JPWO2014065147A1 - Hull control method and hull control device - Google Patents

Abstract

Provided is a hull control method capable of equivalent hull control without requiring a large additional equipment for lateral movement. A fixed point position Pp is set, and a ship position Ps, a disturbance direction ADd, and a bow direction ADb are sequentially acquired. The ship 10 is moved toward the fixed point position Pp so that the disturbance direction ADd and the bow direction ADb substantially coincide with each other at the fixed point position Pp (S101). This navigation is continued until the ship 10 arrives at the fixed point position Pp (S102: No). When the ship 10 arrives at the fixed point position Pp (S102: Yes), the disturbance opposing line is obtained by combining the adjustment of the rudder angle and the forward or backward movement of the ship 10 with the disturbance direction ADd and the bow direction ADb substantially matched. The ship 10 is held within a predetermined range including the fixed point position Pp in the direction. [Selection] Figure 2

Description

  The present invention relates to a hull control method for moving a ship to a fixed point and holding the ship at a fixed point.

  Conventionally, for the purpose of improving the efficiency of fishing and the like, fishermen have been fishing in advance (for example, fish reefs and ponds) where a large number of target fish are thought to live. In this case, for example, more efficient fishing can be realized by performing fishing while holding the ship at a fixed point at the position or performing fishing while passing through the fixed point.

  In order to improve fishing efficiency, it is necessary to reach such a target position (fixed position) as efficiently as possible.

  However, at sea, the hull may be subjected to disturbances caused by wind, tidal currents, etc. and may be washed away from the fixed point position or may not be able to navigate efficiently to the fixed point position.

  For this reason, conventionally, various hull control methods have been devised in which a ship is kept at a fixed point even when subjected to wind or tidal currents, and the bow direction is directed to the fixed point direction when moving to a fixed point. For example, the ship shown in Patent Document 1 includes a side thruster. The side thruster is a mechanism for moving the hull in the lateral direction, that is, in the starboard and port directions. In addition, some conventional ships include a propeller that can be rotated in the horizontal direction in order to realize such lateral movement.

JP 2002-87389 A

  However, the above-described side thrusters and propellers that can be rotated in the starboard direction are very large-scale and expensive, and in the case of fishing boats that place importance on economy, the cost is significantly increased. Therefore, it is not possible to easily equip these side thrusters and propellers that can rotate in the starboard direction.

  Therefore, in pleasure boats and small fishing boats, it is necessary to carry out hull control for holding the ship at a fixed point without carrying out a large additional equipment such as a side thruster or a propeller capable of turning in the starboard direction.

  In addition, in pleasure boats and small fishing boats, it is necessary to perform hull control that allows the ship to navigate efficiently to a fixed point without the need for additional equipment such as side thrusters or propellers that can turn in the starboard direction. At this time, simply moving the ship to a fixed point is greatly affected by the disturbance depending on the attitude of the ship when it arrives at the fixed point, and large additional equipment such as a side thruster and a propeller that can rotate in the starboard direction is provided. Otherwise, the fixed point may not be held easily, and the attitude of the ship when the fixed point arrives is important.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a hull control method capable of controlling a hull equivalent to these additional equipments without carrying out large-scale additional equipments such as a side thruster and a propeller capable of turning in a starboard direction. .

  The hull control method of the present invention includes a step of acquiring a ship position and a step of detecting a disturbance direction that is a direction of a disturbance that gives an external force to the ship with reference to the ship. The hull control method includes a step of calculating a target direction toward a fixed point position from a preset fixed point position and the own ship position, and a step of detecting a target direction at the fixed point position from a disturbance direction. The hull control method calculates the navigation azimuth, which is the direction in which the ship navigates, from the target azimuth toward the fixed point position and the target azimuth at the fixed point position, and adjusts the rudder angle according to the navigation azimuth. And a step of performing.

  In this method, as the ship approaches the fixed point position, the ship can be navigated toward the fixed point position so that the bow direction and the disturbance direction gradually coincide with each other.

  The step of calculating the navigation direction of the hull control method of the present invention calculates the navigation direction by weighted addition of the target direction toward the fixed point position and the target direction at the fixed point position. The weighted addition is set so that the weight of the heading at the fixed point position becomes heavier as the ship approaches the fixed point position.

  This method shows a specific calculation example of the navigation direction.

  The hull control method of the present invention includes a step of detecting the magnitude of disturbance and a step of calculating a target ship speed at the fixed point position from the magnitude of disturbance. The hull control method includes a step of calculating a navigation ship speed, which is a speed at which the ship navigates at that time, from a target ship speed that directs the ship to a fixed position and a target ship speed at the fixed position. Adjusting the thrust according to the ship speed.

  In this method, the optimum navigation ship speed is determined from the target ship speed for causing the ship to reach the fixed point position and the target ship speed at the fixed point position.

  In the hull control method of the present invention, the navigation ship speed is calculated by weighted addition of the target ship speed and the ship speed at the fixed point position. The weighted addition is set so that the weight of the ship speed at the fixed point position becomes heavier as the ship approaches the fixed point position.

  This method shows a specific calculation example of the navigation ship speed.

  Further, the hull control method of the present invention includes a step of acquiring the ship position, and a step of detecting a disturbance direction that is a direction of a disturbance that gives an external force to the ship with reference to the ship. Have. The hull control method is based on the process of setting a disturbance orthogonal line orthogonal to the disturbance direction and passing through a fixed point position, and by adjusting the thrust and steering angle, the relationship between the disturbance orthogonal line and the ship position is approximated to the disturbance direction. And advancing or reversing the ship along a parallel direction.

  In this method, the ship can be kept near the fixed point position in a state where the heading and the disturbance direction are substantially matched.

  Moreover, the hull control method of this invention has the process of detecting the heading of own ship. The process of advancing or reversing the ship in the hull control method involves moving the ship backward when the ship's position is on the disturbance side with respect to the disturbance orthogonal line when the bow direction of the ship and the disturbance direction are substantially the same. The ship is advanced when the ship position is on the opposite side of the disturbance with respect to the disturbance orthogonal line.

  This method shows a specific method for switching forward and backward.

  Further, the hull control method of the present invention includes a step of detecting a distance that the ship is farthest from a fixed point position on a disturbance opposing line parallel to the disturbance direction, and a thrust adjustment in which the distance that is the farthest is determined by the magnitude of the disturbance Reducing the thrust of the ship when longer than the threshold distance for use.

  Further, the hull control method of the present invention includes a step of detecting a distance that the ship is farthest from a fixed point position on a disturbance opposing line parallel to the disturbance direction, and a thrust adjustment in which the distance that is the farthest is determined by the magnitude of the disturbance Increasing the thrust of the ship when it is shorter than the threshold distance for use.

  These methods show specific thrust adjustment methods for forward and backward travel. By using these methods, the ship can be held more accurately near the fixed point position.

  In the hull control method of the present invention, the step of detecting the distance at which the ship is farthest from the fixed point position on the disturbance opposing line parallel to the disturbance direction, and the timing for turning on the thrust based on the distance at which the ship is furthest away are turned off. Adjust one of the timings.

  In this method, the range of movement of the ship relative to the fixed point position can be further narrowed.

  Moreover, the hull control method of this invention performs the process of moving the own ship forward or backward when the difference between the heading and the disturbance direction is equal to or less than the threshold value.

  In this method, only when the difference between the heading and the disturbance direction is small, the forward / reverse control for keeping the above-described ship near the fixed point position is performed. As a result, the ship can be more securely retained near the fixed point position.

  Moreover, the hull control method of this invention performs the process of changing a heading, when the difference of a heading and a disturbance direction is larger than a threshold value.

  In this method, even if the difference between the heading and the disturbance direction is large, the heading can be easily changed so that the difference becomes small.

  Further, the step of changing the heading of the hull control method of the present invention includes the step of adjusting the rudder angle while moving the boat backward to bring the heading and disturbance directions closer, and the step of adjusting the rudder angle while moving the boat forward. And a step of bringing the bow direction and the disturbance direction close to each other.

  This method shows a specific method for changing the heading. By using this method, the heading can be easily changed using disturbance.

