Shore-to-ship operation monitoring device and method and ship operation system and method

Abstract

A shore operation ship monitoring device for monitoring a shore operation ship of a ship is provided with: a collision level calculator for obtaining a shore docking distance, which is the distance from the ship to a quay wall, and a shore docking speed, which is the speed of the ship in the shore docking direction, and calculating a collision level, which is an index of the possibility of collision of the ship to the quay wall, using the shore docking distance and the shore docking speed; and a collision likelihood determiner that determines whether there is a likelihood that the ship collides with the quay wall on the basis of the collision level. The collision level is a function with the docking distance and the docking speed as variables.

Description

Technical Field

[0001] The present disclosure relates to a ship handling monitoring device and method for monitoring the arrival of a ship and mooring a ship to a shore, and a ship handling system and method having the ship handling monitoring device to a shore. Background Art

[0002] The series of processes from the ship entering the port to the berth to the shore and mooring include ship operation, which is mentally taxing for the operator, and operations that are labor-intensive for the ship operators. For this reason, in order to reduce the burden and improve safety, there is a desire to automate the above series of processes and save labor. However, due to the need to respond flexibly to changes in weather and sea conditions in the port and the delicate coordination between ship operators and port operators, the current situation is that most operations still rely on the experience of the ship operator and the ship and port operators.

[0003] Patent document 1 discloses an automatic mooring machine for automating the ship operation from landing to mooring. The ship of Patent document 1 is equipped with: front and rear thrust engines that output the front and rear thrust of the hull; bow side thrusters and stern side pod thrusters that can output lateral thrust to either side of the hull; bow side mooring machine and stern side mooring machine that can reel in and unreel the mooring rope; a distance meter that measures the distance to the shore wall; and a controller that controls the bow side thrusters, stern side pod thrusters, bow side mooring machine and stern side mooring machine based on the measurement value of the distance meter. The controller performs the landing / mooring action of the ship in the order of the landing mode and the mooring mode. In the landing mode, the controller stops the front and rear thrust engines, the bow side mooring machine and the stern side mooring machine, and uses the bow side thrusters and the stern side pod thrusters to move the hull laterally to the mooring start position 1m away from the shore wall. In the mooring mode, the controller stops the front and rear thrust engines, the bow side thrusters and the stern side pod thrusters, and uses the bow side mooring machine and the stern side mooring machine to pull the mooring cable, thereby mooring the ship to the shore.

[0004] Prior art literature: Patent Literature: Patent Document 1: Japanese Patent Application Publication No. 2005-255058. Summary of the invention

[0005] Problems to be solved by the invention: When the ship is approaching the shore (or docking at a pier), the thrust of the propeller is changed from the direction of the ship approaching the shore to the direction of the ship moving away from the shore and the speed of the ship is reduced. If the timing of the generation of such braking force is determined only by the distance between the ship and the shore, the ship may not be able to decelerate sufficiently in time and collide with the shore due to factors such as the speed of the ship, wind, and tide flow.

[0006] The present disclosure has been made in view of the above circumstances, and an object of the present disclosure is to propose a technology for preventing a ship from colliding with a quay wall when the ship is brought to shore.

[0007] Means of solving the problem: In order to solve the above-mentioned problem, an approaching ship maneuvering monitoring device according to one aspect of the present disclosure is an approaching ship maneuvering monitoring device for monitoring the approaching ship maneuvering of a ship, and is characterized by comprising: a collision level calculator that obtains a distance from the ship to the quay, i.e., a shore approach distance, and a speed of the ship in the shore approach direction, i.e., a shore approach speed, and calculates a collision level, i.e., an index of the possibility of the ship colliding with the quay, using the shore approach distance and the shore approach speed; and a collision possibility determiner for determining whether there is a possibility that the ship will collide with the quay wall based on the collision level, The collision level is a function of the approach distance and the approach speed as variables.

[0008] A ship handling system according to one aspect of the present disclosure comprises: Propulsion equipment, which applies thrust to the vessel; a control device that controls the motion of the propulsion device; and A shore maneuvering monitoring device monitors the shore maneuvering of the ship based on an indicator of the possibility of collision with the shore wall, i.e., a collision level, when the ship is maneuvering toward the shore. The approaching ship maneuvering monitoring device comprises: a collision level calculator, which obtains the distance from the ship to the shore wall, i.e., the approaching distance, and the speed of the ship in the approaching direction, i.e., the approaching speed, and calculates a function with the approaching distance and the approaching speed as variables, i.e., the collision level; and a collision possibility determiner, which determines whether there is a possibility of the ship colliding with the shore wall based on the collision level. When the approaching ship maneuvering monitoring device determines that there is a possibility of collision, the control device controls the action of the propulsion device in a manner that reduces the thrust acting on the ship in the approaching direction.

[0009] A method for monitoring the ship's arrival at shore in one aspect of the present disclosure is a method for monitoring the ship's arrival at shore, and the method comprises: Obtaining the distance from the ship to the shore, i.e., the approaching distance, and the speed of the ship in the approaching direction, i.e., the approaching speed; Calculating a collision level, which is an index of the possibility of the ship colliding with the quay wall, using the quay distance and the quay speed; and Determining whether there is a possibility of the ship colliding with the quay wall based on the collision level; The collision level is a function of the approach distance and the approach speed as variables.

[0010] A ship handling method according to one aspect of the present disclosure includes: When the ship is maneuvering to the shore, the distance from the ship to the shore, i.e., the approaching distance, and the speed of the ship in the approaching direction, i.e., the approaching speed, are obtained; The collision level is an indicator of the possibility of a ship colliding with the shore wall, which is calculated using the distance to the shore and the speed to the shore. Determine whether there is a possibility of collision between the ship and the quayside based on the collision level; and If it is determined that there is a possibility of collision, the operation of the propulsion equipment of the ship is controlled so that the thrust acting on the ship in the direction of approaching the shore is reduced. The collision level is a function of the approach distance and the approach speed.

[0011] Effect of the invention: According to the present disclosure, when bringing a ship to shore, the ship maneuvering can be monitored in such a manner as to avoid the ship from colliding with the shore. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Figure 1 is a diagram showing a schematic structure of a ship to which a ship handling system according to an embodiment of the present disclosure is applied; Figure 2 is a diagram showing a schematic structure of a mooring machine; Figure 3 is a diagram showing the structure of a ship handling system; Figure 4 is a diagram illustrating the functional parts of a ship handling controller; Figure 5 is a diagram for explaining the processing of the propulsion control unit; Figure 6 This is a diagram that explains how to maneuver a ship when mooring it to shore; Figure 7 is a block diagram showing the structure of a ship handling controller to shore monitoring unit; Figure 8 is a diagram illustrating the approach distance d and approach speed Uapp; Fig. 9 is a diagram illustrating the disturbance force Fapp for approaching the bank; Fig.10 is a flow chart showing the processing flow of the shore handling monitoring unit; Fig.11 is a diagram showing the relationship between the collision level and the lower limit value of the thrust in the offshore direction; Fig.12 is a diagram showing the relationship between the collision level and the lower limit value of the thrust in the offshore direction; Fig.13This is a diagram showing the relationship between the collision level and the lower limit value of the thrust in the offshore direction. DETAILED DESCRIPTION

[0013] Next, embodiments of the present disclosure will be described with reference to the drawings. Figure 1 This is a diagram showing a schematic configuration of a ship S to which a ship handling system 20 according to an embodiment of the present invention is applied.

