Maneuvering control device and vessel

Abstract

To provide a maneuvering technique suitable for holding a hull at a fixed point and navigating at low speeds.SOLUTION: An exemplary maneuvering control device is a maneuvering control device used for vessels with a hull in which a plurality of propulsion devices are arranged, and the device controls the propulsion of the hull by creating a difference in the thrust of the plurality of propulsion devices.SELECTED DRAWING: Figure 3A

Description

[Technical Field]

[0001] The present invention relates to a ship maneuvering control device and a ship. [Background technology]

[0002] BACKGROUND ART Small watercraft equipped with a plurality of propulsion devices have been known in the past (see, for example, Patent Document 1). Patent Document 1 discloses a watercraft in which two outboard motors are arranged side by side at the stern of the hull. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent No. 5089101 Summary of the Invention [Problem to be solved by the invention]

[0004] Meanwhile, ships with two or more main engines often navigate at slow speeds, such as when trolling or when navigating rocky areas that require delicate throttle control. Conventionally, ships equipped with slow speed mechanisms have been known to enable slow speed navigation in engine-powered ships. Examples of slow speed mechanisms include a mechanism that adjusts the power coupling between the engine and the propeller shaft using a friction clutch, such as a wet multi-plate clutch. This mechanism allows for low rotation speeds that cannot be achieved with a mating clutch. However, such mechanisms are expensive to install and require increased maintenance costs, such as the replacement of consumables such as friction plates.

[0005] Furthermore, conventionally, ships that need to stay in a fixed location on the water, for example, for fishing or other commercial activities, use a dynamic positioning system (DPS) to automatically maintain the ship's position on the water. DPS control is sometimes referred to as fixed-point control. While the DPS is operating, the propeller's speed and direction, as well as the rudder's direction, are frequently controlled in response to position and heading errors. Switching the propeller between forward and reverse rotation places a heavy mechanical load on the ship due to factors such as clutch engagement and disengagement. Frequent clutch engagement and disengagement also adversely affect the ship's ride comfort. Furthermore, the time required to engage and disengage the clutch creates a time lag in the control, causing DPS control to vibrate around the target point, which also contributes to a poor ride comfort.

[0006] Regarding the time lag in control, there are measures to improve responsiveness, such as introducing a controllable pitch propeller (CPP), but the mechanism is somewhat complicated and is often not installed on outboard motor boats or inboard / outboard motor boats, which directly deflect the thrust direction.

[0007] In view of the above, an object of the present invention is to provide a ship maneuvering technique suitable for keeping a ship at a fixed position and for slow navigation. [Means for solving the problem]

[0008] An exemplary ship steering control device of the present invention is a ship steering control device used in a ship having a hull on which multiple propulsion devices are arranged, and controls the propulsion of the hull by creating differences in the thrust of the multiple propulsion devices. [Effects of the Invention]

[0009] According to the exemplary ship maneuvering control device of the present invention, it is possible to provide a ship maneuvering technique suitable for keeping the ship at a fixed position and for sailing at a slow speed. [Brief explanation of the drawings]

[0010] [Figure 1]Plan view showing the general configuration of the ship [Figure 2] Block diagram showing the general configuration of the ship [Figure 3A] Schematic diagram for explaining differential propulsion control [Figure 3B] Schematic diagram for explaining differential propulsion control [Figure 4A] Schematic diagram illustrating the resultant force generation pattern in differential propulsion control [Figure 4B] Schematic diagram illustrating the generation pattern of resultant moment in differential propulsion control [Figure 5] A block diagram showing a partial configuration of an operating device provided on a ship. [Figure 6] A flowchart illustrating the flow of fixed position holding control executed by a ship maneuvering control device. [Figure 7] 1 is a flowchart illustrating a flow of slow-speed navigation control executed by a ship maneuvering control device; DETAILED DESCRIPTION OF THE INVENTION

[0011] Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the drawings.

[0012] <1. Overview of the vessel> Fig. 1 is a plan view showing a schematic configuration of a vessel 100 according to an embodiment of the present invention. The vessel 100 of this embodiment is, for example, a fishing boat, a tourist boat, a cruiser, a pleasure boat, or an access boat for offshore wind power generation. As shown in Fig. 1, the vessel 100 has a hull 2 ​​on which multiple propulsion devices 1 are arranged.

[0013] The directions used in this specification are defined as follows. In Figure 1, the direction indicated by "Surge" is the fore-aft direction, and the direction indicated by "Sway," which is perpendicular to the "Surge" direction within the water, is the left-right direction, and the expressions "fore-aft," "left-right," and "left-right" are used. The hull 2 ​​extends in the fore-aft direction, with the front end, which is one end of the fore-aft direction of the hull 2, being the bow, and the other end, the rear end, being the stern. The side that is left when looking from the stern to the bow is referred to as the left, and the side that is right is referred to as the right. The direction perpendicular to the fore-aft and left-right directions is referred to as the up-down direction. In Figure 1, the direction indicated by "Yaw" is called the turning direction, and indicates the direction of rotation around an axis that passes through the center of gravity of the hull 2 ​​and extends in the up-down direction. There are two turning directions: clockwise and counterclockwise. Note that these directions are names used merely for explanation and are not intended to limit the actual positional relationship or direction.

