JPH06344985A - Automatic ship steering device - Google Patents

Abstract

PURPOSE:To provide an automatic ship steering device capable of automatically steering movement of the ship from the oblique front direction to the oblique rear direction in the ship provided with a simple thrust generator consisting of a rudder, propeller and side thruster. CONSTITUTION:This automatic ship steering device has a thrust setting section 10 for setting the longitudinal thrust and a thrust distributing section 20 for analyzing and outputting respective necessary thrust commanding signals to a rudder 1, side thruster 3 and propeller 2. The thrust distributing section 20 comprises a propeller changing-over section 21 for alternately changing over the thrust commanding signal for the propeller 2 to the ahead side and astern side to select the propeller thrust commanding signal so that the average value of longitudinal thrust generated by the propeller 2 and the rudder 1 is the longitudinal thrust set by the thrust setting section 10 or select a time taken for changing over the thrust commanding signal between the ahead side and astern side.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic marine vessel maneuvering apparatus for automatically maneuvering a ship equipped with a thrust generator composed of a rudder, a side thruster and a propeller. The present invention relates to an automatic marine vessel maneuvering device that can automatically control movement (hereinafter also referred to as lateral / rearward direction).

[0002]

2. Description of the Related Art Conventionally, an automatic marine vessel maneuvering device for automatically maneuvering a vessel equipped with a plurality of thrust generators such as a rudder, a side thruster and a propeller has been developed. There are starboard rudders, port rudders, bow thrusters, stern thrusters, starboard propellers, port propellers, etc., depending on the positions of the thrust generators, and these are usually provided on a ship in combination. If a large number of these thrust generators are used in combination, complicated maneuvering is possible, but strict installation requirements must be satisfied, and the equipment is expensive. Therefore, except for special ships such as ferries, passenger ships, and work boats, ordinary ships are equipped with thrust generators that add side thrusters at most in addition to rudders and propellers, and are operated manually by crew members. Is the current situation.
FIG. 14 shows an example of an equipment aspect of such a thrust generator of a ship.
Shown in.

FIG. 14 is an example of a ship having a rudder 1 and a variable pitch propeller 2 at the stern of a hull 5 and a bow thruster 3 at the bow. Further, the hull 5 is provided with the marine vessel manipulating device 4, and when the marine vessel manipulating device 4 is manually operated, the steering angle of the rudder 1, the blade angle of the variable pitch propeller 2 and the blade angle of the bow thruster 3 are controlled based on the command signal. Then, the hull 5 moves.

[0004]

However, as shown in FIG.
In such a ship, it is theoretically impossible to generate a force in the lateral direction while balancing the forces in the longitudinal direction of the ship. That is, the bow-side lateral force can be generated by the bow thruster 3 and the stern-side lateral force can be generated by the lift force of the rudder 1. However, since the lift force of the rudder 1 is not generated unless the propeller 2 is moving forward, a force of (propeller thrust)-(rudder drag force) remains as a vertical force. Therefore, even when the rudder takes the maximum rudder angle, the vector of the force acting on the vessel is diagonally forward, and the vessel must move within a certain angle range from diagonally forward to backward. There was a problem that I could not do it.

In view of the above problems, the present invention is capable of automatically maneuvering a diagonal forward-to-backward movement including lateral movement in a ship equipped with a simple thrust generator including a rudder, a propeller and a side thruster. An object of the present invention is to provide an automatic marine vessel maneuvering device that can be used.

[0006]

In order to achieve the above object, according to the present invention, an automatic marine vessel maneuvering apparatus for automatically maneuvering a marine vessel equipped with a thrust generator including a rudder, a side thruster and a propeller is provided. Thrust force setting means for setting the thrust force of each of the rudder, side thruster, and propeller, and a thrust force distributing means for outputting the thrust force command signals respectively required for the propeller, and the thrust force distributing means outputs the thrust force command signal of the propeller. It includes a switching means for alternately switching between the forward drive side and the reverse drive side, and selects the thrust command signal of the propeller so that the average value of the vertical thrust generated by the propeller and rudder becomes the vertical thrust set by the thrust setting means. Alternatively, the time for switching between the forward drive side and the reverse drive side is selected.

Alternatively, it has speed setting means for setting the vertical speed and ship speed detecting means for detecting the actual speed in the vertical direction, and the switching means is based on the actual speed in the vertical direction of the ship and the speed setting means. Outputs a command signal to switch the propeller to the reverse side when the deviation from the set vertical speed exceeds the set upper limit value, and outputs a command signal to switch the propeller to the forward side when the deviation exceeds the set lower limit value. Can also be configured to output. As another aspect, the switching means is a command to switch the propeller to the reverse side when the deviation between the actual vertical speed of the vessel and the vertical speed set by the speed setting means exceeds a set upper limit value. Output signal,
It may be configured to output a command signal for switching the propeller to the forward side after a lapse of a predetermined period after switching the propeller to the reverse side.

