KR20250010093A - Shipbuilding surveillance device and method, and shipbuilding system and method - Google Patents

Abstract

A ship's berthing monitoring device for monitoring a ship's berthing comprises: a collision level calculator for obtaining a berthing distance, which is a distance from a ship to a berth, and a berthing speed, which is a speed of the ship in the berthing direction; and calculating a collision level, which is an indicator of the possibility of the ship's collision with the berth, using the berthing distance and the berthing speed; and a collision possibility determiner for determining whether or not there is a possibility of the ship's collision with the berth based on the collision level, wherein the collision level is a function that uses the berthing distance and the berthing speed as variables.

Description

Shipbuilding surveillance device and method, and shipbuilding system and method

The present disclosure relates to a ship-raising monitoring device and method for monitoring the anchoring and mooring of a ship, and a shipbuilding system and method including the ship-raising monitoring device.

The series of processes from when a ship enters a port until it is moored at the berth involves tasks that are mentally demanding for shipbuilders and labor-intensive for ship workers. For this reason, there is a demand for automation or humanization of the above-mentioned series of processes in order to reduce the workload and improve safety. However, since it requires an ad hoc response to weather and sea changes in the port and an exquisite coordination between ship workers and port workers, most of the work is still performed based on the experience of shipbuilders and ship and port workers.

Patent Document 1 discloses an automatic anchoring and mooring device that automates navigation from anchoring to mooring. The vessel of Patent Document 1 comprises a forward and reverse thrust engine that outputs forward and backward thrust of the hull, a bow side thruster and a stern side pod thruster capable of outputting lateral thrust to either side of the hull, a bow side mooring device and a stern side mooring device capable of winding and retrieving a mooring line, a rangefinder that measures the distance to a quay wall, and a controller that controls the bow side thruster, the stern side pod thruster, the bow side mooring device, and the stern side mooring device based on the measured value of the rangefinder. The controller performs anchoring and mooring operations of the vessel in the order of anchoring mode and mooring mode. In the anchoring mode, the controller stops the forward and reverse thrust engine, the bow side mooring device, and the stern side mooring device, and moves the hull laterally to a mooring start position 1 m from the quay wall using the bow side thruster and the stern side pod thruster. In mooring mode, the controller stops the forward and reverse thrust engines, the bow side thrusters and the stern pod thrusters, and moorings the hull to the quay wall by pulling the mooring lines with the bow and stern mooring lines.

Japanese Patent Publication No. 2005-255058

When a ship is docked (or docked), the direction of the thrust of the thruster is changed from the direction in which the ship is approaching the quay to the direction away from it, thereby reducing the speed of the ship. If the timing of the occurrence of this braking force is judged based solely on the distance between the ship and the quay, there is a risk that sufficient deceleration will not occur in time due to factors such as the ship's speed, wind, and tidal current, and the ship may collide with the quay.

The present disclosure has been made in consideration of the above circumstances, and its purpose is to propose a technique for avoiding collision with the berth of a ship when anchoring a ship.

In order to solve the above problem, a landing guidance monitoring device according to one aspect of the present disclosure is a landing guidance monitoring device that monitors the landing of a ship, the device comprising: a collision level calculator that obtains a berthing distance, which is a distance from the ship to a berth, and a berthing speed, which is a speed of the ship in a berthing direction, and calculates a collision level, which is an indicator of the possibility of collision of the ship with the berth, using the berthing distance and the berthing speed; and a collision possibility determiner that determines the presence or absence of the possibility of collision of the ship with the berth based on the collision level, wherein the collision level is a function that uses the berthing distance and the berthing speed as variables.

A shipbuilding system according to one aspect of the present disclosure comprises a propulsion device which provides thrust to a ship, a control device which controls the operation of the propulsion device, and a landing maneuver monitoring device which monitors the landing maneuver of the ship based on a collision level which is an indicator of the possibility of collision with a quay wall during the landing maneuver of the ship, wherein the landing maneuver monitoring device comprises a collision level calculator which obtains a berthing distance which is a distance from the ship to the quay wall and a berthing speed which is a speed of the ship in the berthing direction, and calculates a predetermined collision level which is a function using the berthing distance and the berthing speed as variables, and a collision possibility determiner which determines the presence or absence of the possibility of collision of the ship with the quay wall based on the collision level, and when the berthing maneuver monitoring device determines that there is a possibility of collision, the operation of the propulsion device is controlled so that the thrust in the berthing direction applied to the ship is reduced.

A method for monitoring a landing craft according to one aspect of the present invention is a method for monitoring a landing craft of a vessel, wherein a berthing distance, which is a distance from the vessel to a berth, and a berthing speed, which is a speed of the vessel in a berthing direction, are acquired, a collision level, which is an indicator of the possibility of a collision of the vessel with the berth, is calculated using the berthing distance and the berthing speed, and based on the collision level, it is determined whether or not the vessel has a possibility of collision with the berth, and the collision level is a function that uses the berthing distance and the berthing speed as variables.

According to one aspect of the present disclosure, a shipbuilding method comprises: obtaining a berthing distance, which is a distance from a ship to a quay wall, and a berthing speed, which is a speed of the ship in the berthing direction, when the ship is berthing; calculating a collision level, which is an indicator of the possibility of collision of the ship with the quay wall, using the berthing distance and the berthing speed; determining whether or not there is a possibility of collision of the ship with the quay wall based on the collision level; and controlling the operation of a propulsion device of the ship so that a thrust in the berthing direction applied to the ship is reduced, wherein the collision level is a function that uses the berthing distance and the berthing speed as variables.

According to the present invention, when anchoring a ship, it is possible to monitor the ship's course so as to avoid collision with the berth of the ship.

[Figure 1] Figure 1 is a drawing showing a schematic configuration of a ship to which a shipbuilding system according to one embodiment of the present disclosure is applied.
[Figure 2] Figure 2 is a drawing showing a schematic configuration of a guiding device.
[Figure 3] Figure 3 is a drawing showing the configuration of the Joseon system.
[Figure 4] Figure 4 is a drawing explaining the functional part of the Joseon controller.
[Figure 5] Figure 5 is a drawing explaining the processing of the propulsion control unit.
[Figure 6] Figure 6 is a drawing explaining a shipbuilding method at the time of conception.
[Figure 7] Figure 7 is a block diagram showing the configuration of the ship monitoring unit of the ship controller.
[Figure 8] Figure 8 is a drawing explaining the eyepiece distance (d) and eyepiece speed (Uapp).
[Figure 9] Figure 9 is a drawing explaining the periphery disturbance force (Fapp).
[Figure 10] Figure 10 is a flow chart showing the processing flow of the Chosun Ilbo surveillance department.
[Figure 11] Figure 11 is a drawing showing the relationship between the collision level and the lower limit of the thrust in the Ian direction.
[Figure 12] Figure 12 is a drawing showing the relationship between the collision level and the lower limit of the thrust in the Ian direction.
[Figure 13] Figure 13 is a drawing showing the relationship between the collision level and the lower limit of the thrust in the Ian direction.

Next, an embodiment of the present disclosure will be described with reference to the drawings. FIG. 1 is a drawing showing a schematic configuration of a ship (S) to which a shipbuilding system (20) according to one embodiment of the present disclosure is applied.

[Schematic configuration of the ship (S)]

As illustrated in Fig. 1, with a ship (S) as a reference, a horizontal direction connecting the bow and stern of the ship (S) is referred to as the “foreward-backward direction,” and a horizontal direction (left-right direction) orthogonal to the forward-backward direction is referred to as the “lateral direction.” The ship (S) has a hull (5), at least one forward-backward propulsion unit (2) that outputs thrust in the forward-backward direction with respect to the hull (5), and at least one transverse propulsion unit (3) that outputs thrust in the transverse direction with respect to the hull (5).