[0014] As shown in FIG. 1, the multiple propulsion devices 1 include multiple main propulsion devices 11 arranged on the rear side (stern side) of the hull 2 ​​and at least one auxiliary propulsion device 12 arranged on the front side (bow side) of the hull 2.

[0015] In this embodiment, there are two main propulsion units 11. One of the two main propulsion units 11 is the port main propulsion unit 11L, which is located on the left rear part of the hull 2, and the other is the right main propulsion unit 11R, which is located on the right rear part of the hull 2. The port main propulsion unit 11L and the right main propulsion unit 11R have the same configuration and are located side by side on the left and right. The number of main propulsion units 11 is not limited to two, and may be three or more. Even when three or more main propulsion units 11 are located, these multiple main propulsion units 11 are located side by side in the left-right direction at the rear of the hull 2.

[0016] The main propulsion unit 11 may be configured as any of a so-called inboard / outboard motor, an outboard motor, an inboard motor, and a water jet drive. In the following, the main propulsion unit 11 of this embodiment will be described as being configured as an inboard / outboard motor. The main propulsion unit 11 has an engine located in the rear inboard part of the hull 2, and a drive unit installed outside the rear face of the hull 2. The drive unit includes, for example, a reduction gear and a forward / reverse clutch (not shown), as well as a propeller 111. The propeller 111 rotates when driven by the engine. The propeller 111 is also configured so that its direction of rotation can be changed by switching a forward / reverse clutch included in the drive unit.

[0017] Note that even when the main propulsion unit 11 is an outboard motor or an inboard motor, the main propulsion unit 11 has a propeller. However, when the main propulsion unit 11 is a water jet drive, the main propulsion unit 11 has a nozzle that sprays a water current instead of the propeller 111.

[0018] The main propulsion unit 11 is equipped with a deflection mechanism 112 that deflects the thrust direction. The deflection mechanism 112 deflects the thrust direction by swinging the drive unit itself, including the propeller 111, left and right (see arrow P in FIG. 1). This configuration is also applicable when the main propulsion unit 11 is configured as an outboard motor. When the main propulsion unit 11 is configured as an inboard motor, the deflection mechanism that deflects the thrust direction is configured by a rudder disposed at the rear end of the hull 2. The rudder is rotatable about an axis of rotation that extends in the vertical direction. The rudder deflects the thrust direction by changing the direction of the water flow generated by the rotation of the propeller 111. When the main propulsion unit 11 is configured as a water jet drive, the deflection mechanism is configured to swing a nozzle that sprays the water flow left and right, for example.

[0019] The auxiliary propulsion device 12 is disposed on the outside of the bottom surface of the front part of the hull 2. The auxiliary propulsion device 12 is disposed in the center of the hull 2 ​​in the left-right direction. In this embodiment, there is one auxiliary propulsion device 12, but there may be more than one auxiliary propulsion device in some cases. More specifically, the auxiliary propulsion device 12 is a side thruster that generates thrust in the left-right direction. Hereinafter, the auxiliary propulsion device 12 will be referred to as the side thruster 12.

[0020] The side thrusters 12 generate thrust in the left and right directions. The side thrusters 12 include a propeller 121 and a drive source (not shown) that drives the propeller 121. In this embodiment, the drive source provided in the side thrusters 12 is a motor. The side thrusters 12 are configured so that the thrust generated by the propeller 121 is directed in the left and right directions of the hull 2. By switching the rotation direction of the propeller 121, it is possible to switch between generating thrust in the left direction and thrust in the right direction.

[0021] 2 is a block diagram showing a schematic configuration of a ship 100 according to an embodiment of the present invention. As shown in FIG. 2, the ship 100 includes a ship steering control device 3, an engine ECU (Electronic Control Unit) 4, a drive ECU 5, a side thruster controller 6, an operation device 7, and a sensor 8.

[0022] The ship maneuvering control device 3 is suitable for use with a ship 100 equipped with a hull 2 ​​on which multiple propulsion devices 1 are arranged. The ship maneuvering control device 3 executes control related to the maneuvering of the ship 100. For example, the ship maneuvering control device 3 controls the multiple propulsion devices 1 based on information input from the operation device 7. In this embodiment, the ship maneuvering control device 3 executes fixed point holding control, which holds the hull 2 ​​at a fixed point. The ship maneuvering control device 3 also executes slow speed navigation control, which causes the hull 2 ​​to navigate at slow speed. The fixed point holding control and slow speed navigation control will be described in detail below.

