JPH01285486A - Maneuvering device for ship - Google Patents

Abstract

PURPOSE:To attain a movement and a turning to an arbitrary direction by controlling the direction and the strength of the driving force of a driving device capable of arbitrarily setting the direction and the strength of the driving force and disposed at the right and left sides of a stern. CONSTITUTION:A left driving device 2A and a right driving device 2B are respectively driven by engines 11A and 11B. To the input interface 25d of a microcomputer 25, a signal corresponding to the position and the quantity of the turn of an operating lever 13 of a joy stick 13, the on and off signal of a change over switch 13c, the signal of a helm transmitter 14a and the signals of respective position sensors or the like are inputted. From an output interface 25e, driving signals to the respective motors of clutch operating linear actuators 19A and 19B, the respective motors of engine regulator operating linear actuators 20A and 20B and the respective solenoids of direction change over valves 21A and 21B are outputted.

Description

[Detailed Description of the Invention] <Industrial Application Field> The present invention provides a two
This invention relates to a ship control system in which basic thrusters are installed on the left and right sides of the stern, and the direction and strength of the propulsive force of each thruster is controlled.

<Prior art> A bow thruster is provided at the bow of the ship to generate a propulsion force in the left-right direction, and a pair of main thrusters are fixed in parallel to the stern, and a pair of rudders are installed to receive the jet stream and generate a turning force. A turning control device for a ship is known in which a turn control device for a ship is provided and controls these to control turning of the ship (see, for example, Japanese Patent Laid-Open No. 62-55293).

<Problems to be Solved by the Invention> Since the above device is a combination of a bow thruster and a main thruster whose direction is fixed, it cannot be moved in parallel in the lateral direction, and it cannot be moved completely in place while maintaining the ship's position. It is also difficult to turn, and it is not well suited for controlling vessels such as fishing boats and fishing boats, which require constant fine-tuning of the vessel's position and attitude in response to currents and winds. Furthermore, since a bow thruster is required, an increase in weight and cost is unavoidable, and furthermore, since a bow thruster mounting hole is provided in the bow section, there are problems such as an increase in resistance and a decrease in ship speed.

The present invention has been made in view of the above-mentioned problems, and aims to provide a ship control device that does not require a bow thruster and is capable of moving and turning in any direction.

<Means for Solving the Problems> In order to achieve the above object, the present invention installs two propulsion units on the left and right sides of the stern, allowing the direction and strength of the propulsive force to be set arbitrarily. By controlling the direction and strength of the propulsive force, the combined force of the propulsive force of both vehicles generates a propulsive force that moves the vehicle in a desired direction and a turning force that causes the vehicle to turn in a desired direction.

In addition, for control operations, an omnidirectional controller such as a joystick is used that can appropriately manipulate the position of the operating unit on the longitudinal and lateral coordinate axes and the amount of rotation from the neutral state. From the relationship between the detection result and the direction and strength of the propulsive force of each propulsion device according to the position and the amount of rotation of the operation portion, which are stored in advance in the storage means, Setting values for the direction and strength of the propulsive force of each propulsion unit are calculated and controlled to achieve these values.

FIG. 1 is a diagram showing the configuration of this invention, where 1 is a hull;
2A and 2B are a left thruster and a right thruster, 3 is an omnidirectional controller, 4 is an operation state detection means, 5 is a storage means, 6 is a calculation means, and 7 is a drive means.

The left propulsion unit 2A and the right propulsion unit 2B are configured such that the direction and strength of the propulsive force can be set arbitrarily, and are provided at the stern of the hull 1, respectively.

Function> FIG. 2 is an explanatory diagram of the principle of operation. (a) As shown,
An angle θ at which the propulsive forces T of the two propulsors 2A and 2B are equal in strength and in opposite directions, and the directions pass through the center of resistance C of the hull. When the respective steering angles θ^ and θB are set, the resultant force of the propulsive force becomes a sideways force F (== 2 Tsinθ.) on the resistance center point C of the hull 1, and the hull 1 remains in that position. to move directly to the side. In addition, as shown in figure (b), if the strength of each propulsive force T is equal and opposite, and the direction is parallel to the center line of the hull and opposite, the resultant force of the propulsive force is the resistance of the hull 1. A turning moment M (=Tl, l is the distance between the left and right thrusters) about the center point C is generated, and the hull l turns on the spot. Furthermore, if the magnitudes of the left and right propulsive forces T are different, the difference will generate a force that moves the hull 1 forward or backward, and the hull 1 will move diagonally forward or diagonally backward while maintaining its posture, or a combination of turning and diagonal movement will occur. make a movement. Note that if the left and right propulsive forces T act in parallel and in the same direction, the vehicle will move straight or forward and backward while turning, just as in the case of a conventional general propulsion device.