In this embodiment, the forward and backward propellers (2) include a combination of a main propeller, a variable pitch propeller, and a rudder. The variable pitch propeller and the rudder are installed on the stern side of the hull (5). However, the forward and backward propellers (2) are not limited to the above, and may be a rotary thruster, or a combination of a plurality of variable pitch propellers and rudders.

The transverse propulsion device (3) preferably includes at least one bow-side transverse propulsion device (3B) and at least one stern-side transverse propulsion device (3A). In the present embodiment, the bow-side transverse propulsion device (3B) is a side thruster (bow thruster) installed on the bow side. In addition, in the present embodiment, the combination of the variable pitch propeller and the rudder installed on the stern side can output both forward and backward thrust and lateral thrust depending on the direction of the rudder, and therefore also has a function as the stern-side transverse propulsion device (3A). However, the transverse propulsion device (3) equipped on the ship (S) is not limited to the above, and side thrusters may be arranged on each of the bow and stern sides of the hull (5), or a rotary thruster may be arranged on at least one of the bow and stern sides of the hull (5).

Furthermore, the ship (S) is equipped with at least one bow-side mooring device (10B) installed on the bow side of the deck, and at least one stern-side mooring device (10A) installed on the stern side of the deck. In the present disclosure, the mooring device (10), the forward and backward propulsion device (2), and the transverse propulsion device (3) are collectively referred to as a “propulsion device (9).” The original mooring device (10) is a device for mooring the ship (S), but in the shipbuilding system (20) of the present disclosure, since the mooring device (10) has a function of providing thrust to the ship (S), the mooring device (10) is also considered as a type of propulsion device (9).

In this embodiment, the bow-side mooring device (10B) includes a head line mooring device and a forward spring line mooring device. The bow-side mooring device (10B) may further include a forward breast mooring device. In addition, in this embodiment, the stern-side mooring device (10A) includes a stern line mooring device and an aft spring mooring device. The stern-side mooring device (10A) may further include an aft breast mooring device. The mooring device (10) (when not distinguishing between the bow-side mooring device (10B) and the stern-side mooring device (10A)) to be carried by the ship (S) is determined by the number of members, etc.

Each mooring device (10) of the bow-side mooring device (10B) and the stern-side mooring device (10A) has substantially the same structure. As illustrated in Fig. 2, each mooring device (10) is equipped with a mooring line (R) and a winch (W) capable of taking up and retrieving the mooring line (R). The winch (W) is of an electric-hydraulic type. The winch (W) is equipped with a take-up drum (11) on which the mooring line (R) is wound, a motor (12) that rotates the take-up drum (11), a hydraulic clutch (13) that switches between connecting and disconnecting power transmission from the motor (12) to the take-up drum (11), a reducer (14) installed on a power transmission path from the motor (12) to the take-up drum (11), and a hydraulic release-type brake (15) that provides constant braking force. However, the structure of the winch (W) is not limited to the above, and the winch (W) may be electric.

The mooring device (10) is provided with a rotational position sensor (51), a tension meter (52), a tension meter (53), and a winch controller (50) that controls the operation of the winch (W) based on the detection values thereof. The rotational position sensor (51) detects the rotational position and rotational speed of the motor (12) or the winding drum (11). The tension meter (53) measures the length of the mooring line (R) sent out from the winding drum (11). The winch controller (50) measures the rotation of the motor (12) or the winding drum (11) based on the detection signal of the rotational position sensor (51) and/or the measurement value of the tension meter (53), and estimates the winding length or the drawing length of the mooring line (R). The tension meter (52) may directly or indirectly detect the tension (load) applied to the mooring line (R). The tension gauge (52) is, for example, a load cell installed in the brake (15), and the tension of the spool (R) may be estimated based on the load detected by the load cell. The tension gauge (52) is, for example, a torque sensor that detects the output torque of the motor (12), and the tension of the spool (R) may be estimated based on the torque detected by the torque sensor. The winch controller (50) can control the rotation of the take-up drum (11) so that the tension applied to the spool (R) is maintained at a predetermined value that does not exceed a predetermined upper limit value based on the detection value of the tension gauge (52).

When winding the spool (R) onto the take-up drum (11), the power transmission path from the motor (12) to the take-up drum (11) is connected by the clutch (13), and the take-up drum (11) is driven to rotate in the take-up direction. When unloading the spool (R) from the take-up drum (11), the clutch (13) is cut, the power transmission path from the motor (12) to the take-up drum (11) is cut, and the take-up drum (11) becomes idling-capable and can rotate in the unloading direction. Alternatively, when unloading the spool (R), the power transmission path from the motor (12) to the take-up drum (11) may be connected by the clutch (13), and the take-up drum (11) may be driven to rotate in the unloading direction.

Returning to Fig. 1, the tip of the mooring line (R) is tied to a mooring pole (35) installed on the berth (30). The mooring line (R) pulled out from the winding drum (11) is protected and guided by appropriate guides (36) such as chocks (mooring holes), fair leaders, deck end rollers, and stand rollers.

[Composition of Joseon System (20)]

Figure 3 is a drawing showing the configuration of a shipbuilding system (20). As shown in Figure 3, the shipbuilding system (20) of a ship (S) is equipped with a shipbuilding controller (6), a group of instruments (7) electrically connected to the shipbuilding controller (6) by wire or wireless means, a user interface (8), and a group of propulsion controllers (9C).

The ship controller (6) is equipped with a processor, memory such as ROM and RAM, and an I/O section (not all shown). An instrument group (7), a user interface (8), and a propulsion controller group (9C) are connected to the ship controller (6) through the I/O section. Storage (not shown) may be connected to the ship controller (6) through the I/O section.

A ship-to-land communication device (31) is connected to the ship controller (6). The ship controller (6) transmits ship information to a status monitoring device (33) installed at a land-based base using the ship-to-land communication device (31). This ship information includes navigation conditions within the port and equipment operation data.

The instrument group (7) includes a rangefinder (27), a camera (28), and various navigation instruments.

The rangefinder (27) includes a bow rangefinder for measuring the bow-side distance from the bow to the berth (30), and a stern rangefinder for measuring the distance from the stern to the berth (30). The rangefinder (27) may be a known non-contact rangefinder, such as a laser rangefinder, for example. The ship controller (6) can obtain the distance from the hull (5) to the berth (30) to be berthed, based on the information acquired from the rangefinder (27).

The camera (28) includes a bow camera installed on the bow deck to continuously or intermittently capture images of the berth (30) from the bow, and a stern camera installed on the stern deck to continuously or intermittently capture images of the berth (30) from the stern. It is preferable that the shooting field of the bow camera includes, in addition to the berth (30), the bow mooring device (10B) and/or the mooring line (R) pulled out from the bow mooring device (10B). In addition, it is preferable that the shooting field of the stern camera includes the stern mooring device (10A) and/or the mooring line (R) pulled out from the stern mooring device (10A). In order to secure a wide field of view in this way, a round view camera system may be employed as the camera (28).