  The hull control method of the present invention executes a step of moving the ship forward or backward when the own ship position is within a predetermined distance range centered on the fixed point position. This hull control method includes the following steps when the ship position deviates from a predetermined range. The hull control method includes a step of calculating a target direction from the fixed point position and the own ship position toward the fixed point position, a step of detecting the target direction at the fixed point position from the disturbance direction, and a target direction and fixed point toward the fixed point position. A step of calculating a navigation direction which is a direction in which the ship navigates at that time from the target direction at the position. This hull control method includes a step of detecting the magnitude of a disturbance, a step of calculating a ship speed at a fixed point position from the magnitude of the disturbance, a target ship speed that is a ship speed for directing the ship to a fixed point position, and a fixed point. A step of calculating a navigation ship speed, which is a speed at which the ship navigates at that time, from the target ship speed at the position; This hull control method includes the steps of adjusting the rudder angle according to the navigation direction and adjusting the thrust according to the navigation ship speed.

  In this method, when the own ship position is close to the fixed point position, forward / reverse control is performed to keep the ship near the fixed point position, and when the own ship position is away from the fixed point position, the ship moves toward the fixed point position. Control to navigate the ship is performed. Thereby, according to a situation, a ship can be moved to a fixed point position appropriately, or can be made to remain near a fixed point position.

  In the hull control method of the present invention, the thrust and the steering angle may be adjusted at different timings.

  In this method, since the thrust and the steering angle are not adjusted at the same time, the target movement of the ship can be realized more stably.

  In the hull control method of the present invention, the thrust and the rudder angle may be set to discrete values.

  This method facilitates thrust control and steering angle control while enabling movement substantially equivalent to analog thrust control and steering angle control.

  Moreover, the hull control method of this invention has the process of notifying according to the distance of own ship position and a fixed point position. The notification is set differently depending on the distance.

  In this method, the user can intuitively understand the distance between the ship and the fixed point.

  The hull control method of the present invention includes a step of accepting an operation input according to a fish type, a step of selecting an operation mode associated with the fish type, and a step of controlling the ship based on the selected operation mode And having.

  In this method, the user can intuitively select how to move the ship.

  According to the present invention, it is possible to perform desired hull control by suppressing unnecessary ship movements due to the influence of disturbances, even without additional equipment capable of moving in the starboard direction.

It is a block diagram which shows the main structures of the ship which concerns on the 1st Embodiment of this invention. 3 is a flowchart of hull control according to the first embodiment of the present invention. It is a flowchart of the navigation control to the fixed point position Pp. It is a figure which shows the relationship of each parameter used for navigation control to the fixed point position Pp. It is a figure which shows the example of a wake when the navigation control of this invention is performed. It is a figure which shows the example of a setting of weighting. FIG. 3 is a block diagram showing a configuration of a direction ship speed setting unit 41 of the hull control unit 24. It is a flowchart of fixed point holding | maintenance control. It is a figure which shows the switching concept of forward / reverse. It is a flowchart which shows the thrust control method at the time of forward / backward travel. It is a figure which shows a thrust control concept. It is a block diagram which shows the structure of a fixed point holding | maintenance control part. It is a flowchart of fixed point holding | maintenance control which adjusts a thrust on / off timing. It is a figure which shows the concept of the fixed point holding | maintenance control by adjustment of a thrust on / off timing. It is a flowchart of direction change control. It is a figure which shows the concept of direction change control. It is a timing chart which shows the concept of generation and adjustment of thrust, and adjustment of a rudder angle. It is a block diagram which shows the main structures of the ship which concerns on the 2nd Embodiment of this invention. It is a flowchart of notification sound generation processing. It is a flowchart which shows the selection process of notification sound. It is a block diagram which shows the main structures of the ship which concerns on the 3rd Embodiment of this invention, and a figure which shows the example of a display screen. It is a flowchart of the boat maneuvering control determination process by a fish type. It is a table | surface which shows the example of correlation with a fish species, a point, a ship maneuvering method, and a fixed point classification.

  A hull control method including a hull control device according to a first embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a block diagram showing the main configuration of a ship according to the first embodiment of the present invention.

  The ship 10 includes a hull control device 20, a power source 30, a propeller 31, and a rudder 40. The hull control device 20 includes an antenna 21, a positioning unit 22, a sensor 23, a hull control unit 24, and an operation unit 25. A set of the power source 30 and the propeller 31 corresponds to a “propulsion generation unit”.

  The antenna 21 receives a GPS positioning signal and outputs it to the positioning unit 22. The positioning unit 22A performs a positioning calculation using the GPS positioning signal, and calculates the position (own ship position) Ps of the ship 10. This positioning calculation is executed at every positioning timing set in advance. The positioning unit 22 outputs the calculated own ship position Ps to the hull control unit 24.

  The sensor 23 includes, for example, a heading sensor that detects the heading ADb, a wind direction sensor, a wind speed sensor, a tide meter, and the like. The sensor 23 calculates a disturbance vector VECd from the wind direction, wind speed, tidal direction, and tidal speed. The disturbance vector VECd is defined by an addition vector of the wind vector VECw and the tidal vector VECt. The vector direction of the wind vector VECw is determined by the wind direction, and the magnitude of the wind vector VECw is determined by the wind speed. The vector direction of the tidal vector VECt is determined by the tidal direction, and the magnitude of the tidal vector VECt is determined by the tidal velocity.

  The sensor 23 outputs the detected bow direction ADb and the disturbance vector VECd to the hull control unit 24. The sensor 23 may output the wind vector VECw and the tidal current vector VECt to the hull control unit 24. Alternatively, the sensor 23 may output the wind vector VECw and the tidal vector VECt to the hull control unit 24, and the hull control unit 24 may calculate the disturbance vector VECd from the wind vector VECw and the tidal vector VECt.

  The hull control unit 24 stores a fixed point position Pp set by the user via the operation unit 25 in advance. Although a specific control method will be described later, the hull control unit 24 executes navigation control to the fixed point position or fixed point holding control based on the fixed point position Pp and the own ship position Ps. Schematically, when the distance DIS between the fixed point position Pp and the ship position Ps is larger than a predetermined value, navigation control to the fixed point position is performed, and when the distance DIS is equal to or smaller than the predetermined value, the fixed point holding control is performed. I do.

  The hull control unit 24 performs drive control of the power source 30 based on thrust determined by navigation control to a fixed point position or fixed point holding control. The hull control unit 24 performs the rudder angle control of the rudder 40 based on the rudder angle determined by the navigation control to the fixed point position or the fixed point holding control.

  The operation unit 25 is a so-called user interface device, and outputs an operation input by the user to the hull control unit 24.

  The power source 30 is composed of a diesel engine or a motor. Further, a hybrid power mechanism that includes these diesel engines and motors and that can be used depending on the situation may be used. The power source 30 is driven and controlled by the hull control unit 24. The power source 30 gives the generated power to the propeller 31.

  The rudder 40 is provided at the stern of the ship 10. The rudder 40 is steered by the hull control unit 24.

  From such a configuration, the ship 10 moves to a fixed point or moves forward or backward to maintain a fixed point depending on the propulsive force of the propeller 31 and the rudder angle of the rudder 40. At this time, the backward movement includes a case where the propeller 31 is stopped and moved backward due to disturbance.

  And the ship 10 which consists of such a structure roughly performs hull control by the flow as shown in FIG. FIG. 2 is a flowchart of hull control according to the embodiment of the present invention. FIG. 2 shows a case where the distance DIS between the ship position Ps and the fixed point position Pp is separated from a predetermined value. Here, when the distance DIS is equal to or smaller than the predetermined value, the movement control to the fixed point position is not performed and the fixed point holding control is performed.

  First, the hull control unit 24 performs thrust control and steering angle control so that the ship 10 sails toward the fixed point position Pp based on the own ship position Ps, the fixed point position Pp, the disturbance vector VECd, and the heading ADb. . At this time, the hull control unit 24 detects, as the disturbance direction ADd, a direction opposite to the direction in which the disturbance vector VECd faces and based on the fixed point position Pp. Then, the hull control unit 24 navigates the ship 10 while performing thrust control and steering angle control so that the bow direction ADb and the disturbance direction ADd substantially coincide with each other at the fixed point position Pp (S101).

  This navigation control is continuously executed until the own ship position Ps and the fixed point position Pp substantially coincide (S102: No → S101).

  When it is detected that the own ship position Ps and the fixed point position Pp substantially coincide with each other (S102: Yes), the hull control unit 24 maintains the state where the bow direction ADb and the disturbance direction ADd substantially coincide with each other, and the fixed point position Ps and Thrust control and rudder angle control are performed so that the ship 10 stays in the region near the fixed point position Ps, and fixed point holding control is performed (S103).

