Ship handling system and method

Abstract

To avoid collision of a vessel against a quay in berthing of the vessel.SOLUTION: A shore-arrival maneuvering monitoring device for monitoring shore-arrival maneuvering of a vessel includes: a collision level computing unit for acquiring a berthing distance which is a distance between the vessel and a quay, and a berthing speed which is a speed of the vessel in a berthing direction, and calculating a collision level which is an index of likelihood of collision of the vessel against the quay by using the berthing distance and the berthing speed; and a collision likelihood determination unit for determining whether or not collision of the vessel against the quay is likely based on the collision level. The collision level is a function that takes the berthing distance and the berthing speed as variables.SELECTED DRAWING: Figure 7

Description

Technical Field

[0001] The present disclosure relates to a berthing maneuver monitoring apparatus and method for monitoring berthing and mooring of a ship, and a ship maneuvering system and method including the berthing maneuver monitoring apparatus.

Background Art

[0002] The series of processes from a ship entering a port to berthing at a berth and being moored includes ship maneuvering that imposes a great mental burden on the operator, and work that imposes a large labor burden on on-board workers. For these reasons, there is a demand for automation and labor reduction of the above-mentioned series of processes to reduce the load and improve safety. However, since flexible responses to changes in meteorological and oceanographic conditions in the port and exquisite cooperation between on-board workers and port workers are required, the current situation is that most of the work is still carried out relying on the experience of the operator and on-board and port workers.

[0003] Patent Document 1 discloses an automatic berthing and mooring device that automates ship maneuvering from berthing to mooring. The ship of Patent Document 1 comprises: a longitudinal thrust engine that outputs longitudinal thrust for the hull; a bow-side side thruster and a stern-side pod propulsion device capable of outputting transverse thrust in either direction along both sides of the hull; a bow-side mooring winch and a stern-side mooring winch capable of winding and letting out mooring lines; a distance meter that measures the distance to the quay; and a controller that controls the bow-side side thruster, the stern-side pod propulsion device, the bow-side mooring winch and the stern-side mooring winch based on the measurement value of the distance meter. The controller performs the ship's berthing and mooring operations in the order of berthing mode and mooring mode. In the berthing mode, the controller stops the longitudinal thrust engine, the bow-side mooring winch and the stern-side mooring winch, and causes the bow-side side thruster and the stern-side pod propulsion device to laterally move the hull to a mooring start position 1 m away from the quay. In the mooring mode, the controller stops the longitudinal thrust engine, the bow-side side thruster and the stern-side pod propulsion device, and locks the hull to the quay by pulling the mooring lines with the bow-side mooring winch and the stern-side mooring winch.

Prior Art Literature

Patent Literature

[0004] [Patent Document 1] Japanese Patent Publication No. 2005-255058 [Overview of the project] [Problems that the invention aims to solve]

[0005] When docking (or berthing) a vessel, the thruster's direction of action is changed from the direction the vessel approaches the quay to the direction it moves away from the quay to reduce the vessel's speed. If the timing of this braking force generation is determined solely by the distance between the vessel and the quay, factors such as the vessel's speed, wind, and currents may prevent sufficient deceleration, potentially leading to a collision with the quay.

[0006] This disclosure is made in view of the above circumstances, and its purpose is to propose a technology to avoid collisions between a vessel and a quay when docking a vessel. [Means for solving the problem]

[0007] To solve the above problems, a docking and maneuvering monitoring device according to one aspect of the present disclosure is a docking and maneuvering monitoring device that monitors the docking and maneuvering of a vessel, A collision level calculator that obtains the docking distance, which is the distance from the vessel to the quay, and the docking speed, which is the speed of the vessel in the docking direction, and uses the docking distance and the docking speed to calculate a collision level, which is an indicator of the probability of the vessel colliding with the quay. A collision possibility determination device is provided, which determines whether or not there is a possibility of the vessel colliding with the quay based on the collision level. The collision level is characterized by being a function of the docking distance and the docking speed.

[0008] A ship handling system relating to one aspect of this disclosure is: A propulsion device that provides thrust to a ship, A control device for controlling the operation of the propulsion device, The system includes a docking operation monitoring device that monitors the docking operation of the aforementioned vessel based on a collision level, which is an indicator of the likelihood of collision with the quay when the vessel is docking. The docking and maneuvering monitoring device includes a collision level calculator that acquires the docking distance, which is the distance from the vessel to the quay, and the docking speed, which is the speed of the vessel in the docking direction, and calculates the collision level as a function of the docking distance and the docking speed as variables, and a collision possibility determination device that determines whether or not there is a possibility of the vessel colliding with the quay based on the collision level. The control device controls the operation of the propulsion device so as to reduce the thrust acting on the vessel in the docking direction when the docking monitoring device determines that there is a possibility of collision.