Examples of various navigation instruments include a compass (21) for detecting a bow azimuth, a speedometer (22) (alarm azimuth meter), a wind vane (25) (wind vane and anemometer), a ship's position measuring device (26), a tidal current meter (29), an echo sounder, a radar, a chronometer, an absorptiometer, etc. The ship's position measuring device (26) is a position measuring device of a GPS using a satellite or a radio and/or optical wave type using radio waves or light from a reference station. The ship's controller (6) can obtain navigation situation information including the position of the hull (5), course, bow azimuth, ship speed, etc., based on information acquired from various navigation instruments.

The ship controller (6) uses the ship-to-shore communication device (31) to acquire port information in a timely manner from the port information provision device (32) installed at the land base. The port information includes weather and maritime information, port environment information, etc. within the port. Weather and maritime information includes wind speed, wind direction, current, tide level, weather and climate within the port. Port environment information includes congestion conditions and bus situations within the port. The ship controller (6) uses the information sent from the port information provision device (32) via the ship-to-shore communication device (31) for calculations together with information from the instrument group (7).

The user interface (8) is provided with a control device (80) and a display device (83). The user interface (8) may further be provided with a setting device or indicator for a propulsion device (9) such as an individual propeller or other, a display unit for displaying signals from a group of instruments (7) such as a direction display or a ship speed display, various function switching switches, and indicator lights.

In this embodiment, a joystick (81) and a turning dial (82) are installed as a steering device (80). The joystick (81) receives a command for the direction and size of thrust for parallel movement of the hull (5) input by the ship owner by moving the joystick (81), and inputs it to the ship controller (6). The turning dial (82) receives a command for the direction and size of a turning moment for turning movement input by the ship owner by moving the turning dial (82), and inputs it to the ship controller (6). However, the steering device (80) is not limited to the above, and a known steering device may be employed.

As the display device (83), at least one known display device is employed among various display devices such as a touch panel display, a head-mounted display, etc. The display device (83) can include shipbuilding support information output from the shipbuilding controller (6), an image captured by a camera (28), an operation status of equipment, navigation status information, environmental information (maritime/weather information) of the hull (5), etc. The shipbuilding support information includes at least one of the own ship's position on a chart, a recommended route, a test ship, a remaining distance, a maritime facility, and a target position, a movement speed vector of the hull (5), a speed at an arbitrary position of the bow and stern, and a remaining distance from the quay wall (30).

The propulsion controller group (9C) controls the operation of the propulsion device (9). Specifically, the propulsion controller group (9C) includes a winch controller (50) that controls a winch (W) of a mooring device (10), a forward/backward propulsion controller (91) that controls a forward/backward propulsion unit (2), and a transverse propulsion controller (92) that controls a transverse propulsion unit (3). The winch controller (50), the forward/backward propulsion controller (91), and the transverse propulsion controller (92) are installed according to the number of winches (W), forward/backward propulsion units (2), and transverse propulsion units (3) mounted on the ship (S). However, in Fig. 3, only one of the winch controller (50), the forward/backward propulsion controller (91), and the transverse propulsion controller (92) is illustrated, and the rest are omitted. The propulsion controller (6) outputs commands to each of the propulsion controller groups (9C), and the propulsion controller group (9C) operates the corresponding propulsion device (9) based on the commands.

As illustrated in Fig. 4, the ship controller (6) comprises functional units of a ship support information generation unit (65), a display control unit (66), a route planning unit (67), a command generation unit (68), a propulsion control unit (69), and a target ship monitoring unit (70). The ship support information generation unit (65) generates ship support information based on information acquired from the instrument group (7) or the port information providing device (32). The display control unit (66) displays the generated ship support information on the display device (83). The route planning unit (67) searches for an optimal route that optimizes a predetermined evaluation index from the departure point to the destination based on information acquired from the instrument group (7) or the port information providing device (32), and generates the optimal route as a planned route. The command generation unit (68) generates commands on behalf of the shipbuilder during automatic ship navigation. The propulsion control unit (69) corresponds to a control device in the claimed scope. The propulsion control unit (69) controls the propulsion controller group (9C). The landing ship monitoring unit (70) corresponds to the landing ship monitoring device of the ship (S) in the claimed scope. The landing ship monitoring unit (70) is described in detail above.

Fig. 5 is a drawing explaining the processing of the propulsion control unit (69). As shown in Fig. 5, the propulsion control unit (69) of the ship controller (6) is equipped with an acquisition unit (61), a thrust distribution association unit (62), and an output unit (63).

The acquisition unit (61) acquires information detected or measured by the instrument group (7) or a command received by the control device (80) of the user interface (8), and performs A/D conversion, scaling processing, signal abnormality judgment, etc. on the acquired information (signal).

The thrust distribution calculation unit (62) generates a "command vector" based on the command received by the joystick (81) (i.e., the inclination angle and inclination direction of the joystick (81). The command vector is defined as representing the command thrust applied to the hull (5) in terms of direction and size. The direction of the command vector corresponds to the inclination direction of the joystick (81), and the size of the command vector corresponds to the inclination angle of the joystick (81).

The thrust distribution calculation unit (62) acquires disturbance information including the tidal current detected by the tidal current meter (29), the wind direction and wind speed detected by the anemometer (25), and/or the tidal current and wind direction and speed within the port acquired from the port information providing device (32), estimates the disturbance force acting on the ship (S) based on the disturbance information, and modifies the command vector by applying a force resisting the disturbance force to the command vector. The thrust distribution calculation unit (62) performs a calculation to distribute thrust to each of the plurality of propulsion devices (9) (the mooring device (10), the forward and reverse thrusters (2), and the lateral thrusters (3)) so that the modified command vector and the thrust vector correspond. Here, the thrust vector (10) is considered as a type of propulsion device (9), and the “thrust vector” is defined as the composite force of thrust output from a plurality of propulsion devices (9) (the thrust vector (10), the forward and backward thrusters (2), and the lateral thrusters (3)) expressed in terms of direction and size. The thrust distribution calculation method by the thrust distribution calculation unit (62) will be described in detail later.

The output section (63) outputs the thrust distributed to each propulsion device (9) (forward and aft propulsion device (2), transverse propulsion device (3), and rudder device (10)) obtained by the thrust distribution calculation section (62) as an operation command to the corresponding propulsion controller group (9C) (winch controller (50), forward and backward propulsion controller (91), and transverse propulsion controller (92)) after performing scaling, D/A conversion, and abnormal processing. Accordingly, thrust directed in the inclination direction with a magnitude corresponding to the inclination angle of the joystick (81) is applied to the hull (5).

[Joseon method]

Here, the shipbuilding method for anchoring and mooring a ship (S) using the shipbuilding system (20) of the above configuration is explained with reference to Fig. 6.

The ship controller (6) initiates approach navigation when the ship (S) enters the port. In the approach navigation, the ship controller (6) generates approach navigation support information using information acquired from the instrument group (7) or the port information providing device (32), and displays this on the screen of the display device (83). Here, the ship controller (6) sets a predetermined landing start position (P2) as a target position, and uses information acquired from the instrument group (7) or the port information providing device (32) to find an optimal route from the port area (P1) to the landing start position (P2) as a planned route. On the screen of the display device (83), a planned route consisting of a plurality of waypoints, a port chart with the target position and own ship position overlaid, and navigation information such as the bow azimuth and ship speed are graphically displayed as approach navigation support information. The landing start position (P2) is a position located a predetermined distance (for example, approximately 30 to 50 m) from the berth (30) of the bus, and the hull (5) of the ship (S) that has reached the landing start position (P2) is approximately parallel in the forward/backward direction to the extension direction of the berth (30) (hereinafter referred to as “berth direction (D1)”), and the speed in the forward/backward direction is approximately zero.

