263 displays a nautical chart display image 266 that displays an electronic navigational chart, a gyro azimuth display image 267 that displays a gyro azimuth, and an azimuth display unit operation image 268 for touch-operating the gyro azimuth display unit 252 on a monitor screen. Then, an automatic ship maneuvering operation image 269 for touch-operating the automatic ship maneuvering section 253 on the monitor screen is selectively displayed or displayed simultaneously.

The joystick operating unit 255 is configured such that the joystick lever 254 can be operated in any direction in the XY direction, and the direction of command movement of the hull is controlled by the tilting direction of the joystick lever 254, and the tilting angle in the tilting direction is controlled. It controls the commanded speed in the bow and stern direction and the commanded speed in the hull turning direction.

The joystick maneuvering unit 255 controls the rudder angles of the high-lift rudders 102 and 103 on both sides to the rudder angles set according to the tilting direction of the joystick lever 254, and controls the rudder angles of the high-lift rudders 102 and 103 on both sides. By combining these, the thrust of the propeller wake is turned toward the target direction, and the respective rudder angles of the high-lift rudders 102 and 103 on both sides are turned to the outboard side 105 by both rotary vane steering devices 104 and 105. °, controlled within a range of 35° to the inboard side.

The basic combination of rudder angles of the high-lift rudders 102 and 103, the state of the joystick lever 254, its name, the propeller trailing streamline, and the direction of movement will be explained with reference to FIG.

In FIG. 10, the rudder is shown in horizontal section, and the rudder angle of each rudder is shown beside or below it. The rudder angle is indicated as positive (+) when the stern is to the right, and negative (-) when the stern is to the left, and names are given for combinations of these rudder angles. The trail behind the propeller is depicted by a thin arrow line, and the direction in which the ship is propelled by it is depicted by a thick hollow arrow line.

By the way, "forward left turn" means port rudder -35° and starboard rudder -35°, "forward left turn" means port rudder -70° and starboard rudder -35°, and "astern left turn" means port rudder -35°. 105°, starboard rudder +45° to +75°, "astern left turn" is port rudder -105°, starboard rudder +75° to +105°, "forward" is port rudder 0°, starboard rudder 0°. , "Hover" (stopping the ship in place) is port rudder -75°, starboard rudder +75°, "astern" is port rudder -105°, starboard rudder +105°, and "forward starboard turn" is port rudder -75°, starboard rudder +105°. Rudder +35°, starboard rudder +35°, "forward starboard turn" is port rudder +35°, starboard rudder +70°, "astern starboard" is port rudder -45° to -75°, starboard rudder +105°. , "astern right turn" is -75° to -105° on the port rudder and +105° on the starboard rudder.

In addition, when the thruster thrust of the bow thruster 108 is applied toward the starboard direction during "forward turning to the left" and the speed of turning to the left is increased, "turning to the left on the spot" occurs, and when "turning forward to the starboard" the thruster thrust is applied to the starboard direction. By applying the thruster thrust of the bow thruster 108 to increase the speed of turning to the right, it is possible to turn to the right on the spot.

Similarly, if the thruster thrust of the bow thruster 108 is applied to the port direction during "astern left-handling" and the speed of turning to the right is increased, "spot starboard turning" occurs, and the bow is turned toward starboard during "astern left-handling". When the left turning speed is increased by applying the thruster thrust of the thruster 108, "spot left turning" occurs.

Further, by adjusting the thrust of the thruster of the bow cluster 108, the center of turning can be moved.

In this way, a single-shaft, two-rudder ship equipped with two high-lift rudders 102 and 103 and a bow thruster 108 can control the direction and magnitude of the propulsive force by variously changing the combined rudder angle of the high-lift rudders 102 and 103. It can freely vary and output the power in all directions of the ship, and by combining it with the thruster thrust of the bow thruster 108, it is possible to turn around on the spot.

The auto-navigation unit 253 guides and controls the own ship to a predetermined set course based on the current position information, guidance route information, and stop hold position information of the own ship using a GPS compass and an electronic chart system.

When the emergency stop button 264 is pressed in an emergency, the emergency stop section 265 adjusts the rudder angle related to the current ship maneuvering, regardless of what maneuvering state is instructed by the joystick lever 254 or even if the ship is maneuvering in another maneuvering mode. Cancel and turn the port rudder 103 in the rudder direction (clockwise direction when viewed from above) and the starboard rudder 102 in the surface rudder direction (counterclockwise direction when viewed from above) until hard over (full rudder). The rudder provides braking force to the ship and brings it to a stop.

