JPH0124089B2 - - Google Patents

Description

[Detailed Description of the Invention] The present invention uses an oscillating suspended variable-blade propeller as a thrust generating device, and two thrust generating devices are installed on either the bow side or the stern side, and one on the other side. The present invention relates to an automatic position control device suitable for use in large ships.

Traditionally, oscillating variable-wing propellers (hereinafter referred to as
It's called an oscillating propeller. ) is equipped with a swing angle servo mechanism that allows the propeller center axis to change direction 360 degrees, and a blade angle servo mechanism that controls the propeller blade angle to change the magnitude of the thrust generated by the propeller. Equipped.

Therefore, the operator can generate a desired thrust vector by appropriately combining the propeller turning angle and the propeller blade angle.

By the way, as shown in Fig. 1, a large ship 1 intended for offshore work is equipped with a plurality of vessels (four in this example) in order to maintain a fixed position during work against disturbances such as wind and currents. ) is equipped with swing-type hanging propellers 21 to 24.

Since there is a limit to the thrust capacity generated by each propeller, large ships that receive large resistance from external disturbances are equipped with a large number of propellers. For example, as shown in FIGS. 1 and 2, first and second oscillating propellers 2 are located on the hull centerline on the bow side of a ship 1
Third and fourth oscillating propellers 23 and 24 are installed on the centerline of the hull on the stern side. Note that the symbol G in FIG. 2 indicates the center of gravity of the ship.

For example, as shown in Figure 3, when a disturbance is received from the right front of the ship (disturbance is indicated by the symbol S in the figure below), a resistance force vector F and a moment M act on the ship, equivalently representing the ship's center of gravity. A force F _T with magnitude and direction equal to F acts on a point O ahead of G. In order to stably maintain the ship's position and heading against this resistance force vector F _T , it is considered that at least the combination of thrust vectors T ₁ , T ₂ , and T ₃ shown in FIG. 4 is necessary.

As shown in Fig. 4, it is assumed that the ship 1 is equipped with first and second oscillating propellers 21, 22 on the bow side and a third oscillating propeller 23 on the stern side on the hull centerline. In this case, a block diagram of the control devices for these three oscillating propellers 21 to 23 is shown in FIG. 5.

As described above, FIG. 5 shows the control system of the ship 1 equipped with three oscillating propellers 21, 22, 23, and numerals 100 to 103 constitute the control system of the first oscillating propeller 21. Reference numerals 104 to 107 indicate devices constituting the control system of the second oscillating propeller 22, and numerals 108 to 111 indicate devices constituting the control system of the second oscillating propeller 23.
The figure shows the devices that make up the control system.

Now, when the pilot operates the first blade angle handle 100, the first blade angle servo mechanism 101 is activated to maintain the propeller blade angle at a predetermined value and control the magnitude of the propeller thrust. .

Next, when the operator operates the first turning angle handle 102, the first turning angle servo mechanism 103 is activated to maintain the turning angle of the propeller in a predetermined direction.
The direction of the propeller thrust vector is controlled.

In this way, as shown in FIG. 4, the first oscillating propeller ₂₁ can generate the thrust vector T1 desired by the operator.

Similarly, the control devices 104 to 107 cause the second oscillating propeller 22 to generate a desired thrust vector T ₂ , and the control devices 108 to 111 cause the third oscillating propeller 23 to generate a desired thrust vector T ₃ . can be generated.

In this way, the pilot uses thrust vectors T ₁ , T ₂ , T ₃
By this combination, it is possible to maintain the ship 1 in a fixed position against external disturbances such as tidal currents and wind.

Next, as described above, the operation for maintaining the fixed position of the ship 1 equipped with the three oscillating propellers 21 to 23 will be described.

As shown in Figure 3, when a tidal flow disturbance S is received from the right front of the ship, even if the tidal flow direction Ψ ₀ is at a small angle,
In addition to frictional resistance F _X due to fluid viscosity acting on the ship's center of gravity G, a large lifting force F _Y acts on the ship in a direction perpendicular to the ship, as can be inferred from the fact that the ship's shape resembles a wing.

Although the lift coefficient of the hull is small, in the case of a ship, the wing area is large, so the generated lift force F _Y becomes large, and as a result, the angle α between the combined drag force vector F and the hull centerline becomes large. Become.

Furthermore, as shown in FIG. 3, an unstable moment M acts on the hull that is subjected to the tidal current from an oblique direction.
This moment M is called an unstable moment because it acts to rotate the ship in a direction that increasingly increases the inflow angle of the tidal current that the ship receives.

Therefore, applying a resistance force F and an unstable moment M to the hull is equivalent to applying a force F _T whose magnitude and direction are equal to F at a point O forward of the ship's center of gravity G.

In order to control and maintain the ship's position and heading in a stable manner against this resistance force F _T , a combination of thrust vectors T ₁ , T ₂ , and T ₃ shown in FIG. 4 can be considered.

Next, in order to understand that the combination of thrust vectors shown in FIG. 4 enables stable position control of the ship, the motion of a towing ship will be cited.

As shown in Figure 6a, the ship 2 is a non-powered ship 3.
When towing a ship by attaching a rope 4 to the bow of the ship, once the direction of the ship 3 being towed changes to the right, for example,
Ship 3 receives the flow from the left side, so there is a lift force to the right.
F _N and an unstable moment M ₁ to the right are generated, and the ship 3 swings out to the right (in the direction of arrow A) until it balances the moment M ₂ created by the rope tension and the inward force.

Furthermore, as shown in Figure 6b, when the moment M ₂ due to the tension of the rope 4 exceeds the unstable moment M ₁ and the ship 3 turns to the left, the leftward lift force F _N and the leftward moment M ₁ increase. Acting on the ship 3, the ship 3 swings out to the left (in the direction of arrow B).

The ship 3 being towed in this way repeatedly swings from side to side due to the unstable moment and lift force.

Therefore, in order to tow ship 3 stably,
As shown in FIG. 7a, it is clear that the point of application of the rope 4 must be located forward of the point of application O of the resisting force F _T exerted on the ship 3.

Furthermore, as shown in Fig. 7b and c, by attaching two fins 5 protruding from the bottom of the ship,
It has been revealed that the azimuthal stability of the towed ship 3 is increased by generating a rearward resistance force F _D (see Figure 7a) at the stern.

As a result, as shown in FIG. 8, in order to hold the ship 6 in a predetermined position when the ship 6 receives a tidal current disturbance S from the right front, the rope 8 connecting the ship 6 and the buoy 7 must be properly connected. At the same time, an appropriate tension T ₁₀ is applied to the rope 10 connecting the ship 6 and the buoy 9 _.
By applying this force, the resistance force F _T exerted on the ship 6 by the tidal current can be canceled out, and the dynamic equilibrium of the ship 6 can be achieved.

Therefore, as shown in FIG. 9, the point of action P of the resultant force vector T ₁₂ of the thrust vectors T ₁ and _{T 2} shown in FIG. Since the thrust vector T ₃ generates a reverse thrust, the azimuth stability of the ship 1 is guaranteed.

By the way, the thrust vector on the bow side shown in Figure 4
Since T ₁ and T ₂ are effective in countering the resistance force F _T due to the tidal current, they become large thrust forces. Therefore, the sum of the thrust components of thrust vectors T ₁ and _{T 2} in the direction of the hull centerline becomes excessive for the small resistance component F _X in the direction of _the hull centerline, but The sum of the components perpendicular to the line cannot sufficiently counter the lift force F _Y. Further, the sum of the turning moments due to the thrust vectors T ₁ and T ₂ becomes excessive due to the unstable moment M due to the large arms from the ship's center of gravity G to the thrust vectors T ₁ and T ₂ .

Therefore, the thrust vector T ₃ on the stern side is used to cancel the excessive turning moment caused by the thrust vectors T ₁ and T ₂ and to compensate for the lateral thrust component that is insufficient with respect to the lift force F _Y , as shown in Figure 4. generate a thrust vector that simultaneously cancels out the excessive components of the thrust vectors T ₁ and T ₂ in the direction of the hull centerline so as to balance the small resistance force component F _X in the direction of the hull centerline. .

Thrust vector of the oscillating propeller shown in Figure 4
For the combination of T ₁ , T ₂ , T ₃ , the thrust vectors T ₁ ,
Although there is a disadvantage that the components of the thrust vector T ₂ and the thrust vector T ₃ in the direction of the hull centerline cancel each other out, in order to avoid this, if the thrust vector T ₃ is generated in the direction shown by the broken line in Fig. 4, the resistance force F _T This is equivalent to the point of force acting on the rope after the point of application O, and the direction of the ship 1 becomes unstable.

