JPH08324493A - Steering controlling and supporting method and device - Google Patents

Abstract

PURPOSE: To enable easy steering control with high precision by finding and displaying thrust to act on an actuator and the whole ship through a process of vector-adding the thrust data in a steering controlling and supporting device for controlling steering while distributing calculated operating thrust to respective actuators through a distributing means. CONSTITUTION: The operating thrust is calculated by a calculating means 13 on the basis of the output of a joy stick lever 11 as a steering means and a turning dial 12, and the operating thrust is distributed to respective actuators as a thruster 92S, a main propulsion machine 92P and a rudder 92R by a thrust distributing means 4. In a displaying and calculating means 6, thrust to act on the actuators or the whole ship is found by vector-adding one data selected from the operating thrust from an operating thrust calculating means 13, a command value from the thrust distributing means 4, or the thrust data taken from thrust control means 91S, 91P, 92R or detecting means 84 to 86, and the obtained thrust is vector-displayed on a display 7.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a ship or an airship having a plurality of actuators such as a propeller, a rudder, and a thruster (hereinafter referred to as a ship including an airship).
The present invention relates to a marine vessel maneuvering control method and an apparatus for manipulating a vessel by simultaneously controlling a plurality of actuators by operating a single joystick lever, and can be easily moved to a predetermined position or a predetermined direction without requiring special skill in marine vessel maneuvering. It is an invention relating to a ship maneuvering control method and apparatus.

[0002]

2. Description of the Related Art A joystick control system is used in a marine research ship, a cable laying ship, etc. to control a plurality of actuators simultaneously with a single lever to move the ship in an arbitrary direction. . And this joystick control system
One joystick lever is used to control the blade angle of the bow thruster (in the case of a variable pitch propeller, the number of revolutions in the case of a fixed pitch propeller), the blade angle (or number of revolutions) of the main propulsion unit, the rudder angle of the rudder, etc. In addition, it is possible to easily implement ship maneuvering such as hull movement and turning.

FIG. 9 shows a conventional joystick control system. As shown in FIG. 9, the ship has a bow thruster 92 that generates thrust in the port and port directions.
S, a main propulsion unit 92P (propulsion propeller) that generates thrust in the front-rear direction, and a rudder 92R that distributes the front-rear direction thrust of the main propulsion unit 92P in the front-rear and left-right directions are provided with a plurality of actuators. Further, in order to control these plural actuators, the bow thruster control board 9
1S, main propulsion device control panel 91P, autopilot (rudder control device) 91R is equipped, and as a sensor,
A gyro compass 83 for detecting the heading of the ship, wing angle sensors (or tachometers) 84, 85, a rudder angle meter 86 and the like are provided. Note that the combination of the plurality of actuators is not limited to this, and, for example, a combination in which two sets of the main propulsion unit 92P and the rudder 92R are provided is also used.

In order to control a plurality of actuators by operating one joystick lever or the like, each control panel 91 based on the operation panel 1 provided with the joystick lever and the operation amount of the joystick lever or the like.
A main controller 02 for calculating command values for S, 91P, and 91R is provided.

The operation panel 1 is generally installed in a steering room of a ship, and the operation panel 1 includes a joystick lever 1
1, a turning dial 12, and an operation thrust calculator 13 are incorporated. The joystick lever 11 is connected to two rotation angle detectors (not shown) whose rotation axes are orthogonal to each other. By tilting the joystick lever 11 in an arbitrary angular direction, the x and y components of the laying angle are set to two. It is detected by the individual rotation angle detectors and output to the operation thrust calculator 13. The operation panel 1 also has a joystick lever 1
1, a turning dial 12 is provided, and the turning angle is sent to the operation thrust calculator 13 by turning the turning dial 12. And the operation thrust calculator 1
In 3, the ship is moved after the signals from the joystick lever 11 and the turning dial 12 are A / D converted.
X-axis (front-back direction of ship) coordinate component FXo and Y-axis (left-right port direction) coordinate component FY of operating thrust required for turning
o and the turning moment component FNo are calculated.

The turning dial 12 is not always necessary. For example, as disclosed in FIG. 2 of Japanese Patent Publication No. 3-39878, a push button switch is provided at the tip of the joystick lever 11 to provide a push button. The turning angle may be set to one of the two rotation angle detectors by operating the switch. Further, the joystick lever 11 itself may be rotated to obtain the turning angle. The operation thrust calculator 13 does not necessarily have to be arranged in the operation panel 1, but may be arranged in the main control device 02 described later.

If necessary, a plurality of operation panels 1 (for example, three units on the center, starboard side and port side of the steering room of the ship).
The operation panel 1 to be used is provided by a selection switch or the like (not shown). And the above-mentioned operation thrust (FXo
, FYo, FNo) are transmitted to main controller 02.

The main controller 02, as the thrust distribution unit 4,
Thrust distribution circuit 4 for calculating the distributed thrust of each actuator
1 and a command value calculation circuit 42 for calculating the command value of each actuator based on each command thrust from the thrust distribution circuit 41.
S, 42P, 42R.