[0014] [Schematic structure of ship S] like Figure 1 As shown, with the ship S as a reference, the horizontal direction connecting the bow and the stern of the ship S is defined as the "fore-and-aft direction", and the horizontal direction (left-right direction) perpendicular to the fore-and-aft direction is defined as the "lateral direction". The ship S includes: a hull 5; at least one fore-and-aft propulsion engine 2 that outputs thrust in the fore-and-aft direction to the hull 5; and at least one lateral propulsion engine 3 that outputs thrust in the lateral direction to the hull 5.

[0015] In this embodiment, the front and rear propulsion machines 2 include a combination of a variable pitch propeller and a rudder as a main propulsion machine. The variable pitch propeller and the rudder are arranged on the stern side of the hull 5. However, the front and rear propulsion machines 2 are not limited to the above content, and can be a rotary propeller, or a combination of multiple variable pitch propellers and rudders.

[0016] The transverse thruster 3 preferably includes at least one bow-side transverse thruster 3B and at least one stern-side transverse thruster 3A. In the present embodiment, the bow-side transverse thruster 3B is a side thruster (bow thruster) arranged on the bow side. In addition, in the present embodiment, the combination of the variable pitch propeller and the rudder arranged on the stern side can output both the thrust in the front-back direction and the thrust in the lateral direction through the direction of the rudder, and therefore also has the function of the stern-side transverse thruster 3A. However, the transverse thruster 3 of the ship S is not limited to the above content, and a side thruster may be arranged on the bow side and the stern side of the hull 5, respectively, or a rotary thruster may be arranged on at least one of the bow side and the stern side of the hull 5.

[0017] Furthermore, the ship S is provided with: at least one bow-side mooring machine 10B, which is arranged on the bow side of the deck; and at least one stern-side mooring machine 10A, which is arranged on the stern side of the deck. In the present disclosure, the mooring machine 10, the front and rear thrusters 2, and the transverse thruster 3 are collectively referred to as "propulsion equipment 9". The original mooring machine 10 is a device for mooring the ship S, but in the ship handling system 20 of the present disclosure, the mooring machine 10 has the function of applying thrust to the ship S, and the mooring machine 10 is also regarded as a kind of propulsion equipment 9.

[0018] In the present embodiment, the bow side mooring machine 10B includes a headline mooring machine and a forward spring line mooring machine. The bow side mooring machine 10B may also include a forward breast mooring machine. In addition, in the present embodiment, the stern side mooring machine 10A includes a stern line mooring machine and an after spring mooring machine. The stern side mooring machine 10A may also include an after breast mooring machine. The mooring machine 10 (when the bow side mooring machine 10B and the stern side mooring machine 10A are not distinguished, the reference number 10 is used) that the ship S should have is determined by the number of outfitting, etc.

[0019] Each mooring machine 10 of the bow side mooring machine 10B and the stern side mooring machine 10A has substantially the same structure. Figure 2 As shown, each mooring machine 10 includes a mooring rope R and a winch W capable of winding and unwinding the mooring rope R. The winch W is an electric hydraulic type. The winch W includes: a winding drum 11 on which the mooring rope R is wound; a motor 12 that drives the winding drum 11 to rotate; a hydraulic clutch 13 that switches the connection and disconnection of the power transmission from the motor 12 to the winding drum 11; a speed reducer 14 that is provided on the power transmission path from the motor 12 to the winding drum 11; and a hydraulic release type brake 15 that continuously applies a braking force. However, the structure of the winch W is not limited to the above content, and the winch W may also be an electric type.

[0020] The mooring machine 10 is provided with a rotation position sensor 51, a tension meter 52, a cable length meter 53, and a winch controller 50 for controlling the operation of the winch W based on the detection values ​​thereof. The rotation position sensor 51 detects the rotation position and rotation speed of the motor 12 or the winding drum 11. The cable length meter 53 measures the length of the mooring cable R released 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 rotation position sensor 51 and / or the measurement value of the cable length meter 53, thereby estimating the winding length or unwinding length of the mooring cable R. The tension meter 52 can directly or indirectly detect the tension (load) acting on the mooring cable R. The tension meter 52 is, for example, a load cell provided on the brake 15, and can estimate the tension of the mooring cable R based on the load detected by the load cell. The tension meter 52 is, for example, a torque sensor for detecting the output torque of the motor 12, and can estimate the tension of the mooring cable R based on the torque detected by the torque sensor. The hoisting machine controller 50 can control the rotation of the winding drum 11 based on the detection value of the tension meter 52 so that the tension acting on the mooring rope R is maintained at a predetermined value that does not exceed a predetermined upper limit value.

[0021] When the mooring rope R is wound onto the winding drum 11, the power transmission path from the motor 12 to the winding drum 11 is connected by the clutch 13, and the winding drum 11 is driven to rotate in the winding direction. When the mooring rope R is unwound from the winding drum 11, the clutch 13 is disconnected, the power transmission path from the motor 12 to the winding drum 11 is disconnected, and the winding drum 11 becomes in an idle state and can rotate in the unwinding direction. Alternatively, when the mooring rope R is unwound, the power transmission path from the motor 12 to the winding drum 11 is connected by the clutch 13, and the winding drum 11 is driven to rotate in the unwinding direction.

[0022] return Figure 1 The tip of the mooring rope R is tied to a mooring post 35 provided on the quay wall 30. The mooring rope R pulled out from the winding drum 11 is protected and guided by a suitable guide 36 such as a fairlead, a deck end roller, and a stand roller.

[0023] [Structure of ship handling system 20] Figure 3 2 is a diagram showing the structure of the ship handling system 20. Figure 3 As shown, the ship handling system 20 of the vessel S includes a ship handling controller 6, an instrument group 7 electrically connected to the ship handling controller 6 by wire or wirelessly, a user interface 8, and a propulsion controller group 9C.

[0024] The ship handling controller 6 includes a processor, memory such as ROM and RAM, and an I / O unit (all not shown). The ship handling controller 6 is connected to an instrument group 7, a user interface 8, and a propulsion controller group 9C via the I / O unit. The ship handling controller 6 may also be connected to a memory (not shown) via the I / O unit.

[0025] The ship-to-land communication device 31 is connected to the ship-to-land communication device 31. The ship-to-land communication device 31 is used by the ship-to-land communication device 31 to transmit ship-to-ship information to a state monitoring device 33 installed at a land base. The ship-to-ship information includes navigation conditions in the port or equipment operation data.

[0026] The instrument group 7 includes a rangefinder 27, a camera 28, and various navigation instruments.

[0027] The distance meter 27 includes a bow side distance meter that measures the distance from the bow to the quay 30, and a stern side distance meter that measures the distance from the stern to the quay 30. The distance meter 27 may be a known non-contact distance meter such as a laser distance meter. The ship handling controller 6 can obtain the distance from the hull 5 to the quay 30 to be docked based on the information obtained from the distance meter 27.

[0028] The camera 28 includes: a bow side camera, which is installed on the bow side deck and continuously or intermittently photographs the quay 30 from the bow; and a stern side camera, which is installed on the stern side deck and continuously or intermittently photographs the quay 30 from the stern. In addition to the quay 30, the shooting field of the bow side camera desirably includes the bow side mooring machine 10B and / or the mooring rope R unwound from the bow side mooring machine 10B. In addition, in the shooting field of the stern side camera, the stern side mooring machine 10A and / or the mooring rope R unwound from the stern side mooring machine 10A desirably includes. In order to ensure such a wide field of view, an around view camera system may be used as the camera 28.