Further, there is provided a position setting means for setting a target position or a target route of the ship, a position detecting means for detecting an actual position of the ship, and a lateral thrust setting means for setting a lateral thrust, and a switching means. Is a command signal for switching the propeller to the reverse side when the deviation from the target route determined by the vertical position of the ship and the target position set by the position setting means exceeds the set upper limit value, and the deviation is It is also possible to output a command signal for switching the propeller to the forward side when the set lower limit value is exceeded.

Further, a moving direction identification means is provided for identifying when a forward marine vessel maneuvering command and a lateral / rearward marine vessel maneuvering command are issued, and the moving direction discriminating means identifies that the lateral / rearward marine vessel maneuvering command has been issued. It is preferable that the switching means is activated when the switch is turned on.

[0010]

With the switching means, the thrust command signal of the propeller is alternately switched between the forward side and the reverse side, so that the vessel outputs thrust in a desired direction on average, or approximately the desired speed,
By controlling to the position, it becomes possible to automatically control the movement from diagonally forward to rearward, which was impossible in the past.

[0011]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT An embodiment of a ship maneuvering apparatus according to the present invention will be described with reference to the drawings. FIG. 1 is an overall block diagram including an automatic marine vessel maneuvering device and a thrust generator. The automatic marine vessel manipulating apparatus of this embodiment includes a thrust setting unit 10 and a thrust control unit 12.
The thrust setting unit 10 sets the thrust and moving direction of the ship, and a specific configuration example thereof is shown in FIG. FIG. 4 shows an example in which the joystick lever 101 is operated for setting. The thrust is set to a value proportional to the tilt angle of the joystick lever 101, and the moving direction is set to the direction in which the lever is tilted. Referring to FIG. 5, assuming that the x-axis of FIG. 5 coincides with the bow-tail line and the tilt angle is α, the set thrust force N is N = N ₀ α, and the moving direction is β.

Returning to FIG. 1, the thrust control unit 12 further includes a thrust command unit 16 including a vertical thrust command unit 14 and a lateral thrust command unit 15, a moving direction identification unit 18, and a thrust distribution unit 20. The section 20 further includes a propeller switching section 21. The thrust control unit 12 will be described with reference to the flowchart of FIG. The thrust command unit 16 takes in the set thrust force N and its direction β from the thrust force setting unit 10 (see FIG. 3).
S1), a force in a direction that coincides with the bow-stern line, that is, a longitudinal thrust X, and a force in a direction orthogonal to the bow-tail line, that is, a lateral thrust Y. Longitudinal thrust command unit 14 and lateral thrust command unit 1
In step 5, X = Ncos β (1) and Y = Nsin β (2) are calculated (S2 in FIG. 3) and sent to the moving direction identifying unit 18.

The movement direction identifying section 18 is for identifying a case where a marine vessel maneuvering command for mainly moving in the forward direction is issued and a case where a marine vessel maneuvering command for other diagonal forward to rearward is issued. Then, when the direction β in a certain fixed range is commanded, it is determined that the lateral / rearward direction marine vessel maneuvering command is issued. Specifically, as shown in FIG. 6, when the relationship of β ₂ >β> β ₁ (3) is satisfied, a lateral / rearward movement marine vessel maneuvering command is given, and when the other relationships are satisfied, It is determined to be a directional movement marine vessel maneuvering command (S3 in FIG. 3).

Next, in the thrust distribution unit 20, each maneuvering command is issued.
The thrust to the rudder 1, propeller 2 and bow thruster 3 according to
It is decomposed into force and output to the adder 29 as a command signal. Previous
When the direction movement command is issued, the thrust distribution unit 20
Thrust is distributed in the traditional way. Expressed by equations (1) and (2)
Propeller 2 is generated using the set vertical thrust X and lateral thrust Y
X thrust_P, The drag force generated by rudder 1 is X_R, Rudder 1 occurs
Lifting force Y _R, The thrust generated by the bow thruster 3 is Y_BT
Then, from the balance between the vertical and horizontal directions, X = X_P+ X_R (4) Y = Y_BT+ Y_R It is necessary to satisfy (5). In addition, bow from the center of gravity of the hull
Thruster distance is l_BT, The distance from the center of gravity to the rudder force point
L_RIf the ship is in the needle-holding state,
So that the applied moment is 0, Y_BT・ L_BT+ Y_R・ L_R+ N_g(u, v, r) = 0 It is necessary to satisfy (6). These (4), (5), (6)
Determine the thrust of each thrust generator so that the relational expression of
And the thrust angle of the bow thruster θ, propeller blade
The angle p and the steering angle δ are determined (S4 in FIG. 3) and output to the adder 29.
Force (S5 in FIG. 3). Incidentally, N_g(u, v, r) is the ship
Is the fluid moment around the center of gravity of the body, and u is the vertical velocity.
Degree, v is the lateral velocity, and r is the angular velocity of the center of gravity of the ship.
Since it is in the needle holding state (r = 0), N_g(u, v, r = 0)
, U and v are both close to 0, and N
_g(u, v, r) = N_g(u≈0, v≈0, r = 0). actually,
N_g(u ≈ 0, v ≈ 0, r = 0)
The rest is treated as a constant, and the change in fluid moment after that is
It will be dealt with by the direction control described later.