[0009] A docking and maneuvering monitoring method according to one aspect of this disclosure is a docking and maneuvering monitoring method for monitoring the docking and maneuvering of a vessel, The docking distance, which is the distance from the vessel to the quay, and the docking speed, which is the speed of the vessel in the docking direction, are obtained. Using the docking distance and docking speed, the collision level, which is an indicator of the likelihood of the vessel colliding with the quay, is calculated. Based on the collision level, determine whether or not there is a possibility of the vessel colliding with the quay. The collision level is a function of the docking distance and the docking speed.

[0010] A ship handling method relating to one aspect of this disclosure is: When a vessel is docking, the docking distance (the distance from the vessel to the quay) and the docking speed (the speed of the vessel in the docking direction) are obtained. Using the docking distance and docking speed, the collision level, which is an indicator of the likelihood of a ship colliding with the quay, is calculated. Based on the collision level, the possibility of a ship colliding with the quay is determined. If a collision is deemed likely, the operation of the ship's propulsion devices will be controlled to reduce the thrust acting on the ship in the direction of docking. The collision level is a function of the docking distance and docking speed. Effects of the Invention

[0011] According to the present disclosure, when berthing a ship, ship handling can be monitored so as to avoid collision of the ship against the quay. Brief Description of the Drawings

[0012] [Figure 1] Fig. 1 is a diagram illustrating a schematic configuration of a ship to which a ship handling system according to an embodiment of the present disclosure is applied. [Figure 2] Fig. 2 is a diagram illustrating a schematic configuration of a mooring winch. [Figure 3] Fig. 3 is a diagram illustrating a configuration of the ship handling system. [Figure 4] Fig. 4 is a diagram for explaining functional units of a ship handling controller. [Figure 5] Fig. 5 is a diagram for explaining processing of a propulsion control unit. [Figure 6] Fig. 6 is a diagram for explaining a ship handling method during berthing and mooring. [Figure 7] Fig. 7 is a block diagram illustrating a configuration of a berthing ship handling monitoring unit of the ship handling controller. [Figure 8] Fig. 8 is a diagram for explaining a berthing distance d and a berthing speed Uapp. [Figure 9] Fig. 9 is a diagram for explaining a berthing disturbance force Fapp. [Figure 10] Fig. 10 is a flow chart illustrating a processing flow of the berthing ship handling monitoring unit. [Figure 11] Fig. 11 is a diagram illustrating a relationship between a collision level and a lower limit value of thrust in an off-shore direction. [Figure 12] Fig. 12 is a diagram illustrating a relationship between a collision level and a lower limit value of thrust in an off-shore direction. [Figure 13] Fig. 13 is a diagram illustrating a relationship between a collision level and a lower limit value of thrust in an off-shore direction. Mode for Carrying Out the Invention

[0013] Next, embodiments of the present disclosure will be described with reference to the drawings. Figure 1 is a diagram showing the schematic configuration of a vessel S to which a ship handling system 20 according to one embodiment of the present invention is applied.

[0014] [Outline of the ship S] As shown in Figure 1, with respect to the vessel S, the horizontal direction connecting the bow and stern of the vessel S is defined as the "forward and backward direction," and the horizontal direction perpendicular to the forward and backward direction (left and right direction) is defined as the "lateral direction." The vessel S comprises a hull 5, at least one forward and backward thruster 2 that outputs thrust in the forward and backward direction relative to the hull 5, and at least one lateral thruster 3 that outputs thrust in the lateral direction relative to the hull 5.

[0015] In this embodiment, the forward and rear thrusters 2 include a combination of a variable-pitch propeller and a rudder, which are the main thrusters. The variable-pitch propeller and rudder are provided on the stern side of the hull 5. However, the forward and rear thrusters 2 are not limited to the above and may be a swivel thruster or a combination of multiple variable-pitch propellers and rudders.

[0016] The transverse thruster 3 preferably includes at least one bow-side transverse thruster 3B and at least one stern-side transverse thruster 3A. In this embodiment, the bow-side transverse thruster 3B is a side thruster (bow thruster) located at the bow. In this embodiment, the combination of a variable-pitch propeller and rudder located at the stern can output both longitudinal and transverse thrust depending on the direction of the rudder, and therefore also functions as a stern-side transverse thruster 3A. However, the transverse thruster 3 provided by the ship S is not limited to the above, and side thrusters may be arranged on both the bow and stern sides of the hull 5, or a swivel thruster may be arranged on at least one of the bow and stern sides of the hull 5.

[0017] Furthermore, the vessel S includes at least one forward mooring machine 10B installed on the bow side of the deck and at least one aft mooring machine 10A installed on the stern side of the deck. In this disclosure, the mooring machines 10, the forward and rear propulsion machines 2, and the transverse propulsion machines 3 are collectively referred to as the "propulsion device 9". While the mooring machine 10 is originally a device for mooring the vessel S, in the ship handling system 20 of this disclosure, the mooring machine 10 also has the function of providing thrust to the vessel S, so the mooring machine 10 is also considered a type of propulsion device 9.