In addition, the oscillating propeller 23 at the stern provides reverse thrust.
Generating T ₃ contributes to increasing the azimuth stability of the ship 1 as described above.

Therefore, two oscillating propellers 21,2
2 on the bow side and one oscillating propeller 23 on the stern side, a combination of thrust vectors T ₁ , T ₂ , T ₃ can be realized and the ship 1 can be stably maintained in a fixed position.

In view of the above, the pilot operates the three wing angle handles 100, 104, 108 and the three turning angle handles 102, 106, 110 so as to obtain the combination of thrust vectors shown in FIG. The ship was maneuvering to the target point and to maintain a predetermined heading.

In addition, Fig. 10 shows that for the disturbance S from the front left,
It shows the combination of thrust vectors T ₁ , T ₂ , and T ₃ achieved by the operator to maintain the fixed position of the vessel 1 .

As described above, ships performing various types of marine work are required to maintain their position and orientation against external disturbances such as tides and wind due to the nature of their work.

However, in a ship equipped with two oscillating propellers on the bow side and one oscillating propeller on the stern side, the operator uses six manipulated variables while looking at the meter to determine the deviation of the ship's position and heading. In other words, it is extremely difficult to maintain a fixed position by operating the three wing angle handles and the three turning angle handles, which requires a large amount of labor on the operator, reduces work efficiency, and requires skilled personnel. There is a problem with this.

The present invention aims to solve these problems.In order to tow a ship stably, the point of application of the rope must be in front of the point of action of the resistance vector applied to the ship's hull. Focusing on the fact that the azimuth stability of a towed vessel is increased by generating a backward resistance force at the stern, we installed two units on either the bow or stern side and one on the other side.
In a ship equipped with two oscillating propellers, the two oscillating propellers on one side generate forward thrust, and the oscillating propeller on the other side generates reverse thrust. , position setter and azimuth setter for inputting set values desired by the operator, position detector, gyro compass, ship position deviation converter, PID controller, adder, subtracter, code converter, turning angle detector By skillfully combining these, the pilot can automatically swing the three units in response to disturbance forces such as wind and current without having to operate the wing angle handle or turning angle handle. An object of the present invention is to provide an automatic position control device for a ship that can maintain the position and direction desired by the operator by adjusting the thrust vector of a propeller.

For this reason, the automatic position control device for a ship according to the present invention includes first and second oscillating propellers on either the bow side or the stern side, and a third oscillating propeller on the other side. A position detector that detects the position coordinates of the ship in a predetermined space-fixed coordinate system, a position setting device that outputs a position coordinate signal of the position set in the coordinate system, and a position setting device that detects the ship's direction. a first subtractor that is provided with an azimuth detector for detecting and an azimuth setter that outputs a ship azimuth setting signal, and to which the output of the position setting device and the output of the position detector are input; a second subtractor into which the output of the position setter and the output of the position detector are input;
a third subtractor into which the output of the azimuth setting device and the output of the azimuth detector are input; and the outputs of the first and second subtractors and the output of the azimuth setting device are input and set. A position error converter that outputs a position error signal in the azimuth direction and a position error signal in the direction perpendicular to the set azimuth, and first to third PIDs to which the first position error signal output of the position error converter is input. A controller, fourth to ninth PID controllers to which the second position error signal output of the position error converter is input, and at least the output of the third subtracter are input.

10th to 13th PID controllers; a first adder to which the outputs of the fourth PID controller and the tenth PID controller are input; and the first and second PID controllers;
Detects the turning angle of the first oscillating propeller near the ship's end of the oscillating propeller, and outputs it as positive if the turning angle is to the right, and negative if the turning angle is to the left. a first turning angle detector capable of
The output of the first turning angle detector and the output of the first adder are respectively input, and when the output signal of the first turning angle detector is negative, the output of the first adder is a first code converter that converts the sign of the signal and outputs the signal, and outputs the output signal of the first adder as is without converting the sign of the output signal of the first adder when the output signal of the first turning angle detector is positive; , a second adder to which the output of the first PID controller and the output of the first code converter are input; and a first blade angle servo to which the output of the second adder is input. mechanism and the fifth above
a third adder to which the output of the PID controller and the output of the eleventh PID controller are input; a first turning angle servo mechanism to which the output of the third adder is input;
The turning angle of the second oscillating propeller, which is located closer to the center of the ship than the first oscillating propeller, is detected, and when the turning angle is to the right, it is positive, and when the turning angle is to the left, it is negative. The output of the second turning angle detector and the output of the sixth PID controller are respectively inputted to generate an output signal of the second turning angle detector. When is negative, the sign of the output signal of the sixth PID controller is converted and output, and when the output signal of the second turning angle detector is positive, the output of the sixth PID controller is a second code converter that outputs the signal as it is without converting the sign; a fourth adder to which the output of the second PID controller and the output of the second code converter are input; a second blade angle servo mechanism to which the output of the fourth adder is input; a second steering angle servo mechanism to which the output of the seventh PID controller is input; and the eighth PID controller. and a fifth adder to which the output of the twelfth PID controller is input, and a fifth adder that detects the turning angle of the third oscillating propeller and determines that if the turning angle is rightward, it is positive. A third turning angle detector that can output a negative value when the turning angle is leftward, and the output of the third turning angle detector and the output of the fifth adder are respectively inputted to the third turning angle detector. When the output signal of the turning angle detector is negative, the sign of the output signal of the fifth adder is converted and outputted, and when the output signal of the third turning angle detector is positive, the sign of the output signal of the fifth adder is converted and output. a third code converter that outputs the output signal of the adder as it is without converting the sign; and a sixth code converter that receives the output of the third PID controller and the output of the third code converter. an adder, a third blade angle servo mechanism into which the output of the sixth adder is input, and the ninth PID
A seventh adder to which the output of the controller and the output of the thirteenth PID controller are input, and a third turning angle servo mechanism to which the output of the seventh adder is input are provided. It is characterized by

Below, an automatic position control device for a ship as an embodiment of the present invention will be explained with reference to the drawings.
Figure 1 is an overall configuration diagram of the system, Figure 12 is an explanatory diagram showing its predetermined space-fixed coordinate system, and Figures 13a to 13d are vector representations of the first
14 is an explanatory diagram of the first position error signal of the position error converter, and FIG. 15 is a diagram showing the second position of the position error converter. Explanatory diagrams for deviation signals, Fig. 16 a, b, Fig. 17 a, b, Fig. 18 a, b, Fig. 19 a, b, Fig. 20 a, b, Fig. 2
Figures 1a and 1b are schematic diagrams for explaining their effects, Figures 22 a to h are graphs showing the simulation results, and Figure 23 is a schematic diagram for explaining the conditions of the simulation. 24a to 24h are graphs showing other simulation results, and FIG. 25 is a schematic diagram for explaining the other simulation conditions.

Now, the first and second oscillating propellers 2
1 and 22 on the bow side and a third oscillating propeller 23 on the stern side, the operator sets the position setting device 300 to a predetermined fixed space as shown in FIG. Position coordinate set values x _S , y _S in the coordinate system (x, y) are given, and a heading set value Ψ _S is given to the heading setter 301 .

Note that in FIG. 12, the x-axis corresponds to Ψ=0 degrees.

In addition, the position detector 302 has ship position coordinates (x, y)
The gyro compass 303 as a direction detector detects the heading Ψ.

Further, first and second subtractors 304 and 305
is the ship position deviation signal Δx (=x−x _S ), which is the difference between the output signals of the position setting device 300 and the position detector 302;
The third subtractor 306 outputs Δy (=y−y _S ), and the third subtractor 306 outputs Δy (=y−y S ), and the third subtractor 306
Azimuth deviation signal ΔΨ which is the difference of each output signal from 03
(=Ψ−Ψ _S ) is output.

The ship position deviation converter 307 receives ship position deviation signals Δx, Δy.
From the azimuth setting signal Ψ _S, the ship position deviation signal Δx ₀ in the set azimuth direction as the first position deviation signal and the ship position deviation perpendicular to the set azimuth direction as the second position deviation signal are determined by the following calculation formula (1). It is designed to output a signal Δy ₀ .

Note that the coordinates (Δx ₀ , Δy ₀ ) in FIG. 12 represent the ship position coordinates in a coordinate system (x ₀ , y ₀ ) in which the coordinate axes coincide with the set azimuth Ψ _S direction and a direction perpendicular thereto.