That is, in the thrust distribution circuit 41, the operation panel 1
Operation thrust (FXo, FYo, FNo) from the following 1)
Based on the formula, as shown in FIG. 7, the command thrust to the bow thruster 92S (XS, YS, NS), the command thrust to the main propulsion unit 92P (XP, YP, NP), the command thrust to the rudder 92R (XR, YR). , NR). (FXo, FYo, FNo) = (XS, YS, NS) + (XP, YP, NP) + (XR, YR, NR) ... 1)

Next, the command value calculation circuit 42S calculates a command value φS (pitch angle or rotation speed) for the bow thruster 92S based on the command thrust (XS, YS, NS) and sends it to the bow thruster control board 91S. Similarly, the command value calculation circuit 42P calculates a command value φP (pitch angle or rotation speed) for the main propulsion unit 92P based on the command thrust (XP, YP, NP) and sends it to the main propulsion unit control panel 91P. Further, in the command value calculation circuit 42R, the command thrust (XR, YR, N
Based on R), a command value δR (steering angle) for the rudder 92R is calculated and sent to the autopilot 91R.

In the bow thruster control board 91S, while taking in a feedback signal from the blade angle sensor 84,
The pitch angle control of the bow raster 92S is performed based on the command value φS. Also, in the main propulsion device control panel 91P, the blade angle sensor 8
Command value φP while fetching feedback signal from 5
The pitch angle control of the main propulsion unit 92P is performed based on Furthermore, the autopilot 91R controls the steering angle of the rudder 92R based on the command value δR while taking in the azimuth signal from the gyro compass 83 and the feedback signal from the steering angle meter 86.

[0012]

However, the method of maneuvering by such a device can only roughly grasp the command thrust from the tilting amount of the joystick lever, the rotation angle of the turning dial, and the like, and the ship is disturbed by wind and tidal currents. Therefore, it was not clear how much thrust is applied to the ship in which direction by the lever operation. For this reason, it also results in anxiety and burden on the operator.

For this reason, in the marine vessel maneuvering method using such an apparatus, it is necessary to learn and learn the relationship between the operation and the movement of the marine vessel and the responsiveness from training and experience, and the marine vessel operator is required to have a higher degree of skill.

The present invention is intended to solve the above problems and realize an easy and safe marine vessel maneuvering. That is, the present invention provides a marine vessel maneuvering control and assisting method capable of accurately and easily and surely moving to a predetermined position or a predetermined direction without giving anxiety or a burden to a marine vessel operator or requiring skill of marine vessel maneuvering. The purpose is to provide a device.

[0015]

SUMMARY OF THE INVENTION The present invention calculates ship thrust based on a ship maneuvering signal from a ship maneuvering means such as a joystick lever and distributes the calculated thrust to actuators such as a propeller, rudder and thruster. The present invention is applied as a marine vessel maneuvering control and support method and an apparatus therefor.

That is, the gist of the present invention is that the operation thrusts (FXo, FYo, FNo) from the operation thrust calculator 13 are described.
), Or the command values (φS, φP, δR) calculated by the command value calculation circuits 42S, 42P, 42R by distributing the thrust by the distribution circuit 41 (hereinafter, these both are referred to as calculation thrust data). Alternatively, a vector of one selected data out of the actual thrust data fetched from the actuator 92 is added to obtain the thrust acting on the actuator or the entire ship, and the vector direction of the thrust and its vector amount are displayed on the display device 7. It is characterized by displaying.

In this case, the unknown disturbance is estimated based on the detection signal from the ship position measuring device 87, the known disturbance is estimated based on the detection signal of the anemometer 81, and the known disturbance is compensated based on the two disturbance estimation data. It is preferable that the thrust data acting on the entire ship be obtained by vector-adding the thrust data and the vector direction of the thrust and its vector amount are displayed on the display unit.

More preferably, it is possible to select whether to perform vector display based on the thrust data applied to the vessel that has been subjected to the disturbance compensation, or to perform vector display based on the thrust data of the actuator without performing the disturbance compensation. Better to enable.

As a device configuration for achieving such an invention, the present invention is an operation thrust calculation means 13 for calculating an operation thrust on the basis of a marine vessel maneuvering signal from the vessel maneuvering means 11, 12, and a thrust force for distributing the calculated thrust to each actuator. Distribution means 4
And an actuator propulsion control means 9 for performing propulsion control of the actuator based on a command value from the distribution means 4.
In the marine vessel movement control device having the above-mentioned item 1, the operation thrust force from the operation thrust force calculation means 13 or the command value from the thrust force distribution means 4, or the propulsion control means 91 or the detection means 84.
Of the thrust data taken in from .about.86, vector selected one data is added to calculate the thrust acting on the actuator 92 or the entire ship,
There is proposed a marine vessel maneuvering control and support device characterized by comprising a display device section 7 for displaying the thrust obtained from the vector.

In this case, an unknown disturbance is estimated between the thrust calculation means 13 and the thrust distribution means 4 based on the detection signal from the ship position detection means 87, and the known disturbance is detected based on the detection signal from the wind anemometer. It is preferable to interpose the compensating means 31 to 33 for estimating the above and compensating the operation thrust force based on the two disturbance estimation data.

More preferably, the vector display is selected based on the thrust data applied to the vessel that has been subjected to the disturbance compensation, or the vector display is performed based on the thrust data of the actuator without performing the disturbance compensation. It is preferable to provide the selection circuit 63.