[0018] In this embodiment, the bow mooring machine 10B includes a headline mooring machine and a forward springline mooring machine. The bow mooring machine 10B may further include a forward breast mooring machine. In this embodiment, the stern mooring machine 10A includes a sternline mooring machine and an aft spring mooring machine. The stern mooring machine 10A may further include an aft breast mooring machine. The number of mooring machines 10 that a vessel S should possess (when the bow mooring machine 10B and the stern mooring machine 10A are not distinguished, the reference numeral 10 is used) is determined by the number of outfittings, etc.

[0019] The forward mooring machine 10B and the aft mooring machine 10A each have substantially the same structure. As shown in Figure 2, each mooring machine 10 is equipped with a mooring rope R and a winch W capable of winding and unwinding the mooring rope R. The winch W is electrically hydraulic. The winch W includes a winding drum 11 around which the mooring rope R is wound, a motor 12 that rotates the winding drum 11, a hydraulic clutch 13 that switches between connecting and disconnecting power transmission from the motor 12 to the winding drum 11, a reduction gear 14 provided on the power transmission path from the motor 12 to the winding drum 11, and a hydraulically released brake 15 that provides constant braking force. However, the structure of the winch W is not limited to the above, and the winch W may also be electrically operated.

[0020] The mooring machine 10 is equipped with a rotation position sensor 51, a tension meter 52, a cable length meter 53, and a winch controller 50 that controls the operation of the winch W based on the detected values ​​of these sensors. The rotation position sensor 51 detects the rotation position and rotation speed of the motor 12 or the winding drum 11. The cable length meter 53 measures the length of the mooring cable R unwound from the winding drum 11. The winch controller 50 measures the rotation of the motor 12 or the winding drum 11 based on the detection signal from the rotation position sensor 51 and / or the measurement value from the cable length meter 53, and estimates the winding length and unwinding length of the mooring cable R. The tension meter 52 may directly or indirectly detect the tension (load) acting on the mooring cable R. The tension meter 52 may be, for example, a load cell provided in the brake 15, and the tension of the mooring cable R may be estimated based on the load detected by the load cell. The tension meter 52 is, for example, a torque sensor that detects the output torque of the motor 12, and the tension of the mooring rope R may be estimated based on the torque detected by the torque sensor. The winch controller 50 can control the rotation of the winding drum 11 based on the value detected by the tension meter 52 so as to maintain the tension acting on the mooring rope R at a predetermined value that does not exceed a predetermined upper limit.

[0021] When the mooring rope R is wound onto the winding drum 11, the clutch 13 connects the power transmission path from the motor 12 to the winding drum 11, and the winding drum 11 is rotated in the winding direction. When the mooring rope R is unwound from the winding drum 11, the clutch 13 is disengaged, disconnecting the power transmission path from the motor 12 to the winding drum 11, and the winding drum 11 becomes free-rotating and can rotate in the unwinding direction. Alternatively, when unwinding the mooring rope R, the clutch 13 may connect the power transmission path from the motor 12 to the winding drum 11, and the winding drum 11 may be rotated in the unwinding direction.

[0022] Returning to Figure 1, the end of the mooring rope R is secured to a mooring post 35 installed on the quay 30. The mooring rope R, pulled out from the winding drum 11, is protected and guided by appropriate guides 36 such as chocks (mooring holes), fairleads, deck end rollers, and stand rollers.

[0023] [Configuration of the ship handling system 20] Figure 3 shows the configuration of the ship handling system 20. As shown in Figure 3, the ship handling system 20 of the ship S comprises a ship handling controller 6, an instrument group 7, a user interface 8, and a propulsion controller group 9C, all of which are electrically connected to the ship handling controller 6 by wire or wireless means.

[0024] The steering controller 6 includes a processor, memory such as ROM and RAM, and an I / O unit (none of which are shown). The instrument group 7, user interface 8, and propulsion controller group 9C are connected to the steering controller 6 via the I / O unit. Storage (not shown) may also be connected to the steering controller 6 via the I / O unit.

[0025] A ship-to-shore communication device 31 is connected to the ship handling controller 6. The ship handling controller 6 uses the ship-to-shore communication device 31 to transmit ship handling information to a status monitoring device 33 located at a land base. This ship handling information includes navigation conditions within the harbor and equipment operation data.

[0026] The instrument group 7 includes a rangefinder 27, a camera 28, and various navigational instruments.

[0027] The rangefinder 27 includes a bow-side rangefinder that measures the distance from the bow to the quay 30, and a stern-side rangefinder that measures the distance from the stern to the quay 30. The rangefinder 27 may be a known non-contact rangefinder, such as a laser rangefinder. The steering controller 6 can determine the distance from the hull 5 to the quay 30 where the vessel is to dock, based on the information obtained from the rangefinder 27.