[0029] As various navigation instruments, there are illustrated a compass 21 for detecting the bow azimuth, a speedometer 22 (water speed meter), a wind direction and anemometer 25 (wind vane and anemometer), a ship position measuring device 26, a tidal current meter 29, an echo sounder, a radar, a chronometer, a draft meter, etc. The ship position measuring device 26 is a position measuring device using GPS using satellites, radio waves or light from a reference station, and / or a light wave type. The ship handling controller 6 can obtain navigation status information including the position, heading, bow azimuth, ship speed, etc. of the ship 5 based on the information obtained from various navigation instruments.

[0030] The ship handling controller 6 uses the ship-to-land communication device 31 to obtain port information from the port information providing device 32 installed on the land base in a timely manner. The port information includes weather / ocean information in the port, port environment information, etc. The weather / ocean information includes wind speed, wind direction, current, tide level, weather and climate in the port. The port environment information includes the congestion level in the port, berth status, etc. The ship handling controller 6 also uses the information sent from the port information providing device 32 via the ship-to-land communication device 31 together with the information from the instrument group 7 for calculation.

[0031] The user interface 8 is provided with an operating device 80 and a display device 83. The user interface 8 may also be provided with a setting device or an indicator for a propulsion device 9 such as a separate propeller or rudder, a display unit for displaying signals from the instrument group 7 such as a direction display or a ship speed display, various function switching switches, and indicator lights.

[0032] In this embodiment, a joystick 81 and a rotary dial 82 are provided as the control device 80. The joystick 81 receives a command of the direction and magnitude of the thrust for parallel movement of the hull 5 input by the operator moving the joystick 81, and inputs it to the ship control controller 6. The rotary dial 82 receives a command of the direction and magnitude of the rotational torque for rotational movement input by the operator moving the rotary dial 82, and inputs it to the ship control controller 6. However, the control device 80 is not limited to the above, and a known control device may be used.

[0033] As the display device 83, at least one of various display devices such as a touch panel display and a head mounted display is used, and at least one known display device is used. The display device 83 may include the ship handling support information output from the ship handling controller 6, the image captured by the camera 28, the operation status of the equipment, the navigation status information, the environmental information of the hull 5 (ocean / weather information), etc. The ship handling support information includes at least one of the position of the ship on the nautical chart, the recommended route, the avoidance line, the remaining distance, the sea facilities and the target position, the moving speed vector of the hull 5, the speed of any position of the bow and the stern, and the remaining distance to the quay 30.

[0034] The propulsion controller group 9C controls the operation of the propulsion device 9. The propulsion controller group 9C specifically includes: a winch controller 50 that controls the winch W of the mooring machine 10, a front and rear propulsion controller 91 that controls the front and rear propulsion machines 2, and a transverse propulsion controller 92 that controls the transverse propulsion machine 3. The winch controller 50, the front and rear propulsion controller 91, and the transverse propulsion controller 92 are set according to the base number of the winch W, the front and rear propulsion machines 2, and the transverse propulsion machine 3 installed on the ship S. However, Figure 3 The center winch controller 50, the front and rear propulsion controller 91, and the lateral propulsion controller 92 are shown in the figure, and the others are omitted. The ship handling controller 6 outputs instructions to each of these propulsion controller groups 9C, and the propulsion controller groups 9C operate the corresponding propulsion equipment 9 based on the instructions.

[0035] like Figure 4As shown, the ship handling controller 6 has functional units of a ship handling support information generating unit 65, a display control unit 66, a route planning unit 67, a command generating unit 68, a propulsion control unit 69, and a shore handling monitoring unit 70. The ship handling support information generating unit 65 generates ship handling support information based on information obtained from the instrument group 7 or the port information providing device 32. The display control unit 66 displays the generated ship handling support information on the display device 83. The route planning unit 67 searches for an optimal route in which a predetermined evaluation index is optimized from the departure point to the destination based on information obtained from the instrument group 7 or the port information providing device 32, and generates the optimal route as a planned route. The command generating unit 68 generates a command instead of the operator during automatic ship handling. The propulsion control unit 69 is equivalent to the control device of the claims. The propulsion control unit 69 controls the propulsion controller group 9C. The shore handling monitoring unit 70 is equivalent to the shore handling monitoring device of the ship S of the claims. The shore handling monitoring unit 70 will be described in detail later.

[0036] Figure 5 2 is a diagram for explaining the processing of the propulsion control unit 69. Figure 5 As shown, the propulsion control unit 69 of the ship handling controller 6 includes an acquisition unit 61 , a thrust distribution calculation unit 62 , and an output unit 63 .

[0037] The acquisition unit 61 acquires information detected or measured by the instrument group 7 and commands received by the operating device 80 of the user interface 8 , and performs A / D conversion, scaling processing, signal abnormality determination, etc. on the acquired information (signal).

[0038] The thrust distribution calculation unit 62 generates a "command vector" based on the command received from the joystick 81 (i.e., the tilting angle and tilting direction of the joystick 81). The command vector is defined as a command thrust acting on the hull 5 by direction and magnitude. The direction of the command vector corresponds to the tilting direction of the joystick 81, and the magnitude of the command vector corresponds to the tilting angle of the joystick 81.

[0039] The thrust distribution calculation unit 62 obtains disturbance information including the tidal current detected by the tidal current meter 29, the wind direction and wind speed detected by the wind direction and anemometer 25, and / or the tidal current and wind direction and wind speed in the port obtained from the port information providing device 32, estimates the disturbance force acting on the ship S based on the disturbance information, and corrects the command vector by applying a force to overcome the disturbance force to the command vector. The thrust distribution calculation unit 62 calculates the distribution of thrust to each of the plurality of propulsion devices 9 (the mooring machine 10, the front and rear propulsion machines 2, and the transverse propulsion machine 3) in such a manner that the corrected command vector corresponds to the thrust vector. Here, the mooring machine 10 is regarded as a type of propulsion device 9, and the "thrust vector" is defined as the combined force of the thrust output from the plurality of propulsion devices 9 (the mooring machine 10, the front and rear propulsion machines 2, and the transverse propulsion machine 3) by direction and magnitude. The thrust distribution calculation method using the thrust distribution calculation unit 62 will be described in detail later.

[0040] The output unit 63 outputs the thrust distributed to each propulsion device 9 (fore and aft propulsion machines 2, transverse propulsion machines 3, and mooring machines 10) obtained by the thrust distribution calculation unit 62 as an operation command to the corresponding propulsion controller group 9C (windlass controller 50, fore and aft propulsion controller 91, and transverse propulsion controller 92) after scaling, D / A conversion, and abnormal processing. As a result, a thrust in the tilting direction is applied to the hull 5 at a magnitude corresponding to the tilting angle of the joystick 81.

[0041] [Method of operating a boat] Here, use Figure 6 , a method of maneuvering a ship S when approaching or mooring the ship using the ship maneuvering system 20 of the above-mentioned structure will be described.