  Next, a specific method of navigation control to the fixed point position Pp will be described with reference to the drawings. FIG. 3 is a flowchart of the navigation control to the fixed point position Pp. The navigation control shown in FIG. 3 is continuously performed at predetermined time intervals until the fixed point position Pp is reached via the navigation to the fixed point position Pp. FIG. 4 is a diagram showing the relationship of each parameter used for navigation control to the fixed point position Pp. FIG. 5 is a diagram showing a wake example when the navigation control of the present invention is performed. FIG. 6 is a diagram illustrating a setting example of weighting. Unless otherwise specified, the speeds shown below are absolute speeds (ground speeds), the coordinates are the absolute coordinates of the earth surface, and the direction is the north reference direction.

  In navigation control to the fixed point position Pp, first, the own ship position Ps and the fixed point position Pp are acquired (S111). Acquisition of the fixed point position Pp is executed by the user designating the coordinates of the fixed point position Pp through the operation unit 25. The fixed point position Pp may be acquired only at the start timing of navigation to the fixed point position Pp. The own ship position Ps is acquired from the positioning result by the positioning unit 22 described above. When the own ship position Ps and the fixed point position Pp are acquired, the distance between the two points, that is, the distance DIS from the own ship position Ps to the fixed point position Pp at this time is calculated.

  Next, each parameter of the disturbance element is acquired (S112). The disturbance is expressed by a combination of wind and current and can be expressed by a velocity vector. The wind vector VECw is acquired from the wind direction and the wind speed measured by the sensor 23. The tidal vector VECt is acquired from the tidal direction and tidal velocity measured by the sensor 23. The disturbance vector VECd is obtained as a combined vector of the wind vector VECw and the tidal vector VECt. Therefore, the disturbance vector VECd is calculated by adding the wind vector VECw, the power flow vector VECt, and the vector.

  At this time, since the sensor 23 is mounted on the ship 10, the calculated disturbance vector VECd is the own ship position Ps, but this disturbance vector VECd is regarded as the disturbance vector VECd at the fixed point position Pp. Even if such a method is used, if the ship 10 actually approaches the fixed point position Pp, the own ship position Ps and the fixed point position Pp substantially coincide with each other. Therefore, the disturbance vector VECd of the own ship position Ps is set to the fixed point position Pp. Even with the disturbance vector VECd, navigation control with sufficient accuracy is possible. Further, even if the ship position Ps and the fixed point position Pp are separated from each other, the disturbance vector VECd does not change greatly. Further, as the ship sails toward the fixed point position Pp, the disturbance vector VECd of the ship position Ps and the fixed point are not changed. Since there is almost no difference from the disturbance vector VECd at the position Pp, navigation control with sufficient accuracy is possible.

  Next, the target bearing ψp toward the fixed point position Pp with respect to the own ship position Ps, the target ship speed Vp toward the fixed point position Pp, the target bearing ψd at the fixed point position Pp, and the target ship speed (fixed ship speed) Vd are obtained. Obtain (S113).

  The target orientation ψp toward the fixed point position is calculated by geometric calculation from the coordinates of the ship position Ps and the coordinates of the fixed point position Pp. Further, when the user operates the operation unit 25, the target ship speed Vp toward the fixed point position Pp is acquired.

  In addition, when the user operates the operation unit 25, the target bearing ψd and the target ship speed (fixed ship speed) Vd at the fixed point position Pp are acquired. The target azimuth ψd at the fixed point position Pp is set to an azimuth opposite to the azimuth of the disturbance vector VECd. The ship speed Vd at the fixed point position Pp is set to the same size as the magnitude of the disturbance vector VECd, for example. In this case, the ground speed at the fixed point position Pp is set to be zero.

  Next, the navigation direction ψo at that time is determined using the target direction ψp toward the fixed point position and the target direction ψd at the fixed point position (S114).

  At this time, the navigation direction ψo is calculated using the following weighted addition formula.

  ψo = αψp + βψd where α + β = 1. Further, when the distance between the ship position Ps and the fixed point position Pp at the navigation start timing to the fixed point position Pp is DISo, and the distance at that time is DIS, α is defined as follows.

α = 1−exp ^{− (DIS / DISo)} Therefore, β is expressed by the following equation.

β = ^{exp− (DIS / DISo)} Such α and β vary as shown in FIG. 6 according to the distance DIS. That is, α becomes smaller as the distance DIS becomes shorter, and β becomes larger as the distance DIS becomes longer.

  By calculating the navigation azimuth ψo by such an expression, the navigation azimuth ψo approaches the target azimuth ψp toward the fixed point position as it is far from the fixed point position Pp, and approaches the target azimuth ψd at the fixed point position as it approaches the fixed point position Pp. As it gradually changes. Thereby, the ship 10 can be navigated toward the fixed point position Pp while smoothly changing the navigation direction ψo from the target direction ψp toward the fixed point position to the target direction ψd at the fixed point position.

  Next, using the target ship speed Vp toward the fixed point position and the target ship speed Vd at the fixed point position, the navigation ship speed Vo at that time is determined (S115).

  At this time, the navigation ship speed Vo is calculated using the following weighted addition formula.

  Vo = αVp + βVd Here, α and β have the same definition as the navigation direction ψo described above.

  By calculating the navigation ship speed Vo with such an equation, the navigation ship speed Vo approaches the target ship speed Vp toward the fixed point position as it is far from the fixed point position Pp, and the target ship at the fixed point position as it approaches the fixed point position Pp. It gradually changes so as to approach the speed Vd. Thereby, the ship 10 can be navigated toward the fixed point position Pp while smoothly changing the navigation ship speed Vo from the target ship speed Vp toward the fixed point position to the target ship speed Vd at the fixed point position.

  Next, the thrust applied to the power source 30 is determined using the calculated navigation ship speed Vo. Moreover, the rudder angle given to the rudder 40 is determined using the calculated navigation direction ψo (S116).

  By performing the processing as described above, as shown in FIG. 5, the heading gradually opposes the disturbance direction while being flown by the disturbance from the navigation start position to the fixed point position Pp toward the fixed point position Pp ( The ship 10 can be navigated to the fixed point position Pp. Then, when the ship 10 reaches the fixed point position Pp, the bow direction can be opposed to the disturbance direction. Thus, at the fixed point position Pp, the bow direction and the disturbance direction are made to face each other (the angle formed by the direction of the disturbance vector and the bow direction is 180 °). The start of the following fixed point holding control can be facilitated.

  In the above description, the case where each process is performed using the hull control unit 24 as one element has been described. However, as illustrated in FIG. 7, the above process may be performed by being divided into a plurality of functional units. FIG. 7 is a block diagram showing the configuration of the bearing speed setting unit 41 of the hull control unit 24.

  The direction ship speed setting unit 41 includes a navigation condition determination unit 42 and a weighting processing unit 43. The navigation condition determination unit 42 includes a fixed point direction vector calculation unit 421 and a fixed point position vector calculation unit 422.

  The fixed point direction vector calculation unit 421 calculates a target orientation ψp that goes from the fixed point position Pp and the own ship position Ps to the fixed point position. Further, the fixed point direction vector calculation unit 421 determines a target ship speed Vp toward the fixed point position based on the operation input.

  The fixed point position vector calculation unit 422 calculates the fixed point ship speed Vd from the disturbance vector VECd. The fixed point position vector calculation unit 422 determines the fixed point ship speed Vd based on the operation input.

  The weighting processing unit 43 includes a weighting coefficient setting unit 433, multipliers 4341, 4342, 4343, 4344, and adders 4351, 4352.

  The weighting coefficient setting unit 433 determines the weighting coefficients α and β based on the distance DIS.

  The multiplier 4341 is given a target azimuth ψp and a weighting coefficient α toward the fixed point position. At this time, the target direction ψp toward the fixed point position is given after being converted into a unit vector. Multiplier 4341 multiplies target orientation ψp toward the fixed point position by weighting coefficient α and outputs multiplication result αψp to adder 4351.

  The multiplier 4342 is given a target orientation ψd and a weighting coefficient β at a fixed point position. At this time, the target orientation ψd at the fixed point position is given after being converted into a unit vector. Multiplier 4342 multiplies target orientation ψd at the fixed point position by weighting coefficient β and outputs multiplication result βψd to adder 4351.

  The adder 4351 adds the multiplication result αψp and the multiplication result βψd to calculate the navigation direction ψ0 and outputs it.