Further, the load condition of the onboard generator is monitored between the thrust distribution means and the actuator, and the power limiting means for limiting the thrust of one or a plurality of actuators selected according to the load condition is provided, and the limitation is performed. It is preferable that the thrust of one or a plurality of actuators selected according to the load condition is limited by the means, and the vector calculation is performed based on the calculated thrust data after passing through the limiting means.

[0023]

According to the present invention, as shown in FIGS. 6 and 7,
The total thrust that acts on the vessel in response to the operation of the joystick lever, etc. is displayed as a vector, which is effective information for operating the vessel. That is, it is possible to clearly determine whether the current operation amount matches the amount and direction intended by the operator, or whether the operation amount and the actual effectiveness of the ship match the image of the operator.

By arranging the display device at a position adjacent to the marine vessel manipulating means 1, the marine vessel manipulating person can easily and surely control the marine vessel while looking at the display portion adjacent to the manipulating means, and accurately. And you can safely maneuver.

Further, according to the present invention, not only the known disturbance of the wind direction and the wind velocity but also the unknown disturbance due to the tidal current, the waves, the secular change of the ship, etc. are collectively captured as a thrust signal and the signal is calculated to obtain. Since the calculated thrust is generated by adding / subtracting the obtained unknown disturbance correction data, accurate vector display is always possible.

Further, by providing a selection switch for selecting whether to perform vector display based on the thrust data that has been actually compensated for the disturbance and is actually applied to the ship, or to perform vector display based on the thrust data of the actuator The degree of freedom of is increased.

Further, a power limiting means 43 for limiting the thrust of the actuator 92 according to the load state of the onboard generator is provided,
By performing vector calculation based on the command value after passing through the power limiting means 43, accurate vector calculation becomes possible.

[0028]

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a block diagram showing an embodiment of the present invention; However, the dimensions, materials, shapes, relative positions, and the like of the components described in this embodiment are not intended to limit the scope of the present invention thereto unless otherwise specified, and are merely illustrative examples. Nothing more than.

FIG. 1 is a schematic diagram of a marine vessel maneuvering control apparatus according to an embodiment of the present invention, FIG. 2 is a block diagram showing an overall configuration of the marine vessel maneuvering control apparatus according to the first embodiment of the present invention, and FIG. 2 is a block diagram showing the overall configuration of a marine vessel manipulating control apparatus according to a second embodiment
FIG. 4 is a block diagram showing the overall configuration of the marine vessel maneuvering control device according to the third embodiment of the present invention. FIG. 5 is a block diagram showing the overall configuration of the marine vessel maneuvering control device according to the fourth to eighth examples of the present invention. Is a diagram showing display examples in the first and third and subsequent embodiments, FIG. 7 is a diagram showing display examples in the second and subsequent embodiments, and FIG. 8 shows forces acting on the hull used in the embodiments of the present invention. It is a graph figure which shows.

That is, in the first embodiment, as shown in FIG. 2, the display / calculation unit 6 is provided with a thrust force synthesis calculation circuit 61 to display the diagram shown in FIG.
The second embodiment, as shown in FIG. 3, is the first shown in FIG.
In place of the above embodiment, the display calculation unit 6 is provided with an acceleration calculation circuit 62 and a reachability calculation circuit 63 to display the diagram shown in FIG. The third embodiment is shown in FIG.
As shown in the figure, a thrust addition unit 5 is added to the main controller 2 in order to inversely convert the command value from the thrust distribution unit 4 or the like to each actuator to calculate the thrust.

In the fourth embodiment, as shown partially in FIG. 5, in the display device 7, the joystick lever 1 is used.
The tilt angle indicator 75 and the direction angle indicator 76 of No. 1 are added. In the fifth embodiment, as partially illustrated in FIG. 5, a power limiting circuit 43 and the like are added to the thrust distribution unit 4. In the sixth embodiment, as shown partially in FIG. 5, in the main control circuit 2, the disturbance compensation circuit 3
Etc. are added. In the seventh embodiment, as shown partially in FIG.
4 is added. In the eighth embodiment, command value calculation circuits 42S, 42P, 4 and
The data from the speedometer 82 is taken into consideration in the calculations in the 2R and the thrust calculation circuits 51S, 51P, 51R.

The same reference numerals as those in the prior art shown in FIG. 9 are equivalent components, and the differences from the prior art will be mainly described. In addition, regarding each actuator in FIGS. 2, 3, 4, and 5, a representative circuit example thereof is shown.
Each actuator may be provided one by one, but the present invention is not limited to this, and two thrusters may be provided as shown in FIG. 1. Further, instead of this, one (bow) thruster is provided as one main propulsion unit. It is also possible to provide two containers and two rudders.

The first embodiment will be described. In the first embodiment, as shown in FIG. 2, a required number of thrusters 92S, main propulsion units 92P, and rudders 92R are provided as actuators, and correspondingly, each control panel 9 of each actuator is provided.
1S, 91P, autopilot 91R, blade angle sensor 8
4, 85 and rudder angle gauges 86 are also provided in corresponding numbers. A gyro compass 83 is also provided.

In this embodiment, the thruster 92S determines its blade angle or rotation speed via the thruster control board 91S, and the main thruster 92P determines its blade angle or rotation speed via the main thruster control board 91P. Each is variably controlled.