In addition, by detecting the position and amount of rotation of the operating part of an omnidirectional controller such as a joystick, and controlling the direction and strength of the propulsive force of each propulsion device based on the detection result and the contents stored in the storage means. , various controls such as on-the-spot turning, lateral movement, and diagonal movement as described above can be freely performed by operating one operation unit.

<Example> An example illustrated in the drawings will be described below.

Fig. 3 is a schematic plan view of the ship, Fig. 4 is a plan view of the operation section of the joystick, which is an omnidirectional controller, Fig. 5 is a configuration diagram of the control device, and Fig. 6 is a block wiring diagram of the control circuit. be.

In FIG. 3, the left propulsion device 2A and the right propulsion device 2B are driven by engines 11A and IIB, respectively, and for example, a so-called two-drive device or the like is used. 1
2 is a controller, 13 is a joystick, 14 is a steering handle, 15 is a clutch handle, and 16 is a regulator handle. In FIG. 4, 13a is a control lever of the joystick 13, 13b is a control panel, and the control lever 13a can be freely tilted forward, backward, left, and right.
In addition, it has a structure that can be rotated freely, and the operation lever 1
The tilted position of 3a, that is, the position on the coordinate axis with the front-rear direction as the Y-axis and the left-right direction as the X-axis, and the amount of rotation thereof are configured to be output as electrical signals by well-known means. .

In FIG. 5, 13c is a changeover switch provided on the joystick 13, 14a is a helm transmitter of the steering handle 14, 17A and 17B are clutches, and 18A is a helm transmitter of the steering handle 14.
and 18B are hydraulic steering actuators, 19A and 19B are linear actuators for clutch operation, and 20
A and 20B are linear actuators for operating the engine regulator, and 21A and 21B are directional valves.

The steering actuators 18A and 18B are connected to the position sensor 1
It is a hydraulic type equipped with 8A1 and 18B, respectively, and is operated by directional switching valves 2LA and 21B. 22 is a hydraulic pump, 23 is a relief valve, 21A2.2
1B and 21B2 are solenoids for the directional control valves 21A and 21B.

Clutches 17A and 17B, clutch handle 15, and linear actuators 19A and 19B are connected by push-pull wires, and engines IIA and 1
1B, the regulator handle 16, and the linear actuators 2OA and 20B are also connected by push-pull wires. Each linear actuator is powered by motor 19A8
．． 19B, 20A1, 20B, and position sensor 19A
2.19B2.20A, each has 20B□.

The above-mentioned parts and the controller 12 are connected as shown by broken lines in the figure, and the controller 12 is equipped with a microcomputer 25 as shown in FIG. The microcomputer 25 provides control calculations and input/output instructions.
It consists of a PO 25a, a ROM 25b that stores control programs and various data necessary for control calculations, a RAM 25c used for control calculations, an input interface 25d equipped with an A/D converter, an output interface 25e, etc. Signals corresponding to the position and amount of rotation of the operating lever 13a of the joystick 13, on/off signals of the changeover switch 13c, signals of the helm transmitter 14a, signals of each position sensor, etc. are input to the interface 25d. The output interface 25e also outputs drive signals for the motors of the linear actuators 19A and 19B for operating the clutch, the motors for the linear actuators 20A and 20B for operating the engine regulator, and the solenoids of the directional control valves 21A and 21B. .

FIG. 7(a) shows the operating lever 13 of the joystick 13.
This shows the division of the operating range of a, and in this example, the first zone on the left, the second zone on the right, and the neutral point (M
It is divided into three zones: a point) and a third zone of a peripheral portion within ±ΔX and ±ΔY close to this point. Then, for each category, the clutch positions c^, CB, steering angles θ^, θB, engine rotation speed nA,
RO is summarized in a map as shown in Figure 7(b).
This is stored in M25b in advance. Figures 8 to 1
FIG. 2 is a graph showing the stored contents indicated by the figure numbers in FIG. 7(b).