[0042] The ship handling controller 6 starts port maneuvering when the ship S enters the port. In the port maneuvering, the ship handling controller 6 generates port maneuvering support information using information obtained from the instrument group 7 and the port information providing device 32, and displays it on the screen of the display device 83. Here, the ship handling controller 6 uses the specified shore start position P2 as the target position, and uses the information obtained from the instrument group 7 or the port information providing device 32 to find the optimal route from the port entrance P1 to the shore start position P2 as the planned route. On the screen of the display device 83, as the port maneuvering support information, a port chart superimposed with the planned route consisting of multiple waypoints and the target position and the position of the own ship, the bow azimuth, the ship speed and other navigation information are displayed graphically. The shore starting position P2 is a position at a specified distance (for example, about 30 to 50 meters) away from the quay 30 of the berth. The front-to-back direction of the hull 5 of the ship S that arrives at the shore starting position P2 is roughly parallel to the extension direction of the quay 30 (hereinafter referred to as the "quay direction D1"), and the speed in the front-to-back direction is approximately zero.

[0043] The operator operates the joystick 81 and the rotary dial 82 based on the port approach maneuvering support information displayed on the display device 83. The ship handling controller 6 obtains the command vector based on the tilting angle and tilting direction of the joystick 81. However, the ship S may also automatically perform port approach maneuvers. In this case, the ship handling controller 6 may also automatically generate the command vector based on the information obtained from the instrument group 7 and the port information providing device 32 and the planned route.

[0044] The ship handling controller 6 obtains a command vector corrected by applying a force to overcome the interference force to the command vector, and distributes the thrust to the front and rear thrusters 2 in such a way that a thrust vector corresponding to the corrected command vector is obtained by synthesizing the thrust output from the front and rear thrusters 2. In port approach maneuvers, the thrust distributed to the transverse thruster 3 and the mooring machine 10 is zero. The ship handling controller 6 generates a thrust target value such that the distributed thrust is output, and outputs it to the front and rear thrust controller 91, and the front and rear thrust controller 91 controls the front and rear thrusters 2 to output a thrust corresponding to the thrust target value. As a result, the ship S obtains the thrust corresponding to the command vector and sails along the planned route.

[0045] When the ship S reaches the shore starting position P2, the ship handling controller 6 starts the shore maneuvering. In the shore maneuvering, the ship handling controller 6 generates shore maneuvering support information using the information obtained from the instrument group 7 and the port information providing device 32, and displays it on the screen of the display device 83. In the shore maneuvering, the ship S is moved from the shore starting position P2 to the specified mooring starting position P3. The mooring starting position P3 is a position about several to several tens of meters away from the quay 30 of the berth. The front and rear directions of the hull 5 of the ship S that arrives at the mooring starting position P3 are roughly parallel to the quay direction D1, and the bow direction and lateral speed are roughly zero. On the interface of the display device 83, as the shore maneuvering support information, the port chart with the target position and the position of the own ship superimposed, the navigation information such as the bow azimuth and the ship speed, the berthing distance, the image taken by the camera 28, etc. are displayed.

[0046] The operator operates the joystick 81 and the rotary dial 82 based on the landing maneuvering support information displayed on the display device 83. The ship handling controller 6 obtains the command vector based on the tilting angle and tilting direction of the joystick 81. However, the ship S may also automatically perform the landing maneuvering. In this case, the ship handling controller 6 may also automatically generate the command vector based on the information obtained from the instrument group 7 or the port information providing device 32.

[0047] The ship handling controller 6 obtains a command vector corrected by applying a force to overcome the disturbance force to the command vector, and distributes thrust to the front and rear thrusters 2 and the transverse thrusters 3 in such a way that a thrust vector corresponding to the corrected command vector is obtained by synthesizing the thrusts output from the front and rear thrusters 2 and the transverse thrusters 3. In the approaching maneuver, the thrust distributed to the mooring machine 10 is zero. The ship handling controller 6 generates a thrust target value so as to output the thrusts distributed to the front and rear thrust controllers 91 and the transverse thrust controller 92, respectively, and outputs the thrust target value. The front and rear thrust controllers 91 control the front and rear thrusters 2 to output the thrust corresponding to the given thrust target value, and the transverse thrust controller 92 controls the transverse thruster 3 to output the thrust corresponding to the given thrust target value. As a result, the ship S obtains the thrust corresponding to the command vector and mainly moves transversely to the mooring start position P3.

[0048] When the ship S reaches the mooring start position P3, the mooring rope R is released from the stern mooring machine 10A and the bow mooring machine 10B, and the tip end of the mooring rope R is tied to the mooring column 35 installed on the quay 30. During this period, the ship handling controller 6 maintains the position of the ship S at the mooring start position P3 through the automatic bearing keeping function. The automatic bearing keeping function of the ship handling controller 6 performs PID calculation and the like for the deviation between the set bow bearing angle and the bow bearing angle from the compass 21, and gives it as a turning torque command to the thrust distribution calculation instead of the rotary dial 82, thereby operating the front and rear thrusters 2 and the transverse thruster 3 in a manner to maintain the bearing of the bow.

[0049] After the tip ends of all the mooring cables R are tied to the mooring posts 35 provided on the quayside 30, the ship handling controller 6 starts mooring and maneuvering. The ship handling controller 6 generates mooring and maneuvering support information using information obtained from the instrument group 7 or the port information providing device 32, and displays it on the screen of the display device 83. On the screen of the display device 83, as the shore-reaching maneuvering support information, a port chart with a superimposed target position or the position of the own ship, navigation information such as the bow azimuth and the ship speed, the distance to the shore, and an image captured by the camera 28 are displayed.

[0050] The mooring maneuvering is performed automatically, and the maneuvering controller 6 generates a command vector based on information obtained from the instrument group 7 or the port information providing device 32. However, the maneuvering operator may recognize the mooring maneuvering support information displayed on the display device 83 and operate the joystick 81 and the rotary dial 82 as needed. In this case, the operation received by the joystick 81 and the rotary dial 82 may take precedence over the command generated by the maneuvering controller 6.

[0051] The ship handling controller 6 obtains a command vector corrected by adding a force to overcome the disturbance force to the command vector, and distributes thrust to the mooring machine 10, the front and rear thrusters 2, and the transverse thruster 3 so that a thrust vector corresponding to the corrected command vector is obtained by synthesizing the thrusts output from the mooring machine 10, the front and rear thrusters 2, and the transverse thruster 3. The ship handling controller 6 generates a thrust target value so that the thrusts distributed to the winch controller 50, the front and rear thruster controller 91, and the transverse thruster controller 92 are output, and outputs the thrust target value. The winch controller 50 controls the mooring machine 10 to output a thrust corresponding to the given thrust target value. Specifically, the winch controller 50 controls the operation of the winch W to obtain the thrust target value by winding or unwinding the mooring rope R and adjusting the tension and the rope length. The front and rear thruster controller 91 controls the front and rear thrusters 2 to output a thrust corresponding to the given thrust target value, and the transverse thruster controller 92 controls the transverse thruster 3 to output a thrust corresponding to the given thrust target value. As a result, the ship S receives thrust corresponding to the command vector and moves mainly in the lateral direction until it reaches the shore.

[0052] In the thrust distribution in mooring maneuvering, the thrust distribution to the mooring machine 10 is prioritized. The permissible range of the tension of the mooring cable R is set in each mooring machine 10. At the start of mooring maneuvering, after the deflection of the mooring cable R is eliminated by the hoisting action of the mooring machine 10, the thrust is distributed to the mooring machine 10 so that the tension of the mooring cable R measured by the tension meter 52 is maintained within the permissible range. Here, the permissible range of tension is greater than 0 and less than a predetermined threshold value of the maximum winding force of the mooring machines 10A and 10B. The maximum winding force of the mooring machines 10A and 10B is a known value inherent to each of the mooring machines 10A and 10B. For each mooring machine 10A and 10B, a threshold value (permissible range) related to the tension of the mooring cable R can be set separately. Alternatively, the same threshold value (permissible range) related to the tension of the mooring cable R can be set for all the mooring machines 10A and 10B.

