JPH0251798B2 - - Google Patents

Description

[Detailed description of the invention] TECHNICAL FIELD The present invention relates to a ship operating device.

2. Description of the Related Art Conventionally, there have been ships such as stationary ships, work boats, etc. whose purpose is to work on work objects such as equipment on a work platform fixed on the sea or equipment on land. A vessel such as a work boat may be required to maintain the relative position of the vessel and the work object almost constant, with the work object being a roughly fixed point. This type of ship maneuvering was typically performed by the pilot operating each thrust generator and rudder individually. In the prior art, this operation was complicated and placed a heavy burden on the operator. The above operations are normally performed at extremely slow speeds, and when maneuvering at such slow speeds, the forces exerted on the hull by the rudder and each thrust generator, as well as the additional mass and moment of inertia due to the effects of seawater, must be taken into account. It is sufficient.

The purpose of the present invention is to solve the above-mentioned technical problems,
It is an object of the present invention to provide a ship control device that can easily realize a maneuver in which a point fixed in space is the center and the relative positional relationship with this point is maintained almost constant regarding ship maneuvering at extremely low speed. .

To summarize, the present invention provides a steering device for a ship having a plurality of thrust generators and rudders, which includes: a rotation center setting device for setting a rotation center at an arbitrary position; an azimuth controller for commanding rotational force; and a rotation center setting device for setting a rotation center at an arbitrary position. A rotation center command signal derived from the setting device and a turning moment command signal derived from the azimuth controller are received, and the rotational movement according to the turning moment command signal is controlled around the rotation center set by the rotation center setting device. A correction calculator that calculates the composite thrust necessary for rotational motion, a thrust setting device that generates a composite thrust command signal that commands the composite thrust, and a thrust correction signal and thrust derived from this thrust correction calculator. an adder that adds the combined thrust command signal derived from the setting device; and an adder that receives the command signal derived from this adder and the turning moment command signal, and generates the necessary thrust for each thrust generator and rudder. and a thrust distribution calculator that decomposes and distributes command signals, and the device rotates the ship around the rotation center set by the rotation center setting device regardless of the turning moment command. By doing so, it is possible to realize ship maneuvering in which the relative positional relationship between the ship and the rotation center is always kept substantially constant.

FIG. 1 is a diagram for explaining the principle of the present invention. Assume that the hull 100 is initially in the orientation shown by the solid line a, and then is changed to the orientation shown by the broken line b. Despite the movement of the hull 100, the hull 10
It can be seen that the position of the equipment 201 on the workbench 200 as seen from the work equipment 110 fixed on the workbench 200 is approximately constant.

FIG. 2 is a system diagram for operating a ship or the like equipped with the operating device 105 according to an embodiment of the present invention. Hull 1
00 includes the bow thruster 10 of each thrust generating device.
1. It is equipped with a propulsion propeller 102 and a stern thruster 103, and is further equipped with a rudder 104. Each of these thrust generating devices is driven at a constant rotation speed, and the generated thrust can be controlled by changing the blade angle.

FIG. 3 is a block diagram of a control device 105 according to an embodiment of the present invention. The control device 105 includes a thrust setter 1, an azimuth controller 2, a rotation center setter 3, thrust correction calculators 41, 42, adders 51, 52, a thrust distribution calculator 6, thrust controllers 71 to 73, and a rudder. It consists of an angle calculator 8. The thrust setting device 1 includes each thrust generating device 101 to 103 and a rudder 104 connected to the hull 100.
commands the composite thrust, which is the vector sum of the forces applied to This composite thrust command signal includes a signal Xs that commands a component of the composite thrust in the direction of the hull centerline, and a signal Ys that commands a component of the composite thrust in a direction perpendicular to the hull centerline.

The azimuth controller 2 includes an azimuth setting device 21 that commands the azimuth of the hull 100 and an azimuth calculator 22. The azimuth calculator 22 receives the azimuth command signal θs derived from the azimuth setting device 21 via the line l1, and the azimuth signal θ derived from the azimuth detector 106 that detects the azimuth of the hull 100 via the line l2. Then, by calculating the difference between the azimuth command signal θs and the azimuth signal θ, and performing appropriate calculations such as proportionality, differentiation, and integration, the turning moment command signal N is derived to line l3. Turning moment command signal N
The rudder 104 and each thrust generator 101 to 10
The hull 10 caused by the force that 3 applies to the hull 100
This is a signal that commands the turning moment, which is the sum of rotational forces around the zero center of gravity.