On the other hand, when it is determined that the lateral / rearward movement command has been issued, the propeller switching unit 2 of the thrust distribution unit 20.
1 operates to cyclically switch the propeller 2 to the forward thrust command signal and the reverse thrust command signal, and outputs it to the adder 29 so that the vertical thrust average value matches the set vertical thrust signal.
Therefore, the thrust distribution unit 20 determines each thrust by dividing it into a forward mode in which the propeller 2 is on the forward side and a reverse mode in which the propeller 2 is in the backward direction. In the forward mode, thrust is generated laterally by the thrust of the bow thruster 3 and the rudder 1, while in reverse mode, the flow velocity flowing into the rudder 1 is extremely small and the rudder 1 does not generate force, so the hull turns. To prevent this, the thrust of the bow thruster 3 is also not generated.

When the thrust of the propeller 2 in the forward drive mode is X _PF and the thrust of the propeller 2 in the reverse drive mode is X _PB ,
Similar to the equations (4), (5) and (6), the longitudinal force acting on the center of gravity of the hull in the forward mode is X _F = X _PF + X _R + X (u, v) (7) The lateral force acting on the center of gravity is Y _F = Y _BT + Y _R + Y (u, v) (8), and the moment acting on the center of gravity is N _F = Y _BT · l _BT + Y _R · l _R + N _g (u, v, r) (9). Here, X (u, v) and Y (u, v) are fluid forces in the longitudinal and lateral directions of the hull.

In the reverse drive mode, since no force is generated in the rudder 1 as described above, the vertical force acting on the center of gravity of the hull is X _B = X _PB + X (u, v) (10). Further, the lateral force and moment acting on the center of gravity of the hull are Y _B = Y (u, v) (11) N _B = N _g (u, v, r) because the bow thruster 3 and rudder 1 do not generate thrust. ) It becomes (12). In the above equations (7) to (12), X
(u, v), Y (u, v), and N _g (u, v, r) are unknowns that differ depending on the individual ship, but the flow required to perform thrust control and heading control here. Since the physical force is only the moment N _g (u, v, r) in the rotation direction, X (u, v) and Y (u, v)
Shall not be taken into account. Therefore, from (7) to (1
The formula 2) is as follows: X _F = X _PF + X _R (7 ') Y _F = Y _BT + Y _R (8') N _F = Y _BT · l _BT + Y _R · l _R + N _g (u, v, r) ( 9 ') X _B = X _PB (10') Y _B = 0 (11 ') N _B = N _g (u, v, r) (12') Then, from (7 ') to (12'), The average value of the thrust in the forward mode and the reverse mode is matched with the set thrust signal. That is, for each thrust in the vertical and horizontal directions,

[0018]

[Equation 1] To satisfy. Here, T is one cycle in which the forward mode and the reverse mode are combined, T _F is the time interval in the forward mode, and T _B is the time interval in the reverse mode. In this embodiment, T, T _F and T _B are constant. Further, in particular, when moving in the lateral direction or the rearward direction, it is preferable to select the rudder 1 so as to maximize the forward thrust. At this time, the drag force X _{R of the} rudder 1 is X _R = −kX _P (k is approximately 0.
You can write 6). Further, in the needle holding state, each thrust is determined so as to satisfy N _F = 0 in the equation (9). The fluid moment is N _g (u, v, r) = N _g (u≈0, v≈0, r = 0) and is treated as a constant as described above.

When the thrusts of the rudder 1, the propeller 2, and the bow thruster 3 are decomposed as described above, the steering angle command signal δ and the propeller blade angle command signal in the forward mode corresponding to the thrusts are decomposed. p _F , the bow thruster blade angle command signal θ are converted, and the adder 29 is operated during the T _F time from the thrust distribution unit 20.
Is output to (S8 in FIG. 3). When T _F time has elapsed, the propeller switching unit 21 switches to the reverse mode,
The steering angle command signal δ and the propeller blade angle command signal p _{B in the} reverse drive mode are converted and output to the adder 29 during the time T _B (S9 in FIG. 3). FIG. 2 shows an example of a time chart of the command signal output from the thrust distribution unit 20 to the adder 29.

Azimuth setting unit 22 and Azimuth command unit 2 in FIG.
4, the subtractor 25 and the azimuth control unit 26 are devices for azimuth control. The azimuth setting unit 22 sets the heading of the vessel, and rotates the azimuth setting knob 220 in the example of FIG. 4 to set a desired azimuth. In addition, azimuth setting knob 220
On the upper part of the above, there are provided a set azimuth display section 221 for displaying the set azimuth as a three-digit number and a bow azimuth display section 222 for displaying the current actual bow azimuth as a three-digit number.