Next, the operation will be explained with reference to FIGS. 13 and 14. FIG. 13 is a flowchart of the overall control procedure, and FIG. 14 is a flowchart of the procedure in the map verification step therein.

First, in step S1, it is checked whether the changeover switch 13c is on or off, and if it is off, the operation is normal without using the joystick 13, and the process proceeds to step S2, where the set value φ is set by the helm transmitter 14a. and position sensors 20A2 and 2 of the steering actuators 18A and 18B.
Read the test values φA and φB of 082, compare them, and set φ^ and φB to φ. Directional switching valve 2F to match
, A and 21B solenoid 21A21A2.21
Drive B21B2.

On the other hand, if the changeover switch 13c is on, the positions X, , Yo and the turning amount φ of the operating lever 13a of the joystick 13 are set. is read in step S3, and map comparison is performed in step S4. This map comparison is performed by first checking the magnitudes of
It is confirmed in which zone it is set, and if it is in the first zone, it goes to step S42, if it is in the second zone, it goes to step S43, and if it is in the third zone, it goes to step S44. move on.

In step S42, the clutch position C^ is determined according to the map shown in FIG. 7(b). , CBo, the left thruster 2A is determined to be in reverse, the right thruster 2B is determined to be in forward direction, and the engine speed is n^. , n
With reference to FIG. 8(a) and FIG. 9, set the operation lever 1
The steering angle θ^ is determined from the position detection value X of 3a and Yo.

, CB0 is the detection value φ of the turning amount of the operating lever 13a. θ from the size and direction of the sieve. or to a predetermined value with reference to FIG. 11(a). Further, in step S43,
The clutch position is determined to be forward for the left propeller 2A and reverse for the right propeller 2B, and the engine speed and steering angle are determined in step S4.
8 (b), 9 and 1 by the same procedure as 2.
Determine each with reference to (b) in Figure 1. Furthermore, in step 844, the clutch position is determined based on the rotation amount detection value φ. Depending on the situation, neutral mode, or forward or reverse mode is determined with reference to FIG. Depending on n, or a predetermined value with reference to FIG. 12, determine the steering angle θ^. , CB, is determined to be oo. Note that 1 rotation speed n0 is a set value of the minimum rotation speed, and Δφ is a small turning amount from the neutral position to a certain angle. Also, in reality, the steering angle θ^. , CB, and the solenoid 21A1.21A2. of the directional control valves 21A and 21B.
Drive signals φA0 and φB for 21B8 and 21B2. is used.

When the above map verification is completed, the process proceeds to steps S5, S6, and S7 for driving each actuator.

In step S5, the position sensor 1 of the steering actuator
The steering angle θ^ is determined in step S4 by reading the detected values φ^ and φB of 8A2 and 1882. , CB0, the drive signal φ^. , φB0, φA, φB as φA
0, φB, the directional control valves 21A and 2
1B solenoid 21A1.21A3.21B 21B
, to drive.

In step S6, the detection values C^, C of the position sensors 19A2 and 1982 of the linear actuator for clutch operation are
Clutch position 1 determined in step S4 by reading B.
Compared to cxo and CBa, C^, CB to C〇CB0
The clutch actuator motors 19A1 and 19B1 are driven so as to match the .

In step S7, the position sensor 2OA of the linear actuator for operating the engine regulator.

The detected values N^ and NB of and 20B are read, and the engine rotation speed n^ is determined in step S4. , nBa, the regulator actuator motor 20A is adjusted so that NA and NB match n Ao and n Be.
Drives 1 and 20B.

Through the above procedure, the combined propulsive forces of the left thruster 2A and the right thruster 2B are applied to the hull in different states.
The hull 1 is operated by the joystick operating lever 13.
Depending on the operation of a, the robot will perform movements such as turning on the spot, moving laterally, moving diagonally, or a combination of turning and moving diagonally. FIG. 7(C) shows the movement of the hull 1 in each case in correspondence with the map of FIG. 7(b).