[0028] Camera 28 includes a bow-side camera mounted on the bow deck that continuously or intermittently images the quay 30 from the bow, and a stern-side camera mounted on the stern deck that continuously or intermittently images the quay 30 from the stern. It is desirable that the field of view of the bow-side camera includes the quay 30, as well as the bow-side mooring machine 10B and / or the mooring lines R extended from the bow-side mooring machine 10B. Similarly, it is desirable that the field of view of the stern-side camera includes the stern-side mooring machine 10A and / or the mooring lines R extended from the stern-side mooring machine 10A. To ensure such a wide field of view, an around-view camera system may be used as camera 28.

[0029] Examples of various navigation instruments include a compass 21 for detecting the ship's heading, a speedometer 22 (water speedometer), anemometer 25 (wind direction and speed meter), a ship position measuring device 26, a current meter 29, an acoustic depth sounder, radar, a chronometer, and a draft gauge. The ship position measuring device 26 is a GPS using satellites or a radio wave and / or optical wave type position measuring device using radio waves and light from a reference station. The ship steering controller 6 can obtain navigation status information, including the position of the hull 5, course, heading, and ship speed, based on information acquired from various navigation instruments.

[0030] The ship handling controller 6 uses the ship-to-shore communication device 31 to acquire port information in a timely manner from the port information provision device 32 installed at the shore base. The port information includes weather and oceanographic information within the port, and port environmental information. Weather and oceanographic information includes wind speed, wind direction, current, tide level, weather, and climate within the port. Port environmental information includes the degree of congestion and berth conditions within the port. The ship handling controller 6 also uses the information sent from the port information provision device 32 via the ship-to-shore communication device 31, along with the information from the instrument group 7, for calculations.

[0031] The user interface 8 is provided with control equipment 80 and a display device 83. The user interface 8 may further be provided with settings and indicators for individual propulsion devices 9 such as propellers and rudders, a display unit for displaying signals from instrument clusters 7 such as heading indicators and ship speed indicators, various function selector switches, and indicator lights.

[0032] In this embodiment, the control device 80 includes a joystick 81 and a turning dial 82. The joystick 81 receives commands for the direction and magnitude of thrust for the parallel movement of the hull 5, input by the operator by moving the joystick 81, and inputs them to the steering controller 6. The turning dial 82 receives commands for the direction and magnitude of turning moment for turning movement, input by the operator by moving the turning dial 82, and inputs them to the steering controller 6. However, the control device 80 is not limited to the above, and known control devices may be used.

[0033] As the display device 83, at least one known display device is used from among various display devices such as touch panel displays and head-mounted displays. The display device 83 may include ship handling support information output from the ship handling controller 6, images captured by the camera 28, equipment operation status, navigation status information, and environmental information of the hull 5 (sea conditions and weather information). The ship handling support information includes at least one of the following: the ship's position on the nautical chart, recommended route, avoidance lines, remaining distance, sea area facilities, and target position, as well as the ship's speed vector, and the speed at arbitrary positions on the bow and stern and the remaining distance to the quay 30.

[0034] The propulsion controller group 9C controls the operation of the propulsion device 9. Specifically, the propulsion controller group 9C includes a winch controller 50 that controls the winch W of the mooring machine 10, a longitudinal propulsion controller 91 that controls the longitudinal propulsion machine 2, and a transverse propulsion controller 92 that controls the transverse propulsion machine 3. The winch controller 50, longitudinal propulsion controller 91, and transverse propulsion controller 92 are provided according to the number of winches W, longitudinal propulsion machines 2, and transverse propulsion machines 3 installed on the ship S. However, in Figure 3, only one of the winch controller 50, longitudinal propulsion controller 91, and transverse propulsion controller 92 is shown, and the rest are omitted. The steering controller 6 outputs commands to each of these propulsion controllers in the propulsion controller group 9C, and the propulsion controller group 9C operates the corresponding propulsion device 9 based on the commands.

[0035] As shown in Figure 4, the ship handling controller 6 has the following functional units: a ship handling support information generation unit 65, a display control unit 66, a route planning unit 67, a command generation unit 68, a propulsion control unit 69, and a berthing and ship handling monitoring unit 70. The ship handling support information generation unit 65 generates ship handling support information based on information acquired from the instrument group 7 and the port information providing device 32. The display control unit 66 displays the generated ship handling support information on the display device 83. The route planning unit 67 searches for an optimal route that optimizes predetermined evaluation indicators from the departure point to the destination based on information acquired from the instrument group 7 and the port information providing device 32, and generates that optimal route as a planned route. The command generation unit 68 generates commands on behalf of the ship operator during automatic ship handling. The propulsion control unit 69 corresponds to the control device in the scope of the claim. The propulsion control unit 69 controls the propulsion controller group 9C. The berthing and ship handling monitoring unit 70 corresponds to the berthing and ship handling monitoring device of the ship S in the scope of the claim. The docking and maneuvering monitoring unit 70 will be explained in detail later.

[0036] Figure 5 is a diagram illustrating the processing of the propulsion control unit 69. As shown in Figure 5, the propulsion control unit 69 of the ship steering controller 6 has an acquisition unit 61, a thrust distribution calculation unit 62, and an output unit 63.