[0023] The ship maneuvering control device 3 is configured by a computer device equipped with a processor and memory (neither of which are shown). The processor includes, for example, a CPU (Central Processing Unit). The memory includes, for example, RAM (Random Access Memory) and ROM (Read Only Memory). The computer device including the CPU, RAM, and ROM may be configured to be connected via a bus, or may be configured as a one-chip LSI (Large-Scale Integration). Furthermore, the ship maneuvering control device 3 may include one or more computers.

[0024] The functions of the vessel maneuvering control device 3 are realized by a processor executing arithmetic processing in accordance with programs stored in memory. However, at least some of the functions of the vessel maneuvering control device 3 may be configured to be realized by hardware such as an ASIC (Application Specific Integrated Circuit) or an FPGA (Field Programmable Gate Array).

[0025] The engine ECU 4 controls the engines provided in the main propulsion units 11 in response to commands from the ship steering control device 3. Controlling the engine rotation speed includes controlling the engine rotation speed. Controlling the engine rotation speed controls the rotation speed of the propeller 111. In this embodiment, as described above, the main propulsion units 11 include the left main propulsion unit 11L and the right main propulsion unit 11R, and therefore there are left and right engines. Correspondingly, the engine ECU 4 includes a left engine ECU 4L and a right engine ECU 4R.

[0026] The drive ECU 5 controls the drive unit provided in the main propulsion unit 11 in response to commands from the vessel steering control device 3. Control of the drive unit includes control of the forward / reverse clutch that switches the rotation direction of the propeller 111 and the deflection mechanism 112 (see FIG. 1 ) that deflects the thrust direction. In this embodiment, as described above, the main propulsion unit 11 includes the left main propulsion unit 11L and the right main propulsion unit 11R, and therefore there are a left drive unit and a right drive unit. Correspondingly, the drive ECU 5 includes a left drive ECU 5L and a right drive ECU 5R.

[0027] The side thruster controller 6 controls the motors provided in the side thrusters 12 in response to commands from the ship maneuvering control device 3. The control of the motors includes control of the motor rotation speed and rotation direction.

[0028] The operating device 7 is a device used by the operator to issue commands related to the operation of the vessel 100. Specifically, the operating device 7 is not a single device but includes multiple devices. The operating device 7 includes, for example, an accelerator lever, an operating handle, and a joystick, which enable the operator to manually operate the vessel 100. The accelerator lever enables control of the rotation speed and direction of the propeller 111 provided in the main propulsion unit 11. The operating handle enables control of the thrust direction. The joystick enables control of moving the hull 2 ​​in any direction. By operating the joystick, the propeller 111 provided in the main propulsion unit 11 and the propeller 121 provided in the side thruster 12 can be operated so that the hull 2 ​​moves in the controlled direction with thrust according to the amount of operation.

[0029] The sensor 8 detects information required for maneuvering the ship 100 and inputs the detected information to the ship maneuvering control device 3. In this embodiment, the sensor 8 includes multiple types of sensors. Each of the multiple types of sensors is connected to the ship maneuvering control device 3 so that it can input signals thereto. The multiple types of sensors include, for example, a GNSS (Global Navigation Satellite System) device and a direction sensor. The GNSS device acquires the current position of the ship 2 using an artificial satellite. The direction sensor acquires the direction of the bow of the ship 2. The direction sensor may be, for example, a magnetic direction sensor or a satellite compass. In addition, the sensor 8 may include an acceleration sensor or the like.

[0030] <2. Details of control by the ship maneuvering control device> Next, a description will be given of the ship maneuvering control executed by the ship maneuvering control device 3 of this embodiment. Note that the description will be limited to the characteristic control executed by the ship maneuvering control device 3 of this embodiment, and a description of general control will be omitted in principle.

[0031] The ship steering control device 3 performs propulsion control of the hull 2 ​​by generating differences in the thrust of the multiple propulsion devices 1. More specifically, the ship steering control device 3 performs propulsion control of the hull 2 ​​by automatically adjusting the resultant force and resultant moment applied to the hull 2 ​​by generating differences in the operation of the multiple propulsion devices 1. In other words, the ship steering control device 3 performs propulsion control of the hull 2 ​​by automatically adjusting the resultant force and resultant moment applied to the hull 2 ​​by the differential operation of the multiple propulsion devices 1. The resultant force is the vector sum of the thrust of each propulsion device 1. The resultant moment is the sum of the moments in the turning direction (yaw direction) due to the thrust of each propulsion device 1. In this embodiment, propulsion control includes not only control to move the position of the hull 2, but also control to keep the position of the hull 2 ​​still. Hereinafter, the propulsion control of the hull 2 ​​of this embodiment, which utilizes the differential operation (difference in operation) of the multiple propulsion devices 1, will be referred to as "differential propulsion control."

