JP4260612B2 - Tidal current estimation method and apparatus, and navigation vehicle control method and apparatus using the same - Google Patents

Description

  The present invention relates to a tidal current estimation method and apparatus for estimating a tidal velocity, a tidal azimuth angle, a tidal force acting on a traveling body, etc. in a traveling body that travels in water (or on the water) such as a ship or a submarine, and Further, the present invention relates to a method and an apparatus for controlling a traveling body using the same.

  In some cases, a navigation body that navigates underwater (or on the water) such as a ship or a submarine deviates greatly from the reference route due to the influence of tidal currents. In order to cope with this, various control devices have been proposed.

  For example, an “autonomous traveling body navigation control device” disclosed in Patent Document 1 is obtained from a ground speed sensor that detects the speed relative to the water bottom and a water speed sensor that detects the speed relative to the water of the traveling body. The tidal velocity is calculated based on the obtained information, and the speed command value of the traveling body is corrected based on the tidal speed, thereby enabling the traveling body to travel along a predetermined route.

  In the “steering device” disclosed in Patent Document 2, the ship's thrust command value is corrected using a sensor that directly detects disturbances such as wind, waves, and tidal currents, so that the ship navigates along a predetermined route. It makes it possible to navigate the body.

  However, these devices all require a sensor that directly detects the tidal velocity and tidal azimuth as described above.

By the way, in order to know the own ship position (ship position), these devices are usually equipped with a ship position measuring device such as a GPS (Global Positioning System) or an inertial navigation device. Therefore, if the tidal velocity and tidal azimuth can be estimated only by using this ship position measuring device (using only the ship position information obtained from the ship position measuring device), the above sensor becomes unnecessary, and the device can be simplified and Cost reduction can be achieved.
Japanese Patent Laying-Open No. 2003-127893 (FIG. 1) JP 2000-100199 A (FIG. 1)

  The present invention has been made in view of the above circumstances, and a tidal current estimation method and apparatus capable of estimating a state quantity related to a tidal current etc. very easily and accurately using ship position information, and tidal current influence It is an object of the present invention to provide a control method and apparatus capable of accurately controlling the operation of a traveling body below.

  A tidal current estimation method according to the present invention is a tidal current estimation method for estimating a state quantity including a tidal velocity, a tidal azimuth angle, and a tidal force acting on a navigation body, and receives position information regarding the position of the navigation body, Based on the received position information, the navigation body motion model that expresses the motion of the navigation body as a mathematical model, the tidal current model that expresses the fluid motion as a mathematical model, and the mathematical model that expresses the fluid force acting on the navigation body The state quantity is estimated from a motion model including the fluid force model expressed by

  In order to realize this tidal current estimation method, a tidal current estimation device according to the present invention represents means for receiving position information relating to the position of a traveling body, and expresses the motion of the traveling body in a mathematical model based on the received position information. And a means for estimating the state quantity from a motion model including a moving body model, a tidal current model expressing fluid motion as a mathematical model, and a fluid force model expressing a fluid force acting on the navigation body as a mathematical model; Is provided.

  According to this configuration, it is possible to estimate the state quantity very simply and accurately by using only the ship position information.

  In brief, the tidal current estimation method and apparatus estimate the state quantity based only on the position information of the vehicle. This position information can be easily obtained from, for example, a GPS or an inertial navigation device that is generally mounted on a traveling body. Therefore, it is not necessary to newly provide a measuring device for measuring the state quantity. This simplifies the entire facility. In addition, since the means for estimating the state quantity has a moving body motion model, tidal current model and hydrodynamic model, the state quantity including the tidal velocity, tidal azimuth and tidal force acting on the navigation body is obtained from the position information. It is possible to estimate easily and accurately.

  Further, in the tidal current estimation method, the navigation further includes thrust information relating to the thrust of the traveling body, and further includes the thrust of the traveling body as an internal variable instead of the traveling body motion model based on the thrust information together with the position information. The state quantity may be estimated from the motion model using a running body motion model. In order to realize the tidal current estimation method, a means for further receiving thrust information related to the thrust of the traveling body is provided, and based on the thrust information together with the position information, the thrust of the traveling body instead of the traveling body motion model May be configured to estimate the state quantity from the motion model using a traveling body motion model that further includes as an internal variable.