In order to control a plurality of actuators by operating one joystick lever or the like, each control panel 91 based on the operation panel 1 provided with the joystick lever and the operation amount of the joystick lever or the like.
A thrust distribution unit 4 is provided in the main control device 2 in order to calculate each command value to the S, 91P, and 91R. The joystick lever 11, the turning dial 12, and the operation thrust calculator 13 are incorporated in the operation panel 1 installed in the steering room of the ship as in the conventional one, but the configuration and operation are as described above. is there.

A display device 7 is arranged adjacent to the operation panel 1. The display device 7 is a liquid crystal display device or a CRT display device 73 for displaying operation thrust, heading, ship position and the like. , An image synthesizing circuit 71, and a nautical chart memory 72 composed of an image memory, a CD-ROM, or the like are incorporated, and in the nautical chart memory 72, from the start point to the end point of the route or the required sea area and Chart 4 near the port
0 is stored. The large number of nautical chart 40 data stored in the nautical chart memory 72 is, for each nautical chart 40 data, information such as land, pier, navigable route, and dangerous grounding area in the relevant sea area, and the maximum of the relevant sea area. / Minimum latitude /
It is composed of a longitude and a reduction scale.

A plurality of sets of the operation panel 1 and the display device 7 are installed as needed, as in the conventional example.

The main controller 2 has the same structure as the conventional one.
As the thrust distribution unit 4, a thrust distribution circuit 41 and a command value calculation circuit 42S: 42 corresponding to a plurality of actuators.
P: 42R is provided, but its configuration and operation are as described above. The main controller 2 is also provided with a display calculation unit 6, and the display calculation unit 6 is provided with a thrust force synthesis calculation circuit 61 for calculating the thrust force acting on the ship.

First, calculation of thrust acting on a ship, ship position,
The display including the azimuth will be described in detail below. In the display calculation unit 6, the operation thrust (F
Xo, FYo, FNo) are transmitted, and the azimuth (ψ) of the ship is determined from the gyro compass 83 by the ship position measuring device 8
7. The ship position (latitude, longitude) (Xo, Yo) is transmitted from 7.

Among them, in the thrust force synthesis calculation circuit 61, the thrust force Fθ (absolute value) acting on the entire ship and its value are calculated by the following equations 1) and 2) based on the input operation thrust force (FXo, FYo). The acting direction θ (zero in the bow direction) is calculated. Fθ · Fθ = (FXo · FXo + FYo · FYo) ··· 1) θ = tan-1 (Fyo / FXo) · · 2)

In this way, the thrust (absolute value) Fθ acting on the entire ship and the direction θ in which it acts, which is obtained by the thrust composition calculation circuit 61, the direction (ψ) of the ship from the gyrocompass 83, and the ship position measuring device. 87 from the ship position (latitude, longitude) (Xo, Yo) and the image composition circuit 7 of the display device 7.
Send to 1.

In the image composition circuit 71, from the many charts stored in the chart storage unit 72, the current ship position (Xo
, Yo) is present, and the chart and the data (Fθ, θ, ψ, Xo, Yo) are superposed on each other to synthesize an image, which is displayed on the display unit 73 as shown in FIG.
In addition, when superimposing processing, the nautical chart 40 shows the direction (ψ) of the vessel.
And is scaled according to the reduction scale. If necessary, the combined image may be enlarged or reduced. In this way, by disposing the display device 7 adjacent to the operation panel 1, the operation amount and its direction can be visually confirmed, and safe ship operation becomes possible.

Next, a second embodiment will be described.
Second Embodiment In the second embodiment, as shown in FIG. 3, the display calculation unit 6 is provided with an acceleration calculation circuit 62 and a reach calculation circuit 63. The operation thrust (FXo, FYo, FNo) is transmitted from the operation thrust calculator 13 to the acceleration calculation circuit 62, and the azimuth (ψ) of the ship from the gyro compass 83 is sent to the reach calculation circuit 63. The ship position (latitude, longitude) (Xo, Yo) is transmitted from 87, and the ship speed (Uo, Vo) is transmitted from the ship speedometer 82.

In the acceleration calculation circuit 62, the operating thrust (FXo, FYo, FNo) is substituted into the following equations 3) to 5), and the acceleration generated when the operating thrust (FXo, FYo, FNo) acts on the ship. The reach calculation circuit 63 calculates the longitudinal component (dU) and the starboard direction component (dV).
Send to. (M + mx) * dU- (M + my) V * [gamma] = FXo ... 3) (M + my) * dV + (M + mx) U * [gamma] = FYo ... 4) (I + J) * d [gamma] = FNo ... 5) In this case, M is the ship's Mass, γ is the turning speed, dγ is the turning acceleration, mx is the load mass in the longitudinal direction, I is the moment of inertia about the center of gravity of the ship, my is the load mass in the port and starboard directions, and J is the additional moment about the center of weight of the ship. The above-mentioned masses and moments are set according to the amount of cargo (manually in advance or automatically in proportion to the draft of the ship).