[0032] [2-1. Basic Concept of Differential Propulsion Control] 3A and 3B are schematic diagrams for explaining differential propulsion control. In the example shown in Fig. 3A and 3B, the propulsion devices 1 that realize differential propulsion are the port main propulsion device 11L, the starboard main propulsion device 11R, and the side thruster 12. The operations of these three propulsion devices 11L, 11L, and 12 can be individually controlled by the ship maneuvering control device 3. In Fig. 3A and 3B, the hatched arrows indicate the direction of thrust (thrust direction) generated by each of the propulsion devices 11L, 11L, and 12.

[0033] In the example shown in FIG. 3A , among the multiple main propulsion units 11, some main propulsion units 11 have thrust directions that are different from each other. In the example shown in FIG. 3A , during the execution of differential propulsion control, some main propulsion units 11 have thrust directions that intersect with each other. In other words, during the execution of propulsion control, the maneuvering control device 3 causes at least one main propulsion unit among the multiple main propulsion units 11 to generate a thrust whose direction intersects with the thrust directions of the other main propulsion units. Also, in the example shown in FIG. 3A , during the execution of differential propulsion control, some main propulsion units 11 have thrusts whose directions in the fore-aft direction (surge direction) are opposite to each other. In other words, during the execution of propulsion control, the maneuvering control device 3 causes at least one main propulsion unit among the multiple main propulsion units 11 to generate a thrust whose direction in the fore-aft direction is opposite to that of the other main propulsion units. Note that the main propulsion units 11 that generate thrusts whose directions in the fore-aft direction are opposite to each other maintain the state in which their thrust directions are opposite to each other in the fore-aft direction during the execution of differential propulsion control. That is, while the differential propulsion control is being executed, engagement and disengagement of the forward / reverse clutch are prevented.

[0034] Specifically, the thrust direction of the left main propulsion unit 11L and the thrust direction of the right main propulsion unit 11R intersect. Furthermore, the thrusts of the left main propulsion unit 11L and the right main propulsion unit 11R in the fore-and-aft direction are directed in opposite directions. More specifically, the left main propulsion unit 11L generates thrust diagonally forward to the left. The right main propulsion unit 11R generates thrust rearward. The side thruster 12 generates thrust to the right.

[0035] In Figure 3A, the resultant force in the fore-and-aft direction is balanced by the thrusts of the two main propulsion units 11L and 11R, which generate thrusts in opposite directions. The resultant force in the lateral direction (sway direction) is balanced by the thrusts of the two main propulsion units 11L and 11R and the thrust of the side thruster 12. The resultant moment in the turning direction (yaw direction) is balanced by the thrusts of the two main propulsion units 11L and 11R and the thrust of the side thruster 12. Therefore, the hull 2 ​​does not move in any of the three degrees of freedom of fore-and-aft motion, lateral motion, or turning motion, and remains in a fixed position. Note that disturbances acting on the hull 2, such as wind and waves, are not taken into consideration here.

[0036] FIG. 3B shows a state in which the balance of thrust generated by each propulsion unit 1 is lost, compared to the state in FIG. 3A in which the forces acting on the hull 2 ​​are balanced. In detail, the thrust relationship between the two main propulsion units 11L, 11R is different from that in FIG. 3A. Specifically, the thrust of the left main propulsion unit 11L is made larger than that in FIG. 3A. In addition, the magnitude of the thrust of the side thruster 12 is adjusted so that the resultant force in the lateral direction and the resultant moment in the turning direction are balanced. As a result, a forward force (resultant force) indicated by the solid black arrow acts on the hull 2, causing the hull 2 ​​to move forward.

[0037] The method of disrupting the balance of the thrust generated by each propulsion unit 1 can be implemented in any way. For this reason, as shown in Figures 4A and 4B, the patterns of the resultant force and resultant moment acting on the hull 2 ​​can be adjusted in various ways. Figure 4A is a schematic diagram illustrating an example of a generation pattern of a resultant force in differential propulsion control. Figure 4B is a schematic diagram illustrating an example of a generation pattern of a resultant moment in differential propulsion control. In Figures 4A and 4B, solid arrows indicate the resultant force or resultant moment, and hatched arrows indicate the thrust generated in each propulsion unit 1.

[0038] In states (a) to (e) shown in Fig. 4A, the resultant moment in the turning direction of the thrusts generated by each propulsion unit 1 is balanced. For this reason, in states (a) to (e) shown in Fig. 4A, the hull 2 ​​does not move in the turning direction.