  In this configuration, since the thrust of the moving body is included in the moving body motion model, the state quantity including the tidal velocity, tidal azimuth and the tidal force acting on the traveling body considering the thrust information of the traveling body Can be estimated. As a result, even when the traveling body is sailing or holding a fixed point, that is, when the propulsion device of the traveling body is operating, the tidal velocity is obtained using the thrust information of the traveling body (propulsion device). It is possible to easily and accurately estimate the state quantity including the tidal current azimuth and the tidal force acting on the traveling body.

  Further, in this case, as the position information, position information obtained from a GPS or an inertial navigation device mounted on the traveling body as described above can be used. Further, as the thrust information, when the operation command value from the control device of the traveling body to the propulsion device or the thrust of the propulsion device is measured, the measured thrust can be used. That is, the state quantity can be estimated only from information obtained from an existing device mounted on the traveling body. Therefore, it is not necessary to newly provide a ground speed sensor for measuring the speed of the navigation body relative to the bottom of the water and a water speed sensor for measuring the speed of the navigation body relative to the water in order to measure the tidal current speed as in the past. . As a result, the entire facility can be simplified and the cost can be reduced.

  In addition, the control method for a traveling body according to the present invention sets a target position and an operating condition of the traveling body, calculates a necessary thrust of the traveling body based on the target position and the operating condition, and further Receives position information related to the position of the vehicle, receives thrust information related to the thrust of the vehicle, and based on the received position information and thrust information, expresses the motion of the vehicle in a mathematical model as an internal variable. The tidal velocity and tidal direction from the motion model including the moving body model including the tide, the tidal current model expressing the fluid motion with a mathematical model, and the hydrodynamic model expressing the fluid force acting on the navigation body with the mathematical model The state quantity including the angle and the tidal force is estimated, the necessary thrust of the traveling body is corrected based on the estimated state quantity, and the necessary thrust of the traveling body is output to the propulsion device of the traveling body.

  A control device for a traveling body that realizes the control method includes a means for setting a target position and an operating condition of the traveling body, a means for calculating a necessary thrust of the traveling body based on the target position and the operating condition, A means for receiving position information related to the position of the vehicle, a means for receiving thrust information related to the thrust of the vehicle, and a mathematical model that expresses the movement of the vehicle based on the received position information and thrust information. From a moving body model including a moving body model that expresses the thrust of the traveling body as a variable, a tidal current model that expresses the fluid motion with a mathematical model, and a fluid force model that expresses the fluid force acting on the traveling body with a mathematical model Means for estimating a state quantity including a tidal velocity, tidal azimuth and tidal force; means for correcting the necessary thrust of the navigation body based on the estimated state quantity; and navigating the necessary thrust of the navigation body. Running body And means for outputting to the advance device.

  According to this configuration, the operation of the traveling body under the influence of the tidal current can be controlled with high accuracy.

  In general, in this control method and control apparatus, the state quantity is estimated using the traveling body motion model including the thrust of the traveling body, the tidal current model, and the fluid force model as described above. It is possible to easily and accurately estimate the state quantity including the tidal velocity, tidal azimuth angle, and tidal force acting on the traveling body in consideration of the thrust information. In addition, since the thrust output to the propulsion device of the traveling body is corrected using this state quantity, the traveling body can be navigated or fixed points can be accurately maintained under the influence of the tidal current.

  In addition, since the information necessary for estimating the state quantity is only the position information and thrust information of the traveling body, it can be easily obtained from the existing apparatus mounted on the traveling body as described above. Therefore, there is no need to newly provide a ground speed sensor, a water speed sensor, or the like as in the prior art. As a result, the entire facility can be simplified and the cost can be reduced.