The azimuth command unit 24 converts the signal set by the azimuth setting knob 220 of the azimuth setting unit 22 into the azimuth signal ψ _S. The subtractor 25 subtracts the azimuth signal ψ _S from the bow actual azimuth signal ψ detected by the gyrocompass 6 attached to the hull, and the difference signal Δψ is sent to the azimuth control unit 26. The azimuth control unit 26 further takes in the angular velocity signal r detected by the rate sensor 7 and changes the thrust balance of the rudder 1, the propeller 2, and the bow thruster 3 so that the deviation signal Δψ becomes zero, and the bow thruster blade angle command and the variable pitch are set. The propeller blade angle command and rudder angle command are output to the adder 29.

In the adder 29, the command signal from the thrust distribution unit 20 to each thrust generator and the command signal from the azimuth control unit 26 to each thrust generator are added, and the addition is performed via the actuator 30. , The rudder angle, the wing angle of the rudder 1, the propeller 2, and the bow thruster 3 are controlled, and the hull 5 moves. The heading of the bow is detected by the gyro compass 6, and the subtractor 25
Will be fed back to.

When the lateral / rearward movement marine vessel maneuvering command is issued as described above, the thrust distribution unit 20 periodically switches between the forward side and the reverse side of the propeller to increase the vertical thrust generated by the propeller and the rudder. By determining the thrust command signal so that the average value matches the set longitudinal thrust signal, the ship can automatically move in the desired direction while vibrating back and forth.

In this embodiment, the cycle time T (T _F ,
T _B ) is constant, and it is dealt with by changing the blade angle in the forward mode and the reverse mode of the variable pitch propeller in accordance with the magnitude of the set vertical thrust signal X. the blade angle of the reverse mode of the propeller is constant, the period time T (T _F, T _B) to change the,
It is also possible to distribute the thrust by the thrust distribution unit 20.

Next, a second embodiment of the marine vessel manipulating apparatus according to the present invention will be described with reference to FIG. FIG. 7 is an overall block diagram including the automatic marine vessel manipulator and the thrust generator of the second embodiment. The automatic marine vessel manipulating apparatus of this embodiment includes a speed setting unit 32 and a thrust / speed control unit 36. Further, the thrust / speed control unit 36 includes a vertical speed command unit 38, a lateral speed command unit 39,
Lateral thrust command unit 40, moving direction identification unit 41, subtraction unit 42,
It has a thrust distribution unit 44 and a speed range setting unit 46, and the thrust distribution unit 44 further has a propeller switching unit 48.

The speed setting unit 32 is for setting the speed and direction of the ship, and is composed of the same joystick lever or setting button as in FIG. Vertical speed command unit 3
8 and the lateral velocity command unit 39 decomposes the signals set by the velocity setting unit 32 into a longitudinal velocity signal v _S and a lateral velocity signal u _S , respectively. The set speed signal v _{S in the} vertical direction is sent to the subtraction unit 42, and in the subtraction unit 42, a deviation signal from the actual speed signal v in the vertical direction from the speed log 8 which is the ship speed detection means attached to the hull 5. Δv = (v-v _S) is obtained and sent to the thrust distribution unit 44.

On the other hand, the lateral velocity signal u _S is converted into a lateral thrust signal Y by the lateral thrust command unit 40 and sent to the thrust distribution unit 44. For conversion from the lateral velocity signal u _S to the lateral thrust signal Y, it is preferable to use a conversion database obtained in advance. In addition, the lateral thrust signal Y from the lateral velocity signal u _S
It is also possible to provide a lateral thrust force setting device separately and to set it directly when the conversion is not performed.

The vertical set speed signal v _S and the horizontal set speed signal u _S are also sent to the moving direction identifying section 41 to determine whether the command is to move forward or to move laterally or backward. Used to identify. As the identification condition, β ₂ >
When tan ⁻¹ (u _S / v _S )> β ₁ holds, or when a joystick lever is used, when the formula (3) holds true as in the first embodiment, the horizontal and backward directions are satisfied. The fact that the marine vessel maneuvering command has been issued is identified and the signal is sent to the thrust distribution unit 44.

Further, the speed range setting unit 46 is configured to set the speed signal.
v_SUpper limit setting width Δv for_SAnd lower limit setting width-Δv_S
This is for setting the allowable speed range of
Δv _STo the thrust distribution unit 44. This upper and lower limit setting
The absolute widths do not have to be the same. Thrust distribution
In the section 44, the deviation signal Δv and the set speed range ± Δv_SRatio with
Comparison, and depending on the result, rudder 1, propeller 2 and
The thruster to the thruster 3 is allocated and an adder is added as a command signal.
29 to the propeller switching section 48,
2 alternately to the forward thrust command signal and the reverse thrust command signal
It switches and outputs to the adder 29. Propeller 2 advance
X thrust in mode_PFAnd the thrust in reverse mode is X_PB
And the lateral thrust generated by the bow thruster 3 is Y_BT, Rudder 1
The generated drag force is X_R, The lift generated by the rudder 1 is Y_RTo
And the relations of the equations (7 ') to (12') as in the first embodiment.
Each thrust is distributed so that the engagement is established. Distribute thrust
At that time, the vertical thrust and the vertical speed are

[0030]

[Equation 2] Since the relation of is satisfied (where M is the mass of the hull), T _F and T are satisfied so as to satisfy the equations (14) and (15).
_It is possible for _B to determine X _F , X _B under certain conditions, or conversely, for T _F , T _B under certain conditions for X _F , X _B. The operation of the thrust / speed control unit 36 of the second embodiment configured as described above will be described with reference to the flowchart of FIG.