[0039] In state (a) shown in Figure 4A, as in Figure 3A, the resultant force of the thrust of each propulsion unit 1 is balanced, and as a result, the hull 2 ​​does not move in either direction. In state (b), as in Figure 3B, the resultant force of the lateral components of the thrust of each propulsion unit 1 is balanced, but the resultant force of the longitudinal components is not balanced, resulting in a resultant force toward the front. As a result, the hull 2 ​​moves forward. In state (c), the resultant force of the lateral components of the thrust of each propulsion unit 1 is balanced, but the resultant force of the longitudinal components is not balanced, resulting in a resultant force toward the rear. As a result, the hull 2 ​​moves rearward. In state (d), the resultant force of the longitudinal components of the thrust of each propulsion unit 1 is balanced, but the resultant force of the longitudinal components is not balanced, resulting in a resultant force toward the left. As a result, the hull 2 ​​moves leftward. In state (e), the resultant force of the longitudinal components of the thrust of each propulsion unit 1 is balanced, but the resultant force of the lateral components is not balanced, resulting in a resultant force to the right. As a result, the hull 2 ​​moves to the right.

[0040] In states (a), (f), and (g) shown in Figure 4B, the resultant thrust generated by each propulsion unit 1 is balanced. For this reason, the hull 2 ​​does not move in the longitudinal or lateral directions in states (a), (f), and (g) shown in Figure 4B. Note that state (a) is exactly the same as state (a) in Figure 4A (a state in which forces are balanced), and does not move in the direction of stem rotation.

[0041] In state (f), the sum of the thrust moments of each propulsion unit 1 is not zero, and a clockwise moment is generated. As a result, the hull 2 ​​rotates clockwise. In state (g), the sum of the thrust moments of each propulsion unit 1 is not zero, and a counterclockwise moment is generated. As a result, the hull 2 ​​rotates counterclockwise.

[0042] 4A and 4B are merely examples. The magnitude and direction of the thrust of each propulsion unit 1 may be changed as appropriate within a range in which the desired resultant force and resultant moment on the hull 2 ​​can be obtained.

[0043] In the example shown above, the number of main thrusters 11 used for differential propulsion control is two, and the number of side thrusters 12 is one, but this is also merely an example. For example, since it is sufficient to obtain thrust as indicated by the arrows (hatched arrows) shown in Figures 4A and 4B, the number of main thrusters 11 and the number of side thrusters 12 used for differential propulsion control may be changed as appropriate from the numbers described above to achieve this.

[0044] 4A and 4B, differential propulsion control allows the drive sources (engines and motors) arranged in the hull 2 ​​to operate in a constant state, thereby keeping the hull 2 ​​in a constant position. Furthermore, differential propulsion control allows the hull 2 ​​to move in all directions, including the fore-and-aft direction, the left-and-right direction, and the turning direction, with any thrust, including very small thrust.

[0045] [2-2. Specific examples of differential propulsion control] As can be seen from the above explanation, differential propulsion control is suitable for fixed position holding control (in other words, dynamic positioning control) that keeps the hull 2 ​​at a fixed point. In other words, the ship steering control device 3 may be configured to perform fixed position holding control of the hull 2 ​​by automatically adjusting the resultant force and resultant moment applied to the hull 2 ​​by causing differences in the operation of the multiple propulsion devices 1.

[0046] Moreover, differential propulsion control is suitable for slow-speed navigation control, which causes the hull 2 ​​to navigate at a slow speed. In other words, the ship steering control device 3 may be configured to perform slow-speed navigation control of the hull 2 ​​by automatically adjusting the resultant force and resultant moment applied to the hull 2 ​​by causing differences in the operation of the multiple propulsion devices 1.

[0047] Fig. 5 is a block diagram showing the configuration of a portion of the operating device 7 provided in the boat 100 according to the embodiment of the present invention. As shown in Fig. 5, the operating device 7 includes an operating unit 71 that switches the differential propulsion control on and off. That is, the boat 100 includes an operating unit 71 that switches the differential propulsion control on and off. By providing such an operating unit 71, it is possible to use the differential propulsion control only when necessary and not use it at other times.

[0048] In detail, the operation unit 71 includes a fixed position holding on / off operation unit 711 that switches on / off the fixed position holding control, and a slow speed sailing on / off operation unit 712 that switches on / off the slow speed sailing control. That is, the boat 100 is configured to be able to switch between the fixed position holding control and the slow speed sailing control as differential propulsion control. This configuration increases the functionality of the boat 100 and improves convenience.

[0049] Each on / off operation unit 711, 712 may be, for example, a switch or the like provided at an appropriate position on the vessel 100. The switch may be a physical switch or a software switch. Also, for example, the slow navigation on / off operation unit 712 may be a joystick for manual navigation. A configuration may be adopted in which slow navigation control is started in conjunction with the start of joystick operation.

[0050] The vessel 100 may be configured to be able to use only one of the fixed position holding control using differential propulsion and the slow sailing control.

