Vessel mooring system

Abstract

To provide a ship mooring system capable of easily mooring a ship to a mooring position of a mooring facility including a culture fish preserve, and mooring the ship to the mooring facility without generating a large load even in wind and waves.SOLUTION: A ship mooring system 400 for mooring a ship 100 at a mooring position MP of a mooring facility 300 includes a locking part 70 provided on one of the mooring facility 300 and the ship 100, and a catching part 80 provided on the other of the mooring facility 300 and the ship 100 and configured to catch the locking part 70, wherein the locking part 70 includes a locking body 71 extending in a length direction of the ship 100 in a state where the ship 100 is moored at the mooring position MP, and the catching part 80 includes an insertion part 85 through which the locking body 71 is inserted and caught. An opening posture PF1 for allowing the locking body 71 to enter and exit the insertion part 85 and a catching posture PF2 for maintaining the state of inserting the locking body 71 into the insertion part 85 can be switched.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a vessel mooring system for mooring a vessel to a mooring position at a mooring facility. [Background technology]

[0002] In recent years, automation has been progressing in various industrial fields. For example, in the field of aquaculture, the introduction of automatic feeders is progressing. Automatic feeders are devices that are installed in offshore aquaculture farms (aquaculture cages) and automatically feed the farmed fish and shellfish. The introduction of automatic feeders can reduce the labor burden in aquaculture to some extent.

[0003] However, even if automatic feeders are introduced, currently, the work of transporting feed to the automatic feeders installed at sea is still performed by aquaculture fishermen themselves, operating their work boats. Generally, aquaculture pens are installed in multiple locations at sea, and aquaculture fishermen must load feed onto their work boats and travel to each pen to replenish the feed to the automatic feeders installed in each pen. For this reason, even if automatic feeders are introduced, the work of transporting feed to the automatic feeders remains a significant labor burden.

[0004] Furthermore, in some cases where aquaculture pens are located offshore, it may be difficult to install an automatic feeder. In such aquaculture pens, the fishermen themselves load and transport the feed onto their work boats and feed the fish in each pen. Thus, in the field of aquaculture, the transport work of transporting large amounts of feed to offshore aquaculture pens is a significant labor burden.

[0005] Furthermore, when a work boat arrives at an offshore aquaculture pen and supplies feed to the automatic feeder, or when feeding directly from the work boat, the work boat must be temporarily moored to the aquaculture pen.Among the series of maneuvers involved in transport work, the most difficult part is maneuvering the work boat from approaching the aquaculture pen to stopping it at the mooring position.

[0006] In view of the above-mentioned problems, the inventors of the present application have proposed a ship that can appropriately brake its own movement even when there are large disturbances such as wind or inertia, and can approach the mooring position safely and accurately (Patent Document 1). [Prior art documents] [Patent documents]

[0007] [Patent Document 1] Japanese Patent Application Publication No. 2023-79118 [Patent Document 2] Japanese Patent Publication No. 2021-160573 Summary of the Invention [Problem to be solved by the invention]

[0008] When temporarily mooring a work boat to an aquaculture cage, it is necessary to be able to easily moor the work boat to the aquaculture cage when it arrives at the mooring position, and to be able to quickly unmoor the work boat when it leaves the aquaculture cage after work is completed.

[0009] One known mooring system for automatically mooring a ship is the one disclosed in Patent Document 2. In the mooring system of Patent Document 2, the ship is provided with a forward bitt and an aft bitt, and a forward hook and an aft hook are provided on the quay side to capture the ship's forward bitt and aft bitt. A status detection means detects the status of the ship's hull, including its position, and a control unit controls the forward hook to rotate and move it from its fixed position to capture the front bitt, and then the aft hook to rotate and move it from its fixed position to capture the aft bitt. This mooring system reduces the additional burden on the ship by simply installing a forward bitt and aft bitt on the ship, and automates mooring operations by capturing the ship with the forward hook and aft hook provided on the quay side.

[0010] However, when the mooring system disclosed in Patent Document 2 is applied to aquaculture, it is necessary to install front and rear hooks with complex mechanisms in each of the multiple aquaculture cages, which poses a problem of high installation costs.

[0011] Furthermore, when a vessel is moored to a fish farm, the front and rear bitts on the vessel are in constant contact with the front and rear hooks on the fish farm. Therefore, when the fish farm and the vessel are respectively moving due to wind or waves, large loads are applied to the front and rear bitts and the front and rear hooks, which may damage the mooring system.

[0012] The present invention has been made in consideration of the above-mentioned problems, and aims to provide a ship mooring system that can easily moor a ship to a mooring position of a mooring facility including an aquaculture cage, and that can moor the ship to the mooring facility without generating large loads even in wind or rough waves. [Means for solving the problem]

[0013] The vessel mooring system of the present invention is a vessel mooring system for mooring a vessel at a mooring position of a mooring facility, comprising: a locking portion provided on either the mooring facility or the vessel; a catch portion provided on either the mooring facility or the vessel and configured to catch the engaging portion; The locking portion is a locking body extending in the longitudinal direction of the vessel when the vessel is moored at the mooring position; The capture unit is The locking body has an insertion portion through which the locking body is inserted and captured, an open position in which the locking body can enter and leave the insertion portion; a capturing posture in which the locking body is maintained inserted into the insertion portion; can be switched. [Effects of the Invention]

[0014] According to the vessel mooring system of the present invention, vessels can be easily moored at mooring positions in mooring facilities, and vessels can be moored at mooring facilities without generating large loads even in wind or rough waves. [Brief explanation of the drawings]

[0015] [Figure 1] FIG. 1 is a perspective view showing a vessel mooring system according to a first embodiment of the present invention. [Figure 2] FIG. 2 is a side view of the vessel. [Figure 3] FIG. 3 is a plan view showing an example of a state in which ships are arranged in parallel. [Figure 4] FIG. 4 shows (a) a plan view of the propulsion device and (b) a side view of the propulsion device. [Figure 5] FIG. 5 is a plan view illustrating the changing operation for changing the direction of the leading edge of the propulsion device. [Figure 6] FIG. 6 is a plan view showing an example of a state in which the vessel is placed in a non-parallel position in the fixed point holding mode. [Figure 7] FIG. 7 is a plan view showing an example of a state in which the vessel is in a mooring arrangement for mooring operation in the mooring mode. [Figure 8] FIG. 8 is a plan view showing an example of a state in which the vessel is in a mooring arrangement for mooring operation in the mooring mode. [Figure 9] FIG. 9 is a diagram showing the vessel mooring system as seen from the front of the vessel, with the capture units in (a) the released position and (b) the captured position. [Figure 10] FIG. 10 is a schematic diagram showing the configuration of a vessel control system. [Figure 11] FIG. 11 is a plan view showing an example of the operation of the vessel, which switches from the sailing mode to the mooring mode and performs a mooring operation in the mooring mode so as to approach the mooring position. [Figure 12] FIG. 12 is a front view showing an example of the operation of the vessel in mooring mode to perform a mooring operation so as to approach the mooring position. [Figure 13] FIG. 13 is a front view showing an example of the operation of the vessel in mooring mode to perform a mooring operation so as to approach the mooring position. [Figure 14] FIG. 14 is a front view showing an example of the operation of the vessel in mooring mode to perform a mooring operation so as to approach the mooring position. [Figure 15] FIG. 15 is a diagram illustrating a vessel mooring system according to the second embodiment of the present invention. [Figure 16] FIG. 16 is a diagram illustrating a vessel mooring system according to the second embodiment of the present invention. [Figure 17] FIG. 17 is a diagram illustrating a vessel mooring system according to the second embodiment of the present invention. [Figure 18] FIG. 18 is a plan view showing another example of the arrangement of the locking portion and the capturing portion. DETAILED DESCRIPTION OF THE INVENTION

[0016] A vessel mooring system according to one embodiment of the present invention is a vessel mooring system for mooring a vessel at a mooring position in a mooring facility, comprising: a locking portion provided on either the mooring facility or the vessel; a catch portion provided on either the mooring facility or the vessel and configured to catch the engaging portion; The locking portion is a locking body extending in the longitudinal direction of the vessel when the vessel is moored at the mooring position; The capture unit is The locking body has an insertion portion through which the locking body is inserted and captured, an open position in which the locking body can enter and leave the insertion portion; a capturing posture in which the locking body is maintained inserted into the insertion portion; (first configuration).