  The multiplier 4343 is given a target ship speed Vp toward the fixed point position and a weighting coefficient α. The multiplier 4343 multiplies the target ship speed Vp toward the fixed point position by the weighting coefficient α and outputs the multiplication result αVp to the adder 4352.

  The multiplier 4344 is given the target ship speed Vd and the weighting coefficient β at the fixed point position. The multiplier 4344 multiplies the target ship speed Vd at the fixed point position by the weighting coefficient β and outputs the multiplication result βVd to the adder 4352.

  The adder 4352 adds the multiplication result αVp and the multiplication result βVd to calculate the navigation ship speed Vo and outputs it.

  Even with such a configuration, as described above, the ship 10 can be navigated to the fixed point position Pp while gradually changing so that the bow direction is opposed (parallel) to the disturbance direction.

  Next, fixed point holding control for holding the ship 10 that has reached the fixed point position Pp at the fixed point position Pp will be described. FIG. 8 is a flowchart of the fixed point holding control. FIG. 9 is a diagram showing the concept of forward / reverse switching. Hereinafter, in the fixed point holding control state, the heading is described as ADb, and the disturbance direction (the direction facing the disturbance vector VECd) is described as ADd. Moreover, in the following description, the case where the bow is facing the disturbance direction is shown. When the stern is facing the disturbance direction, the forward control and reverse control described later are reversed.

  The arrival of the fixed point position Pp can be detected by the fact that the measured ship position Ps and the fixed point position Pp substantially coincide. Here, the own ship position Ps and the fixed point position Pp substantially coincide with each other, for example, means that the own ship position Ps is within a predetermined range centered on the fixed point position Pp. As a specific example, it means that the own ship position Ps has entered a region within a circle centered on the fixed point position Pp and whose radius is about the length of about three boats of the ship 10. This region is hereinafter referred to as a fixed point holding operation region BorK (see FIG. 9). This range is the vicinity of the fixed point position Pp. In addition, what is necessary is just to set this radius etc. suitably according to a use aspect.

  When it is detected that the ship position Ps is not within the fixed point holding region BorK (S211: No), as described above, the heading ADb is opposed to the direction of the disturbance vector VECd at the fixed point position Pp, in other words, disturbance. The ship 10 is subjected to navigation control so as to be parallel to the direction ADd (S215).

  When it is detected that the ship position Ps is within the fixed point holding area BorK (S211: Yes), the following fixed point holding control is executed.

  Specifically, when it is detected that the ship position Ps is within the fixed point holding area BorK (S211: Yes), an error angle Δψdd between the disturbance direction ADd and the bow direction ADb is calculated (S212). The error angle Δψdd is obtained, for example, by subtracting the bow direction ADb from the disturbance direction ADd. The reverse, that is, the disturbance direction ADd may be subtracted from the bow direction ADb.

  When the disturbance vector VECd is constant and does not change, the disturbance azimuth ADd and the bow azimuth ADb should be parallel when the fixed point position Pp is reached, and if the disturbance does not change, the error angle Δψdd should be constantly zero. It is. However, disturbances change frequently because they are determined by wind and current. Therefore, it is necessary to detect such a change in the error angle Δψdd in order to make the bow azimuth ADb parallel to the disturbance azimuth ADd in order to perform fixed point holding control described later.

For the error angle Δψdd, a preset error angle threshold Th _Δψdd is set. The error angle threshold Th _Δψdd is determined by the maximum value of the angle difference (error angle Δψdd) between the disturbance direction ADd and the bow direction ADb so that the fixed point can be easily held by forward / reverse control described later. This maximum value can be set in advance by experiments or the like. As a specific example, the error angle threshold Th _Δψdd is set to ± 45 °.

If the error angle Δψdd is larger than the error angle threshold Th _Δψdd (S213: No), azimuth change control described later is executed (S218). If the error angle Δψdd is equal to or _smaller than the error angle threshold Th _Δψdd , it is detected whether the ship position Ps is on the disturbance side or not on the disturbance orthogonal line Lver.

  The disturbance orthogonal line Lver is defined by a straight line that is orthogonal to the disturbance vector VECd and passes through the fixed point position Pp. A region on the disturbance side and the fixed point holding region BorK with respect to the disturbance orthogonal line Lver is defined as a disturbance upper region ZoneU. A region on the side opposite to the disturbance and the fixed point holding region BorK with respect to the disturbance orthogonal line Lver is defined as a disturbance lower region ZoneD.

  When it is detected that the own ship position Ps is in the disturbance upper zone ZoneU (S214: Yes), a reverse control for holding a fixed point is performed (S217). The fixed point holding backward control is a control for moving the ship 10 backward at the holding boat speed, and is a control for generating thrust and rotating the screw for backward driving or causing the disturbance 10 to flow without generating thrust. It is. During this fixed point holding reverse control, the bow angle ADb may be adjusted to be parallel to the disturbance direction ADd by appropriately adjusting the rudder angle.

  When it is detected that the ship position Ps is in the disturbance under zone ZoneD (S214: No), the forward control for holding the fixed point is performed (S216). The fixed point holding forward control is control for moving the ship 10 forward at the holding boat speed. During this fixed point holding forward control, the steering angle ADb may be adjusted as appropriate so that the bow direction ADb is parallel to the disturbance direction ADd.

  By performing such control, when the ship 10 exists in the disturbance upper area ZoneU, the ship 10 is moved so as to reach the disturbance orthogonal line Lver in the fixed point holding area BorK, more preferably the fixed point position Pp itself. It can be moved backward (see ship 10 'in FIG. 9). Further, even when the ship 10 exists in the disturbance under zone ZoneD, the ship 10 can be moved forward so as to reach the disturbance orthogonal line Lver in the fixed point holding region BorK, more preferably the fixed point position Pp itself (FIG. 9), that is, it is possible to keep the ship 10 in a narrow range near the fixed point position Pp. Further, even if the ship 10 is one power and one rudder, the fixed point is determined according to the position of the ship 10. The ship 10 can be automatically moved so as to reach the position Pp.

  Next, the above-described forward / reverse control will be described more specifically. FIG. 10 is a flowchart showing a thrust control method during forward / backward travel. FIG. 11 is a diagram showing the concept of thrust control. In FIG. 11, the horizontal axis represents time, the vertical axis represents the disturbance opposing line projection distance Ld, and the solid line represents the time change of the wake.

  The disturbance opposing line projection distance Ld is a distance obtained by projecting the distance between the ship position Ps and the fixed point position Pp onto the disturbance opposing line, as shown in the case of the ship 10 'in FIG. The disturbance opposing line is a straight line orthogonal to the disturbance orthogonal line Lver (parallel to the disturbance direction ADd) and passing through the fixed point position Pp. In the case of FIG. 9, the case where the ship 10 ′ is present on the disturbance opposing line is shown, but in other cases, the disturbance opposing line projection distance Ld can be defined by the same method.

  Further, in the thrust control method of FIG. 10, as shown in FIG. 11, the thrust is turned off when the disturbance orthogonal line Lver when moving the ship 10 from the disturbance lower zone ZoneD to the disturbance upper zone ZoneU is crossed. The thrust is turned on when the disturbance orthogonal line Lver when the ship 10 is moved from the zone ZoneU to the zone D under disturbance is crossed.

  When thrust is generated for the ship 10 existing in the disturbance under zone ZoneD and the ship 10 is advanced, the ship 10 continues to advance even if the thrust is turned off at the time of crossing the disturbance orthogonal line Lver. Then, at the position where the disturbance opposing line direction component of the thrust due to the holding ship speed coincides with the disturbance opposing line direction component of the disturbance, the ship speed of the ship 10 becomes 0, and the vehicle moves backward so as to be flowed by the disturbance.

  The length obtained by projecting the line connecting the position where the ship speed becomes 0 and the fixed point position Pp onto the disturbance opposing line is calculated as the disturbance opposing line maximum projection distance Ldd (S311).

A preset thrust adjustment threshold Th _Ldd is set for the disturbance opposing line maximum projection distance Ldd. The thrust adjustment threshold Th _Ldd is set according to the thrust of the ship 10, the shape, the magnitude of the disturbance vector VECd, how far the ship 10 is allowed to be away from the fixed point position Pp, and the like.

When it is detected that the disturbance opposing line maximum projection distance Ldd is longer than the thrust adjustment threshold Th _Ldd (S312: Yes), thrust reduction control is performed (S313). The thrust reduction control is control for making the next thrust lower than the current thrust. For example, if the current thrust is Vt (n), the next thrust is Vt (n + 1), and the correction amount is δVt,
Vt (n + 1) = Vt (n) −δVt The correction amount δVt is, for example, a value that can be appropriately set by the user.