Δx ₀ = Δx cosΨ _S +Δy sinΨ _S Δy ₀ = −Δx sinΨ _S +Δy cosΨ _S …(1) Below, the thrust of the oscillating propellers 21 to 23 is expressed as a vector, and “amount of thrust” means the magnitude of the vector. It is expressed by a symbol as a quantity proportional to the propeller blade angle. Further, "thrust direction" means the direction of a vector, and is a quantity proportional to the propeller turning angle, and is represented by the symbol θ. Furthermore, the sign rule follows the following rule. That is, a positive amount of thrust represents forward thrust, and a negative amount of thrust represents backward thrust.

The direction of thrust is defined as zero degrees in the direction of the hull centerline, positive as the direction of thrust on the starboard side, and negative as the direction of thrust on the port side, with ±90 degrees being the maximum thrust direction. The thrust direction of the astern thrust is the angle made by extending the vector arrow to the opposite side and making it with the hull centerline. (See FIG. 13) By the way, the first PID controller 308 receives the output signal Δx ₀ of the ship position deviation converter 307 and outputs a request signal _1X for the thrust amount of the first oscillating propeller 21. This is a controller that plays the role of ensuring that the positional deviation Δx ₀ becomes zero.

Here, the request signal _1x for the first oscillating propeller 21 is expressed by equation (2).

_1X = K _PX1 Δx ₀ + K _IX1 ∫Δx ₀ dt + K _DX1 d/dt (Δx ₀ )...(2) Note that K _PX1 , K _IX1 , K _DX1 <0 is defined.

Here, Δx ₀ is the distance shown in Fig. 14, and as shown in Fig. 14, when Δx ₀ > 0, that is, the position of the ship 1 is from the y ₀ axis in the coordinate system (x ₀ , y ₀ ). When it is above, the required signal for the amount of thrust is obtained from equation (2).
_1X becomes negative and attempts to return the position of the ship 1 to the set position (x _S , y _S ) by requesting backward thrust from the first oscillating propeller 21 .

Also, when Δx ₀ < 0, the request signal is determined by equation (2).
_1x becomes positive and attempts to return the ship 1 to the set position by requesting forward thrust from the first oscillating propeller 21.

The second integral term in Equation (2) above is calculated as follows: When there is a disturbance such as wind or tidal current, the vessel 1 returns to the set position and the positional deviation Δx ₀ is zero [In this case, Equation (2) The request signal according to the first term becomes zero. ], it is a term that plays the role of outputting a request signal so that the first oscillating propeller 1 continues to maintain a thrust vector capable of resisting disturbance forces.

In addition, the differential term of the third term in equation (2) is expressed by the thrust vector of the first oscillating propeller 21
This term plays the role of providing a braking effect to the thrust vector of the first oscillating propeller 21 and realizing stable position control so that it does not go too far beyond the set position when the propeller is returning to the set position. .

The second PID controller 309 inputs the positional deviation Δx ₀ in the x ₀ axis direction and controls the second oscillating propeller 2.
This is a controller that outputs a request signal _2x for the amount of thrust of 2, and makes the positional deviation Δx ₀ become zero.

Here, the request signal _2X for the second oscillating propeller 22 is expressed by equation (3).

_2X = K _PX2 Δx ₀ + K _IX2 ∫Δx ₀ dt + K _DX2 d/dt (Δx ₀ )...(3) Note that K _PX2 , K _IX2 , K _DX2 <0 is defined.

Further, the role of the second PID controller 309 for the second oscillating propeller 22 is the same as the role of the first PID controller 309 for the first oscillating propeller 21 described above.
Since the role is exactly the same as that of 08, the explanation of its operation will be omitted.

The third PID controller 310 inputs the positional deviation Δx ₀ in the x ₀ axis direction and controls the third oscillating propeller 2.
This is a controller that outputs a request signal _3x for the amount of thrust of 3, and makes the positional deviation Δx ₀ become zero.

Here, the request signal _3X for the third oscillating propeller 23 is expressed by equation (4).

_3X = K _PX3 Δx ₀ + K _IX3 ∫Δx ₀ dt + K _DX3 d/dt (Δx ₀ )...(4) Note that it is determined that K _PX3 , K _IX3 , and K _DX3 <0.

Further, the role of the third PID controller 310 for the third oscillating propeller 23 is to
Since the role is exactly the same as that of the second PID controllers 308 and 309, a description of its operation will be omitted.

Note that the integral term in equations (3) and (4) above is
Similar to the integral term in equation (2), the thrust vector that can resist disturbance force even when the positional deviation Δx ₀ of the ship 1 is zero is determined by the second and third oscillating propellers 22,
It is a term that plays the role of continuing to hold in 23, and also
The differential term in equations (3) and (4) is the same as the differential term in equation (2) above, when the position deviation of ship 1 is corrected.
and a term that plays a role in providing a control effect to the thrust vectors of the third oscillating propellers 22 and 23 to realize stable position control.

Fourth and fifth PID controllers 311, 312
inputs the output signal Δy ₀ of the position error converter 307 and outputs a request signal _1Y for the amount of thrust of the first oscillating propeller 21 and a request signal θ _1Y for the thrust direction, and the position error Δy ₀ is zero. It is a controller that plays the role of ensuring that the

Here, the request signals _1Y and θ _1Y for the first oscillating propeller 21 are expressed by equations (5) and (6).

_1Y = K _PY4 Δy ₀ + K _IY4 ∫Δy ₀ dt + K _DY4 d/dt (Δy ₀ )...(5) Note that K _PY4 , K _IY4 , K _DY4 <0 is set.

θ _1Y =K _PY5 Δy ₀ +K _IY5 ∫Δy ₀ dt +K _DY5 d/dt(Δy ₀ )...(6) Note that it is determined that K _PY5 , K _IY5 , K _DY5 <0.

Here, Δy ₀ is the distance shown in Fig. 15, and if the ship 1 is affected by disturbances such as wind and current from the right front and comes to the left side of the x ₀ axis, then Δy ₀ <
0, and from equations (5) and (6), the request signal _1Y , θ _1Y for the first oscillating propeller 21 is _1Y > 0, θ _1Y
>0.

Therefore, the thrust vector of the first oscillating propeller 21 is within the first quadrant, as shown in FIG.
The thrust vector T ₁ shown in the figure is realized.

Next, due to the disturbance S from the front left, the ship 1 experiences x ₀
When it is on the right side of the axis, that is, when Δy ₀ > 0, from equations (5) and (6), the first oscillating propeller 21
The required signal for the thrust vector _{is 1Y} , θ _1Y is _1Y
<0, θ _1Y <0.

Therefore, the thrust vector of the first oscillating propeller 21 occurs within the fourth quadrant, as shown by the dashed arrow in FIG. 16b, and this thrust vector causes the positional deviation to increase further. . However, as mentioned above, the combination of thrust vectors that can maintain the fixed position of the ship 1 against the left forward disturbance S must be the combination shown in FIG. 10, so the turning angle detection signal θ ₁ If is negative, it is necessary to convert the sign of the thrust amount request signal _1Y .

Therefore, when the turning angle detection signal θ ₁ of the first oscillating propeller 21 is negative, the fourth PID controller 311 converts the sign of the thrust amount request signal _1Y and outputs the signal as shown in FIG. The thrust vector shown by the solid arrow in b can be realized in the first oscillating propeller 21,
It becomes possible to hold the ship 1 in a fixed position.

Note that the role of converting the sign of the thrust amount request signal _1Y when the turning angle detection signal θ ₁ is negative is the first function described later.
The code converter 322 performs this.

Sixth and seventh PID controllers 313, 314
takes the position deviation signal Δy ₀ in the y ₀ axis direction as input,
A request signal _2Y for the amount of thrust of the second oscillating propeller 22 and a request signal θ _2Y for the thrust direction are output so that the positional deviation Δy ₀ becomes zero.

Here, the request signals _2Y and θ _2Y for the second oscillating propeller 22 are expressed by equations (7) and (8).

_2Y = K _PY6 Δy ₀ +K _IY6 ∫Δy ₀ dt +K _DY6 d/dt (Δy ₀ )...(7) Note that K _PY6 +K _IY6 , K _DY6 <0 is defined.

θ _2Y = K _PY7 Δy ₀ +K _IY7 ∫Δy ₀ dt +K _DY7 d/dt (Δy ₀ )...(8) Note that it is determined that K _PY7 , K _IY7 , K _DY7 <0.