[0037] The acquisition unit 61 acquires information detected or measured by the instrument group 7 and commands received by the control equipment 80 of the user interface 8, and performs A / D conversion, scaling processing, signal anomaly detection, etc. on the acquired information (signals).

[0038] The thrust distribution calculation unit 62 generates a "command vector" based on the command received by the joystick 81 (i.e., the tilt angle and tilt direction of the joystick 81). The command vector is defined as representing the command thrust to be applied to the hull 5 in terms of direction and magnitude. The direction of the command vector corresponds to the tilt direction of the joystick 81, and the magnitude of the command vector corresponds to the tilt angle of the joystick 81.

[0039] The thrust distribution calculation unit 62 acquires disturbance information including the current detected by the current meter 29, the wind direction and speed detected by the wind direction and speed meter 25, and / or the current and wind direction and speed within the harbor obtained from the harbor information providing device 32. Based on the disturbance information, it estimates the disturbance force acting on the vessel S and modifies the command vector by adding a force that opposes the disturbance force to the command vector. The thrust distribution calculation unit 62 performs a calculation to distribute thrust to each of the multiple propulsion devices 9 (mooring machine 10, longitudinal propulsion machines 2, and transverse propulsion machines 3) so that the modified command vector and thrust vector correspond. Here, the mooring machine 10 is considered a type of propulsion device 9, and the "thrust vector" is defined as the combined force of the thrusts output from the multiple propulsion devices 9 (mooring machine 10, longitudinal propulsion machines 2, and transverse propulsion machines 3), expressed in terms of direction and magnitude. The thrust distribution calculation method by the thrust distribution calculation unit 62 will be described in detail later.

[0040] The output unit 63 processes the thrust allocated to each propulsion device 9 (forward / rear thrusters 2, lateral thrusters 3, mooring machine 10) as determined by the thrust distribution calculation unit 62, performing scaling, D / A conversion, and error handling, before outputting it as an operation command to the corresponding propulsion controller group 9C (winch controller 50, forward / rear thrust controller 91, and lateral thrust controller 92). As a result, thrust is applied to the hull 5 in the direction of tilt, with a magnitude corresponding to the tilt angle of the joystick 81.

[0041] [Ship handling method] Here, the method of maneuvering a vessel S during docking and mooring using the above-described maneuvering system 20 will be explained with reference to Figure 6.

[0042] The ship handling controller 6 initiates approach maneuvers when the vessel S enters the harbor. During approach maneuvers, the ship handling controller 6 generates approach maneuver support information using information acquired from the instrument group 7 and the harbor information provider 32, and displays it on the screen of the display device 83. Here, the ship handling controller 6 sets a predetermined berthing start position P2 as the target position and uses information acquired from the instrument group 7 and the harbor information provider 32 to determine the optimal route from the harbor entrance P1 to the berthing start position P2 as the planned route. On the screen of the display device 83, the approach maneuver support information is graphically displayed as a harbor chart with the planned route consisting of multiple waypoints, the target position and the vessel's position overlaid, as well as navigation information such as the ship's bearing angle and speed. The docking start position P2 is located a predetermined distance (for example, about 30 to 50 m) from the berth's quay wall 30. When the vessel S reaches the docking start position P2, its hull 5 is approximately parallel in the longitudinal direction to the extension direction of the quay wall 30 (hereinafter referred to as "quay wall direction D1"), and its longitudinal speed is approximately zero.

[0043] The operator operates the joystick 81 and the turning dial 82 based on the approach maneuvering support information displayed on the display device 83. The maneuvering controller 6 determines a command vector based on the tilt angle and tilt direction of the joystick 81. However, the vessel S may be automatically maneuvered for approach. In this case, the maneuvering controller 6 may generate the command vector itself based on information obtained from the instrument group 7 and the port information provision device 32, as well as the planned route.

[0044] The steering controller 6 obtains a modified command vector by adding a force to counteract the disturbance force to the command vector, and distributes thrust to the forward and rear propulsion engines 2 so that a thrust vector corresponding to the modified command vector is obtained by combining the thrusts output from the forward and rear propulsion engines 2. In approach maneuvering, the thrust distributed to the transverse propulsion engines 3 and the mooring engine 10 is zero. The steering controller 6 generates a thrust target value such that the distributed thrust is output and outputs it to the forward and rear propulsion controller 91, and the forward and rear propulsion controller 91 controls the forward and rear propulsion engines 2 so that the thrust corresponding to the thrust target value is output. As a result, the ship S obtains thrust corresponding to the command vector and navigates along the planned route.

[0045] The ship handling controller 6 initiates docking maneuvers when the vessel S reaches the docking start position P2. During docking maneuvers, the ship handling controller 6 generates docking support information using information acquired from the instrument group 7 and the port information provider 32, and displays it on the screen of the display device 83. In docking maneuvers, the vessel S is moved from the docking start position P2 to a predetermined mooring start position P3. The mooring start position P3 is located a few to tens of meters away from the berth's quay 30, and when the vessel S reaches the mooring start position P3, its hull 5 is approximately parallel to the quay direction D1 in the longitudinal direction, and its velocity in the bow and lateral directions is approximately zero. The screen of the display device 83 displays docking support information such as a harbor chart with the target position and the vessel's position overlaid, navigation information such as the bow bearing and ship speed, docking distance, and images captured by the camera 28.

