JP7139127B2 - Ship maneuvering support system, ship, and ship maneuvering support method - Google Patents

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a ship maneuvering support system, a ship, and a ship maneuvering support method for supporting ship maneuvers such as parallel running during replenishment at sea between a supply ship and a receiver ship.

Ships receiving offshore replenishment from a supply ship should maintain a constant course and speed and approach the supply ship while maintaining a predetermined relative distance, speed, and bearing. It receives fuel and other substances from and then departs at a greater relative distance.

Regarding this offshore replenishment, it must be assumed that it will be carried out during radio blockades and radio wave transmission restrictions such as radar waves. A telephone line was stretched between the supply ship and the receiving ship, and while receiving calls from deck personnel such as distance telephone line operators and field telephone line operators, skilled ship operators operated the ships on the bridge.

This replenishment at sea lasts for several hours and is affected by the wind and waves, so the deck crew and the navigation crew are forced to be very tense for a long time. It has been desired to reduce the burden of

In this connection, in a ship equipped with two propulsors at the stern, a port side propulsor and a starboard side propulsor, and two rudders, a port side rudder and a starboard side rudder, berthing or berthing on the port side. A ship maneuvering system having an automatic departure control mode that automatically performs continuous port side berthing control or continuous port side berthing control for berthing or berthing on the port side has been proposed (see, for example, Patent Document 1). .

Japanese Patent Application Laid-Open No. 2018-2040

The present invention has been made in view of the above-mentioned circumstances, and its purpose is to achieve a high degree of automation of ship maneuvering during replenishment at sea between a supply ship and a receiving ship, and a distance line for distance measurement and a field telephone line. A ship maneuvering support system, a ship, and a ship maneuvering support that can improve safety and contribute to manpower saving in replenishment work at sea by reducing the number of deck personnel by removing telephone lines. It is to provide a method.

The ship maneuvering support system of the present invention for achieving the above-mentioned objects is a ship maneuvering support system that supports sea replenishment operations conducted between a receiver ship that runs parallel to a replenishment ship and receives sea replenishment from the replenishment ship. In the system, either one of the replenishment ship and the receiving ship is designated as the first ship, and the other is designated as the second ship, and the receiving and emitting unit of the light wave range finder on the first ship side and the reflector on the second ship side or a light wave range finder and a light wave range finder to detect the distance between them and the angle of the direction of projection of the light wave for measurement with respect to the bow direction of the receiving vessel; Relative distance, relative course and relative velocity between said replenishment ship and said receiver ship from a combination of a ranging system and a gyrocompass carried by said receiver ship, or from a combination of two sets of said ranging systems. It is configured with a two-ship information acquisition means for detecting.

This configuration does not use radar, which may reveal the position of the ship itself, or GPS (Global Positioning System), which may cause radio wave jamming. Since the system is used, it can be operated even in environments where radio waves are blocked and radio waves are jammed. Since the distance rope stretched between the ships becomes unnecessary, the work on the deck is reduced, and the need to monitor the distance rope is eliminated, so that the number of deck personnel can be reduced and the safety of the personnel working for replenishment at sea can be improved.

In the ship maneuvering support system described above, if the distance measuring system uses an eye-safe visible laser beam as the light wave of the light wave rangefinder, the following effects can be exhibited.

Laser light propagating in the atmosphere is attenuated by absorption and scattering by gas molecules. Within this wavelength range, an eye-safe laser beam with a wavelength of 1.4 μm to 2.6 μm, which is difficult to reach the retina of the eye, is used as the light wave used in the laser rangefinder. By using this eye-safe laser beam, it is possible to improve safety for the eyes of workers in the exposed area.

In the ship maneuvering support system described above, if the ranging system has a one-way communication function or a two-way communication function using the light waves of the light wave rangefinder, the following effects can be exhibited. This one-way communication function or two-way communication function can be easily realized by equipping both the receiving ship side and the replenishment ship side with a light wave range finder light emitting/receiving unit, and carrying communication information on this light wave. In this case, it is more preferable to adopt a method of collectively transmitting data at once.

According to this configuration, it is possible to send the ship's maneuvering information, refueling operation information, etc. from the supply ship to the receiver ship, and send the ship's maneuvering information, refueling operation information, etc. from the receiver ship to the replenishment ship. Since it can be shared with each other, it is easy to ensure safety during maneuvering, and it is possible to obtain the information necessary for the movement of goods such as fuel oil. , can be used to control various operations such as controlling ship maneuvering and refueling and moving goods.