Now, vessel 1 is receiving a disturbance S from the right front, and
As shown in Figure 5, if you come to the left side of the x ₀ axis,
Δy ₀ <0, and from equations (7) and (8), the required signal _2Y for the thrust vector of the second oscillating propeller 22,
θ _2Y becomes _2Y > 0, θ _2Y > 0.

Therefore, the thrust vector of the second oscillating propeller 22 is within the first quadrant as shown in FIG. 17a, and the thrust vector T ₂ shown in FIG. It will be realized.

Next, when the ship 1 comes to the right side of the x ₀ axis due to a disturbance from the left front, that is, when Δy ₀ > 0,
From equations (7) and (8), the required signal _2Y and θ _2Y for the thrust vector of the second oscillating propeller 22 are _2Y < 0,
θ _2Y <0.

Therefore, the thrust vector of the second oscillating propeller 22 occurs in the fourth quadrant as shown by the broken line arrow in FIG. 17b, and this thrust vector causes the positional deviation to increase further. However, as mentioned above, the combination of thrust vectors that can maintain the fixed position of the ship 1 against the left forward disturbance S must be as shown in FIG.
If the turning angle detection signal θ ₂ is negative, it is the thrust amount request signal.
It is necessary to convert the sign of _2Y .

Therefore, the sixth PID controller 313
When the turning angle detection signal θ ₂ of the oscillating propeller 22 is negative, the sign of the thrust amount request signal _2Y is converted and output, and the thrust vector indicated by the solid arrow in FIG. This can be realized in the oscillating propeller 22, and the ship 1 can be held in a fixed position. Note that when the turning angle detection signal θ ₂ is negative, the thrust amount request signal _2Y
The role of converting the code of is performed by a second code converter 328, which will be described later.

The eighth and ninth PID controllers 315 and 316 are
Using the position deviation signal Δy ₀ in the y ₀ axis direction as input, the third
This controller outputs a request signal _3Y for the amount of thrust of the oscillating propeller 23 and a request signal θ _3Y for the direction of the thrust so that the position deviation Δy ₀ becomes zero.

Here, the request signals _3Y and θ _3Y for the third oscillating propeller 23 are expressed by equations (9) and (10).

_3Y = K _PY8 Δy ₀ + K _IY8 ∫Δy ₀ dt + K _DY8 d/dt (Δy ₀ )...(9) Note that K _PY8 , K _IY8 , K _DY8 <0 is set.

θ _3Y =K _PY9 Δy ₀ +K _IY9 ∫Δy ₀ dt +K _DY9 d/dt(Δy ₀ )...(10) Note that it is determined that K _PY9 , K _IY9 , K _DY9 >0.

Now, Vessel 1 is receiving a disturbance S from the right front.
If we come to the left side of the x ₀ axis as shown in the figure, Δy ₀
<0, and from equations (9) and (10), the required signals _3Y and θ _3Y for the thrust vector of the third oscillating propeller 23 are obtained.
_3Y > 0, θ _3Y < 0.

Therefore, the thrust vector of the third oscillating propeller 23 occurs in the second quadrant as shown by the broken line arrow in FIG. 18a, and the positional deviation increases further in this thrust vector. However, as mentioned above, the combination of thrust vectors that can hold the ship 1 at a fixed point against the disturbance S in the right forward direction must be the combination shown in FIG. Similarly to the above case, when the turning angle detection signal θ ₃ of the third oscillating propeller 23 is negative, it is necessary to convert the sign of the thrust amount request signal _3Y .

Therefore, the eighth PID controller 315
When the turning angle detection signal θ ₃ of the oscillating propeller 23 is negative, when the sign of the thrust amount request signal _3Y is converted and output, the thrust vector shown by the solid arrow in FIG. This can be realized as an oscillating propeller 23, and the ship 1 can be held in a fixed position.

Also, when the turning angle detection signal θ ₃ is negative, the role of converting the sign of the thrust amount request signal _3Y is the third
The code converter 334 performs this.

Next, the ship 1 receives a disturbance S from the front left and x ₀
If it comes to the right side of the axis, Δy ₀ > 0, and (9),
From equation (10), the required signal _3Y , θ _3Y for the thrust vector of the third oscillating propeller 23 is _3Y <0, θ _3Y >
It will be like 0.

Therefore, the thrust vector of the third oscillating propeller 23 is generated in the third quadrant as shown in FIG.
The thrust vector shown in the figure is realized, and the vessel 1 can be held in a fixed position.

The integral term of the second term in equations (5) to (10) above is the same even when the ship 1 returns to the set position and the positional deviation Δy ₀ is zero (at this time, the request signal due to the first term becomes zero). , is a term that plays the role of outputting a request signal so that each oscillating propeller continues to maintain a thrust vector capable of resisting disturbances such as wind and current, and is the third term in equations (5) to (10) above. The differential term provides a braking effect to the thrust vectors of the propellers so that when the ship 1 is returning to the set position due to the thrust vector of each propeller, it does not go too far beyond the set position, thereby achieving stable position control. This is a term that plays a role.

10th and 11th PID controllers 317, 318
inputs the output of the third subtractor 306, that is, the azimuth deviation signal ΔΨ, and the output signal Ψ of the gyro compass 303, and inputs the output signal Ψ of the first oscillating propeller 21.
This is a controller that outputs a request signal ₁ 〓 for the thrust amount and a request signal θ ₁ 〓 for the thrust direction so that the azimuth deviation ΔΨ becomes zero.

Here, the request signals ₁ 〓 and θ ₁ 〓 for the first oscillating propeller 21 are as shown in equations (11) and (12).

₁ 〓＝K _P 〓 ₁₀ ΔΨ＋K _I 〓 ₁₀ ∫ΔΨdt +K _D 〓 ₁₀ d/dt(Ψ) ...(11) Note that K _P 〓 ₁₀ , K _I 〓 ₁₀ , K _D 〓 ₁₀ <0.

θ ₁ 〓＝K _P 〓 ₁₁ ΔΨ＋K _I 〓 ₁₁ ∫ΔΨdt ＋K _D 〓 ₁₁ d/dt(Ψ) …(12) Note that it is set that _KP 〓 ₁₁ , K _I 〓 ₁₁ , K _D 〓 ₁₁ <0 .

Now, when the vessel 1 receives a disturbance S from the right front as shown in Figure 19a, the heading changes and the heading deviation ΔΨ becomes ΔΨ<0, and from equations (11) and (12), the first heading The required signals ₁ 〓, θ ₁ 〓 for the thrust vector of the swing type propeller 21 are as follows: ₁ 〓>0, θ ₁ 〓>0.

Therefore, the thrust vector of the first oscillating propeller 21 occurs within the first quadrant as shown in FIG. 19a, and a thrust vector that returns the ship's heading to its original direction is realized.

Next, when the ship 1 receives a disturbance S from the front left, the azimuth deviation ΔΨ becomes ΔΨ>0, and from equations (11) and (12), the required signal ₁ 〓, θ ₁ 〓 becomes ₁ 〓 < 0, θ ₁ 〓 < 0.

Therefore, the thrust vector of the first oscillating propeller 21 occurs in the fourth quadrant as shown by the broken arrow in FIG. 19b, and this thrust vector causes the azimuth deviation to increase further. . In order to restore the ship's heading, _a thrust vector shown by the solid arrow in FIG. It is necessary to convert the sign of the competency requirement signal ₁ 〓.

Therefore, the tenth PID controller 317
When the turning angle detection signal θ ₁ of the oscillating propeller 21 is negative, when the sign of the thrust amount request signal ₁ 〓 is converted and output, the thrust vector shown by the solid line arrow in FIG. This can be realized in the oscillating propeller 21, and changes in the ship's heading due to the disturbance S are corrected.

12th and 13th PID controllers 319, 320
is the azimuth deviation signal ΔΨ and the gyro compass 303
control to output a request signal ₃ 〓 for the thrust amount of the third oscillating propeller 23 and a request signal θ ₃ 〓 for the thrust direction, so that the azimuth deviation ΔΨ becomes zero. It is a vessel.

Request signal for the third oscillating propeller 23
₃ 〓, θ ₃ 〓 are as shown in equations (13) and (14).

₃ 〓＝K _P 〓 ₁₂ ΔΨ＋K _I 〓 ₁₂ ∫ΔΨdt +K _D 〓 ₁₂ d/dt(Ψ) ...(13) Note that it is set that _KP 〓 ₁₂ , K _I 〓 ₁₂ , K _D 〓 ₁₂ >0.

θ ₃ 〓＝K _P 〓 ₁₃ ΔΨ＋K _I 〓 ₁₃ ∫ΔΨdt ＋K _D 〓 ₁₃ d/dt(Ψ) …(14) Note that it is set that _KP 〓 ₁₃ , K _I 〓 ₁₃ , K _D 〓 ₁₃ <0 .