[0046] The operator operates the joystick 81 and the turning dial 82 based on the docking assistance information displayed on the display device 83. The ship handling controller 6 determines a command vector based on the tilt angle and tilt direction of the joystick 81. However, the ship S may be docked automatically. In this case, the ship handling controller 6 may generate the command vector itself based on information obtained from the instrument group 7 and the port information providing device 32.

[0047] The steering controller 6 obtains a modified command vector by adding a force to counteract the disturbance force to the command vector, and distributes thrust to the longitudinal propulsion engines 2 and the transverse propulsion engine 3 so that a thrust vector corresponding to the modified command vector is obtained by combining the thrusts output from the longitudinal propulsion engines 2 and the transverse propulsion engine 3. In docking maneuvers, the thrust distributed to the mooring engine 10 is zero. The steering controller 6 generates and outputs a thrust target value such that the distributed thrust is output to each of the longitudinal propulsion controllers 91 and the transverse propulsion controller 92, and the longitudinal propulsion controller 91 controls the longitudinal propulsion engines 2 so that the thrust corresponding to the given thrust target value is output, and the transverse propulsion controller 92 controls the transverse propulsion engine 3 so that the thrust corresponding to the given thrust target value is output. As a result, the ship S obtains thrust corresponding to the command vector and moves mainly laterally to the mooring start position P3.

[0048] When the vessel S reaches the mooring start position P3, the mooring rope R is extended from the stern mooring machine 10A and the bow mooring machine 10B, and the tip of the mooring rope R is secured to the mooring post 35 provided on the quay 30. During this time, the steering controller 6 uses its automatic heading-holding function to keep the vessel S at the mooring start position P3. The automatic heading-holding function of the steering controller 6 performs PID calculations on the deviation between the set heading angle and the heading angle from the compass 21, and uses this as a turning moment command in place of the turning dial 82 to calculate the thrust distribution, thereby operating the forward and backward propulsion engines 2 and the transverse propulsion engines 3 to maintain the heading of the bow.

[0049] The ship handling controller 6 begins mooring after all the ends of the mooring lines R are secured to the mooring posts 35 installed on the quay 30. The ship handling controller 6 generates mooring support information using information acquired from the instrument group 7 and the port information provider 32, and displays it on the screen of the display device 83. The screen of the display device 83 displays berthing support information such as a harbor chart with the target position and the ship's position overlaid, navigation information such as the ship's bearing angle and speed, berthing distance, and images captured by the camera 28.

[0050] Mooring operations are performed automatically, and the maneuvering controller 6 generates command vectors based on information acquired from the instrument cluster 7 and the port information device 32. However, the operator may visually check the mooring support information displayed on the display device 83 and operate the joystick 81 and turn dial 82 as needed. In this case, the operations received by the joystick 81 and turn dial 82 may take precedence over the commands generated by the maneuvering controller 6.

[0051] The steering controller 6 obtains a modified command vector by adding a force to counteract the disturbance force to the command vector, and distributes thrust to the mooring machine 10, the forward and backward propulsion machines 2, and the lateral propulsion machine 3 so that a thrust vector corresponding to the modified command vector is obtained by combining the thrusts output from the mooring machine 10, the forward and backward propulsion machines 2, and the lateral propulsion machine 3. The steering controller 6 generates and outputs a thrust target value such that the allocated thrust is output to each of the winch controller 50, the forward and backward propulsion controller 91, and the lateral propulsion controller 92. The winch controller 50 controls the mooring machine 10 so that a thrust corresponding to the given thrust target value is output. Specifically, the winch controller 50 controls the operation of the winch W so that the thrust target value is obtained by adjusting the tension and length of the mooring rope R by winding in and unwinding it. The forward and backward propulsion controller 91 controls the forward and backward propulsion machines 2 so that a thrust corresponding to the given thrust target value is output, and the lateral propulsion controller 92 controls the lateral propulsion machine 3 so that a thrust corresponding to the given thrust target value is output. As a result, the vessel S obtains thrust corresponding to the command vector and moves mainly laterally until it docks.

[0052] In thrust distribution during mooring operations, priority is given to the distribution of thrust to the mooring machine 10. Each mooring machine 10 has a set tolerance range for the tension of the mooring rope R. After mooring operations begin and the deflection of the mooring rope R is eliminated by the winding operation of the mooring machine 10, thrust is distributed to the mooring machine 10 so that the tension of the mooring rope R, as measured by the tension meter 52, is maintained within the tolerance range. Here, the tolerance range for tension is greater than 0 and less than a predetermined threshold that is less than the maximum winding force of the mooring machines 10A and 10B. The maximum winding force of the mooring machines 10A and 10B is a known value specific to each of the mooring machines 10A and 10B. A threshold (tolerance range) for the tension of the mooring rope R may be set individually for each of the mooring machines 10A and 10B. Alternatively, the same threshold (tolerance range) for the tension of the mooring line R may be set for all mooring machines 10A and 10B.

