Ship speed control device, ship speed control method, and ship speed control program

Abstract

To improve passenger comfort and safety performance during automatic vessel speed control of a vessel.SOLUTION: A vessel speed controller comprises: a vessel speed deviation calculation unit that calculates a vessel speed deviation based on the difference between an actual vessel speed and a target vessel speed; and a gain adjustment unit that when the vessel speed deviation is equal to or larger than a first threshold, adjusts gain input to a control function for a throttle to a first gain value, and when the vessel speed deviation is smaller than the first threshold value and is equal to or larger than a second threshold value, adjusts the gain to a second gain value that is larger than the first gain value and smaller than an initial value of the gain.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a technique for automatically controlling a boat speed. [Background technology]

[0002] BACKGROUND ART Conventionally, a technique for automatically controlling a boat speed has been disclosed, as shown in Patent Document 1. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2017-88119 Summary of the Invention [Problem to be solved by the invention]

[0004] However, in the conventional configuration, a control method was disclosed that eliminated the difference between the actual vessel speed and the target vessel speed based on the engine speed value linked to the target vessel speed. This control method only eliminated the difference between the actual vessel speed and the target vessel speed and did not take into consideration the comfort and safety of passengers on board.

[0005] Therefore, an object of the present invention is to improve the riding comfort and safety of passengers when automatic ship speed control is performed. [Means for solving the problem]

[0006] The ship speed control device of this invention comprises a ship speed deviation calculation unit that calculates a ship speed deviation based on the difference between the actual ship speed and the target ship speed, and a gain adjustment unit that adjusts the gain input to the throttle control function to a first gain value when the ship speed deviation is equal to or greater than a first threshold, and adjusts the gain to a second gain value that is greater than the first gain value and smaller than the initial gain value when the ship speed deviation is smaller than the first threshold and equal to or greater than a second threshold.

[0007] In this configuration, control can be performed according to the actual ship speed using the first gain value and the second gain value that use the actual ship speed, thereby enabling control that takes into account the riding comfort and safety of passengers.

[0008] The vessel speed control device of the present invention includes a settling determination unit that determines that the actual vessel speed has settled relative to the target vessel speed when the vessel speed deviation is equal to or less than a third threshold value and permits gain adjustment. The gain adjustment unit adjusts the gain to the first gain value under conditions where gain adjustment is permitted by the settling determination unit.

[0009] In this configuration, by determining whether the boat speed has stabilized, unnecessary control is not performed and control can be performed in accordance with the actual boat speed.

[0010] In the boat speed control device of the present invention, the first gain value and the second gain value are values ​​obtained by dividing a preset initial value of the gain.

[0011] With this configuration, it is possible to easily set the first gain value and the second gain value that make it easy to stabilize the boat speed.

[0012] The throttle control function of the boat speed control device of the present invention is a control function based on PI control.

[0013] This configuration enables PI control to be performed to efficiently approach the target boat speed.

[0014] In the boat speed control device of the present invention, the adjustment of the first gain value or the second gain value is performed only on the proportional gain in the PI control.

[0015] This configuration allows the target boat speed to be followed more slowly.

[0016] The gain adjustment section of the boat speed control device of the present invention prohibits further gain adjustment after changing the gain adjustment a predetermined number of times.

[0017] With this configuration, excessive adjustment of the gain value can be suppressed, and boat speed control can be performed efficiently.

[0018] The gain adjustment section of the boat speed control device of the present invention prohibits further gain adjustment when the gain reaches the first gain value as a result of adjusting the gain.

[0019] In this configuration, boat speed control can be performed without unnecessary adjustment of the gain.

[0020] The gain adjustment section of the boat speed control device of the present invention sets the gain to an initial value when a new set boat speed is set by user input.

[0021] With this configuration, control can be more appropriately executed to bring the boat speed closer to the target boat speed in accordance with the user's input.