[0051] (2-2-1. Fixed point maintenance control) A specific example of fixed position holding control using differential propulsion will be described below. Fig. 6 is a flowchart illustrating the flow of fixed position holding control executed by the ship maneuvering control device 3. The flow shown in Fig. 6 is started, for example, when the operator issues a start command (ON command) for fixed position holding control using the fixed position holding ON / OFF operation unit 711.

[0052] In step S1, the ship steering control device 3 stores fixed point information in memory. The fixed point information includes information on the position and heading at which the hull 2 ​​is desired to be maintained. The information on the position and heading at which the hull 2 ​​is desired to be maintained is, for example, information on the current position and heading of the hull 2. The information on the current position and heading of the hull 2 ​​is, for example, information obtained from the sensor 8 at the time when fixed point maintenance control is started by operating the fixed point maintenance on / off operation unit 711. Once the fixed point information has been stored in memory, processing proceeds to the next step S2.

[0053] In step S2, the ship maneuvering control device 3 generates differences in the operation of each propulsion device 1 (specifically, the port main propulsion device 11L, the starboard main propulsion device 11R, and the side thrusters 12) to adjust the resultant thrust of each propulsion device 1 to a balanced state. Here, a state in which the resultant thrust of each propulsion device 1 is balanced is a state in which the resultant thrust (vector sum) of the thrusts is zero and the resultant moment in the turning direction generated by the thrusts is zero, which corresponds to, for example, the state shown in (a) in FIG. 4A described above. Note that external disturbances that act on the hull 2, such as wind and waves, are not taken into consideration here. The operating state of each propulsion device 1 (how to differentiate) to achieve a balanced state may be determined in advance through experiments or the like and stored in memory. In this case, the ship maneuvering control device 3 adjusts the resultant thrust of each propulsion device 1 to a balanced state by operating each propulsion device 1 so as to meet the setting conditions (setting conditions that achieve force balance) read from memory. Once the balance is achieved, the process proceeds to the next step S3.

[0054] In step S3, the ship steering control device 3 acquires sensor information from the sensor 8. The sensor information is, for example, current position information and orientation information of the hull 2. In addition to this information, the sensor information may also include speed information, acceleration information, etc. Once the sensor information has been acquired, the process proceeds to the next step, S4.

[0055] In step S4, the ship maneuvering control device 3 compares the fixed point information stored in step S1 with the sensor information acquired in step S3 to determine whether the current position of the hull 2 ​​has deviated from the fixed point. If it is determined that it has deviated from the fixed point (Yes in step S4), the process proceeds to step S5. If it is determined that it has not deviated from the fixed point (No in step S4), the process proceeds to step S6.

[0056] In step S5, the ship maneuvering control device 3 adjusts the thrust of the differential propulsion so that the hull 2, which has deviated from the fixed point, returns to the fixed point. A specific example will be described with reference to FIG. 4A. Here, (a) in FIG. 4A shows a state in which the hull 2 ​​is located at the fixed point. Let us assume that the position deviated from the fixed point is the position shown in (e) in FIG. 4A (a position displaced to the right). In this case, to return the hull 2 ​​to the fixed point, it is necessary to generate a leftward thrust on the hull 2 ​​by differential propulsion. To achieve this, the ship maneuvering control device 3 generates a leftward thrust by, for example, adjusting the thrust of each propulsion device 1 to a thrust state such as that shown in state (d) in FIG. 4A. Note that it is preferable that the magnitude of the leftward thrust generated is adjusted in accordance with the amount of deviation from the fixed point, the acceleration of the hull 2, etc. This adjustment can be achieved by adjusting the magnitude of the thrust generated by each propulsion device 1. Furthermore, it is preferable to prepare in advance patterns for generating resultant forces that use differential propulsion to return the position of the hull 2 ​​that has deviated from the fixed point for each direction of deviation from the fixed point and store these patterns in memory, thereby reducing the processing load on the ship maneuvering control device 3.

[0057] When the thrust adjustment in step S5 is completed, the process returns to step S3, and the processes from step S3 onwards are repeated.

[0058] In step S6, because the hull 2 ​​has not deviated from the fixed point, the ship maneuvering control device 3 maintains a balanced state of thrust so that the hull is maintained at the fixed point. In other words, the ship maneuvering control device 3 determines to maintain the differential state of each propulsion device 1 adjusted in step S2 as is. In the example shown in FIG. 4A, the ship maneuvering control device 3 determines to maintain the thrust of each propulsion device 1 as shown in state (a). When the processing of step S6 is completed, the processing returns to step S3, and the processing from step S3 onwards is repeated.

[0059] The fixed point maintenance control is ended, for example, when the operator issues an end command (off command) for the fixed point maintenance control using the fixed point maintenance on / off operation unit 711.