The manual ship steering unit 257 controls the rudder angles of the two high-lift rudders 102 and 103 by rotating the manual steering wheel 256 to steer the ship.

The non-follow-up ship steering unit 259 steers the ship to starboard or port depending on the time period during which the non-follow-up steering levers 258a, 258b are operated to the left or right.

The avoidance vessel maneuvering unit 281 receives positional information of the own ship 501 and one or more other ships 401 and 402 obtained from the gyro compass 251 and the ship radar device 310, azimuth information of the own ship 501 and the other ships 401 and 402, and information on the other ships. Based on the distance information with respect to the other ships 401 and 402 and the relative speed information with respect to the other ships 401 and 402, the propulsion direction and ship speed are automatically controlled according to the situation at the time, and avoidance maneuvers are performed.

The course correction unit 284 calculates the shortest distance from the own ship to the course line to the course line in a state where the own ship's heading reproduced on the electronic navigation chart by the digital twin calculation unit 291 (described later) is parallel to the course line. When the shortest separation distance exceeds the set permissible range, the course correction rudder angle set to direct the ship's heading to a course that intersects the course line is output to the rudder angle instruction unit 280. .

The ship maneuvering support section 290 includes a digital twin calculation section 291, a simulation calculation section 292, an external force resultant calculation section 293, and an instruction rudder angle calculation section 294.

The digital twin calculation unit 291 calculates, in real time, the ship's speed measured by the ship speed measuring device 312, the ship's position measured by the position measuring device 313, and the own ship's heading measured by the direction measuring device 314. The actual ship motion of the own ship realized at the current steering angle is reproduced on the electronic navigation chart.

The simulation calculation unit 292 displays the estimated hull motion of the own ship based on the calculation at the current steering angle on the electronic navigation chart.

The external force resultant calculation unit 293 calculates the acting direction and magnitude of the external force resultant acting on the hull based on the difference in ship speed, position, and heading between the actual ship motion and the assumed ship motion.

The instructed steering angle calculation unit 294 calculates a corrected steering angle for resisting the resultant force of external forces, corrects the current steering angle with the corrected steering angle, and calculates an appropriate steering angle.

The automatic berthing maneuvering section 600 includes an automatic berthing command section 610, a hull motion control section 620, and a sensor section 630. The sensor unit 630 inputs the output of each measurement device of the observation system 300 to the hull motion control unit 620.

The automatic berthing command unit 610 includes a berth approach steering unit 611 that is responsible for berthing navigation toward the target berth 700, and a berth berthing steering unit that causes the ship to approach the target berth 700 from a position close to the target berth 700. 612.

The quay proximity steering unit 611 receives a motion command direction for the hull motion to direct the own ship 501 to the berthing course leading to the target quay 700 selected and set on the electronic navigational chart, and a command speed in the bow and tail direction necessary for the hull motion. A command speed in the ship width direction is commanded to the ship motion control unit 620.

The berth berthing steering unit 612 makes the bow and stern direction of the own ship 501 parallel to the target berth 700 at a position close to the target berth 700, and steers the own ship 501 to berth at the target berth 700 while maintaining this parallel state. A command is given to the hull motion control unit 620 to steer the vehicle toward the target.

The hull motion control unit 620 controls each of the rotary vane steering gears 104 and 105, and includes a steering control unit 621 that controls the direction of hull motion by combining the rudder angles of the two high-lift rudders 102 and 103, and a thruster. It has a thruster control section 622 that adjusts the thruster thrust of the bow thruster 108 using the control device 109 to control the bow direction.

As shown in FIG. 11, the hull motion control unit 620, under a command from the quay proximity steering unit 611, uses a steering control unit 621 and a thruster control unit 622 to control a motion command direction, a bow/stern direction command speed, and a ship width direction command speed. The ship navigates to a position separated from the target quay 700 by a set distance.

Then, under the command of the berth berthing steering unit 612, the steering control unit 621 and thruster control unit 622 make the bow distance and stern distance measured by the berth separation distance measurement device 315 equal, and the bow and stern direction of the own ship becomes the target. Performs on-the-spot turning maneuver to be parallel to the quay 700, and further performs true lateral movement maneuver to approach the target quay 700 in a transverse direction while maintaining this parallel state. do.

The berthing ship maneuvering section 650 includes a feedback controller 651 and a berthing ship motion control section 652.