Therefore, it is possible to remarkably improve the accuracy of communication compared to telephone communication, avoid the occurrence of misunderstandings during communication, remarkably improve the synchronism of operation of equipment, and shorten the time required to receive payment. In addition, there is no need for a telephone line that is stretched between the supply ship and the receiving ship only when replenishing at sea. The number of workers in the department can be reduced.

In the ship maneuvering support system described above, the relative distance between the supply ship and the receiving ship obtained by the two-ship information acquisition means after the supply ship reaches the receiving position area set in advance; Based on the relative course and the relative speed, it comprises relative position maintenance control means for automatically maneuvering the receiving ship so as to maintain the receiving position area with respect to the supply ship.

According to this configuration, the relative position of the receiving ship is maintained within the receiving position area with respect to the supply ship while automatically maintaining a predetermined constant relative distance, ship speed, and bearing with respect to the supply ship. However, it is possible to navigate by automatic maneuvering, and the information obtained by the information acquisition means between the two ships is more accurate than the information obtained by monitoring the distance line or by telephone communication. Therefore, it is possible to remarkably reduce the burden on the deck personnel and the ship operation personnel, and improve the safety during ship operation.

In the ship maneuvering support system described above, based on the relative distance, relative course, and relative speed between the supply ship and the receiving ship obtained by the two-ship information acquisition means, The ship is equipped with proximity control means for automatically maneuvering the receiving ship to guide the receiving ship to the receiving position area.

According to this configuration, the replenishment ship can be automatically maneuvered from approaching the receiving position area to occupying the receiving position area. In this state, you will be able to accurately monitor the position of your opponent's ships. Therefore, it is possible to remarkably reduce the burden on the deck crew and the navigation crew, shorten the time required to approach the receiving position area, and improve the safety during navigation.

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

According to this configuration, it is possible to leave the supply ship from the receiving position area by automatic maneuvering, and since there is no stretch of a distance line or telephone line, it is only necessary to leave the receiving line. , it will be possible to quickly and automatically leave the ship. Therefore, the navigation time from the receiving position area to the safe take-off position can be shortened, and the safety during maneuvering can be improved.

A ship according to the present invention for achieving the object as described above is equipped with the above-described ship maneuvering support system, and can exhibit the same effects as the above ship maneuvering support system.

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

According to the ship maneuvering support system, the ship, and the ship maneuvering support method of the present invention, the relative position, relative course, and relative speed between the supply ship and the receiving ship can be detected even when radio waves are blocked or jammed. , By running side by side with the autopilot on the receiving ship side, it is possible to receive replenishment from the supply ship while reducing the burden on the deck crew and the ship handling crew.

Therefore, a high degree of automation of ship maneuvering during replenishment at sea between a supply ship and a receiving ship, and a reduction in the deck arrangement of deck personnel by removing the range finding line and the telephone line for the field telephone line will reduce the number of deck personnel. It is possible to improve safety in replenishment work and contribute to labor saving.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a diagram schematically showing the configuration of a receiver ship side of a ship maneuvering support system according to an embodiment of the present invention; BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a diagram schematically showing a control configuration of a ship maneuvering support system according to an embodiment of the present invention; 1 is a diagram schematically showing the flow of a ship maneuvering support method according to an embodiment of the present invention; FIG. FIG. 4 is a diagram for explaining the proximity of the receiving ship to the supply ship by the ship maneuvering support system according to the first embodiment of the present invention; FIG. 4 is a diagram for explaining a state in which a receiving ship runs parallel to a supply ship by the ship maneuvering support system according to the first embodiment of the present invention; FIG. 4 is a diagram for explaining how the receiver ship leaves the replenishment ship by the ship maneuvering support system according to the first embodiment of the present invention; FIG. 11 is a diagram for explaining the proximity of the receiving ship to the supply ship by the ship maneuvering support system according to the second embodiment of the present invention; FIG. 11 is a diagram for explaining a state in which a receiving ship runs parallel to a supply ship by the ship maneuvering support system according to the second embodiment of the present invention; FIG. 10 is a diagram for explaining a situation in which a receiver ship leaves a supply ship by the ship maneuvering support system according to the second embodiment of the present invention;

BEST MODE FOR CARRYING OUT THE INVENTION A ship maneuvering support system, a ship, and a ship maneuvering support method according to embodiments of the present invention will be described below with reference to the drawings. Here, a ship without a bow thruster on the bow will be explained as an example, but even if a bow thruster is installed on the bow, it can be used for maneuvering when the bow thruster is prohibited when using underwater acoustic equipment. However, the present invention is not necessarily limited to ships without bow thrusters, which may be provided. Here, we are dealing with ship maneuvering that does not use a bow thruster, but by using a bow thruster in combination, maneuverability can be further improved.