The rotation center setting device 3 is connected to the hull 1 as shown in FIG.
In the coordinate system (x, y) moving with 00,
The rotation center P (a, b) is set, and rotation center command signals x ₀ and y ₀ corresponding to the rotation center P (a, b) are respectively derived to lines l4 and l5.

The thrust correction calculator 41 receives the rotation center command signal y ₀ from the rotation center setting device 3 via the line l5,
The thrust correction calculator 42 receives the rotation center command signal x ₀ from the rotation center setting device 3 via the line l4. The thrust correction calculators 41 and 42 also receive the turning moment command signal N via line l3. The thrust correction calculators 41 and 42 convert the rotational movement around the center of gravity caused by the turning moment corresponding to the turning moment command signal N acting on the hull 100 to the rotation center P (a, b) commanded by the rotation center setting device 3. Calculate the combined thrust required for rotational motion.
The thrust correction calculator 41 performs calculations according to the following first equation, and the thrust correction calculator 42 performs calculations shown in the second equation.

ΔX=Mx/Iz・N・y ₀ …(1) ΔY=−My/Iz・N・x ₀ …(2) In the first and second equations, ΔX and ΔY are each correction calculator 41, 42 These are thrust force correction signals derived from lines l6 and l7, respectively. Mx and
In the coordinate system shown in FIG. 4, My is the additional mass given when accelerating in the x- and y-axis directions, and lz is the additional moment of inertia given when the hull 100 is rotated around the center of gravity. ,
Both are given in advance.

The adder 51 receives the thrust correction signal ΔX from the thrust correction calculator 41 via line l6, and receives the composite thrust command signal Xs from the thrust setter 1 via line l8. The adder 51 adds the thrust correction signal ΔX and the composite thrust command signal Xs, and derives the command signal X to the line l10.

The adder 52 receives the thrust correction signal ΔY from the thrust correction calculator 42 via line l7, and receives the composite thrust command signal Ys from the thrust setter 1 via line l9. The adder 52 adds the thrust correction signal ΔY and the composite thrust command signal Ys, and derives the command signal Y to the line l11.

The thrust distribution calculator 6 sends the command signal X to the line l10.
, a command signal Y is received through line l11, and a turning moment command signal N is received through line l11.
Receive via l3. The thrust distribution calculator 6 performs calculations for disassembling and distributing necessary thrust command signals T1s to T4s to each of the thrust generating devices 101 to 103 and the rudder 104. The sum of the components of the thrust command signals T1s to T4s from the thrust distribution calculator 6 in the direction of the hull centerline is equal to the command signal X, and the sum of the components of the thrust command signals T1s to T4s in the direction orthogonal to the hull centerline is the command signal Y. be equivalent to. The turning moment generated when thrust corresponding to each of the thrust command signals T1s to T4s is generated corresponds to the turning moment command signal N.

The thrust controller 71 receives the thrust command signal T1s via the line l12, and derives the blade angle command signal θ1s corresponding to the thrust command signal T1s to the line l16. The thrust controller 72 receives the thrust command signal T2s via the line l13, and derives the blade angle command signal θ2s corresponding to the thrust command signal T2s to the line l7. The thrust controller 73 receives a thrust command signal T3s via line l14.
is received, and a blade angle command signal θ3s corresponding to the thrust command signal T3s is derived to line l18.

The bow thruster 101 receives the wing angle command signal θ1s via the line l16, and applies a thrust force T1 commensurate with the wing angle command signal θ1s to the hull 100. The propulsion propeller 102 applies a thrust T2 to the hull 10 commensurate with the blade angle command signal θ2s received via the line l17.
0. The stern thruster 103 applies a thrust force T3 to the hull 100 commensurate with the wing angle command signal θ3s received via the line l18.

The rudder angle calculator 8 receives the thrust command signal T4s and the rudder 1.
Thrust command signal T2s to the propulsion propeller 102 installed in front of 04 is sent to line l15 and line l13.
the rudder 104 so that the component of the force acting on the rudder 104 in the direction perpendicular to the hull centerline has a magnitude corresponding to the thrust command signal T4s.
The steering angle is calculated, and a steering angle command signal θ4s is derived to line l19.