When it is detected that the disturbance opposing line maximum projection distance Ldd is shorter than the thrust adjustment threshold Th _Ldd (S312: No, S314: Yes), thrust increase control is performed (S315). The thrust increase control is control for making the next thrust higher than the current thrust. For example, if the current thrust is Vt (n), the next thrust is Vt (n + 1), and the correction amount is δVt,
Vt (n + 1) = Vt (n) + δVt

When the disturbance opposing line maximum projection distance Ldd is _neither shorter nor longer than the thrust adjustment threshold Th _Ldd , that is, when the disturbance opposing line maximum projection distance Ldd matches the thrust adjustment threshold Th _Ldd (S312: No, S314). : No), the thrust is not changed.

  By performing such control, the ship 10 moves as shown in FIG.

First, when the ship 10 moves in the direction of the disturbance from the zone D under the disturbance in the thrust on Vt11 state and turns off the thrust at the time t11 across the disturbance orthogonal line Lver, the ship 10 responds to the thrust applied so far. Advance. Then, the ship 10 temporarily stops at the disturbance opposing line maximum projection distance Ldd (t11). Here, since the disturbance opposing line maximum projection distance Ldd (t11) is longer than the thrust adjustment threshold Th _Ldd , the next thrust Vt12 is reduced by δVt from the current thrust Vt11.

  Thereafter, when the ship 10 is swept away by the disturbance and crosses the disturbance orthogonal line Lver, the thrust Vt12 is turned on at this timing. The ship 10 is caused to flow into the disturbance underneath Zone D, but moves back to the disturbance side again by the thrust Vt12.

Next, when the ship 10 moves in the direction of disturbance from the disturbance under zone ZoneD in the state of thrust on Vt12 and crosses the disturbance orthogonal line Lver, the thrust is turned off at time t12, reaching the maximum projection distance Ldd (t12) of the disturbance opposing line. And pause. Here, since the disturbance opposing line maximum projection distance Ldd (t12) is still longer than the thrust adjustment threshold Th _Ldd , the next thrust Vt13 is further reduced by δVt from the current thrust Vt12.

  Thereafter, when the ship 10 is swept away by the disturbance and crosses the disturbance orthogonal line Lver, the thrust Vt13 is turned on at this timing. The ship 10 is caused to flow into the disturbance underneath Zone D, but moves back to the disturbance side again by the thrust Vt13.

Next, when the ship 10 moves in the disturbance direction from the disturbance under zone ZoneD in the thrust-on Vt13 state and crosses the disturbance orthogonal line Lver and turns off the thrust at time t13, the disturbance-opposed line maximum projection distance Ldd (t13) is reached. And pause. Here, since the disturbance opposing line maximum projection distance Ldd (t13) is still longer than the thrust adjustment threshold Th _Ldd , the next thrust Vt14 is further reduced by δVt from the current thrust Vt13.

  Thereafter, when the ship 10 is swept away by the disturbance and crosses the disturbance orthogonal line Lver, the thrust Vt14 is turned on at this timing. The ship 10 is caused to flow into the disturbance underneath Zone D, but again moves back to the disturbance side by the thrust Vt14.

Next, when the ship 10 moves in the direction of disturbance from the zone D under the disturbance in the state of thrust on Vt14 and turns off the thrust at time t14 across the disturbance orthogonal line Lver, it reaches the maximum projection distance Ldd (t14) of the disturbance opposing line. And pause. Here, since the disturbance opposing line maximum projection distance Ldd (t14) is shorter than the thrust adjustment threshold Th _Ldd , the next thrust Vt15 is increased by δVt from the current thrust Vt14.

  Thereafter, when the ship 10 is swept by disturbance and crosses the disturbance orthogonal line Lver, the thrust Vt15 is turned on at this timing. The ship 10 is caused to flow into the disturbance under zone ZoneD, but again moves back to the disturbance side by the thrust Vt15.

Next, when the ship 10 moves in the disturbance direction from the disturbance under zone ZoneD in the thrust on Vt15 state and crosses the disturbance orthogonal line Lver and turns off the thrust at the time t15, the disturbance opposing line maximum projection distance Ldd (t15) is reached. And pause. Here, since the disturbance opposing line maximum projection distance Ldd (t14) is longer than the thrust adjustment threshold Th _Ldd , the next thrust Vt16 is reduced by δVt from the current thrust Vt15.

  Thereafter, when the ship 10 is swept away by the disturbance and crosses the disturbance orthogonal line Lver, the thrust Vt16 is turned on at this timing. The ship 10 is caused to flow in the disturbance under-zone ZoneD, but moves back to the disturbance side again by the thrust Vt16.

As described above, by performing the above-described fixed point holding control, the ship 10 moves forward and backward within the range of about twice the thrust adjustment threshold Th _Ldd around the disturbance orthogonal line Lver (fixed point position Pp). The moving range can be narrowed gradually. Furthermore, the ship 10 can repeat forward and backward _travel in the range of about twice the thrust adjustment threshold Th _Ldd around the disturbance orthogonal line Lver.

An adaptive process of the thrust adjustment threshold Th _Ldd that gradually sets the thrust adjustment threshold Th _Ldd is also possible. By performing such an adaptive process, the moving range of the ship 10 is centered on the fixed point position Pp. Further, the range can be made shorter.

  Such fixed point holding control can also be realized by a plurality of functional units instead of one arithmetic element. FIG. 12 is a block diagram illustrating a configuration of the fixed point holding control unit.

  The fixed point holding control unit 44 includes an error angle detection unit 441, a forward / reverse determination unit 442, a thrust force, and a steering angle determination unit 443. The error angle detector 441 calculates an error angle Δψdd from the disturbance direction ADd and the bow direction ADb. The forward / reverse determination unit 442 sets a disturbance orthogonal line Lver from the disturbance direction ADd and the fixed point position Pp. The forward / reverse determination unit 442 determines the fixed point holding area BorK from the fixed point position Pp.

  The forward / reverse determination unit 442 performs any of the navigation control from the fixed point holding area BorK, the disturbance orthogonal line Lver, and the own ship position Ps to the fixed point position described above, the forward control for holding the fixed point, and the reverse control for holding the fixed point. select. The forward / reverse determination unit 442 selects the navigation control to the fixed point position if the ship position Ps is outside the fixed point holding area BorK. When the own ship position Ps is within the fixed point holding area BorK and within the disturbance upper area ZoneU based on the disturbance orthogonal line Lver, the forward / reverse determination unit 442 selects the backward control for holding the fixed point. The forward / reverse determination unit 442 selects the forward control for holding the fixed point if the own ship position Ps is in the fixed point holding region BorK and within the disturbance under zone ZoneD based on the disturbance orthogonal line Lver.

  The thrust / steering angle determination unit 443 determines the thrust and the steering angle from the selected control and the error angle Δψdd.

  Even with such a configuration, the fixed point holding control can be performed as described above.

  Next, another fixed point holding control method will be specifically described. FIG. 13 is a flowchart of fixed point holding control for adjusting the thrust on / off timing. FIG. 14 is a diagram illustrating the concept of fixed point holding control by adjusting the thrust on / off timing. In FIG. 14, the horizontal axis represents time, the vertical axis represents the disturbance opposing line projection distance Ld, and the solid line represents the time change of the wake.

  In the following description, the timing at which the ship is switched from the thrust on state to the off state will be described. Even in the thrust off state (S411), the ship 10 continues to advance due to the thrust applied so far. The ship speed of the ship 10 is zero at a position where the disturbance opposing line direction component of the thrust due to the holding ship speed matches the disturbance opposing line direction component of the disturbance. This timing is detected as the maximum arrival point of the disturbance upper area ZoneU (S412).

  The length obtained by projecting the line connecting the position where the boat speed is 0 in the disturbance upper area ZoneU and the fixed point position Pp onto the disturbance opposing line is calculated as the disturbance opposing line maximum projection distance Lddu of the disturbance upper area ZoneU ( S413).

The thrust off distance Rd _NF is calculated from the disturbance opposing line maximum projection distance Lddu of the disturbance upper area ZoneU (S414). The thrust off distance Rd _NF is defined by a distance along the disturbance direction ADd with the disturbance orthogonal line Lver as a reference, on the disturbance upper area ZoneU side of the disturbance orthogonal line Lver.

