Ships and ship mooring systems

Abstract

To provide a vessel and a vessel mooring system capable of safely and easily mooring.SOLUTION: A vessel 100 includes a plurality of hulls 10, a body to be supported 30 supported by the plurality of hulls 10, a hull direction changing unit 50 for connecting the plurality of hulls 10 and the body to be supported 30, and a propulsion device 70. A direction a front unit of the vessel face is a vessel bow direction HD, a direction extending a bow-stern line of each hull 10 is to be each hull bow direction DF of each hull 10, the hull direction changing unit 50 is capable of changing the hull bow directions DF of the hulls 10, some hulls 10 among the plurality of hulls 10 are to be hulls for mooring 10X, and an action to move a position of the vessel so that the hulls for mooring 10X are brought closer to a mooring position MP is a mooring action, the mooring action including movement in the direction crossing the hull bow direction DF of the hulls for mooring 10.SELECTED DRAWING: Figure 11

Description

Technical Field

[0001] The present invention relates to a ship having a plurality of hulls and capable of mutually changing the orientations of the hulls, and a ship mooring system including the ship and a mooring device.

Background Art

[0002] The applicant of the present application has proposed a ship having a plurality of hulls and capable of mutually changing the orientations of the hulls (see Patent Document 1). This ship can move over a wide range with a small energy consumption while switching between a navigation operation for moving the position of the ship itself and a fixed-point holding operation for holding the position of the ship itself at a fixed point.

[0003] The inventor of the present application has considered using the ship described in Patent Document 1 for underwater environment surveys in, for example, the ocean or lakes. In this case, the ship performs a navigation operation by automatic control and moves in the water area to be surveyed. At an observation point for performing an underwater environment survey, the navigation operation is switched to a fixed-point holding operation by automatic control, and the underwater environment survey is executed while performing the fixed-point holding operation.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] By the way, when charging or maintaining the ship itself or the observation equipment mounted on the ship, it is convenient to perform the operation while the ship is moored to land, a pier, another mother ship, etc. Further, when mooring the ship, if the ship can move to the mooring position by automatic operation, the labor of the operator performing the mooring operation of the ship can be reduced. Furthermore, if the ship that has moved to the mooring position can be automatically moored, the labor for mooring the ship can be further reduced.

[0006] However, when approaching a mooring location such as land or a pier, if the vessel's position and course are not precisely controlled, the vessel may come into contact with the land or pier, potentially damaging the vessel or observation equipment. Furthermore, if external disturbances such as wind become large, and it becomes difficult to maintain or change the vessel's position and course, it will be difficult to move the vessel safely to its mooring location.

[0007] The object of the present invention is to provide a vessel that can safely and accurately approach its mooring location by making it easier to maintain its position and course even in the event of external disturbances such as wind. Another object of the present invention is to provide a vessel mooring system that allows for safe and easy mooring of a vessel. [Means for solving the problem]

[0008] The ship of the present invention is Multiple hulls, Supported by the aforementioned multiple hulls, A hull direction changing section that connects the plurality of hulls and the supported structure, Propulsion system and Equipped with, The direction in which the front of your ship faces is defined as the ship's bow direction. The direction in which the fore-and-aft line of each of the aforementioned hulls extends toward the bow is defined as the bow direction of each of the aforementioned hulls. The hull direction changing section is capable of changing the bow direction of the hull, Of the aforementioned multiple hulls, some of the hulls are designated as mooring hulls, and the operation of moving the ship's position so that the mooring hulls approach the mooring position is defined as the mooring operation. The mooring operation includes movement of the mooring hull in a direction intersecting the bow direction of the hull.

[0009] The ship mooring system of the present invention is The ship of the present invention, The system includes a mooring device that moors the vessel by mooring the mooring vessel hull, which has approached the mooring position by the aforementioned mooring operation. [Effects of the Invention]

[0010] According to the present invention, the vessel can more easily maintain its position and course even in the event of external disturbances such as wind, thereby enabling it to approach its mooring position safely and accurately.

[0011] According to the ship mooring system of the present invention, ships can be moored safely and easily. [Brief explanation of the drawing]

[0012] [Figure 1] Figure 1 is a plan view showing an example of a configuration where ships are arranged in parallel. [Figure 2] Figure 2 is a side cross-sectional view along the line A-A in Figure 1. [Figure 3] Figure 3 is a plan view illustrating the movement of the first hull in changing direction of its bow. [Figure 4] Figure 4 is a plan view showing an example of a state in which the ships are arranged in a non-parallel configuration in the fixed-point holding mode. [Figure 5] Figure 5 is a plan view showing an example of a state in which a vessel is positioned for mooring in order to perform mooring operations in mooring mode. [Figure 6] Figure 6 is a schematic diagram showing the configuration of the ship's control system. [Figure 7] Figure 7 is a perspective view showing the mooring device's holding section in (A) the open state and (B) the moored state. [Figure 8] Figure 8 is a plan view of a ship mooring system showing a ship approaching a mooring device with the holding section in an open state. [Figure 9] Figure 9 is a plan view of a ship mooring system showing the state when the ship has reached the mooring position and the holding part of the mooring device is in the moored state. [Figure 10] Figure 10 is a plan view showing an example of a ship's operation, where it switches from navigation mode to mooring mode and then performs a mooring operation to approach the mooring device in mooring mode. [Figure 11]FIG. 11 is a perspective view of a ship mooring system showing a state where the holding part is in an open state and the ship is approaching the mooring device. [Figure 12] FIG. 12 is a plan view of a ship mooring system showing a state where the holding part is in an open state and the ship has reached the mooring device. [Figure 13] FIG. 13 is a plan view of a ship mooring system showing a state where the holding part is in a mooring state and the ship is moored to the mooring device. [Figure 14] FIG. 14 is a plan view showing a ship having three hulls.

Embodiments for Carrying out the Invention

[0013] A ship according to an embodiment of the present invention includes a plurality of hulls, a supported body supported by the plurality of hulls, a hull direction changing part that connects the plurality of hulls and the supported body, a propulsion device, and is provided with The direction in which the front part of the ship faces is defined as the ship bow direction, The direction in which the bow-stern line of each hull is extended toward the bow side is defined as the respective hull bow direction of each hull, The hull direction changing part can change the hull bow direction of the hull, Among the plurality of hulls, some of the hulls are used as mooring hulls, and an operation of moving the position of the ship so as to approach the mooring hull to a mooring position is defined as a mooring operation, The mooring operation includes movement in a direction intersecting the hull bow direction of the mooring hull (first configuration).

[0014] According to the above configuration, the mooring operation of moving the position of the ship so as to approach the mooring hull to the mooring position includes movement in a direction intersecting the hull bow direction of the mooring hull. When the ship moves in a direction intersecting the hull bow direction of the mooring hull, the water resistance by the mooring hull increases, and when decelerating or stopping the ship, or when obtaining a braking effect against the wind and current, it becomes easier. Therefore, even when the ship experiences significant external disturbances such as strong winds, it becomes easier to maintain the ship's position and course, allowing it to approach its mooring location safely and accurately.

[0015] In the first configuration described above, The aforementioned mooring operation is, The operation may be carried out in a configuration in which the bow direction of the mooring vessel and the bow direction of the vessels other than the mooring vessel intersect each other (second configuration).

[0016] According to the above configuration, the mooring operation is performed with the bow direction of the mooring hull and the bow direction of the other hulls intersecting each other. In this case, the water resistance from the mooring hull and other hulls makes it easier to achieve a braking effect on the vessel in the longitudinal and lateral directions. Therefore, even when the ship experiences significant external disturbances such as strong winds, it becomes easier to maintain the ship's position and course, allowing it to approach its mooring location safely and accurately.

[0017] In the first configuration described above, The aforementioned mooring operation is, The procedure may be carried out in such a manner that the bow direction of the mooring vessel and the bow direction of the vessels other than the mooring vessel are perpendicular to each other (third configuration).

[0018] According to the above configuration, the mooring operation is performed with the bow direction of the mooring hull and the bow direction of the other hulls positioned so that they are mutually perpendicular. In this case, the water resistance from the mooring hull and other hulls can be increased, making it easier to achieve a braking effect on the vessel in the longitudinal and lateral directions. Therefore, even when the ship experiences significant external disturbances such as strong winds, it becomes easier to maintain the ship's position and course, allowing it to approach its mooring location safely and accurately.

[0019] In the above configurations 1 to 3, The aforementioned mooring hull includes a plurality of such hulls, The mooring operation may be performed with the multiple mooring vessels arranged so that the bow directions of each vessel are parallel to each other (fourth configuration).

[0020] According to the above configuration, the mooring operation is performed with the multiple mooring hulls positioned so that the bow directions of each hull are parallel to each other. This increases the water resistance of the mooring hull when the vessel moves in a direction intersecting the bow direction of the hull, making it easier to achieve a braking effect. Furthermore, the mooring of multiple mooring hulls allows for stable mooring of the vessel.

[0021] A ship mooring system according to one embodiment of the present invention is A vessel having any of the above configurations 1 to 4, The system includes a mooring device that moors the vessel by mooring the mooring vessel hull that has approached the mooring position through the aforementioned mooring operation (fifth configuration).

[0022] According to the above configuration, the mooring device moors a vessel by mooring a mooring vessel that approaches the mooring position through a mooring operation. Therefore, it is possible to approach the mooring device safely and accurately, and to moor the vessel safely and easily using the mooring device.

[0023] In the fifth configuration described above, The aforementioned mooring device is The holding mechanism has a switchable position between an open state in which the mooring vessel can enter and exit, and a moored state in which the mooring vessel is moored. The holding portion may moor the vessel by holding one end and the other end of the mooring hull at the mooring position (sixth configuration).

[0024] According to the above configuration, the holding part of the mooring device moors the vessel by holding one end and the other end of the mooring hull at the mooring position. Therefore, ships can be moored in a stable state.

[0025] In the sixth configuration described above, The aforementioned Mooring device teeth, Having a mooring device body extending in a first direction, The holding portion is moved in the first direction relative to the mooring device body, thereby switching between the open state and the moored state. The aforementioned mooring operation is, In the mooring device, the direction of the bow of the mooring vessel may be parallel to the first direction (seventh configuration).

[0026] According to the above configuration, the mooring operation by the vessel is performed in the mooring device such that the bow direction of the mooring vessel is parallel to the first direction. Therefore, the braking effect of the mooring hull makes collisions between the vessel and the mooring equipment less likely. Furthermore, the vessel is moored by the mooring device while it is in a position close to the mooring device. Therefore, it is possible to approach the mooring device safely and accurately, and to moor the vessel safely and easily using the mooring device.

[0027] In the above sixth or seventh configuration, The aforementioned mooring device is The mooring vessel has a detection unit that detects when it approaches the mooring position, If the detection unit detects that the mooring vessel is approaching the mooring position, the holding unit may be switched from the open state to the moored state to hold the mooring vessel (8th configuration).

[0028] According to the above configuration, when it is detected that the mooring vessel is approaching the mooring position, the holding unit switches from the open state to the moored state to hold the mooring vessel. Therefore, it is possible to automatically moor vessels as they move to the mooring position, reducing the amount of effort required for mooring vessels.

[0029] In any of the above configurations 5 through 8, The aforementioned mooring device is It can be installed so as to float on water due to buoyancy, and it may also be designed to be transportable in sections (the ninth configuration).

[0030] According to the above configuration, the mooring device can be transported in sections and installed in a way that allows it to float on water at any desired location. Therefore, it is possible to perform maintenance on a vessel while it is moored to a mooring device at any desired location.

[0031] [Embodiment 1] Hereinafter, with reference to the drawings, the vessel 100 and the vessel mooring system 400 according to Embodiment 1 of the present invention will be described in detail. In the drawings, the same or corresponding parts are denoted by the same reference numerals and their descriptions will not be repeated. In order to make the explanation easier to understand, the drawings referred to below show the configuration in a simplified or schematic manner, and some components are omitted. Also, the dimensional ratios between components shown in each figure do not necessarily represent the actual dimensional ratios.

[0032] The vessel 100 according to this embodiment is a vessel that performs tasks such as underwater environmental surveys in the ocean or lakes while operating autonomously. The vessel mooring system 400 according to this embodiment comprises the vessel 100 and a mooring device 300. The mooring device 300 is a device that safely and easily moors the vessel 100 when it approaches the mooring position MP.

[0033] The vessel 100 has multiple operating modes, including fixed-point holding, navigation, and mooring. In fixed-point holding mode, fixed-point holding is performed to maintain the vessel's position at a fixed point. In navigation mode, navigation is performed to move the vessel's position without performing fixed-point holding. In mooring mode, mooring is performed to approach the mooring position MP while making it easier to maintain the vessel 100's position and course.

[0034] The vessel 100 moves sequentially to multiple target locations in navigation mode using automatic operation, and at each target location switches to fixed-point holding mode to perform tasks such as underwater environmental surveys. When mooring for charging, maintenance, etc., the vessel moves in navigation mode to the vicinity of the mooring position MP, then switches to mooring mode and performs the mooring operation automatically. The mooring device 300 automatically moors the vessel 100 as it approaches the mooring position MP through the mooring operation.

[0035] [Ship] First, the overall configuration of the vessel 100 will be described. Figure 1 is a plan view showing an example of the vessel 100 in a parallel arrangement PA. As shown in Figure 1, the vessel 100 comprises four hulls 10 (first hull 101, second hull 102, third hull 103, fourth hull 104), a support 30, a hull direction changing section 50, a propulsion system 70, and a control unit 180. In the following description, when the first hull 101, second hull 102, third hull 103, and fourth hull 104 are not distinguished, they may simply be referred to as hull 10.

[0036] In this embodiment, the orientation of each hull 10 is not fixed, and the attitude of each hull 10 can be changed in accordance with the operating mode. Because the attitude of each hull 10 changes, the relationship between the front-rear and left-right orientations of the ship 100 and the front-rear and left-right orientations of each hull 10 is not constant. Therefore, in order to distinguish between the orientations of the ship 100 and each hull 10, they are defined as follows.

[0037] The forward part of the vessel 100 is the side where the first hull 101 and the second hull 102 are located, regardless of the orientation of each hull 10, and the forward direction of the vessel 100 is indicated by arrow F. The aft part of the vessel 100 is the side where the third hull 103 and the fourth hull 104 are located, and the rear direction of the vessel 100 is indicated by arrow B. The left part of the vessel 100 is the side where the first hull 101 and the fourth hull 104 are located, and the left side of the vessel 100 is indicated by arrow L. The right part of the vessel 100 is the side where the second hull 102 and the third hull 103 are located, and the right side of the vessel 100 is indicated by arrow R. In addition, the direction in which the forward part of the vessel 100 faces is designated as the vessel heading HD, and is indicated by arrow HD. The vessel heading HD coincides with the forward direction F of the vessel 100. The support structure 30 is marked with a triangular indicator 30BA that shows the direction of the ship's bow HD. Additionally, arrow U indicates the area above the ship 100, and arrow D indicates the area below the ship 100.

[0038] The arrow TF indicates the front of the vessel 100 relative to its direction of travel, the arrow TB indicates the rear of the vessel 100 relative to its direction of travel, the arrow TR indicates the right of the vessel 100 relative to its direction of travel, and the arrow TL indicates the left of the vessel 100 relative to its direction of travel.

[0039] Depending on the operating mode, the vessel 100 can move straight and turn in the forward F, rear B, right R, left L, and diagonal directions. Therefore, the forward F, rear B, right R, and left L directions of the vessel 100 do not necessarily coincide with the forward TF, rear TB, right TR, and left TL directions of the vessel 100 in the direction of travel.

[0040] Each hull 10 is marked with a virtual bow-stern line CL indicating the direction of the bow and stern. The direction in which the bow-stern line CL of each hull 10 is extended toward the bow 10F is defined as the bow direction DF, and the direction opposite to the bow direction DF is defined as the stern direction DB. Each hull 10 is marked with a roughly triangular indicator 10FA at the bow 10F to indicate the direction of the bow 10F.

[0041] In this embodiment, each hull 10 has the same hull shape. The hull shape of each hull 10 is displacement type and symmetrical with respect to the bow-stern line CL. The beam is widest at the center W of the bow-stern line CL. The length of the bow-stern line CL is long relative to the beam, and each hull 10 has an elongated hull shape in plan view. Let LW be the length in the bow-stern line CL direction at the water surface, and BW be the length in the beam direction at the water surface. BW / LW should be 1.0 or less, and preferably 0.5 or less. In this embodiment, BW / LW is approximately 0.25. The hull shape on the bow 10F side and the stern 10B side are substantially symmetrical with respect to the center W, and the beam gradually narrows from the center W towards the bow 10F and stern 10B. Therefore, the resistance that each hull 10 receives from the fluid when moving in the bow direction DF or the stern direction DB is relatively small. On the other hand, the resistance experienced by the fluid when moving in a direction that intersects the bow-stern line CL (diagonal or lateral) is greater than the resistance experienced when moving in the bow direction DF and the stern direction DB.

[0042] The supported structure 30 is supported by each hull 10. The supported structure 30 has a supported body 31 and an arm 33.

[0043] The supported body 31 is the base portion of the supported body 30. A work opening 32 is formed in the center of the supported body 31, penetrating vertically. The work opening 32 is used, for example, to raise and lower equipment used in underwater environmental surveys. A housing space is formed inside the supported body 31. The housing space houses the control unit 180 and a power supply unit (not shown), etc. A current location information acquisition unit 190 is provided on the upper surface of the supported body 31. The current location information acquisition unit 190 has a GNSS sensor 191 and a compass sensor 192 (see Figure 6).

[0044] Arms 33 are provided corresponding to each hull 10. Arms 33 hold the support shafts 51 provided on each hull 10 and connect each hull 10 to the supported body 31.

[0045] The hull direction changing section 50 is configured to change the hull bow direction DF of each hull 10 relative to the ship's bow direction HD and the bow direction DF of other hulls. Each hull 10 can change its hull bow direction DF horizontally in all directions (360 degrees) (see Figure 3). Support shafts 51 are erected vertically in the hull direction changing section 50. Each hull 10 is connected to the support structure 30 via the support shafts 51. The spacing between the support shafts 51 on the front and rear sides of the ship 100, and the spacing between the support shafts 51 on the right and left sides of the ship 100, is set so that each hull 10 does not interfere with each other when the hull bow direction DF of each hull 10 is changed. The operation of the hull direction changing section 50 is controlled by the control unit 180. The specific configuration of the hull direction changing section 50 will be described later.

[0046] The propulsion system 70 is located in each hull 10 and generates thrust for each hull 10. The propulsion system 70 includes a propeller shaft 71, a propeller 72, and a motor 73.

[0047] The propeller 72 is located at the stern 10B of each hull 10 and is attached to the end of the propeller shaft 71.

[0048] Motor 73 is connected to the propeller shaft 71 and rotates the propeller 72 to generate thrust. The magnitude of the thrust of each hull 10 is changed by changing the rotation speed of motor 73. By changing the rotation direction of motor 73 to forward or reverse, the thrust of each hull 10 is switched to the bow direction DF or the stern direction DB. The power to drive the motor 73 of each hull 10 is supplied from a power supply unit (not shown) mounted on the support 30. The operation of the propulsion system 70 is controlled by the control unit 180.

[0049] The control unit 180 constitutes a ship control system 200 that controls the automatic operation of the ship 100 (see Figure 6). In order to control the automatic operation of the ship 100, the control unit 180 controls the operation of the ship direction changing unit 50 and the propulsion device 70 provided on each hull 10. The specific configuration of the control unit 180 will be described later.

[0050] Figure 2 is a side cross-sectional view taken along the line A-A in Figure 1. In Figure 2, the interiors of the first hull 101 and the fourth hull 104, as well as the supported structure 30, are visible. Inside each hull 10, mainly a hull direction changing section 50 and a propulsion system 70 are provided.

[0051] The hull direction changing section 50 includes a support shaft 51, a bearing section 53, and a motor 55. The bearing section 53 is fixed inside the hull 10. The lower part of the support shaft 51 is rotatably supported by the bearing section 53, and the upper part is fixed to the arm 33 of the supported structure 30. Thus, the hull 10 is rotatable relative to the support shaft 51 and the arm 33.

[0052] The motor 55 is fixed inside the hull 10 together with the bearing 53. A first gear 571 is attached to the rotating shaft 551 of the motor 55. A second gear 572 is attached to the lower part of the support shaft 51. The first gear 571 and the second gear 572 are meshed together, and are configured to transmit the rotational force of the rotating shaft 551 of the motor 55 to the support shaft 51. When the rotating shaft 551 of the motor 55 is rotated, the rotational force causes the bearing 53, the motor 55, and the hull 10 to rotate around the support shaft 51.

[0053] The motor 55 is, for example, a servo motor or a stepping motor, and can control the rotation angle of the rotating shaft 551. By controlling the rotation angle of the rotating shaft 551, the rotation angle around the support shaft 51 can be controlled, thereby controlling the attitude of the hull 10 (the direction of the bow DF of the hull). The power to drive the motor 55 of each hull 10 is supplied from a power supply unit (not shown) mounted on the support 30.

[0054] Figure 3 is a plan view illustrating the operation of changing the hull's bow direction DF of the first hull 101. The operation of changing the hull's bow direction DF will be explained using the first hull 101 as an example.

[0055] Figure 3 shows the state in which the first hull 101 changes from attitude 101PA to attitude 101NPA. Attitude 101PA is the attitude of the first hull 101 in the parallel arrangement PA shown in Figure 1. Attitude 101NPA is the attitude of the first hull 101 in the non-parallel arrangement NPA shown in Figure 4. In attitude 101PA, the state before the change, the hull bow direction DF is parallel to the ship bow direction HD. In attitude 101NPA, the state after the change, the hull bow direction DF is oriented in the direction of the center of the ship 100 (center of the supported 30 in plan view) SQC.

[0056] When changing from attitude 101PA to attitude 101NPA, the hull bow direction DF is changed clockwise by an angle θ1 = 135 degrees around the support axis 51. This change in the hull bow direction DF is performed by controlling the hull direction changing unit 50 provided on the first hull 101 with the control unit 180. Similarly, for the second hull 102, third hull 103, and fourth hull 104, the change in the hull bow direction DF is performed by controlling the hull direction changing unit 50 provided on each hull 10 with the control unit 180. Note that the operation of the hull direction changing unit 50 is not limited to the operation shown in Figure 3. The angle θ1 of the change in the hull bow direction DF can be set to any angle.

[0057] Next, the possible configurations and operations of each hull 10 in each operating mode will be described. Figure 1 is a plan view showing an example of the state in which the vessel 100 is in a parallel configuration PA in the navigation mode. Figure 4 is a plan view showing an example of the state in which the vessel 100 is in a non-parallel configuration NPA in the fixed-point holding mode. Figure 5 is a plan view showing an example of the state in which the vessel 100 is in a mooring configuration PB in order to perform mooring operations in the mooring mode.

[0058] As shown in Figure 1, the parallel-arranged PA is a state in which the bow directions DF of each hull 10 are arranged to be parallel to each other. The parallel-arranged PA is the attitude when the ship 100 is performing navigational operations, mainly in the navigation mode. In the parallel-arranged PA state shown in Figure 1, when the ship 100 moves in the bow direction DF of each hull 10, the resistance experienced by the ship 100 is smaller than in the non-parallel-arranged NPA state. In this state, by controlling the distribution of thrust from the propulsion devices 70 of each hull 10, thrust forces are generated for the ship 100 in the forward F and aft B directions, and steering forces (turning moments) are generated for the right R and left L directions. Therefore, the ship 100 is able to move forward F and aft B, and turn right R and left.

[0059] As shown in Figure 4, a non-parallel NPA configuration is one in which the bow direction DF of each hull 10 is non-parallel to the bow direction DF of other hulls. In Figure 4, each hull 10 is arranged such that its bow-stern line CL forms approximately an X shape in plan view. The bow direction DF of each hull 10 points toward the ship's center SQC, and the stern direction DB of each hull 10 points radially outward from the ship's center SQC.

[0060] The non-parallel NPA configuration is the attitude of the vessel 100 when it performs a fixed-point holding operation, primarily in the fixed-point holding mode. In the non-parallel NPA configuration, the vessel 100 experiences increased resistance in any direction of movement, creating a braking effect that makes it difficult to move from a fixed point even in the presence of wind disturbances. In this state, by controlling the thrust distribution from the propulsion devices 70 of each hull 10, the direction of movement of the vessel 100 can be freely controlled in all directions (360 degrees) in the forward F, aft B, right R, left L, and horizontal directions, including diagonal directions.

[0061] Figure 5 shows an example of a state in which the vessel 100 is in a mooring position PB for performing a mooring operation in mooring mode. The mooring position PB is the posture that the vessel 100 is in when performing a mooring operation, mainly in mooring mode. A mooring operation is an operation to move the position of the vessel 100 so as to approach the mooring position MP of the mooring device 300, etc. In Figure 5, the state in which the mooring position MP is in the direction of travel of the vessel 100 (direction indicated by arrow TF) is shown (see Figure 8). The mooring position PB is an arrangement that makes it easier to maintain the position and course of the vessel 100 when performing a mooring operation.

[0062] In the mooring arrangement PB, some of the multiple hulls 10 are designated as mooring hulls 10X. In Figure 5, two hulls, the first hull 101 and the second hull 102, are set as mooring hulls 10X. In the mooring operation, the position of the vessel 100 is moved so that the mooring hulls 10X approach the mooring position MP. The mooring operation includes movement of the mooring hulls 10X in a direction intersecting the hull bow direction DF. For example, in Figure 5, when the vessel 100 moves in the direction of arrow TF, the vessel 100 moves in a direction perpendicular to the hull bow direction DF of the mooring hulls 10X (first hull 101 and second hull 102). When the vessel 100 moves in a direction intersecting the hull bow direction DF of the mooring hull 10X, the water resistance from the mooring hull 10X increases, making it easier to decelerate or stop the vessel 100 and to obtain a braking effect against wind currents. Therefore, even when the disturbances such as wind that the vessel 100 is subjected to become large, it becomes easier to maintain the position and course of the vessel 100, and it can approach the mooring position MP safely and accurately. As shown in Figure 5, when the vessel 100 moves in a direction perpendicular to the hull bow direction DF of the mooring hull 10X (first hull 101 and second hull 102), the braking effect from the mooring hull 10X becomes even greater.

[0063] In a mooring arrangement PB, if there are multiple mooring hulls 10X, it is preferable that the bow directions DF of each hull be arranged parallel to each other. In Figure 5, the first hull 101 and the second hull 102 are arranged so that their bow directions DF are parallel to each other. In particular, in Figure 5, the bow directions DF of each hull are arranged to lie on the same straight line. By arranging multiple mooring hulls 10X in this way, when the vessel 100 moves in a direction intersecting the bow directions DF of the mooring hulls 10X, the water resistance caused by the mooring hulls 10X can be increased, making it easier to obtain a braking effect.

[0064] If the hulls 10 other than the mooring hull 10X are designated as non-mooring hulls 10NX, then in Figure 5, the third hull 103 and the fourth hull 104 are set as non-mooring hulls 10NX. It is preferable that the mooring operation is performed with the hull bow direction DF of the mooring hull 10X and the hull bow direction DF of the non-mooring hulls 10NX positioned to intersect each other. In this case, the water resistance from the mooring hull 10X and the non-mooring hulls 10NX makes it easier to obtain a braking effect on the ship 100 in the longitudinal and lateral directions. In particular, in Figure 5, the hull bow direction DF of the mooring hull 10X and the hull bow direction DF of the non-mooring hulls 10NX are positioned to be perpendicular to each other. This makes it easier to obtain a braking effect on the ship 100 in the longitudinal (arrows TF, TB) and lateral (arrows TR, TL) directions.

[0065] Furthermore, as shown in Figure 5, when the bow direction DF of the mooring hull 10X and the bow direction DF of the non-mooring hull 10NX are arranged to be mutually orthogonal, movement and course changes during mooring operations become easier. When the vessel 100 moves in the direction indicated by the arrow TF (arrow TB), the mooring hull 10X (first hull 101 and second hull 102) can be moved by the propulsion force of the non-mooring hull 10NX (third hull 103 and fourth hull 104) as if being pushed (pulled) by a tugboat. By changing the balance of the propulsion force of the non-mooring hull 10NX (third hull 103 and fourth hull 104), a steering force (turning moment) that changes the direction of travel of the vessel 100 can also be generated. Furthermore, when the vessel 100 moves in the direction indicated by the arrow TR (arrow TL), it can be moved by the propulsion force of the mooring hull 10X (first hull 101 and second hull 102).

[0066] Furthermore, the mooring arrangement PB is not limited to the arrangement shown in Figure 5. For example, the mooring hull 10X is not limited to the first hull 101 and the second hull 102, and any of the hulls 10 may be designated as the mooring hull 10X. Also, the mooring hull 10X is not limited to two hulls, but may be one hull. Moreover, depending on the number and arrangement of the hulls, the number of mooring hulls 10X may be set arbitrarily.

[0067] Figure 6 is a schematic diagram showing the configuration of the ship control system 200. The ship control system 200 is a system that controls the automatic operation of the ship 100. Figure 6 shows the configuration of the ship control system 200 that mainly controls the movement of the ship 100. The ship control system 200 includes a control unit 180, a current position information acquisition unit 190, a ship direction changing unit 50 and a propulsion device 70 provided on each hull 10.

[0068] The current location information acquisition unit 190 has a GNSS sensor 191 and a compass 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 compass sensor 192 detects the bearing of the ship's bow direction HD of the ship 100. The detection signal from the compass sensor 192 is input to the control unit 180. The current location information acquisition unit 190 may also have other sensors, such as a wind direction / wind speed sensor or a tidal current sensor.

[0069] The control unit 180 is connected to the hull direction changing unit 50 and the propulsion system 70 provided in each hull 10. The control unit 180 controls the automatic operation of the ship 100 by controlling the hull direction changing unit 50 and the propulsion system 70 of each hull 10.

[0070] The control unit 180 includes a memory 181, a current position information calculation unit 182, a first operating mode determination unit 183, a second operating mode determination unit 184, a hull direction control unit 185, and a propulsion system control unit 187.

[0071] Memory 181 stores data related to the automatic operation of the vessel 100. Memory 181 stores route data DE1, first operating mode determination criterion data DE2, second operating mode determination criterion data DE3, hull direction control data DE4, and thrust distribution data DE5.

[0072] Route data DE1 records, for example, position data for multiple survey locations (target locations) TP1 to TPN where underwater environmental surveys are conducted, and data for routes to navigate to the multiple target locations TP1 to TPN in a predetermined order. Route data DE1 also records data for one or more mooring locations MP, such as the location of the mooring device 300, and data for routes to navigate from an arbitrary location to each mooring location MP.

[0073] The first operating mode determination criterion data DE2 contains determination criteria for determining whether the operating mode is navigation mode or fixed-point holding mode. In this embodiment, the first operating mode determination criterion data DE2 contains determination criteria for determining whether to use navigation mode or fixed-point holding mode based on the distance from the current position to the target position.

[0074] Specifically, the system records criteria for setting the operating mode to navigation mode if the distance from the current position to the target position is greater than or equal to a predetermined reference distance PD, and setting the operating mode to fixed-point holding mode if the distance from the current position to the target position is less than the predetermined reference distance PD. Furthermore, the system also records criteria for maintaining the fixed-point holding mode if the vessel 100 reaches the target position, i.e., if the distance from the current position to the target position becomes 0.

[0075] The second operating mode determination criterion data DE3 records the criteria for determining whether to move from the current position toward the mooring position MP, and the criteria for determining whether to switch the operating mode from navigation mode to mooring mode while moving toward the mooring position MP.

[0076] Specifically, the system records criteria for determining when to move from the current location towards the mooring location MP, such as when the survey at the scheduled survey location is completed, when the charge level drops to a predetermined level, or when it detects that maintenance is required on the vessel 100 or observation equipment.

[0077] Furthermore, the system records a determination criterion for setting the operating mode to navigation mode if the distance from the current position to the mooring position MP is greater than or equal to a predetermined reference distance, and setting the operating mode to mooring mode if the distance from the current position to the mooring position is less than the predetermined reference distance. The system also records a determination criterion for stopping at the mooring position MP while remaining in mooring mode if the vessel 100 performs a mooring operation in mooring mode and reaches the mooring position MP, that is, if the distance from the current position to the mooring position becomes 0.

[0078] The hull direction control data DE4 records data related to the operation of the hull direction changing unit 50 provided on each hull 10. Specifically, it records data related to the settings for taking the attitude of each hull 10 to suit each operating mode (navigation mode, fixed-point holding mode, mooring mode), and data related to the operation of the hull direction changing unit 50 to change the bow direction DF of each hull 10.

[0079] In this embodiment, in navigation mode, each hull 10 is set to be in a parallel arrangement PA (see Figure 1). To achieve this parallel arrangement PA, the operation data of the hull direction changing unit 50 is set so that the angle between the bow direction DF of each hull and the bow direction HD of the ship 100 is 0 degrees for each hull 10.

[0080] In the fixed-point holding mode, each hull 10 is set to be in a non-parallel arrangement NPA state (see Figure 4). In order for each hull 10 to be in a non-parallel arrangement NPA state, the operation data of the hull direction changing unit 50 is set so that the angle between the hull bow direction DF of each hull 10 and the ship bow direction HD of the vessel 100 is a predetermined angle for each hull 10.

[0081] In mooring mode, each hull 10 is set to be in the mooring position PB (see Figure 5). In order for each hull 10 to be in the mooring position PB, the operation data of the hull direction changing unit 50 is set so that the angle between the bow direction DF of each hull 10 and the bow direction HD of the vessel 100 is a predetermined angle for each hull 10.

[0082] The thrust distribution data DE5 records data regarding the thrust distribution of the propulsion system 70 in each operating mode (navigation mode, stationary position mode, and mooring mode).

[0083] In this embodiment, in navigation mode, the vessel 100 takes a parallel arrangement PA. Therefore, data regarding the distribution of thrust to be output to each propulsion device 70 is recorded according to the relationship between the bearing of the vessel 100's bow direction HD in the parallel arrangement PA and the bearing from the current position to the target position. By controlling the thrust distribution of the propulsion devices 70 of each hull 10, the operation data of the propulsion devices 70 is set to generate thrust in the forward F and aft B directions of the vessel 100, and steering force (turning moment) in the right R and left L directions of the vessel 100.

[0084] In fixed-point holding mode, the ship 100 assumes a non-parallel NPA (Non-Parallel Positioning Arrangement). Therefore, data regarding the distribution of thrust output to each propulsion device 70 is recorded according to the relationship between the bearing of the ship 100's bow direction HD in the non-parallel NPA and the bearing from the current position to the target position. The operation data of the propulsion devices 70 is set so that the direction of movement of the ship 100 can be freely controlled in all directions (360 degrees) in the horizontal direction, including forward F, backward B, left L, right R, and diagonal directions, by controlling the thrust distribution of the propulsion devices 70 of each hull 10.

[0085] In mooring mode, the vessel 100 assumes a mooring position PB. Data regarding the distribution of thrust output to each propulsion unit 70 is recorded based on the relationship between the bearing of the vessel 100's bow direction HD in the mooring position PB and the bearing from the current position to the mooring position MP. The operation data of the propulsion units 70 is set to generate thrust in the forward F and aft B directions of the vessel 100, and steering force (turning moment) in the right R and left L directions of the vessel 100, by controlling the thrust distribution of the propulsion units 70 of each hull 10.

[0086] The current position information calculation unit 182 calculates position information at the current location and information regarding the speed of movement, 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 vessel 100 (current position GNSS coordinates) based on the GNSS signal from the GNSS sensor 191, and calculates the bearing of the vessel 100's bow direction HD based on the detection signal from the bearing sensor 192. In addition, the current position information calculation unit 182 calculates the distance to the target position and the bearing of the target position relative to the vessel 100's bow direction HD by referring to the data on the target position and route recorded in the route data DE1 stored in the memory 181.

[0087] The first operating mode determination unit 183 refers to the first operating mode determination criterion data DE2 stored in the memory 181 and determines the operating mode (navigation mode or fixed-point holding mode) that is suitable for movement to the target position. In this embodiment, by referring to the first operating mode determination criterion data DE2 and the distance to the target position calculated by the current position information calculation unit 182, the operating mode is determined to be navigation mode if the distance from the current position to the target position is greater than or equal to a predetermined reference distance PD, and the operating mode is determined to be fixed-point holding mode if the distance from the current position to the target position is less than the predetermined reference distance PD. Furthermore, if the distance from the current position to the target position is 0, it is determined that the vessel 100 has reached the target position, and the operating mode is set to fixed-point holding mode, and the system is determined to continue to maintain that position.

[0088] The second operating mode determination unit 184 refers to the second operating mode determination criterion data DE3 stored in the memory 181 and determines whether to move from the current position toward the mooring position MP. It also determines whether to switch the operating mode from the navigation mode to the mooring mode while moving toward the mooring position MP.

[0089] Specifically, the system determines to move from its current position towards mooring position MP when the survey at the scheduled survey location is completed, when the battery charge level drops to a predetermined level, or when it detects that maintenance is required on the vessel 100 or observation equipment.

[0090] Furthermore, if the distance from the current position to the mooring position MP is greater than or equal to a predetermined reference distance, the operating mode is set to navigation mode, and if the distance from the current position to the mooring position is less than the predetermined reference distance, the operating mode is set to mooring mode. Also, if the vessel 100 performs a mooring operation in mooring mode and reaches the mooring position MP, that is, if the distance from the current position to the mooring position becomes 0, it is determined that the vessel should stop at that position while remaining in mooring mode.

[0091] 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 hull direction changing unit 50 provided on each hull 10 in accordance with the operating modes (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.

[0092] The propulsion control unit 187 refers to the thrust distribution data DE5 stored in the memory 181 and controls the operation of the propulsion devices 70 provided on each hull 10 in accordance with the operating modes (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.

[0093] [Mooring device] Next, the mooring device 300 that constitutes the ship mooring system 400 will be described. Figure 7 is a perspective view showing the state in which the holding portion 320 of the mooring device 300 is in an open state PM1 in Figure 7A and in a moored state PM2 in Figure 7B. Figure 8 is a plan view of the ship mooring system 400 showing the state in which the ship 100 approaches the mooring device 300 with the holding portion 320 in the open state PM1. Figure 9 is a plan view of the ship mooring system 400 showing the state in which the ship 100 has reached the mooring position MP and the holding portion 320 of the mooring device 300 is in a moored state PM2.

[0094] As shown in Figures 8 and 9, the mooring device 300 is a device that moors a vessel 100 by mooring the mooring hull 10X of the vessel 100 as it approaches the mooring position MP through a mooring operation. As shown in Figure 7, the mooring device 300 consists of a first mooring section 301 and a second mooring section 302. The size of the mooring device 300 is set according to the size of the vessel 100. In this embodiment, assuming that the total length of each hull 10 of the vessel 100 is approximately 1.2m, and the total length of the two mooring hulls 10X (first hull 101 and second hull 102) in the mooring arrangement PB (Figure 9) is approximately 2.5m, the size of the mooring device 300 is set so that its longitudinal length is approximately 4.3m.

[0095] The first mooring section 301 and the second mooring section 302 each consist of a mooring device body 310 (first mooring device body 311, second mooring device body 312) and a holding section 320 (first holding section 321, second holding section 322). The first mooring section 301 and the second mooring section 302 are independent of each other and are installed to float on the water by buoyancy. Figure 7 shows the first mooring section 301 and the second mooring section 302 installed to float on the waterline along the land G. The thin line WL shown on the floating body indicates the waterline. The area enclosed by the first holding section 321 and the second holding section 322 is the mooring position MP for holding the mooring hull 10X and mooring the vessel 100. Furthermore, the first mooring section 301 and the second mooring section 302 are moored to each other by cables or the like (not shown), so as not to change significantly in their relative position. In addition, the first mooring section 301 and the second mooring section 302 are also moored to land G by cables or the like (not shown), so as not to change significantly in their relative position to land G.

[0096] The first mooring section 301 and the second mooring section 302 are separate, making them easy to move and transport. The first mooring section 301 and the second mooring section 302 are configured approximately symmetrically with respect to a virtual centerline 303. Therefore, the configuration of each section will mainly be described in relation to the first mooring section 301.

[0097] As shown in Figure 7, the first mooring section 301 has a first mooring device body 311 and a first holding section 321. The first mooring device body 311 extends in a first direction D1, and a rail (not shown) is attached to it so that the first holding section 321 can move in the first direction D1. Multiple floating bodies 315 are attached to the lower part of the first mooring device body 311, and it is configured to float on water due to buoyancy.

[0098] The first holding section 321 is the part that holds the mooring hull 10X of the vessel 100 and moors the vessel 100 to the mooring device 300. The first holding section 321 is configured to move in a first direction D1 along the rail of the first mooring device body 311. The first holding section 321 is movable between an open state PM1 (Figures 7A and 8), in which the mooring hull 10X can enter and exit, and a moored state PM2 (Figures 7B and 9), in which the mooring hull 10X is moored.

[0099] The first holding part 321 has a holding part body 325, an arm 326, and a floating body 327. The holding part body 325 is supported by the arm 326 at a predetermined distance from the first mooring device body 311. The distance between the holding part body 325 and the first mooring device body 311 is set to a distance that can hold the ends of the mooring hull 10X (first hull 101 and second hull 102) in the mooring state PM2 (Figures 7B and 9). The holding part body 325 is bent so that its outer end relative to the virtual centerline 303 approaches the first mooring device body 311, corresponding to the shape of the ends of the mooring hull 10X (first hull 101 and second hull 102). Therefore, the ends of the mooring hull 10X (first hull 101 and second hull 102) can be reliably held in the mooring state PM2 (Figures 7B and 9). Multiple buoyancy devices 327 are attached to the lower part of the holding unit body 325, and the unit is configured to float on water due to buoyancy.

[0100] The arm 326 is configured to move in a first direction D1 along the rail of the first mooring device body 311. The arm 326 is connected to a driving means for moving the first holding part 321, which can move between an open state PM1 (Figures 7A and 8) and a moored state PM2 (Figures 7B and 9). The configuration of the driving means is not limited, but for example, a wire (not shown) connected to the arm 326 may be wound up and unwound by a winding device 328 to move the first holding part 321 between an open state PM1 (Figures 7A and 8) and a moored state PM2 (Figures 7B and 9). In addition, an elastic member such as a spring, an air cylinder, a motor, or other driving means may be used, and a link mechanism or the like may be used as a means to transmit the driving force to the first holding part 321.

[0101] The first mooring section 301 is provided with a detection unit (not shown) that detects when the mooring hull 10X approaches the mooring position MP. When the detection unit detects that the mooring hull 10X is approaching the mooring position MP, the first holding section 321 moves from the open state PM1 (Figures 7A and 8) to the moored state PM2 (Figures 7B and 9). The configuration of the detection unit is not limited, and the approach of the mooring hull 10X may be electrically detected by a sensor or a contact switch. Alternatively, the detection member may be configured to act mechanically when the mooring hull 10X approaches, thereby activating a driving means that drives the first holding section 321. Furthermore, if the detection unit detects that the mooring hull 10X is approaching the mooring position MP, it is preferable that the first holding part 321 of the first mooring part 301 and the second holding part 322 of the second mooring part 302 move synchronously from the open state PM1 (Figures 7A and 8) to the moored state PM2 (Figures 7B and 9).

[0102] The configuration of the mooring device 300 described above is merely an example, and the configuration of the mooring device is not limited to the above configuration. For example, the mooring device may be installed not by floating on water due to buoyancy, but by fixed supports such as pillars on land or the seabed. Also, the first mooring section 301 and the second mooring section 302 may not be separated but be a single unit. The configuration and operation of the holding section 320 are also not limited, and it is sufficient that it can be switched between an open state in which the mooring hull 10X can enter and exit, and a moored state in which the mooring hull 10X is moored.

[0103] [Operation] Next, the operation of the ship 100 and the mooring device 300 that constitute the ship mooring system 400 will be described. Figure 10 is a plan view showing an example of the operation of the ship 100, which switches from navigation mode to mooring mode and performs a mooring operation to approach the mooring device 300 in mooring mode. Figure 11 is a perspective view of the ship mooring system 400 showing the state in which the holding part 320 is in the open state PM1 and the ship 100 is approaching the mooring device 300. Figure 12 is a plan view of the ship mooring system 400 showing the state in which the holding part 320 is in the open state PM1 and the ship 100 has reached the mooring device 300. Figure 13 is a plan view of the ship mooring system 400 showing the state in which the holding part 320 is in the moored state PM2 and the ship 100 is moored to the mooring device 300.

[0104] As shown in Figure 10, when the vessel 100 approaches the mooring device 300 by automatic operation for mooring, the vessel 100 first moves in navigation mode to the vicinity of the mooring device 300 (mooring position MP). When the distance from the vessel 100 to the mooring device 300 (mooring position MP) falls below a predetermined reference distance, the operating mode is switched from navigation mode to mooring mode, and the arrangement is switched from parallel arrangement PA in navigation mode to mooring arrangement PB in mooring mode to perform the mooring operation. Then, the vessel 100 moves to the mooring device 300 (mooring position MP) in mooring mode. The operation of the vessel 100 and the mooring device 300 after the operating mode of the vessel 100 is switched from navigation mode to mooring mode will be described below.

[0105] In the state shown in Figure 11, the vessel 100 is in mooring position PB to perform mooring operations in mooring mode. The holding parts 320 (first holding part 321, second holding part 322) of the mooring device 300 are in the open state PM1. The vessel 100 is performing a mooring operation to move toward mooring position MP. The mooring operation is performed such that, when the vessel 100 reaches the mooring device 300 (mooring position MP), the bow direction DF of the mooring hull 10X (first hull 101 and second hull 102) is parallel to the first direction D1, which is the direction in which the mooring device 300 extends.

[0106] The current position information calculation unit 182 calculates position information (current position GNSS coordinates), etc., 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 calculates the distance to the mooring position MP and the bearing of the mooring position MP relative to the ship's bow direction HD, by referring to the data on the mooring position MP and the route recorded in the route data DE1 stored in the memory 181.

[0107] The propulsion control unit 187 controls the operation of the propulsion devices 70 installed on each hull 10 by referring to the thrust distribution data DE5. In the state shown in Figure 11, the propulsion control unit 187 refers to the thrust distribution data DE5 and controls the balance of the thrust of the propulsion devices 70 mainly installed on the non-mooring hulls 10NX (third hull 103 and fourth hull 104) so ​​that the ship 100 moves toward the bearing of the mooring position MP. By having each hull 10 assume the mooring configuration PB, the water resistance from the mooring hulls 10X (first hull 101 and second hull 102) and the non-mooring hulls 10NX (third hull 103 and fourth hull 104) makes it easier to obtain a braking effect on the ship 100 in the longitudinal and lateral directions. Therefore, even if the disturbances such as wind that the ship 100 is subjected to become large, it becomes easier to maintain the position and course of the ship 100, and it can approach the mooring position MP safely and accurately.

[0108] Depending on external disturbances such as wind affecting the vessel 100, and the bearing of the mooring position MP relative to the vessel's bow direction HD, the propulsion devices 70 provided on the mooring hull 10X (first hull 101 and second hull 102) may be activated in addition to the propulsion devices 70 provided on the non-mooring hull 10NX (third hull 103 and fourth hull 104) in order to generate steering force (turning moment). Alternatively, the hull direction changing section 50 may be controlled to change the bow direction DF of the non-mooring hull 10NX (third hull 103 and fourth hull 104) in order to generate steering force (turning moment) from the hull 10.

[0109] Figure 12 shows the state immediately after the mooring hull 10X (first hull 101 and second hull 102) of the vessel 100 reaches the mooring device 300 (mooring position MP). The bow direction DF of the mooring hull 10X (first hull 101 and second hull 102) is parallel to the first direction D1, which is the direction in which the mooring device 300 extends. The holding parts 320 (first holding part 321 and second holding part 322) are in the open state PM1. When a detection unit (not shown) detects that the mooring hull 10X (first hull 101 and second hull 102) has reached the mooring position MP, a drive means (not shown) that drives the holding unit 320 (first holding unit 321 and second holding unit 322) is activated, and the holding unit 320 (first holding unit 321 and second holding unit 322) is switched from an open state PM1 to a moored state PM2.

[0110] In Figure 13, the holding section 320 (first holding section 321, second holding section 322) is switched to the mooring state PM2. The holding section 320 (first holding section 321, second holding section 322) holds one end of the mooring hull 10X (first hull 101 and second hull 102) (bow 10F of the first hull 101) and the other end (bow 10F of the second hull 102), thereby enabling the vessel 100 to be moored in a stable state at the mooring position MP.

[0111] The mooring of the vessel 100 is released by switching the holding parts 320 (first holding part 321, second holding part 322) from the moored state PM2 to the open state PM1. The switch from the moored state PM2 to the open state PM1 may be triggered by activating a drive means (not shown) that drives the holding parts 320 when charging is complete or at a set time, or the holding parts 320 may be switched from the moored state PM2 to the open state PM1 at the timing when the vessel 100 starts sailing. Alternatively, the holding parts 320 may be switched from the moored state PM2 to the open state PM1 by an operator.

[0112] According to the vessel 100 of this embodiment, even when disturbances such as wind affecting the vessel 100 become large, it becomes easier to maintain the position and course of the vessel 100, and it can approach the mooring position MP safely and accurately. Furthermore, according to the vessel mooring system 400 of this embodiment, the vessel 100 can approach the mooring device 300 safely and accurately, and the vessel 100 can be moored safely and easily by the mooring device 300.

[0113] [Differentiation] The vessel 100 and vessel mooring system 400 according to the present invention are not limited to the embodiments described above.

[0114] Although the vessel in this embodiment is described as being automatically operated, it may be controlled externally by wireless communication or the like. Furthermore, some or all of the operation may be controlled by an operator. For example, the operator may perform mooring operations.

[0115] In this embodiment, each hull 10 is provided with a hull direction changing section 50 to change the hull bow direction DF. However, it is also possible to provide hull direction changing sections 50 to only some of the hulls 10 among a plurality of hulls to change the hull bow direction DF. For example, out of four hulls 10, the hull bow direction DF of two hulls may be adjustable, while the hull bow direction DF of the remaining two hulls may be fixed.

[0116] In this embodiment, the vessel is configured to have four hulls, but it may also be configured to have two, three, or five or more hulls 10. Figure 14 is a plan view showing a vessel 100A having three hulls 10.

[0117] Figures 14A and 14B show a vessel 100A having three hulls 10 in a mooring configuration PB in mooring mode. Figure 14A shows the state where only the first hull 101 is set as the mooring hull 10X. Figure 14B shows the state where both the second hull 102 and the third hull 103 are set as the mooring hulls 10X.

[0118] Furthermore, in this embodiment, a propulsion device 70 is provided on each hull 10, but it is also possible to provide a propulsion device 70 on only some of the hulls 10. The propulsion device may be a pod propulsion system. In addition, different types of propulsion devices may be placed on each hull 10.

[0119] The hull type of each of the 10 vessels is a displacement-type hull type, but is not limited to this. The hull types of multiple hulls 10 do not all have to be the same. For example, a combination of rectangular prisms and cylindrical floating bodies may be used.

[0120] In this embodiment, the supported structure 30 is positioned inside the area enclosed by each hull 10 (a closed area including the outer edges of each hull 10) in a plan view. From the standpoint of stability, it is preferable that the supported structure 30 be positioned within the area enclosed by each hull 10, but the position is not limited. For example, a part of the supported structure 30 may be positioned outside the area enclosed by each hull 10. Furthermore, the supported structure 30 is not limited to being entirely above the water surface; part or all of it may be submerged in water.

[0121] In this embodiment, a small vessel that performs underwater environmental surveys using autonomous driving has been described, but its size is not limited. For example, it may be a vessel that is large enough and equipped to carry workers and perform various tasks.

[0122] Although embodiments of the present invention have been described above, the embodiments described above are merely illustrative examples for carrying out the present invention. Therefore, the present invention is not limited to the embodiments described above, and it is possible to carry out the present invention by appropriately modifying the embodiments described above without departing from the spirit of the invention. [Explanation of Symbols]

[0123] 100 ships 300 Mooring device 400 Ship Mooring Systems 10 hull 30 Supported object 50. Section for changing the direction of the hull 70 Propulsion device HD Ship bow direction DF Hull bow direction MP mooring position 10X Mooring Hull

Claims

1. Multiple hulls, Supported by the aforementioned multiple hulls, A hull direction changing section that connects the plurality of hulls and the supported structure, Propulsion system and Equipped with, The direction in which the front of your ship faces is defined as the ship's bow direction. The direction in which the fore-and-aft line of each of the aforementioned hulls extends toward the bow is defined as the bow direction of each of the aforementioned hulls. The hull direction changing section is capable of changing the bow direction of the hull. A ship, Navigation is defined as the movement of a ship's position in a parallel arrangement where the bows of each ship are arranged parallel to each other. Among the aforementioned plurality of hulls, some of the hulls are designated as mooring hulls, and in a mooring arrangement where the bow direction of the mooring hulls and the bow directions of the hulls other than the mooring hulls intersect with each other, the operation of moving the position of the ship to bring the mooring hulls closer to the mooring position is defined as the mooring operation. The mooring position is a position for mooring a vessel, and a mooring device for mooring a vessel approaching the mooring position is arranged at the mooring position, and the longitudinal direction of the mooring device extends in the first direction. When approaching the mooring position for the purpose of mooring, the vessel moves to the vicinity of the mooring position using the navigation operation, and when the distance to the mooring position reaches a predetermined distance, the navigation operation is switched to the mooring operation. The aforementioned mooring operation is, The position of the vessel is moved such that the bow direction of the mooring vessel is parallel to the first direction, and the mooring vessel approaches the mooring position before any other vessels. This is an operation to bring the mooring vessel to the mooring position while the bow direction of the mooring vessel is parallel to the first direction. ship.

2. The aforementioned mooring operation is, The operation is performed with the hull bow direction of the mooring vessel and the hull bow direction of the vessels other than the mooring vessel being arranged to be mutually perpendicular. The vessel according to claim 1.

3. The aforementioned mooring hull includes a plurality of such hulls, The mooring operation is performed with the multiple mooring vessels arranged so that the bow directions of each vessel are parallel to each other. The vessel according to claim 1 or claim 2.

4. A vessel according to any one of claims 1 to 3, The mooring device comprises a mooring device that moors the vessel by mooring the mooring vessel hull that has approached the mooring position by the aforementioned mooring operation, Ship mooring system.

5. The aforementioned mooring device is The holding mechanism has a switchable position between an open state in which the mooring vessel can enter and exit, and a moored state in which the mooring vessel is moored. The holding part secures the vessel by holding one end and the other end of the mooring hull at the mooring position. The ship mooring system according to claim 4.

6. The aforementioned mooring device is Having a mooring device body extending in the first direction, The holding portion is moved in the first direction relative to the mooring device body, thereby switching between the open state and the moored state. The aforementioned mooring operation is, In the mooring device, the direction of the bow of the mooring vessel is executed so that it is parallel to the first direction. The ship mooring system according to claim 5.

7. The aforementioned mooring device is The mooring vessel has a detection unit that detects when it approaches the mooring position, When the detection unit detects that the mooring vessel has approached the mooring position, the holding unit switches from the open state to the moored state to hold the mooring vessel. The ship mooring system according to claim 5 or claim 6.

8. The aforementioned mooring device is It can be installed so that it floats on water due to buoyancy, and it can also be transported in sections. A ship mooring system according to any one of claims 4 to 7.

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