[0022] The target vessel speed calculation section of the vessel speed control device of the present invention calculates the target vessel speed based on the set vessel speed so that the actual vessel speed approaches the set vessel speed.

[0023] With this configuration, it is possible to calculate a target boat speed according to the actual boat speed, and more efficient boat speed control can be performed.

[0024] The actual ship speed used in the ship speed control device of the present invention is the ground speed.

[0025] This configuration ensures that the boat speed approaches the target speed desired by the passengers.

[0026] The ship speed control device of this invention comprises a target ship speed calculation unit, a ship speed deviation calculation unit, a gain adjustment unit, a settling determination unit, a PI control unit, and a rotation speed calculation unit. The target ship speed calculation unit calculates the target ship speed from a set ship speed. The ship speed deviation calculation unit calculates the ship speed deviation based on the difference between the actual ship speed and the target ship speed. The gain adjustment unit adjusts the gain input to the throttle control function when the ship speed deviation is greater than a threshold. The settling determination unit determines that the ship speed has settled by comparing the ship speed from the ship speed deviation with the threshold. The PI control unit calculates a command ship speed to be given to the throttle using the gain. The rotation speed calculation unit calculates the engine rotation speed from the command ship speed.

[0027] In this configuration, the command vessel speed to be given to the throttle is calculated using the gain calculated using the actual vessel speed, and the engine speed can be calculated from the command vessel speed, allowing control according to the actual vessel speed, thereby enabling control that takes into account the riding comfort and safety of passengers. [Brief explanation of the drawings]

[0028] [Figure 1] 1 is a functional block diagram showing the configuration of a boat speed control device according to a first embodiment. [Figure 2] 1 is a functional block diagram showing a configuration for controlling boat speed of a boat speed control device according to a first embodiment. FIG. [Figure 3] 4 is a flowchart showing the processing of the boat speed control device according to the first embodiment. [Figure 4] 4 is a flowchart showing a settling determination process in the boat speed control device according to the first embodiment. [Figure 5] 5 is a flowchart showing the process of gain adjustment in the boat speed control device according to the first embodiment. [Figure 6] 4 is a graph showing changes in boat speed and proportional gain Kp in the boat speed control device according to the first embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0029] (First embodiment) A ship speed control device, ship speed control method, and ship speed control program according to embodiments of the present invention will be described with reference to the drawings. Fig. 1 is a functional block diagram showing the configuration of a ship speed control device according to a first embodiment. Fig. 2 is a functional block diagram showing the configuration for controlling ship speed of the ship speed control device according to the first embodiment. Fig. 3 is a flowchart showing the processing of the ship speed control device according to the first embodiment. Fig. 4 is a flowchart showing the settling determination processing in the ship speed control device according to the first embodiment. Fig. 5 is a flowchart showing the gain adjustment processing in the ship speed control device according to the first embodiment. Fig. 6 is a graph showing changes in ship speed and proportional gain Kp in the ship speed control device according to the first embodiment.

[0030] First, we will discuss the influence of external disturbances on constant speed operation in automatic ship speed control. When automatic ship speed control is used, a ship may be affected by external disturbances (for example, following waves, head waves, tailwinds, headwinds). This influence causes the ship speed to become unstable. In other words, the riding comfort and safety of those on board the ship (passengers) becomes unstable, and there is a risk that the safety of the passengers cannot be ensured.

[0031] The effects of the above-mentioned disturbances can be eliminated by having the crew steer while making manual fine adjustments. However, because such fine adjustments depend heavily on the experience and knowledge of the crew, it is difficult to make such fine adjustments during automatic ship speed control. For example, as shown in Patent Document 1, when automatically controlling the ship speed to approach a target ship speed, simply bringing the ship speed closer to the target ship speed quickly or setting the engine speed corresponding to the target ship speed does not provide a comfortable ride for the crew.