First, referring to FIG. 1, the configuration of the receiver ship 1 side of the ship maneuvering support system 20 according to the embodiment of the present invention will be described. The receiver ship 1 has a superstructure 14 mounted on a hull 10 surrounded by a bottom 11, a side shell plate 12 and an upper deck 13, and the superstructure 14 is provided with a bridge 14a. On the stern side of the receiver ship 1, there are two propulsors, a starboard side propulsor 16a and a port side propulsor 16b driven by a starboard side main engine 15a and a port side main engine 15b, and a starboard side rudder 17a and a port side rudder. It has two rudders 17b. Both the starboard side propeller 16a and the port side propeller 16b are configured with variable pitch propellers. 18b.

In terms of control, the ship maneuvering support system 20 has control means 40 in the control device 21. As shown in FIG. It is provided with an offshore replenishment time control means 42 comprising a distance information acquisition means 42a, a proximity control means 42b, a relative position maintenance control means 42c, and a detachment control means 42d. Then, according to the flow shown in FIG. 3, the approach, parallel running, and withdrawal of marine replenishment are performed by automatic ship maneuvering.

First, the normal ship maneuvering means 41 is a means for conducting normal ship maneuvers other than when replenishing at sea, and includes various control means (not shown) for manual ship maneuvers and automatic ship maneuvers. This normal ship maneuvering means 41 includes an electromagnetic log 31 that measures the water speed of the ship from the water current flowing through the bottom of the ship, a wind direction 32 that measures wind direction and speed, and a GPS (Global Positioning System) that measures positions using artificial satellites. ) Measured data for ship maneuvering is input from the device 33, a radar device (not shown) for obtaining ranging information, a sonar device (not shown) for obtaining underwater target information, and the like.

In addition, the normal ship maneuvering means 41 includes a bridge operation panel (with display panel) 24A fixed to the bridge 14a, a command post operation panel (with display panel) 24B fixed to the combat command center (CIC), and a portable remote controller. The two main engines 15a and 15b, the two propellers 16a and 16b, and the two steering gears 18a and 18b are controlled by inputting the ship steering instruction data input by the ship steering personnel on the control panel 24C or the like. do.

By using this portable remote control panel 24C, it is possible to operate the ship with a joystick or the like at locations such as the port, port, and front and rear of the bridge 14a during replenishment at sea. During loading/unloading work of (unmanned underwater vehicle), mooring of buoys, etc., it is possible to directly operate the ship at the work place. As a result, it is possible to contribute to the smoothness of various operations and the improvement of safety.

The bridge control panel 24A, the command post control panel 24B, and the remote control panel 24C are configured with, for example, an input device and a steering control device. It is configured to have an input section and a steering angle input section configured by a dial or the like.

In addition, the steering control device receives the tilting direction (steering direction: moving direction of the ship) from the stern control force input section, the tilt angle data of the tilt angle of the joystick in that direction, and the tilt angle data from the rudder angle input section. In addition to the rudder angle data, ship position information and speed information from the GPS device 33, electromagnetic log 31, etc., heading information from the gyrocompass 23, information from the wind denomination 32, information from the sonar device, radar By inputting information from the device, information from a range finding system (described later), etc., selection of forward or reverse in each of the starboard side propeller 16a and port side propeller 16b, and the magnitude of the generated thrust are determined. commands to control devices for the respective controllable pitch propellers, and commands for the selection of rudder and steering of the starboard rudder 17a and port rudder 17b and the magnitude of the rudder angle are output to the respective steering gears 18a. , 18b.

Then, the two-ship information acquisition means 42a of the control means 42 at sea replenishment is the first embodiment using a combination of the distance measuring system (22A, 22C) and the gyrocompass 23 as shown in FIGS. A ship maneuvering of a second embodiment using a ship maneuvering support system 20 and a combination of a first ranging system (22A, 22C) and a second ranging system (22B, 22E) as shown in FIGS. There is a support system 20A.