[0060] By performing the process shown in FIG. 6 , the hull 2 ​​is controlled to always remain at the fixed point even if it deviates from the fixed point due to external disturbances such as wind and waves. In a configuration using differential propulsion as in this embodiment, after the resultant thrust of each propulsion unit 1 is balanced, the magnitude and deflection direction of the thrust of the main propulsion unit 11 can be adjusted. This means that the rotational direction of the propeller 111 of the main propulsion unit 11 does not need to be switched. This means that the clutch switching required to switch the rotational direction of the propeller 111 is not required. This eliminates the time lag associated with clutch switching, enabling continuous thrust direction switching. Furthermore, because there is no time lag associated with clutch switching, oscillatory control near the fixed point can be suppressed, preventing a poor ride during fixed point maintenance control. Furthermore, because direction can be switched with good responsiveness, accurate fixed point maintenance control can be achieved.

[0061] (2-2-2. Slow Speed ​​Navigation Control) Next, a specific example of slow-speed navigation control using differential propulsion will be described. Fig. 7 is a flowchart illustrating the flow of slow-speed navigation control executed by the ship maneuvering control device 3. The flow shown in Fig. 7 is started, for example, when the operator issues a command to start slow-speed navigation control (on command) using the slow-speed navigation on / off operation unit 712. Note that the slow-speed navigation control may be configured to be started in response to the start of ship maneuvering control using a joystick, as described above. Slow-speed navigation is slow-speed navigation used, for example, when trolling, when navigating a rocky area that requires delicate accelerator work, or when docking or undocking the ship 100 to or from a port, pier, etc.

[0062] In step S11, the ship maneuvering control device 3 acquires slow speed navigation conditions. The slow speed navigation conditions include, for example, speed information and traveling direction information of the hull 2. The slow speed navigation conditions are given, for example, as joystick operation information. The ship maneuvering control device 3 stores the acquired slow speed navigation conditions in memory. Once the slow speed navigation conditions have been acquired, processing proceeds to the next step, S12. Note that the slow speed navigation conditions will continue to be acquired as appropriate thereafter (for example, at predetermined time intervals), and, for example, the latest slow speed navigation conditions will be stored in memory.

[0063] In step S12, the ship maneuvering control device 3 adjusts the thrust by causing differences in the operation of each propulsion device 1 (specifically, the left main propulsion device 11L, the starboard main propulsion device 11R, and the side thrusters 12) so that slow speed navigation in accordance with the acquired slow speed navigation conditions is possible. Regarding the state in which each propulsion device 1 is to operate (what differential pattern to use), a configuration may be adopted in which basic patterns are prepared for each direction of travel, for example. Then, the magnitude of the thrust of each propulsion device 1 required to realize each basic pattern may be determined according to the speed information. Once the thrust adjustment that satisfies the slow speed navigation conditions has been completed, processing proceeds to the next step, S13.

[0064] In step S13, the ship maneuvering control device 3 determines whether or not there has been a change in the slow-speed navigation conditions instructed by the operator. If there has been a change in the slow-speed navigation conditions (Yes in step S13), the process returns to step S12, and thrust adjustment in differential propulsion is performed to match the changed slow-speed navigation conditions. If there has been no change in the slow-speed navigation conditions (No in step S13), the process proceeds to step S14.

[0065] In step S14, the ship steering control device 3 acquires sensor information from the sensor 8. The sensor information is, for example, speed information and heading information (traveling direction information) of the hull 2. In addition to this information, the sensor information may also include acceleration information, etc. Once the sensor information has been acquired, the process proceeds to the next step, S15.

[0066] In step S15, the ship maneuvering control device 3 compares the current slow speed navigation conditions with the sensor information acquired in step S13 to determine whether the current navigation state of the hull 2 ​​deviates from the slow speed navigation conditions. If it is determined that the current navigation state deviates from the slow speed navigation conditions (Yes in step S15), the process returns to step S12, and thrust adjustment in differential propulsion is performed to correct the deviation from the slow speed navigation conditions. For example, if the actual speed of the hull 2 ​​deviates from the speed of the slow speed navigation conditions, the magnitude of the thrust obtained by differential propulsion is adjusted. Also, for example, if the actual traveling direction of the hull 2 ​​deviates from the traveling direction of the slow speed navigation conditions, the direction of the thrust obtained by differential propulsion is adjusted. If it is determined that the current navigation state does not deviate from the slow speed navigation conditions (No in step S15), the process proceeds to step S16.

[0067] In step S16, the ship maneuvering control device 3 determines to maintain the current thrust state because the current navigation state of the hull 2 ​​does not deviate from the slow speed navigation condition. When the processing of step S16 is completed, the processing returns to step S13, and the processing from step S13 onwards is repeated.

[0068] The slow-speed navigation control is ended, for example, when the operator issues a command to end the slow-speed navigation control (off command) using the slow-speed navigation on / off operation unit 712.