The 3-degree-of-freedom joystick lever 352 constitutes a berthing maneuvering command device, and by tilting the lever, it commands a command speed in the bow and stern directions and a command speed in the width direction as continuous values, and by twisting the lever around its axis, it commands a turning command angular velocity continuously. Indicate by value.

That is, the 3-degree-of-freedom joystick lever 352 is configured to be operable in any of the XY directions and to be twisted around the axis of the lever, which is the Z direction. The tilting direction controls the commanded speed in the commanded movement direction, that is, the ratio of the commanded speed component in the bow and stern direction and the commanded speed component in the widthwise direction, and the tilting angle in the tilting direction controls the commanded speed in the bow and stern direction and the commanded speed in the widthwise direction. , the rotation command angular velocity is controlled by twisting the lever around its axis.

Furthermore, by returning the 3-degree-of-freedom joystick lever to the neutral position where it does not tilt, the ship quickly stops and stops on the spot.

The feedback controller 651 calculates the commanded rudder angle and commanded thruster thrust necessary to realize the commanded speed in the bow/stern direction, commanded speed in the transverse direction, and commanded turning angular velocity commanded by the three-degree-of-freedom joystick lever 352 from the current state of hull motion. do.

The observation system 300 inputs to the feedback controller 651 the current fore-and-aft velocity, the current transverse velocity, and the current turning angular velocity of the actual hull movement measured by the ship speed measurement device 312, and the feedback controller 651 inputs the actual hull motion state from the current hull motion state. When transitioning to the target ship motion state, the commanded rudder angle and commanded thruster thrust are calculated so that the error between the actual ship motion state and the target ship motion state is minimized from moment to moment.

The calculation of the commanded rudder angle and commanded thruster thrust is performed with the rotational speed of the propulsion propeller 101 fixed to a constant value, that is, with the thrust of the propulsion propeller 101 operating at a slow speed during berthing maneuver.

The berthed hull motion control unit 652 controls each of the rotary vane steering gears 104 and 105, and combines the rudder angles of the two high-lift rudders 102 and 103 to determine the hull position, turning angle, speed in the bow and aft direction, and ship width. A berthing steering control unit 653 that controls the directional speed and turning angular velocity, and a thruster control device 109 that cooperates with the berthing steering control unit 653 adjust the thruster thrust of the bow thruster 108 to control the hull position, turning angle, transverse speed, and turning. It has a berthing thruster control section 654 that controls the angular velocity.

The berthing hull motion control unit 652 realizes the commanded rudder angle and commanded thruster thrust input from the feedback controller 651 through control by the berthing steering control unit 653 and the berthing thruster control unit 654.

The berthing steering control section 653 of the berthing hull motion control section 652 controls the respective rudder angles of the two high-lift rudders 102 and 103 within the set rudder angle range. The set rudder angle range is a rudder angle range of more than 10 degrees around the hover rudder angle, with the hover rudder angle of −75° on the port rudder and +75° on the starboard rudder at which the ship stops on the spot as the center rudder angle.

The operation of the above configuration will be explained below.
1. Joystick operation mode Operate the mode changeover switch 260 to select the joystick operation mode. The joystick maneuvering unit 255 uses the joystick lever 254 to command a commanded movement direction of the ship, a commanded thrust in the bow/stern direction, and a commanded thrust in the transverse direction.

In this maneuvering, the propulsion propeller 101 continues to rotate forward, and the high-lift rudders 102 and 103 are operated independently at various angles to control the propeller wake, and the thrust around the stern is adjusted to 360 degrees. Control in all directions. This control allows the ship to move forward or backward, stop, turn forward, turn backward, etc., thereby improving maneuverability in ship maneuvering.

That is, by changing the combination of the rudder angles of the rudders on both sides, it is possible to direct the propeller wake in a desired direction and change the thrust in that direction. The combinations of rudder angles mentioned here are just examples, and the combinations of rudder angles can be changed arbitrarily to obtain the desired propulsion direction and thrust.

In this way, there is no need to reverse the thrust of the propeller (propeller reversal) during ship maneuvering, and all kinds of ship maneuvering control can be performed while the main engine is always rotating forward. By adjusting the rudder angle, it is possible to finely and steplessly control the ship's speed from the maximum forward speed to the maximum reverse speed corresponding to the propeller rotation speed at that time.
2. Maneuvering mode using emergency stop section The action of pressing the emergency stop button 264 activates the emergency stop section 265, allowing the ship to be stopped in an emergency over all other control modes. That is, regardless of the steering mode of the joystick lever 254 or other maneuvering modes, the emergency stop section 265 causes the crash astern mode (the port rudder steers to port 105 degrees, the starboard rudder steers to starboard 105 degrees). ASTERN'') and generates extremely large braking and asterning forces using both rudders, making it possible to stop the ship in a much shorter time and distance than when maneuvering by reversing the propeller.