Now, when the vessel 1 receives a disturbance S from the front right as shown in Figure 20a, the heading changes and the heading deviation ΔΨ becomes ΔΨ<0, and from equations (13) and (14), the third heading The required signals ₃ 〓, θ ₃ 〓 for the thrust vector of the swing type propeller 23 are as follows: ₃ 〓<0, θ ₃ 〓>0.

Therefore, the thrust vector of the third oscillating propeller 23 is generated in the third quadrant as shown in FIG.

Next, when the ship 1 receives a disturbance S from the front left, the azimuth deviation ΔΨ becomes ΔΨ>0, and from equations (13) and (14), the request signal ₃ for the thrust vector of the third oscillating propeller 23 , θ ₃ 〓 is ₃ 〓 > 0, θ ₃ 〓 < 0
become that way.

Therefore, the thrust vector of the third oscillating propeller 23 occurs within the second quadrant, as shown by the dashed arrow in FIG. . However, in order to return the ship's heading to its original direction, a thrust vector _shown by the solid arrow in FIG. It is necessary to convert the sign of the thrust amount request signal ₃ 〓.

Therefore, the twelfth PID controller 319
When the turning angle detection signal θ ₃ of the oscillating propeller 23 is negative, when the sign of the thrust amount request signal ₃ 〓 is converted and output, the thrust vector shown by the solid line arrow in FIG. This can be realized in the oscillating propeller 23 of the present invention, and changes in the ship's heading due to disturbances are corrected.

Note that the second integral term in equations (11) to (14) is
The ship 1 returns to the set orientation and the orientation deviation ΔΨ is zero (at this time, the request signal based on the first term becomes zero).
However, the third term in equations (11) to (14) above plays the role of outputting a request signal so that each oscillating propeller continues to maintain a thrust vector capable of resisting disturbances such as wind and current. The differential term has a control effect on the thrust vector of each propeller so that when the ship 1 is returning to the set heading due to the thrust vector of each propeller, it does not go too far beyond the set heading, thereby realizing stable heading control. It is a term that plays a role.

The first adder 321 is connected to the fourth PID controller 31
It inputs the output signals of the 1st and 10th PID controllers 317 and outputs the addition result _1A of the following equation (15).

_1A = _1Y + ₁ 〓=K _PY4 Δy ₀ +K _IY4 ∫Δy ₀ dt＋K _DY4
d/dt(Δy ₀ )＋K _P 〓 ₁₀ ΔΨ＋K _I 〓 ₁₀ ∫ΔΨdt＋K _D 〓 ₁₀
d/dt(Ψ)
...(15) In addition, the first code converter 322 converts the first sign converter 322 into the first sign converter 322 when the turning angle of the first oscillating propeller 21 is negative, that is, when the thrust vector is directed to the left. By converting the sign of the request signal _1A for the amount of thrust of the oscillating propeller 21, a thrust vector is realized that allows the first oscillating propeller 21 to effectively correct the positional deviation Δy ₀ and the azimuth deviation ΔΨ. It has the role of

Therefore, the first code converter 322
When the turning angle detection signal θ ₁ is negative, the first addition If the turning angle detection signal θ ₁ is positive, the sign of the output signal of the first adder 321 is not converted and is output as is.

The second adder 323 is connected to the first PID controller 30
8 and the first code converter 322, and outputs the addition result of the following equation (16) as a request signal _1d for the amount of thrust of the first oscillating propeller 21.

_1d = K _PX1 Δx ₀ +K _IX1 ∫Δx ₀ dt+K _DX1 d/dt (Δx ₀ )
±｛K _PY4 Δy ₀ +K _IY4 ∫Δy ₀ dt＋K _DY4 d/dt(Δy ₀ ) +K _P 〓 ₁₀ ΔΨ＋K _I 〓 ₁₀ ∫ΔΨdt＋K _D 〓 ₁₀ d/dt(
Ψ)}...(16) Here, when θ ₁ > 0, select the + sign and θ ₁
When <0, - sign shall be selected.

Note that the first to third terms in the above equation (16) mean that by changing the amount of thrust of the first oscillating propeller 21 against disturbances such as wind and current, the positional deviation Δx ₀ of the ship 1 is The 4th to 6th terms are the terms that play the role of making the positional deviation Δy ₀ zero, and the 7th to 9th terms are the terms that play the role of making the azimuth deviation ΔΨ zero. This is a term that plays the role of

Further, the selection of the code in the above equation (16) is performed by the above-mentioned first code converter 322.

The first automatic manual switching device 324 replaces the existing first automatic manual switching device 324.
The blade angle handle 100 and the output signal of the second adder 323 are input, and by switching according to the driving mode desired by the operator, either signal can be output.

Further, the first blade angle servo mechanism 101 adjusts the thrust amount ₁ of the first oscillating propeller 21 based on the output signal of the first automatic manual switching device 324.

The third adder 325 is connected to the fifth PID controller 31
2 and the output signal of the eleventh PID controller 318 as input, the addition result of the following equation (17) is output as the request signal θ _1d for the thrust direction of the first oscillating propeller 21. .

θ _1d = K _PY5 Δy ₀ +K _IY5 ∫Δy ₀ dt+K _DY5 d/dt (Δy ₀ )
＋K _P 〓 ₁₁ ΔΨ＋K _I 〓 ₁₁ ∫ΔΨdt＋K _D 〓 ₁₁ d/dt(Ψ)…
(17) Note that the first to third terms in the above equation (17) are terms that play the role of making the positional deviation Δy ₀ zero, and the fourth to sixth terms
The term is a term that plays the role of making the azimuth deviation ΔΨ zero.

The second automatic manual switching device 326 replaces the existing first
By inputting the output signals from the turning angle handle 102 and the third adder 325, the operator can output either signal by switching according to the desired driving mode.

Further, the first turning angle servo mechanism 103
The turning angle θ ₁ of the first oscillating propeller 21 is adjusted using the output signal of the automatic manual switching device 326 as input.

The first turning angle detector 327 detects the turning angle θ ₁ of the first oscillating propeller 21, and this turning angle detection signal θ ₁ is sent to the above-mentioned first code converter 322.
is input.

The second sign converter 328 converts the second oscillating propeller 22 output from the sixth PID controller 313 when the turning angle of the second oscillating propeller 22 is negative, that is, when the thrust vector is directed to the left. It has the role of converting the sign of the request signal _2Y for the thrust amount to realize a thrust vector for the second oscillating propeller 22 that can effectively correct the positional deviation Δy ₀ .

Therefore, the second code converter 328
Each output signal of a PID controller 313 and a second turning angle detector 322 for the second oscillating propeller 22 (described later) is input, and when the turning angle detection signal θ ₂ is negative, the sixth PID The sign of the output signal of the controller 313 is converted and outputted, and if the turning angle detection signal θ ₂ is positive, the sign of the output signal of the sixth PID controller 313 is not converted and is output as is.

The fourth adder 329 is connected to the second PID controller 30
9 and the second code converter 328 as inputs, and outputs the addition result of the following equation (18) as a request signal _2d for the amount of thrust of the second oscillating propeller 22.

_2d = K _PX2 Δx ₀ +K _IX2 ∫Δx ₀ dt+K _DX2 d/dt (Δx ₀ )
±{K _PY6 Δy ₀ +K _IY6 ∫Δy ₀ dt＋K _DY6 d/dt(Δy ₀ )}...
(18) Here, when θ ₂ >0, select + sign and θ ₂
When <0, - sign shall be selected.

Note that the first to third terms in the above equation (18) are
By changing the amount of thrust of the second oscillating propeller 22 in response to disturbances such as wind and current, the ship 1
This term plays the role of performing stable position control so that the position correction Δx ₀ of becomes zero, and the fourth to sixth terms are the terms that play the role of making the position deviation Δy ₀ zero.

Further, the selection of the code in equation (18) is performed by the second code converter 328 described above.

The third automatic manual switching device 330 replaces the existing second automatic manual switching device 330.
The output signal from the wing angle handle 104 and the fourth adder 329 are input, and by switching according to the driving mode desired by the operator, either signal can be output.

Further, the second blade angle servo mechanism 105 adjusts the thrust amount ₂ of the second oscillating propeller 22 based on the output signal of the third automatic manual switching device 330.

The fourth automatic manual switching device 331 replaces the existing second
rotation angle handle 106 and seventh PID controller 31
By inputting the output signals 4 and 4 and switching according to the driving mode desired by the operator, either signal can be output.