On the other hand, in the attainment calculation circuit 63, the target position (XT, YT) inputted from the display device 7 and the ship position (Χ o, Yo) sent from the ship position measuring device 87 are shown in the following 6) to 8). Substituting into the equation, the X and Y components (dΧ, dY) of the distance to the target value and the distance D are obtained. dΧ = Χo-XT ... 6) dY = Yo-YT ... 7) D ・ D = dΧ ・ dΧ + dY ・ dY… 8)

Further, in the reach calculation circuit 63, the longitudinal component (d) of the acceleration transmitted from the acceleration calculation circuit 62.
U), the port-side direction component (dV), and the ship speed (Uo, Vo) input from the ship speedometer 82 are substituted into the following expressions 9) to 10) to obtain the arrival time T. dΧ = Uo · T + (1/2) dU · T · T ... 9) dY = Vo · T + (1/2) dV · T · T ... 10)

The distance D to the target value thus obtained, the arrival time T, the ship position from the ship position measuring device 87 (latitude, latitude,
The longitude (Xo, Yo) and the azimuth (ψ) from the gyro compass 83 are sent to the image processor 71 of the display device 7.
It should be noted that the ship position measuring device 87 constantly sends new ship positions (Zo, Yo) at intervals of several seconds, and accordingly, the distance D to the target value and the arrival time T are updated at intervals of several seconds.

In addition, in the second embodiment, in addition to this, as shown below, the predicted ship speed (UT, V
T) may be obtained and displayed. That is, from the following equations 11) to 12), the predicted ship speed (U
T, VT) is obtained and sent to the image processor 71 of the display device 7. UT = Uo + dU · T (11) VT = Vo + dV · T (12) Actually, when the target distance is large, the hull resistance increases as the ship speed increases, and the ship is balanced at a certain speed.
The correction is performed, but even with the above calculation alone, it becomes closer to the actual ship speed as the target is approached.

Then, the image synthesizing circuit 71 selects the nautical chart in which the current ship position (Xo, Yo) exists from the many nautical charts stored in the nautical chart storage circuit 72, and this nautical chart and the above data (D , T, ψ, Xo, Yo, XT, YT)
(And UT, VT) are superimposed to synthesize an image, and
As shown in FIG. In addition, when performing the superimposition processing, the nautical chart 40 is tilted according to the azimuth (ψ) of the ship and is enlarged or reduced according to the reduction scale. If necessary, the combined image may be enlarged or reduced.

In this way, by disposing the display device 7 adjacent to the operation panel 1, the current operation thrust (FXo, F
Time to reach the target value (T) at Yo, FNo)
And the distance (D) (and the predicted ship speed at the target value (UT, V
T)) can be visually confirmed, and safe ship operation becomes possible.

The display of the operation amount and its direction in the first embodiment (FIG. 6), the arrival time to the target value, the distance D, and the predicted ship speed at the target value in the second embodiment are shown. The display (FIG. 7) has been described as an example in which it is displayed individually, but the display may be a combination of both.

The third embodiment will be described. In the third embodiment, a thrust adder 5 is added to the main controller 2 as shown in FIG. The operation thrust force (FXo, FYo, FNo) from the operation thrust force calculator 13 is not used as the input data of the display calculation unit 6, but the command value (φS, φP, δR) calculated by the thrust force distribution unit 4 is used. The thrust addition unit 5 performs back calculation to obtain the input data of the display calculation unit 6. The other configurations (operation panel 1, thrust distribution unit 4, display calculation unit 6, display device 7, actuator, etc.) are the same as those of the first and second embodiments shown in FIGS.

In the third embodiment, the main controller 2 includes thrust calculation circuits 51S, 51P, 51R and a thrust addition circuit 52.
A thrust addition unit 5 configured by is provided. The thrust calculation circuits 51S, 51P, 51R perform the calculation reverse to that of the command value calculation circuits 42S, 42P, 42R, and the command values (φS, φP, δR) calculated by the thrust distribution unit 4 are converted into thrusts (dXS, dYS, dNS) (dXP, dYP, dN
P) (dXR, dYR, dNR).

Next, in the thrust adding circuit 52, the following 13) to
The total thrust (dFXFYo, dFNo) is calculated by the equation 14) and is sent to the display calculation unit 6. dFXo = dXS + dXP + dXR ... 13) dFYo = dYS + dYP + dYR ... 14) dFNo = dNS + dNP + dNR ... 15)

In the display calculation unit 6, in the thrust force synthesis calculation circuit 61, the total thrust force from the thrust force addition unit 5 (FXo, FYo, FNo) instead of the manipulation thrust force (FXo, FYo, FNo) from the manipulation thrust force calculator 13 in the first embodiment. dFXo, dFYo, dFNo
) As an input value, the same arithmetic processing as that of the first embodiment is performed.

Further, in the acceleration calculating circuit 62 and the reaching degree calculating circuit 63, the operation thrust calculator 1 in the first embodiment is also used.
Instead of the operation thrust (FXo, FYo, FNo) from 3, the total thrust (dFXo, dFyo, d from the thrust adder 5
With FNo) as an input value, the same arithmetic processing as in the second embodiment is performed.

With such a configuration, the display device 7 can perform display in substantially the same form as in the first and second embodiments. The above is the display of the operation amount and its direction (Fig. 6).
And the arrival time to the target value, the distance D, and the display of the predicted ship speed at the target value (FIG. 7) are superimposed, but only one of them may be displayed.