<Effects of the Invention> As is clear from the above description, the marine vessel control device of the present invention has two propulsors installed on the left and right sides of the stern, which can arbitrarily set the direction and strength of the propulsive force. It is designed to control the direction and strength of the propulsion force of the vessel.

Further, an omnidirectional controller such as a joystick is operated for control operation, and the direction and strength of the propulsive force of each propulsion device is controlled according to the position and amount of rotation of the operating section.

Therefore, depending on the combination of the direction and strength of the propulsion force, it is possible to move the ship sideways or diagonally without changing its direction, or to make a turn on the spot without changing its position, or to make these movements. It is also possible to perform a combination of movements, resulting in a ship control device suitable for fishing boats, fishing boats, etc. that require constant fine adjustment of the ship's position and attitude in response to currents and winds. Further, since a bow thruster is not required, an increase in weight and cost can be avoided, and since there is no mounting hole for a bow thruster in the bow section, resistance is reduced and ship speed can be increased.

Furthermore, when an omnidirectional controller such as a joystick is used, various controls such as those described above can be freely performed by operating a single operation part, and the configuration is relatively simple and easy to operate. This makes it possible to obtain a ship control device.

[Brief explanation of the drawing]

FIG. 1 is a diagram showing the configuration of this invention, FIG. 2 is an explanatory diagram of the operation and principle of operation, and FIG. 3 is a schematic plan view of an embodiment of this invention.
FIG. 4 is a plan view of the operating section of the omnidirectional controller, FIG. 5 is a configuration diagram of the control device, and FIG. 6 is a block diagram of the control circuit.
FIG. 7(a) is a diagram showing the division of the operating range of the operating section.
Figure (b) is a map that defines the relationship between the position and amount of rotation of the operating unit and the direction and strength of the propulsive force of each propulsion device that should be set accordingly, and Figure 7 (C) corresponds to the map. Figures 8 to 12 are graphs showing part of the contents of the map, Figure 13 is a flowchart of the overall control procedure, and Figure 14 is a map comparison procedure. It is a flowchart. DESCRIPTION OF SYMBOLS 1... Hull, 2A and 2B... Left propulsion device and right propulsion device, 3... Omnidirectional controller, 4... Operation state detection means, 5... Memory means, 6... Arithmetic means, 7... Drive means, 11A and IIB... Engine, 12...
Controller, 13... Joystick, 13a.
...Operation lever, 13b...Operation panel, 13c...
・Selector switch, 17A and 17B...clutch, 1
8A and 18B... Steering actuator, 19A and 19B... Linear actuator for clutch operation, 2
0A and 2OB... Linear actuator for engine regulator operation, 21A and 21B... Directional switching valve, 18A1.18 B, 19A, 19 B2.2
OA2.20B. ...Position sensor, 19A1, 19B, 20A,
, 20B...Motor, 21A, 21A, 21B
Yo, 21B. ... Solenoid, 25... Microcomputer,
25 a ・=CPU, 25 b −=ROM, 25
c = RAM, 25 d... input interface, 25s... output interface. Patent applicant Yanmar Diesel Co., Ltd. Agent
Patent Attorney Shino 1) Actually x'3v! JY axis i. Figure 4 Figure 7 (b) (a) 1st seed (b) Bud 2 Figure 11
Figure 12 Figure 13

Claims (2)

[Claims] (1) The direction and strength of the propulsive force can be set arbitrarily. Two propulsion units are installed on the left and right sides of the stern, and the direction and strength of the propulsive force of each propulsion unit can be controlled to move in the desired direction. What is claimed is: 1 . (2) An omnidirectional controller such as a joystick that has an operating section that can control the position on the longitudinal and horizontal coordinate axes and the amount of rotation from a neutral state, and the position and control of the operating section of the omnidirectional controller. an operation state detection means for detecting the amount of turning; a storage means for storing in advance the relationship between the position and amount of turning of the operating section and the direction and strength of the propulsive force of each propulsion device to be set accordingly; a calculation means for calculating set values for the direction and strength of the propulsive force of each propulsion unit to be targeted from the detected value by the operation state detection means and the contents stored in the storage means, and outputting a control signal; and a control signal for the calculation means. 2. The ship operating device according to claim 1, further comprising: a drive means for controlling the direction and strength of the propulsive force of each propulsion device to a set value according to the following.