[0017] According to the above configuration, the capturing portion has an insertion portion through which the locking body is inserted to capture it, and is switchable between an open position that allows the locking body to move in and out of the insertion portion, and a capturing position that maintains the locking body inserted into the insertion portion. The ship can be moored to the mooring facility by approaching the mooring position of the mooring facility, inserting the locking body into the insertion portion, and switching the capture portion from the open position to the capture position. This allows ships to be moored easily to the mooring facility. Furthermore, when the catch portion catches the locking portion, the insertion portion and the locking body can move relative to each other, so that even if the ship rocks while moored, it can escape the force of waves. Therefore, even in wind or rough waves, the ship can be moored to the mooring facility without causing a large load on the catching part or the locking part.

[0018] In the first configuration, The capture unit is provided in plurality, Two or more of the plurality of capturing units may capture the common locking unit, thereby mooring the vessel to the mooring facility (second configuration).

[0019] According to the above configuration, two or more of the plurality of capturing units capture a common locking unit, thereby mooring the ship to the mooring facility. The anchoring parts can be easily installed because it is not necessary to provide the same number of catches as the number of catches. In addition, the anchoring parts can be used to stably moor the ship to the mooring facility.

[0020] In the first configuration, a plurality of the catching portions and a plurality of the locking portions are provided, The vessel may be moored to the mooring facility by capturing the plurality of locking portions with the plurality of capturing portions (third configuration).

[0021] According to the above configuration, the vessel is moored to the mooring facility by capturing the multiple locking portions with the multiple capturing portions. Since multiple locking parts can accommodate multiple catching parts, even if a ship is large and multiple catching parts are required, there is no need to provide large locking parts. This makes it easy to install the locking parts. In addition, the multiple catching parts and locking parts allow the ship to be moored stably to the mooring facility.

[0022] In any one of the first to third configurations, The capture unit is provided in plurality, The plurality of capture parts may be arranged in an area whose length in the longitudinal direction is shorter than the length in the longitudinal direction of the area in which the locking parts are provided (fourth configuration).

[0023] According to the above configuration, the plurality of capture portions are arranged in an area whose length in the longitudinal direction is shorter than the length in the longitudinal direction of the area in which the locking portion is provided. Therefore, even if there is a slight error in the positions of the multiple catching parts relative to the position of the locking part, the locking part can be caught by the multiple catching parts. This allows for more flexibility in controlling the position of the ship to moor it at the mooring position of the mooring facility, making it easier to control the position of the ship.

[0024] In any one of the first to fourth configurations, The locking body may be made of a flexible material (fifth configuration).

[0025] According to the above configuration, the locking body is formed from a flexible material, so when the locking portion is captured by the capturing portion, the locking body can deform, and can escape the force of waves even if the ship rocks while moored. Therefore, even in wind or rough waves, the ship can be moored to the mooring facility without causing a large load on the catching part or the locking part.

[0026] In any one of the first to fifth configurations, The capture unit is a capture arm that is rotatable in the vertical direction and captures the locking body; a holding portion capable of holding and releasing one end side of the capturing arm, In the open position, the free end of the capturing arm is released from the holding portion, In the capturing position, the free end of the capturing arm may be held by the holding portion (sixth configuration).

[0027] According to the above configuration, the catching portion is rotatable in the vertical direction and has a catching arm that catches the locking body. By rotating the capture arm and switching the capture section from the open position to the capture position, the capture arm can capture a locking object located away from the vessel and introduce the locking object into the insertion section, making it easy to moor the vessel at a mooring facility.

[0028] In the first to sixth configurations, The vessel comprises: The hull and a plurality of propulsion devices supported on the hull; a plurality of direction change units capable of changing the direction of the propulsion device; Equipped with Each of the propulsion devices has a propulsion unit that generates propulsive force and a resistance generating unit that generates water resistance by receiving a water flow caused by movement on a side surface, a longitudinal direction of the resistance generating portion in a direction in which the side surface of the resistance generating portion extends horizontally, When performing a mooring operation to bring the vessel close to the mooring facility and moor it, The ship is moved closer to the mooring position by the propulsion force of the propulsion unit, and some of the propulsion devices are operated as braking propulsion devices, and the direction of the braking propulsion devices is such that the direction of movement of the ship and the longitudinal direction of the resistance generating section intersect, and a braking force is generated in the direction of movement of the ship by the water resistance generated by the resistance generating section; When the locking portion and the capturing portion are close to each other, The vessel may be moored at a mooring position of the mooring facility by switching the capture unit from the release position to the capture position and capturing the locking unit with the capture unit (seventh configuration).

[0029] According to the above configuration, when mooring operations are performed, some of the multiple propulsion devices are operated as braking propulsion devices, and the direction of the braking propulsion devices is set so that the direction of movement of the ship and the longitudinal direction of the resistance generating section intersect, and the water resistance generated by the resistance generating section generates a braking force against the direction of movement of the ship. This allows the ship's movement to be appropriately braked even when there are large disturbances such as wind or strong inertia, allowing the ship to approach the mooring position safely and accurately and moor the ship to the mooring facility.

[0030] [Embodiment 1] A vessel mooring system 400 according to a first embodiment of the present invention will be described in detail below with reference to the drawings. The same or corresponding parts in the drawings are designated by the same reference numerals, and their description will not be repeated. To facilitate understanding of the description, the drawings referred to below show simplified or schematic configurations, and some components are omitted. Furthermore, the dimensional ratios between components shown in each drawing do not necessarily represent actual dimensional ratios.

[0031] Fig. 1 is a perspective view showing a vessel mooring system 400 according to a first embodiment of the present invention. As shown in Fig. 1, the vessel mooring system 400 in this embodiment is a system that automatically moor a vessel 100 at a mooring position MP set in an aquaculture cage 300. The vessel mooring system 400 includes a capturing unit 80 provided on the vessel 100 and a locking unit 70 provided at the mooring position MP of the aquaculture cage 300. By bringing the vessel 100 close to the mooring position MP of the aquaculture cage 300 and having the locking unit 70 capture the vessel 100, the vessel 100 can be automatically moored at the mooring position MP of the aquaculture cage 300.

[0032] The ship 100 described in this embodiment is used as a work boat that automatically transports feed W to an aquaculture cage 300 installed on the sea. However, the use of the ship mooring system of the present invention is not limited to aquaculture fishing. The aquaculture cage 300 is an example of a mooring facility. In addition to an aquaculture cage, the mooring facility may also be a quay at a port or the like, a mooring buoy, a pier, or a floating pier.

[0033] Furthermore, in this embodiment, the vessel mooring system 400 is configured such that the capture unit 80 is provided on the vessel 100 and the engagement unit 70 is provided on the aquaculture cage 300, but it is also possible to provide the capture unit on a mooring facility such as an aquaculture cage and the engagement unit on the vessel.

[0034] The vessel 100 described in this embodiment is equipped with multiple propulsion devices 30 and has multiple operating modes for performing fixed-point maintenance operations, navigation operations, mooring operations, etc. In fixed-point maintenance mode, a fixed-point maintenance operation is performed, and the vessel's position is maintained at a fixed point. In navigation mode, a navigation operation is performed, and the vessel's position is moved without performing a fixed-point maintenance operation. In mooring mode, a mooring operation is performed, and the vessel approaches the mooring position MP while generating a braking force using the resistance generating unit 50 to make it easier to maintain the vessel's position and course.

[0035] When the vessel 100 transports feed W to the aquaculture cage 300, it moves toward a target position (a mooring position MP set in the aquaculture cage 300) in a navigation mode by automatic operation. After moving to the vicinity of the mooring position MP in the navigation mode, it switches to a mooring mode and approaches the mooring position MP set in the aquaculture cage 300 while performing a mooring operation by automatic operation. When the vessel 100 approaches the mooring position MP, it moors itself to the mooring position MP of the aquaculture cage 300 by the vessel mooring system 400.

[0036] However, the vessel to which the vessel mooring system of the present invention can be applied is not limited to the vessel 100 described in this embodiment. For example, it is not limited to vessels that operate automatically, but may be vessels that are manually operated by crew members or vessels that are remotely controlled by an operator. Furthermore, the use of the vessel is not limited to aquaculture. For example, it may be used as a research vessel that operates automatically in the ocean or lakes to carry out work such as underwater environmental surveys.

[0037] Furthermore, the vessel mooring system of the present invention is not limited to automatically mooring a vessel to a mooring facility, but may be operated by a crew member to moor the vessel, or may be remotely operated by an operator to moor the vessel.