According to such an embodiment, the thrust distribution circuit 4 showing how the actuator 92 is actually operating.
1 and the command value calculation circuits 42S, 42P, and 42R perform calculation and display based on the calculation data.
The display can be made in consideration of the error. Further, in the conventional example, it is possible to prevent an accident or the like caused by the fact that the thrust is not actually generated due to the failure of each arithmetic unit despite the operation of the joystick 11.

The command value (φS,
.PHI.P, .phi.R) are not used as the input data of the thrust adder 5, but as shown by the dotted lines in FIG.
The actual command values (φS ′, φP ′, φR ′) fetched from the control panel 91 of No. 2 or the blade angle sensors 84 and 85 or the actuator sensor of the rudder angle meter 86 may be input to the thrust addition unit 5. .

The fourth embodiment will be described. In the fourth embodiment, as partially shown in FIG. 5, the display device 7 is provided with a tilt angle indicator 75 and a direction angle indicator 76 of the joystick lever 11 as compared with the other embodiments. . The addition of the tilt angle indicator 75 and the direction angle indicator 76 is not limited to that shown in FIG. 5, but may be added to those shown in FIGS. 2, 3, 4, and 9. is there.

As described in the conventional example, the joystick lever 11 is connected to two rotation angle detectors (not shown) whose rotation axes are orthogonal to each other. The data of these two rotation angles are used as the operational thrust. The inclination angle indicator 75 and the direction angle indicator 7 provided on the display device 7 via the calculator 13.
6 is transmitted. The tilt angle display 75 and the direction angle display 76 calculate the tilt angle and the direction angle based on this data, and display them in analog or digital form. With the above-described configuration, the operation amount of the joystick lever 11 that is actually operated can be visually confirmed.

The fifth embodiment will be described. In the fifth embodiment, as partially shown in FIG. 5, a power limiting circuit 43 and the like are added to the thrust distributing unit 4 in addition to the other embodiments. The addition of the power limiting circuit 43 and the like is not limited to that shown in FIG. 5, but may be added to those shown in FIGS. 2, 3, 4, and 9.

In the thrust distribution unit 4, the command value calculation circuit 4
A power limiting circuit 43 is interposed between the 2S, 42P, 42R and the thruster control panel 91S and the main propulsion machine control panel 91P, and the thruster 92S and the main propulsion machine 92P are connected according to the load state of the inboard generator. Thrust can be limited. That is, taking a thruster as an example, the thruster control panel 91S is provided with a power meter for measuring the current power consumption (PW2) to the thruster drive motor. On the other hand, on the generator control panel 90, the inboard power consumption, the available power, the surplus power (PW1), etc. are measured and calculated.

In the power limiting circuit 43 of the thrust distribution unit 4, the thruster control panel 91S sends the current power consumption (PW2), the generator control panel 90 sends the surplus power (PW1), and the thruster command value. Electric power (P required for the command value φSo of the bow thruster calculated by the calculation circuit 42S
Wo) is calculated. Then, the power (PWo) required for the command value φSo is compared with the added value (PW1 + PW2) of the surplus power (PW1) and the current power consumption (PW2),
When PWo <(PW1 + PW2), the power limiting circuit 4
The command value φS output to the thruster from 3 is φS = φ
Let So. Similarly, the command value φP to the main propulsion unit is also φP =
Let φ Po.

On the other hand, when PWo> (PW1 + PW2), the thruster command value φ output from the power limiting circuit 43.
The command value φP of S and the main propulsion unit 92P is set to φS = (proportional relationship) (PW1 + PW2) / PWo · φSo ... 16) φP = (proportional relationship) (PW1 + PW2) / PWo · φPo ... 17). In the above equation, it does not mean that they are in direct proportion (for example, in the case of rotation speed control, the power (= horsepower) is proportional to the cube of the rotation speed), and the command value φ according to the added value of the power
This means S and φP.

Then, the command values (φS, φP, δR) corrected by the power limiting circuit 43 are sent to the control panels 91S and 91P, the autopilot 91R (and the thrust adding section 5) on the actuator 92 side. On the other hand, the power limit indicator 77 of the display device 7 displays that power is being limited and / or its ratio (PW1 + PW2) / PWo. Considering that the power factor of a ship is generally 0.8 on average, those that perform the above calculation and processing based on each current value are substantially based on each power value of this embodiment. It is included in those that perform calculations and processing. Further, although the above embodiment has been described by taking the thruster as an example, the electric power can be similarly limited when the main propulsion device is driven by an electric motor.

According to the present embodiment, the load on the thruster suddenly increases, the required power on board exceeds the power that can be supplied by the generator, the generator trips, the main propulsion unit stops,
It is possible to avoid in advance a situation in which the ship cannot be operated.

The sixth embodiment will be described. In the sixth embodiment, as partially shown in FIG. 5, the disturbance compensator 3 is incorporated in the main controller 2 in addition to the second and subsequent embodiments. The disturbance compensator 3 uses a known (wind) disturbance estimation circuit 3
1, a disturbance compensation circuit 32, an unknown disturbance estimation circuit 33, and a predicted position calculation circuit 34.