The ship operator operates the joystick (81) and the turning dial (82) based on the approach navigation support information displayed on the display device (83). The navigation controller (6) obtains the command vector based on the inclination angle and inclination direction of the joystick (81). However, the ship (S) may be automatically approached. In this case, the navigation controller (6) may generate the command vector on its own based on the information acquired from the instrument group (7) or the port information providing device (32) and the planned route.

The ship controller (6) obtains a modified command vector by adding a force resisting a disturbance force to the command vector, and distributes thrust to the forward and backward propellers (2) so that a thrust vector corresponding to the modified command vector is obtained by synthesizing the thrust output from the forward and backward propellers (2). In approach ship navigation, the thrust distributed to the transverse propeller (3) and the mooring device (10) is zero. The ship controller (6) generates a thrust target value for outputting the distributed thrust and outputs it to the forward and backward propulsion controller (91), and the forward and backward propulsion controller (91) controls the forward and backward propellers (2) so that the thrust corresponding to the thrust target value is output. As a result, the ship (S) obtains a thrust corresponding to the command vector and navigates along the planned route.

The ship controller (6) initiates anchoring maneuver when the ship (S) reaches the anchoring start position (P2). In anchoring maneuver, the ship controller (6) generates anchoring maneuver support information using information acquired from the instrument group (7) or the port information provision device (32), and displays it on the screen of the display device (83). In anchoring maneuver, the ship (S) is moved from the anchoring start position (P2) to a predetermined mooring start position (P3). The mooring start position (P3) is a position located several to several tens of meters away from the quay wall (30) of the bus, and the hull (5) of the ship (S) that has reached the mooring start position (P3) is approximately parallel in the forward and backward direction to the quay wall direction (D1), and the bow direction and sideways direction speed are approximately zero. On the screen of the display device (83), the port chart with the target position or own ship position overlaid as navigation support information, navigation information such as the bow azimuth and ship speed, berthing distance (d), images captured by a camera (28), etc. are displayed.

The ship operator operates the joystick (81) and the turning dial (82) based on the targeting support information displayed on the display device (83). The ship controller (6) obtains a command vector based on the inclination angle and inclination direction of the joystick (81). However, the ship (S) may be automatically targeted. In this case, the ship controller (6) may generate the command vector by itself based on information acquired from the instrument group (7) or the port information providing device (32).

The ship controller (6) obtains a modified command vector by adding a force resisting a disturbance force to the command vector, and distributes thrust to the forward and backward propellers (2) and the transverse propellers (3) so that a thrust vector corresponding to the modified command vector is obtained by synthesizing the thrust output from the forward and backward propellers (2) and the transverse propellers (3). In the present shipbuilding, the thrust distributed to the mooring device (10) is zero. The ship controller (6) generates a thrust target value for outputting the distributed thrust to each of the forward and backward propellers (91) and the transverse propellers (92), and outputs the same, and the forward and backward propellers (91) control the forward and backward propellers (2) so that the thrust corresponding to the given thrust target value is output, and the transverse propellers (92) control the transverse propellers (3) so that the thrust corresponding to the given thrust target value is output. As a result, the ship (S) obtains thrust corresponding to the command vector and moves mainly laterally to the mooring start position (P3).

When the ship (S) reaches the mooring start position (P3), the mooring line (R) is pulled out from the stern mooring device (10A) and the bow mooring device (10B), and the tip of the mooring line (R) is moored to the mooring post (35) installed on the quay wall (30). In the meantime, the ship controller (6) maintains the ship (S) at the mooring start position (P3) with an automatic heading maintenance function. The automatic heading maintenance function of the ship controller (6) performs PID calculations, etc. for the deviation of the set bow heading from the compass (21), and applies this as a turning moment command to the thrust distribution calculation instead of the turning dial (82), thereby operating the forward and backward propulsion devices (2) and the transverse propulsion devices (3) so that the bow heading is maintained.

After the tip of all mooring lines (R) are tied to the mooring posts (35) installed on the quay wall (30), the ship controller (6) starts mooring. The ship controller (6) generates mooring support information using information acquired from the instrument group (7) or the port information provision device (32), and displays this on the screen of the display device (83). On the screen of the display device (83), the port chart with the target position or own ship position overlaid, navigation information such as the bow azimuth and ship speed, the berthing distance (d), and images captured by the camera (28) are displayed as mooring support information.

The mooring operation is performed automatically, and the ship controller (6) generates a command vector based on information acquired from the instrument group (7) or the port information providing device (32). However, the ship operator may recognize the mooring operation support information displayed on the display device (83) and operate the joystick (81) and the turning dial (82) as needed. In this case, the operation received by the joystick (81) and the turning dial (82) may be given priority over the command generated by the ship controller (6).

The ship controller (6) obtains a modified command vector by adding a force resisting a disturbance force to the command vector, and distributes thrust to the mooring device (10), the forward and backward propulsion device (2), and the lateral propulsion device (3) so that a thrust vector corresponding to the modified command vector is obtained by synthesizing the thrust output from the mooring device (10), the forward and backward propulsion device (2), and the lateral propulsion device (3). The ship controller (6) generates a thrust target value that causes the distributed thrust to be output for each of the winch controller (50), the forward and backward propulsion controller (91), and the lateral propulsion controller (92), and outputs it. The winch controller (50) controls the mooring device (10) so that the thrust corresponding to the given thrust target value is output. Specifically, the winch controller (50) controls the operation of the winch (W) so that the thrust target value can be obtained by adjusting the tension and the length of the mooring line (R) by taking it in or out. The forward and backward propulsion controller (91) controls the forward and backward propulsion unit (2) so that the thrust corresponding to the given thrust target value is output, and the lateral propulsion controller (92) controls the lateral propulsion unit (3) so that the thrust corresponding to the given thrust target value is output. As a result, the ship (S) obtains the thrust corresponding to the command vector and moves mainly in the lateral direction until it docks.

In the distribution of thrust in the mooring line, priority is given to the distribution of thrust to the mooring machine (10). The allowable range of the tension of the mooring line (R) is set for each mooring machine (10). After the mooring line is started and the bending of the mooring line (R) is relieved by the winding operation of the mooring machine (10), the thrust is distributed to the mooring machine (10) so that the tension of the mooring line (R) measured by the tension gauge (52) is maintained within the allowable range. Here, the allowable range of the tension is a predetermined threshold value that is greater than 0 and less than the maximum winding force of the mooring machine (10A, 10B). The maximum winding force of the mooring machine (10A, 10B) is a known value unique to each mooring machine (10A, 10B). The threshold value (allowable range) for the tension of the mooring line (R) may be individually set for each mooring machine (10A, 10B). Alternatively, for all the rigging devices (10A, 10B), a threshold value (tolerance range) regarding the tension of the same rigging line (R) may be set.

In the thrust distribution in the mooring ship, first, the thrust is distributed to each mooring machine (10) so that the tension of each mooring line (R) is maintained within the allowable range. Then, the composite vector of the thrust output by all the mooring machines (10) (mooring machine thrust vector) is obtained, and the difference obtained by subtracting the mooring machine thrust vector from the command vector is supplemented by the thrust output from the forward and backward propellers (2) and the transverse propellers (3). If no difference occurs, the thrust output from the forward and backward propellers (2) and the transverse propellers (3) may be zero. By distributing the thrust in this way, the ship controller (6) controls these propulsion devices (9) to perform a winding operation of the mooring line (R) on the bow side mooring device (10B) and the stern side mooring device (10A) in at least a part of the mooring line, and at the same time outputs a thrust to reduce the tension of the mooring line (R) on at least one of the forward and reverse propulsion devices (2) and the transverse propulsion device (3).