[0038] [Ship] The following describes the overall configuration of the ship 100. Fig. 2 is a side view of the ship 100. Fig. 3 is a plan view showing an example of the ship 100 in the parallel arrangement PA.

[0039] As shown in Figures 1 to 3, the ship 100 comprises a hull 20, four propulsion units 30 (first propulsion unit 301, second propulsion unit 302, third propulsion unit 303, and fourth propulsion unit 304), a direction change unit 60, a capture unit 80, and a control unit 180.

[0040] The four propulsion units 30 are each supported on the hull 20 via a direction change unit 60. The direction change unit 60 changes the orientation of each propulsion unit 30 relative to the hull 20. The control unit 180 controls the automatic operation and automatic mooring of the ship 100. In the following description, when the first propulsion unit 301, the second propulsion unit 302, the third propulsion unit 303, and the fourth propulsion unit 304 are not to be distinguished from one another, they may be simply referred to as propulsion units 30.

[0041] In this embodiment, the orientation of each propulsion unit 30 is not fixed, and the attitude of each propulsion unit 30 can be changed independently depending on the operation mode. Because the attitude of each propulsion unit 30 changes, the relationship between the front, rear, left, and right directions of the vessel 100 and the front, rear, left, and right directions of each propulsion unit 30 is not constant. Therefore, in order to distinguish between the orientations of the vessel 100 and each propulsion unit 30, the following definitions are used.

[0042] The front of the vessel 100 coincides with the front of the hull 20, and the front of the vessel 100 is indicated by arrow F. The rear of the vessel 100 coincides with the rear of the hull 20, and the rear of the vessel 100 is indicated by arrow B. The left side of the vessel 100 coincides with the left side of the hull 20, and the left side of the vessel 100 is indicated by arrow L. The right side of the vessel 100 coincides with the right side of the hull 20, and the right side of the vessel 100 is indicated by arrow R. The direction in which the front of the vessel 100 faces is the vessel's heading HD, and is indicated by arrow HD. The vessel's heading HD coincides with the front F of the vessel 100. The upward direction of the vessel 100 is indicated by arrow U, and the downward direction of the vessel 100 is indicated by arrow D.

[0043] The forward direction relative to the traveling direction of the vessel 100 is indicated by arrow TF, the rearward direction relative to the traveling direction of the vessel 100 is indicated by arrow TB, the rightward direction relative to the traveling direction of the vessel 100 is indicated by arrow TR, and the leftward direction relative to the traveling direction of the vessel 100 is indicated by arrow TL (see Figure 7).

[0044] Depending on the operation mode, the boat 100 can move straight and turn in the forward direction F, backward direction B, right direction R, left direction L, and diagonal directions of the boat 100. For this reason, the forward direction F, backward direction B, right direction R, and left direction L of the boat 100 do not necessarily coincide with the forward direction TF, backward direction TB, right direction TR, and left direction TL of the boat 100 in its traveling direction.

[0045] Next, the configuration of each part of the vessel 100 will be described. As shown in FIGS. 1 to 3, the hull 20 has a hull shape that allows it to float on water by buoyancy. In this embodiment, the hull 20 has a hull shape with high loading capacity so that feed W can be loaded onto the hull 20 and transported to the aquaculture cage 300. The upper surface of the deck 21 is used as a loading section for loading the feed W and the like. A storage space is formed below the deck 21. The storage space accommodates a control unit 180, a power supply unit (not shown), and the like. A current position information acquisition unit 190 is provided at the rear of the hull 20. The current position information acquisition unit 190 includes a GNSS sensor 191 and a direction sensor 192 (see FIG. 10). A steering box 110 and a sunshade 120 are installed at the rear of the deck 21, allowing for manual operation as well as automatic operation. Note that in the drawings used in the following description, structures on the deck 21, such as the steering box 110 and the sunshade 120, may be omitted.

[0046] Figure 2 shows a waterline WL on the side of the hull 20. Figure 3 shows a fore-aft line (centerline) CL connecting the bow 20F and stern 20B of the hull 20 in a plan view. The center of the fore-aft line CL in a plan view of the hull 20 is defined as the hull center position CB.

[0047] The capturing unit 80, together with the locking unit 70 provided in the aquaculture cage 300, constitutes the vessel mooring system 400. The capturing unit 80 is provided on the outer surface of the hull 20, and by capturing the locking unit 70 provided in the aquaculture cage 300, the vessel is moored at a mooring position MP set in the aquaculture cage 300. The vessel 100 of this embodiment is provided with two capturing units 80 on the port side of the hull 20. The two capturing units 80 are arranged spaced apart in the longitudinal direction of the vessel 100.

[0048] 4A is a plan view of the propulsion device 30, and FIG. 4B is a side view of the propulsion device 30. As shown in FIG. 4, each propulsion device 30 has a propulsion unit 40 and a resistance generating unit 50. The propulsion units 40 each generate a propulsive force that propels the vessel 100. The direction in which the propulsive force from the propulsion unit 40 acts is referred to as the propulsive force acting direction DS.

[0049] The resistance generating portion 50 shown in FIG. 4a has a center line SCL and a central portion WB. The center line SCL is a straight line connecting the leading edge 50F and the trailing edge 50B of the resistance generating portion 50 in a plan view. The direction in which the center line SCL extends is the longitudinal direction of the resistance generating portion 50 in a plan view, which corresponds to the longitudinal direction of the resistance generating portion in the present invention. The direction in which the center line SCL of the resistance generating portion 50 extends toward the leading edge 50F is defined as the leading edge direction DF, and the direction in which the center line SCL extends toward the trailing edge 50B is defined as the trailing edge direction DB.

[0050] The propulsion unit 40 in this embodiment is a propeller provided on the trailing edge 50B side of the resistance generating unit 50. A propeller guard is attached around the propeller. The drive source 32 in this embodiment is an electric motor, and the magnitude of the thrust of each propulsion unit 40 is changed by changing the rotation speed of each electric motor. The thrust of each propulsion unit 40 can also be switched between the leading edge direction DF and the trailing edge direction DB by changing the rotation direction of each electric motor.

[0051] The drive sources 32 are attached to the resistance generating unit 50, and the power to drive the drive sources 32 of each propulsion device 30 is supplied from a power supply unit (not shown) mounted on the hull 20. The operation of each drive source 32 is controlled by the control unit 180.

[0052] The resistance generating section 50 is a section that generates water resistance by receiving on its side surface 51 the water current that accompanies the movement of the vessel 100. The resistance generating section 50 has an airfoil-shaped cross section in the horizontal plane. The resistance generating section 50 is attached so that its center line SCL (longitudinal direction of the resistance generating section) is parallel to the direction of thrust DS of the propulsion section 40. By changing the orientation of the propulsion device 30 so that the direction of movement of the vessel 100 intersects with the center line SCL of the resistance generating section 50, the resistance generating section 50 generates water resistance and generates a braking force against the direction of movement of the vessel 100.

[0053] The direction change unit 60 is configured to be able to change the leading edge direction DF of the propulsion unit 30 relative to the ship's bow direction HD. The direction change unit 60 is equipped with a motor such as a servo motor or stepping motor, and is able to control the rotation angle of the propulsion unit 30 about the central axis of rotation CR relative to the hull 20. By controlling the rotation angle of the motor with the control unit 180, it is possible to control the attitude of the propulsion unit 30 (the direction of the leading edge direction DF). The direction change unit 60 is able to change the leading edge direction DF of the propulsion unit 30 in all directions (360 degrees) horizontally (see Figure 5).

[0054] The control unit 180 constitutes a vessel control system 200 that controls the automatic operation and automatic mooring of the vessel 100 (see FIG. 10). The control unit 180 controls the operations of the propulsion device 30, the direction changing unit 60, and the capturing unit 80 in order to control the automatic operation and automatic mooring of the vessel 100. The specific configuration of the control unit 180 will be described later.

[0055] FIG. 5 is a plan view illustrating the change operation for changing the leading edge direction DF of the propulsion unit 30. The change operation for the leading edge direction DF will be described using the first propulsion unit 301 as an example. FIG. 5 shows the state in which the first propulsion unit 301 changes from attitude 301PA to attitude 301NPA. Attitude 301PA is the attitude of the first propulsion unit 301 in the parallel arrangement PA shown in FIG. 3. Attitude 301NPA is the attitude of the first propulsion unit 301 in the non-parallel arrangement NPA shown in FIG. 6. In the change from attitude 301PA to attitude 301NPA, the leading edge direction DF is changed by angle θ1 clockwise around the direction change unit 60 (rotation center axis CR).