The two-ship information acquisition means 42a of the ship maneuvering support system 20 of the first embodiment shown in FIGS. A ranging system (22A, 22C) is provided. The light emitting/receiving part 22A is arranged on the receiver ship 1 side, and the reflector 22C is arranged on the replenishment ship 2 side. This ranging system (22A, 22C) not only detects the distance S1 between each other, but also detects the angle α1 of the projection direction of the measuring light wave with respect to the bow direction of the receiver ship 1 in addition to the distance S1 between them. configured to detect.

As a result, a range-finding system with light-wave range-finding that measures distance using light waves without using radar, which may reveal the position of the ship, or GPS (Global Positioning System), which may interfere with radio waves. (22A, 22C) are used, so it can be operated even in environments where radio waves cannot be used, such as when radio waves are blocked or when GPS cannot be used due to radio wave interference. Since the distance line stretched between the replenishment ship 2 and the receiving ship 1 for use becomes unnecessary, the work on the upper deck 13 is reduced, and the need to visually monitor the distance line is eliminated, so that the number of deck personnel can be reduced. At the same time, it is possible to improve safety in offshore replenishment work.

Also, it is preferable to use eye-safe visible laser light as the light wave of the light wave rangefinder. In other words, laser light propagating in the atmosphere is attenuated by absorption and scattering by gas molecules. Since there is a "wavelength range", the laser light in this wavelength range is used as the light wave used in the light wave rangefinder. Among them, by using an eye-safe laser beam with a wavelength of 1.4 μm to 2.6 μm, which hardly reaches the retina of the eye, it is possible to improve safety for the eyes of workers in exposed areas such as decks and bridges. As laser light of this wavelength, there is a laser light such as a laser point that can visually recognize a place hit by the laser light.

The longer the wavelength, the less scattering caused by gas molecules. A visible laser, which scatters over a short distance, is used rather than an infrared laser or carbon dioxide laser, which also has an oscillation wavelength within the window of the atmosphere.

Further, instead of the reflector 22C, a light emitting/receiving unit 22E of the light wave rangefinder is used to provide a one-way communication function or a two-way communication function using light waves of the light wave rangefinder. is preferred. This one-way communication function or two-way communication function can be easily achieved by equipping both the receiver ship 1 side and the replenishment ship 2 side with light-wave rangefinder light emitting/receiving units 22A and 22E, and carrying communication information on these light waves. realizable. In this case, in replenishment at sea, both the replenishment ship 2 and the receiving ship 1 are affected by waves and the like, and are moving. Considering the possibility that it will be difficult to maintain the data without interruption, it is more preferable to adopt a method of collectively transmitting data at once.

Compared to telephone communication, this light wave communication can significantly improve communication accuracy, avoid misunderstandings during communication, synchronize equipment operations, etc., and shorten the time required for replenishment work at sea. In addition, the telephone line installed between the replenishment ship 2 and the receiving ship 1 is no longer required only during replenishment at sea, and the lines other than those related to refueling and the movement of goods can be made wireless. It is possible to reduce the number of workers in the exposed part such as.

Furthermore, it is possible to send the operational information of the supply ship 2 and the operation information of the refueling equipment to the receiving ship 1, and to send the operational information of the receiving ship 1 and the operation information of the refueling equipment to the supply ship 2. It will be possible for both parties to share information with each other. Therefore, it is easy to ensure safety during maneuvering, and it is possible to obtain the information necessary for operating and controlling equipment related to the movement of goods such as fuel oil. Or, it can be used to control various operations such as controlling ship maneuvering and refueling and moving goods.

In the ship maneuvering support system 20 of the first embodiment, the two-ship information acquisition means 42a obtains the , the relative distances Dsx, Dsy, the relative course β and the relative velocities ΔVx, ΔVy between the supply ship 2 and the receiver ship 1.

As shown in FIGS. 4 to 6, the rangefinder system (22A, 22C) detects the distance S1 and the angle α1 of the light projection direction, and the gyrocompass 23 provided on the receiver ship 1 detects the position of the receiver ship 1. After obtaining the course bearing θ1, the relative course β (=θ2−θ1), which is the difference from the course bearing θ2 of the supply ship 2, is calculated. This azimuth θ2 of the course of the replenishment ship 2 is obtained as an azimuth set in advance on the side of the replenishment ship 2 during replenishment at sea, or as an azimuth transmitted to the side of the receiving ship 1 as ship maneuvering data on the side of the replenishment ship 2.

