JPH04143885A - Hull motion recording device - Google Patents

Abstract

PURPOSE:To eliminate need to indicate the start/end of recording of the operation condition or the like for veering by detecting the extent of steering and the bow direction change and automatically recording the process, where the extent of steering is reduced to a value smaller than a certain value after exeeding the certain value and the bow direction change is stabilized, as a series of hull motion patterns. CONSTITUTION:Means 11 to 13 which detect the extent of steering, means 14 and 15 which detect the bow direction change, and a means 6 are provided, and this means 6 automatically records the process, where the extent of steering is reduced to a value smaller than the certain value after exceeding the certain value and the bow direction change is stabilized, as a series of hull motion patterns. Consequently, the hull motion condition for veering is automatically recorded in the normal navigation state, and a data base and/or a knowledge base is made based on recorded data. Thus, it is unnecessary to perform the test operation for special hull motion test and to designate start and end times of veering.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of the Invention This invention relates to a ship motion recording device that automatically records the motion characteristics of a ship.

(BL Conventional Technology) When maneuvering a large ship, it is important for safe navigation to know the motion characteristics of the ship's body in advance.

-i, conventionally, maneuverability tests such as turning tests have been conducted on new ships, and the captain or steering amount is determined by referring to the results (turning test report, etc.). Learn the motion characteristics of

fc) Problems to be solved by the invention In recent years, the hull, engine, propulsion device, and steering system of large ships have been optimally designed according to the purpose of use and operation method, and the total displacement has been reduced. Even within the same class of ships, the maneuverability of each ship is becoming significantly different. Furthermore, even if the ship is the same, its maneuverability will vary greatly depending on conditions such as the amount of cargo on board, the degree of deterioration, the adhesion of barnacles, etc. to the hull, as well as conditions such as wind, current, and water depth. It is something. Therefore, the results of maneuverability tests such as conventional turning tests are not necessarily sufficient.
Experience and intuition are required.

However, the Pilotage Act (a system in which a pilot boards a ship and guides it safely) applies when ships enter and leave ports or navigate dangerous waters such as canals or inland seas. Under this system, in compulsory pilotage areas, pilots who are familiar with the conditions in area 5 will be on board, but these pilots have little knowledge of the performance of the vessel they are boarding, and have no direct experience in operating the vessel. Because they did not have one, there were concerns about operating within the compulsory pilotage area.

This invention has found that it is effective to record the movement status of the ship when changing course, obtain necessary data such as new course distance, and create a database or knowledge base that can be reproduced and displayed on the product. An object of the present invention is to provide a ship motion recording device that can automatically record motion conditions during course changes and eliminates the need for recording start/stop instructions.

(d) Means for Solving the Problems A ship motion recording device according to claim (1) of the present invention is a ship motion recording device that measures and records ship motion when changing course, and includes means for detecting a steering amount. a means for detecting a change in the heading of the ship; and a means for automatically recording a series of ship motion patterns from when the steering amount exceeds a certain value until when the steering amount falls below the certain value and the change in the heading becomes stable. It is characterized by having the following.

Further, the ship motion recording device according to claim (2) of the present invention is a ship motion recording device that measures and records the ship motion when changing course, and includes means for detecting a steering amount and a means for detecting a change in the heading of the ship. The present invention is characterized by comprising means and means for automatically recording as a series of ship motion patterns from when the amount of steering exceeds a certain value until when the amount of steering falls below the certain value and a certain period of time has elapsed.

(e+ effect) In the ship maneuvering assist device according to claim (1) of the present invention, the amount of steering and the change in the heading are detected, and when the amount of steering exceeds a certain value, the amount of steering falls below the certain value and the heading changes. A series of ship motion patterns are automatically recorded until the ship becomes stable.

Generally, course change is performed by adding a rudder angle proportional to the turning angular velocity to a rudder angle proportional to the yaw angle. That is, at the start of the course change, the steering amount (actual steering angle or target steering angle) is the largest, and at the end of the course change, the steering angle proportional to the yaw angle and the current rudder also become O. Therefore, with the above configuration, the hull motion from the start point to the end point of the course change is automatically recorded.

In the hull motion recording device according to claim (2), the steering amount and the heading change are detected, and the information is detected from when the steering amount exceeds a certain value to when the steering amount falls below the certain value and a certain period of time has elapsed. A series of hull motion patterns are automatically recorded.

As described above, the amount of steering is small just before the end of the course change, and the point in time after which a certain period of time has elapsed can be regarded as the end point of the course change. Therefore, with the above configuration, a series of ship motion patterns from the starting point to the ending point of the course change are automatically recorded.