[Intended Joseon surveillance processing]

During the above-described landing ship operation (preferably, during the landing ship operation and mooring ship operation), the landing ship monitoring unit (70) of the ship controller (6) monitors the landing ship operation to avoid collision between the quay wall (30) and the ship (S). Fig. 7 is a flow chart showing the configuration of the landing ship monitoring unit (70) of the ship controller (6). As shown in Fig. 7, the landing ship monitoring unit (70) is provided with a distance calculator (41), a speed calculator (42), a disturbance force calculator (43), a collision level calculator (44), a collision possibility determiner (45), a braking necessity determiner (46), and a thrust lower limit calculator (47).

The distance calculator (41) calculates the berthing distance (d) and outputs it to the collision level calculator (44). Fig. 8 is a drawing explaining the berthing distance (d) and the berthing speed (Uapp). As illustrated in Fig. 8, the berthing distance (d) is the shortest distance between the hull (5) of the ship (S) and the berth (30). The distance calculator (41) can calculate the berthing distance (d) from the distance detected by the rangefinder (27) (the bow-side distance from the bow to the berth (30) and/or the stern-side distance from the stern to the berth (30)), the bow azimuth of the ship (S) detected by the compass (21), and the hull (5) model and berth information that are memorized in advance. The berth information includes information such as the position of the berth (30) to be berthed, the berth direction (D1), and the berth type. For example, when the bow of a ship (S) is closer to the quay wall (30) than the stern, the distance between the bow and the quay wall (30) becomes the berthing distance (d). Also, when the stern of a ship (S) is closer to the quay wall (30) than the bow, the distance between the stern and the quay wall (30) becomes the berthing distance (d). Whether either the stern or the bow is closer to the quay wall (30) can be determined based on the relationship between the quay wall direction (D1) and the bow azimuth.

The speed calculator (42) calculates the berthing speed (Uapp) and outputs it to the collision level calculator (44). The berthing speed (Uapp) is a component of the speed (U) of the ship (S) in the direction toward the berth (30) (hereinafter referred to as “berthing direction (D2)”). The berthing speed (Vapp) can be calculated using the speed (U) and ground course bearing of the ship (S) detected by the speedometer (22), the bow bearing of the ship (S) detected by the compass (21), and the hull (5) model and berth information that are memorized in advance.

The disturbance force calculator (43) calculates the berthing disturbance force (Fapp) and outputs it to the collision level calculator (44). Fig. 9 is a drawing explaining the berthing disturbance force (Fapp). As illustrated in Fig. 9, the berthing disturbance force (Fapp) is a component of the disturbance force (F) acting on the ship (S) in the berthing direction (D2). The disturbance force (F) may include at least one of the fluid force applied to the hull (5) and the wind pressure applied to the hull (5). The fluid force can be calculated based on, for example, the tidal current measured by the tidal current meter (29) and the hull (5) model stored in advance. Alternatively, the fluid force can be calculated based on the tidal current and tide level in the port included in the weather/maritime information and the hull (5) model stored in advance. The wind pressure can be calculated based on the wind direction and wind speed measured by, for example, an anemometer (25) and the hull (5) model. Alternatively, the wind pressure can be calculated based on the wind speed and direction in the port included in the weather and maritime information and the hull (5) model memorized in advance. The berthing disturbance force (Fapp) can be obtained using the fluid force and wind pressure, the bow azimuth of the ship (S) detected by the compass (21), and the hull (5) model and quay wall information memorized in advance.

Returning to Fig. 7, the collision level calculator (44) obtains the collision level (J) and outputs it to the thrust lower limit calculator (47), the collision possibility determiner (45), and the braking necessity determiner (46). The "collision level (J)" is an index of the possibility of collision with the quay wall (30) of the ship (S). Here, if the hull (5) moving at a predetermined approach speed threshold value (Usafe) or less contacts the quay wall (30), no damage occurs to the hull (5), but if the hull (5) moving exceeding the approach speed threshold value (Usafe) collides with the quay wall (30), there is a possibility of damage to the hull (5). The collision level (J) is an index that evaluates the degree of possibility of a collision that will cause damage to the hull (5) in this way.

The collision level (J) is a function that uses the berthing distance (d) and the berthing speed (Uapp) as variables. The collision level (J) may include a correction term that uses the berthing disturbance force (Fapp) as a variable. An equation, an equation model, or an equation table for obtaining the collision level (J) is stored in advance in the shipbuilding controller (6). The following equation 1 is an example of an equation for obtaining the collision level (J). However, the collision level (J) may be a function that uses the berthing distance (d) and the berthing speed (Uapp) as variables as long as it represents the level of possibility of collision, and is not limited to the example shown in equation 1.

[Number 1]

··· (Formula 1)

However, if dsafe > d, J = 0

In the above equation 1, dsafe is a berthing distance threshold value. The berthing distance threshold value (dsafe) is an arbitrary value, but may be set to, for example, 50 [m]. If the berthing distance (d) is greater than the berthing distance threshold value (dsafe), the ship (S) has a sufficiently low possibility of collision with the berth (30), so the ship controller (6) may stop the collision avoidance processing.

In the above equation 1, Kdist is a disturbance force coefficient. The disturbance force coefficient (Kdist) is an arbitrary value, but may be set to a value that is an integer multiple of the reciprocal of the mass of the hull (5), for example.

The above equation 1 includes a velocity term and a disturbance term. If there is almost no wind in the port and the current is so small that it can be ignored, the disturbance term may be omitted.

Fig. 10 is a flow chart showing the processing flow of the landing direction monitoring unit (70) (in particular, the collision possibility determining unit (45), the braking necessity determining unit (46), and the thrust lower limit calculating unit (47)). Here, in the following description, the landing direction monitoring unit (70) performs the determination of the collision possibility (steps (S2 to S4)), the determination of the necessity of reducing the thrust in the landing direction (D2) (steps (S5 to S6)), and the calculation of the thrust lower limit in the landing direction (step (S7)), but at least one of these may be performed by the propulsion control unit (69).

As illustrated in Fig. 10, the collision possibility determiner (45) obtains the collision level (J) calculated by the collision level calculator (44) (step (S1)) and compares the collision level (J) with a collision decision threshold value given in advance (step (S2)). The collision decision threshold value is given in advance to the collision possibility determiner (45) and stored. The collision possibility determiner (45) determines that there is a collision possibility if the collision level (J) is greater than the collision decision threshold value (YES in step (S2)) (step (S3)). The collision possibility determiner (45) determines that there is a collision possibility if the collision level (J) is equal to or less than the collision decision threshold value (NO in step (S2)) (step (S4)). When the collision level (J) obtained from the above equation 1 is adopted, the collision determination threshold is 0, and when the collision level (J) is less than or equal to 0, it is determined that the possibility of collision is low, and when the collision level (J) is greater than 0, it is determined that there is a possibility of collision.