Assuming that the difference between the angle α1 of the projection direction and the bearing θ2 of the course of the replenishment ship 2 is an angle γ, as shown in FIGS. (Distance between receiver ship 1 and supply ship 2: Strictly speaking, the distance between light receiving/emitting device 22A and reflector 22C) Dx is “Dx=S1×Cos (α1+β)”, The relative distance in the width direction (the distance between the receiver ship 1 and the supply ship 2: strictly speaking, the distance between the light receiving/emitting device 22A and the reflector 22C) Dy is expressed as "Dy=S1×Sin(α1+β)". Become. Also, the relative velocity ΔVx is obtained by time differentiating the relative distance Dx, and the relative velocity ΔVy is obtained by time differentiating the relative distance Dy.

Calculating the distances Dsx and Dsy between the receiving ship 1 and the replenishment ship 2 for maneuvering from the relative positions Dx and Dy between the light receiving and emitting unit 22A and the reflector 22C is This can be easily done because the position of the reflector 22C on each ship is known. 5 and 6, the distances Dsx and Dsy between the receiving ship 1 for maneuvering and the replenishment ship 2 are omitted for simplification of the drawings.

The proximity control means 42b is a means for shifting from the proximity state shown in FIG. 4 to the parallel running state shown in FIG. Means for automatically maneuvering the supply ship 2 to guide the receiving ship 1 to the receiving position area R preset with respect to the supply ship 2 based on the relative distances Dsx, Dsy, the relative course β, and the relative speeds ΔVx, ΔVy. This receiving position area R is not a pinpoint but is set in advance as an area having a certain range based on the weather, wave conditions, etc., before the start of marine replenishment.

If the navigation speed of the receiver ship 1 is Ux, Uy and the navigation speed of the supply ship 2 is Wx, Wy, then "ΔVx=Ux−Wx" and "ΔVy=Uy−Wy" are obtained. In normal single sailing, Uy = 0 and Wy = 0, but when two ships run side by side, a suction force and a turning moment are generated between the two ships depending on the distance between the two ships. Therefore, here, it is necessary to adopt not only the sailing speeds Ux and Wx but also the sailing speeds of the supply ship 2 in the ship width direction as Uy and Wy.

The proximity control means 42b inputs the current relative distances Dx and Dy between the replenishment ship 2 and the receiver ship 1, the relative course β, and the relative speeds ΔVx and ΔVy. From the relationship between the receiving position area R and the current relative distances Dsx and Dsy, calculate the future course azimuth θ1 and the sailing speeds Ux and Uy of the supply ship 2 in order to bring the receiving ship 1 closer to the receiving position area R. Then, two propulsion units composed of variable pitch propellers are generated so as to generate control forces (advance force, lateral force, turning moment) calculated so as to achieve the heading θ1 of this course and the cruising speeds Ux and Uy. Proximity control is performed by manipulating four manipulated variables of instruments 16a and 16b and two rudders 17a and 17b.

According to this proximity control means 42b, the supply ship 2 can be automatically maneuvered until it approaches the receiving position area R and occupies the receiving position area R. It will be possible to monitor the position of the opponent's ship with high accuracy without the rope being stretched. Therefore, it is possible to remarkably reduce the burden on the deck personnel and the navigation personnel, shorten the time required to approach the receiving position area R, and improve the safety during navigation.

In this proximity control, the course heading θ1 and the cruising speeds Ux and Uy may be automatically calculated and set according to the momentary relative distances Dx and Dy using preset proximity data. However, it is preferable to change the instruction value of the proximity data by input from the ship operator, or to manually operate the ship by operating a joystick or the like.

In addition, the relative position maintenance control means 42c is a means for maintaining the parallel running state of FIG. Based on the obtained relative distances Dsx, Dsy, relative course β, and relative speeds ΔVx, ΔVy between the supply ship 2 and the receiving ship 1, the receiving position region R for the supply ship 2 is maintained, in other words, By means of automatically maneuvering the receiving ship 1 so as to maintain the predetermined constant relative distances Dsx, Dsy (=Ds), ship speed Ux (=Wx), (Uy=0), and course heading θ1 be.