Further, the second turning angle servo mechanism 107
The turning angle θ ₂ of the second oscillating propeller 22 is adjusted using the output signal of the automatic manual switching device 331 as input.

The second turning angle detector 332 detects the turning angle θ ₂ of the second oscillating propeller 22, and this turning angle detection signal θ ₂ is sent to the above-mentioned second code converter 328.
is input.

The fifth adder 333 is connected to the eighth PID controller 31
5 and the twelfth PID controller 319 as inputs, and outputs the addition result _5A of the following equation (19).

_5A = _2Y + ₂ 〓=K _PY8 Δy ₀ +K _IY8 ∫Δy ₀ dt＋K _DY8
d／dt(Δy ₀ )＋K _P 〓 ₁₂ ΔΨ＋K _I 〓 ₁₂ ∫ΔΨdt＋K _D 〓 ₁₂
d/dt(Ψ)
...(19) The third code converter 334 plays the same role for the third oscillating propeller 23 as the first code converter 322 for the first oscillating propeller 21, and is a fifth adder. 333 and a third swing angle detector 339 for the third oscillating propeller 23, which will be described later.
When the turning angle detection signal θ ₃ is negative, the sign of the output signal of the fifth adder 333 is converted and output, and when the turning angle detection signal θ ₃ is positive, The sign of the output signal of the fifth adder 333 is not converted and is output as is.

The sixth adder 335 is connected to the third PID controller 31
0 and the output signal of the third code converter 334 as inputs, the addition result of the following equation (20) is output as a request signal _3d for the amount of thrust of the third oscillating propeller 23.

_3d = K _PX3 Δx ₀ +K _IX3 ∫Δx ₀ dt+K _DX3 d/dt (Δx ₀ )
±｛K _PY8 Δy ₀ +K _IY8 ∫Δy ₀ dt＋K _DY8 d/dt(Δy ₀ ) +K _P 〓 ₁₂ ΔΨ＋K _I 〓 ₁₂ ∫ΔΨdt＋K _D 〓 ₁₂ d/dt(
Ψ)}...(20) Here, when θ ₃ > 0, select + sign and θ ₃
When <0, - sign shall be selected.

Note that the first to third terms in the above equation (20) are terms that play a role in reducing the positional deviation Δx ₀ to zero by changing the amount of thrust of the third oscillating propeller 23 in response to disturbances. The fourth to sixth terms serve to make the positional deviation Δy ₀ zero, and the seventh term
The 9th term is a term that plays a role in making the azimuth deviation ΔΨ zero.

Further, the selection of the code in the above equation (20) is performed by the above-mentioned third code converter 334.

The fifth automatic manual switching device 336 replaces the existing third automatic manual switching device 336.
By inputting the output signals from the wing angle handle 108 and the sixth adder 335, either signal can be output by switching according to the driving mode desired by the operator.

Further, the third blade angle servo mechanism 109 adjusts the thrust amount ₃ of the third oscillating propeller 23 based on the output signal of the fifth automatic manual switching device 336.

The seventh adder 337 is connected to the ninth PID controller 31
The output signals of the PID controller 6 and the thirteenth PID controller 320 are inputted, and the addition result of the following equation (21) is output as a request signal θ _3d for the thrust direction of the third oscillating propeller 23.

θ _3d = K _PY9 Δy ₀ +K _IY9 ∫Δy ₀ dt+K _DY9 d/dt (Δy ₀ )
＋K _P 〓 ₁₃ ΔΨ＋K _I 〓 ₁₃ ∫ΔΨdt＋K _D 〓 ₁₃ d/dt(Ψ)…
(21) In addition, the first to third terms in the above equation (21) have the role of making the positional deviation Δy ₀ zero, and the fourth to sixth terms have the role of making the azimuth deviation ΔΨ zero, respectively. .

The sixth automatic manual switching device 338 replaces the existing third
By inputting the output signals from the turning angle handle 110 and the seventh adder 337, the operator can output either signal by switching according to the desired driving mode.

Further, the third turning angle servo mechanism 111 adjusts the turning angle θ ₃ of the third oscillating propeller 23 based on the output signal of the sixth automatic manual device 338.

The third turning angle detector 339 detects the turning angle θ ₃ of the third oscillating propeller 23, and this turning angle detection signal θ ₃ is transmitted to the third code converter 334.
is input.

By the way, this device can be easily used as a fixed position holding device for the ship 1 even when the ship 1 is subjected to a disturbance S from behind, as shown in FIGS. 21a and 21b.

Figure 21a shows the case where the disturbance S is received from the rear right of the hull, and Figure 21b shows the case where the disturbance S is received from the rear left of the hull, but in this case, the first , second oscillating propeller 21,
22 and a third oscillating propeller 23 on the bow side, each oscillating propeller 21, 22, 23 has thrust vectors T ₁ , T ₂ as shown in FIGS. 21a and 21b. , T ₃ , it is possible to maintain the fixed position of the ship 1 even in the face of disturbance S from the rear of the ship.

That is, as shown in FIG. 21, when the ship 1 receives a disturbance S from the rear of the hull, the output signal of the second adder 323 is sent to the blade of the first oscillating propeller 21 using this device shown in FIG. The output signal of the third adder 325 is used as a turning angle request signal for the first oscillating propeller 21.

Next, the output signal of the fourth adder 329 is used as the blade angle request signal for the second oscillating propeller 22, and the output signal of the seventh PID controller 314 is used as the turning angle request signal for the second oscillating propeller 22. Use as a request signal.

Further, the output signal of the sixth adder 335 is used as a blade angle request signal for the third oscillating propeller 23, and the output signal of the seventh adder 337 is used as a turning angle request signal for the third oscillating propeller 23. do.

In reality, it is not known which direction the disturbance S will act on the hull, so two oscillating propellers are installed on the bow side and two on the stern side, and they can be controlled by operating switches as appropriate depending on the direction of the disturbance. good.

As described above, by outputting the output signal of this device as a control command to an appropriate oscillating propeller depending on the direction of the disturbance S, it is possible to maintain the large ship 1 in a fixed position in all disturbance directions. can.

Next, a simulation example of this device will be shown.

Figure 22 shows the performance simulation results when this device was used to control the fixed position of the ship 1 when the ship 1 received a wind disturbance with a wind speed of 25 m/sec from 10 degrees forward to the right. It is a graph.

The target ship has a length of 151m, a width of 27m, and a displacement.
20836t, 1st and 3rd oscillating propeller 2
1 and 23 are located at a distance of 64 m from the ship's center of gravity G, and the second oscillating propeller 22 is located at a distance of 37 m from the ship's center of gravity G.

Figure 22a is a graph showing the temporal change in wind speed. From this graph, the wind speed ranges from 0 to 25 m/s in 10 seconds.
It can be seen that sec has been reached.

Figure 22b is a graph showing temporal changes in the position and heading of the vessel 1 when subjected to the wind disturbance shown in Figure 22a. From this graph, the longitudinal direction (x0 _axis direction) of the vessel 1 The amount of surge (solid line), which is movement, reaches a maximum of 5.6 m, and the amount of sway (dashed line), which is movement in the left-right direction (y ₀ axis direction), reaches a maximum of 2.3 m.
It can be seen that it takes about 4 minutes to return to the original position. In addition, the heading direction of vessel 1 (indicated by ○ in the diagram)
It can be seen that the angle changes to the left by a maximum of about 2 degrees, but it takes about 3 minutes to return to its original orientation.

From the above, it can be seen that the ship 1 returns to its original state in about 4 minutes when it receives the step-like wind disturbance shown in FIG. 22a.

Figures 22c to 22h show the first, second, and third oscillating propellers used to restore the original position and orientation of the ship 1 when it receives the step-like wind disturbance shown in Figure 22a. 21 is a graph showing the time course of thrust vectors generated by 21, 22, and 23.

Figures 22c and d are both graphs showing changes in the thrust vector T1 of the first oscillating propeller ₂₁ located on the bow side of the ship 1, and the solid line in Figure 22c shows the propeller blade angle characteristics. In addition, the broken line shows the turning angle characteristic, the solid line in FIG. 22d shows the characteristic of the thrust magnitude, and the broken line shows the propeller consumption horsepower characteristic.

The first oscillating propeller 21 has a propeller blade angle that generates forward thrust as shown by the solid line in Figure 22c, and a rightward turning angle as shown by the broken line in Figure 22c. As a result, a rightward forward thrust vector T ₁ as shown in Fig. 23 is generated,
The position and orientation of the ship 1 have been returned to their original positions and are being stabilized.