In the known (wind) disturbance estimation circuit 31, based on the relative wind speed and the relative wind direction with respect to the hull H obtained from the anemometer 81, the air density, the front and side projected areas of the hull H,
Considering the wind pressure coefficient, the Χ-axis (the front-back direction of the ship) coordinate component (XA) of the thrust exerted by the known (wind) disturbance on the hull H, Y
The axis (left and right) coordinate component (YA) and turning moment component (NA) are estimated, and the known disturbance force (XA, YA, N
A) is transmitted to the disturbance compensation circuit 32.

Next, in the predicted position calculation circuit 34, the longitudinal component (dU), the starboard direction component (dV) of the acceleration transmitted from the acceleration calculation circuit 62, and the ship speed (input from the speedometer 82) Uo, Vo) and the following 18) -1.
Substituting into equation (9), the X component (d? S) and the Y component (dYs) of the moving distance after a predetermined time (s) are calculated: d? S = Uo.s + (1/2) dU.s.s ... 18 ) DYs = Vos + (1/2) dVss ... 19) Then, after moving coordinates (dΧs, dYs) are coordinate-converted (ψ), they are added to the ship's position (Xo, Yo) for a predetermined time ( s) The predicted position (Xs, Ys) of the hull H after the operation is calculated.

In the unknown disturbance estimation circuit 33, the predicted position (Xs, Ys) of the hull H after a predetermined time (s) has been input from the predicted position calculation circuit 34 and stored therein. After a predetermined time (s), the current position (X
(o, Yo) is input, the distance difference (Xs-Xo ,, Ys-Yo) between the stored predicted position (Xs, Ys) and the current ship position (Xo, Yo) is calculated. Then, after the distance difference is coordinate-converted (ψ), the Χ axis (front-back direction of the ship) coordinate component (XE) and the Y-axis (left and right) of thrust required to make the distance difference zero in a predetermined time (s). The (port side) coordinate component (YE) and the turning moment component (NE) are estimated and transmitted to the disturbance compensation circuit 32 as unknown disturbance forces (XE, YE, NE).

In the disturbance compensation circuit 32, the operation thrust sent from the operation thrust calculator 13 of the operation panel 1 is calculated by the unknown disturbance estimation circuit 33 as shown in the following equation 20). NE) and the known disturbance force (XA, YA, NA) obtained from the known (wind) disturbance estimation circuit 31, and the compensated calculated thrust (FX, FY, FN) is calculated by the thrust distribution unit 4
To the thrust distribution circuit 41. (FX, FY, FN) = (FXo, FYo, FNo) + (XA, YA, NA) + (XE, YE, NE) ... 20)

After the thrust distribution unit 4, this calculated thrust (F
X, FY, FN), the processing, calculation, and display described in the third to fifth embodiments are performed. When the disturbance compensator 3 is provided, a disturbance force adder circuit 52b is added to the thrust adder 5 so that the unknown disturbance force (XE, YE, NE) is added in the thrust addition process.
And the known disturbance forces (XA, YA, NA) need to be added. In addition, from the disturbance force adding circuit 52b to the acceleration calculating circuit 62 and the thrust force combining calculating circuit 61 of the display calculating unit 6, FIG.
Is transmitted as shown by a dotted line. The disturbance compensation of the sixth embodiment can be applied to the conventional example shown in FIG. That is, the thrust distribution unit 5 shown in FIG. 4 is added to the conventional example shown in FIG.
An acceleration calculation circuit 62, a disturbance force addition circuit 52b,
By combining with the above-mentioned disturbance compensator 3, disturbance compensation can be performed without the display device 7.

The seventh embodiment will be described. The seventh embodiment is different from the sixth embodiment in that the display calculation unit 6 further includes a selection circuit 64 as shown in the display calculation unit 6 of FIG.
Is added. Then, the disturbance force adding circuit 52b
About the three types of thrusts, the thrust that is the sum of the disturbance forces from, the total thrust (dFXo, dFYo, dFNo) from the thrust adding circuit 52a, and the operation thrust (FXo, FYo, FNo) from the operation thrust calculator 13 At least any two kinds of thrusts are input to the selection circuit 64, and the selection switch 78 provided on the display device 7 causes the thrust to which the disturbance force is added, the total thrust to which the disturbance force is not added, and the operation thrust. Of at least two types, and one of them is transmitted to the display calculation unit 6. By providing the selection circuit 63, the amount of disturbance force and the like can be known.

The eighth embodiment will be described. Generally, when the boat speed is slow, it does not matter so much, but when the boat speed becomes fast, the thrusts of the thruster 92S and the rudder 92R are different from the thrust when the ship is stopped even with the same command value (φS or δR). . Therefore, from the speedometer 82, the ship speed (Uo, V
o) is transmitted to the command value calculation circuits 42S and 42R and the thrust calculation circuits 51S and 51R, and the command value (φ
S or δR) and thrust (dXS, dYS, dN
S) and (dXR, dYR, dNR) are calculated. Also,
It is also possible to transmit the ship speed against water (Uo, Vo) to the command value calculation circuit 42P and the thrust force calculation circuit 51P to calculate the command value (φP) and thrust force (dXP, dYP, dNP) according to the ship speed against water. it can.

[0076]

[Effect] As described above, according to the present invention, it is possible to simplify the marine vessel maneuvering, reduce the marine vessel maneuvering burden, and improve the marine vessel maneuvering safety. It is possible to obtain a marine vessel maneuvering control method and an apparatus therefor capable of accurately and easily and surely moving to a predetermined position or a predetermined direction without requiring the skill level.