In addition, even in crash astern mode, there is no need to stop the main engine and restart it in reverse, so there is no so-called uncontrolled state during maneuvering, and it is possible to quickly respond to situations during navigation.

If the ship turns due to characteristics of the ship, external disturbances, etc. during maneuvering using the emergency stop section 265, or if necessary, if you wish to change the direction of the ship's heading, including the heading, simply operate the joystick lever 254. For example, similar to normal joystick operation, the joystick lever 254 can be used to freely maneuver the ship to take a turn.
3. Maneuvering mode by autopilot In normal navigation maneuvering, the mode selector switch 260 is operated to select the maneuvering mode by autopilot.

An automatic ship maneuvering operation image 269 is displayed on the monitor screen of the display device 262, and the position of the own ship, the direction to proceed, the position to be reached, or the heading and tail line direction are input to the automatic ship maneuvering section 253 by touch operation on the monitor screen. Automatically guide and maneuver the ship along a set course.

Further, the electronic nautical chart display section 282 displays the nautical electronic nautical chart as a nautical chart display image 266 on the monitor screen of the display device 262, and the course line setting section 283 sets the planned course of the own ship on the nautical electronic nautical chart.

The automatic ship maneuvering unit 253 appropriately controls the rudder angle based on the current position information, guide route information, and ship stop holding position information of the own ship. The autopilot maintains the course indicated by the gyro compass as the desired heading or bow/tail direction set in the auto-navigation operation image 269.

However, it does not maintain the ship's position on the course line, so while the ship's heading remains parallel to the course line on the electronic navigation chart, the ship's position may deviate from the course line due to wind pressure, sea currents, etc. There are cases.

The course correction unit 284 adjusts the course from the own ship in a state in which the own ship's heading reproduced on the electronic navigation chart by the digital twin calculation unit is parallel to the course line on the electronic navigation chart by maneuvering by the autopilot. The shortest separation distance to the line is determined as the amount of positional deviation of the ship's position relative to the course line.

When the shortest separation distance exceeds the set permissible range, the autopilot temporarily stops the ship maneuvering and outputs the course correction rudder angle set to direct the ship's heading to a course that intersects the course line to the rudder angle instruction section 280.

The rudder angle instruction unit 280 gives a course correction rudder angle to the rotary vane steering gears 104 and 105 via the rudder control devices 106 and 107, and the course correction unit 284 causes the autopilot to operate the ship when the ship position reaches the course line. Return.

The ship maneuvering support unit 290 uses the digital twin calculation unit 291 to determine the ship's own ship's speed measured by the ship speed measuring device 312, the own ship's position measured by the position measuring device 313, and the own ship's ship's ship's position measured by the direction measuring device 314. The heading of the ship is collected in real time, and the actual ship motion of the own ship realized at the current steering angle is reproduced on the electronic navigation chart displayed on the monitor screen of the display device 262.

The actual hull motion of your own ship that the digital twin calculation unit 291 reproduces on the electronic navigation chart is based on the driving force applied to the hull by the current steering angle, and various external forces applied to the hull such as water resistance, wind force, tidal force, etc. Determined by

Although it is not possible to measure all of the external forces acting on the ship's hull individually, the actual ship motion of the own ship that is reproduced on the electronic navigational chart appears as a result of the influence of all of the external forces acting on the ship's hull.

The simulation calculation unit 292 displays the estimated hull motion of the own ship based on the calculation at the current steering angle on the electronic navigation chart.

The assumed hull motion of the ship displayed on the electronic navigation chart by the simulation calculation unit 292 is a combination of the driving force applied to the hull at the current steering angle, that is, the thrust of the propulsion propeller 101 and the rudder angles of the high-lift rudders 102 and 103. This driving force is calculated as the force acting on the hull. No external force is taken into account in the calculation by the simulation calculation unit 292 here. However, although it is possible to incorporate each measurable external force into the calculation by the simulation calculation unit 292, it is complicated to incorporate each external force into the calculation by the simulation calculation unit 292, and there are also external forces that cannot be measured. It is impossible to incorporate all external forces into the calculations of the simulation calculation unit 292.