[0053] In the thrust distribution in mooring maneuvering, first, thrust is distributed to each mooring machine 10 so that the tension of each mooring rope R is maintained within an allowable range. Then, a synthetic vector (mooring machine thrust vector) of the thrust output by all the mooring machines 10 is obtained, and the shortfall obtained by subtracting the mooring machine thrust vector from the command vector is supplemented by the thrust output from the front and rear thrusters 2 and the transverse thruster 3. When there is no shortfall, the thrust output from the front and rear thrusters 2 and the transverse thruster 3 can be zero. By distributing the thrust in this way, the ship handling controller 6 causes the bow side mooring machine 10B and the stern side mooring machine 10A to reel in the mooring rope R in at least a part of the mooring maneuvering, and at the same time controls these propulsion devices 9 so that at least one of the front and rear thrusters 2 and the transverse thruster 3 outputs a thrust that reduces the tension of the mooring rope R.

[0054] [Ship monitoring and processing upon arrival] During the above-mentioned approach maneuvering (preferably approach maneuvering and mooring maneuvering), the approach maneuvering monitoring unit 70 of the ship handling controller 6 monitors the approach maneuvering in order to prevent the quay 30 from colliding with the ship S. Figure 7 6 is a block diagram showing the structure of the landing ship handling monitoring unit 70 of the ship handling controller 6. Figure 7 As shown, the approaching ship maneuvering monitoring unit 70 includes 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 .

[0055] The distance calculator 41 obtains the shore approach distance d and outputs it to the collision level calculator 44 . Figure 8 is a diagram illustrating the approach distance d and approach speed Uapp. Figure 8 As shown, the berthing distance d is the shortest distance between the hull 5 of the ship S and the quay 30. The distance calculator 41 can calculate the berthing distance d based on the distance detected by the distance meter 27 (the distance from the bow to the quay 30 on the bow side and / or the distance from the stern to the quay 30 on the stern side), the bow azimuth of the ship S detected by the compass 21, the hull 5 model and the quay information stored in advance. The quay information includes information such as the position of the quay 30 to be docked, the quay direction D1, and the style of the quay. For example, when the bow of the ship S is closer to the quay 30 than the stern, the distance between the bow and the quay 30 is the berthing distance d. In addition, when the stern of the ship S is closer to the quay 30 than the bow, the distance between the stern and the quay 30 is the berthing distance d. Whether the stern or the bow is closer to the quay 30 can be determined based on the relationship between the quay direction D1 and the bow azimuth.

[0056] The speed calculator 42 obtains the approaching speed Uapp and outputs it to the collision level calculator 44. The approaching speed Uapp is the component of the speed U of the ship S in the direction toward the quay 30 (hereinafter referred to as the "approaching direction D2"). The approaching speed Uapp can be obtained using the speed U and the ground course azimuth of the ship S detected by the speedometer 22, the bow azimuth of the ship S detected by the compass 21, and the pre-stored ship 5 model and quay information.

[0057] The disturbance force calculator 43 obtains the approach disturbance force Fapp and outputs it to the collision level calculator 44 . Fig. 9 is a diagram illustrating the disturbance force Fapp. Fig. 9As shown, the berthing disturbance force Fapp is the component of the berthing direction D2 of the disturbance force F acting on the ship S. The disturbance force F may include at least one of the fluid force applied to the hull 5 by water and the wind pressure applied to the hull 5 by wind. The fluid force can be calculated based on the tide measured by the tidal meter 29 and the pre-stored hull 5 model, for example. Alternatively, the fluid force can be calculated based on the tide and tide level in the port included in the meteorological / ocean information and the pre-stored hull 5 model. The wind pressure can be calculated based on the wind direction and wind speed measured by the wind direction and anemometer 25 and the hull 5 model, for example. Alternatively, the wind pressure can be calculated based on the wind speed, wind direction and the pre-stored hull 5 model in the port included in the meteorological / ocean information. The berthing disturbance force Fapp can be calculated using the fluid force and wind pressure, the bow azimuth of the ship S detected by the compass 21, the pre-stored hull 5 model and the shore information.

[0058] return Figure 7 The collision level calculator 44 calculates 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 the ship S colliding with the quay 30. In addition, to the extent that the hull 5 moving at a speed below the predetermined approach speed threshold Usafe contacts the quay 30, no damage is caused to the hull 5; if the hull 5 moving at a speed exceeding the approach speed threshold Usafe collides with the quay 30, there is a possibility of damage to the hull 5. The collision level J is an index for evaluating the degree of possibility of such a collision that causes damage to the hull 5.

[0059] The collision level J is a function with the approaching distance d and the approaching speed Uapp as variables. The collision level J may include a correction term with the approaching interference force Fapp as a variable. An operation formula, operation model, or operation table for calculating the collision level J is pre-stored in the ship handling controller 6. The following equation 1 is an example of an operation formula for calculating the collision level J. However, the collision level J is a function with the approaching distance d and the approaching speed Uapp as variables, and it can be any level as long as it indicates the possibility of collision, and is not limited to the example shown in equation 1.

[0060] [Mathematical formula 1] J = (dsafe - d)×(Uapp-Usafe) + Kdist×Fapp ···(Formula 1) However, when dsafe>d, J=0.

[0061] In the above formula 1, dsafe is the shore distance threshold. The shore distance threshold dsafe is an arbitrary value, but can be set to 50 [m], for example. When the shore distance d is greater than the shore distance threshold dsafe, the possibility of the ship S colliding with the quay 30 is very low, so the ship handling controller 6 can also stop the collision avoidance process.

[0062] In the above formula 1, Kdist is a disturbance force coefficient. The disturbance force coefficient Kdist is an arbitrary value, but can be set to a value that is a constant multiple of the inverse of the mass of the hull 5, for example.

[0063] The above formula 1 includes a speed term and an interference term. If there is almost no wind in the port and the tidal current is negligible, the interference term can be omitted.

[0064] Fig.10 1 is a flowchart showing the processing flow of the approaching ship maneuvering monitoring unit 70 (particularly, the collision possibility determiner 45, the braking necessity determiner 46, and the thrust lower limit value calculator 47). In the following description, the approaching ship maneuvering monitoring unit 70 determines the collision possibility (steps S2 to S4), determines whether or not the thrust in the approaching direction D2 needs to be reduced (steps S5 to S6), and calculates the thrust lower limit value in the off-shore direction (step S7), but at least one of these may be performed by the propulsion control unit 69.

[0065] like Fig.10 As shown, 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 pre-assigned collision determination threshold (step S2). The collision determination threshold is pre-assigned and stored in the collision possibility determiner 45. When the collision level J is greater than the collision determination threshold ("YES" in step S2), the collision possibility determiner 45 determines that there is a possibility of a collision (step S3). When the collision level J is less than the collision determination threshold ("NO" in step S2), the collision possibility determiner 45 determines that the possibility of a collision is low (or, no) (step S4). When the collision level J calculated by the above formula 1 is used, the collision determination threshold is 0. If the collision level J is less than 0, it is determined that the possibility of a collision is low; when the collision level J is greater than 0, it is determined that there is a possibility of a collision.