The relative position maintenance control means 42c inputs the current relative distances Dsx and Dsy between the supply ship 2 and the receiving ship 1, the relative course β and the relative speeds ΔVx and ΔVy, and determines the future course of the supply ship 2. Based on the bearing θ2 and the relative speeds Wx and Wy, the control is calculated so that the course bearing θ1 (=θ2) of the replenishment ship 2 is maintained, and the sailing speeds Ux and Uy are set so that the relative speeds ΔVx and ΔVy are zero. The relative positions of the two propellers 16a and 16b composed of variable-pitch propellers and the two rudders 17a and 17b that operate the four amounts of operation so as to generate forces (forward force, lateral force, and turning moment). Maintain control.

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

The detachment control means 42d is a means for shifting from the side-by-side running state of FIG. 5 to the detachment state of FIG. This is a means for automatically performing ship maneuvers to move the receiving ship 1 out of the receiving position area R based on the distances Dsx and Dsy, the relative course β and the relative velocities ΔVx and ΔVy.

This detachment control means 42d inputs the current relative distances Dsx and Dsy between the supply ship 2 and the receiving ship 1, the relative course β, and the relative speeds ΔVx and ΔVy, which are set in advance for the supply ship 2. Based on the relationship between the receiving position area R and the current relative distances Dsx and Dsy, the receiving ship 1 leaves the receiving position area R and moves to a withdrawal area (not shown) outside the receiving position area R. The future course azimuth θ1 and navigation speed Ux, Uy of the receiving ship 1 are calculated, and the control forces (forward force, lateral force, turning moment) calculated so as to achieve the course azimuth θ1 and navigation speed Ux, Uy ), detachment control is performed by manipulating four operation amounts of two propellers 16a and 16b composed of variable pitch propellers and two rudders 17a and 17b.

According to this withdrawal control means 42d, the withdrawal from the supply ship 2 from the receiving position area R can be performed by automatic ship control. Just by leaving the line, you will be able to quickly and automatically leave the ship. Therefore, the navigation time from the receiving position area R to the safe withdrawal area can be shortened, and the safety during maneuvering can be improved.

Also in this departure control, preset departure data may be used to automatically calculate and set the heading θ1 of the course and the cruising speeds Ux and Uy corresponding to the momentary relative distances Dsx and Dsy. However, it is preferable to change the instruction value of the leaving data or to manually operate the ship by operating a joystick or the like.

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

The two-ship information acquisition means 42a of the ship maneuvering support system 20A of the second embodiment configured as shown in FIGS. 22C), a second distance measuring system (22B, 22D) composed of a combination of a light receiving/emitting unit 22B and a reflector 22D of the light wave rangefinder shown in FIG. It is

It should be noted that this second range finding system (22B, 22D) is unnecessary in the ship maneuvering support system 20 of the first embodiment. In other words, if either the first ranging system (22A, 22C) or the second ranging system (22B, 22D) fails, the ranging system that does not fail and the gyrocompass 23 , can configure the ship maneuvering support system 20 of the first embodiment.

The light receiving/emitting unit 22B of this second ranging system (22B, 22D) is arranged on the side of the receiving ship 1 with a distance L1 from the light emitting/receiving unit 22B in the longitudinal direction, and the reflector 22E is arranged on the side of the supply ship 2. 22C and a distance L2 in the longitudinal direction. This second ranging system (22B, 22D) not only detects the mutual distance S2, but also detects the projection direction of the measuring light wave with respect to the bow direction of the receiver ship 1 in addition to the mutual distance S2. It is configured to detect the angle α2.

In the two-ship information acquisition means 42a of the ship maneuvering support system 20A of the second embodiment, as shown in FIGS. , and furthermore, the distance S2 and the angle α2 of the projection direction are detected by the second distance measuring system (22B, 22D).

Then, the distance L1 between the two light emitting/receiving parts 22A and 22B, the distance L2 between the two reflectors 22C and 22E, the two measured distances S1 and S2 and the angle α1 between the two light projection directions, From α2, the relative positions D1x, D1y, D2x (not shown), and D2y (not shown) of the light receiving/emitting units 22A, 22B and the reflectors 22C, 22E can be calculated. It is possible to calculate the relative course β, which is the difference from the bearing θ1 of the course of the receiver ship 1, and the relative positions Dsx and Dsy. Calculating the distances Dsx and Dsy between the receiving ship 1 and the replenishment ship 2 for maneuvering from the relative positions D1x and D1y between the light receiving/emitting unit 22A and the reflector 22C is This can be easily done because the position of the reflector 22C on each ship is known. 7 to 9, illustration of the relative positions D2x and D2y of the light emitting/receiving section 22B and the reflector 22E is omitted. The distances Dsx and Dsy between the ship 1 and the supply ship 2 are also omitted.