For this reason, the digital twin calculation unit 291 reproduces the real ship motion on the electronic navigation chart based on the own ship's speed, the own ship position, and the own ship's heading that are collected in real time, and the simulation calculation unit 292 Comparing the assumed ship motion displayed on the electronic navigational chart is the actual result of the actual ship motion, where controllable driving forces and uncontrollable external forces act, and the actual ship movement, which is the result of controllable driving forces acting only on controllable driving forces. Then, the assumed ship motion resulting from the assumed calculation is compared.

Therefore, without calculating the individual external forces such as wind, waves, sea currents, etc. that act on the hull, the resultant force of all external forces acting on the hull can be calculated based on the difference in motion between the actual hull motion and the assumed hull motion. It is possible to grasp the direction and magnitude of the action.

Then, the external force resultant calculation unit 293 calculates the acting direction and magnitude of the external force resultant acting on the hull based on the ship speed difference, ship position difference, and heading difference between the actual ship motion and the assumed ship motion. Based on the acting direction and magnitude of the resultant force of external forces, the commanded rudder angle calculation unit 294 calculates a corrected rudder angle for resisting the resultant force of external forces, and corrects the current steering angle with the corrected rudder angle, thereby determining the correct steering angle. The steering angle, that is, the steering angle necessary for navigating the planned route set on the electronic navigation chart is calculated. Ship maneuvering support section 290 outputs the calculated appropriate steering angle to rudder angle instruction section 280 as a commanded rudder angle.

During stop maneuvering for an object on the course line, the auto-navigation unit 253 keeps the propulsion propeller 101 in constant forward rotation and applies a rudder angle to both high-lift rudders 102 and 103 to direct the thrust of the propeller trailing stream astern. The ship's own ship 501 is decelerated by resisting the inertia force in the forward direction of the ship's own ship 501 using the astern thrust, and the rudder angle given to both high-lift rudders 102 and 103 is maximized by using the propeller wake as the astern thrust. The control range is from the rudder angle that acts on the propeller to the rudder angle that eliminates the forward thrust in the wake of the propeller.

In this stop maneuver, the influence of external forces is taken into account, and the instruction rudder angle calculation unit 294 determines the appropriate position for the ship to stop between the distance between own ship 501 and the target object based on the resultant force of external forces calculated by the external force calculation unit 293. The appropriate steering angles of both high-lift rudders 102 and 103 necessary for decelerating the vehicle to speed are calculated.
4. Manual Steering Mode The mode changeover switch 260 is operated to select a steering mode using the manual steering wheels 256. In this maneuvering mode, the rudder angles of the two high-lift rudders 102 and 103 are instructed to the manual navigation section 257 by rotating the manual steering wheel 256, and the rudder angles of the two high-lift rudders 102 and 103 are controlled. Maneuver the ship.
5. Non-follow-up control mode The mode selector switch 260 is operated to select the control mode using the non-follow-up control levers 258a and 258b. In this maneuvering mode, the non-follow-up steering unit 259 controls each rotary position corresponding to each of the non-follow-up steering levers 258a, 258b according to the time period during which each of the non-follow-up steering levers 258a, 258b is operated to the left or right. Vane steering gears 104 and 105 steer the vehicle to starboard or port.
6. Maneuvering Mode for Avoidance Vessel Maneuvering When navigating in a congested sea area, the mode selector switch 260 is operated to select the maneuvering mode by the avoidance vessel maneuvering section 281.

In the ship maneuvering mode for avoidance maneuver when navigating in this congested sea area, if the other ships 401 and 402 cross the course line 502 of own ship 501 and there is a risk of collision, and the ship radar device 310 transmits a collision warning signal, the avoidance maneuver is executed. Section 281 performs avoidance maneuvers.

As shown in FIG. 8, the avoidance vessel maneuvering unit 281 detects the risk of collision when the other vessels 401 and 402 cross the course line 502 of the own vessel 501 on the electronic navigational chart in the avoidance vessel maneuvering mode when navigating in a congested sea area. When there is a collision warning signal issued by the ship's radar device 310, the propulsion propeller 101 is constantly operated while continuing to navigate along the current course line 502 of the own ship 501, which is sailing with the other ships 401 and 402 on the starboard side. While the forward rotation remains, both high-lift rudders 102 and 103 are given a rudder angle to turn the thrust of the propeller wake into astern thrust, and the astern thrust moves own ship 501 against the inertia force in the forward direction. 501 to avoid collision with the other ships 401 and 402.