[0066] When it is determined that the possibility of collision is low (step S4), the processing of the approaching ship monitoring unit 70 returns to the start. On the other hand, when it is determined that there is a possibility of collision (step S3), the braking necessity determiner 46 uses the collision level J calculated by the collision level calculator 44 to determine the necessity of braking the ship S moving in the approaching direction D2. Here, braking means forcibly slowing down the moving speed of the ship S in the approaching direction D2. When the collision level J is greater than the braking necessity threshold Jth ("YES" in step S5), the braking necessity determiner 46 determines that braking is required (step S6). The braking necessity threshold Jth is pre-assigned and stored in the braking necessity determiner 46. The braking necessity threshold Jth is an arbitrary value, but this value is that when the collision level J exceeds the braking necessity threshold Jth, if the ship S is not forced to generate braking force, there is a high possibility that the ship S will collide with the quay 30 and the hull 5 will be damaged. Furthermore, braking the ship S may include at least one of rapidly reducing the thrust in the approaching direction D2 and increasing the thrust in the leaving direction D3.

[0067] Furthermore, when it is determined that braking is necessary (step S6), the thrust lower limit value calculator 47 obtains the lower limit value of the offshore direction thrust based on the collision level J (step S7). The lower limit value of the offshore direction thrust is the lower limit value of the thrust generated in the offshore direction D3. When the thrust direction is switched from the shoreward direction D2 to the offshore direction D3 and immediately after the switching, if the thrust in the offshore direction D3 is lower than the lower limit value of the offshore direction thrust, the braking force of the ship S does not work sufficiently, and the ship S may collide with the quay 30.

[0068] For example, Fig.11 and Fig.12 As shown in Figure 1, the lower limit of the thrust in the offshore direction is linearly proportional to the value of the collision level J. Fig.11 In the example, the lower limit value of the offshore thrust when the collision level J is the braking necessity threshold value Jth is a negative value. In the range where the collision level J is greater than the braking necessity threshold value Jth, the lower limit value of the offshore thrust increases as the collision level J increases. In addition, the fact that the offshore thrust is a negative value means that it is a thrust in the approaching direction D2. When the lower limit value of the offshore thrust is a negative value, the absolute value of the lower limit value of the offshore thrust can be replaced with the upper limit value of the approaching direction thrust. In addition, Fig.12 In the example of , the lower limit value of the thrust in the offshore direction when the collision level J is the braking necessity threshold Jth is a positive value, and in the range where the collision level J is greater than the braking necessity threshold Jth, the lower limit value of the thrust in the offshore direction increases as the collision level J increases. Fig.13As shown, the lower limit value of the thrust in the off-shore direction may be proportional to the value of the collision level J in a stepwise manner. The formula for calculating the lower limit value of the thrust in the off-shore direction based on the collision level J is stored in advance in the braking necessity determiner 46 .

[0069] return Fig.10 The approaching ship maneuvering monitoring unit 70 outputs the possibility of collision, the necessity of braking, and the lower limit value of the thrust in the offshore 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 the direction change of the thrust, and the lower limit value of the thrust in the offshore direction on the display device 83. The operator can see the display and input the ship maneuvering command.

[0070] The propulsion control unit 69 may control the operation of the propulsion device 9 in such a manner that the thrust acting on the ship S in the approaching direction D2 is reduced when it is determined that there is a possibility of collision, whether in manual operation or automatic operation. For example, the thrust acting on the ship S in the approaching direction D2 can be reduced by reducing the magnitude of the thrust acting on the ship S, or by causing the thrust in the off-shore direction D3 to act on the ship S. Specifically, the propulsion control unit 69 can reduce the magnitude of the thrust acting on the ship S in the approaching direction D2 by reducing the tension of the mooring rope R of the mooring machine 10, or by reducing the thrust in the approaching direction D2 generated by the front and rear thrusters 2 and / or the transverse thrusters 3.

[0071] In addition, when it is determined that braking is required during automatic operation, the propulsion control unit 69 reduces the thrust in the berthing direction to be below the maximum value of the berthing direction thrust; or increases the thrust in the offshore direction to be above the lower limit value of the offshore direction thrust. In addition, during manual operation, 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 converting the thrust acting on the ship S from the berthing direction D2 to the offshore direction D3. For example, when the thrust in the berthing direction D2 acts on the ship S, the direction of the thrust is converted when the thrust of the lower limit value of the offshore direction thrust is generated.

[0072] As described above, during mooring and maneuvering, the thrust acting on the ship S in the berthing direction D2 is mainly generated by the winding force of the mooring machine 10, and the insufficient amount is supplemented by the thrust generated by the front and rear thrusters 2 and the transverse thruster 3. When the direction of the thrust is switched from the berthing direction D2 to the offshore direction D3 from this state, the thrust is generated by the front and rear thrusters 2 and the transverse thruster 3, so that the thrust generated by the mooring machine 10 is substantially zero. In addition, the winding force of the mooring machine 10 is set to a value greater than 0 and low so as not to cause slack in the mooring rope R and not to hinder the thrust generated by the thrusters 2 and 3.

[0073] Furthermore, when the thrust in the offshore direction D3 is acting and the thrust in the offshore direction D3 is lower than the lower limit value of the thrust in the offshore direction, the propulsion control unit 69 may determine that the thrust for moving the ship S away from the quay 30 (i.e., the thrust for braking) is insufficient, and automatically replace the thrust target value given to the lateral propulsion controller 92 with the lower limit value of the thrust in the offshore direction. As a result, the speed component of the ship S in the quay direction D2 is appropriately reduced, and the ship S can be prevented from colliding with the quay 30.

[0074] 〔Summarize〕 The first item of the present disclosure is a shore maneuvering monitoring device 70 for monitoring the shore maneuvering of a ship S, and is characterized by comprising: a collision level calculator 44 that obtains a distance d from the ship S to the quay 30, i.e., a shore approach distance, and a speed Uapp of the ship S in the shore approach direction D2, and calculates a collision level J, i.e., an index of the possibility of the ship S colliding with the quay 30, using the shore approach distance d and the shore approach speed Uapp; and The collision possibility determiner 45 determines whether there is a possibility of the ship S colliding with the quay 30 based on the collision level J. The collision level J is a function of the approach distance d and the approach speed Uapp as variables.

[0075] According to the above-mentioned approaching ship maneuvering monitoring device 70, the approaching distance d and the approaching speed Uapp are taken into consideration in the collision level J which is an index indicating the possibility of the ship S colliding with the quay 30, so the possibility of the collision can be evaluated more accurately. Furthermore, when it is determined that there is a possibility of collision, the ship S can be prevented from colliding with the quay 30 by performing maneuvers for avoiding collision.

[0076] In the shore maneuvering monitoring device 70 of the second project of the present disclosure, in the shore maneuvering monitoring device 70 of the first project, the variable of the collision level J includes the interference force acting on the shore direction D2 of the ship S, namely, the shore interference force Fapp, and the collision level calculator 44 further obtains the shore interference force Fapp, and calculates the collision level J using the shore distance d, the shore speed Uapp and the shore interference force Fapp.

[0077] According to the above-mentioned approaching ship maneuvering monitoring device 70, the approaching interference force Fapp is taken into account in the collision level J, so the possibility of collision can be evaluated more accurately.