From the input from the speed setting unit 32, the set speeds v _S and u _S are obtained by the vertical speed command unit 38 and the lateral speed command unit 39 (S11 in FIG. 9), and the moving direction discriminating unit 41 determines the lateral and backward directions. It is identified whether or not the command is a mobile maneuvering command (S12 in FIG. 9), and
In the case of the backward movement marine vessel maneuvering command, the subtraction unit 42 subtracts v _S from the actual speed signal v from the speed log 8 to obtain the deviation signal Δv = (v _S −v) (S13 in FIG. 9).

Next, the thrust distribution unit 44 compares the deviation signal Δv with the set speed width Δv _S (S14 in FIG. 9), and Δ
If v> Δv _S , it is confirmed whether the thrust command signal of the propeller is on the forward side (S15 in FIG. 9). When the current thrust command signal of the propeller is on the forward side,
Since the speed exceeds the upper limit, the propeller switching unit 48 switches the propeller thrust command signal to the reverse side, and the thrust distribution unit 44 also determines the thrust of another thrust generator, and the propeller blade corresponding to the thrust. The angle command signal p _B , the steering angle command signal δ, and the bow thruster blade angle command signal θ are converted and output to the adder 29 (S16 in FIG. 9). On the other hand, Δv <Δv _S
In the case of, the comparison between Δv and −Δv _S is further performed (S17 in FIG. 9), and if Δv <−Δv _S , it is confirmed whether the current thrust command signal of the propeller is on the reverse side (FIG. 9). S18). When the current propeller thrust command signal is on the reverse side, the speed falls below the lower limit, so the propeller switching unit 48 switches the propeller thrust command signal to the forward side, and the thrust distribution unit 44 also adjusts the other thrust. The thrust of the generator is determined, and the propeller blade angle command signal p _F and the steering angle command signal δ corresponding to the thrust are output to the adder 29 (S19 in FIG. 9). Furthermore, since it takes time to actually reverse after the forward command is issued, the propeller blade angle feedback signal p from the propeller is taken in and it is confirmed whether it is actually p _F (S20 in FIG. 9) and confirmation. After that, the bow thruster blade angle command signal θ is output to the adder 29 (S21 in FIG. 9). The confirmation of S20 is that the rudder does not generate force when the propeller 2 is on the reverse side, so the thrust command signal of the bow thruster 3 is until the output of the propeller is actually reversed so that the ship does not turn. It is for not to put out. However, when the propeller is on the reverse side, the bearing of the ship becomes unstable. Therefore, the bearing control is calculated by the bearing control unit 26 and mainly controlled by the bow thruster 3. These outputs are all added by the adder 29 and output to the actuator 30.

If it is not a lateral / rearward movement marine vessel maneuvering command in S12, the process proceeds to S22, in which thrust is distributed by a normal method and the command signal of each thrust generator is output to the adder 29. FIGS. 8A and 8B are time charts showing the relationship between the deviation velocity Δv, the propeller blade angle command signal, and the propeller output when performing lateral / rearward traveling marine vessel maneuvering. FIG. 8 (a) shows the change over time in the actual speed in the longitudinal direction of the ship,
FIG. 8B is a diagram showing a time change of the propeller blade angle command signal p and the propeller output thrust P. The dashed-dotted line in FIG. 8B indicates the propeller blade angle command signal, and the solid line indicates the propeller output. At the same time, (c) and (d) of FIG. 8 show changes with time of the steering angle δ of the rudder and the output thrust Y _BT of the bow thruster.

In this way, by controlling the longitudinal speed of the ship so as to be within the set range, the desired lateral and rearward movement of the ship can be stably performed. Incidentally, in the second embodiment, the upper and lower limit speed width ± Δv _S with respect to the set speed is determined and compared, but as another modified example, it is also possible to perform speed control by comparison on only one side. For example, when the deviation signal Δv exceeds the upper limit setting width Δv _S , the propeller is set to the reverse side for a certain period of time and switched to the forward side again. It is also possible to make the ship speed follow the set speed by comparing only one side. is there. This is effective when the speed log can measure only the forward speed of the ship.