[0053] In thrust distribution during mooring operations, thrust is first distributed to each mooring machine 10 so that the tension of each mooring line R is maintained within an acceptable range. Then, the combined thrust vector (mooring machine thrust vector) output by all mooring machines 10 is calculated, and the deficit obtained by subtracting the mooring machine thrust vector from the command vector is compensated for by the thrust output from the forward and rear propulsion machines 2 and the transverse propulsion machines 3. If there is no deficit, the thrust output from the forward and rear propulsion machines 2 and the transverse propulsion machines 3 may be zero. By distributing thrust in this way, the maneuvering controller 6 controls the propulsion devices 9 so that, at least for a portion of the mooring operation, the bow mooring machine 10B and the stern mooring machine 10A perform the winding operation of the mooring line R, while at least one of the forward and rear propulsion machines 2 and the transverse propulsion machines 3 outputs thrust that reduces the tension of the mooring line R.

[0054] [Docking and Maneuvering Monitoring Process] During the docking maneuvers described above (preferably during docking and mooring maneuvers), the docking maneuver monitoring unit 70 of the maneuver controller 6 monitors the docking maneuvers to avoid collisions between the quay 30 and the vessel S. Figure 7 is a block diagram showing the configuration of the docking maneuver monitoring unit 70 of the maneuver controller 6. As shown in Figure 7, the docking maneuver monitoring unit 70 includes a distance calculator 41, a speed calculator 42, a disturbance force calculator 43, a collision level calculator 44, a collision possibility determination unit 45, a braking necessity determination unit 46, and a thrust lower limit calculator 47.

[0055] The distance calculator 41 calculates the docking distance d and outputs it to the collision level calculator 44. Figure 8 is a diagram illustrating the docking distance d and docking speed Uapp. As shown in Figure 8, the docking distance d is the shortest distance between the hull 5 of the vessel S and the quay 30. The distance calculator 41 can calculate the docking distance d from the distance detected by the rangefinder 27 (the distance from the bow to the quay 30 on the bow side and / or the distance from the stern to the quay 30 on the stern side), the azimuth angle of the vessel S detected by the compass 21, and the pre-stored hull 5 model and quay information. The quay information includes information such as the position of the quay 30 to be docked, the quay direction D1, and the type of quay. For example, if the bow of the vessel S is closer to the quay 30 than the stern, the distance between the bow and the quay 30 becomes the docking distance d. Also, if the stern of the vessel S is closer to the quay 30 than the bow, the distance between the stern and the quay 30 becomes the docking distance d. Whether the stern or the bow is closer to the quay 30 can be determined based on the relationship between the quay direction D1 and the bow azimuth angle.

[0056] The velocity calculator 42 calculates the berthing speed Uapp and outputs it to the collision level calculator 44. The berthing speed Uapp is the component of the ship S's speed U in the direction toward the quay 30 (hereinafter referred to as "berthing direction D2"). The berthing speed Uapp can be calculated using the ship S's speed U and course heading relative to the ground detected by the speedometer 22, the ship S's bow azimuth angle detected by the compass 21, and pre-stored ship model 5 and quay information.

[0057] The disturbance force calculator 43 calculates the berthing disturbance force Fapp and outputs it to the collision level calculator 44. Figure 9 is a diagram illustrating the berthing disturbance force Fapp. As shown in Figure 9, the berthing disturbance force Fapp is the berthing direction D2 component of the disturbance force F acting on the ship S. The disturbance force F may include at least one of the hydrodynamic force exerted by water on the hull 5 and the wind pressure exerted by wind on the hull 5. The hydrodynamic force can be calculated, for example, based on the current measured by the current meter 29 and a pre-stored hull 5 model. Alternatively, the hydrodynamic force can be calculated based on the current and tide level in the harbor included in the meteorological and oceanographic information and a pre-stored hull 5 model. The wind pressure can be calculated, for example, based on the wind direction and wind speed measured by the wind direction and wind speed meter 25 and a hull 5 model. Alternatively, the wind pressure can be calculated based on the wind speed and wind direction in the harbor included in the meteorological and oceanographic information and a pre-stored hull 5 model. The berthing disturbance Fapp can be determined using the hydrodynamic force and wind pressure, the bow azimuth angle of the vessel S detected by the compass 21, and pre-stored hull model 5 and quay information.