[0078] The approaching ship maneuvering monitoring device 70 of the third aspect of the present disclosure is further provided with a braking necessity determiner 46 for determining the necessity of braking of the movement of the ship S in the approaching direction D2 using the collision level J in the approaching ship maneuvering monitoring device 70 of the first or second aspect.

[0079] The approaching ship monitoring unit 70 can estimate the appropriate timing of generating braking force (eg, switching the direction of thrust) to prevent the ship S from colliding with the quay 30. Furthermore, by generating braking force at an appropriate timing, the ship S can be prevented from colliding with the quay 30.

[0080] The shore maneuvering monitoring device 70 of the fourth item of the present disclosure is further provided with a thrust lower limit calculator 47, which uses the collision level J to calculate the lower limit of the target value of the thrust of the ship S in the offshore direction D3 when braking the movement of the ship in the shore direction, that is, the lower limit of the thrust in the offshore direction.

[0081] According to the above-mentioned approaching ship maneuvering monitoring unit 70 , the minimum thrust in the offshore direction D3 required to prevent the ship S from colliding with the quay 30 is generated, thereby preventing the ship S from colliding with the quay 30 .

[0082] The ship handling system 20 of the fifth item of the present disclosure comprises: Propulsion equipment 9, which applies thrust to the ship S; a control device 69 which controls the action of the propulsion device 9; and The shore maneuvering monitoring device 70 monitors the shore maneuvering of the ship S based on the collision level J, which is an index of the possibility of collision with the quay 30, when the ship S is maneuvering toward the shore. The approaching ship monitoring device 70 includes: a collision level calculator 44, which obtains the approaching distance d, which is the distance from the ship S to the quay 30, and the approaching speed Uapp, ​​which is the speed of the ship S in the approaching direction D2, and calculates a collision level J, which is a function with the approaching distance d and the approaching speed Uapp as variables; and a collision possibility determiner 45, which determines whether there is a possibility of the ship S colliding with the quay 30 based on the collision level J. When it is determined by the approaching ship operation monitoring device 70 that there is a possibility of collision, the control device 69 controls the operation of the propulsion equipment 9 so as to reduce the thrust acting on the ship S in the approaching direction D2.

[0083] According to the above-mentioned ship handling system 20, the collision level J, which is an index indicating the possibility of the ship S colliding with the quay 30, takes into account the approaching distance d and the approaching speed Uapp, ​​so the possibility of the collision can be evaluated more accurately. In addition, when it is determined that there is a possibility of collision, the thrust acting on the ship S in the approaching direction D2 is reduced, thereby preventing the ship S from colliding with the quay 30.

[0084] In the ship maneuvering system 20 of the sixth item of the present disclosure, in the ship maneuvering system 20 of the fifth item, the variable of the collision level J includes the disturbance force acting on the berthing direction D2 of the ship S, namely, the berthing disturbance force Fapp, 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.

[0085] According to the ship handling system 20 described above, the shore disturbance force Fapp is taken into account in the collision level J, so the possibility of collision can be evaluated more accurately.

[0086] In the ship maneuvering system 20 of the seventh item of the present disclosure, in the ship maneuvering system 20 of the fifth or sixth item, the shore maneuvering monitoring device 70 also has a braking necessity determiner 46, which uses the collision level J to determine the necessity of braking for the movement of the ship S in the offshore direction D3. When the control device 69 determines that there is a necessity for braking, it controls the action of the propulsion device 9 in such a way that the thrust acting on the ship S is converted from the shoreward direction D2 to the offshore direction D3.

[0087] According to the above-described ship handling system 20, it is possible to estimate the appropriate timing of the thrust direction change in order to avoid the ship S from colliding with the quay 30. Furthermore, by changing the thrust direction at an appropriate timing, it is possible to avoid the ship S from colliding with the quay 30.

[0088] In the ship maneuvering system 20 of the eighth item of the present disclosure, in the ship maneuvering system 20 of any one of the fifth to seventh items, the shore maneuvering monitoring device 70 further includes a thrust lower limit calculator 47, which uses the collision level J to calculate the lower limit of the target value of the thrust of the ship S when the direction of the thrust acting on the ship S is converted from the shore direction D2 to the offshore direction D3, that is, the offshore direction thrust lower limit. The control device 69 uses the offshore direction thrust lower limit calculated by the shore maneuvering monitoring device 70 as the thrust target value in the offshore direction D3 to control the operation of the propulsion equipment 9.

[0089] According to the above-described ship handling system 20 , a minimum thrust in the offshore direction D3 is generated to prevent the ship S from colliding with the quay 30 , thereby preventing the ship S from colliding with the quay 30 .

[0090] In the ship handling system 20 of the ninth item of the present disclosure, in the ship handling system 20 of any one of the fifth to eighth items, the propulsion device 9 includes: thrusters 2, 3, which output thrust for propelling the hull 5 toward the shore; and a mooring machine 10, which outputs thrust for propelling the hull 5 toward the shore direction D2 by winding up the mooring cable R, and can wind up and unwind the mooring cable R moored to the mooring column 35 set on the quay 30, and the control device 69 controls the propulsion device 8 in a manner that can output thrust in the shore direction D2 allocated to the thrusters 2, 3 and the mooring machine 10 respectively.

[0091] According to the ship maneuvering system 20 described above, the ship S can be efficiently moved closer to the quay 30 by the winding force of the hull 5 of the mooring machine 10 and the propulsion force of the propulsion machines 2 and 3 .

[0092] In the ship maneuvering system 20 of the tenth item of the present disclosure, in the ship maneuvering system 20 of the ninth item, the control device 69 converts the direction of thrust from the shoreward direction D2 to the offshore direction D3 so that the thrust in the offshore direction D3 is generated in the propulsion engines 2 and 3 and the thrust in the offshore direction D3 generated in the mooring motor 10 is zero. The mooring motor 10 controls the propulsion device 9 in a manner that does not hinder the winding force of the thrust generated by the propulsion engines 2 and 3 to reel in the mooring cable R.

[0093] According to the ship handling system 20 having the above-described structure, it is possible to switch the direction in which thrust is generated while suppressing slackness of the mooring rope R.

[0094] The eleventh item of the present disclosure is a method for monitoring the shore maneuvering of a ship S, and is characterized by comprising: Obtaining the distance from the ship S to the quay 30, namely the approaching distance d, and the approaching speed Uapp, ​​namely the speed of the ship S in the approaching direction D2; and The collision level J, which is an index of the possibility of the ship S colliding with the quay 30, is calculated using the quay distance d and the quay speed Uapp. Based on the collision level J, it is determined whether there is a possibility of the ship S colliding with the quay wall 30. The collision level J is a function of the approach distance d and the approach speed Uapp as variables.

[0095] According to the above-mentioned approach maneuvering monitoring method, the approach distance d and the approach speed Uapp are taken into consideration in the collision level J, which is an index indicating the possibility of the ship S colliding with the quay 30, so the possibility of the collision can be evaluated more accurately. Furthermore, when it is determined that there is a possibility of collision, the ship S can be prevented from colliding with the quay 30 by performing maneuvers for avoiding collision.