If it is determined that the possibility of a collision is low (step (S4)), the processing of the berthing monitoring unit (70) returns to the beginning. On the other hand, if it is determined that there is a possibility of a collision (step (S3)), the braking necessity determination unit (46) determines whether braking is necessary for the vessel (S) moving in the berthing direction (D2) by using the collision level (J) calculated by the collision level calculator (44). Here, braking means forcibly reducing the moving speed of the vessel (S) in the berthing direction (D2). The braking necessity determination unit (46) determines that braking is necessary if the collision level (J) is greater than the braking necessity threshold value (Jth) (YES in step (S5)) (step (S6)). The braking necessity threshold value (Jth) is given to the braking necessity determination unit (46) in advance and stored. The braking requirement threshold (Jth) is an arbitrary value, but if the collision level (J) exceeds the braking requirement threshold (Jth), if braking force is not forcibly applied to the ship (S), it is assumed that there is a high possibility that the ship (S) will collide with the berth (30) and the hull (5) will be damaged. Here, braking the ship (S) may include at least one of rapidly reducing the thrust in the berthing direction (D2) and increasing the thrust in the unberthing direction (D3).

Furthermore, when it is determined that braking is necessary (step (S6)), the thrust lower limit calculator (47) calculates the lower limit of the thrust in the berthing direction based on the collision level (J) (step (S7)). The lower limit of the thrust in the berthing direction is the lower limit of the thrust generated in the berthing direction (D3). When the direction of the thrust is changed from the berthing direction (D2) to the berthing direction (D3), and immediately after the change, if the thrust in the berthing direction (D3) falls below the lower limit of the thrust in the berthing direction, the braking force of the ship (S) does not operate sufficiently, and there is a risk that the ship (S) may collide with the berth (30).

For example, as illustrated in FIGS. 11 and 12, the lower limit of the thrust in the direction of the Ian is linearly proportional to the value of the collision level (J). In the example of FIG. 11, when the collision level (J) is the threshold value for whether or not braking is necessary (Jth), the lower limit of the thrust in the direction of the Ian is a negative value, and in a range where the collision level (J) is greater than the threshold value for whether or not braking is necessary (Jth), the lower limit of the thrust in the direction of the Ian increases as the collision level (J) increases. Here, a negative value of the thrust in the direction of the Ian means that it is a thrust in the direction of the landing (D2), and when the lower limit of the thrust in the direction of the Ian is a negative value, the absolute value of the lower limit of the thrust in the direction of the landing can be read as the upper limit of the thrust in the direction of the landing. In addition, in the example of Fig. 12, when the collision level (J) is the braking necessity threshold value (Jth), the lower limit of the thrust in the direction of the Ian is a positive value, and in a range where the collision level (J) is greater than the braking necessity threshold value (Jth), the lower limit of the thrust in the direction of the Ian increases as the collision level (J) increases. In addition, for example, as shown in Fig. 13, the lower limit of the thrust in the direction of the Ian may be proportional to the value of the collision level (J) in a step shape. An equation for obtaining the lower limit of the thrust in the direction of the Ian from the collision level (J) is stored in advance in the braking necessity determination device (46).

Returning to Figure 10, the propulsion control unit (70) outputs the presence or absence of a possibility of collision, the presence or absence of a necessity of braking, and the lower limit of the thrust in the direction of the seaward direction to the propulsion control unit (69) and the display control unit (66) (step (S8)). The display control unit (66) displays the possibility of collision, the necessity of changing the direction of the thrust, and the lower limit of the thrust in the direction of the seaward direction on the display device (83). The shipbuilder can input a ship command by looking at this display.

The propulsion control unit (69) may control the operation of the propulsion device (9) so that the thrust in the berthing direction (D2) acting on the ship (S) is reduced, regardless of whether it is during manual or automatic steering, if it is determined that there is a possibility of a collision. For example, the thrust in the berthing direction (D2) acting on the ship (S) can be reduced by reducing the size of the thrust in the berthing direction (D2) acting on the ship (S) or by applying the thrust in the unberthing direction (D3) to the ship (S). Specifically, the propulsion control unit (69) can reduce the size of the thrust in the berthing direction (D2) acting on the ship (S) by reducing the tensile force of the mooring line (R) of the mooring device (10) or by reducing the thrust in the berthing direction (D2) generated from the forward/backward propulsion device (2) and/or the transverse propulsion device (3).

In addition, when it is determined that braking is necessary during automatic piloting, the propulsion control unit (69) reduces the thrust in the berthing direction so as to be less than or equal to the maximum thrust in the berthing direction, or increases the thrust in the disembarking direction so as to be more than or equal to the lower limit thrust in the disembarking direction. Here, when manual piloting is performed, the propulsion control unit (69) performs braking processing based on the input command. The braking processing of the propulsion control unit (69) may also include switching the thrust applied to the ship (S) from the berthing direction (D2) to the disembarking direction (D3). For example, when the thrust in the berthing direction (D2) is applied to the ship (S), the thrust direction is switched when the thrust of the lower limit thrust in the disembarking direction is generated.

As described above, the thrust in the berthing direction (D2) acting on the ship (S) during mooring is mainly generated by the winding force of the mooring device (10), and the insufficient amount is supplemented by the thrust generated from the forward and backward propellers (2) and the transverse propellers (3). From this state, when the direction of the thrust is changed from the berthing direction (D2) to the unberthing direction (D3), the thrust is generated from the forward and backward propellers (2) and the transverse propellers (3), and the thrust generated from the mooring device (10) is generally set to zero. In addition, the winding force of the mooring device (10) is set to a value greater than 0 and lower so as not to cause slack in the mooring line (R) and not to hinder the thrust generated from the propellers (2, 3).

In addition, the propulsion control unit (69) may automatically substitute the thrust target value given to the transverse propulsion controller (92) with the thrust lower limit in the direction of the berth, if the thrust in the direction of the berth (D3) is applied and, furthermore, the thrust in the direction of the berth (D3) is lower than the lower limit of the thrust in the direction of the berth, assuming that the thrust for the vessel (S) to move away from the berth (30) (i.e., the thrust for braking) is insufficient. Accordingly, the speed component of the vessel (S) in the direction of berthing (D2) is reduced without excess or deficiency, and the vessel (S) can avoid colliding with the berth (30).

[Overall]

A landing navigation monitoring device (70) according to the first item of the present disclosure is a landing navigation monitoring device (70) for monitoring the landing of a ship (S), and comprises: a collision level calculator (44) for obtaining a berthing distance (d) which is a distance from the ship (S) to the berth (30), and a berthing speed (Uapp) which is a speed in the berthing direction (D2) of the ship (S), and calculating a collision level (J) which is an indicator of the possibility of collision of the ship (S) with the berth (30) using the berthing distance (d) and the berthing speed (Uapp), and a collision possibility determiner (45) for determining the presence or absence of the possibility of collision of the ship (S) with the berth (30) based on the collision level (J), and characterized in that the collision level (J) is a function using the berthing distance (d) and the berthing speed (Uapp) as variables.

According to the above-mentioned shipboard monitoring device (70), since the berthing distance (d) and berthing speed (Uapp) are considered in the collision level (J), which is an indicator indicating the possibility of collision with the berth (30) of the ship (S), the possibility of collision can be evaluated more precisely. In addition, when it is determined that there is a possibility of collision, by performing navigation to avoid collision, the collision with the berth (30) of the ship (S) can be avoided.

According to the second item of the present invention, the collision level monitoring device (70) is, in the collision level monitoring device (70) according to the first item, a variable of the collision level (J) includes a berthing disturbance force (Fapp) which is a disturbance force in the berthing direction (D2) acting on the ship (S), and the collision level calculator (44) further obtains the berthing disturbance force (Fapp) and calculates the collision level (J) using the berthing distance (d), the berthing speed (Uapp) and the berthing disturbance force (Fapp).

According to the above-mentioned collision monitoring device (70), since the collision level (J) takes into account the berthing disturbance force (Fapp), the possibility of collision can be evaluated more precisely.