[0056] This change in the leading edge direction DF is performed by controlling the direction change unit 60 provided in the first propulsion device 301 with the control unit 180. As with the first propulsion device 301, the leading edge direction DF is also changed for the second propulsion device 302, the third propulsion device 303, and the fourth propulsion device 304 by controlling the direction change unit 60 provided in each propulsion device 30 with the control unit 180. Note that the operation of the direction change unit 60 is not limited to the operation shown in Fig. 5. The change angle θ1 of the leading edge direction DF can be set to any angle.

[0057] Next, the possible arrangements and operations of each propulsion device 30 in each operating mode will be described with reference to FIGS. 3, 6, 7 and 8. FIG.

[0058] As shown in FIG. 3, the parallel arrangement PA is a state in which the propulsion devices 30 are arranged so that the leading edge directions DF of the respective propulsion devices 30 are parallel to each other. The parallel arrangement PA is the posture when the marine vessel 100 is mainly operating in sailing mode. In the parallel arrangement PA state of FIG. 3, when the marine vessel 100 moves in the bow direction HD, each propulsion device 30 moves in the leading edge direction DF. By controlling the distribution of the propulsive force of each propulsion device 30 in this state, propulsive forces in the forward direction F and the rearward direction B of the marine vessel 100 and steering forces (turning moments) in the right direction R and the left direction L are generated. This allows the marine vessel 100 to move forward direction F and the rearward direction B and turn right direction R and the left direction.

[0059] Fig. 6 is a plan view showing an example of a state in which the marine vessel 100 is in a non-parallel arrangement NPA in the fixed position mode. As shown in Fig. 6, the non-parallel arrangement NPA is a state in which the leading edge direction DF of each propulsion device 30 is non-parallel to the other leading edge directions DF. In Fig. 6, the resistance generating units 50 of each propulsion device 30 are arranged so that the center line SCL is substantially X-shaped in plan view. The leading edge direction DF of each propulsion device 30 points toward the vicinity of the hull center position CB, and the trailing edge direction DB of each propulsion device 30 points radially outward from the hull center position CB.

[0060] The non-parallel arrangement NPA is the posture of the vessel 100 when it performs fixed-point keeping operations, mainly in fixed-point keeping mode. In the non-parallel arrangement NPA state, the resistance generated by the resistance generating unit 50 is large regardless of the direction in which the vessel 100 moves, creating a braking effect that makes it difficult for the vessel 100 to move from the fixed point even in the presence of wind disturbances. By controlling the distribution of thrust from each propulsion device 30 in this state, it is possible to freely control the direction of movement of the vessel 100 in all directions (360 degrees) horizontally, including forward F, backward B, right R, left L, and diagonal directions of the vessel 100.

[0061] 7 and 8 show an example of a state in which the vessel 100 is in the mooring arrangement PB for mooring in the mooring mode. FIG. 7 shows a state in which the mooring position MP set in the aquaculture pen 300 is in the traveling direction of the vessel 100 (the direction indicated by the arrow TF). FIG. 8 shows a state in which the vessel 100 is automatically moored by the vessel mooring system 400 at the mooring position MP set in the aquaculture pen 300. The mooring arrangement PB is a layout for generating a braking force by the water resistance generated by the resistance generating unit 50 when performing mooring in the mooring mode, thereby enabling the vessel 100 to appropriately brake its movement even when there is a large disturbance such as wind or inertia. The mooring operation moves the vessel 100 closer to the locking unit 70 provided at the mooring position MP in the aquaculture pen 300.

[0062] In the mooring arrangement PB, some of the multiple propulsion devices 30 are operated as braking propulsion devices 30X. In Figure 7, of the propulsion devices 30 on the bow 20F side and the stern 20B side of the hull 20, the first propulsion device 301 and the fourth propulsion device 304, which are closer to the mooring position MP, are set as braking propulsion devices 30X.

[0063] The mooring operation includes movement in a direction intersecting the leading edge direction DF of the braking propulsion device 30X. For example, in FIG. 7, when the vessel 100 moves in the direction of the arrow TF, the vessel 100 moves in a direction perpendicular to the leading edge direction DF of the braking propulsion device 30X (the first propulsion device 301 and the fourth propulsion device 304). When the vessel 100 moves in a direction intersecting the leading edge direction DF of the braking propulsion device 30X, the water resistance generated by the resistance generating unit 50 increases, making it easier to obtain braking force when slowing or stopping the vessel 100 or against wind currents. Therefore, even when external disturbances such as wind or inertia are large, the movement of the vessel 100 can be appropriately braked, allowing the vessel 100 to safely and accurately approach the mooring position MP. As shown in FIG. 7, when the vessel 100 moves in a direction perpendicular to the leading edge direction DF of the braking propulsion device 30X (the first propulsion device 301 and the fourth propulsion device 304), the braking force generated by the braking propulsion device 30X is greatest.

[0064] If the propulsion units 30 other than the braking propulsion unit 30X are defined as unmoored propulsion units 30NX, then in Figure 7, the second propulsion unit 302 and the third propulsion unit 303 are set as unmoored propulsion units 30NX. The braking propulsion unit 30X and the unmoored propulsion unit 30NX are arranged so that their leading edge directions DF intersect with each other.

[0065] When the vessel 100 moves in the direction indicated by arrow TF (or arrow TB), the hull 20 can be moved by being pushed (pulled) by the propulsive force of the unmooring propulsion units 30NX (the second propulsion unit 302 and the third propulsion unit 303). By changing the balance of the propulsive forces of the unmooring propulsion units 30NX (the second propulsion unit 302 and the third propulsion unit 303), it is also possible to generate a steering force (a turning moment) that changes the direction of travel of the vessel 100. Furthermore, when the vessel 100 moves in the direction indicated by arrow TR (or arrow TL), the vessel 100 can be moved while also applying the propulsive force of the braking propulsion units 30X (the first propulsion unit 301 and the fourth propulsion unit 304).

[0066] 9 is a view of the vessel mooring system 400 seen from the front of the vessel 100, showing the capturing unit 80 in (a) the open position and (b) the capturing position. As shown in FIGS. 1, 7, 8 and 9, the vessel mooring system 400 includes a locking unit 70 provided at the mooring position MP of the aquaculture cage 300, and a capturing unit 80 provided on the vessel 100.

[0067] As shown in Figures 7 and 8, the locking unit 70 has a locking body 71 and a support portion 73. The locking body 71 extends in the longitudinal direction of the vessel 100 when the vessel 100 is moored at the mooring position MP of the aquaculture cage 300 (see Figure 8). The locking body 71 may be any material that can be captured by the capturing unit 80, such as a cord such as a fiber rope or wire rope, or a rod-shaped body made of a synthetic resin material, a metal material, or a natural material such as bamboo. Furthermore, the locking body 71 is preferably flexible like a rope or easily deformable, but is not limited to this. In this embodiment, a fiber rope is used as the locking body 71.

[0068] The length of the locking unit 70 (the length of the locking body 71) may be any length that corresponds to the catch unit 80 provided on the vessel 100 and allows the vessel 100 to be moored. In this embodiment, the vessel 100 is provided with a plurality of (two) catch units 80, and the two catch units 80 are configured to catch a common (single) locking unit 70. The length L1 of one locking unit 70 may be approximately the same as the distance L2 between the two catch units 80. However, in this embodiment, as shown in FIG. 7, the length L1 of one locking unit 70 is longer than the distance L2 between the two catch units 80. In other words, if the longitudinal length of the area where the locking unit 70 is installed is L1 and the longitudinal length of the area where the multiple catch units 80 are installed is L2, the multiple catch units 80 are arranged in an area (length L2) that is shorter in the longitudinal direction than the longitudinal length L1 of the area where the locking unit 70 is installed.

[0069] In this case, as shown in Figure 8, when two capturing units 80 capture a common (single) locking unit 70, the area where the locking units 70 are installed (length L1) has more leeway in length than the area where the capturing units 80 are installed (length L2). Therefore, the position of the vessel 100 approaches the mooring position MP slightly back and forth, and even if there is a slight error in the positions of the two capturing units 80 relative to the position of the locking unit 70, the locking unit 70 can be captured by the multiple capturing units 80. This allows for more flexibility in position control of the vessel 100 to moor it at the mooring position MP of the aquaculture cage 300, making it easier to control the position of the vessel 100.