The thrust off distance Rd _NF is calculated by multiplying the disturbance opposing line maximum projection distance Lddu of the disturbance upper region ZoneU by a coefficient k _d (0 <k _d <1).

Rd _NF = k _d * Lddu After reaching the maximum reaching point of the disturbance upper region ZoneU, the ship 10 is caused to flow (reverse) by the disturbance and approaches the disturbance orthogonal line Lver. At this time, it calculates the distance DIS from the own ship position Ps and fixed point position Pp, compares the disturbance counter line component Lru of the distance DIS, a thrust on the distance _{Ru NF.} If the disturbance opposing line component Lru of the distance DIS is greater than the thrust on distance Ru _NF , the thrust remains off (S415: No).

When it is detected that the disturbance opposing line component Lru of the distance DIS matches the thrust on distance Ru _NF (S415: Yes), the thrust is turned on (S416).

  Thereby, the ship 10 can generate a thrust before the disturbance orthogonal line Lver is applied in a state in which the thrust is off and the disturbance 10 is flowed to the disturbance. Therefore, overshooting is less likely than when the thrust is turned on at the timing related to the disturbance orthogonal line Lver.

  Next, even if the thrust is turned on (S417), the ship 10 does not move immediately, but is caused by disturbance. Then, at a position where the work of the disturbance opposing line direction component of the thrust due to the holding ship speed coincides with the work of the disturbance opposing line direction component of the disturbance, the ship 10 is not caused to flow by the disturbance, and the ship speed becomes zero. This timing is detected as the maximum reaching point of the disturbance under zone ZoneD (S418).

  A length obtained by projecting a line segment connecting the position at which the boat speed is 0 in the disturbance under zone ZoneD and the fixed point position Pp onto the disturbance counter line is calculated as a disturbance counter line maximum projection distance Lddd in the zone D below the disturbance ( S419).

The thrust on distance Ru _NF is calculated from the disturbance opposing line maximum projection distance Lddd of the disturbance under zone ZoneD (S420). The thrust-on distance Ru _NF is defined by a distance along the disturbance direction ADd with the disturbance orthogonal line Lver as a reference on the disturbance lower zone ZoneD side than the disturbance orthogonal line Lver.

The thrust-on distance Ru _NF is calculated by multiplying the disturbance opposing line maximum projection distance Lddd by the coefficient k _u (0 <k _u <1) in the disturbance under zone ZoneD.

Ru _NF = k _u * Lddd After reaching the maximum reaching point of the disturbance under zone ZoneD, the ship 10 moves forward by the thrust and approaches the disturbance orthogonal line Lver. At this time, the distance DIS is calculated from the ship position Ps and the fixed point position Pp, and the disturbance opposing line component Lrd of the distance DIS is compared with the thrust off distance Rd _NF . If the disturbance counter line component Lrd distance DIS is greater than the thrust off distance _{Rd NF,} thrust remains on (S421: No).

If the disturbance counter line component Lrd distance DIS is detected that matches the thrust off distance _{Rd NF} (S421: Yes), turn off the thrust (S422).

  Thereby, the ship 10 can turn off the thrust before the disturbance orthogonal line Lver in a state where the ship 10 moves forward toward the disturbance in the thrust-on state. Therefore, it is possible to shorten the distance to advance beyond the disturbance orthogonal line Ver rather than turning off the thrust at the timing related to the disturbance orthogonal line Lver. Thereby, the ship 10 can be kept in a narrower range near the fixed point position Pp.

  Hereinafter, the above control is repeated. Thereby, as shown in FIG. 14, the moving range of the ship 10 across the fixed point position Pp is gradually shortened. As a specific example, the disturbance projection line maximum projection distance of the disturbance upper region ZoneU at time t23 (> t21) as compared to the disturbance projection line maximum projection distance Lddu (t21) of the disturbance upper region ZoneU at time t21. Lddu (t23) becomes shorter. Similarly, compared to the disturbance opposing line maximum projection distance Lddd (t22) of the disturbance under zone ZoneD at time t22, the disturbance opposing line maximum projection distance Ldd (t24) of the disturbance under zone ZoneD at time t24 (> t22). Becomes shorter.

  In this way, by adjusting the timing of thrust on and thrust off, the ship 10 can continue to stop at a position closer to the fixed point position Pp.

  Next, a specific method of azimuth change control will be described. FIG. 15 is a flowchart of the azimuth change control. FIG. 16 is a diagram showing the concept of the azimuth change control.

As described above, when it is detected that the error angle Δψdd is larger than the error angle threshold Th _Δψdd , the reverse thrust and the steering angle are determined based on the error angle Δψdd (S811). At this time, the rudder angle is set to a predetermined angle at which the ship 10 moves backward so that the bow direction ADb approaches the disturbance direction ADd.

  The ship 10 is moved backward at this rudder angle (S812). This reverse movement may be positively propelled backward by turning on the thrust. During reverse travel, the heading ADb is measured (S813).

  Reverse control is performed so that the bow direction ADb and the disturbance direction ADd approach (S813: No, S821: No).

  If the bow direction ADb and the disturbance direction ADd exceed the allowable range (S813: Yes), the forward thrust and the steering angle are determined so that the bow direction ADb and the disturbance direction ADd are close to each other (S814), and forward control is performed. (S815). At this time, forward control is performed so that the bow direction ADb and the disturbance direction ADd approach each other (S816: No, S822: No).

  When the bow direction ADb and the disturbance direction ADd exceed the allowable range (S816: Yes), the above-described reverse control is performed again.

  If the bow direction ADb and the disturbance direction ADd match (S821: Yes or S822: Yes), the direction change control is terminated.

  By performing such control, as shown in FIG. 16, the ship 10 once moves to the disturbance underneath zone D, but the bow direction ADb and the disturbance direction ADd can be matched. Thereafter, as shown in FIG. 16, if the vehicle is simply advanced, the state in which the bow direction ADb and the disturbance direction ADd coincide can be maintained, and the above-described fixed point holding control can be easily performed.

  And by using this azimuth change control, the process of moving backward due to a disturbance is used, so that it is excessive only for the azimuth change that occurs when the heading azimuth ADb is changed while moving forward against the disturbance. No load is applied. Thereby, it is possible to easily change the direction. Further, when the heading is changed while moving forward, it is necessary to make a large turn to return to the vicinity of the fixed point position Pp. However, by moving backward, the ship 10 can be returned to the fixed point position Pp in a shorter navigation distance. .

  In addition, about the generation | occurrence | production and adjustment of thrust, and adjustment of a steering angle, it is good to keep the relationship as shown next. FIG. 17 is a timing chart showing the concept of thrust generation, adjustment, and steering angle adjustment. The upper graph in FIG. 17 is a time characteristic of the magnitude of thrust, and the lower graph of FIG. 17 is a time characteristic of the magnitude of the steering angle.

  As shown in the upper part of FIG. 17, the thrust is adjusted by selecting three states of forward thrust + SL, reverse thrust−SL, and zero thrust. That is, the thrust is not adjusted in an analog manner, but the thrust is adjusted by averaging the thrusts by combining the thrust-on time length (thrust-on time) and the thrust-off time length (thrust-off time). For example, in order to increase the thrust, the ratio of the thrust on time to the thrust off time is increased. On the other hand, in order to reduce the thrust, the ratio of the thrust on time to the thrust off time is lowered. Thereby, even if it is thrust of one state for each of forward and reverse, the thrust actually applied to the ship 10 can be finely adjusted.

  As shown in the lower part of FIG. 17, the rudder angle may be adjusted by selecting a plurality of discretely set rudder angles instead of continuously adjusting. For example, in the example of FIG. 17, any one of + 30 °, + 20 °, + 10 °, 0 °, −10 °, −20 °, and −30 ° is selected. Thereby, the unstable steering angle adjustment which is easy to be influenced by disturbance can be suppressed.

  Furthermore, as shown in FIG. 17, the rudder angle may be changed during a period in which no thrust is generated without changing the rudder angle when thrust is generated. Thus, by performing the generation of thrust and the change of the rudder angle individually, it is possible to suppress the unstable behavior of the traveling direction of the ship 10 caused by performing these simultaneously.

  Next, a hull control method and a hull control device according to a second embodiment will be described with reference to the drawings. FIG. 18 is a block diagram showing the main configuration of a ship according to the second embodiment of the present invention. FIG. 19 is a flowchart of notification sound generation processing.