[0032] To solve the above problems while ensuring the riding comfort, safety, and safety of passengers, a boat speed control device 10 of the present invention is used. This boat speed control device 10 uses a proportional gain Kp as a gain to perform control according to the actual boat speed. The detailed configuration of the boat speed control device 10 is shown below.

[0033] (Configuration of ship speed control device 10) As shown in Fig. 1, the boat speed control device 10 comprises a main body 101 and an operation unit 60. The main body 101 and the operation unit 60 are installed on a boat that performs autopilot control (automatic navigation control). The boat speed control device 10 is connected to a propulsion force generating unit 91 and a steering gear 92. The propulsion force generating unit 91 and the steering gear 92 are provided on various types of propulsion devices, such as outboard motors, inboard motors, and inboard-outboard motors.

[0034] The main body 101 includes an AP control unit 20, an AP operation unit 30, a sensor 40, and a display unit 50.

[0035] The AP control unit 20, AP operation unit 30, sensor 40, and display unit 50 are connected to one another via a data communication network 150 for the vessel. The AP control unit 20, operation unit 60, and thrust generating unit 91 are connected, for example, via a thrust communication network (such as CAN). The AP control unit 20 and steering gear 92 are connected via analog voltage or data communication.

[0036] The AP control unit 20 is configured, for example, by an arithmetic processing device such as a CPU and a storage unit. The storage unit stores programs executed by the AP control unit 20. The storage unit is also used when the CPU performs calculations. The AP control unit 20 includes a main control unit 200 and a boat speed control unit 210.

[0037] The main control unit 200 generally performs primary control of the autopilot control (automatic navigation control) of boat speed and rudder angle executed by the AP control unit 20. For example, the main control unit 200 accepts the autopilot control settings made by the AP operation unit 30. The main control unit 200 analyzes the settings and controls the processing timing of the boat speed control unit 210 so as to realize the set autopilot control. The main control unit 200 also monitors the operation status from the operation unit 60. The main control unit 200 can also control the autopilot taking into account the monitoring results.

[0038] The main control unit 200 provides the set boat speed from the AP operation unit 30 to the boat speed control unit 210. Here, the set boat speed is the boat speed (velocity) that is ultimately followed under autopilot control. The set boat speed may also be obtained directly by the boat speed control unit 210.

[0039] The vessel speed control unit 210 generally calculates a target vessel speed from a set vessel speed. The target vessel speed is a vessel speed that is set during automatic vessel speed control to bring the actual vessel speed closer to the set vessel speed. The vessel speed control unit 210 performs PI control using the difference between the target vessel speed and the actual vessel speed as an input to calculate a control vessel speed to bring the actual vessel speed closer to the target vessel speed, and calculates a throttle calculation value from the control vessel speed.

[0040] The vessel speed control unit 210 sets a throttle command value using the conditions described below, the actual vessel speed V, the set vessel speed Vp, the target vessel speed Vt, and the throttle calculation value. The vessel speed control unit 210 outputs the throttle command value to the propulsive force generation unit 91. The propulsive force generation unit 91 controls the propulsive force in accordance with the throttle command value. The vessel speed control unit 210 corresponds to the "vessel speed control device" of the present invention.

[0041] The AP operation unit 30 is realized by, for example, a touch panel, physical buttons, switches, etc. The AP operation unit 30 accepts operations for settings related to autopilot control. The AP operation unit 30 outputs the settings to the AP control unit 20.

[0042] The sensor 40 measures the speed (actual ship speed V) and ship direction (bow direction and stern direction) of the ship equipped with the ship speed control device 10. For example, the sensor 40 may be realized by a positioning sensor that uses a positioning signal from a GNSS (for example, GPS), an inertial sensor (an acceleration sensor, an angular velocity sensor, etc.), a magnetic sensor, etc.

[0043] The display unit 50 is realized by, for example, a liquid crystal panel, etc. The display unit 50 displays information related to normal autopilot navigation input from the AP control unit 20. Although the display unit 50 can be omitted, it is preferable that it be included, as the presence of the display unit 50 allows the user to easily grasp the autopilot control status and navigation status.