In this way, each thrust generating device 101 to 10
3 and the rudder 104 control the blade angle and rudder angle according to the respective blade angle command signals θ1s to θ3s and the rudder angle command signal θ4s, thereby generating forces corresponding to the respective thrust command signals T1s to T4s, that is, a thrust distribution calculator. A combined thrust and a turning moment corresponding to the command signals X, Y and the turning moment command signal N given to the hull 100 are applied to the hull 100.

The calculations of the thrust distribution calculator 6 will be explained. As mentioned above, the thrust command signals T1s to T4s are distributed by the thrust distribution calculator 6 so that the sum of the components in the direction of the hull center line of the thrust command signals T1s to T4s is equal to the command signal X, and the thrust command signals T1s to T4s are The turning moment generated when the sum of the components in the direction orthogonal to the line is equal to the command signal Y and the thrust corresponding to each of the thrust command signals T1s to T4s is generated corresponds to the turning moment command signal N. Each thrust command signal
The relationships between T1s to T4s and the command signals X, Y, and N given to the thrust distribution calculator 6 are shown in Equations 3 to 5.

X=T2s...(3) Y=T1s+T3s+T4s...(4) N=l1・Tls+l2・T2s+l3・T3s +l4・T4s...(5) The thrust distribution calculator 6 calculates based on the third to fifth equations above. . In addition, l1 to l4 in the fifth formula
is each thrust generator 101 to 103 and rudder 10
4 indicates a coefficient by which the rotational force generated when a thrust corresponding to each of the thrust command signals T1s to T4s is applied to the hull 100 contributes to the turning moment. 5th formula
l1T1s, l2T2s, l3T3s, l4T4s represent the hull 10 by each thrust generator 101 to 103 and the rudder 104.
It shows the rotational force around the center of gravity of 0. Equations 3 to 5 are linear simultaneous equations for each thrust command signal T1s to T4s, and by solving these equations under appropriate constraint conditions, each command signal X, Y,
Each thrust command signal T1s to T4s corresponding to Z can be obtained. For example, if the sum of the squares of each thrust command signal T1s to T4s is minimized as such a constraint condition, ₄ 〓 ⁱ⁼¹ Tis ² , then the thrust command signal T1s to T4s is 4
×3 matrix T is given by the following formula 6.

T1s T2s T3s T4s=TX Y N (6) Therefore, in this case, the calculation in the thrust distribution calculator 6 is a matrix calculation using a 4×3 matrix given in advance. Furthermore, T4s may be deleted from the fourth and fifth equations, assuming that the rudder has almost no influence since the ship is maneuvered at extremely slow speed.

Ship maneuvering using the maneuvering device 105 will be explained. Combined thrust command signal Xs from thrust setter 1,
Both Ys are set to be zero and are applied to adders 51 and 52, respectively. The turning moment command signal N from the azimuth controller 2 is converted into a thrust correction calculator 4.
1 and 42, respectively. Therefore, the command signals X and Y given to the thrust distribution calculator 6 are as follows:
The relationship between Equation and Equation 8 is obtained.

X=Mx/Iz・y ₀・N…(7) Y=−My/Iz・x ₀・N…(8) In other words, based on the results already explained, the hull 10
0 is acted upon by a composite thrust corresponding to the command signal expressed by the seventh and eighth equations and a turning moment corresponding to the turning moment command signal N. Hull 1 due to these combined thrust and turning moment
The motion of 00 is expressed by the following equations 9 to 11 based on the condition that it is extremely slow.

Mxdu/dt=X (=Mx/Izy ₀・N) …(9) Mydv/dt=Y (=−My/Izx ₀・N) …(10) Iz=dr/dt=N (11) Fig. 4 As shown in , u is the hull centerline position component of the velocity vector V of the hull 100, and v is the hull centerline position component
This is the component of the zero velocity vector V in the direction perpendicular to the hull centerline. r is a turning angular velocity vector for rotating the hull 100 around the center of gravity G. The center of gravity G of the hull 100 rotates in synchronization with the turning angular velocity vector r, resulting in circular motion. That is, the turning center P set by the rotation center setting device 3 becomes a fixed point both in a coordinate system that moves together with the hull 100 as shown in FIG. The relative positional relationship with the rotation center P set in advance by the center setting device 3 remains unchanged. Furthermore, when non-zero composite thrust command signals Xs and Ys are added from the thrust setting device 1, the effect of the composite thrust is added to the rotational motion.