[Brief description of drawings]

FIG. 1 is a schematic diagram of a marine vessel maneuvering control device according to an embodiment of the present invention.

FIG. 2 is a block diagram showing the overall configuration of a marine vessel manipulating control apparatus according to the first embodiment of the present invention.

FIG. 3 is a block diagram showing the overall configuration of a marine vessel maneuvering control device according to a second embodiment of the present invention.

FIG. 4 is a block diagram showing the overall configuration of a marine vessel maneuvering control device according to a third embodiment of the present invention.

FIG. 5 is a block diagram showing an overall configuration of a marine vessel maneuvering control device according to fourth to eighth embodiments of the present invention.

FIG. 6 is a view showing a display example in the first and third embodiments.

FIG. 7 is a diagram showing display examples after the second embodiment.

FIG. 8 is a graph showing a force acting on a hull used in the embodiment of the present invention.

FIG. 9 is a block diagram showing the overall configuration of a conventional marine vessel maneuvering control device.

[Explanation of symbols]

1 Operation Panel 11 Joystick Lever 12 Turning Dial 13 Operation Thrust Calculator (Operation Thrust Calculator) 2 Main Controller 3 Disturbance Compensation Section 31 Known Disturbance Estimating Circuit 32 Disturbance Compensation Circuit 33 Unknown Disturbance Estimating Circuit 34 Ship Position Prediction Calculating Circuit 4 Thrust Distribution Part 41 Thrust distribution circuit 42S, 42P, 42R Command value calculation circuit 43 Power limiting circuit 5 Thrust addition unit 51S, 51P, 51R Thrust calculation circuit 52, 52a Thrust addition circuit 52b Disturbance force addition circuit 6 Display calculation unit 61 Thrust combination calculation circuit 62 Acceleration calculation circuit 63 Degree of arrival calculation circuit 64 Selection circuit 7 Display device 71 Image synthesis circuit 72 Chart memory device 73 Display device 75 Tilt angle display 76 Direction angle display 77 Power limit display 78 Selection switch 40 Nautical chart 81 Anemometer 82 Vessel speed indicator (means for detecting body movement) 83 Gyroco Path 84-86 detecting means 87 ship positioning system (ship positioning value detecting means) 90 generator control panel 91S, 91P, 91R control panel (actuator propulsion control means) 92S, 92P, 92R actuator

Claims (7)

[Claims] 1. A ship movement control method for calculating a maneuvering thrust based on a marine vessel maneuvering signal from a marine vessel maneuvering means, and performing marine vessel maneuvering control and assistance while distributing the calculated maneuvering thrust to each actuator via a distributing means. Of the thrust data before or after the distribution by the distribution means or the actual thrust data acquired from the actuator, one selected thrust data is vector-added to obtain the thrust acting on the actuator or the entire ship, and the thrust is calculated. Control method and support method characterized by displaying the vector direction of the ship and its vector amount on the display unit. 2. An unknown disturbance is estimated based on a detection signal from a ship position detecting means, a known disturbance is estimated based on a detection signal of an anemometer, and a thrust force compensated based on the two disturbance estimation data. 2. The marine vessel maneuvering control and support method according to claim 1, wherein vector addition of the data is performed to obtain a thrust acting on the entire ship, and the vector direction of the thrust and the vector amount thereof are displayed on the display unit. 3. It is possible to select whether to perform vector display based on the thrust data applied to the ship that has been subjected to the disturbance compensation or to perform vector display based on the thrust data of the actuator without performing the disturbance compensation. The ship handling control and support method according to claim 2. 4. An operation thrust calculation means for calculating an operation thrust on the basis of a marine vessel maneuvering signal from the ship maneuvering means, a thrust distribution means for distributing the calculated thrust to each actuator, and a command value from the distribution means In a ship movement control device comprising an actuator propulsion control means for performing propulsion control of an actuator, an operation thrust from the operation thrust calculation means, or a command value from the thrust distribution means, or a propulsion control means or a detection means. Of thrust data, a selected one of the data is added to the vector to obtain a vector thrust acting on the actuator or the entire vessel, and a display unit for displaying the vector amount obtained from the thrust synthesis calculating means. A ship handling control and support device characterized by the above. 5. An unknown disturbance is estimated between the thrust calculation means and the thrust distribution means based on a detection signal from a ship position detection means, and a known disturbance is estimated based on a detection signal from an anemometer. The compensating means for compensating the operating thrust based on the two disturbance estimation data is interposed.
The described marine vessel maneuvering control and support device. 6. A selection for selecting whether to perform vector display based on the thrust data applied to the vessel that has been subjected to the disturbance compensation or to perform vector display based on the thrust data of the actuator without performing the disturbance compensation. The marine vessel maneuvering control and support device according to claim 5, further comprising a circuit. 7. A power limiting means for monitoring the load condition of the onboard generator between the thrust distributing means and the actuator and limiting the thrust of one or a plurality of actuators selected according to the load condition, 6. The limiting means limits the thrust of one or a plurality of actuators selected according to the load condition, and the vector calculation is performed based on the calculated thrust data after passing through the limiting means. , 6, the vessel movement control and support device.