[0096] The ship handling method of the twelfth item of the present disclosure is characterized by comprising: When the ship S is maneuvering to the shore, the distance from the ship S to the shore wall 30, i.e., the shore distance d, and the speed of the ship S in the shore direction D2, i.e., the shore speed Uapp, ​​are obtained; The collision level J, which is an index of the possibility of the ship S colliding with the quay 30, is calculated using the quay distance d and the quay speed Uapp. Determine whether there is a possibility of collision between the ship S and the quay 30 based on the collision level J; and When it is determined that there is a possibility of collision, the operation of the propulsion equipment 9 of the ship S is controlled so that the thrust acting on the ship S in the approaching direction D2 is reduced. The collision level J is a function of the approach distance d and the approach speed Uapp as variables.

[0097] According to the above-mentioned ship maneuvering method, the collision level J, which is an index indicating the possibility of the ship S colliding with the quay 30, takes into account the approaching distance d and the approaching speed Uapp, ​​so the possibility of the collision can be evaluated more accurately. In addition, when it is determined that there is a possibility of collision, the thrust acting on the ship S in the approaching direction D2 is reduced, thereby preventing the ship S from colliding with the quay 30.

[0098] The functions of the ship handling controller 6 disclosed in this specification can be performed using circuits or processing circuits including general-purpose processors, special-purpose processors, integrated circuits, ASICs (Application Specific Integrated Circuits), existing circuits, and / or combinations thereof that are configured or programmed to perform the disclosed functions. The processor includes transistors and other circuits, and can therefore be considered as a processing circuit or circuit. In the present disclosure, a circuit, unit, or means is hardware that performs the listed functions. The hardware may be the hardware disclosed in this specification, or it may be other known hardware that is programmed or configured to perform the listed functions. In the case where the hardware is considered to be a processor of a circuit, the circuit, means, or unit is a combination of hardware and software, and the software is used to constitute the hardware and / or the processor.

[0099] The above discussion of the present disclosure is presented for the purpose of illustration and description, and is not intended to limit the present disclosure to the methods disclosed in this specification. For example, in the aforementioned detailed description, various features of the present disclosure are summarized into one embodiment for the purpose of rationalizing the present disclosure, but several of the multiple features may also be combined. In addition, the multiple features included in the present disclosure may also be combined with alternative embodiments, structures or forms other than those discussed above.

Claims

1. A ship handling monitoring device for shore, which is a ship handling monitoring device for shore, and is characterized by: have: a collision level calculator that obtains a distance from the ship to the quay, i.e., a shore approach distance, and a speed of the ship in the shore approach direction, i.e., a shore approach speed, and calculates a collision level, i.e., an index of the possibility of the ship colliding with the quay, using the shore approach distance and the shore approach speed; and a collision possibility determiner for determining whether there is a possibility that the ship will collide with the quay wall based on the collision level, The collision level is a function of the approach distance and the approach speed as variables.

2. The shore-to-shore ship handling monitoring device according to claim 1 is characterized in that: The variables of the collision level include the disturbance force acting on the ship in the berthing direction, i.e., the berthing disturbance force. The collision level calculator further obtains the docking interference force, and calculates the collision level using the docking distance, the docking speed, and the docking interference force.

3. The shore-to-shore ship handling monitoring device according to claim 1, characterized in that: A braking necessity determiner is further provided for determining the necessity of braking the movement of the ship toward the shore using the collision level.

4. The shore-to-shore ship handling monitoring device according to claim 3 is characterized in that: The device further includes a thrust lower limit value calculator for calculating, using the collision level, an offshore direction thrust lower limit value which is a lower limit value of a target thrust of the ship in an offshore direction when braking movement of the ship in the accommodating direction.

5. A ship handling system, characterized in that: have: Propulsion equipment, which applies thrust to the vessel; a control device that controls the motion of the propulsion device; and A shore maneuvering monitoring device monitors the shore maneuvering of the ship based on an indicator of the possibility of collision with the shore wall, i.e., a collision level, when the ship is maneuvering toward the shore. The approaching ship monitoring device comprises: a collision level calculator, which obtains the distance from the ship to the shore wall, i.e., the approaching distance, and the speed of the ship in the approaching direction, i.e., the approaching speed, and calculates a function with the approaching distance and the approaching speed as variables, i.e., the collision level; and a collision possibility determiner for determining whether there is a possibility of the ship colliding with the quay wall based on the collision level, The control device controls the operation of the propulsion equipment so that the thrust acting on the ship in the approaching direction is reduced when the approaching ship monitoring device determines that there is a possibility of collision.

6. The ship handling system according to claim 5, characterized in that: The variables of the collision level include the disturbance force acting on the ship in the berthing direction, i.e., the berthing disturbance force. The collision level calculator further obtains the docking interference force, and calculates the collision level using the docking distance, the docking speed, and the docking interference force.

7. The ship handling system according to claim 5, characterized in that: The shore approaching ship maneuvering monitoring device further comprises a braking necessity determiner, which determines the necessity of braking of the ship moving toward the shore approaching direction by using the collision level. When the approaching ship maneuvering monitoring device determines that braking is necessary, the control device controls the operation of the propulsion equipment so that the thrust acting on the ship is switched from the approaching direction to the leaving direction.

8. The ship handling system according to claim 7, characterized in that: The approaching ship maneuvering monitoring device further comprises a thrust lower limit value calculator, which calculates, by using the collision level, a lower limit value of the target thrust of the ship in the offshore direction when braking the movement of the ship in the approaching direction, that is, a lower limit value of the offshore direction thrust. The control device controls the operation of the propulsion device by using the lower limit value of the thrust in the offshore direction calculated by the approaching ship maneuvering monitoring device as the thrust target value in the offshore direction.

9. The ship handling system according to any one of claims 5 to 8, characterized in that: The propulsion device includes: a propulsion engine, which outputs a thrust to propel the hull toward the shore; and a mooring machine, which outputs a thrust to propel the hull toward the shore by winding up a mooring cable. The control device controls the propulsion equipment so as to output the thrust in the berthing direction distributed to the propulsion engine and the mooring engine, respectively, when generating the thrust in the berthing direction.

10. The ship handling system according to claim 9, characterized in that: When the control device converts the direction of the thrust from the shoreward direction to the offshore direction, the thrust in the offshore direction is generated in the propulsion motor and the thrust in the offshore direction generated by the mooring motor is made zero. The mooring motor controls the propulsion device in a manner that does not hinder the winding force of the thrust generated by the propulsion motor to reel in the mooring cable.

11. A method for monitoring ship handling at shore, which is a method for monitoring ship handling at shore, characterized in that: include: Obtaining the distance from the ship to the shore, i.e., the approaching distance, and the speed of the ship in the approaching direction, i.e., the approaching speed; Calculating a collision level, which is an index of the possibility of the ship colliding with the quay wall, using the quay distance and the quay speed; and Based on the collision level, it is determined whether there is a possibility that the ship will collide with the quay wall; The collision level is a function of the approach distance and the approach speed as variables.

12. A ship handling method, characterized in that: include: When the ship is maneuvering to the shore, the distance from the ship to the shore, i.e., the approaching distance, and the speed of the ship in the approaching direction, i.e., the approaching speed, are obtained; Calculating a collision level, which is an index of the possibility of the ship colliding with the quay wall, by using the quay distance and the quay speed; Determining whether there is a possibility of the ship colliding with the quay wall based on the collision level; and When it is determined that there is a possibility of collision, the operation of the propulsion equipment of the ship is controlled so that the thrust acting on the ship in the approaching direction is reduced, The collision level is a function of the approach distance and the approach speed as variables.

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