  The means for estimating the state quantity may comprise a linear or non-linear observer. By using such an observer, it is possible to estimate all state variables only with a predetermined input (here, location information) without detecting all state variables of the controlled object (here, tidal current and vehicle). can do.

  It is desirable to further comprise means for displaying the estimated state quantity. As a result, information necessary for maneuvering can be given to the operator.

  According to the tidal current estimation method and apparatus according to the present invention, it is possible to estimate a state quantity relating to a tidal current and the like very easily and accurately using ship position information. Moreover, according to the control method and apparatus of the traveling body which concerns on this invention, the operation | movement of the traveling body under the influence of a tidal current can be controlled accurately.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  FIG. 1 is a block diagram showing a configuration of a control system including a navigation vehicle control apparatus according to an embodiment of the present invention. In the present embodiment, as shown in FIG. 1, a hull 1 is illustrated as a traveling body, and the operation of the hull 1 is controlled by a marine vessel maneuvering device 2. The boat maneuvering device 2 includes a ship position measuring device 3, an input device 4, a control device 5, a display device 6, and a propulsion device 7 according to the present embodiment. The traveling body is not limited to the hull 1 but can be applied to a submarine that travels underwater.

  The ship position measurement device 3 includes a position measurement device 3a that outputs position information obtained by measuring the position of the hull 1 in the earth coordinates (position X in the latitude direction and position Y in the longitude direction), and an azimuth angle in the earth coordinates. And an azimuth measuring device 3b that outputs azimuth angle information obtained by measuring (the direction Ψ in which the bow of the hull 1 faces). For example, a GPS (Global Positioning System) is used as the position measuring device 3a, and a gyro compass is used as the azimuth measuring device 3b. However, in the case of a traveling body that travels underwater such as a submarine, a GPS can not be used as the position measuring device 3a, so a known inertial navigation device is used instead. The position and azimuth angle of the hull 1 described above are referred to as ship position η (X, Y, Ψ).

  The input device 4 includes a mouse, a console, and the like, and is connected to the control device 5 so as to be communicable. The input device 4 receives external inputs from the operator such as the target ship position ηt and the target ship speed Vt of the hull 1 and outputs the input information to the control device 5.

  The control device 5 is constituted by a computer, and includes a CPU (Central Processing Unit) 51, an input / output unit 52, and a storage unit 53 including a RAM, a ROM, an HDD (Hard Disk Drive) and the like for storing various other information. Is provided. In this control device 5, information on the target ship position ηt and the target ship speed Vt input from the input device 4, and position information X, Y and azimuth angle information Ψ input from the position measuring device 3a and the azimuth measuring device 3b, respectively. On the basis of the computer program stored in the storage unit 53 and the like, the CPU 51 calculates state quantities such as the tidal velocity and tidal azimuth during the navigation of the hull 1 and tidal forces acting on the hull 1. To do. Furthermore, the CPU 51 calculates an operation command u to be output to the propulsion device 7 using this state quantity. The propulsion device 7 is driven based on this operation command u. Thereby, the course maintenance of the hull 1 or the tracking of the designated route can be reliably performed. Details will be described later. Although not shown, the propulsion device 7 includes a plurality of actuators, and each actuator is driven in accordance with an operation command u input from the control device 5.

  The display device 6 includes a known CRT or liquid crystal display device, and is connected to the control device 5 so as to be communicable. The display device 6 displays the state quantity calculated by the control device 5 on the screen. Although the display device 6 is provided separately from the control device 5 and the ship position measuring device 3 here, the display device 6 may be provided integrally with the control device 5 or the ship position measuring device 3. In particular, since the ship position measuring device 3 is usually provided with a display device, it is desirable to use the display device as the display device 6. As a result, the state quantity such as the tidal velocity, tidal azimuth, and tidal force described above can be displayed on the display device together with the ship position η. As a result, it is possible to provide useful information related to the maneuvering to the operator, and it is possible to simplify the entire facility.

  Next, the control device 5 will be described in more detail using the functional block diagram of the control device shown in FIG. The control device 5 includes a control unit 8, a state estimation unit 9, and a thrust distribution unit 10 described in detail below.