Next, a third embodiment of the marine vessel manipulating apparatus according to the present invention will be described with reference to FIG. FIG. 10 is an overall block diagram including the automatic marine vessel manipulator and the thrust generator of the third embodiment. The automatic marine vessel manipulating apparatus of this embodiment includes a position setting unit 52,
It is composed of a lateral thrust setting unit 54 and a thrust / position control unit 56. Further, the thrust / position control unit 56 includes the position command unit 5
8, lateral thrust command unit 60, position deviation calculation unit 62, moving direction identification unit 63, thrust distribution unit 64, and command position width setting unit 66.
The thrust distribution unit 64 further includes a propeller switching unit 68.

The position setting section 52 is used for a ship such as a pier.
It is for setting the target position,
Is the target position expressed in latitude and longitude by operating the setting button
And the position command unit 58 sets the position setting unit 52.
Position signal x_S, Y _SPosition deviation performance
It is sent to the calculation unit 62. The position deviation calculation unit 62 is attached to the hull 5.
Position from GPS9 which is attached position detection means
Initial position signal x when setting is made₀, Y₀Capture
Then, a straight line between the initial position and the set position is obtained (Fig. 11
reference). The straight line is

[0037]

[Equation 3] The straight line is used as a target route, and the deviation in the vertical direction from this route is calculated to obtain a deviation signal Δx, which is the thrust distribution unit 64.
Send to. That is, assuming that the actual position of the ship from the GPS 9 at a certain time is x ₁ and y ₁ , the deviation Δx is

[0038]

[Equation 4] It is represented by. The set position signals x _S , y _S and the initial position signals x ₀ , y ₀ are also sent to the moving direction identifying unit 63 to identify whether the command is to move forward or laterally or backward. Used to do. The identification condition is β ₂ > tan
^-1 [(y _S -y ₀ ) / (x _S -x ₀ )]> β ₁ is established, it is identified that a lateral / rearward maneuvering command has been issued, and the signal is thrust distributed. Send to section 64.

On the other hand, the lateral thrust setting unit 54 is for setting the lateral thrust of the ship, and the setting signal is converted into the lateral thrust command signal Y by the lateral thrust command unit 60 and the thrust distribution unit 64. Sent to. The command position width setting unit 66 also sets the upper limit setting width Δx _S and the lower limit setting width −Δx for the target route.
_It is for setting the allowable vertical position range of _S , and sends the set position width ± Δx _S to the thrust distribution unit 64. The absolute values of the upper and lower limit setting widths do not necessarily have to be the same.

The thrust distribution unit 64 compares the deviation signal Δx with the set position width ± Δx _S, and distributes the thrust to the rudder 1, the propeller 2 and the bow thruster 3 according to the result,
The command signal is output to the adder 29, and the propeller switching unit 68 alternately switches the propeller 2 to the forward thrust command signal and the reverse thrust command signal and outputs the command to the adder 29. The thrust of the propeller 2 in the forward mode is X _PF , the thrust in the reverse mode is X _PB , the lateral thrust generated by the bow thruster 3 is Y _BT , the drag generated by the rudder 1 is X _R , and the lift generated by the rudder 1 is X _PB. Is Y _R , the thrusts are distributed so that the relationship of the expression (7 ′) to the expression (12 ′) is established as in the first embodiment. When distributing this thrust, the relationship between the thrust in the vertical direction and the position in the vertical direction is

[0041]

[Equation 5]Is satisfied, so that equations (18) and (19) are satisfied.
To T_F, T_BIs X under certain conditions_F, X_BDecide
Or, conversely, X_F, X_BIs T under certain conditions _F, T
_BCan be determined. The first configured as above
The operation of the thrust / position control unit 56 of the third embodiment is shown in FIG.
-Explain with reference to the chart.

The position command signals x _S , y _S from the position setting unit 52 and the lateral thrust setting unit 54, the lateral thrust command signal Y, and the GPS
The initial position signals x ₀ and y ₀ from 9 are fetched (S31 in FIG. 12), and the movement direction identification unit 63 discriminates whether or not the command is a lateral / rearward movement marine vessel maneuvering instruction (S32 in FIG. 12). In the case of the ship maneuvering command, the position deviation calculation unit 62 displays (1
The target route is calculated by calculating the equation 6), the current position signals x ₁ and y ₁ from the GPS 9 are taken in, and the deviation signal Δx is calculated (S34 in FIG. 12).