The anchoring monitoring device (70) according to the third item of the present disclosure is further provided with a braking necessity determining device (46) that determines whether braking is necessary for movement of the ship (S) in the berthing direction (D2) using the collision level (J) in the anchoring monitoring device (70) according to the first or second item.

According to the above-mentioned shipbuilding monitoring unit (70), the timing of appropriate generation of braking force (e.g., change of direction of thrust) can be measured to avoid collision with the quay wall (30) of the ship (S). In addition, by generating braking force at an appropriate timing, collision with the quay wall (30) of the ship (S) can be avoided.

The anchoring direction monitoring device (70) according to the fourth item of the present disclosure further comprises a thrust lower limit calculator (47) that calculates a lower limit of the target thrust in the unberthing direction (D3) of the vessel (S) when braking movement of the vessel in the berthing direction using the collision level (J) in the anchoring direction monitoring device (70) according to the fourth item.

According to the above-mentioned shipbuilding surveillance unit (70), by generating the minimum thrust in the direction of the wave (D3) necessary to avoid collision with the quay wall (30) of the ship (S), collision with the quay wall (30) of the ship (S) can be avoided.

The shipbuilding system (20) according to the fifth item of the present disclosure comprises a propulsion device (9) that provides thrust to the ship (S), a control device (69) that controls the operation of the propulsion device (9), and a landing navigation monitoring device (70) that monitors the landing navigation of the ship (S) based on a collision level (J), which is an indicator of the possibility of collision with the quay wall (30) during the landing navigation of the ship (S), and the landing navigation monitoring device (70) comprises a collision level calculator (44) that obtains a berthing distance (d), which is a distance from the ship (S) to the quay wall (30), and a berthing speed (Uapp), which is a speed in the berthing direction (D2) of the ship (S), and calculates a collision level (J), which is a function using the berthing distance (d) and the berthing speed (Uapp) as variables, and a collision possibility determiner (45) that determines the presence or absence of a possibility of collision of the ship (S) with the quay wall (30) based on the collision level (J), and a control unit (45). The device (69) controls the operation of the propulsion device (9) so that the thrust in the berthing direction (D2) applied to the ship (S) is reduced when the collision possibility is determined by the berthing monitoring device (70).

According to the above shipbuilding system (20), since the berthing distance (d) and berthing speed (Uapp) are considered in the collision level (J), which is an indicator indicating the possibility of collision with the berth (30) of the ship (S), the possibility of collision can be evaluated more precisely. In addition, when it is determined that there is a possibility of collision, the thrust in the berthing direction (D2) acting on the ship (S) is reduced, thereby avoiding collision with the berth (30) of the ship (S).

The shipbuilding system (20) according to the sixth item of the present disclosure is, in the shipbuilding system (20) according to the fifth item, a variable of the collision level (J) includes a berthing disturbance force (Fapp) which is a disturbance force in the berthing direction (D2) acting on the ship (S), and the collision level calculator (44) further obtains the berthing disturbance force (Fapp) and calculates the collision level (J) using the berthing distance (d), the berthing speed (Uapp), and the berthing disturbance force (Fapp).

According to the above shipbuilding system (20), since the berthing disturbance force (Fapp) is considered in the collision level (J), the possibility of collision can be evaluated more precisely.

The shipbuilding system (20) according to the seventh item of the present disclosure is, in the shipbuilding system (20) according to the fifth or sixth item, the shipbuilding monitoring device (70) further comprises a braking necessity determination device (46) that determines the necessity of braking of the ship (S) in the berthing direction (D3) by using the collision level (J), and the control device (69) controls the operation of the propulsion device (9) so that the thrust applied to the ship (S) is switched from the berthing direction (D2) to the berthing direction (D3) when it is determined that braking is necessary.

According to the above shipbuilding system (20), the timing of a suitable change in the direction of thrust can be measured to avoid collision with the quay wall (30) of the ship (S). In addition, by performing a change in the direction of thrust at an appropriate timing, collision with the quay wall (30) of the ship (S) can be avoided.

A shipbuilding system (20) according to Article 8 of the present disclosure is a shipbuilding system (20) according to any one of Articles 5 to 7, wherein a landing navigation monitoring device (70) further comprises a thrust lower limit value calculator (47) that calculates a seaward thrust lower limit value, which is a lower limit value of a target value of thrust of a ship (S) when the direction of thrust acting on the ship (S) is switched from a berthing direction (D2) to a seaward direction (D3), by using a collision level (J), and a control device (69) controls the operation of a propulsion device (9) by using the seaward thrust lower limit value calculated by the landing navigation monitoring device (70) as a thrust target value in the seaward direction (D3).

According to the above shipbuilding system (20), by generating the minimum thrust in the direction of the wave (D3) necessary to avoid collision with the quay wall (30) of the ship (S), collision with the quay wall (30) of the ship (S) can be avoided.

A shipbuilding system (20) according to Article 9 of the present disclosure is a shipbuilding system (20) according to any one of Articles 5 to 8, wherein the propulsion device (9) includes propulsion units (2, 3) that output thrust to propel the hull (5) in a berthing direction, and a mooring unit (10) that is capable of winding and reeling in a mooring line (R) secured to a mooring post (35) installed on a berth (30) and outputting thrust to propel the hull (5) in a berthing direction (D2) by winding in the mooring line (R), and a control device (69) controls the propulsion device (9) so that the thrust in the berthing direction (D2) distributed to each of the propulsion units (2, 3) and the mooring unit (10) is output.

According to the above-mentioned shipbuilding system (20), the ship (S) can be efficiently brought closer to the quay wall (30) by the winding force of the hull (5) of the mooring machine (10) and the propulsion force of the propulsion machine (2, 3).

A shipbuilding system (20) according to Article 10 of the present disclosure is a shipbuilding system (20) according to Article 9, wherein, when the direction of thrust is switched from the berthing direction (D2) to the disembarking direction (D3), the control device (69) controls the propulsion device (9) so that the thrust in the disembarking direction (D3) is generated in the propulsion device (2, 3) and, at the same time, the thrust in the disembarking direction (D3) generated in the mooring device (10) is set to zero, and the mooring device (10) performs the winding of the mooring line (R) with a winding force that does not inhibit the thrust generated in the propulsion device (2, 3).

According to the shipbuilding system (20) of the above configuration, the direction of thrust generation can be changed while suppressing the looseness of the turning line (R).

A method for monitoring a landing craft according to Article 11 of the present disclosure is a method for monitoring a landing craft of a vessel (S), the method comprising: acquiring a berthing distance (d) which is a distance from a vessel (S) to a berth (30), and a berthing speed (Uapp) which is a speed in a berthing direction (D2) of the vessel (S); calculating a collision level (J) which is an indicator of the possibility of a collision of the vessel (S) with the berth (30) using the berthing distance (d) and the berthing speed (Uapp); and determining whether or not there is a possibility of a collision of the vessel (S) with the berth (30) based on the collision level (J), wherein the collision level (J) is a function which uses the berthing distance (d) and the berthing speed (Uapp) as variables.

According to the above-described shipboard surveillance method, since the berthing distance (d) and berthing speed (Uapp) are considered in the collision level (J), which is an indicator indicating the possibility of collision with the quay wall (30) of the ship (S), the possibility of collision can be evaluated more precisely. In addition, when it is determined that there is a possibility of collision, by performing navigation to avoid collision, the collision with the quay wall (30) of the ship (S) can be avoided.