[0044] The operation unit 60 includes an operation lever and an operation state detection unit. The operation lever receives operations from the user during manual navigation. The operation state detection unit is realized by a sensor or the like. The operation state detection unit detects the operation state of the operation lever. The operation state detection unit outputs the detected operation state (angle) of the operation lever to the thrust generation unit 91. During manual navigation, the thrust generation unit 91 generates a thrust of a magnitude corresponding to this operation state. The operation state is monitored by the AP control unit 20, as described above. For example, when switching from manual operation to autopilot control, the AP control unit 20 refers to this operation state and performs initial control of the autopilot control.

[0045] 2 and 3, an overview of the processing of the ship speed control unit 210 in the ship speed control device 10 will be explained. The ship speed control unit 210 of the ship speed control device 10 includes a target ship speed calculation unit 211, a ship speed deviation calculation unit 212, a settling determination unit 213, a gain adjustment unit 214, a PI control unit 215, and a rotation speed (RPM) calculation unit 216.

[0046] The target vessel speed calculation unit 211 receives input of a set vessel speed Vp. The target vessel speed calculation unit 211 calculates a target vessel speed (hereinafter referred to as target vessel speed Vt) from this set vessel speed Vp (S101). The target vessel speed calculation unit 211 outputs the target vessel speed Vt to the vessel speed deviation calculation unit 212. Note that the target vessel speed calculation unit 211 can be omitted. In this case, the set vessel speed Vp is input directly to the vessel speed deviation calculation unit 212 as the target vessel speed Vt.

[0047] The vessel speed deviation calculation unit 212 acquires the target vessel speed Vt from the target vessel speed calculation unit 211 and the actual vessel speed V from the sensor 40 of the vessel 500. The vessel speed deviation calculation unit 212 calculates the difference between the actual vessel speed V and the target vessel speed Vt (hereinafter referred to as vessel speed deviation Δv) (S102). The vessel speed deviation calculation unit 212 outputs the vessel speed deviation Δv to the settling determination unit 213.

[0048] The settling determination unit 213 determines whether the vessel speed of the vessel 500 has reached a constant speed (hereinafter, constant speed) by comparing the vessel speed deviation with the threshold DB (S103). Note that this threshold DB corresponds to the "third threshold" of the present invention.

[0049] If the vessel speed deviation Δv is equal to or less than the threshold DB, the settling determination unit 213 determines that the vessel speed of the vessel 500 has reached a constant speed, in other words, that it is within a vessel speed range that can be determined to be a constant speed of the target vessel speed Vt. On the other hand, if the vessel speed deviation Δv is greater than the threshold DB, the settling determination unit 213 determines that the vessel speed of the vessel 500 has not reached a constant speed. The settling determination unit 213 outputs these results to the gain adjustment unit 214.

[0050] The gain adjustment unit 214 determines a gain (proportional gain Kp) from the result of comparing the boat speed deviation with the threshold DB (S104). The gain adjustment unit 214 outputs the proportional gain Kp to the PI control unit 215. The proportional gain Kp is a predetermined value greater than 0.

[0051] The PI control unit 215 performs PI control using the input proportional gain Kp (S105). Therefore, the PI control unit 215 calculates the commanded vessel speed by inputting the proportional gain Kp into the throttle control function (S106). The PI control unit 215 outputs the commanded vessel speed to the rotation speed calculation unit 216.

[0052] The rotation speed calculation unit 216 calculates a set RPM (set engine rotation speed) from the commanded ship speed (S107). The rotation speed calculation unit 216 provides the set RPM to the thrust generation unit 91. The thrust generation unit 91 generates thrust in accordance with the set RPM. The ship 500 sails using this thrust, and its speed (actual ship speed V) is measured by the sensor 40. The actual ship speed V measured by the sensor 40 is fed back to the ship speed deviation calculation unit 212.