Next, the thrust distribution unit 64 compares the deviation signal Δx with the set position width Δx _S (S35 in FIG. 12),
If Δx> Δx _S , it is confirmed whether the thrust command signal of the propeller is on the forward side (S36 in FIG. 12). When the current propeller thrust command signal is on the forward side, the vertical position exceeds the upper limit, so the propeller switching unit 68 switches the propeller thrust command signal to the reverse side, and the thrust distribution unit 64 also. Determines the thrust of another thrust generator, converts it into a propeller blade angle command signal p _B , a steering angle command signal δ, and a bow thruster blade angle command signal θ corresponding to the thrust and outputs it to the adder 29 (Fig. 12 S37).
On the other hand, when Δx <Δx _S , further Δx and −Δx _S
(S38 in FIG. 12), and if Δx <−Δx _S , it is confirmed whether the current thrust command signal of the propeller is on the reverse side (S39 in FIG. 12). When the current propeller thrust command signal is on the reverse side, the vertical position is below the lower limit, so the propeller switching unit 68 switches the propeller thrust command signal to the forward side, and the thrust distribution unit 64 also adjusts it. The thrust of another thrust generator is determined, and the propeller blade angle command signal p _F and the steering angle command signal δ corresponding to the thrust are output to the adder 29 (S40 in FIG. 12). Furthermore, since it takes time to actually reverse after the forward command is issued, the propeller blade angle feedback signal p from the propeller is taken in and it is confirmed whether it is actually p _F (S41 in FIG. 12) and confirmation. After that, the bow thruster blade angle command signal θ is output to the adder 29 (S42 in FIG. 12). S4
Confirmation of 1 is the same as S20 of FIG.

If the lateral / rearward movement marine vessel maneuvering command is not issued in S32, the process proceeds to S43, in which thrust is distributed by a normal method and the command signal of each thrust generator is output to the adder 29. Deviation position Δ when performing lateral / rearward movement maneuvering
FIGS. 13A and 13B are time charts showing the relationship between x, the propeller blade angle command signal, and the propeller output. FIG. 13A shows the target route and the actual position of the ship.
(B) Propeller blade angle command signal p and propeller output thrust P
It is a figure showing the time change of. The dashed-dotted line in FIG. 13B indicates the propeller blade angle command signal, and the solid line indicates the propeller output. At the same time, (c) and (d) of FIG. 13 simultaneously show the changes over time of the steering angle δ of the rudder and the output thrust Y _BT of the bow thruster.

In this way, by controlling the vertical position of the ship to be within the set range, the desired lateral and rearward movement of the ship can be performed stably. Although the target position is set by the position setting unit 52 in the third embodiment, the target route can be set directly. In the above embodiments, the example using the variable pitch propeller has been described, but a fixed pitch propeller can be used instead of the variable pitch propeller. This case can be dealt with by changing the rotation direction or the number of rotations instead of changing the blade angle.

[0046]

As described above, according to the present invention,
Since it is equipped with a switching means that alternately switches the thrust command signal of the propeller between the forward side and the reverse side, it is not possible with a ship equipped with a simple thrust generator consisting of a rudder, a propeller, and a side thruster. It enables automatic marine vessel maneuvering from the rear to the rear.

[Brief description of drawings]

FIG. 1 is an overall block diagram of an embodiment including an automatic marine vessel manipulator and a thrust generator according to the present invention.

FIG. 2 is a time chart of a thrust force command signal to each thrust generator output from the thrust force distribution unit of the embodiment of FIG. 1 to an adder.

FIG. 3 is a flowchart of a thrust control unit in FIG.

4 is a perspective view showing a specific configuration example of a thrust setting unit and an azimuth setting unit of FIG. 1. FIG.

5A and 5B are diagrams illustrating an operation amount and an operation direction of the joystick lever in FIG.

FIG. 6 is an explanatory view showing a lateral / rearward maneuvering range.

FIG. 7 is an overall block diagram of a second embodiment including an automatic marine vessel manipulator and a thrust generator according to the present invention.

FIG. 8 (a) of the second embodiment is the actual vertical speed of the ship,
(B) is a propeller output and propeller blade angle command signal,
(C) is a diagram showing a steering angle, and (d) is a diagram showing a time chart of a bows raster output.

FIG. 9 is a flowchart of the automatic marine vessel manipulating device according to the second embodiment.

FIG. 10 is an overall block diagram of a third embodiment including an automatic marine vessel manipulator and a thrust generator according to the present invention.

FIG. 11 is an explanatory diagram of a target route.

FIG. 12 is a flowchart of the automatic marine vessel manipulating apparatus according to the third embodiment.

FIG. 13A is a vertical actual position of the ship in the third embodiment, and FIG. 13B is a propeller output and propeller blade angle command signal;
(C) is a diagram showing a steering angle, and (d) is a diagram showing a time chart of a bows raster output.

FIG. 14 is a view of a vessel equipped with rudders, propellers and bow side thrusters.

[Explanation of symbols]

 1 rudder 2 propeller 3 bow thruster 8 speed log (ship speed detection means) 9 GPS (position detection means) 10 thrust setting unit 18, 41, 63 moving direction identification unit 20, 44, 64 thrust distribution unit 21, 48, 68 propeller switching Part 32 speed setting part 54 lateral thrust setting part 52 position setting part

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Naoki Iwabuchi 2-16-46 Minami Kamata, Ota-ku, Tokyo Tokimec Co., Ltd. (72) Kenichi Kitamura 2-16-46 Minami-Kamata, Ota-ku, Tokyo Shares Company Tokimec

Claims (7)