A shipbuilding method according to Article 12 of the present disclosure is characterized in that, when a ship (S) is docked, the berthing distance (d) is obtained as a distance from the ship (S) to the berthing wall (30), and the berthing speed (Uapp) is the speed of the ship (S) in the berthing direction (D2), and a collision level (J) is calculated as an indicator of the possibility of collision of the ship (S) with the berthing wall (30) using the berthing distance (d) and the berthing speed (Uapp), and based on the collision level (J), the presence or absence of the possibility of collision of the ship (S) with the berthing wall (30) is determined, and in a case where it is determined that there is a possibility of collision, the operation of the propulsion device (9) of the ship (S) is controlled so that the thrust in the berthing direction (D2) acting on the ship (S) is reduced, and the collision level (J) is a function that uses the berthing distance (d) and the berthing speed (Uapp) as variables.

According to the above-described shipbuilding method, since the berthing distance (d) and berthing speed (Uapp) are considered in the collision level (J), which is an indicator indicating the possibility of collision with the berth (30) of the ship (S), the possibility of collision can be evaluated more precisely. In addition, when it is determined that there is a possibility of collision, the thrust in the berthing direction (D2) acting on the ship (S) is reduced, thereby avoiding collision with the berth (30) of the ship (S).

The functions of the ship controller (6) disclosed in this specification can be executed using a circuit including a general-purpose processor, a dedicated processor, an integrated circuit, an Application Specific Integrated Circuits (ASIC), a conventional circuit, and/or a combination thereof configured or programmed to execute the disclosed functions, or a processing circuit. The processor is considered a processing circuit or circuit because it includes transistors or other circuits. In the present disclosure, the circuit, unit, or means is hardware that performs the listed functions. The hardware may be hardware disclosed in this specification, or may be other known hardware that is programmed or configured to perform the listed functions. When the hardware is a processor that is considered to be a type of circuit, the circuit, unit, or unit is a combination of hardware and software, and the software is used in the configuration of the hardware and/or processor.

The above discussion of the disclosure has been presented for the purpose of illustration and description and is not intended to limit the present disclosure to the form disclosed herein. For example, in the detailed description above, various features of the present disclosure have been grouped into a single embodiment for the purpose of rationalizing the present disclosure; however, some of the features may be combined. Furthermore, the features included in the present disclosure may be combined in other embodiments, configurations, or aspects than those discussed above.

Claims (12)

As a ship's landing monitoring device for monitoring the ship's landing,
A collision level calculator that obtains the berthing distance, which is the distance from the vessel to the berth, and the berthing speed, which is the speed of the vessel in the berthing direction, and calculates a collision level, which is an indicator of the possibility of collision of the vessel with the berth, using the berthing distance and the berthing speed;
A collision possibility determining device is provided for determining whether or not there is a possibility of collision of the vessel with the berth based on the collision level.
A target ship monitoring device, characterized in that the above collision level is a function of the above contact distance and the above contact speed as variables. In the first paragraph,
The above collision level variable includes the berthing disturbance force, which is the disturbance force in the berthing direction acting on the vessel,
A collision level calculator is a collision monitoring device characterized in that it further obtains the berthing disturbance force and calculates the collision level using the berthing distance, the berthing speed, and the berthing disturbance force. In the first paragraph,
A ship-to-ship monitoring device characterized in that it further comprises a braking necessity determination device that determines whether braking is necessary for movement of the ship in the berthing direction by using the above collision level. In the third paragraph,
A ship's berthing monitoring device characterized by further comprising a thrust lower limit calculator that calculates a thrust lower limit in the berthing direction, which is a lower limit of a target value of thrust in the berthing direction of the ship when braking movement of the ship in the berthing direction, by using the collision level. A propulsion device that provides thrust to the ship,
A control device for controlling the operation of the above propulsion device,
A ship landing monitoring device is provided to monitor the ship landing based on the collision level, which is an indicator of the possibility of collision with the quay wall during the ship landing.
The above-mentioned collision monitoring device comprises a collision level calculator that obtains a berthing distance, which is a distance from the vessel to the berth, and a berthing speed, which is a speed in the berthing direction of the vessel, and calculates a predetermined collision level, which is a function of the berthing distance and the berthing speed as variables, and a collision possibility determiner that determines whether or not there is a possibility of collision of the vessel with the berth based on the collision level.
A shipbuilding system characterized in that the control device controls the operation of the propulsion device so that the thrust in the direction of berthing applied to the ship is reduced when the possibility of collision is determined by the berthing monitoring device. In paragraph 5,
The above collision level variable includes the berthing disturbance force, which is the disturbance force in the berthing direction acting on the vessel,
A shipbuilding system characterized in that the collision level calculator further obtains the berthing disturbance force and calculates the collision level using the berthing distance, the berthing speed, and the berthing disturbance force. In paragraph 5,
The above-mentioned ship-to-ship monitoring device further comprises a braking necessity determination device that determines whether braking is necessary for the movement of the ship in the berthing direction using the collision level.
A shipbuilding system characterized in that the control device controls the operation of the propulsion device so that the thrust applied to the ship is switched from the berthing direction to the unberthing direction when the anchoring monitoring device determines that there is a need for braking. In Article 7,
The above-mentioned anchoring monitoring device further comprises a thrust lower limit calculator that calculates a thrust lower limit in the direction of the seaward direction, which is a lower limit of a target value of the thrust in the direction of the seaward direction of the vessel when braking the movement of the vessel in the direction of the seaward direction, using the collision level.
A shipbuilding system characterized in that the control device controls the operation of the propulsion device by using the lower limit of the thrust in the direction of the stern calculated by the shipbuilding monitoring device as the thrust target value in the direction of the stern. In any one of paragraphs 5 to 8,
The above propulsion device includes a propulsion unit that outputs thrust to propel the hull in the berthing direction, and a mooring unit that outputs thrust to propel the hull in the berthing direction by winding the mooring line.
A shipbuilding system characterized in that the control device controls the propulsion device so that, when generating thrust in the propulsion direction, the thrust in the berthing direction distributed to each of the propulsion device and the mooring device is output. In Article 9,
A shipbuilding system characterized in that the control device controls the propulsion device so that, when the direction of the thrust is changed from the berthing direction to the disembarking direction, the thrust in the disembarking direction is generated by the propulsion device while the thrust in the disembarking direction generated by the mooring device is made zero, and the mooring device performs the winding of the mooring line with a winding force that does not inhibit the thrust generated by the propulsion device. As a method of monitoring ship anchoring for monitoring ship anchoring,
Obtain the berthing distance, which is the distance from the vessel to the berth, and the berthing speed, which is the speed in the berthing direction of the vessel.
Using the above-mentioned berthing distance and berthing speed, a collision level, which is an indicator of the possibility of collision of the vessel with the berth, is calculated,
Based on the above collision level, determine whether there is a possibility of collision of the vessel with the berth,
A method for monitoring shipbuilding, characterized in that the above collision level is a function of the above-mentioned anchoring distance and the above-mentioned anchoring speed as variables. When a ship is docked, the berthing distance, which is the distance from the ship to the berth, and the berthing speed, which is the speed of the ship in the berthing direction, are obtained.
Using the above-mentioned berthing distance and berthing speed, a collision level, which is an indicator of the possibility of collision of the vessel with the berth, is calculated,
Based on the above collision level, determine whether there is a possibility of collision of the vessel with the berth,
In the event that it is determined that there is a possibility of collision, the operation of the propulsion device of the vessel is controlled so that the thrust in the direction of berthing acting on the vessel is reduced,
A shipbuilding method characterized in that the above collision level is a function of the above anchoring distance and the above anchoring speed as variables.

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