  The control unit 8 is connected to the ship position measuring device 3, the input device 4, and the thrust distribution unit 10 in a communicable manner. The control unit 8 includes a first ship speed calculation unit 11 that calculates the ship speed V of the hull 1 based on the ship position η input from the ship position measuring device 3 and the sampling time of the ship position η. Further, the control unit 8 includes a front-rear direction thrust calculation unit 12 that calculates a required thrust in the front-rear direction (direction in which the bow of the hull 1 faces) to be applied to the hull 1, and a left-right direction thrust calculation unit that calculates a required thrust in the left-right direction. 13 and a turning direction moment calculating unit 14 for calculating a required moment in the turning direction. The calculation units 12, 13, and 14 are input from the ship speed deviation between the ship speed V input from the first ship speed calculation unit 11 and the target ship speed Vt input from the input device 4, and input from the ship position measurement device 3. The required thrust and the required moment are respectively calculated based on the ship position deviation between the ship position η and the target ship position ηt input from the input device 4. Then, the control unit 8 outputs these calculation results to the thrust distribution unit 9. The controller 8 performs PID control of the operation of the hull 1 by executing these series of calculations. The required thrust and required moment calculated here do not consider the influence of tidal current. Further, although the operation of the hull 1 is PID controlled here, the present invention is not limited to this.

  The state estimation unit 9 is connected to the ship position measurement device 3, the thrust distribution unit 10, and the display device 6 in a communicable manner. The state estimation unit 9 includes an observer 15 that estimates a state quantity x such as a tidal current based on the ship position η input from the ship position measuring device 3 and the operation command u input from the thrust distribution unit 10. Further, the state estimating unit 9 includes a tidal velocity calculating unit 16 that calculates the estimated tidal velocity Vce and a tidal azimuth calculating unit 17 that calculates the estimated tidal azimuth angle ψce. Each calculation unit 16, 17 calculates the estimated tidal velocity Vce and the estimated tidal azimuth angle ψce based on the state quantity x. Then, the state estimation unit 9 outputs these calculation results to the thrust distribution unit 10 and to the display device 6. Details will be described later.

  The thrust distribution unit 10 is communicably connected to the propulsion device 7. The thrust distribution unit 10 includes a plurality of thrust devices 7 based on the necessary thrust and necessary moment input from the control unit 8 and the estimated tidal velocity Vce and estimated tidal azimuth angle ψce input from the state estimating unit 9. The thrust distribution to the actuators is determined, and the operation command u is individually output to these actuators. As described above, the operation of the hull 1 under the influence of the tidal current can be accurately controlled.

  As shown in FIG. 2, in order to determine the thrust distribution to the actuator under the influence of the tidal current, the state estimating unit 9 is provided with a tidal velocity calculating unit 16 and a tidal azimuth calculating unit 17 here. Instead, a tidal force calculation unit 18 that calculates the estimated tidal force Fce acting on the hull 1 may be provided. In that case, the tidal force calculation unit 18 outputs the calculated estimated tidal force Fce to the control unit 8 (see the broken line L1 in FIG. 2). Using this estimated tidal force Fce, the control unit 8 corrects the necessary thrust and the necessary moment output from the longitudinal direction thrust calculation unit 12, the left and right direction thrust calculation unit 13, and the turning direction moment calculation unit 14, respectively. The necessary thrust and the necessary moment are output to the thrust distribution unit 9, respectively. In this case as well, the operation of the hull 1 under the influence of the tidal current can be controlled with high accuracy.