[Claims] 1. An automatic marine vessel maneuvering apparatus for automatically maneuvering a ship equipped with a thrust generator composed of a rudder, a side thruster and a propeller, and a thrust setting means for setting a thrust in the longitudinal direction, and a rudder, a side thruster and a propeller. On the other hand, each of the thrust distribution means has a thrust distribution means for decomposing into a necessary thrust command signal and outputting the thrust command signal, wherein the thrust distribution means includes a switching means for alternately switching the thrust command signal of the propeller between a forward drive side and a reverse drive side. The means selects the thrust command signal of the propeller so that the average value of the vertical thrust generated by the propeller and the rudder when the switching means operates becomes the thrust in the vertical direction set by the thrust setting means. Automatic ship handling equipment. 2. An automatic marine vessel maneuvering apparatus for automatically maneuvering a ship equipped with a thrust generator composed of a rudder, a side thruster and a propeller, and a thrust setting means for setting a thrust in the longitudinal direction, and a rudder, a side thruster and a propeller. And a thrust distribution means for decomposing into a necessary thrust command signal and outputting it. The thrust distribution means includes a switching means for alternately switching the thrust command signal of the propeller between a forward drive side and a reverse drive side. Is an automatic boat maneuver characterized by selecting a switching time between the forward side and the reverse side of the propeller so that the average value of the vertical thrust generated by the propeller and the rudder becomes the thrust in the vertical direction set by the thrust setting means. apparatus. 3. An automatic marine vessel maneuvering apparatus for automatically maneuvering a ship, which comprises a thrust generator composed of a rudder, a side thruster and a propeller, and a speed setting means for setting a longitudinal speed and an actual longitudinal speed. And a thrust distribution unit that decomposes and outputs the necessary thrust command signals for the rudder, side thruster, and propeller, respectively, and the thrust distribution unit is configured to transmit the thrust command signal of the propeller to the forward side. The switching means includes a switching means for switching to the reverse side alternately, and the switching means operates the propeller when the deviation between the actual vertical speed of the vessel and the vertical speed set by the speed setting means exceeds a set upper limit value. An automatic marine vessel manipulating apparatus which outputs a command signal for switching to a reverse side and outputs a command signal for switching a propeller to a forward side when the deviation exceeds a set lower limit value. 4. An automatic marine vessel maneuvering device for automatically maneuvering a ship, which comprises a thrust generator composed of a rudder, a side thruster and a propeller, and a speed setting means for setting a longitudinal speed and an actual longitudinal speed. And a thrust distribution unit that decomposes and outputs the necessary thrust command signals for the rudder, side thruster, and propeller, respectively, and the thrust distribution unit is configured to transmit the thrust command signal of the propeller to the forward side. The switching means includes a switching means for switching to the reverse side alternately, and the switching means operates the propeller when the deviation between the actual vertical speed of the vessel and the vertical speed set by the speed setting means exceeds a set upper limit value. An automatic marine vessel manipulating apparatus, which outputs a command signal for switching to a reverse side and outputs a command signal for switching a propeller to a forward side after a lapse of a predetermined period after switching the propeller to a reverse side. 5. An automatic marine vessel maneuvering apparatus for automatically maneuvering a ship, which comprises a thrust generator composed of a rudder, a side thruster and a propeller, and a position setting means for setting a target position of the ship and an actual position of the ship. The thrust distribution means includes position detection means, lateral thrust setting means for setting lateral thrust, and thrust distribution means for decomposing and outputting thrust command signals required for the rudder, side thruster, and propeller, respectively. Includes switching means for alternately switching the thrust command signal of the propeller between the forward side and the reverse side, the switching means from the target route determined by the longitudinal position of the vessel and the target position set by the position setting means. Outputs a command signal to switch the propeller to the reverse side when the deviation exceeds the set upper limit value, and switches the propeller to the forward side when the deviation exceeds the set lower limit value. Automatic maneuvering device and outputs the signal. 6. An automatic marine vessel maneuvering apparatus for automatically maneuvering a ship, which comprises a thrust generator composed of a rudder, a side thruster and a propeller, and a position setting means for setting a target course of the ship and an actual position of the ship. The thrust distribution means includes position detection means, lateral thrust setting means for setting lateral thrust, and thrust distribution means for decomposing and outputting thrust command signals required for the rudder, side thruster, and propeller, respectively. Includes a switching means for alternately switching the thrust command signal of the propeller between the forward side and the reverse side, and the switching means has a setting upper limit of the deviation from the longitudinal position of the ship and the target route set by the position setting means. A command signal for switching the propeller to the reverse side is output when the value exceeds the value, and a command signal for switching the propeller to the forward side is output when the deviation exceeds the set lower limit value. Auto-steering device to butterflies. 7. The automatic marine vessel maneuvering device comprises a moving direction discriminating means for discriminating when a forward marine vessel maneuvering command and a lateral / rearward marine vessel maneuvering command are issued, and the lateral direction / rearward marine vessel maneuvering means is provided by the moving direction discriminating means. 7. The switching means is activated when it is identified that a command has been issued.
An automatic boat maneuvering device according to any one of 1.