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

On the other hand, when the receiver ship 1 side starts replenishment work at sea, it performs replenishment maneuvers. Then, perform “Optical Rangefinder Pairing”. In this pairing, light waves are projected from the light receiving/emitting unit 22A (or/and 22B) of the light wave rangefinder on the receiver ship 1 side toward the reflector 22C (or/and 22D) on the supply ship 2 side. . First, the light projection direction from the light receiving/emitting unit 22 is automatically or manually scanned toward the reflector 22C so that the projected light wave is reflected from the reflector 22C and returns to the light receiving/emitting unit 22A. The projected light wave is caused to hit the reflector 22C. Since a visible laser beam is used at this time, manual adjustment by visual observation can also be performed roughly.

The direction of the reflector 22C receiving this light wave is adjusted automatically or manually so that the light wave reflected by the reflector 22C returns to the light receiving/emitting section 22A. Once the optical path from the light emitting/receiving section 22A to the reflector 22C and the optical path from the reflector 22C to the light emitting/receiving section 22A are established, and after recognizing the establishment of this optical path, each device swings vertically and horizontally. It is preferable that the mechanism is configured to automatically follow when the optical path is about to deviate.

Before and after this "optical rangefinder pairing" (after in Fig. 3), "switching to the autopilot system" is performed. As a result, by operating a switch for switching to the automatic maneuvering system by the maneuvering personnel, the maneuvering right is switched from the hands of the maneuvering personnel to the automatic maneuvering system.

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

After reaching this occupied state, the relative position maintenance control means 42c performs relative position maintenance control to maintain the receiving ship 1 within the receiving position region R by automatic ship maneuvering. In other words, the receiver ship 1 is positioned in the same direction as the supply ship 2 (θ1=θ2:β=0) and at the same speed (Ux=Wx, Uy=Wy:ΔVx) so that the receiver ship 1 stays within the receiving position area R. = 0, ΔVy = 0).

Immediately before or immediately after the receiving ship 1 enters the receiving position area R, or immediately before or after the receiving ship 1 enters relative position maintenance control, there is a A replenishment line is constructed, and when this construction is completed and relative position maintenance control is entered, replenishment is started, and replenishment is performed while the receiver ship 1 is sailing in parallel with the replenishment ship 2. . Then, when this replenishment is completed, the replenishment line is removed to release the replenishment.

After the replenishment is released, the separation by automatic maneuvering is performed by the separation control means 42d. In this separation control, the receiver ship 1 is moved from the supply ship 2 from the receiving position area R to the separation area. As a result, the receiving ship 1 is separated from the receiving position area R. When this separation is completed, a signal signal (optical display, audio signal, etc.) is received to indicate the completion of separation, and the operating personnel operates the switch to switch to the automatic maneuvering system, and the ship maneuvering right is transferred from the automatic maneuvering system to the operating personnel. switch from hand to As a result, "switching from the autopilot system" is performed.

Before and after this "switching from the autopilot system" (after in FIG. 3), "clear the pairing of the optical rangefinder". This is done by terminating the projection of light waves from the light receiving/emitting unit 22A (or/and 22B) of the light wave rangefinder on the receiving ship 1 side. This completes the replenishment operation.

In the above configuration, the receiving vessel 1 has a two-shaft, two-rudder configuration, but any vessel that can generate three control forces, ie, forward force, lateral force, and turning moment, may be used, provided with a side thruster. It may be a ship with one shaft and one rudder.

Furthermore, the receiver/transmitter 22A, 22B of the ranging system are arranged on the receiving ship 1 side, and the reflectors 22C, 22D are arranged on the replenishment ship 2 side. Although it is preferable to place the light receiving/emitting devices 22A and 22B on the receiving ship 1 on the side where 22A and 22B may be arranged, and reflectors 22C and 22D may be arranged on the receiving ship 1 side.

Further, the ship operation support systems 20 and 20A may be provided on the side of the supply ship 2 to control the receiving ship 1 by two-way communication. By equipping not only the supply ship 2 side but also the receiver ship 1 side with the ship maneuvering support systems 20 and 20A, the supply ship 1 can be maneuvered for supply from the supply ship 2 side in an emergency.