  In addition, in order to calculate the ship speed of the hull 1, the first ship speed calculation unit 11 is provided in the control unit 8 here. Instead, the second ship speed calculation unit 19 is provided in the state estimation unit 10. It is desirable (see the broken line L2 in FIG. 2). The second ship speed calculation unit 19 directly calculates the ship speed V based on the ship position η and the sampling time of the ship position η, while the first ship speed calculation unit 11 directly calculates the ship speed V. An estimated ship speed Ve of the hull 1 is calculated based on the calculated state quantity x. Therefore, even when the ship speed V is relatively slow, the second ship speed calculation unit 19 does not generate whiskers like the first ship speed calculation unit 11. Thereby, the ship speed V of the hull 1 can be calculated with high accuracy. That is, since the first ship speed calculation unit 11 directly calculates the ship speed V based on the ship position η and the sampling time of the ship position η, the ship speed V changes stepwise when the ship speed V is slow, As a result, whisker-like noise may occur when changing from one ship speed to another. However, the second ship speed calculation unit 19 differs in the ship speed calculation method as described above. Nothing happens.

  Next, the observer 15 described above will be described in detail by taking a hull model (mathematical model) moving in a plane as an example. In the present embodiment, the observer 15 has a configuration of a nonlinear state estimation observer. Of course, when the equation used for estimating the state quantity is linear, a linear state estimation observer may be used.

FIG. 3 is a schematic diagram for explaining the state quantities of the hull 1 defined in the present embodiment. Each state quantity shown in the figure is defined as follows.
V: Ship speed vector Vx2: Speed component in the x2 direction of the ship speed vector V Vy2: Speed component in the y2 direction of the ship speed vector V r: Speed component in the turning direction of the hull 1 β: Direction of the ship speed vector V with respect to the x2 axis Angle u: Thrust vector ux2: Thrust component u2 in thrust vector u u2: Thrust component u2 in thrust vector u u: Thrust component in turning direction of hull 1 X: Position Y in center of hull 1 in Y1 direction: Position y1 in the center of the hull 1 ψ: Azimuth angle with respect to the center x1 axis of the hull 1 Vc: Tidal velocity vector Vcx1: Velocity component in the x1 direction of the tidal velocity vector Vc Vcy1: Velocity component in the y1 direction of the tidal velocity vector Vc Ψc: tidal azimuth angle with respect to x1 axis Note that the x1-y1 coordinate system shown in FIG. 3 is the earth coordinate system. The x2-y2 coordinate system is a hull coordinate system, where the bow direction of the hull 1 is positive on the x2 axis, and the starboard direction perpendicular to the x2 axis is positive on y2.

  In this case, the hull model is expressed as Equations 1-4.

ここで、ηは船位ベクトル（Ｘ、Ｙ、Ψ）、Ｖは船速度ベクトル（Ｖx２、Ｖy２）、Ｖｃは潮流速度ベクトル（Ｖcx2、Ｖcy2）、Ｍは船体１の質量および流体力による付加質量項行列、Ｃ（Ｖ）は遠心・コレオリ力項行列、Ｆc（Ｖ−Ｖc）は流体力ベクトル、ｕは推力ベクトル、Ｊ（η）は船体座標系から地球座標系へ変換する座標系回転行列、μは潮流変化率である。

Here, η is a ship position vector (X, Y, Ψ), V is a ship speed vector (Vx2, Vy2), Vc is a tidal velocity vector (Vcx2, Vcy2), M is a mass of the hull 1 and an additional mass term due to fluid force. Matrix, C (V) is a centrifugal / Coreoli force term matrix, Fc (V−Vc) is a fluid force vector, u is a thrust vector, J (η) is a coordinate system rotation matrix for converting from a hull coordinate system to an earth coordinate system, μ is the tidal current change rate.

  In Equation 1, Fc (V−Vc) represents a fluid force (tidal force) model that determines the fluid force acting on the hull 1, and the rest represents a hull motion model that determines the motion of the hull 1. Equation 2 represents a tidal current model that determines the motion of the fluid (tidal current). The fluid force model is set by experiment for each hull.

Here, if the state estimation vector of the state quantity x0 = [η, V, Vc] ^T in Equations 1 to 4 is defined as x = [ηe, Ve, Vce] ^T , the nonlinear observer model and Equation 6 shown in Equation 5 The observation equation shown below (equation for observing the ship position) is created.