The rudder angle that the evacuation maneuvering section 281 gives to both high-lift rudders 102 and 103 ranges from a rudder angle that causes the propeller wake to act maximally as backward thrust to a rudder angle that eliminates the forward thrust of the propeller wake. Then, while keeping the propulsion propeller 101 at a constant forward rotation, the astern thrust, which increases or decreases depending on the rudder angle, is controlled in accordance with the distance from the other ships 401 and 402, so that the other ships 401 and 402 are aligned with the course of the own ship 501. Decrease the speed of the ship to ensure the time necessary to cross and pass 502.

In this avoidance maneuver, the influence of external forces is also taken into account, and the command rudder angle calculation section 294 calculates the distance between the own ship 501 and the other ships 401 and 402 based on the resultant force of external forces calculated by the resultant force calculation section 293 of external forces. The appropriate steering angles of both high-lift rudders 102 and 103 necessary for decelerating the ship to an appropriate speed that avoids the ships 401 and 402 are calculated.

Next, after the other ships 401 and 402 have passed across the course line 502 of the own ship 501, the rudder angles of both high-lift rudders 102 and 103 are controlled, and the thrust of the propeller wake is used as forward thrust to course the ship. The ship maneuvers to continue sailing along line 502.
7. Automatic berthing operation mode When performing automatic berthing maneuver to the target quay 700, the automatic berthing button 271 is operated to start the automatic berthing operation unit 600.

The automatic berthing maneuvering unit 600 uses the sensor unit 630 to input the outputs of each measurement device of the observation system 300 to the hull motion control unit 620 .

The berth proximity steering unit 611 of the automatic berthing command unit 610 provides a movement command direction for the ship's movement to direct the own ship 501 to a berthing course leading to the target berth 700 selected and set on the electronic navigational chart, and a direction necessary for the ship movement. A commanded speed in the bow and stern direction and a commanded speed in the width direction are commanded to the hull motion control unit 620.

Under commands from the quay proximity steering unit 611, the hull motion control unit 620 receives information from the sensor unit 630 such as the fore-and-aft speed and width direction speed of the own ship 501, the position of the own ship 501, the heading direction of the own ship 501, and the own ship 501. While receiving the bow distance between the bow of the ship 501 and the target quay 700 and the stern distance between the stern of the own ship 501 and the target quay 700, the steering control unit 621 and the thruster control unit 622 determine the motion command direction, the command speed in the bow/stern direction, and The vessel realizes the command speed in the transverse direction and navigates to a position separated from the target quay 700 by a set distance.

The berth berth operation unit 612 makes the bow and tail direction of the own ship 501 parallel to the target berth 700 at a position close to the target berth 700, and allows the own ship 501 to berth at the target berth 700 while maintaining this parallel state. A command is given to the hull motion control unit 620 to steer the vehicle toward the target.

The hull motion control unit 620 receives, under commands from the berth berthing steering unit 612, the fore-and-aft speed and width direction speed of the own ship 501, the position of the own ship 501, the heading of the own ship 501, and the ship's own ship 501 from the sensor unit 630. While receiving the bow distance between the bow of the ship 501 and the target quay 700 and the stern distance between the stern of the own ship 501 and the target quay 700, the quay separation distance measuring device 315 measures it using the steering control unit 621 and the thruster control unit 622. The bow distance and the stern distance become equal, and the own ship's bow and stern direction is made parallel to the target quay 700. Then, while maintaining this parallel state, the own ship 501 is steered toward the target quay 700. Perform a true lateral maneuver to approach the berth in the lateral direction.

This steering is performed as follows. For example, by applying the thruster thrust of the bow thruster 108 toward the starboard direction during "asterning and pulling to the left", a lateral movement to the left is achieved, and by applying the thruster thrust of the bow thruster 108 toward the port direction during "asterning and pulling to the starboard", it moves to the starboard direction. It becomes a horizontal movement.

Therefore, under the command of the quay approach steering unit 612, the ship can navigate to a position close to the target quay during berthing navigation with the bow and aft direction directed toward the target quay, and the approach to the target quay 700 can be made in a narrow water area and in a short distance. This can be done in a short period of time on a shipping route, and can reduce the external forces that affect the ship, such as the tidal force of rip currents and head currents, tides, and wind power when approaching the berth.

Furthermore, when berthing, the steering angle can be corrected by taking into account external forces such as wind, waves, ocean currents, etc. that act on the hull, allowing highly accurate berthing maneuvers.