[0053] At this time, by executing the following control, the vessel speed control device 10 can navigate the vessel 500 while taking into consideration the riding comfort and ease of passengers.

[0054] A more specific control method of the vessel speed control device 10 will be explained using Figures 4 and 5. First, the settling determination process in the vessel speed control device according to the first embodiment will be shown using the flowchart in Figure 4. Figure 4 shows details of the settling determination process in step S103 in the flow shown in Figure 3.

[0055] The settling determination unit 213 determines whether there has been a change in the set vessel speed (S111). If there has been a change in the set vessel speed due to user input (S111: Yes), the settling determination unit 213 sets the settling determination flag to FALSE (S112). The settling determination flag is set to TRUE when the vessel speed of the vessel 500 has reached a constant speed relative to the target vessel speed. On the other hand, if the vessel speed of the vessel 500 has not reached a constant speed relative to the target vessel speed, the settling determination flag is set to FALSE.

[0056] Furthermore, if there is no change in the set boat speed (S111: No), the settling determination unit 213 performs the process of step S113 without changing the state of the settling determination flag.

[0057] The threshold DB is a predetermined value that can be determined by the crew under conditions such as the ship's specifications, loading weight, and disturbance resistance (weather, wind speed, wind direction), etc.

[0058] Next, the settling determination unit 213 checks the state of the settling determination flag. If the settling determination flag is FALSE (S113: FALSE), the settling determination unit 213 sets initial values ​​to the proportional gain Kp and the integral gain Ki (S114).

[0059] As described above, the proportional gain Kp may be any predetermined value greater than 0. In this embodiment, as an example, the proportional gain Kp is set to 0.5 and the integral gain Ki is set to 0.1.

[0060] After setting the proportional gain Kp and the integral gain Ki, the settling determination unit 213 performs vessel speed control, calculates the vessel speed deviation Δv at a predetermined cycle, and performs settling determination. Specifically, the settling determination unit 213 compares the vessel speed deviation Δv with a threshold DB (S115). If the vessel speed deviation Δv is equal to or less than the threshold DB (S115: Yes), the settling determination unit 213 sets the settling determination flag to TRUE (S116). Next, the settling determination unit 213 sets the gain adjustment prohibition flag to OFF (S117).

[0061] The gain adjustment prohibition flag is a flag for determining whether or not the proportional gain Kp can be adjusted. As will be described in detail later, the gain adjustment prohibition flag is set to ON, for example, when the proportional gain Kp has been adjusted (twice). In other words, adjustment of the proportional gain Kp is prohibited. In this case, the gain adjustment flag specifies that the proportional gain Kp can be adjusted up to two times.

[0062] If the boat speed deviation Δv is greater than the threshold value DB (S115: No), the process returns to step S111.

[0063] If the settling determination flag is TRUE (S113: TRUE), the settling determination unit 213 performs a gain adjustment process (S118). Details of the gain adjustment process in step S118 will be described with reference to FIG.

[0064] Next, the gain adjustment process in the vessel speed control device according to the first embodiment will be shown using the flowchart in Figure 5. Figure 5 shows details of the gain adjustment step S104 in the flow shown in Figure 3 and the process of step S118 in Figure 4.

[0065] First, an overview of the processing of the gain adjustment unit 214 will be given. In the present invention, the gain adjustment unit 214 adjusts the proportional gain Kp input to the PI control unit 215 to set the integral gain Ki to a constant value. However, a configuration in which the integral gain Ki is adjusted in the same way may also be used. In other words, as long as it is possible to achieve the object of the present invention of improving the riding comfort and safety of passengers during constant speed operation, a configuration in which the integral gain Ki is adjusted together with the proportional gain Kp may also be used.

[0066] The gain adjuster 214 checks the gain adjustment prohibition flag (S121). If the gain adjustment prohibition flag is OFF (S121: OFF), the boat speed deviation Δv is compared with three times the threshold value DB. This three times the threshold value DB corresponds to the "first threshold value" of the present invention.