According to the maneuvering device 105 of the embodiment of the present invention, maneuvering that maintains a constant relative positional relationship between the hull 100 and the rotation center P (a, b) set by the rotation center setting device 3 can be easily realized. can. Therefore, equipment on land or equipment fixed at sea is considered to be fixed in space when viewed from the hull 100, and if the position of the equipment is set using the rotation center setting device 3, complicated operations by the operator can be avoided. The relative positional relationship between the hull 100 and the equipment can be kept constant without having to do any work, and the equipment installed on the hull 100 can easily perform work on the equipment.

If there is only input from direction controller 1,
It can be operated using any position as the center of rotation. When the composite thrust command signal is input, the coordinate system (X, Y) itself moves, and the rotation center P also moves by the same amount in the absolute coordinate system. On a crane ship, the tip of the crane is moved over the equipment to be lifted and the position of that equipment is set as the center of rotation. Only the direction can be changed. That is, the composite thrust command signal is used when moving the tip of the crane onto the equipment to be lifted, and is not directly related to the present invention, which changes the center of rotation. In the present invention, the positioning of the crane can be performed separately in parallel movement and rotational direction, and the gist of the present invention is a control device for controlling the rotational direction. The composite thrust command signal is for performing the above-mentioned parallel movement. That is, after controlling the rotational direction according to the present invention, if the target position deviates in terms of parallel movement, a combined thrust command signal is separately input.

In this embodiment, a ship equipped with one each of a bow thruster, a propulsion propeller, a stern thruster, and a rudder has been described, but the present invention is not limited to such a configuration, and can be implemented using other types of thrust generating devices. The same applies when using Additionally, in this embodiment, a thrust generator that manipulates the generated thrust by changing the blade angle was used, but the same effect can be achieved by using a thrust generator that manipulates the generated thrust by changing the rotational speed of the thrust generator. .

The present invention can be realized not only by individually combining existing electrical, electronic, and mechanical calculation elements, but also by having an electronic computer perform some or all of the calculations.

As described above, the present invention is particularly effective when lifting equipment on a workbench fixed on the sea or equipment on land using a crane ship or the like. In other words, if you move the tip of the crane over the equipment to be lifted and set the position of that equipment as the center of rotation, then only the direction of the crane vessel can be changed while leaving the tip of the crane above the equipment to be lifted. become. As a result, the positioning of the crane can be carried out separately for parallel movement and rotational direction, eliminating the need for complicated operations and making the work easier.

[Brief explanation of drawings]

FIG. 1 is a principle diagram of the present invention, FIG. 2 is a system diagram of the operation of a ship etc. equipped with a control device 105 which is an embodiment of the present invention, and FIG. 3 is a diagram showing the control device 105 which is an embodiment of the present invention. The block diagram of FIG. 4 is a principle diagram for explaining one embodiment of the present invention. 2... Azimuth controller, 3... Rotation center setting device, 4
1, 42... Thrust correction calculator, 51, 52... Adder, 6... Thrust distribution calculator, 101... Bow thruster, 102... Propulsion propeller, 103...
Stern thruster, 104... rudder, 105... control device.

Claims (1)

[Scope of Claims] 1. A steering device for a ship having a plurality of thrust generating devices and a rudder, comprising: a rotation center setting device that sets a rotation center at an arbitrary position; an azimuth controller that commands a rotational force; and a direction controller that commands rotational force. A rotational center command signal derived from the center setting device and a turning moment command signal derived from the azimuth controller are received, and rotational movement based on the turning moment command signal is performed around the rotation center set by the rotational center setting device. A correction calculator that calculates the composite thrust required to achieve the rotational motion of an adder for adding together the composite thrust command signal derived from the thrust setter; and an adder for receiving the command signal derived from this adder and the turning moment command signal, A ship operating device characterized by comprising a thrust distribution calculator that decomposes and distributes thrust command signals.