  The hull control device and the hull control method of the present embodiment are obtained by adding a communication sound generating function to the hull control device and the hull control method shown in the first embodiment.

  As shown in FIG. 18, the hull control device 20A of the ship 10A according to the present embodiment is obtained by adding a sound emitting unit 26 to the hull control device 20 according to the first embodiment. A notification sound generation process is added to the process of the control unit 24A.

  The sound emitting unit 26 generates a communication sound corresponding to the notification sound generation control from the hull control unit 24A.

  The hull control unit 24 </ b> A determines the notification sound according to the flow shown in FIG. 19 and executes the notification sound generation control on the sound emitting unit 26.

First, the determination of the fixed point position Pp is detected (S911). After arriving at the fixed point position Pp (S912), the distance DIS is calculated from the fixed point position Pp and the ship position Ps (S913). When the distance DIS exceeds the allowable distance threshold Th _DIS (S914: Yes), generation of a notification sound is started. And the notification sound according to the distance DIS is selected (S915).

While the distance continues to exceed the allowable distance threshold Th _DIS (S916: No), the notification sound is continuously generated. When the distance DIS falls within the allowable distance threshold Th _DIS (S916: Yes), the generation of the notification sound is stopped (S917).

Next, notification sound selection processing will be described with reference to the drawings. FIG. 20 is a flowchart showing notification sound selection processing. In FIG. 20, the flow is configured with the initial distance DIS being _{equal to} or less than the first distance threshold Th _DIS1 .

When the initial distance DIS is _{equal to} or _smaller than the first distance threshold Th _DIS1 , an initial sound having the volume Vol0 and the frequency f0 is generated (S921).

Next, when the ship 10 moves due to a disturbance or the like and the distance DIS becomes longer than the first distance threshold Th _DIS1 (S922: Yes), the sound is switched to the first notification sound having the volume f1 and the frequency f1 (S923). The volume Vol1 of the first notification sound is set larger than the volume Vol0 of the initial sound. The frequency f1 of the first notification sound is set higher than the frequency f0 of the initial sound.

As a result, when the ship 10 moves away from the fixed point position Pp _beyond the first distance threshold Th _DIS1 , a notification sound having a higher volume and a higher frequency is emitted. Thereby, the user can know that the ship 10 has left _| separated from the fixed point position Pp rather than 1st distance threshold value Th _DIS1 . At this time, by making the volume Vol1 larger than the volume Vol0 and making the frequency f1 higher than the frequency f0, the sound becomes more easily perceivable for the user, and the effect of notifying that the user has left the fixed point position Pp is enhanced. be able to.

Next, when the ship 10 further moves due to a disturbance or the like and the distance DIS becomes longer than the second distance threshold Th _DIS2 (S924: Yes), the sound is switched to the second notification sound having the volume f2 and the frequency f2 (S925). . The volume Vol2 of the second notification sound is set larger than the volume Vol1 of the first notification sound. The frequency f2 of the second notification sound is set higher than the frequency f1 of the first notification sound.

As a result, when the ship 10 moves away from the fixed point position Pp _beyond the second distance threshold Th _DIS1 , a notification sound having a higher volume and a higher frequency is emitted. As a result, the user can know that the ship 10 is further away from the fixed point position Pp than the second distance threshold Th _DIS2 that is further away from the first distance threshold Th _DIS1 . At this time, by making the volume Vol2 larger than the volume Vol1 and making the frequency f2 higher than the frequency f1, the sound becomes more easily perceivable for the user, and the effect of notifying further away from the fixed point position Pp is enhanced. can do.

  In the above description, as the distance from the fixed point position Pp increases, the volume increases and the frequency increases. However, at least one of the volume and the frequency changes according to the distance DIS to the fixed point position Pp. Any other mode may be used. For example, the volume may be increased and the frequency may be increased as the fixed point position Pp is approached. Further, only the frequency may be increased as the distance from the fixed point position Pp increases.

  Next, a hull control method and a hull control device according to a third embodiment will be described with reference to the drawings. FIG. 21A is a block diagram showing a main configuration of a ship according to the third embodiment of the present invention, and FIG. 21B is a diagram showing a display screen example. FIG. 22 is a flowchart of the marine vessel maneuvering control determination process by fish species.

  The hull control device and the hull control method of this embodiment are obtained by adding a ship maneuvering selection function based on fish species to the hull control device and the hull control method shown in the first embodiment.

  As shown in FIG. 21A, the hull control device 20B of the ship 10B according to the present embodiment is provided with a display unit 25B with an operation function with respect to the hull control device 20 according to the first embodiment.

  The display unit with an operation function 25 </ b> B includes a touch panel, and accepts an operation input when the user operates the display surface. The display unit 25B with an operation function includes a display screen 250 having a mode as shown in FIG.

  The display screen 250 includes an information display unit 251 that displays detection data, acquired information, and the like, and an operation input unit 252. The operation input unit 252 has a plurality of operation tabs 253 each displaying a fish species name.

  Each boat maneuvering tab 253 is associated with an individually set fish type. In addition, as shown in FIG. 23, information such as points, a ship maneuvering method, and a fixed point type are associated with each fish type. FIG. 23 is a table showing an example of associating fish species with points, ship maneuvering methods, and fixed point types. The point indicates a position where the fishing result of the selected fish type is high, and can correspond to the above-described fixed point position Pp. The ship maneuvering method indicates the movement and holding mode of the ship with respect to the fixed point position Pp such as the above-mentioned “fixed point holding”, “fixed point holding sink”, “fixed point passing sink” and the like. The fixed point type indicates the type of an object existing at a fixed point position Pp such as “fish reef”, “pier”, “buoy”, “bridge”, and the like.

  When the user operates the operation tab 253, a boat maneuvering control signal including information such as a point associated with the fish type on the operation tab 253, a boat maneuvering method, and a fixed point type is generated and output to the hull control unit 24. The hull control unit 24 executes appropriate ship maneuvering control, for example, navigation control to the above-mentioned fixed point position and fixed point holding control in accordance with the ship maneuvering control signal.

  Such a boat maneuvering control process is executed by the following flow.

  First, the display screen 250 with the operation input part 252 which is a fish classification selection screen is displayed (S931). Next, if there is no operation input (S932: No), the operation input waiting state is maintained while displaying the fish type selection screen. When it is detected that there is an operation input (S932: Yes), the content of the boat maneuvering control according to the selected fish type is selected (S933).

  Then, the ship maneuvering control corresponding to the selected ship maneuvering control content is started (S934).

  By using such a configuration and processing, appropriate boat maneuvering control is automatically executed only by the user selecting a fish type.

10, 10A: ship, 20, 20A: hull control device, 21: antenna, 22: positioning unit, 23: sensor, 24: hull control unit, 25: operation unit, 25B: display unit with operation function, 26: sound emission , 30: power source, 31: propeller, 40: rudder, 41: bearing speed setting unit, 42: navigation condition determination unit, 43: weighting processing unit, 421: fixed point direction vector calculation unit, 422: fixed point position vector calculation Unit, 433: weighting coefficient setting unit, 4341, 4342, 4343, 4344: multiplier, 4351, 4352: adder, 44: fixed point holding control unit, 441: error angle detection unit, 442: forward / reverse determination unit, 443: Thrust and rudder angle determination unit

Claims (28)