[0067] If the boat speed deviation Δv is three times or more the threshold value DB (S122: Yes), the gain adjustment unit 214 sets the proportional gain Kp to ¼ of the initial value (S123). In the above case, the proportional gain Kp is set to ¼ of the proportional gain Kp (0.5). In other words, the proportional gain Kp becomes 0.125. This ¼ value of the proportional gain Kp (0.125 in this case) corresponds to the "first gain value" of the present invention.

[0068] After setting the proportional gain Kp to ¼ of Kp (0.5), the gain adjustment unit 214 sets the gain adjustment prohibition flag to ON (S124). Note that the gain adjustment unit 214 also sets the gain adjustment prohibition flag to ON when the proportional gain Kp has been changed a predetermined number of times (twice in this embodiment).

[0069] If the boat speed deviation Δv is smaller than three times the threshold value DB (S122: No), the gain adjuster 214 compares the boat speed deviation Δv with twice the threshold value DB (S125). This twice the threshold value DB corresponds to the "second threshold value" of the present invention.

[0070] If the boat speed deviation Δv is equal to or greater than twice the threshold value DB and less than three times the threshold value DB (S125: Yes), the gain adjustment unit 214 sets the proportional gain Kp to 1 / 2 of the initial value (S126). In the above case, the proportional gain Kp is set to 1 / 2 of the proportional gain Kp (0.5). In other words, the proportional gain Kp becomes 0.25. This value of 1 / 2 of the proportional gain Kp (0.25 in this case) corresponds to the "second gain value" of the present invention.

[0071] If the gain adjustment prohibition is ON (S121: ON), the gain adjustment unit 214 ends the processing loop in Fig. 5. Similarly, if the boat speed deviation Δv is smaller than twice the threshold value DB (S125: No), the gain adjustment unit 214 ends the processing loop shown in Fig. 5.

[0072] By setting the proportional gain Kp in this manner, the vessel 500 can approach the target vessel speed Vt without suddenly accelerating or decelerating relative to the target vessel speed Vt. In other words, the vessel 500 can navigate in a manner that takes into consideration the riding comfort and ease of passengers.

[0073] Fig. 6 is a graph showing changes in boat speed and proportional gain Kp in the boat speed control device according to the first embodiment, and changes in boat speed. The example shown in Fig. 6 explains how to adjust proportional gain Kp when changing SOG (boat speed) from boat speed V0 to boat speed V4. Note that SOG (boat speed) refers to speed over ground (SOG).

[0074] (Change ship speed from V0 to V1) The ship 500 is sailing at a ship speed V0 (12 kn). A passenger sets the set ship speed Vp to a ship speed V1 (15 kn). As a result, the target ship speed calculation unit 211 calculates the target ship speed Vt from the set ship speed Vp. The target ship speed calculation unit 211 calculates the ship speed deviation Δv from the actual ship speed V of the ship 500 and the target ship speed Vt.

[0075] The settling determination unit 213 compares the vessel speed deviation Δv with the threshold DB. When it is confirmed that the vessel speed deviation Δv is equal to or less than the threshold DB (when it is confirmed that the vessel has settled), it sets the settling determination flag to TRUE and further sets the gain adjustment prohibition flag to OFF.

[0076] Thereafter, when the vessel speed deviation Δv becomes a value that is equal to or greater than two times but smaller than three times the threshold value DB, the gain adjuster 214 sets the proportional gain Kp to half the initial value, that is, the proportional gain Kp=0.25 (around 300 sec in FIG. 6).

[0077] (Change ship speed from V1 to V2) The ship 500 is sailing at a ship speed V1 (15 kn). A passenger sets the set ship speed Vp to a ship speed V2 (20 kn). The gain adjustment unit 214 resets the proportional gain Kp to its initial value, i.e., proportional gain Kp = 0.5. The target ship speed calculation unit 211 calculates the target ship speed Vt from the set ship speed Vp. The target ship speed calculation unit 211 calculates the ship speed deviation Δv from the actual ship speed V of the ship 500 and the target ship speed Vt.