[0070] The support parts 73 are members that support the locking body 71 relative to the aquaculture cage 300. In this embodiment, a fiber rope is used as the locking body 71, and therefore the support parts 73 are installed at both ends of the locking body 71. There is no limit to the number of support parts 73, and support parts 73 that support the middle part of the locking body 71 may be added in addition to both ends of the locking body 71. Furthermore, if the locking body is capable of maintaining its shape, such as a rod-shaped body made of synthetic resin, the positions where the support parts support the locking body do not necessarily have to be at both ends of the locking body.

[0071] As shown in Figures 7, 8, and 9, the capture units 80 are provided on the outer surface of the hull 20. In this embodiment, two capture units 80 are provided on the port side of the hull 20. By capturing the locking units 70 provided on the aquaculture cage 300 with the two capture units 80, the vessel 100 can be moored at the mooring position MP set on the aquaculture cage 300. The capture units 80 may be provided on both sides of the hull 20, and their installation positions are not limited. Furthermore, three or more capture units 80 may be provided on each side, or only one unit may be provided.

[0072] The arrangement of the locking unit 70 and the catching units 80 is not limited to one locking unit 70 and two catching units 80 shown in Figures 7 and 8. Figure 18 is a plan view showing another example of the arrangement of the locking units and the catching units. In Figure 18, two catching units 80 are provided on the vessel 100, and two locking units 70B and 70C are provided on the aquaculture cage 300.

[0073] The length of each of the locking portions 70B, 70C is shorter than the length of one locking portion 70 shown in Figures 7 and 8. However, if the longitudinal length of the area where the two locking portions 70B, 70C are installed is the length from one end of locking portion 70B to the other end of locking portion 70C, the longitudinal length of the area where the locking portions 70B, 70C are installed is L3. In this case, multiple capturing portions 80 are arranged in an area (length L2) whose longitudinal length is shorter than the longitudinal length L3 of the area where the locking portions 70B, 70C are installed.

[0074] Therefore, when the capturing portion 80 on the bow 20F side captures the locking portion 70B and the capturing portion 80 on the stern 20B side captures the locking portion 70C, as explained in Figures 7 and 8, the area where the locking portions 70B and 70C are installed (length L3) has more length than the area where the capturing portion 80 is installed (length L2), making it easier to control the position of the ship 100.

[0075] The arrangement of the locking portion and the capturing portion is not limited to one locking portion 70 and two capturing portions 80 shown in Figures 7 and 8, or two capturing portions 80 and two locking portions 70B, 70C shown in Figure 18. Two or more locking portions and two or more capturing portions may be provided.

[0076] Furthermore, the number of locking portions and the number of catching portions do not necessarily have to be the same. For example, three catching portions and two locking portions may be provided. In this case, two catching portions may catch a common locking portion, and the remaining catching portion may catch the remaining locking portion.

[0077] 9, the capturing unit 80 has a capturing rod 81, a rod drive unit 82, and a rod receiving unit 83. The capturing rod 81 is, for example, a metal rod-shaped body, and can be switched between a state in which the locking body 71 is captured and a state in which the locking body 71 is released by moving it up and down.

[0078] The rod driving unit 82 supports the capture rod 81 and has a mechanism for driving the capture rod 81 up and down. The driving source for the mechanism for driving the capture rod 81 up and down can be, but is not limited to, an electric motor, an air cylinder, or the like. The driving of the rod driving unit 82 is controlled by the control unit 180.

[0079] The rod receiving portion 83 is provided below the rod driving portion 82 and is a portion that holds the lower end of the capture rod 81 when the capture rod 81 is lowered. The rod driving portion 82 and the rod receiving portion 83 are positioned to support the capture rod 81 at a position away from the outer surface of the hull 20.

[0080] The capture rod 81, rod drive unit 82, and rod receiver 83 constitute an insertion section 85 between the capture rod 81, the rod drive unit 82, and the rod receiver 83, and the outer surface of the hull 20. As shown in FIG. 9a, when the rod drive unit 82 is driven to move the capture rod 81 upward and the lower end of the capture rod 81 is separated from the rod receiver 83, the insertion section 85 is opened, allowing the locking body 71 to move in and out of the insertion section 85. Also, as shown in FIG. 9b, when the rod drive unit 82 is driven to move the capture rod 81 downward and the lower end of the capture rod 81 is held by the rod receiver 83, the insertion section 85 is closed, preventing the locking body 71 from moving in and out of the insertion section 85.

[0081] As shown in Figure 9a, the posture in which the insertion portion 85 is opened to allow the locking body 71 to enter and exit the insertion portion 85 is referred to as the open posture PF1. As shown in Figure 9b, the posture in which the insertion portion 85 is closed to maintain the state in which the locking body 71 is inserted into the insertion portion 85 is referred to as the capture posture PF2. The capture portion 80 can be switched between the open posture PF1 and the capture posture PF2 under the control of the control unit 180.

[0082] The heights of the locking unit 70 and the capturing unit 80 from the water surface are set so that when the vessel 100 approaches the mooring position MP of the aquaculture pen 300, the capturing unit 80 can capture the locking unit 70 installed in the aquaculture pen 300. However, the position of the waterline WL of the vessel 100 varies depending on the weight of the feed W, etc. loaded on the vessel 100, such as when the deck 21 is fully loaded with feed W, etc. (heavy load state) and when the deck 21 is almost completely empty of feed W, etc. (light load state). Furthermore, when the aquaculture pen 300 and the vessel 100 are respectively moving due to wind or waves, the relative positions of the locking unit 70 and the capturing unit 80 also vary. The height positions and the vertical spacing between the rod drive unit 82 and the rod receiver 83 constituting the capturing unit 80 are set so that the capturing unit 80 can capture the locking unit 70 even in such a situation, and the length of the capturing rod 81 is set accordingly.

[0083] In order to prevent the locking unit 70 provided on the aquaculture cage 300 from accidentally contacting the vessel 100 or the capturing unit 80 provided on the vessel 100 from accidentally contacting the aquaculture cage 300, the vessel 100 and the aquaculture cage 300 are provided with fenders and buffers, but detailed explanations and illustrations are omitted. Furthermore, the locking unit 70 provided on the aquaculture cage 300 and the capturing unit 80 provided on the vessel 100 may each be installed in a position that prevents accidental contact.

[0084] Figure 10 is a schematic diagram showing the configuration of a ship control system 200. The ship control system 200 is a system that controls the automatic operation and automatic mooring of a ship 100. Figure 10 shows the configuration of the ship control system 200, mainly for controlling the movement and automatic mooring of the ship 100. The ship control system 200 includes a control unit 180, a current position information acquisition unit 190, a propulsion device 30 (drive source 32), a direction change unit 60, and a capture unit 80.

[0085] The current position information acquisition unit 190 has a GNSS sensor 191 and a direction sensor 192. The GNSS sensor 191 receives GNSS signals from GNSS (Global Navigation Satellite System) satellites. The GNSS signals received by the GNSS sensor 191 are input to the control unit 180. The direction sensor 192 detects the direction of the ship's bow direction HD of the ship 100. The detection signal from the direction sensor 192 is input to the control unit 180. The current position information acquisition unit 190 may also have other sensors, such as a wind direction / wind speed sensor, a tidal current sensor, etc.

[0086] The control unit 180 is connected to the propulsion device 30 (drive source 32), the direction change unit 60, and the capture unit 80 (rod drive unit 82). The control unit 180 controls the propulsion device 30 (drive source 32) and the direction change unit 60, thereby controlling the automatic operation of the vessel 100. The control unit 180 also controls the capture unit 80 (rod drive unit 82), thereby performing automatic mooring of the vessel 100.

[0087] The control unit 180 includes a memory 181, a current position information calculation unit 182, a first operation mode determination unit 183, a second operation mode determination unit 184, a hull direction control unit 185, a propulsion device control unit 187, and a capture unit control unit 188.

[0088] The memory 181 stores data related to the automatic operation of the vessel 100. The memory 181 stores route data DE1, first operation mode determination criterion data DE2, second operation mode determination criterion data DE3, hull direction control data DE4, and propulsive force allocation data DE5.

[0089] The route data DE1 records position data regarding the positions (mooring positions) MP1 to MPN of the multiple aquaculture cages 300 to which the feed W is transported, and data regarding the route for navigating to the multiple mooring positions MP1 to MPN in a predetermined order.

[0090] The first operation mode determination criterion data DE2 stores a determination criterion for determining whether the operation mode should be the navigation mode or the fixed point holding mode.