(f) Embodiment FIG. 1 shows a block diagram of a ship maneuvering aid device which is an embodiment of the present invention. In FIG. 1, the CPU inputs data and signals to and from each input/output location by executing a program written in advance in the ROM 2.
Operates as a ship maneuvering aid. The RAM 3 stores each data of the database and knowledge base, and is also used as a buffer during various arithmetic processing. This RAM 3 is backed up by a battery and retains its data even when the main power is turned off. The VRAM4 is a display memory, and the CRTC5 performs continuous output control of the VRAM4. The video output circuit 6 creates a video signal from the read signal and
Output to RT7. The CRT 7 displays various displays to assist ship maneuvering, as will be described later. The key interface circuit 8 controls the key manual device 9 and reads the operation contents thereof. The nautical chart memory 10 is a memory in which nautical chart data for a certain sea area is written in advance, and when displaying the own ship's position etc. on a CRT, it is displayed together with the nautical chart based on this data. The interface circuit 21 connects with various input/output devices. The compass 11 measures the heading, and the ring laser gyro 1
2 measures the turning speed when changing direction. The tracking transmitter 13 detects the steering angle.

A ship speedometer 14 measures the ship's speed, and a positioning device 15 measures the position of the own ship using GPS or the like. The tidal current meter 16 specifically measures the direction and speed of the surface current, and the wind direction and speed meter 17 measures the wind direction and speed in the sea area. The water depth gauge 18 measures the depth to the seabed using an ultrasonic depth sounder or the like. The displacement measuring device 19 measures displacement conditions that change depending on the amount of cargo loaded.

Timer 20 generates a time or time reference signal.

FIG. 2 is a waveform diagram of each part of the hull motion recording device corresponding to claim 11 of the present invention. In FIG. 2, the steering signal (a) is a signal representing the actual steering angle or the target steering angle with respect to the steering device. The potential is 0 when the rudder is in its neutral state, it is a positive potential when the rudder rotates to the right, and it becomes a negative potential when the rudder rotates to the left, and its value is proportional to the rudder angle. 2. In Fig. 2, the turning angular velocity (b)
takes a positive voltage proportional to the turning angular velocity when the ship's heading turns to the right, and a negative voltage proportional to the turning angular speed when the ship's heading turns to the left. Recording timing signal (C1
is a signal that becomes "H" level when the steering signal exceeds a certain value V1, and becomes "L" level when the steering signal falls below Vl and the turning angular velocity (change in heading direction) falls below a certain value Vo.

Next, the overall processing procedure of the hull motion recording device will be explained based on the flowcharts of FIGS. 3 to 5.

First, reset the counter j that counts the number of course changes (nl), and count the timing during one course change.
(C2). Thereafter, the process waits until the steering signal is turned on, that is, until the steering signal ta+ shown in FIG. 2 becomes greater than +71 or less than -V1 (C3). When the steering signal turns on, wait for the sampling timing (C4)
, At the sampling timing, various data are stored in the areas indicated by the counters i and j (C5). Here, the rudder angle and ship speed are stored as ship maneuvering data, and the displacement condition, wind direction/speed, and water depth are stored as environmental data. It also stores the position of the ship at each timing under the conditions of the ship maneuvering data and environmental data. (Then, the counter i is incremented in preparation for storing the next data, and it is determined again whether the steering signal is on or not. (
C6-C7).

If the steering signal is on, data is input and stored at the next sampling timing (C7-n4→n5).

Thereafter, as shown at timing T1 in FIG. 2, if the steering signal falls below +■1, it is determined whether the turning angular velocity exceeds VO (more than +Vo or less than -Vo).
C8), the turning angular velocity is V at timing T1 shown in FIG.

Since the time has exceeded the limit, it is assumed that the course is still being changed, and various data are inputted and stored in the same manner at the next sampling timing (C8-"C4-...).

As shown in timing T2 shown in FIG. 2, the turning angular velocity is Vo.
When the following values are reached, recording of a series of course change data is completed, and j is incremented in preparation for recording data at the next course change (C9-C3).

Next, the processing procedure of the ship motion recording apparatus according to claim (2) will be explained based on the flowchart of FIG. The process up to step n16 is the same as that shown in FIG. 3, but
- After starting data recording, the on/off state of the steering signal is determined, and if it is on, a timer is started (n17=n1B). If the steering signal turns off after data recording starts, a time-up condition (
(state in which the timer has reached a certain value) is determined (n1
7-+n19). - Even if the steering signal is once turned off, if the steering signal is turned on again before the time-up condition occurs, the timer is restarted (1117-n18). When a certain period of time has elapsed since the steering signal was turned off, j is incremented in preparation for recording the next course change motion, and the controller waits for the steering signal to be turned on (n19-=C20→n13).