[0078] The settling determination unit 213 compares the vessel speed deviation Δv with the threshold DB. When it is confirmed that the vessel speed deviation Δv is equal to or less than the threshold DB (when it is confirmed that the vessel has settled), it sets the settling determination flag to TRUE and further sets the gain adjustment prohibition flag to OFF.

[0079] When the boat speed deviation Δv is smaller than twice the threshold value DB, the gain adjuster 214 does not change the proportional gain Kp from the initial value.

[0080] (Change ship speed from V2 to V3) The ship 500 is sailing at a ship speed V2 (20 kn). A passenger sets the set ship speed Vp to a ship speed V3 (15 kn). The gain adjustment unit 214 resets the proportional gain Kp to its initial value, i.e., proportional gain Kp = 0.5. The target ship speed calculation unit 211 calculates the target ship speed Vt from the set ship speed Vp. The target ship speed calculation unit 211 calculates the ship speed deviation Δv from the actual ship speed V of the ship 500 and the target ship speed Vt.

[0081] The settling determination unit 213 compares the vessel speed deviation Δv with the threshold DB. When it is confirmed that the vessel speed deviation Δv is equal to or less than the threshold DB (when it is confirmed that the vessel has settled), it sets the settling determination flag to TRUE and further sets the gain adjustment prohibition flag to OFF.

[0082] Thereafter, when the boat speed deviation Δv becomes three times or more the threshold value DB, the gain adjuster 214 sets the proportional gain Kp to ¼ of the initial value, that is, the proportional gain Kp=0.125 (around 440 sec in FIG. 6).

[0083] (Change from ship speed V3 to ship speed V4) The ship 500 is sailing at a ship speed V3 (15 kn). A passenger sets the set ship speed Vp to be a ship speed V4 (20 kn). The gain adjustment unit 214 resets the proportional gain Kp to its initial value, i.e., proportional gain Kp = 0.5. The target ship speed calculation unit 211 calculates the target ship speed Vt from the set ship speed Vp. The target ship speed calculation unit 211 calculates the ship speed deviation Δv from the actual ship speed V of the ship 500 and the target ship speed Vt.

[0084] The settling determination unit 213 compares the vessel speed deviation Δv with the threshold value DB. After determining that the vessel speed has become constant at vessel speed V4, the gain adjustment unit 214 determines that the vessel speed deviation Δv is equal to or less than the threshold value DB, and does not change the proportional gain Kp from its initial value.

[0085] As described above, by setting the proportional gain Kp, the vessel 500 can approach the target vessel speed Vt without suddenly accelerating or decelerating relative to the target vessel speed Vt. In other words, the vessel 500 can navigate in a manner that takes into consideration the riding comfort and ease of passengers.

[0086] In the above example, the proportional gain Kp is changed up to two times. However, if the boat speed can be changed in consideration of the riding comfort and ease of passengers in conjunction with the change in the proportional gain Kp, the number of times the proportional gain Kp is changed is not limited to two.

[0087] The above-described functions can be combined as appropriate, and the boat speed control device can achieve the effects corresponding to each combination. [Explanation of symbols]

[0088] DB…Threshold Ki…Integral gain Kp: Proportional gain V…Actual ship speed V0, V1, V2, V3, V4…Ship speed Vp…Set ship speed Vt…Target ship speed 10...Ship speed control device 20...AP control unit 30...AP operation section 40...Sensor 50...Display section 60…Operation unit 91...Thrust force generating section 92...Rudder gear 101...Main body 150...Data communication network 200...Main control unit 210...Ship speed control unit 211...Target ship speed calculation section 212…Ship speed deviation calculation section 213...Settling judgment section 214...Gain adjustment section 215...PI control unit 216...Rotation speed calculation unit 500…ship