次に、状態推定誤差ベクトルをe＝ｘ−ｘ0と定義し、数式７が安定となるオブザーバゲインＫを適宜設定する。すると数式８に示すように状態推定ベクトルｅがほぼ零になり、状態推定ベクトルｘは真値に収束する。

Next, a state estimation error vector is defined as e = x−x0, and an observer gain K at which Equation 7 is stable is appropriately set. Then, as shown in Expression 8, the state estimation vector e becomes almost zero, and the state estimation vector x converges to a true value.

以上のオブザーバ１５を機能ブロック図で表現すると図４のようになる。図４に示すように、オブザーバ１５は、演算器２０、第１比例器２１、第１比較部２２、第２比例器２３、第２比較部２４、および積分器２５を備える。

The above observer 15 is expressed by a functional block diagram as shown in FIG. As shown in FIG. 4, the observer 15 includes a computing unit 20, a first proportional unit 21, a first comparison unit 22, a second proportional unit 23, a second comparison unit 24, and an integrator 25.

  The computing unit 20 is communicably connected to the thrust distributor 9, the integrator 25, and the second comparator 24. The computing unit 20 calculates a nonlinear observer model f (x, u) based on the operation command (thrust vector) u and the state estimation vector x output from the thrust distributor 9 (the calculation shown in Formula 5 is executed). ) And output to the second comparator 24.

  The first proportional device 21 is connected to the integrator 25 and the first comparator 22 so as to communicate with each other. The first proportional unit 21 calculates an estimated ship position vector ηe based on the state estimation vector x calculated by the integrator 25 (executes the calculation shown in Equation 6), and outputs the result to the first comparator 22.

  The first comparator 22 is communicably connected to the first proportional device 21, the second proportional device 23, and the ship position measuring device 3. The first comparator 22 calculates a deviation (ηe−η) between the estimated ship position vector ηe calculated by the first proportional device 21 and the ship position vector η output from the ship position measuring device 3. Then, this deviation (ηe−η) is output to the second proportional device 23.

  The second proportional device 23 is connected to the first comparator 22 and the second comparator 24 so as to communicate with each other. In the second proportional unit 23, the deviation (ηe−η) calculated in the first comparator 22 is multiplied by the observer gain K to correct the nonlinear observer model f (x, u). (Ηe−η)) is calculated.

  The second comparator 24 is connected to the computing unit 20, the integrator 25, and the second proportional unit 23 so as to be able to communicate with each other. The nonlinear observer model f (x, u) calculated by the computing unit 20 is corrected using the correction vector (K · (ηe−η)) calculated by the second proportional device 23, so that a more accurate nonlinear observer model f is obtained. (X0, u) is calculated. This nonlinear observer model f (x 0, u) is output to the integrator 25.

  The integrator 23 is communicably connected to the second comparator 24 and the first proportional device 21. The nonlinear observer model f (x0, u) calculated in the second comparator 24 is integrated to calculate a more accurate state estimation vector x. The state estimation vector x is output to the first proportional device 21 and returned to the calculator 20. Further, the estimated tidal velocity vector Vce of the state estimation vector x is output to the tidal velocity estimating unit 16 and the tidal azimuth estimating unit 17 shown in FIG. Then, the tidal velocity estimation unit 16 and the tidal direction azimuth estimation unit 17 calculate the estimated tidal velocity Vce and the estimated tidal azimuth angle ψce from the estimated tidal velocity vector Vce using Equation 9.

また上述した潮流力推定部１８において推定潮流力Ｆceを算出する場合には、上記状態推定ベクトルｘのうちの推定船位ベクトルＶeと推定潮流速度ベクトルＶceとに基づいて算出された前記流体力モデルＦｃ（Ｖ−Ｖｃ）から推定潮流力Ｆceを算出する。

When the tidal force estimating unit 18 calculates the estimated tidal force Fce, the fluid force model Fc calculated based on the estimated ship position vector Ve and the estimated tidal velocity vector Vce in the state estimation vector x. The estimated tidal force Fce is calculated from (V-Vc).