Figures 22e and 22f are graphs showing temporal changes in the thrust vector _T2 of the second oscillating propeller 22 located on the bow side of the ship 1, and the solid line in Figure 22e indicates the propeller blade angle. The broken line shows the turning angle characteristic, the solid line in FIG. 22f shows the thrust magnitude characteristic, and the broken line shows the propeller consumption horsepower characteristic.

The second oscillating propeller 22 generates a forward thrust to the right as shown in FIG. 22 e, and generates a forward thrust vector T ₂ as shown in FIG. I have put it back and fixed it.

Figures 22g and 22h are graphs showing temporal changes in the thrust vector T3 of the third oscillating propeller ₂₃ located on the stern side of the ship 1, and the solid line in Figure 22g is the propeller blade angle. In addition to showing the characteristics, the broken line shows the turning angle characteristic, the solid line in FIG. 22h shows the characteristic of the thrust magnitude, and the broken line shows the propeller consumption horsepower characteristic.

The third oscillating propeller 23 generates a reverse thrust to the right as shown in FIG. 22g, and generates a reverse thrust vector _T3 as shown in FIG. I have put it back and fixed it.

In addition, Fig. 23 shows the wind disturbance (wind speed 25
m/sec, wind direction 10 degrees to the right), the first, second and third oscillating propellers 21, 22, 2
3 is a diagram showing the settling state of the thrust vector of No. 3. FIG.

The first oscillating propeller 21 generates a forward thrust of 10.8t in the direction of θ ₁ = 18.3 degrees from the hull centerline,
The second oscillating propeller 22 generates a forward thrust of 12.3 t in the direction of θ ₂ = 24.4 degrees from the hull centerline, and the third oscillating propeller 23 generates a backward thrust of 4.2 t in the direction θ 2 = 24.4 degrees from the hull centerline. ₃ Occurs in the direction of 10.0 degrees.

On the other hand, the resistance vector applied to the hull due to wind disturbance
F _T has a size of 19.4t and is forward of the ship's center of gravity G.
It has a point of application O at a position of 40.4 m, and is oriented in a direction that makes an angle α = 28.4 degrees with the hull centerline.

The thrust vector T ₁₂ is the resultant force vector of the thrust forces T ₁ and T ₂ generated by the first and second oscillating propellers 21 and 22, and its size is approximately 9.1 t, and the magnitude is approximately 9.1 t.
The point of application P is located 48m further forward.

Therefore, the point of action O of the resistance force F _T is behind the point of action P of the resultant force vector T ₁₂ of the thrust generated by the first and second oscillating propellers 21 and 22, and as mentioned above, 1 stable azimuth control is being performed.

In addition, in FIG. 23, the third oscillating propeller 23
Since the generated thrust is the backward thrust,
The azimuth stability is increased during the fixed position maintenance control of the ship 1.

In this device shown in FIG. 11, the second oscillating propeller 22 does not contribute to the direction control of the ship 1. This is the resistance force vector as shown in Figure 23.
Since the point of action O of F _T is forward of the center point of the second oscillating propeller 22, the second
This is because the thrust vector T ₂ of the oscillating propeller 22 itself makes the direction of the ship 1 unstable.

Therefore, when the ship 1 receives a step-like wind disturbance from the right front as shown in FIG. 22a, the thrust vector as shown in FIG. The thrust vectors are generated in the propellers 21, 22, and 23, respectively, and the combination of thrust vectors matches the combination of thrust vectors that enables the ship 1 to be stably maintained in a fixed position as shown in FIG. It can be seen that this is effective as a fixed position maintenance control device for the ship 1.

Figure 24 is a graph showing the performance simulation results when this device was used to control the fixed position of the vessel 1 when the vessel 1 received a tidal current disturbance with a current velocity of 3 kt from 10 degrees forward to the right. be.

Figure 24a is a graph showing the temporal change in tidal current velocity.From this graph, the current velocity changes from 0 to 0 in 30 seconds.
You can see that it reaches 3kt.

Figure 24b is a graph showing temporal changes in the position and heading of the vessel 1 when subjected to the tidal disturbance shown in Figure 24a. From this graph, the movement of the vessel 1 in the longitudinal direction (x ₀ axis direction) The surge amount (solid line) reaches a maximum of approximately 4.5 m, and the sway amount (dashed line), which is the movement of the vessel 1 in the left-right direction (y ₀ axis direction), reaches a maximum of 2.7 m.
It can be seen that it takes about 4.5 minutes to reach m and return to the original position. Note that the heading of Vessel 1 (indicated by a circle in the diagram) changes to the left by a maximum of approximately 1 degree;
It can also be seen that it takes about 2.5 minutes to return to the original position.

From the above, it can be seen that the ship 1 returns to its original state in about 4.5 minutes when it receives the tidal flow disturbance shown in Figure 24a.

24c to 24h show that the first, second, and third oscillating propellers 21, 22 and 23 are graphs showing the time course of the thrust vectors generated.

Figures 24c and d are both graphs showing changes in the thrust vector _T1 of the first oscillating propeller 21. The solid line in Figure 22c represents the propeller blade angle characteristic, and the broken line represents the turning angle characteristic. The second
The solid line in FIG. 4d shows the characteristics of the thrust magnitude, and the broken line shows the propeller consumption horsepower characteristics.

The first oscillating propeller 21 has a propeller blade angle that generates forward thrust as shown by the solid line in Figure 24c, and a rightward turning angle as shown by the broken line in Figure 24c. As a result, a rightward forward thrust T ₁ as shown in Fig. 25 is generated, and the ship 1
The position and orientation of the ship have been restored and settled.

Figures 24e and 24f are graphs showing temporal changes in the thrust vector T ₂ of the second oscillating propeller 22, where the solid line in Figure 24e represents the propeller blade angle characteristics, and the broken line represents the turning angle. The solid line in FIG. 24f shows the thrust magnitude characteristic, and the broken line shows the propeller consumption horsepower characteristic.

The second oscillating propeller 22 generates a forward thrust to the right as shown in FIG. 24e, and generates a forward thrust vector _T2 as shown in FIG. It's being restored.

Figures 24g and 24h are graphs showing temporal changes in the thrust vector T ₃ of the third oscillating propeller 23. The solid line in Figure 24g shows the propeller blade angle characteristics, and the broken line shows the turning angle. The solid line in FIG. 24h shows the thrust magnitude characteristic, and the broken line shows the propeller consumption horsepower characteristic.

The third oscillating propeller 23 generates a reverse thrust to the right as shown in FIG. 24g, and generates a reverse thrust vector _T3 as shown in FIG. It's being restored.

Furthermore, Figure 25 shows the first and second waves when subjected to the tidal flow disturbance shown in Figure 24a (flow velocity 3kt, direction 10 degrees to the right).
and third oscillating propeller 21, 22, 23
It is a figure showing the settling state of the thrust vector of.

The first oscillating propeller 21 generates a forward thrust of 5.7t in the direction of θ ₁ = 25.5 degrees from the hull centerline, and the second oscillating propeller 22 generates a forward thrust of 8.7t from the hull centerline θ ₂ = 29.1 degrees, and the third oscillating propeller 23 generates an astern thrust of 8.1 t in a direction of θ ₃ = 11.5 degrees from the hull centerline.

On the other hand, the resistance force vector F _T that the hull is subjected to due to tidal current disturbance has a magnitude of 9.3t, has a point of action O at a position 25.8m forward of the ship's center of gravity G, and makes an angle α = 62.4 degrees with the hull centerline. facing the direction.

The thrust vector T ₁₂ is the resultant force vector of the thrust forces T ₁ and T ₂ generated by the first and second oscillating propellers 21 and 22, and its size is approximately 5.8 t, acting at a position 46.7 m forward of the ship's center of gravity G. It has a point P.

Therefore, the point of action O of the resistance force vector F _T is behind the point of action P of the resultant force vector T ₁₂ of the thrust generated by the first and second oscillating propellers 21 and 22, and as described above, Stable azimuth control of the ship 1 is being performed.

In addition, in FIG. 25, the third oscillating propeller 23
Since the generated thrust is the backward thrust,
The azimuth stability is increased when controlling the ship 1 to maintain a fixed position.

In addition, since the point of action O of the resistance force F _T due to wind disturbance in Fig. 23 is farther from the center of gravity of the ship than the point of action O of the resistance force F _T due to tidal flow disturbance in Fig. 25 and closer to the bow, the fixed position of the ship 1 is maintained. When controlling, ship 1
It can be seen that the azimuth stability is better when subjected to tidal flow disturbance than when subjected to wind disturbance, assuming the disturbance direction is the same.