Claims

1. a ship speed deviation calculation unit that calculates a ship speed deviation based on the difference between the actual ship speed and the target ship speed; When the boat speed deviation is equal to or greater than a first threshold value, a gain to be input to a throttle control function is adjusted to a first gain value; a gain adjustment unit that adjusts the gain to a second gain value that is greater than the first gain value and smaller than an initial value of the gain when the vessel speed deviation is smaller than the first threshold value and equal to or greater than a second threshold value; Equipped with a settling determination unit that determines that the actual ship speed has settled with respect to the target ship speed when the ship speed deviation is equal to or less than a third threshold value and permits adjustment of the gain; the gain adjustment unit adjusts the gain to the first gain value under a condition in which adjustment of the gain is permitted by the settling determination unit. Ship speed control device.

2. the first gain value and the second gain value are values ​​obtained by dividing a preset initial value of the gain. The boat speed control device according to claim 1.

3. 3. A boat speed control device according to claim 1, wherein the throttle control function is a PI control function.

4. The boat speed control device according to claim 3 , wherein the adjustment of the first gain value or the second gain value is performed only on the proportional gain in the PI control.

5. the gain adjustment unit prohibits further adjustment of the gain after changing the adjustment of the gain a predetermined number of times; A boat speed control device according to any one of claims 1 to 4.

6. 6. The boat speed control device according to claim 1, wherein the gain adjustment unit prohibits further gain adjustment when the gain becomes the first gain value as a result of adjusting the gain.

7. 7. The vessel speed control device according to claim 1, wherein the gain adjustment unit sets the gain to the initial value when a new vessel speed is set by a user's input.

8. The target ship speed calculation unit The vessel speed control device according to claim 7, wherein the target vessel speed is calculated based on the set vessel speed so that the actual vessel speed approaches the set vessel speed.

9. The boat speed control device according to claim 8, wherein the actual boat speed is a ground speed.

10. a target vessel speed calculation unit that calculates a target vessel speed from a set vessel speed; a vessel speed deviation calculation unit that calculates a vessel speed deviation based on the difference between the actual vessel speed and the target vessel speed; a gain adjustment unit that adjusts a gain to be input to a throttle control function when the vessel speed deviation is greater than a threshold value; a settling determination unit that determines that the boat speed has stabilized based on the boat speed deviation and enables adjustment of the gain; a PI control unit that calculates a command ship speed to be given to the throttle using the gain; a rotation speed calculation unit that calculates a rotation speed from the command ship speed; A ship speed control device comprising:

11. Calculating a ship speed deviation based on the difference between the actual ship speed and the target ship speed; When the boat speed deviation is equal to or greater than a first threshold value, a gain to be input to a throttle control function is adjusted to a first gain value; When the vessel speed deviation is smaller than the first threshold value and equal to or larger than a second threshold value, the gain is adjusted to a second gain value that is larger than the first gain value and smaller than an initial value of the gain; When the vessel speed deviation is equal to or less than a third threshold value, it is determined that the actual vessel speed has stabilized with respect to the target vessel speed, and adjustment of the gain is permitted; adjusting the gain to the first gain value under conditions where adjustment of the gain is permitted; Ship speed control method.

12. Calculating a ship speed deviation based on the difference between the actual ship speed and the target ship speed; When the boat speed deviation is equal to or greater than a first threshold value, a gain to be input to a throttle control function is adjusted to a first gain value; When the vessel speed deviation is smaller than the first threshold value and equal to or larger than a second threshold value, the gain is adjusted to a second gain value that is larger than the first gain value and smaller than an initial value of the gain; When the vessel speed deviation is equal to or less than a third threshold value, it is determined that the actual vessel speed has stabilized with respect to the target vessel speed, and adjustment of the gain is permitted; adjusting the gain to the first gain value under conditions where adjustment of the gain is permitted; causing a processing unit to execute the processing; Ship speed control program.

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