  Further, when the estimated ship speed Ve and the estimated azimuth angle β are calculated in the second ship speed calculation unit 19 described above, the estimated ship speed Ve is calculated from the estimated ship speed vector Ve of the state estimation vector x using Equation 10. And the estimated azimuth angle β is calculated.

次に本実施の形態に係る制御装置５を自動操船装置に適用した場合の潮流推定シュミレーション結果について述べる。

Next, a description will be given of a tidal current estimation simulation result when the control device 5 according to the present embodiment is applied to an automatic ship maneuvering device.

  In this tidal current estimation simulation, the tidal velocity Vc is 1.5 m / s and the tidal azimuth angle Ψc is 90 deg. These were changed into ramps as the simulation started. Further, the ship speed V of the hull 1 was set to 0 m / s, and the speed r in the turning direction was set to 0.2 deg./sec. Accordingly, the hull 1 holds a fixed point and turns on the spot. FIG. 5 shows the results of simulation of tidal current estimation under such conditions. In this simulation, the parameter values of the fluid force model Fc (V-Vc) (fluid force characteristic coefficient) are set to −10% and −30 in consideration of the parameter error of the nonlinear observer model f (x, u). The estimation results when the percentage is changed to% are shown.

  As shown in FIG. 5A, the vertical axis represents the estimated tidal velocity, and the horizontal axis represents the elapsed time. The characteristic curve LL1 in the figure shows the time change of the tidal velocity set as the simulation condition, the characteristic curve LL2 shows the time change of the estimated tidal velocity when the fluctuation of the parameter is −10%, and the characteristic curve LL3 is the above The time variation of the estimated tidal current velocity when the parameter variation is −30% is shown. From FIG. 5A, the deviation of the characteristic curve LL3 from the characteristic curve LL1 is larger than the deviation of the characteristic curve LL2 from the characteristic curve LL1, but both characteristic curves LL2 and LL3 follow the characteristic curve LL1 relatively well. I understand that.

  As shown in FIG. 5B, the vertical axis is the estimated tidal azimuth, and the horizontal axis is the elapsed time. The characteristic curve LL1 in the figure shows the time change of the tidal azimuth angle set as the simulation condition, and the characteristic curve LL2 shows the time change result of the estimated tidal azimuth angle when the variation of the parameter is −10%. LL3 indicates the time change of the estimated tidal current azimuth when the variation of the parameter is set to -30%. Also in this case, as described above, the deviation of the characteristic curve LL3 from the characteristic curve LL1 is larger than the deviation of the characteristic curve LL2 from the characteristic curve LL1, but both characteristic curves LL2 and LL3 follow the characteristic curve LL1 relatively well. You can see that

  From the above, according to the control device according to the present embodiment, for example, in an automatic boat maneuvering device, without using a new sensor, it is only necessary to use a ship position measurement device (GPS or the like) that is mounted on the hull from the beginning. That is, it is possible to accurately estimate tidal current components (speed, azimuth angle, force) only from information obtained from the ship position measuring device. As a result, the control performance of the automatic boat maneuvering device under the influence of tidal current can be improved.

  The above-described embodiment is an example, and various modifications can be made without departing from the spirit of the present invention, and the present invention is not limited to the above-described embodiment.

It is a block diagram which shows the structure of the control system containing the control apparatus of the navigation body which concerns on embodiment of this invention. It is a functional block diagram of a control device. It is a schematic diagram for demonstrating the state quantity of the hull 1 defined in this Embodiment. It is a functional block diagram of an observer. It is a graph which shows a tidal current estimation simulation result, (a) shows a time change of an estimated tidal current velocity, and (b) shows a time change of a tidal current azimuth.