That is, the ship maneuvering support unit 290 described above functions as a matter of course, and the digital twin calculation unit 291 reproduces the real hull motion of own ship 501 on the electronic navigational chart, and the simulation calculation unit 292 reproduces the actual hull movement on the electronic navigational chart. By comparing the assumed hull motion of own ship 501 to be displayed, it is possible to determine the direction of action of the resultant force of all external forces acting on the hull, without having to calculate each individual external force such as wind, waves, ocean currents, etc. that acts on the hull. and the size can be grasped. Therefore, by correcting the current steering angle with a corrected steering angle for resisting the resultant force of external forces, it is possible to calculate the appropriate steering angle required for berthing navigation.

The dynamic characteristics of a ship vary depending on the cargo condition (cargo weight and stowage position). Even if the ship is steered at the same speed and with the same rudder angle, the ship's motion based on the steering will differ depending on the state of the cargo. In other words, even if the heading change is set to the optimum amount of steering for a certain loading condition, if the loading condition changes, even if the same amount of steering is applied, the ship's motion characteristics will change depending on the cargo at that time. The steering amount changes depending on the state, and the steering amount may overshoot or undershoot.

Therefore, while the actual hull motion characteristics and assumed hull motion characteristics based on steering are always measured and saved, the expected hull motion characteristics and actual hull motion characteristics are matched in order to correct the difference during subsequent steering. The steering amount is adjusted so as to perform optimal steering.

This not only improves safety but also prevents unnecessary steering during normal navigation and improves propulsion performance.

In this berthing navigation as well, it is naturally possible to perform a ship maneuver similar to the give-way maneuver.
8. Berthing maneuver mode With the own ship 501 approaching the target quay 700, manual berthing maneuver is performed. When performing manual berthing maneuvering, the berthing maneuvering button 351 is operated to activate the berthing maneuvering section 650 and the three-degree-of-freedom joystick lever 352. The automatic berthing maneuvering section 600 ends with the activation of the berthing maneuvering section 650.

The boat operator operates one 3-degree-of-freedom joystick lever 352, and determines the commanded speed in the commanded movement direction, that is, the ratio of the commanded speed component in the bow/stern direction and the commanded speed component in the transverse direction, by tilting the 3-degree-of-freedom joystick lever 352. The tilting angle in the tilting direction controls the command speed in the bow and tail direction and the command speed in the transverse direction, and the rotation command angular speed is controlled by twisting around the axis of the lever, and the target motion state is commanded by the plurality of actuators.

Then, the feedback controller 651 generates the commanded rudder angle and commanded thruster thrust necessary to realize the commanded bow/stern direction speed, width direction commanded speed, and turning commanded angular velocity commanded by the three-degree-of-freedom joystick lever 352 from the current hull motion state. is calculated, and the berthing steering control section 653 and berthing thruster control section 654 of the berthing hull motion control section 652 control the bow/stern direction velocity, the transverse direction velocity, and the turning angular velocity.

When maneuvering the single-shaft, two-rudder vessel according to the present embodiment, the propulsion propeller 101 can perform all types of vessel maneuvering control while always rotating forward, and the rudder angles of both rudders can be adjusted without adjusting the rotational speed of the main engine. , it is possible to steplessly and finely control the ship's speed from the maximum forward speed to the maximum reverse speed corresponding to the propeller rotation speed at that time.

Therefore, by tilting the 3-degree-of-freedom joystick lever 352, the commanded speed in the bow and tail direction and the commanded speed in the ship's width direction in the longitudinal and lateral translational motions are given as continuous values, and by twisting the lever, the commanded angular velocity in the turning motion is given as continuous values. Just by giving commands, you can control the hull position, turning angle, hull motion in the fore-and-aft direction speed, transverse speed, and turning angular speed to perform ship maneuvering with a high degree of freedom. On the other hand, it is possible to carefully and appropriately control the approach speed in the bow and stern directions and the width direction of the ship. Furthermore, by returning the 3-degree-of-freedom joystick lever to the neutral position where it does not tilt, the ship quickly stops and stops on the spot.