According to the ship maneuvering support systems 20 and 20A, the ships, and the ship maneuvering support method configured as described above, the relative positions Dsx and Dsy between the supply ship 2 and the receiver ship 1 and relative The course β and the relative speeds ΔVx and ΔVy can be detected, and the receiving ship 1 side can run side by side with automatic ship maneuvering to reduce the burden on the deck crew and the ship handling crew, while receiving replenishment from the supply ship 2. can.

Therefore, by highly automating the maneuvering of the replenishment ship 2 and the receiver ship 1 during replenishment at sea, and by eliminating the distance cables for distance measurement and the telephone cables for field telephone lines, the number of deck personnel on deck can be reduced. , it is possible to contribute to improvement of safety and labor saving in offshore replenishment work.

1 Receiving ship 2 Supply ship 10 Hull 13 Upper deck 14 Superstructure 14a Bridge 16a Starboard side propeller 16b Port side propeller 17a Starboard rudder 17b Port rudder 20, 20A Ship maneuvering support system 21 Control device 22A, 22B, 22E, 22F Light wave rangefinder light emitting/receiving part (ranging system)
22C, 22D reflector (ranging system)
23 Gyrocompass 24A Bridge control panel 24B Command post control panel 24C Remote control panel 40 Control means 41 Normal ship maneuvering means 42 Sea replenishment control means 42a Two-ship information acquisition means 42b Proximity control means 42c Relative position maintenance control means 42d Separation control means Dx the distance between the instruments of the first ranging system (fore and aft of the supply ship).
Dy Distance between instruments of the first ranging system (transverse direction of supply ship)
Dsx Relative distance between supply ship and receiver ship (fore and aft of supply ship)
Dsy Relative distance between supply ship and receiver ship (transverse direction of supply ship)
S1 Distance between instruments of the first ranging system S2 Distance between instruments of the second ranging system α1, α2 Angle of projection direction of measuring light wave β Relative course θ1 Course bearing of receiving vessel θ2 Azimuth of course of supply ship γ Angle of difference between direction of projection and course of supply ship

Claims (8)

In a ship maneuvering support system that supports replenishment work at sea between a receiver ship that runs parallel to a supply ship and receives replenishment at sea from the replenishment ship,
Either one of the replenishment ship and the receiving ship is designated as the first ship, and the other is designated as the second ship, and the receiving and emitting unit of the light wave rangefinder on the side of the first ship and the reflector or the light wave rangefinder on the side of the second ship. a distance measuring system for detecting the distance between each other and the angle of the projection direction of the measurement light wave with respect to the bow direction of the receiver vessel, and
From a combination of one set of said ranging systems and a gyrocompass carried by said receiving ship, or from a combination of two sets of said ranging systems, the relative distance between said supply ship and said receiving ship. Equipped with two-ship information acquisition means for detecting course and relative speed ,
The relative distance is information including at least the relative distance in the longitudinal direction of the supply ship and the relative distance in the width direction of the supply ship between the supply ship and the receiving ship,
The relative speed is information including at least the relative speed in the longitudinal direction of the supply ship and the relative speed in the width direction of the supply ship between the supply ship and the receiving ship.
ship operation support system. 2. A ship maneuvering support system according to claim 1, wherein said ranging system uses eye-safe visible laser light as a light wave of said light wave range finder. 3. A ship maneuvering support system according to claim 1, wherein said ranging system has a one-way communication function or a two-way communication function using light waves of said light wave rangefinder. based on the relative distance, relative course, and relative speed between the supply ship and the supply ship obtained by the two-ship information acquisition means after the supply ship reaches a preset receiving position area; and relative position maintenance control means for automatically maneuvering the receiving ship so as to maintain the receiving position area with respect to the supply ship. 's maneuvering support system. Based on the relative distance, relative course, and relative speed between the supply ship and the receiving ship obtained by the two-ship information acquisition means, the receiving position area set in advance for the supply ship 5. A ship maneuvering support system according to any one of claims 1 to 4, further comprising proximity control means for automatically maneuvering a ship to guide the ship. Based on the relative distance, relative course, and relative speed between the supply ship and the receiving ship obtained by the two-ship information acquisition means, automatically maneuvering the receiving ship to leave the receiving position area. 6. A ship maneuvering support system according to claim 4 or 5, further comprising means for controlling a departure from the ship. A ship comprising the ship maneuvering support system according to any one of claims 1 to 6. A ship maneuvering support method, comprising using the ship maneuvering support system according to any one of claims 1 to 6.

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