[0069] By performing the process shown in Figure 7, the hull 2 ​​can navigate at slow speed without using a slow speed mechanism such as a wet multi-plate clutch that has been conventionally used for slow speed navigation. Furthermore, because the system is configured to apply thrust to the hull 2 ​​using differential motion between multiple propulsion units 1, it is possible to generate very slight thrust and make minute changes to the thrust that cannot be achieved by controlling the on / off of a clutch. Furthermore, because the system is configured to apply thrust to the hull 2 ​​using differential motion between multiple propulsion units 1, it is possible to apply thrust to the hull 2 ​​for slow speed navigation in any direction, not just the fore-and-aft direction of the hull 2.

[0070] <3. Things to keep in mind> Various modifications can be made to the various technical features disclosed in this specification without departing from the spirit of the technical creation. Furthermore, multiple embodiments and modifications shown in this specification can be combined to the extent possible.

[0071] <5. Notes> An exemplary ship steering control device of the present invention may be a ship steering control device used in a ship having a hull on which multiple propulsion devices are arranged, and may be configured (first configuration) to create differences in thrust between the multiple propulsion devices to control the propulsion of the hull.

[0072] In the above-mentioned first configuration of the ship steering control device, the multiple propulsion devices may be configured (second configuration) to include multiple main propulsion devices arranged on the rear side of the hull and at least one auxiliary propulsion device arranged on the front side of the hull.

[0073] In the ship maneuvering control device of the second configuration, the main propulsion device may be configured (third configuration) to include a deflection mechanism that deflects the thrust direction.

[0074] The maneuvering control device of the second or third configuration may be configured (fourth configuration) such that, when the propulsion control is performed, at least one of the plurality of main propulsion devices generates a thrust in the opposite direction in the fore-and-aft direction to the other main propulsion devices.

[0075] A ship steering control device of any of the second to fourth configurations above may be configured (fifth configuration) to generate a thrust in at least one main propulsion unit among the plurality of main propulsion units that crosses the thrust direction of the other main propulsion units when the propulsion control is executed.

[0076] In the ship maneuvering control device of any one of the first to fifth configurations, the propulsion control may be a fixed point holding control that holds the hull at a fixed point (sixth configuration).

[0077] In the ship maneuvering control device of any one of the first to fifth configurations, the propulsion control may be slow-speed navigation control that causes the hull to navigate at slow speed (seventh configuration).

[0078] An exemplary vessel of the present invention may have a configuration (eighth configuration) including the vessel maneuvering control device of any one of the first to seventh configurations and the hull.

[0079] The marine vessel of the eighth configuration may be configured (ninth configuration) to include an operation unit that switches the propulsion control on and off.

[0080] The vessel of the above-mentioned 8th or 9th configuration may be configured (10th configuration) in such a way that the propulsion control can be switched between fixed point holding control, which holds the hull at a fixed point, and slow speed navigation control, which causes the hull to navigate at a slow speed. [Explanation of symbols]

[0081] 1...propulsion device 2. Hull 3. Ship steering control device 11...Main propulsion device 11L...Left main propulsion device 11R...Right main propulsion device 12. Auxiliary propulsion device, side thruster 71...Operation unit 100...ship 112...deflection mechanism 711 Fixed point holding on / off operation unit 712 Slow speed navigation on / off control

Claims

1. A ship maneuvering control device used in a ship having a hull on which a plurality of propulsion devices are arranged, A ship maneuvering control device that controls the propulsion of the hull by generating differences in thrust among the plurality of propulsion devices.

2. The plurality of propulsion devices: a plurality of main propulsion units disposed on the aft side of the hull; at least one auxiliary propulsion unit located forward of the hull; The ship maneuvering control device according to claim 1 ,

3. The ship maneuvering control device according to claim 2 , wherein the main propulsion device includes a deflection mechanism that deflects the thrust direction.

4. 4. The ship maneuvering control device according to claim 3, wherein, when the propulsion control is performed, at least one of the plurality of main propulsion devices is caused to generate a thrust in an opposite direction in the fore-and-aft direction to the other main propulsion devices.

5. The ship maneuvering control device according to claim 4, wherein, during execution of the propulsion control, at least one of the plurality of main propulsion devices generates a thrust whose thrust direction intersects with those of the other main propulsion devices.

6. The ship maneuvering control device according to claim 1 , wherein the propulsion control is a fixed point holding control that holds the hull at a fixed point.

7. The ship maneuvering control device according to claim 1 , wherein the propulsion control is slow-speed navigation control that causes the hull to navigate at a slow speed.

8. A ship maneuvering control device according to any one of claims 1 to 5; The hull; A vessel comprising:

9. The watercraft according to claim 8 , further comprising an operating unit for switching the propulsion control on and off.

10. 9. The watercraft according to claim 8, wherein the propulsion control is switchably executable between fixed position holding control for holding the hull at a fixed position and slow speed navigation control for causing the hull to navigate at slow speed.

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