100 Thrust system 110 Hull 101 Propulsion propeller 102, 103 High-lift rudder 104, 105 Rotary vane steering gear 106, 107 Rudder control device 108 Bow thruster 109 Thruster control device 151, 152 Pump unit 153, 154 Rudder angle transmitter 155, 156 Feedback unit 200 Vessel maneuvering system 250 Vessel maneuvering stand 251 Gyro compass 252 Gyro direction display section 253 Auto maneuver section 254 Joystick lever 255 Joystick maneuver section 256 Manual steering wheel 256
257 Manual maneuvering section 257
258a, 258b Non-follow-up steering lever 259 Non-follow-up navigation section 260 Mode changeover switch 261 Mode changeover section 262 Display device 263 Image control section 264 Emergency stop button 265 Emergency stop section 266 Chart display image 267 Gyro direction display image 268 Direction display section Operation image 269 Automatic ship maneuvering operation image 271 Automatic berthing button 280 Rudder angle instruction section 281 Avoid navigation section 282 Electronic chart display section 283 Course line setting section 284 Course correction section 290 Vessel maneuvering support section 291 Digital twin calculation section 292 Simulation calculation section 293 External force 294 Indication rudder angle calculation unit 300 Observation system 310 Ship radar device 311 Alarm signal output unit 312 Ship speed measurement device 313 Position measurement device 314 Direction measurement device 315 Quay separation distance measurement device 351 Berthing maneuver button 352 3 degrees of freedom joystick Levers 401, 402 Other ship 501 Own ship 502 Course line 600 Automatic berthing operation section 610 Automatic berthing command section 611 Quay approach operation section 612 Quay berthing operation section 620 Hull motion control section 621 Steering control section 622 Thruster control section 630 Sensor Part 650 Berthing maneuvering part 651 Feedback controller 652 Berthing ship motion control part 653 Berthing steering control part 654 Berthing thruster control part 700 Target quay

Claims (4)

Equipped with a thrust system, a ship maneuvering system that controls the thrust system, and an observation system that observes the ship's own hull motion status.
The thrust system consists of a propulsion propeller placed at the stern, a pair of left and right high-lift rudders placed behind the propulsion propeller, a pair of steering gears that drive each high-lift rudder, a bow thruster, and a bow thruster. Equipped with a thruster control device that controls the thrusters,
The observation system is equipped with a ship speed measurement device that measures the own ship's bow and stern speed, transverse speed, and turning angular speed.
The ship maneuvering system includes a berthing ship maneuvering unit, the berthing ship maneuvering unit includes a berthing ship maneuvering command device, a feedback controller, and a berthing ship motion control unit,
The berthing maneuvering command device has a 3-degree-of-freedom joystick lever, and by tilting the lever, it commands a command speed in the bow and stern directions and a command speed in the width direction, and by twisting the lever around the axis, it commands a turning command angular velocity,
The feedback controller calculates the commanded rudder angle and commanded thruster thrust necessary to realize the commanded bow and stern direction speed, commanded speed in the transverse direction, and commanded turning angular velocity of the target ship motion state commanded by the berthing maneuver command device from the current ship motion state. Calculate,
The berthing hull motion control unit controls each of the steering gears, and combines the rudder angles of the two high-lift rudders to control the hull position, turning angle, bow and stern speed, transverse speed, and turning angular speed. It has a berthing thruster control unit that adjusts the thruster thrust of the bow thruster to control the hull position, turning angle, transverse velocity, and turning angular velocity by adjusting the thruster thrust of the bow thruster using a thruster control unit that cooperates with the berthing steering control unit. A hull motion control device for a single-shaft, two-rudder vessel, characterized in that a commanded rudder angle and a commanded thruster thrust input from a controller are controlled by a berthing steering control section and a berthing thruster control section. The 3-degree-of-freedom joystick lever instructs the command speed in the bow and stern directions and the command speed in the transverse direction as continuous values by tilting the lever, and instructs the turning command angular velocity as a continuous value by twisting the lever around the axis. The hull motion control device for a single-shaft, two-rudder boat according to claim 1. The berthing hull motion control unit controls the rudder angles of each of the two high-lift rudders within a set rudder angle range, and the set rudder angle range is -75° on the port rudder at which the ship stops on the spot, and +75° on the starboard rudder. 3. The hull motion control system for a single-shaft, two-rudder boat according to claim 1, wherein the hover rudder angle is a center rudder angle and the rudder angle range is more than ten degrees around the hover rudder angle. The observation system inputs the current bow and stern speed, the current ship width direction speed, and the current turning angular speed of the actual ship motion measured by the ship speed measurement device to the feedback controller.
The feedback controller calculates the commanded rudder angle and commanded thruster thrust so that the error between the actual ship motion state and the target hull motion state is minimized from moment to moment when transitioning from the current ship motion state to the target ship motion state. The hull motion control device for a single-shaft, two-rudder boat according to claim 1.

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