[0091] The second operation mode determination criterion data DE3 stores a determination criterion for determining whether the operation mode should be the sailing mode or the mooring mode. In this embodiment, the second operation mode determination criterion data DE3 stores a determination criterion for setting the operation mode to the sailing mode when the distance from the current position to the mooring position MP is equal to or greater than a predetermined reference distance, and for setting the operation mode to the mooring mode when the distance from the current position to the mooring position MP is less than the predetermined reference distance.

[0092] The second operating mode judgment criteria data DE3 also records a judgment criterion for activating the capture unit 80 at the mooring position while remaining in mooring mode to perform automatic mooring when the ship 100 performs mooring operations in mooring mode and reaches the mooring position MP, i.e., when the distance from the current position to the mooring position becomes 0.

[0093] The hull direction control data DE4 stores data related to the operation of the direction change unit 60. Specifically, the data stores settings for setting the attitude of each propulsion unit 30 to suit each operation mode (navigation mode, fixed-point mode, mooring mode), and data related to the operation of the direction change unit 60 for changing the leading edge direction DF of each propulsion unit 30.

[0094] In this embodiment, the propulsion devices 30 are set to assume a parallel arrangement PA (see FIG. 3) in the sailing mode. In order for the propulsion devices 30 to assume the parallel arrangement PA, the operation data of the direction changing unit 60 is set so that the angle between each leading edge direction DF and the vessel bow direction HD of the vessel 100 is 0 degrees for each propulsion device 30.

[0095] In the fixed position holding mode, each propulsion device 30 is set to be in a non-parallel arrangement NPA state (see FIG. 6). In order for each propulsion device 30 to be in a non-parallel arrangement NPA state, the operation data of the direction changing unit 60 is set so that the angle between the leading edge direction DF of each propulsion device 30 and the vessel bow direction HD of the vessel 100 is a predetermined angle for each propulsion device 30.

[0096] In the mooring mode, each propulsion device 30 is set to be in the mooring arrangement PB (see FIG. 7). In order for each propulsion device 30 to be in the mooring arrangement PB, the operation data of the direction changing unit 60 is set so that the angle between the leading edge direction DF of each propulsion device 30 and the vessel bow direction HD of the vessel 100 is a predetermined angle for each propulsion device 30.

[0097] The propulsive force distribution data DE5 stores data relating to the distribution of the propulsive force of the propulsion device 30 in each operating mode (navigation mode, stationary mode, mooring mode).

[0098] In this embodiment, the vessel 100 assumes a parallel arrangement PA in the sailing mode, and data is recorded regarding the distribution of propulsive force to be output by each propulsion device 30 according to the relationship between the heading of the vessel 100's bow direction HD in the parallel arrangement PA and the heading from the current position to the mooring position MP. By controlling the distribution of propulsive force of each propulsion device 30, the operation data of the propulsion devices 30 is set so as to generate propulsive forces in the forward F and rearward B directions of the vessel 100 and steering forces (turning moments) in the right R and left L directions of the vessel 100.

[0099] In the fixed position mode, the vessel 100 adopts a non-parallel arrangement NPA, and therefore data is recorded regarding the distribution of propulsive force to be output by each propulsion device 30 according to the relationship between the heading direction HD of the vessel 100 in the non-parallel arrangement NPA and the heading from the current position to the target position. By controlling the distribution of propulsive force of each propulsion device 30, the operation data of the propulsion devices 30 is set so that the direction of movement of the vessel 100 can be freely controlled in all directions (360 degrees) horizontally, including forward F, backward B, left L, right R, and diagonal directions.

[0100] In the mooring mode, the vessel 100 assumes a mooring arrangement PB, and data is recorded regarding the distribution of propulsive force to be output by each propulsion device 30 according to the relationship between the heading direction HD of the vessel 100 in the mooring arrangement PB and the heading from the current position to the mooring position MP. By controlling the distribution of propulsive force of each propulsion device 30, the operation data of the propulsion devices 30 is set so that propulsive force in the forward direction TF and rearward direction TB in the direction of travel of the vessel 100 and steering force (turning moment) in the starboard direction TR and port direction TL are generated.

[0101] The current position information calculation unit 182 calculates position information at the current position, information related to the moving speed, etc., based on the detection signal from the current position information acquisition unit 190. Specifically, the current position information calculation unit 182 calculates the coordinates of the current position of the ship 100 (current position GNSS coordinates) based on the GNSS signal from the GNSS sensor 191, and calculates the orientation of the ship's bow direction HD of the ship 100 based on the detection signal from the orientation sensor 192. The current position information calculation unit 182 also refers to data related to the mooring position MP and the route recorded in the route data DE1 stored in the memory 181, and calculates the distance to the mooring position MP and the orientation of the mooring position MP relative to the ship's bow direction HD of the ship 100.

[0102] The first operation mode determination unit 183 refers to the first operation mode determination criteria data DE2 stored in the memory 181 to determine the operation mode (navigation mode or fixed point holding mode).

[0103] The second operation mode determination unit 184 refers to the second operation mode determination criteria data DE3 stored in the memory 181 and determines the operation mode (navigation mode or fixed point holding mode) that is suitable for movement to the mooring position MP.

[0104] Specifically, if the distance from the current position to the mooring position MP is equal to or greater than a predetermined reference distance, the operating mode is set to navigation mode, and if the distance from the current position to the mooring position MP is less than the predetermined reference distance, the operating mode is determined to be mooring mode.

[0105] In addition, when the ship 100 performs mooring operation in mooring mode and reaches the mooring position MP, i.e., when the distance from the current position to the mooring position MP becomes 0, the second operating mode determination unit 184 determines to operate the capture unit 80 at that position while remaining in mooring mode and perform automatic mooring.

[0106] The hull direction control unit 185 refers to the hull direction control data DE4 stored in the memory 181 and controls the operation of the direction change unit 60 provided in each propulsion device 30 in accordance with each operating mode (navigation mode, fixed point holding mode, mooring mode) determined by the first operating mode determination unit 183 and the second operating mode determination unit 184.

[0107] The propulsion device control unit 187 refers to the propulsion force allocation data DE5 stored in the memory 181 and controls the operation of each propulsion device 30 (drive source 32) in accordance with each operating mode (navigation mode, fixed point holding mode, mooring mode) determined by the first operating mode determination unit 183 and the second operating mode determination unit 184.

[0108] The capture unit control unit 188 controls the operation of the capture unit 80 (rod drive unit 82) to switch the capture unit 80 from the open position PF1 to the capture position PF2 based on the determination result made by the second operating mode determination unit 184 that automatic mooring will be performed at that position while remaining in mooring mode.

[0109] [Operation] Next, the operation of automatic mooring of the vessel 100 will be described. As shown in FIG. 1, the aquaculture cage 300 is a facility installed on the sea or the like to cultivate fish and shellfish and temporarily raise caught fish and shellfish. The aquaculture cage 300 includes a float 310 and a frame 320. A plurality of floats 310 are provided to install the aquaculture cage 300 near the water surface. The frame 320 is assembled using metal pipes or the like to form a rectangular or octagonal frame in a plan view, and a plurality of floats 310 are attached to it. A net (not shown) is installed in the water inside the frame 320 to enclose the fish and shellfish inside. The aquaculture cage 300 is installed at a predetermined position on the water surface using anchors or the like fixed to the seabed.

[0110] A support stand 330 is suspended above the water surface inside the frame 320. An automatic feeder (not shown) is installed on the support stand 330 to automatically feed the farmed fish and shellfish.

[0111] The feed W is supplied to the automatic feeder using the ship 100 of this embodiment. The ship 100 loaded with the feed W approaches the mooring position MP set in the aquaculture cage 300 by automatic operation, and is automatically moored to the aquaculture cage 300 when it reaches the mooring position MP. The feed W is transported from the ship 100 to the automatic feeder using, for example, a conveyor.

[0112] In the case of an aquaculture cage not equipped with an automatic feeder, the fish and shellfish may be fed directly from the vessel 100. In this case, the vessel 100 is equipped with a feeding device (not shown) for feeding the feed W loaded on the hull 20 to the aquaculture cage. The vessel 100, carrying the feed W and the feeding device, approaches a mooring position MP set at a predetermined position in the aquaculture cage by automatic operation, and is automatically moored to the aquaculture cage 300 when it reaches the mooring position MP. In this state, the feed W is directly fed from the vessel 100 by the feeding device.