Furthermore, as the disturbance direction Ψ _D increases, that is, as the ship 1 receives disturbance from the side, the resistance force increases.
Since the point of action O of F _T approaches the ship's center of gravity G from the bow side, it can be seen that when controlling the ship 1 to maintain a fixed position, the azimuth stability of the ship 1 increases and the control performance improves.

From the above results, it can be seen that the device is effective as a position control device for ships against wind and tidal current disturbances.

When using this device with an oscillating fixed-blade propeller that adjusts the thrust based on the rotation speed, a propeller rotation speed servo mechanism can be used instead of the blade angle servo mechanism to adjust the thrust using the variable blade. The same effects as the above-mentioned oscillating propeller can be achieved. This device also uses DDC (Direct Digital Control) instead of a control computer.
This can also be achieved by using a method.

In addition, the 10th to 13th PID controllers 317, 318,
Only the output ΔΨ of the third subtractor 306 may be input to 319 and 320, and in this case, the D operation is also performed based on the information ΔΨ.

As described in detail above, according to the automatic position control device for ships of the present invention, the three ships are automatically moved in response to disturbances such as wind and current without the operator having to operate the wing angle handle or the turning angle handle. The thrust vector of the oscillating propeller can be adjusted, which has the advantage of greatly improving maneuverability and reliability.

[Brief explanation of drawings]

Figures 1 to 4 show a ship having oscillating propellers at the bow and stern, respectively. Figure 1 is a side view of the ship, Figure 2 is a schematic diagram showing the arrangement of the oscillating propellers, 4 are schematic diagrams for explaining their functions, FIG. 5 is an overall configuration diagram showing the conventional position control means of a ship, and FIG.
Figures a, b, Figures 7 a to c, Figures 8, 9 and 10 are explanatory diagrams necessary to understand stable position control, and Figures 11 to 25 are illustrations of the present invention. This figure shows an automatic position control system for a ship as an embodiment of the present invention.
The figure is an explanatory diagram showing the predetermined space-fixed coordinate system, Figures 13a to d are schematic diagrams to explain the thrust of the first oscillating propeller, which is displayed as a vector, and Figure 14. is an explanatory diagram of the first positional deviation signal of the positional deviation converter, FIG. 15 is an explanatory diagram of the second positional deviation signal of the positional deviation converter, FIGS. 16a, b, and 17a. , b, Fig. 18 a, b, Fig. 19 a, b, 2nd
Figures 0a and b and Figures 21a and b are schematic diagrams for explaining their effects, Figures 22a to h are graphs showing the simulation results, and Figure 23 shows the conditions of the above simulation. FIGS. 24A to 24H are schematic diagrams for explaining the results of other simulations, and FIG. 25 is a schematic diagram for explaining the conditions of the other simulations. 1... Ship, 21, 22, 23... First, second, third oscillating propeller, 300... Position setting device, 3
01... Orientation setter, 302... Position detector, 303
...Gyroscope as a direction detector, 304
...First subtractor, 305...Second subtractor, 306
...Third subtractor, 307...Position deviation converter, 30
8...First PID controller, 309...Second PID controller, 310...Third PID controller, 311...Fourth PID controller
PID controller, 312...Fifth PID controller, 313
...Sixth PID controller, 314...Seventh PID controller, 315...Eighth PID controller, 316...Ninth PID controller
PID controller, 317...10th PID controller, 318
...11th PID controller, 319...12th PID controller, 320...13th PID controller, 321...1st adder, 322...1st code converter, 323...2nd adder , 324...first automatic manual switch, 3
25...Third adder, 326...Second automatic manual switch, 327...First turning angle detector, 328...Second code converter, 329...Fourth adder, 330
...Third automatic manual switch, 331...Fourth automatic manual switch, 332...Second turning angle detector, 333
...Fifth adder, 334...Third code converter, 3
35...Sixth adder, 336...Fifth automatic manual switch, 337...Seventh adder, 338...Sixth automatic/manual switch, 339...Third turning angle detector.

Claims (1)

[Claims] 1. A predetermined space in a ship equipped with first and second oscillating propellers 21, 22 on either the bow side or the stern side, and a third oscillating propeller 23 on the other side. The position coordinates of the ship in a fixed coordinate system (x,
y), a position setting device 300 that outputs position coordinate signals x _S and y _S of the position to be set in the coordinate system, an azimuth detection section 303 that detects the azimuth Ψ of the vessel, a first subtractor 304 to which the output x _S of the position detector ₃₀₀ and the output x of the position detector 302 are input; A second subtractor 305 receives the output y _S of the position detector 300 and the output y of the position detector 302, and the output Ψ _S of the orientation setter 301 and the output Ψ of the orientation detector 303. The outputs Δx, Δy of the first and second subtracters 304 and 305 and the output Ψ _S of the azimuth setter 301 are inputted to the third subtracter 306, and the position in the set azimuth direction is input. A position deviation converter 307 that outputs a deviation signal Δx ₀ and a position deviation signal _{Δy 0} in a direction perpendicular to the set azimuth, and first to third
PID controllers 308, 309, 310 and the second position deviation signal output Δy ₀ of the position deviation converter 307
The fourth to ninth PID controllers 311, 3 to which are input
12, 313, 314, 315, 316, and tenth to thirteenth PID controllers 317, 318, to which at least the output ΔΨ of the third subtracter 306 is input.
319, 320, and the fourth PID controller 311
and the output of the tenth PID controller 317, and the first adder 321 receives the output of the tenth PID controller 317, and the first adder 321 receives the output of the tenth PID controller 317, and A first controller capable of detecting the turning angle of the oscillating propeller 21 and outputting it as positive when the turning angle is to the right and negative when the turning angle is to the left.
The output θ ₁ of the first turning angle detector 327 and the output of the first adder 321 are respectively input, and the output signal of the first turning angle detector 327 is If it is negative, the sign of the output signal of the first adder 321 is converted and output; if the output signal of the first turning angle detector 327 is positive, the output signal of the first adder 321 is output. A first code converter 322 that outputs the code as it is without converting it.
and a second PID controller to which the output of the first PID controller 308 and the output of the first code converter 322 are input.
the adder 323, the first blade angle servo mechanism 101 to which the output of the second adder 323 is input, the output of the fifth PID controller 312 and the eleventh adder 323;
a third adder 325 to which the output of the PID controller 318 is input; a first turning angle servo mechanism 103 to which the output of the third adder 325 is input; and the first oscillating propeller. A second oscillating propeller 21 that detects the turning angle of the second oscillating propeller 22 located closer to the center of the ship and outputs a positive signal when the turning angle is to the right and a negative signal when the turning angle is to the left. of the turning angle detector 332, the output θ ₂ of the second turning angle detector 332, and the sixth PID controller 313.
If the output signal of the second turning angle detector 332 is negative, the sixth
The sign of the output signal of the sixth PID controller 313 is converted and outputted, and when the output signal of the second turning angle detector 332 is positive, the sign of the output signal of the sixth PID controller 313 is converted. a second code converter 328 that outputs the output as is; and the second PID controller 30.
a fourth adder 329 to which the output of 9 and the output of the second code converter 328 are input; a second blade angle servo mechanism 105 to which the output of the fourth adder 329 is input; A second turning angle servo mechanism 107 to which the output of the seventh PID controller 314 is input.
and the output of the eighth PID controller 315 and the output of the eighth PID controller 315.
The output of the 12 PID controllers 319 is inputted to the fifth
an adder 333, and a third turning angle that can detect the turning angle of the third oscillating propeller 23 and output it as positive when the turning angle is rightward and negative when the turning angle is leftward. Detector 339, the output θ ₃ of the third turning angle detector 339, and the fifth adder 3
If the output signal of the third turning angle detector 339 is negative, the sign of the output signal of the fifth adder 333 is converted and output, and the third turning angle detector 339 converts the sign of the output signal of the fifth adder 333 and outputs it. When the output signal of the angle detector 339 is positive, a third sign converter 334 outputs the output signal of the fifth adder 333 as it is without converting the sign; and a third PID controller 310. a sixth adder 335 to which the output and the output of the third code converter 334 are input; a third blade angle servo mechanism 109 to which the output of the sixth adder 335 is input; a seventh adder 337 to which the output of the No. 9 PID controller 316 and the output of the thirteenth PID controller 320 are input;
A third turning angle servo mechanism 11 receives the output of
1. An automatic position control device for a ship, characterized in that: