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

Abstract

To provide a ship control device capable of more reliably realizing the turning of a ship as intended by the operator without major system changes.SOLUTION: A ship control device 10 comprises an input part 201 for inputting a maneuvering command value related to ship motion control, and a control part 20 for generating a rudder angle command signal and a throttle command signal for a ship based on the maneuvering command value to output them. The control part 20 outputs the throttle command signal with a Hi level and a Low level in an intermittent control waveform if the maneuvering command value is within an intermittent control range.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a technology for controlling the operation of a ship.

Background Art

[0002] Currently, various technologies for controlling the operation of a ship have been devised. For example, Patent Documents 1 and 2 describe a technology for ship operation using a joystick. In Patent Documents 1 and 2, the rudder angle and the like are controlled by electronic control based on the operation by the joystick.

[0003] In addition, conventionally, in generally popular ships, a hydraulic drive type steering gear has been adopted.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Patent Document 2

Summary of the Invention

Problems to be Solved by the Invention

[0005] However, when adopting an electronic control method, the ship control system has to be significantly replaced or a large-scale system has to be newly adopted.

[0006] Furthermore, in configurations that lack side thrusters or other auxiliary thrust-generating means and only have a main engine (outboard, inboard, or inboard / outboard engines), it is not possible to generate thrust in the lateral direction of the hull. Simply switching between forward and reverse thrust is not enough to generate thrust for turning in place. In other words, maneuvering at low speeds becomes limited and difficult. Moreover, when using a conventional hydraulically driven steering system, the response speed of the steering system to the input is slower than with an electronically controlled system, resulting in a larger turn (head rotation) than intended by the operator.

[0007] Therefore, an object of the present invention is to provide a ship control system that enables easy maneuvering at low speeds without requiring large-scale system modifications. [Means for solving the problem]

[0008] The ship control device of this invention comprises, with respect to the operation control of a ship, an input unit that inputs ship handling command values ​​corresponding to commands for at least throttle control and intermittent throttle control, and a control unit that generates a throttle command signal for the ship based on the ship handling command values.

[0009] The control unit includes a mode setting unit that enables intermittent control if the value corresponding to the intermittent control command among the maneuvering command values ​​is within a predetermined range for intermittent control, and a throttle command signal generation unit that generates a throttle command signal with an intermittent control waveform having a Hi level and a Low level when intermittent control is enabled.

[0010] In this configuration, thrust is generated intermittently. For example, if performed at the start of a turn, even if the actual rudder angle lags behind the commanded rudder angle, the turning radius will not become undesirably large. Furthermore, if performed during a turn, for example, the straight-line inertia in the arc direction (circumferential direction of the turn) is suppressed, improving turning performance. This allows the operator to more reliably achieve the turn they intend.

[0011] Furthermore, in the ship control device of this invention, the control unit includes a mode setting unit that sets the value corresponding to throttle control among the maneuvering command values ​​to be within a predetermined range for minimal turning control and enables intermittent control; a rudder angle command signal generation unit that sets the rudder angle command signal for commanding the ship's rudder angle to the maximum command rudder angle within a settable range when intermittent control is enabled; and a throttle command signal generation unit that generates the throttle command signal of an intermittent control waveform having a predetermined Hi level for minimal turning control and a predetermined Low level for minimal turning control when intermittent control is enabled.

[0012] In this configuration, intermittent thrust is generated after the actual rudder angle reaches the desired rudder angle. Therefore, the turning radius can be reduced when attempting to turn from a state where the vessel is neither moving forward nor backward.

[0013] Furthermore, in the ship control device of this invention, the throttle command signal generation unit suppresses the throttle command signal to 0 or a predetermined threshold smaller than the value of the throttle command signal during the period until the actual rudder angle reaches the maximum rudder angle when performing a very small turn control. This configuration makes it possible to suppress unwanted forward or reverse movement at the start of very small turn control.

[0014] Furthermore, in the ship control device of this invention, the throttle command signal generation unit generates a throttle command signal in which, when the actual rudder angle reaches the maximum command rudder angle, the initial rising waveform has a gentler slope compared to the falling waveform. This configuration can suppress unwanted forward or reverse movement in the initial stages of thrust generation.

[0015] Furthermore, in the ship control device of this invention, the throttle command signal generation unit generates a throttle command signal having a rising waveform with a gentler slope compared to the falling waveform. This configuration can suppress abrupt increases in thrust, as well as shocks (mechanical shocks) during shift changes and unwanted fluctuations in ship speed.

[0016] Furthermore, in the ship control device of this invention, the throttle command signal generation unit sets a Hi level based on the throttle opening degree, which is determined by the steering command value corresponding to the throttle control, and sets a Low level based on the dead slow opening degree.

[0017] This configuration demonstrates an example of intermittent control. By setting the Low level to the dead-slow opening, a minimum amount of thrust can be maintained even at the Low level, enabling stable turning (head rotation).

[0018] In the ship control device of this invention, the throttle command signal generation unit sets a predetermined Hi level for minimizing turning control based on the throttle opening for minimizing turning control, and sets a Low level for minimizing turning control based on the fully closed throttle state.

[0019] In this configuration, when controlling extremely small turns, the Low level corresponds to the fully closed throttle state, allowing for an even smaller turning radius.

[0020] In the ship control device of this invention, the throttle command signal generation unit adjusts the throttle opening for mini-turn control according to the steering command value corresponding to the throttle control during mini-turn control. This configuration allows for adjustment of the ship's behavior during mini-turn control.

[0021] Furthermore, in the ship control device of this invention, the input unit further receives a thrust-holding signal that commands the user to maintain the ship's thrust. When the throttle command signal generation unit receives the thrust-holding signal, it fixes the level of the throttle command signal so as to maintain the throttle opening corresponding to the steering command value at the time of the thrust-holding input. With this configuration, the desired thrust can be maintained even if the steering command value fluctuates undesirably.

[0022] Furthermore, in the ship control device of this invention, when the throttle command signal generation unit receives an instruction to adjust the maximum throttle opening, it sets the maximum throttle opening corresponding to the Hi level of the throttle command signal according to the adjustment instruction. With this configuration, the maximum throttle opening can be adjusted as desired by the operator.

[0023] In addition, in the ship control device of this invention, if the traveling direction of the ship is in reverse, the throttle command signal generation unit does not perform intermittent control, and if the value corresponding to the intermittent control command among the ship operation command values is within a predetermined intermittent control range, it generates a throttle control command value for the reverse thrust that is larger than the currently set maximum thrust value. With this configuration, it is easy to achieve a desired turn during reverse turning.

[0024] In addition, the ship control system of this invention includes the above-mentioned ship control device and an operator that generates a ship operation command value. The operator includes a shaft with one end fixed and the other end movable, a head arranged at the other end of the shaft and rotatable around the axis of the shaft, and a ship operation command value generation unit that generates a ship operation command value according to the position of the head and the amount of rotation of the head.

[0025] With this configuration, the ship operation command value can be determined by an operator such as a so-called joystick. Thereby, the operator can realize the above-mentioned intermittent control during turning, minimum turning control, etc. by simple and easy-to-understand operation input.

[0026] In addition, in the ship control system of this invention, a joystick is used as the operator. The ship operation command value generation unit generates the position in the x-axis direction parallel to the bow-stern direction of the ship, the position in the y-axis direction parallel to the right-left direction of the ship, and the position in the z-axis direction corresponding to the amount of rotation as the ship operation command value. The control unit determines the level of the throttle command signal using the position in the x-axis direction in the ship operation command value, determines the commanded rudder angle using the position in the y-axis direction in the ship operation command value, and performs intermittent control using the position in the z-axis direction in the ship operation command value.

[0027] With this configuration, the operator can perform desired forward movement, desired reverse movement, desired turning (heading), and intermittent control with a simple operation using the joystick.

Brief Description of the Drawings

[0028] [Figure 1]Figure 1 is a functional block diagram showing an example of the configuration of a ship control system including a ship control device according to the first embodiment of the present invention. [Figure 2] Figure 2(A) is an external perspective view of the joystick, Figure 2(B) is a plan view of the joystick, and Figures 2(C) and 2(D) are side views showing an example of the joystick's behavior. [Figure 3] Figure 3 is a functional block diagram showing an example of the configuration of a control unit according to the first embodiment of the present invention. [Figure 4] Figure 4(A) is a diagram illustrating the setting concept for each command value, and Figure 4(B) is a table illustrating the setting concept for each command value. [Figure 5] Figure 5 is a flowchart showing an example of the process when switching to intermittent control mode. [Figure 6] Figure 6 shows an example of the waveform of an indirectly controlled throttle command signal. [Figure 7] Figure 7(A) shows the position of the head of the first actuator; Figure 7(B) shows an example of the ship's behavior when intermittent control is performed; Figure 7(C) shows an example of the ship's behavior when intermittent control is not performed; and Figure 7(D) compares the ship's behavior when intermittent control is performed, when intermittent control is not performed, and when the throttle opening is kept low. [Figure 8] Figure 8 shows a conceptual diagram of the behavior of a ship during turning using intermittent control. [Figure 9] Figure 9 is a flowchart showing an example of the process for canceling (disabling) the intermittent control mode. [Figure 10] Figure 10 shows various examples of the direction of travel and the direction of turning. [Figure 11] Figure 11 is a flowchart showing an example of boost control in ship control technology according to the second embodiment. [Figure 12] Figure 12 shows an example of throttle opening during boost control. [Figure 13] Figure 13 is a functional block diagram showing an example of the configuration of a control unit according to a third embodiment of the present invention. [Figure 14] Figure 14 is a flowchart showing an example of control in the extremely small turning control mode. [Figure 15] Figures 15(A) and 15(B) show examples of waveforms for commanded rudder angle and throttle opening in the mini-turn control mode. [Figure 16] Figure 16 is a flowchart showing an example of throttle opening adjustment control during extremely tight turns according to the fourth embodiment. [Figure 17] Figure 17(A) shows the state of the cylinder head when the throttle opening is being adjusted and controlled, and Figure 17(B) shows an example of setting the throttle opening when the throttle opening is being adjusted and controlled. [Figure 18] Figure 18 is a functional block diagram showing an example of the configuration of a ship control system including a ship control device according to the fifth embodiment of the present invention. [Figure 19] Figure 19 is a flowchart showing an example of thrust holding control. [Figure 20] Figure 20 is a flowchart showing an example of maximum thrust adjustment control. [Modes for carrying out the invention]

[0029] [First Embodiment] The ship control technology (ship control device, ship control method, and ship control program) according to the first embodiment of the present invention will be described with reference to the figures. Figure 1 is a functional block diagram showing an example of the configuration of a ship control system including the ship control device according to the first embodiment of the present invention.

[0030] (Configuration of ship control system 1 and ship control device 10) As shown in Figure 1, the ship control system 1 comprises a ship control device 10, a first actuator 30, a second actuator 40, a propulsion force generation unit 91, a rudder 92, and a rudder angle sensor 920. The ship control device 10 comprises a control unit 20, an AP operation unit 50, a sensor 60, a display unit 70, an input unit 201, and a switching unit 202. The ship control system 1 is installed, for example, on a ship 90 that performs autopilot control (automatic navigation control).

[0031] The control unit 20, AP operation unit 50, sensor 60, and display unit 70 are connected to each other, for example, by a ship's data communication network 100. The control unit 20 is also connected to the input unit 201 and the switching unit 202.

[0032] The first control unit 30 is connected to the input unit 201. The first control unit 30 is a so-called joystick. The first control unit 30 corresponds to the "control unit" of the present invention. The input unit 201 is an electrical signal input interface.

[0033] The second actuator 40 is connected to the switching unit 202. The second actuator 40 is, for example, a throttle lever or a steering wheel. The first actuator 30 and the second actuator 40 are installed, for example, in the wheelhouse of a ship 90.

[0034] The thrust generation unit 91, the rudder 92, and the rudder angle sensor 920 are connected to the control unit 20. The control unit 20 and the thrust generation unit 91 are connected, for example, via a thrust communication network (CAN, etc.). The control unit 20 and the rudder 92 and rudder angle sensor 920 are connected, for example, via an analog or digital communication line.

[0035] The thrust generating unit 91 and the rudder gear 92 are provided in various propulsion systems, such as outboard motors, inboard motors, and other types of propulsion devices. The rudder gear 92 rotates the rudder using, for example, a hydraulic drive system to adjust the rudder angle.

[0036] The propulsion unit 91 and the rudder 92 are provided, for example, one each on a ship. That is, the ship 90 equipped with the ship control device 10 of this embodiment is a so-called one-shaft, one-rudder ship. A one-shaft, one-rudder ship means a ship that, even with multiple engines, has only one command system and is equipped with equipment in which the operation of the rudder angle and the operation of the shift throttle are synchronized.

[0037] The rudder angle sensor 920 measures the rudder angle (actual rudder angle) of the rudder mechanism 92 and outputs it to the control unit 20.

[0038] (Approximate control and processing of the control unit 20) The control unit 20 receives steering command values ​​from the first actuator 30 via the input unit 201. The control unit 20 also receives settings related to autopilot control from the AP operation unit 50. Based on the steering command values ​​and settings related to autopilot control, the control unit 20 generates a throttle command signal and a command rudder angle.

[0039] The control unit 20 outputs a throttle command signal to the thrust generation unit 91 through the switching unit 202. The control unit 20 generates a rudder angle command signal from the difference between the actual rudder angle measured by the rudder angle sensor 920 and the commanded rudder angle. The control unit 20 outputs the rudder angle command signal to the rudder gear 92 through the switching unit 202. The throttle command signal is a signal that specifies the shift setting (F / N / R) and throttle opening in the thrust generation unit 91. The rudder angle command signal is a signal that specifies the amount of steering rotation of the rudder gear 92.

[0040] (Outline configuration and processing of the ship control device 10 other than the control unit 20) The switching unit 202 switches between the input from the control unit 20 and the input from the second actuator 40 and outputs it to the thrust generation unit 91 and the steering gear 92. For example, when the ship is in a low-speed range, including a stopped state, the switching unit 202 outputs the input from the control unit 20 to the thrust generation unit 91 and the steering gear 92. In other cases, the switching unit 202 outputs the input from the second actuator 40 to the thrust generation unit 91 and the steering gear 92.

[0041] The AP control unit 50 is implemented, for example, by a touch panel, physical buttons or switches, etc. The AP control unit 50 outputs settings related to autopilot control to the control unit 20. Operation (ship steering) using the first control device 30 (for example, a joystick) is performed as part of the autopilot control executed by the AP control unit 50 and the control unit 20. However, it is also possible to perform operation (ship steering) using the first control device 30 separately from the autopilot control. For example, operation (ship steering) using the first control device 30 can be made possible when entering a low-speed range.

[0042] Sensor 60 measures the position of the ship 90 equipped with the ship control device 10, as well as the ship's status such as heading and speed, and outputs this information to the control unit 20. For example, sensor 60 can be implemented using a positioning sensor that utilizes GNSS (e.g., GPS) positioning signals, inertial sensors (velocity sensors, acceleration sensors, angular velocity sensors, etc.), magnetic sensors, etc. Display unit 70 can be implemented using, for example, a liquid crystal panel. Display unit 70 displays various information related to ship control and the status of the ship. Although display unit 70 can be omitted, it is preferable to have it, as its presence allows the user to easily grasp the status of ship control, the status of the ship, and the ship's control status. For example, display unit 70 can display the throttle level setting value and thrust holding status, which will be described later, allowing the operator to easily grasp this information related to the ship's control status.

[0043] (Structure of the first control device 30 and concept for determining the ship handling command value) Figure 2(A) is an external perspective view of the joystick, Figure 2(B) is a plan view of the joystick, and Figures 2(C) and 2(D) are side views showing an example of the joystick's behavior.

[0044] As shown in Figures 2(A) and 2(B), the first actuator 30 comprises a head 31 and a shaft 32. One end of the shaft 32 is fixed to a base (for example, the deck of the wheelhouse of a ship 90) so that its planar position does not change. The other end of the shaft 32 is fitted with the head 31.

[0045] The position of the other end of the shaft 32, i.e., the head 31, changes relative to one end of the shaft 32 through the operator's manipulation of the head 31. Specifically, using the position of one end of the shaft 32 in the default state (when the operator is not manipulating the head 31) as the reference point Po, the position of the head 31 in a two-dimensional plane perpendicular to the axis of the shaft 32 changes through the operator's manipulation. For example, the position of the head 31 changes when the operator pushes or pulls the head 31, thereby tilting the shaft 32.

[0046] Furthermore, the head 31 has a structure that allows it to rotate around the axis of the shaft 32.

[0047] The first operating device 30 includes a ship handling command value generation unit (not shown). The ship handling command value generation unit is, for example, a sensor that detects the position of the head 31 on a two-dimensional plane and the amount of rotation of the head 31. The ship handling command value generation unit generates a ship handling command value to be output to the control unit 20 according to the position of the head 31 and the amount of rotation of the head 31.

[0048] Specifically, the ship steering command value generation unit detects the position of the head 31 in a direction parallel to the bow and stern direction as the position in the x-axis direction, and generates a joystick command value (x) based on this position. In this case, for example, as shown in Figure 2(C), the ship steering command value generation unit defines the forward direction as the +x direction and the reverse direction as the -x direction.

[0049] The ship handling command value generation unit detects the position of the head 31 in the direction perpendicular to the bow and stern direction (port and left direction) as the position in the y-axis direction, and generates a joystick command value (y) based on this position. In this case, for example, as shown in Figure 2(D), the ship handling command value generation unit defines the starboard direction (right-hand rotation direction) as the +y direction and the port direction (left-hand rotation direction) as the -y direction.

[0050] The ship steering command value generation unit detects the rotation angle of the head 31 and generates a joystick command value (z) based on this rotation angle. In the first embodiment, the ship steering command value generation unit generates the joystick command value (z) from the absolute value of the rotation angle, regardless of the direction of rotation. In the second embodiment, the ship steering command value generation unit detects the rotation direction of the head 31 and generates the joystick command value (z) by, for example, defining clockwise rotation as the +z direction and counterclockwise rotation as the -z direction.

[0051] More specifically, the ship handling command value generation unit generates joystick command value (x), joystick command value (y), and joystick command value (z) as ship handling command values.

[0052] (Specific control method for turning using intermittent control) Figure 3 is a functional block diagram showing an example of the configuration of a control unit according to the first embodiment of the present invention. As shown in Figure 3, the control unit 20 includes a mode setting unit 21, a throttle command signal generation unit 22, and a steering angle command signal generation unit 23. The control unit 20 is composed of, for example, an arithmetic processing unit such as a CPU, a program executed by the arithmetic processing unit, and a storage medium for storing the program.

[0053] When controlling the ship using the first control unit 30, the mode setting unit 21 receives the steering command values ​​(joystick command value (x), joystick command value (y), joystick command value (z)). The throttle command signal generation unit 22 receives the joystick command value (x) from the steering command values. The rudder angle command signal generation unit 23 receives the joystick command value (y) from the steering command values.

[0054] (Relationship between joystick command value and throttle opening, commanded steering angle, and intermittent control mode settings) Figure 4(A) is a diagram illustrating the setting concept for each command value, and Figure 4(B) is a table illustrating the setting concept for each command value.

[0055] As shown in Figures 4(A) and 4(B), the joystick command value (x) is set to x=0 (coordinate origin) when the head 31 is in its default state. The joystick command value (x) has a maximum value of +100 when it is furthest from the default position in the forward direction, and is set to increase as the position of the head 31 moves further away from the default position in the two-dimensional plane. The joystick command value (x) has a minimum value of -100 when it is furthest from the default position in the reverse direction, and is set to decrease as the position of the head 31 moves further away from the default position in the two-dimensional plane.

[0056] The joystick command value (y) is set to a maximum of +100 when head 31 is furthest from its default position in the starboard forward direction, and the value increases as the position of head 31 in the two-dimensional plane moves further away from its default position. The joystick command value (y) is set to a minimum of -100 when head 31 is furthest from its default position in the port direction, and the value decreases as the position of head 31 in the two-dimensional plane moves further away from its default position.

[0057] The joystick command value (z) is set to z=0 when the head 31 is not rotating, which is the default state. The joystick command value (z) is set so that it increases with the amount of rotation (rotation angle) when the head 31 rotates clockwise, and decreases with the amount of rotation (rotation angle) when the head 31 rotates counterclockwise. More specifically, the maximum value is +100 when the head 31 rotates to its maximum clockwise position, and the minimum value is -100 when the head rotates to its maximum counterclockwise position. When the absolute value of the amount of rotation is used, the joystick command value (z) is set so that the value increases as the absolute value of the amount of rotation (rotation angle) increases. When the absolute value of the amount of rotation is not used (when the direction of rotation is considered), the joystick command value (z) is set according to the amount of rotation and the direction of rotation. Specifically, the joystick command value (z) is set so that the value increases as the amount of clockwise rotation increases, and the value decreases as the amount of counterclockwise rotation increases.

[0058] As shown in Figures 4(A) and 4(B), the shift setting and throttle opening are determined by the joystick command value (x). For example, the range +100≧x≧+10 is set to shift F, and the throttle opening is set between Fmax and Fmin. That is, if the joystick command value (x) is +100, the throttle opening is set to Fmax, and if the joystick command value (x) is +10, the throttle opening is set to Fmin. Furthermore, between the joystick command value (x) of +100 and +10, the throttle opening corresponding to the joystick command value (x) is set to a value between Fmax and Fmin. In this case, the change in the joystick command value (x) and the change in the throttle opening are, for example, monotonically decreasing. In this case, filtering may be performed to suppress abrupt changes in the throttle opening. This can suppress, for example, the mechanical shock that occurs when the throttle opening is changed.

[0059] Similarly, for example, the range -10≧x≧-100 is set to Shift R, and the throttle opening is set between Rmin and Rmax. That is, if the joystick command value (x) is -10, the throttle opening is set to Rmin, and if the joystick command value (x) is -100, the throttle opening is set to Rmax. Furthermore, between the joystick command value (x) of -10 and -100, the throttle opening corresponding to the joystick command value (x) is set to a value between Rmin and Rmax. In this case, the change in the joystick command value (x) and the change in the throttle opening are, for example, monotonically increasing.

[0060] Note that the throttle openings Fmax and Rmax do not need to be limited to 100% and can be set as appropriate. Similarly, the throttle openings Fmin and Rmin are not set to 0%, but can be set as appropriate (for example, 20%).

[0061] Then, the range +10>x>-10 is set to Shift N, and the throttle opening is set to 0[%].

[0062] The relationship between the joystick command value (x) and the throttle opening may be stored in the throttle command signal generation unit 22, etc., and these relational expressions may be stored, and the throttle opening may be calculated from the joystick command value (x) using these relational expressions. If these relational expressions are used, the filtering process described above may be performed.

[0063] As shown in Figures 4(A) and 4(B), the command rudder angle is set by the joystick command value (y). For example, the range +100≧y≧+10 is set to right turn, and the command rudder angle is set between SH (maximum right turn rudder angle)[°] and 0[°]. That is, if the joystick command value (y) is +100, the command rudder angle is set to SH[°], and if the joystick command value (y) is +10, the command rudder angle is set to 0[°]. Furthermore, between the joystick command value (y) of +100 and +10, the command rudder angle corresponding to the joystick command value (y) is set to a value between SH[°] and 0[°]. In this case, the relationship between the change in the joystick command value (y) and the command rudder angle is, for example, monotonically decreasing. Note that filtering may be performed to suppress abrupt changes in the command rudder angle. This can suppress, for example, the mechanical shock that occurs when the rudder angle is changed.

[0064] Similarly, for example, the range -10≧y≧-100 is set to a left turn, and the command rudder angle is set between 0[°] and PH (maximum left turn rudder angle)[°]. That is, if the joystick command value (y) is -10, the command rudder angle is set to 0[°], and if the joystick command value (y) is -100, the command rudder angle is set to PH[°]. Furthermore, between the joystick command value (y) of -10 and -100, the command rudder angle corresponding to the joystick command value (y) is set to a value between 0[°] and PH[°]. In this case, the change in the joystick command value (y) and the change in the command rudder angle are, for example, monotonically increasing.

[0065] Then, the range +10>y>-10 is set as the dead zone for rudder angle control, and the commanded rudder angle is set to 0[°].

[0066] The relationship between the joystick command value (y) and the commanded rudder angle may be stored in the rudder angle command signal generation unit 23, and these relational expressions may be stored, allowing the commanded rudder angle to be calculated from the joystick command value (y) using these expressions. If these relational expressions are used, the filtering process described above may be performed.

[0067] As shown in Figures 4(A) and 4(B), the enablement or disablement of intermittent control is set by the joystick command value (z). For example, if the absolute value of the joystick command value (z), ABS(z), is ABS(z) < 30, the intermittent control mode is disabled. If 30 ≤ ABS(z) ≤ 70, the current mode is maintained (no mode change). If ABS(z) > 70, the intermittent control mode is enabled.

[0068] The relationship between the joystick command value (z) and the intermittent control mode is stored in the mode setting unit 21. The relationship between the joystick command value (x) and shift N, and the relationship between the joystick command value (y) and the dead zone of the steering angle control are also stored in the mode setting unit 21.

[0069] (Switching to intermittent control mode) Figure 5 is a flowchart showing an example of the process when switching to intermittent control mode.

[0070] The mode setting unit 21 acquires the ship handling command values ​​(joystick command value (x), joystick command value (y), joystick command value (z)) (S11).

[0071] The mode setting unit 21 detects from the joystick command value (x) and joystick command value (y) that the throttle opening is not in shift N and is not in the dead zone for steering angle control, and when it detects from the joystick command value (z) that the intermittent control mode is enabled (that the joystick command value (z) is within the range for intermittent control) (S12: YES), it instructs the throttle command signal generation unit 22 to enable intermittent control.

[0072] When the throttle command signal generation unit 22 receives an instruction to enable intermittent control, it generates an intermittently controlled throttle command signal (S13).

[0073] Figure 6 shows an example of the waveform of an indirectly controlled throttle command signal. As shown in Figure 6, the amplitude (corresponding to the throttle opening) of the intermittently controlled throttle command signal alternates between a high level and a low level. More specifically, in the repetition period T0, there is a predetermined ratio between the ON period Tn, where the amplitude is high, and the OFF period Tf, where the amplitude is low. The high-level amplitudes Djs1 and Djs2 are set by the joystick command value (x). The low-level amplitude Dds is set by the dead-throttle opening.

[0074] As shown in Figure 6, when the joystick command value (x) changes over elapsed time tch, the amplitude changes from Hi-level Djs1 to Hi-level amplitude Djs2 in accordance with the change in the joystick command value (x). In this case, the ratio of the ON period Tn to the OFF period Tf may be maintained or changed.

[0075] The throttle command signal generation unit 22 outputs an intermittent control throttle command signal to the thrust generation unit 91. The thrust generation unit 91 intermittently generates thrust based on the intermittent control throttle command signal.

[0076] By performing this type of control, the vessel 90 becomes capable of turning as follows. Figure 7(A) shows the position of the head of the first control device, Figure 7(B) shows an example of the vessel's behavior when intermittent control is performed, Figure 7(C) shows an example of the vessel's behavior when intermittent control is not performed, and Figure 7(D) compares the vessel's behavior when intermittent control is performed, when intermittent control is not performed, and when the throttle opening is kept low at a constant level.

[0077] As shown in Figure 7(A), when the head 31 is operated to +x>+10, +y>+10, and z>+70, the mode setting unit 21 instructs the activation of intermittent control. The throttle command signal generation unit 22 sets the Hi level of the throttle command signal to the value of the joystick command value (x). The steering angle command signal generation unit 23 sets the command steering angle to the value of the joystick command value (y) and generates a steering angle command signal corresponding to the difference between the actual steering angle and the command steering angle.

[0078] When intermittent control is performed, the time during which thrust is generated per unit time is shorter than when intermittent control is not performed, resulting in a decrease in thrust. On the other hand, the commanded rudder angle remains unchanged regardless of whether intermittent control is performed or not. Therefore, as shown in Figures 7(B) and 7(C), when turning at a turning angle φ, the distance traveled L of the vessel 90 with intermittent control is shorter than the distance traveled Lr of the vessel 90P1 without intermittent control. In other words, the vessel 90 with intermittent control can achieve a turning radius smaller than the vessel 90P1 without intermittent control.

[0079] For example, without intermittent control, in a hydraulic rudder angle control system, the rudder angle reaches the commanded angle with a delay compared to the generation of thrust. In other words, the vessel moves further forward before the desired turn is achieved. However, by intentionally reducing the thrust through intermittent control of the thrust, the vessel's forward movement is suppressed.

[0080] This prevents the vessel from turning (turning) at a larger radius than desired by the operator. Therefore, the operator can more reliably achieve the desired turn (turn).

[0081] While it is possible to reduce the turning radius by continuously decreasing the throttle opening without intermittent control, as shown in Figure 7(D), intermittent control allows for turning at an even smaller radius.

[0082] Figure 8 is a diagram illustrating the concept of the behavior of a ship during turning using intermittent control. As shown in Figure 8, when the ship is turning forward (turning), when the throttle command signal is at the Hi level, the command thrust corresponding to the Hi level acts on the ship 90, generating a forward component and a turning component according to the command rudder angle.

[0083] Next, when the throttle command signal goes to a low level, thrust acts on the vessel 90 according to the dead-slow opening. In other words, the thrust acting on the vessel 90 decreases.

[0084] Next, when the throttle command signal reaches the Hi level, the command thrust corresponding to the Hi level acts on the vessel 90 again. When thrust decreases and then returns in this way, a portion of the forward component is offset and reduced by deceleration inertia and the viscous resistance of the water. As a result, the turning component increases relatively, and the turning angle becomes larger.

[0085] In this way, intermittent control allows for turning (head rotation) with a smaller radius than by continuously reducing thrust.

[0086] (Process to cancel (disable) intermittent control mode) Figure 9 is a flowchart showing an example of the process for canceling (disabling) the intermittent control mode.

[0087] The mode setting unit 21 acquires the ship handling command values ​​(joystick command value (x), joystick command value (y), joystick command value (z)) (S21).

[0088] When the mode setting unit 21 detects the cancellation (disabling) of the intermittent control mode from the joystick command value (z) (S22: YES), it instructs the throttle command signal generation unit 22 to disable the intermittent control.

[0089] When the throttle command signal generation unit 22 receives an instruction to disable intermittent control, it generates a throttle command signal with a constant amplitude (level) corresponding to the throttle opening degree according to the joystick command value (x) (S23).

[0090] The mode setting unit 21 will not disable intermittent control until it detects the cancellation (disabling) of the intermittent control mode from the joystick command value (z) (S22: NO), and will repeatedly acquire the joystick command value (z) and determine whether to cancel the intermittent control.

[0091] As described above, by configuring and controlling the system in this embodiment, the ship control device 10 and the ship control system 1 can intermittently generate thrust during turning, and even if the actual rudder angle lags behind the commanded rudder angle, the turning radius can be prevented from becoming undesirably large. This allows the ship control device 10 and the ship control system 1 to more reliably achieve the turning intended by the operator. Furthermore, the ship control device 10 and the ship control system 1 can release the intermittent control as needed.

[0092] In this case, by using the first control device 30, which consists of a joystick, the operator can easily enable or disable intermittent control.

[0093] In the above explanation, the case of forward right-hand rotation was used as an example, but as shown in Figure 10, intermittent control can be performed similarly not only for forward right-hand rotation, but also for forward left-hand rotation, reverse right-hand rotation, and reverse left-hand rotation. Figure 10 shows various examples of the direction of travel and turning direction. However, in the case of reverse turning, it is preferable to perform boost control, which will be described later, instead of intermittent control. In other words, it is preferable to perform intermittent control without boost control for forward turning, and boost control without intermittent control for reverse turning.

[0094] Furthermore, regardless of the direction of travel or turning, intermittent control allows for turning with a smaller turning radius than when intermittent control is not performed. Therefore, the ship control device 10 and ship control system 1 can more reliably achieve the turning intended by the ship operator.

[0095] [Second Embodiment] A ship control technology (ship control device, ship control method, and ship control program) according to a second embodiment of the present invention will be described with reference to the figures.

[0096] The ship control technology according to the second embodiment differs from the ship control technology according to the first embodiment in that it performs boost control processing of the throttle opening. Other configurations and controls of the ship control technology according to the second embodiment are the same as those of the ship control technology according to the first embodiment, and descriptions of the similar parts will be omitted.

[0097] Figure 11 is a flowchart showing an example of boost control in the ship control technology according to the second embodiment. Figure 12 is a diagram showing an example of throttle opening during boost control.

[0098] As shown in Figure 11, while reversing (S31:YES), the mode setting unit 21 monitors the joystick command value (x) (S32). The mode setting unit 21 detects whether the joystick command value (x) is -100, that is, whether the throttle opening is set to Rmax.

[0099] The mode setting unit 21 allows boosting based on the joystick command value (z) if the throttle opening is set to Rmax (S33: YES). The mode setting unit 21 does not allow boosting based on the joystick command value (z) if the throttle opening is not set to Rmax (S33: NO).

[0100] When the mode setting unit 21 is in a boost-enabled state (a state where the joystick command value is greater than a predetermined value (for example, ABS(z)>70, similar to the intermittent control of forward turning)), it performs boost control of the throttle opening according to the joystick command value (z) (S34).

[0101] Specifically, the mode setting unit 21 adjusts the throttle opening (the Hi level of the throttle command signal) according to the joystick command value (z). For example, as shown in Figure 12, when the joystick command value (z) is between 70 and 100, the throttle opening boost control is performed so that the throttle opening increases monotonically as the joystick command value (z) increases.

[0102] By implementing this type of control, the operator can more reliably achieve the turn they intend when reversing. In other words, due to the hull shape and other properties, the thrust and its effect in reverse is generally less effective than in forward. As a result, if the operator performs a reverse turn with the same feel as a forward turn, the amount of turn may become undesirably large. Thus, there are many situations where it is desirable to increase thrust, such as when turning in reverse. Therefore, when performing the same operation as a forward turn in reverse, the reverse thrust is increased to a certain upper limit. This makes it easier to achieve the desired thrust and turn even when turning in reverse, and further improves maneuverability in narrow spaces. In this embodiment, boost control has been explained as being performed only in reverse, but boost control can also be applied in forward motion.

[0103] [Third Embodiment] A third embodiment of the present invention, a ship control technology (ship control device, ship control method, and ship control program), will be described with reference to the figures.

[0104] While the ship control technology according to the first embodiment controls turning while moving forward or backward, the ship control technology according to the third embodiment of the present invention realizes control related to extremely small turning (turning). Figure 13 is a functional block diagram showing an example of the configuration of the control unit according to the third embodiment of the present invention.

[0105] As shown in Figure 13, the control unit 20A according to the third embodiment differs from the control unit 20 according to the first embodiment in that the measured rudder angle (actual rudder angle) is input to the mode setting unit 21. The other basic configurations of the control unit 20A are the same as those of the control unit 20, and will not be explained.

[0106] Figure 14 is a flowchart showing an example of control in the mini-turn control mode. Figures 15(A) and 15(B) show examples of waveforms for commanded rudder angle and throttle opening in the mini-turn control mode.

[0107] When the mode setting unit 21 detects a stationary state from the ship speed acquired by the sensor 60, it acquires the joystick command value (x) and joystick command value (z) of the ship steering command value (S41).

[0108] The mode setting unit 21 detects Shift N from the joystick command value (x) (S42: YES) and detects whether or not the mini-turn control mode is specified from the joystick command value (z). Specifically, for example, if the joystick command value (z) is greater than +70, the mode setting unit 21 determines that the clockwise mini-turn control mode is specified. If the joystick command value (z) is less than -70, the mode setting unit 21 determines that the counter-clockwise mini-turn control mode is specified. If the absolute value ABS(z) is 70 or less, the mode setting unit 21 determines that the mini-turn control mode is not specified.

[0109] When the mode setting unit 21 determines that the ultra-small turning control mode has been specified (S43: YES), it instructs the throttle command signal generation unit 22 to maintain or suppress the stopped state of the throttle command signal.

[0110] At this time, the rudder angle command signal generation unit 23 sets the maximum rudder angle command based on the z code and starts rudder angle control (S44).

[0111] When the actual steering angle reaches the commanded steering angle (S45: YES), the mode setting unit 21 instructs the throttle command signal generation unit 22 to start outputting a throttle command signal and generate a throttle command signal in intermittent control mode. The mode setting unit 21 determines that the actual steering angle has reached the commanded steering angle, for example, by the actual steering angle input from the steering angle sensor 920.

[0112] The throttle command signal generation unit 22 generates and outputs an intermittently controlled throttle command signal (S47) in accordance with the output start instruction (S46). At this time, the throttle command signal generation unit 22 sets the Hi level of the throttle command signal to a value Djs4t corresponding to the joystick command value (x), and sets the Low level of the throttle command signal to a value corresponding to a throttle opening of 0 [%] (i.e., 0).

[0113] In this process, the throttle command signal generation unit 22 slows down the initial rising waveform of the throttle command signal (the rise in throttle opening). In other words, the throttle command signal generation unit 22 gradually increases the level of the initial rising waveform of the throttle command signal (the rise in throttle opening) so that it becomes a rising waveform with a gentler slope compared to the falling waveform.

[0114] The waveforms resulting from this control are shown in Figures 15(A) and 15(B).

[0115] In the case of Figure 15(A), steering angle control based on the commanded steering angle takes precedence, and the actual steering angle reaches the commanded steering angle. At this point tac, the output of the throttle command signal is permitted, and an intermittently controlled throttle command signal is output. In other words, until the point tac at which the actual steering angle reaches the commanded steering angle, the output of the throttle command signal is stopped or the amplitude (level) of the throttle command signal is suppressed to 0. Note that the amplitude (level) in this case is not limited to 0, but can be less than or equal to a predetermined threshold value that is smaller than the value determined by the throttle command signal.

[0116] Then, the throttle command signal is adjusted so that its level gradually increases (resulting in a blunted waveform) during the initial rise.

[0117] By implementing this type of control, even if the steering angle changes slowly, the throttle command signal is output only after the steering angle reaches the commanded steering angle, thus suppressing unwanted forward (or reverse) movement when the driver wants to turn in place.

[0118] Furthermore, by setting the low level of the throttle command signal to 0, unwanted forward (or reverse) movement when turning in place can be further suppressed, enabling extremely tight turning control with a smaller turning radius.

[0119] Furthermore, by gradually increasing the level of the throttle command signal at the beginning of the throttle command signal, unwanted forward (or reverse) movement when turning in place can be more reliably suppressed.

[0120] The control unit 20A preferably further performs the control shown in Figure 15(B). In Figure 15(B), the waveform is smoothed out during the rising edge of the intermittent control of the throttle command signal. In other words, during the rising edge of the intermittent control of the throttle command signal, the level is gradually increased so that the rising waveform has a gentler slope compared to the falling edge. This control can also be applied to the turning operation shown in the first embodiment.

[0121] By implementing this type of control, it is possible to suppress the rapid change in the throttle command signal level from 0 to a high level, thereby suppressing so-called shift shock and enabling smoother, more stable, and extremely tight turning control.

[0122] Furthermore, the mini-turn control can be deactivated by the joystick command value (z). For example, if the absolute value of the joystick command value (z), ABS(z), is detected to be 30 or less, the mini-turn control will be deactivated.

[0123] [Fourth Embodiment] A ship control technology (ship control device, ship control method, and ship control program) according to a fourth embodiment of the present invention will be described with reference to the figures.

[0124] The ship control technology according to the fourth embodiment differs from the ship control technology according to the third embodiment in that it allows adjustment of the throttle opening during miniature turning control. Other configurations and controls of the ship control technology according to the fourth embodiment are the same as those of the ship control technology according to the third embodiment, and descriptions of the similar parts will be omitted.

[0125] FIG. 16 is a flowchart showing an example of adjustment control of throttle opening during minimum turning control according to the fourth embodiment. FIG. 17(A) is a diagram showing the state of the head during adjustment control of throttle opening, and FIG. 17(B) is a diagram showing a setting example of throttle opening during adjustment control of throttle opening.

[0126] The mode setting unit 21 monitors the joystick command value (z) and the joystick command value (x) during minimum turning control (S51: YES) (S52). When the mode setting unit 21 detects adjustment of the throttle opening from the joystick command value (z) and the joystick command value (x) (S53: YES), it adjusts the throttle opening (Hi level of the throttle command signal) according to the joystick command value (x) (S54).

[0127] More specifically, for example, during minimum turning control, as shown in FIG. 17(A), when the absolute value ABS(z) of the joystick command value (z) is 30 or more (during minimum turning control), the mode setting unit 21 monitors the joystick command value (x). The mode setting unit 21 divides the range of the joystick command value (x) into a range Znb including x = 0 (for example, -50 < x < +50 in FIG. 17(B)), a range Zna of x larger than the range Znb (for example, x > +50 in FIG. 17(B)), and a range Znc of x smaller than the range Znb (for example, x < -50 in FIG. 17(B)). If the joystick command value (x) is within the range Znb, the mode setting unit 21 sets it to the default throttle opening Djs4t. If the joystick command value (x) is within the range Zna, the mode setting unit 21 sets it to the throttle opening Djs4a (> Djs4t). If the joystick command value (x) is within the range Znc, the mode setting unit 21 sets it to the throttle opening Djs4c (< Djs4t).

[0128] This type of control allows for multi-stage adjustment of the throttle opening during extremely tight turns. This enables the operator to adjust thrust according to the turning state, thus more reliably achieving the desired turn.

[0129] [Fifth Embodiment] A ship control technology (ship control device, ship control method, and ship control program) according to a fifth embodiment of the present invention will be described with reference to the figures. Figure 18 is a functional block diagram showing an example of the configuration of a ship control system including a ship control device according to the fifth embodiment of the present invention.

[0130] As shown in Figure 18, the ship control system 1B and ship control device 10B according to the fifth embodiment differ from the ship control system 1 and ship control device 10 according to the first embodiment in that they are equipped with a thrust holding button 391 and a maximum thrust adjustment button 392, and the control of the control unit 20B is controlled by these buttons. The other configurations and controls of the ship control system 1B and ship control device 10B are the same as those of the ship control system 1 and ship control device 10, and the description of the similar parts will be omitted.

[0131] The thrust-holding button 391 and the maximum thrust adjustment button 392 are located, for example, near the first control unit 30. In other words, the thrust-holding button 391 and the maximum thrust adjustment button 392 are positioned so that the operator can operate them while operating the first control unit 30.

[0132] When the thrust-holding button 391 detects an input for thrust-holding operation, it outputs the detection result to the control unit 20B.

[0133] The maximum thrust adjustment button 392 includes, for example, a button to increase the maximum thrust and a button to decrease the maximum thrust. When the maximum thrust adjustment button 392 detects an input for adjusting the maximum thrust, it outputs the detection result to the control unit 20B.

[0134] (Thrust retention) Figure 19 is a flowchart showing an example of thrust holding control.

[0135] The throttle command signal generation unit 22 of the control unit 20B monitors the joystick command value (x) (S61). The throttle command signal generation unit 22 sets the throttle opening degree according to the joystick command value (x) and generates a throttle command signal with the corresponding amplitude (S62).

[0136] When the thrust holding button 391 is turned ON (S63:YES), the result of the operation is provided to the throttle command signal generation unit 22 of the control unit 20B.

[0137] The throttle command signal generation unit 22 generates a throttle command signal (S64) to maintain the throttle opening when the thrust assist operation is performed (ON operation).

[0138] The throttle command signal generation unit 22 continues to maintain the throttle opening until the thrust holding button 391 is turned OFF (S65: NO).

[0139] When the thrust holding button 391 is turned OFF (S65: YES), the throttle command signal generation unit 22 releases the hold on the throttle opening, sets the throttle opening according to the joystick command value (x), and generates a throttle command signal with the corresponding amplitude.

[0140] This configuration and control allows the operator to easily maintain a predetermined throttle opening (thrust). In other words, with a control device such as a joystick, it is easy to change the throttle opening. However, maintaining a constant throttle opening is difficult because it requires fixing the position of the head 31 without moving it.

[0141] Therefore, by operating the thrust-holding button 391, the throttle opening (thrust) does not change even when the head 31 moves, allowing the operator to easily maintain a constant throttle opening.

[0142] Furthermore, the rudder angle command signal generation unit 23 can set the commanded rudder angle according to the joystick command value (y). This allows the operator to focus solely on turning and operate the first control unit 30. Consequently, the operator can easily achieve the desired turn with a constant thrust.

[0143] Furthermore, thrust retention can be released not only by turning the thrust retention button 391 OFF, but also by, for example, operating in the reverse direction during forward movement (making the joystick command value (x) less than 0).

[0144] Furthermore, while thrust maintenance is generally used when moving forward, it can also be applied when moving backward.

[0145] (Adjusting maximum thrust) Figure 20 is a flowchart showing an example of maximum thrust adjustment control.

[0146] When the throttle command signal generation unit 22 detects an operation to increase the maximum thrust (maximum thrust up operation) (S72: YES), it detects the number of times the operation has been performed (S731), and sets the throttle opening degree Fmax higher according to the number of operations (S732). In other words, the throttle command signal generation unit 22 sets the corresponding throttle opening degree Fmax higher when the joystick command value (x) is 100, according to the number of times the operation to increase the maximum thrust has been performed.

[0147] When the throttle command signal generation unit 22 detects an operation to reduce the maximum thrust (maximum thrust down operation) (S72: NO, S74: YES), it detects the number of times the operation has been performed (S751), and sets the throttle opening Fmax higher according to the number of operations (S752). In other words, the throttle command signal generation unit 22 sets the corresponding throttle opening Fmax lower when the joystick command value (x) is 100, according to the number of times the operation to reduce the maximum thrust has been performed.

[0148] By implementing this type of control, the operator can adjust the maximum thrust while maintaining forward control.

[0149] The default value for maximum thrust is, for example, the midpoint between the maximum and minimum values ​​that can be adjusted as maximum thrust. However, the default value for maximum thrust can be set as appropriate at the time of factory shipment (when the product is first provided to the user).

[0150] Furthermore, while this embodiment demonstrates the adjustment of the maximum thrust during forward movement, the maximum thrust during reverse movement can be adjusted in the same manner. Additionally, the adjustment result for the maximum thrust during forward movement can be reflected in the maximum thrust during reverse movement. In other words, the maximum thrust during forward movement and the maximum thrust during reverse movement can be adjusted as a set value.

[0151] Furthermore, although this embodiment shows a case where both thrust holding and maximum thrust adjustment functions are provided, it is also possible to provide at least one of the two functions: thrust holding and maximum thrust adjustment.

[0152] Furthermore, the criteria for various judgments expressed numerically in the embodiments described above are merely examples, and can be set as appropriate according to the operator's preferences, etc.

[0153] <1> Regarding the control of ship movements, the system includes an input unit for inputting maneuvering command values ​​corresponding to commands for at least throttle control and intermittent throttle control, A control unit that generates a throttle command signal for the vessel based on the aforementioned ship handling command value, Equipped with, The control unit, A mode setting unit that sets the activation of intermittent control if the value corresponding to the intermittent control command among the aforementioned ship handling command values ​​falls within a predetermined range for intermittent control, When the intermittent control is enabled, a throttle command signal generation unit generates the throttle command signal having an intermittent control waveform with a Hi level and a Low level, Equipped with, Ship control system.

[0154] <2> <1> A ship control device as described above, The control unit, The mode setting unit sets the activation of the intermittent control if, among the aforementioned steering command values, the value corresponding to the throttle control is within a predetermined range for minimal turning control, and the value corresponding to the intermittent control command is within a predetermined range for intermittent control. When the intermittent control is enabled, a rudder angle command signal generation unit sets the rudder angle command signal that commands the rudder angle of the ship to the maximum command rudder angle within the settable range, When the intermittent control is enabled, the throttle command signal generation unit generates the throttle command signal of an intermittent control waveform having a predetermined Hi level for minimum turning control and a predetermined Low level for minimum turning control, Equipped with, Ship control system.

[0155] <3> <2> A ship control device as described above, In the case of the extremely small turn control, the throttle command signal generation unit suppresses the throttle command signal to 0 or a predetermined threshold smaller than the value of the throttle command signal for the period until the actual steering angle reaches the maximum command steering angle. Ship control system.

[0156] <4> <3> A ship control device as described above, The throttle command signal generation unit generates the throttle command signal of the intermittent control waveform, which has a rising waveform with a gentler slope compared to the falling waveform in the first rising waveform, when the actual steering angle reaches the maximum command steering angle. Ship control system.

[0157] <5> <1> ~ <4> A ship control device as described in any of the following: The throttle command signal generation unit generates the throttle command signal of the intermittent control waveform having a rising waveform with a gentler slope compared to the falling waveform. Ship control system.

[0158] <6> <1> ~ <5> A ship control device as described above, The throttle command signal generation unit is, The Hi level is set by the throttle opening based on the steering command value corresponding to the throttle control. The Low level is set by the dead slow opening. Ship control system.

[0159] <7> <2> ~ <4> A ship control device as described in any of the following: The throttle command signal generation unit is, The Hi level for the mini-turn control is set by a predetermined throttle opening for mini-turn control. The aforementioned Low level for controlling the extremely small turn is set by the fully closed throttle state. Ship control system.

[0160] <8> <2> ~ <4> and <7> A ship control device as described in any of the following: The throttle command signal generation unit is, The throttle opening for the mini-turn control is adjusted according to the steering command value corresponding to the throttle control during the mini-turn control. Ship control system.

[0161] <9> <1> ~ <8> A ship control device as described in any of the following: The input unit further receives a thrust-holding signal that commands the user to maintain the thrust of the vessel, When the throttle command signal generation unit receives the thrust holding signal, it fixes the level of the throttle command signal so as to maintain the throttle opening corresponding to the steering command value at the time of the thrust holding input. Ship control system.

[0162] <10> <1> ~ <9> A ship control device as described in any of the following: When the throttle command signal generation unit receives an instruction to adjust the maximum throttle opening, it sets the maximum throttle opening corresponding to the Hi level of the throttle command signal according to the adjustment instruction. Ship control system.

[0163] <11> <1> ~ <10> A ship control device as described in any of the following: The throttle command signal generation unit is, If the direction of travel of the vessel is in reverse, the intermittent control is not performed, and if the value of the maneuvering command corresponding to the intermittent control command is within the predetermined range for intermittent control, the throttle command signal is set to a predetermined value greater than the currently set value, thereby increasing the reverse thrust. Ship control system.

[0164] <12> <1> ~ <11> A ship control device as described in any of the following, An operating device that generates the aforementioned ship handling command value, Equipped with, The aforementioned operating device is A shaft with one end fixed and the other end movable, A head is positioned at the other end of the shaft and is rotatable about the axis of the shaft, A ship handling command value generation unit that generates the ship handling command value according to the position of the head and the amount of rotation of the head, Equipped with, Ship control system.

[0165] <13> <12> The ship control system described above, A joystick is used as the control device. The ship handling command value generation unit generates the x-axis position in the direction parallel to the bow and stern direction of the ship, the y-axis position parallel to the port and left direction of the ship, the z-axis position corresponding to the amount of rotation, and the ship handling command value. The control unit, The level of the throttle command signal is determined using the x-axis position in the aforementioned ship handling command value. The command rudder angle is determined using the y-axis position in the aforementioned ship handling command value. The intermittent control is performed using the z-axis position in the aforementioned ship handling command value. Ship control system. [Explanation of Symbols]

[0166] 1. 1B: Ship control system 10, 10B: Ship control devices 20, 20A, 20B: Control Unit 21: Mode setting section 22: Throttle command signal generation unit 23: Rudder angle command signal generation unit 30: 1st controller 31: Head 32: Shaft 40:Second controller 50:AP operation section 60: Sensor 70: Display section 90: Ship 90P1: Ship 91: Propulsion generation unit 92: Rudder gear 100: Data communication network 201: Input section 391: Thrust retention button 392: Maximum thrust adjustment button 920: Steering angle sensor

Claims

1. Regarding the control of ship movements, the system includes an input unit for inputting maneuvering command values ​​corresponding to commands for at least throttle control and intermittent throttle control, A control unit that generates a throttle command signal for the vessel based on the aforementioned ship handling command value, Equipped with, The control unit, A mode setting unit that sets the activation of intermittent control if the value corresponding to the intermittent control command among the aforementioned ship handling command values ​​falls within a predetermined range for intermittent control, When the intermittent control is enabled, a throttle command signal generation unit generates the throttle command signal having an intermittent control waveform with a Hi level and a Low level, Equipped with, Ship control system.

2. A ship control device according to claim 1, The control unit, The mode setting unit sets the activation of intermittent control if, among the aforementioned steering command values, the value corresponding to the throttle control is within a predetermined range for minimal turning control, and the value corresponding to the intermittent control command is within a predetermined range for intermittent control. When the intermittent control is enabled, a rudder angle command signal generation unit sets the rudder angle command signal that commands the rudder angle of the ship to the maximum command rudder angle within the settable range, When the intermittent control is enabled, the throttle command signal generation unit generates the throttle command signal of an intermittent control waveform having a predetermined Hi level for a predetermined mini-turn control and a predetermined Low level for a predetermined mini-turn control. Equipped with, Ship control system.

3. A ship control device according to claim 2, In the case of the extremely small turn control, the throttle command signal generation unit suppresses the throttle command signal to 0 or a predetermined threshold smaller than the value of the throttle command signal for the period until the actual steering angle reaches the maximum command steering angle. Ship control system.

4. A ship control device according to claim 3, The throttle command signal generation unit generates the throttle command signal of the intermittent control waveform, which has a rising waveform with a gentler slope compared to the falling waveform in the first rising waveform, when the actual steering angle reaches the maximum command steering angle. Ship control system.

5. A ship control device according to any one of claims 1 to 4, The throttle command signal generation unit generates the throttle command signal of the intermittent control waveform having a rising waveform with a gentler slope compared to the falling waveform. Ship control system.

6. A ship control device according to claim 1, The throttle command signal generation unit is, The Hi level is set by the throttle opening based on the steering command value corresponding to the throttle control. The Low level is set by the dead slow opening. Ship control system.

7. A ship control device according to any one of claims 2 to 4, The throttle command signal generation unit is, The Hi level for the mini-turn control is set by a predetermined throttle opening for mini-turn control. The Low level for the aforementioned mini-turn control is set by the fully closed throttle state. Ship control system.

8. A ship control device according to claim 7, The throttle command signal generation unit is, The throttle opening for the extremely small turn control is adjusted according to the steering command value corresponding to the throttle control during the extremely small turn control. Ship control system.

9. A ship control device according to claim 1 or claim 2, The input unit further receives a thrust-holding signal that commands the user to maintain the thrust of the vessel, When the throttle command signal generation unit receives the thrust holding signal, it fixes the level of the throttle command signal so as to maintain the throttle opening corresponding to the steering command value at the time of the thrust holding input. Ship control system.

10. A ship control device according to claim 1 or claim 2, When the throttle command signal generation unit receives an instruction to adjust the maximum throttle opening, it sets the maximum throttle opening corresponding to the Hi level of the throttle command signal according to the adjustment instruction. Ship control system.

11. A ship control device according to claim 1, The throttle command signal generation unit is, If the direction of travel of the vessel is in reverse, the intermittent control is not performed, and if the value of the maneuvering command corresponding to the intermittent control command is within the predetermined range for intermittent control, the throttle command signal is set to a predetermined value greater than the currently set value, thereby increasing the reverse thrust. Ship control system.

12. A ship control device according to claim 1 or claim 2, An operating device that generates the aforementioned ship handling command value, Equipped with, The aforementioned operating device is A shaft with one end fixed and the other end movable, A head is positioned at the other end of the shaft and is rotatable about the axis of the shaft, A ship handling command value generation unit that generates the ship handling command value according to the position of the head and the amount of rotation of the head, Equipped with, Ship control system.

13. A ship control system according to claim 12, A joystick is used as the control device. The ship handling command value generation unit generates the x-axis position in the direction parallel to the bow and stern direction of the ship, the y-axis position parallel to the port and left direction of the ship, the z-axis position corresponding to the amount of rotation, and the ship handling command value. The control unit, The level of the throttle command signal is determined using the x-axis position in the aforementioned ship handling command value. The command rudder angle is determined using the y-axis position in the aforementioned ship handling command value. The intermittent control is performed using the z-axis position in the aforementioned ship handling command value. Ship control system.

14. Regarding the control of ship movements, at least the steering command values ​​corresponding to the commands for throttle control and intermittent throttle control are input. Based on the aforementioned ship handling command value, a throttle command signal is generated for the vessel. If, among the aforementioned maneuvering command values, the value corresponding to the intermittent control command falls within a predetermined intermittent control range, the system will recognize that an intermittent control command has been received and generate the throttle command signal with an intermittent control waveform having a high level and a low level. Ship control method.

15. Regarding the control of ship movements, at least the steering command values ​​corresponding to the commands for throttle control and intermittent throttle control are input. Based on the aforementioned ship handling command value, a throttle command signal is generated for the vessel. If, among the aforementioned maneuvering command values, the value corresponding to the intermittent control command falls within a predetermined intermittent control range, the system will recognize that an intermittent control command has been received and generate the throttle command signal with an intermittent control waveform having a high level and a low level. A ship control program that instructs a processing unit to perform tasks.

Images