[0113] In this embodiment, the vessel 100 is used as a work vessel that automatically transports feed W to the aquaculture cage 300, and therefore the mooring position MP is set at the aquaculture cage 300. However, the mooring position MP is not limited to being set at the aquaculture cage 300. The mooring position MP may be set at a facility installed on the water surface, a port, a pier, or the like. Furthermore, when the vessel according to the present invention is used for other purposes such as underwater environmental surveys, the mooring position MP may be appropriately set at a position where the vessel needs to approach and moor.

[0114] Figure 11 is a plan view showing an example of the operation of the vessel 100 when switching from the sailing mode to the mooring mode and performing a mooring operation to approach the mooring position MP in the mooring mode. Figures 12 to 14 are front views showing an example of the operation of the vessel 100 when switching from the sailing mode to the mooring mode and performing a mooring operation to approach the mooring position MP in the mooring mode.

[0115] As shown in FIG. 11 , when the vessel 100 approaches the aquaculture pen 300 in automatic operation to replenish feed W, the vessel 100 first moves to the vicinity of the aquaculture pen 300 (mooring position MP) in navigation mode. When the distance from the vessel 100 to the mooring position MP becomes less than a predetermined reference distance, the operation mode is switched from the navigation mode to the mooring mode, and the parallel arrangement PA in the navigation mode is switched to the mooring arrangement PB for mooring operation in the mooring mode. Then, the vessel 100 moves to the mooring position MP in the mooring mode. The operation of the vessel 100 after the operation mode of the vessel 100 is switched from the navigation mode to the mooring mode will be described below.

[0116] 11 shows a case where the vessel 100 approaches the mooring position MP in a posture where it is moored alongside the aquaculture cage 300. When the vessel 100 approaches the mooring position MP, the fore-aft line CL of the hull 20 and the first direction D1, which is the direction in which the locking portion 70 (locking body 71) installed at the mooring position MP extends, are parallel to each other.

[0117] During the mooring operation, the current position information calculation unit 182 calculates position information (current position GNSS coordinates) and the like at the current position based on the detection signal from the current position information acquisition unit 190. The current position information calculation unit 182 also refers to data relating to the mooring position MP and the route recorded in the route data DE1 stored in the memory 181 to calculate the distance to the mooring position MP and the orientation of the mooring position MP relative to the ship bow direction HD of the ship 100.

[0118] The propulsion device control unit 187 controls the operation of each propulsion device 30 by referring to the propulsion force allocation data DE5. The propulsion device control unit 187 refers to the propulsion force allocation data DE5 and mainly controls the balance of the propulsion forces of the non-mooring propulsion devices 30NX (the second propulsion device 302 and the third propulsion device 303) so that the vessel 100 moves in the direction of the mooring position MP. When each propulsion device 30 is in the mooring position PB, the resistance generating units 50 of the braking propulsion devices 30X (the first propulsion device 301 and the fourth propulsion device 304) generate water resistance, making it easier to generate braking force in the direction of movement of the vessel 100. Therefore, even when the vessel 100 is subjected to external disturbances such as wind, or when the vessel 100 is loaded with a large amount of feed W and its total weight is increased, resulting in a large amount of movement due to inertia, the movement of the vessel 100 can be appropriately braked and the vessel 100 can be brought closer to the mooring position MP safely and accurately.

[0119] Depending on external disturbances such as wind that the vessel 100 is subjected to and the orientation of the mooring position MP relative to the vessel bow direction HD of the vessel 100, in order to generate a steering force (turning moment), not only the propulsion force from the unmooring propulsion units 30NX (the second propulsion units 302 and the third propulsion units 303) but also the propulsion force from the braking propulsion units 30X (the first propulsion units 301 and the fourth propulsion units 304) may be used. Also, the direction changing unit 60 may be controlled to change the leading edge direction DF of the unmooring propulsion units 30NX (the second propulsion units 302 and the third propulsion units 303) to generate a steering force (turning moment) from the propulsion units 30.

[0120] In this way, the movement of the vessel 100 is appropriately braked using the braking force of the braking propulsion devices 30X (the first propulsion device 301 and the fourth propulsion device 304), and the vessel 100 reaches the mooring position MP.

[0121] As shown in Fig. 12, when the vessel 100 is moving to the mooring position MP in mooring mode, the capturing part 80 is switched to the open position PF1. When the vessel 100 reaches the mooring position MP, the insertion part 85, which is in the open state in the open position PF1, is inserted into the locking body 71 of the locking part 70 installed at the mooring position MP, and the vessel 100 is captured (Fig. 13).

[0122] In this state, when the control unit 180 determines that the vessel 100 has reached the mooring position MP, the capture unit control unit 188 controls the operation of the capture unit 80 (rod drive unit 82) to switch the capture unit 80 from the open position PF1 to the capture position PF2. The capture unit 80 assumes a position in which the insertion portion 85 is closed and the locking body 71 is maintained inserted through the insertion portion 85 (FIG. 14). This completes the automatic mooring of the vessel 100 to the aquaculture cage 300.

[0123] Furthermore, when work at the automatically moored aquaculture cage 300 is completed and the vessel 100 is to be moved to another aquaculture cage 300, etc., the capture unit 80 is switched from the capture position PF2 to the release position PF1, the mooring is released, and the vessel 100 can be moved to the other aquaculture cage 300, etc.

[0124] According to the ship mooring system 100 of this embodiment described above, the capture portion 80 has an insertion portion 85 through which the locking body 71 is inserted to capture it, and is switchable between an open position PF1 which allows the locking body 71 to move in and out of the insertion portion 85, and a capture position PF2 which maintains the locking body 71 inserted into the insertion portion 85. The vessel 100 can be moored to the aquaculture cage 300 by approaching the mooring position MP of the aquaculture cage 300, inserting the locking body 71 into the insertion portion 85, and switching the capture portion 80 from the open position PF1 to the capture position PF2. Therefore, the vessel 100 can be easily moored to the aquaculture cage 300.

[0125] Furthermore, when the catch portion 80 catches the locking portion 70, the insertion portion 85 and the locking body 71 can move relative to each other, so that even if the ship 100 sways while moored, the force of the waves can be released. Therefore, the vessel 100 can be moored to the aquaculture cage 300 without causing a large load on the catching part 80 or the locking part 70 even in wind or rough waves.

[0126] The vessel 100 is moored to the aquaculture cage 300 by a plurality of catching parts 80 provided on the vessel 100 catching the common locking part 70 . Therefore, the engaging portion 70 can be easily installed in the aquaculture cage 300, and the vessel 100 can be stably moored to the aquaculture cage 300 by the multiple catching portions 80.

[0127] Since the locking body 71 is formed from a flexible material, when the locking part 70 is captured by the capturing part 80, the locking body 71 is deformable, and can dissipate the force of waves even if the ship 100 rocks while moored. Therefore, the vessel 100 can be moored to the aquaculture cage 300 without causing a large load on the catching part 80 or the locking part 70 even in wind or rough waves.

[0128] When performing mooring operations, some of the multiple propulsion devices 30 are operated as braking propulsion devices 30X, and the direction of the braking propulsion devices 30X is set so that the direction of movement of the ship intersects with the longitudinal direction of the resistance generating section (center line SCL), and the water resistance generated by the resistance generating unit 50 generates a braking force against the direction of movement of the ship. This allows the ship 100 to be appropriately braked even when there are large disturbances such as wind or strong inertia, allowing it to approach the mooring position MP safely and accurately and moor the ship 100 to the aquaculture cage 300.

[0129] [Embodiment 2] Next, a vessel mooring system 400A according to a second embodiment of the present invention will be described. The vessel mooring system 400A according to the second embodiment differs from the vessel mooring system 400 according to the first embodiment in that the capture unit 80A has a rotatable capture arm 86. The same components as those in the first embodiment, such as the locking unit 70, are designated by the same reference numerals and detailed description thereof will be omitted.

[0130] 15 to 17 are diagrams illustrating a vessel mooring system 400A according to embodiment 2 of the present invention. Figures 15 to 17 show a vessel 100A in mooring mode, as viewed from the front, performing a mooring operation so as to approach a mooring position.

[0131] 15, the capturing units 80A are provided on the outer surface of the hull 20. In this embodiment, two capturing units 80A are provided on the port side of the hull 20. By capturing the locking units 70 provided on the aquaculture cage 300 with the two capturing units 80A, the vessel 100A can be moored at the mooring position MP set on the aquaculture cage 300.