Next, Figures 5 (A) and (B) show examples of data recording in real time and data analysis using batch processing.
The explanation will be based on the flowchart shown in .

To record the data, as shown in FIG. 5(A), first, the operator waits for the operation of the recording start key, and then resets the counter i representing the sampling number during course change (n31-n32). Then, when the sampling timing comes, various data are input and stored in the same manner as in the above case (n33-=n34). Next, i is incremented and the input and storage of various data is repeated every time the sampling timing comes (n3
5-n 33...). After that, when the recording end key is operated, data recording is ended (n36→END).

The above-mentioned recording start key and recording end key need not be operated at the start time and end time of course change, respectively, but may be operated at any timing. In batch processing after data recording, as shown in Figure 5 (B), first reset the counter j that indicates which course change is out of multiple course changes n41), and then set the sampling number of the data that has already been stored. Reset the counter i representing (n42)
. Then, it is determined whether or not the steering signal is on (a value exceeding a certain value ■1) among the data indicated by i (n43).
, if the steering signal is off, the counter i is incremented and the on state of the i-th steering signal is determined again (
n 44-"n 43), if a sampling point where the steering signal is on is detected by repeating this process, the i-th various data is extracted to another storage area (n4
．． 5). Then, the value of i is incremented, and if the steering signal is on or the turning angular velocity satisfies a constant value (2) of 0 or more, the sampling data is extracted. (n46-=n
47-n 48-+n 45...). If the steering signal is off and the turning angular velocity is less than ■ 0, that point is considered to be the end of a series of course changes, and j is incremented.
Sequentially extract the course change motion that exists in the transition.
n43...). In this way, data on the course change movement can be automatically extracted by the hatch processing by the process shown in FIG. 5(B).

Next, examples of various data to be stored will be explained based on FIGS. 6 and 7. Figure 6 shows the trajectory of one course change movement. In the same figure, C is the wake of a ship, and let us consider the case where the ship sails in the direction shown by the arrow. The steering is performed at PO to start the course change, and the steering for the course change is finished at P2. Here, the angle change θ in the heading before and after changing course is the changing course angle, and the distance L1 between the intersection point P1 of the tangent lines before and after changing course and the starting point 20 for changing course.
is the new course distance. FIG. 7 shows an example in which the determined ship motion pattern at the time of course change is stored together with environmental data and ship maneuvering data. In FIG. 7, Dl, D2, D3・
...Dn stores the rudder angle φ and the ship's position at each time T from the start of the course change to the end of the course change in each different course movement, and also records the displacement condition, wind direction and speed, tidal current, and water depth. The new course distance and course angle determined from the environmental data, ship speed, and course change movement pattern are stored. The various data thus recorded can be made into a database or a knowledge base, so that, for example, ship maneuvering data for navigating along a planned route can be read out and displayed at a necessary time.

In the embodiment, a ring laser gyro is used to detect a change in the heading of the ship, but a change in the heading signal may also be detected.

(Effects of the Invention According to this invention, it is possible to automatically record the hull motion situation when changing course in normal navigation conditions, and it is possible to create a database and/or knowledge base based on this recorded data. Therefore, special There is no need to specify test maneuvers or course change start and end points for hull motion tests.Moreover, motions such as those during emergency maneuvers can be automatically recorded, and extreme hull motion characteristics can be recorded. It becomes possible to know.

[Brief explanation of the drawing]

FIG. 1 is a block diagram of a ship motion recording device according to an embodiment of the present invention, and FIG. 2 is a diagram showing the waveforms of each signal during a course change. 3 to 5 are flowcharts showing processing procedures of the ship motion recording apparatus according to different embodiments. FIG. 6 is a diagram showing the relationship between the turning angle and the new course distance. FIG. 7 is a diagram showing an example of creating a database of ship motion characteristics.

Claims (2)

[Claims] (1) A ship motion recording device that measures and records ship motion when changing course, which includes a means for detecting the amount of steering, a means for detecting a change in heading, and a means for detecting a change in the steering amount when the amount of steering exceeds a certain value. 1. A ship motion recording device comprising means for automatically recording a series of ship motion patterns up to a time when the amount is below a certain value and a change in the heading direction is stabilized. (2) A ship motion recording device that measures and records ship motion when changing course, which includes a means for detecting the amount of steering, a means for detecting a change in heading, and a means for detecting a change in the steering amount when the amount of steering exceeds a certain value. A ship motion recording device comprising means for automatically recording as a series of ship motion patterns up to a time when the amount falls below a certain value and a certain period of time has elapsed.