A process of acquiring own ship position;
Detecting a disturbance azimuth that is a direction of disturbance that gives an external force to the ship with respect to the ship;
Calculating a target heading from the preset fixed point position and the own ship position toward the fixed point position;
Detecting a target azimuth at the fixed point position from the disturbance azimuth;
Calculating a navigation direction that is the direction in which the ship navigates at that time from the target direction toward the fixed point position and the target direction at the fixed point position;
Adjusting the rudder angle according to the navigation direction. The hull control method according to claim 1,
The step of calculating the navigation direction includes:
By calculating the navigation direction by weighted addition of the target direction toward the fixed point position and the target direction at the fixed point position,
The weighted addition is a hull control method in which the weight of the target direction at the fixed point position becomes heavier as the ship approaches the fixed point position. A hull control method according to claim 1 or claim 2,
Detecting the magnitude of the disturbance;
Calculating a target ship speed at the fixed point position from the magnitude of the disturbance;
Calculating a navigational ship speed, which is a speed at which the ship navigates at that time, from a target ship speed that directs the ship toward the fixed point position and a target ship speed at the fixed point position;
And a step of adjusting thrust according to the navigation ship speed. The hull control method according to claim 3,
The step of calculating the navigation ship speed includes:
The navigation ship speed is calculated by weighted addition of the target ship speed directed to the fixed point position and the target ship speed at the fixed point position,
The weighted addition is a hull control method in which the weight of the target ship speed at the fixed point position increases as the own ship approaches the fixed point position. A process of acquiring own ship position;
Detecting a disturbance azimuth that is a direction of disturbance that gives an external force to the ship with respect to the ship;
Setting a disturbance orthogonal line orthogonal to the disturbance direction and passing through a fixed point position;
Adjusting the thrust and the rudder angle to advance or reverse the own ship along a direction substantially parallel to the disturbance azimuth from the relationship between the disturbance orthogonal line and the own ship position. . The hull control method according to claim 5,
Having the process of detecting the heading of the ship,
When the bow direction of the ship and the disturbance direction substantially match,
The step of advancing or reversing the own ship moves the own ship backward when the own ship position is on the disturbance side with respect to the disturbance orthogonal line, and the own ship position is a disturbance with respect to the disturbance orthogonal line. A hull control method for advancing the ship when it is on the opposite side. The hull control method according to claim 5 or 6, wherein
Detecting the distance that the ship is farthest from the fixed point position on a disturbance opposing line parallel to the disturbance direction;
A hull control method comprising a step of reducing the thrust of the ship when the farthest distance is longer than a thrust adjustment threshold distance determined by the magnitude of the disturbance. A hull control method according to any one of claims 5 to 7,
Detecting the distance that the ship is farthest from the fixed point position on a disturbance opposing line parallel to the disturbance direction;
A hull control method comprising a step of increasing the thrust of the ship when the farthest distance is shorter than a thrust adjustment threshold distance determined by the magnitude of the disturbance. A hull control method according to any one of claims 5 to 8,
Detecting the distance that the ship is farthest from the fixed point position on a disturbance opposing line parallel to the disturbance direction;
A hull control method in which one of a timing for turning on a thrust and a timing for turning off a thrust are adjusted based on the farthest distance. A hull control method according to any one of claims 5 to 9,
A hull control method that executes a step of moving the own ship forward or backward when a difference between the bow direction and the disturbance direction is equal to or less than a threshold value. The hull control method according to claim 10,
A hull control method for executing a step of changing the bow direction when a difference between the bow direction and the disturbance direction is larger than the threshold value. The hull control method according to claim 11,
The step of changing the heading is as follows:
Adjusting the steering angle while moving the ship backward to bring the bow direction and the disturbance direction closer to each other;
Adjusting the rudder angle while advancing the ship to bring the bow direction and the disturbance direction closer to each other;
A hull control method. A hull control method according to any one of claims 5 to 12,
Executing the step of moving the ship forward or backward when the ship position is within a predetermined distance range centered on the fixed point position;
When the ship position is out of the predetermined range,
Calculating a target direction from the fixed point position and the own ship position toward the fixed point position;
Detecting a target azimuth at the fixed point position from the disturbance azimuth;
Calculating a navigation direction that is the direction in which the ship navigates at that time from the target direction toward the fixed point position and the target direction at the fixed point position;
Detecting the magnitude of the disturbance;
Calculating a target ship speed at the fixed point position from the magnitude of the disturbance;
Calculating a navigational ship speed, which is a speed at which the ship navigates at that time, from a target ship speed that directs the ship toward the fixed point position and a target ship speed at the fixed point position;
Adjusting the rudder angle according to the navigation direction and adjusting the thrust according to the navigation ship speed. A hull control method according to any one of claims 3 to 13,
A hull control method for adjusting the thrust and the rudder angle at different timings. A hull control method according to any one of claims 3 to 14,
The hull control method, wherein the thrust and the rudder angle are set to discrete values. A hull control method according to any one of claims 1 to 15,
A step of notifying according to the distance between the ship position and the fixed point position,
The hull control method, wherein the notification is set to be different depending on the distance. A hull control method according to any one of claims 3 to 16,
A process of accepting an operation input according to the fish species;
Selecting a mode of operation associated with the fish species;
A hull control method comprising: controlling the ship based on a selected operation mode. A positioning unit that acquires the ship position;
A sensor for detecting a disturbance direction and a magnitude of the disturbance, which is a direction of a disturbance that gives an urging force from the outside to the own ship with reference to the own ship;
A hull control unit for setting the thrust and rudder angle of the ship,
The hull control unit
The ship navigates at that time from the target orientation toward the fixed point determined from the fixed point position set in advance and the own ship position, and the target bearing at the fixed point position determined from the disturbance direction. Calculate the navigation direction which is the direction,
From the target ship speed at the fixed point position determined from the magnitude of the disturbance and the target ship speed for directing the ship to the fixed point position, the navigation ship speed that is the speed at which the ship navigates at that time To calculate
A hull control device that adjusts thrust according to the navigation ship speed and adjusts a rudder angle according to the navigation direction. The hull control device according to claim 18,
The hull control unit
By calculating the navigation ship speed by weighted addition of the target ship speed to the fixed point position and the target ship speed at the fixed point position,
By calculating the navigation direction by weighted addition of the target direction toward the fixed point position and the target direction at the fixed point position,
In the weighted addition, the weight of the target ship speed at the fixed point position increases as the ship approaches the fixed point position, and the weight of the target direction at the fixed point position increases as the ship approaches the fixed point position. A hull control device set to be. A positioning unit that acquires the ship position;
A sensor for detecting a disturbance direction which is a direction of a disturbance that gives an external force to the ship with respect to the ship;
A hull control unit for setting the thrust and rudder angle of the ship,
The hull control unit
Set a disturbance orthogonal line orthogonal to the disturbance direction and passing through a fixed point position,
A hull control device that adjusts the thrust and the rudder angle so that the ship moves forward or backward along a direction substantially parallel to the disturbance direction from the relationship between the disturbance orthogonal line and the ship position. The hull control device according to claim 20,
The hull control unit
Detecting the distance that the ship is farthest from the fixed point position on a disturbance opposing line parallel to the disturbance direction;
Reducing the thrust when the farthest distance is longer than a threshold distance for thrust adjustment determined by the magnitude of the disturbance,
A hull control device that raises the thrust when the farthest distance is shorter than a threshold distance for thrust adjustment. The hull control device according to claim 20 or 21,
The hull control unit
Detects the distance that the ship is farthest from the fixed point position on the disturbance opposing line parallel to the disturbance direction, and adjusts either the timing to turn the thrust on or the timing to turn it off based on the distance that is farthest away Hull control device. A hull control device according to any one of claims 20 to 22,
The hull control unit
When the difference between the heading and the disturbance direction is less than or equal to a threshold, the step of moving the ship forward or backward,
A hull control device that executes a step of changing the bow direction when a difference between the bow direction and the disturbance direction is larger than the threshold value. A hull control device according to claim 23,
The hull control unit
The thrust is adjusted so as to bring the bow direction and the disturbance direction closer to each other while adjusting the rudder angle while moving the ship backward, and to adjust the rudder angle while moving the ship forward to bring the bow direction and the disturbance direction closer to each other. And a hull control device for adjusting the rudder angle. A hull control device according to any one of claims 20 to 24, wherein:
The hull control unit
When the ship position is within a predetermined distance range centered on the fixed point position, the ship moves forward or backward,
When the ship position deviates from the predetermined range, a target direction toward the fixed point position determined from the fixed point position and the ship position, and a target direction at the fixed point position determined from the disturbance direction From that, calculate the navigation direction that is the navigation direction of the ship at that time,
From the target ship speed at the fixed point position determined from the magnitude of the disturbance and the target ship speed for directing the ship to the fixed point position, the navigation ship speed that is the speed at which the ship navigates at that time To calculate
A hull control device that adjusts thrust according to the navigation ship speed and adjusts a rudder angle according to the navigation direction. A hull control device according to any one of claims 18 to 25, wherein:
The hull control unit
A hull control device that executes adjustment of the thrust and the rudder angle at different timings. A hull control device according to any one of claims 18 to 26,
A notification unit that performs notification according to the distance between the ship position and the fixed point position;
The hull control device is configured to control the notification unit so that the notification varies depending on the distance. A hull control device according to any one of claims 18 to 27, wherein:
An operation input unit that accepts an operation input according to a fish type and selects an operation mode associated with the fish type,
The hull control unit is a hull control device that controls the ship based on a selected operation mode.

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