Explanation of symbols

1 ... Hull
2 ... Ship control device
3 ... Ship measuring device
3a ... Position measuring device
3b ... Azimuth measuring device
4 ... Input device
5. Control device
51 ... CPU
52 ... Input / output section
53. Storage unit
6 ... Display device
7 ... Propulsion device
8. Control unit
9 ... Thrust distribution part
10 ... State estimation part
11 ... 1st ship speed calculation part
12 .. Longitudinal thrust calculation unit
13: Left-right direction thrust calculation unit
14: Turning direction moment calculation unit
15 ... Observer
16 ... tidal velocity calculation part
17 ... Tidal azimuth calculation part
18 ... tidal force calculation part
19 ... ship speed calculation part
20 ... Calculator
21 ... 1st proportional device
22: First comparator
23. Second proportional device
24. Second comparator
25. Integrator

Claims (10)

A tidal current estimation method for estimating a state quantity including a tidal velocity, a tidal azimuth angle, and a tidal force acting on a traveling body,
Accept location information about the position of the vehicle,
Based on the received position information, the navigation body motion model that expresses the motion of the navigation body in a mathematical model, the tidal current model that expresses the fluid motion in a mathematical model, and the mathematical model that expresses the fluid force acting on the navigation body A tidal current estimation method for estimating the state quantity from a motion model including a fluid force model expressed by Receive further thrust information on the thrust of the vehicle,
Based on the thrust information together with the position information, the state quantity is estimated from the motion model using a traveling body motion model that further includes the thrust of the traveling body as an internal variable instead of the traveling body motion model. The tidal current estimation method according to claim 1. Set the target position and operating conditions of the vehicle,
Calculate the required thrust of the vehicle based on the target position and operating conditions,
In addition, location information regarding the position of the vehicle is received,
Accept thrust information about the thrust of the vehicle,
Based on the received position information and thrust information, the moving body motion model that expresses the motion of the moving body as a mathematical model that includes the thrust of the traveling body as an internal variable, and the tidal current that expresses the fluid motion as a mathematical model Estimate the state quantity including the tidal velocity, tidal azimuth and tidal force from the motion model including the model and the hydrodynamic model that expresses the hydrodynamic force acting on the navigation body with a mathematical model,
Based on this estimated state quantity, the necessary thrust of the vehicle is corrected,
A navigation body control method for outputting a necessary thrust of the navigation body to a propulsion device for the navigation body. A tidal current estimation device for estimating a state quantity including a tidal velocity, a tidal azimuth angle, and a tidal force acting on a traveling body,
Means for receiving position information relating to the position of the vehicle,
Based on the received position information, the navigation body motion model that expresses the motion of the navigation body as a mathematical model, the tidal current model that expresses the fluid motion as a mathematical model, and the mathematical model that expresses the fluid force acting on the navigation body A tidal current estimation device comprising: means for estimating the state quantity from a motion model including a fluid force model expressed by A means for further receiving thrust information on the thrust of the vehicle,
Based on the thrust information together with the position information, the state quantity should be estimated from the motion model using a traveling body motion model that further includes the thrust of the traveling body as an internal variable instead of the traveling body motion model. The tidal current estimation apparatus according to claim 4, which is performed.   The tidal current estimation apparatus according to claim 4, wherein the means for estimating the state quantity includes a linear or nonlinear observer.   The tidal current estimation apparatus according to claim 4, further comprising means for displaying the estimated state quantity. Means for setting the target position and operating conditions of the vehicle,
Means for calculating the required thrust of the vehicle based on the target position and the operating conditions;
Means for receiving position information relating to the position of the vehicle,
Means for receiving thrust information on the thrust of the vehicle,
Based on the received position information and thrust information, the motion of the vehicle is expressed by a mathematical model, the vehicle motion model that includes the thrust of the vehicle as an internal variable, and the tidal current model that expresses the fluid motion by a mathematical model. , And means for estimating a state quantity including a tidal velocity, a tidal azimuth angle, and a tidal force from a motion model including a hydrodynamic model in which a hydrodynamic force acting on a navigation body is expressed by a mathematical model;
Means for correcting the required thrust of the vehicle based on the estimated state quantity;
Means for outputting the necessary thrust of the traveling body to a propulsion device for the traveling body.   9. The navigation vehicle control apparatus according to claim 8, wherein the means for estimating the state quantity comprises a linear or non-linear observer.   The navigation vehicle control device according to claim 8, further comprising means for displaying the estimated state quantity.

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