[0132] The capturing unit 80A has a capturing arm 86, an arm rotation support unit 87, and a holding unit 88. One end of the capturing arm 86 is rotatably supported by the arm rotation support unit 87, and the other end is bent in a generally L-shape. A rotation shaft 861 of the capturing arm 86 extends in the longitudinal direction of the vessel 100. The capturing arm 86 rotates up and down about the rotation shaft 861, thereby switching between a state in which the locking body 71 is captured and a state in which the locking body 71 is released.

[0133] The arm rotation support unit 87 rotatably supports the capture arm 86 and has a mechanism for driving the capture arm 86 to rotate up and down around a rotation shaft 861. The mechanism for rotating the capture arm 86 up and down can be driven by an electric motor, an air cylinder, or the like, but is not limited to such a source. The driving of the arm rotation support unit 87 is controlled by the control unit 180.

[0134] The holding portion 88 is provided below the arm rotation support portion 87 and is a portion that holds the tip of the capture arm 86 when the capture arm 86 is in a lowered position. The holding portion 88 has a mechanism that locks the tip of the capture arm 86 while holding the tip of the capture arm 86. The arm rotation support portion 87 and the holding portion 88 are positioned to support the capture arm 86 at a position away from the outer surface of the hull 20.

[0135] The capture arm 86, arm rotation support 87, and holding portion 88 constitute an insertion portion 85A between the capture arm 86 and the outer surface of the hull 20, through which the locking body 71 is inserted to capture the object. As shown in Figures 15 and 16, when the arm rotation support 87 is driven to rotate the capture arm 86 upward and the tip of the capture arm 86 is released from the holding portion 88, the insertion portion 85A is opened and the locking body 71 can enter and exit the insertion portion 85A. Also, as shown in Figure 17, when the arm rotation support 87 is driven to rotate the capture arm 86 downward and the tip of the capture arm 86 is held by the holding portion 88, the insertion portion 85A is closed and the locking body 71 cannot enter or exit the insertion portion 85A.

[0136] 15 and 16, the posture in which the insertion portion 85A is opened to allow the locking body 71 to enter and exit the insertion portion 85A is referred to as the open posture PF1. Also, as shown in Fig. 17, the posture in which the insertion portion 85A is closed to maintain the state in which the locking body 71 is inserted into the insertion portion 85A is referred to as the capture posture PF2. The capture portion 80A can be switched between the open posture PF1 and the capture posture PF2 under the control of the control unit 180.

[0137] [Operation] Next, the automatic mooring operation of the vessel 100A will be described. As shown in Fig. 15, when the vessel 100A is moving to the mooring position MP in mooring mode, the catching part 80A is switched to the open position PF1. When the vessel 100A reaches the mooring position MP, the locking body 71 of the locking part 70 installed at the mooring position MP is inserted into the insertion part 85A, which is in the open state in the open position PF1, and the vessel 100A is captured (Fig. 16).

[0138] In this state, when the control unit 180 determines that the vessel 100A has reached the mooring position MP, the capture unit control unit 188 controls the operation of the capture unit 80A (arm pivot support unit 87) to switch the capture unit 80A from the open position PF1 to the capture position PF2. The capture unit 80A assumes a position in which the insertion portion 85A is closed and the locking body 71 is maintained inserted through the insertion portion 85A (FIG. 17). At this time, even if the locking body 71 is slightly separated from the vessel 100A, the capture arm 86 can capture the locking body 71 and introduce it so that it is retracted into the insertion portion 85A. This completes the automatic mooring of the vessel 100A to the aquaculture cage 300.

[0139] Furthermore, when work at the automatically moored aquaculture cage 300 is completed and the vessel 100A is to be moved to another aquaculture cage 300, etc., the capture unit 80A is switched from the capture position PF2 to the release position PF1, the mooring is released, and the vessel 100A can be moved to the other aquaculture cage 300, etc.

[0140] According to the vessel mooring system 400A of the second embodiment described above, the capture unit 80A has a capture arm 86 that captures the locking body 71, and the capture arm 86 has a rotation axis 861 in the longitudinal direction of the vessel 100. By rotating the capture arm 86 and switching the capture portion 80A from the open position PF1 to the capture position PF2, the capture arm 86 can capture the locking body 71 located at a position away from the vessel 100 and introduce the locking body 71 into the insertion portion 85A, thereby making it possible to easily moor the vessel 100 to the aquaculture cage 300.

[0141] [Variations] The vessel mooring system according to the present invention is not limited to the present embodiment described above. For example, the structure and location of the locking part provided on the mooring facility and the structure and location of the catching part provided on the vessel are not limited to the present embodiment.

[0142] Furthermore, although the vessel mooring system of this embodiment is described as performing automatic mooring, in this case, the status of the vessel mooring system may be remotely monitored by wireless communication using a vessel operation application or the like.

[0143] The vessel mooring system is not limited to automatic mooring, and may be externally controlled by wireless communication using a vessel operation application, etc. Also, some or all of the operations may be performed manually by an operator. For example, some of the operations may be performed by an operator on board the vessel.

[0144] Although the embodiments of the present invention have been described above, the above-described embodiments are merely examples for carrying out the present invention. Therefore, the present invention is not limited to the above-described embodiments, and the above-described embodiments can be appropriately modified and carried out without departing from the spirit of the present invention. [Explanation of symbols]

[0145] 100 ships 300 Mooring facilities 400 Ship Mooring System 20 Hull 30 Propulsion device 40 Promotion Department 50 Resistance generating section 60 Direction change section 70 Locking part 71 Locking body 80 Capture unit 85 Insertion part 86 Capture Arm 88 Holding part 841 Rotating shaft 30X braking propulsion device PF1 open position PF2 capture attitude MP mooring position SCL Resistance generation length longitudinal direction

Claims

1. 1. A vessel mooring system for mooring a vessel at a mooring location at a mooring facility, comprising: a locking portion provided on either the mooring facility or the vessel; a catch portion provided on either the mooring facility or the vessel and configured to catch the engaging portion; The locking portion is a locking body extending in the longitudinal direction of the vessel when the vessel is moored at the mooring position; The capture unit is The locking body has an insertion portion through which the locking body is inserted and captured, an open position in which the locking body can enter and leave the insertion portion; a capturing posture in which the locking body is maintained inserted into the insertion portion; It is possible to switch between Ship mooring systems.

2. The capture unit is provided in plurality, Two or more of the plurality of capturing units capture the common locking unit, thereby mooring the vessel to the mooring facility.

2. A vessel mooring system according to claim 1.

3. a plurality of the catching portions and a plurality of the locking portions are provided, The vessel is moored to the mooring facility by capturing the plurality of locking portions with the plurality of capturing portions.

2. A vessel mooring system according to claim 1.

4. The capture unit is provided in plurality, The plurality of capture portions are arranged in an area having a length in the longitudinal direction shorter than the length in the longitudinal direction of the area in which the locking portion is provided.

2. A vessel mooring system according to claim 1.

5. The locking body is formed of a flexible material.

2. A vessel mooring system according to claim 1.

6. The capture unit is a capture arm that is rotatable in the vertical direction and captures the locking body; a holding portion capable of holding and releasing one end side of the capturing arm, In the open position, the free end of the capturing arm is released from the holding portion, In the capturing position, the free end side of the capturing arm is held by the holding portion.

2. A vessel mooring system according to claim 1.

7. The vessel comprises: The hull and a plurality of propulsion devices supported on the hull; a plurality of direction change units capable of changing the direction of the propulsion device; Equipped with Each of the propulsion devices has a propulsion unit that generates propulsive force and a resistance generating unit that generates water resistance by receiving a water flow caused by movement on a side surface, a longitudinal direction of the resistance generating portion in a direction in which the side surface of the resistance generating portion extends horizontally, When performing a mooring operation to bring the vessel close to the mooring facility and moor it, The ship is moved closer to the mooring position by the propulsion force of the propulsion unit, and some of the propulsion devices are operated as braking propulsion devices, and the direction of the braking propulsion devices is such that the direction of movement of the ship and the longitudinal direction of the resistance generating section intersect, and a braking force is generated in the direction of movement of the ship by the water resistance generated by the resistance generating section; When the locking portion and the capturing portion are close to each other, The capturing unit is switched from the release position to the capturing position, and the capturing unit captures the locking unit, thereby mooring the vessel at a mooring position of the mooring facility. A vessel mooring system according to any one of claims 1 to 6.

Images