[0058] Returning to Figure 7, the collision level calculator 44 calculates the collision level J and outputs it to the thrust lower limit calculator 47, the collision probability determination unit 45, and the braking necessity determination unit 46. "Collision level J" is an indicator of the probability of the ship S colliding with the quay 30. Note that if the ship 5 is moving at or below a predetermined approach speed threshold Usafe and comes into contact with the quay 30, the ship 5 will not be damaged. However, if the ship 5 is moving at or above the approach speed threshold Usafe and collides with the quay 30, the ship 5 may be damaged. Collision level J is an indicator that evaluates the degree of probability of a collision that would cause damage to the ship 5 in this way.

[0059] The collision level J is a function of the docking distance d and docking speed Uapp as variables. The collision level J may include a correction term of the docking disturbance force Fapp as a variable. The calculation formula, calculation model, or calculation table for determining the collision level J is stored in advance in the ship handling controller 6. Equation 1 shown below is an example of a calculation formula for determining the collision level J. However, the collision level J is not limited to the example shown in Equation 1, as it is a function of the docking distance d and docking speed Uapp as variables that represents the level of probability of collision.

[0060]

number

[0061] In Equation 1 above, dsafe is the docking distance threshold. The docking distance threshold dsafe can be any value, but for example, it may be set to 50 [m]. If the docking distance d is greater than the docking distance threshold dsafe, the probability of the vessel S colliding with the quay 30 is sufficiently low, and the ship handling controller 6 may stop the collision avoidance process.

[0062] In Equation 1 above, Kdist is the disturbance coefficient. The disturbance coefficient Kdist can be any value, but for example, it may be set to a constant multiple of the reciprocal of the mass of the hull 5.

[0063] Equation 1 above includes a velocity term and a disturbance term. If there is little wind in the harbor and the current is negligibly small, the disturbance term may be omitted.

[0064] Figure 10 is a flowchart showing the processing flow of the docking and maneuvering monitoring unit 70 (particularly the collision possibility determination unit 45, the braking necessity determination unit 46, and the thrust lower limit calculation unit 47). In the following description, the docking and maneuvering monitoring unit 70 performs collision possibility determination (steps S2-S4), determination of whether or not it is necessary to reduce thrust in the docking direction D2 (steps S5-S6), and calculation of the thrust lower limit in the departure direction (step S7), but at least one of these may be performed by the propulsion control unit 69.

[0065] As shown in Figure 10, the collision possibility determination unit 45 obtains the collision level J calculated by the collision level calculator 44 (step S1) and compares the collision level J with a pre-given collision determination threshold (step S2). The collision determination threshold is pre-given and stored in the collision possibility determination unit 45. If the collision level J is greater than the collision determination threshold (YES in step S2), the collision possibility determination unit 45 determines that there is a possibility of collision (step S3). If the collision level J is less than or equal to the collision determination threshold (NO in step S2), the collision possibility determination unit 45 determines that there is a low (or no) possibility of collision (step S4). When the collision level J obtained by the above formula 1 is adopted, the collision determination threshold is 0, and if the collision level J is 0 or less, it is determined that there is a low possibility of collision, and if the collision level J is greater than 0, it is determined that there is a possibility of collision.

[0066] If the likelihood of collision is determined to be low (step S4), the process of the docking and maneuvering monitoring unit 70 returns to the beginning. On the other hand, if the likelihood of collision is determined to be high (step S3), the braking necessity determination unit 46 uses the collision level J calculated by the collision level calculator 44 to determine whether braking is necessary for the vessel S moving in the docking direction D2. Here, braking means forcibly reducing the speed at which the vessel S moves in the docking direction D2. The braking necessity determination unit 46 determines that braking is necessary (step S6) if the collision level J is greater than the braking necessity threshold Jth (YES in step S5). The braking necessity threshold Jth is pre-assigned and stored in the braking necessity determination unit 46. The braking necessity threshold Jth is an arbitrary value, but if the collision level J exceeds the braking necessity threshold Jth, it is assumed that there is a high probability that the vessel S will collide with the quay 30 and the hull 5 will be damaged unless braking force is forcibly generated for the vessel S. Furthermore, braking the vessel S may include at least one of the following: abruptly reducing the thrust in the docking direction D2 and increasing the thrust in the departing direction D3.

[0067] Furthermore, if it is determined that braking is necessary (step S6), the thrust lower limit calculator 47 calculates the thrust lower limit in the direction of departure based on the collision level J (step S7). The thrust lower limit in the direction of departure is the lower limit of the thrust to be generated in the direction of departure D3. When the thrust direction is changed from the direction of docking D2 to the direction of departure D3, and immediately after the change, if the thrust in the direction of departure D3 falls below the thrust lower limit in the direction of departure, the braking force of the vessel S will not work sufficiently, and there is a risk that the vessel S will collide with the quay 30.

[0068] For example, as shown in Figures 11 and 12, the lower limit of the thrust in the direction away from the shore is linearly proportional to the collision level J. In the example in Figure 11, when the collision level J is the braking threshold Jth, the lower limit of the thrust in the direction away from the shore is a negative value, and in the range where the collision level J is greater than the braking threshold Jth, the lower limit of the thrust in the direction away from the shore increases with increasing collision level J. Note that a negative value for the thrust in the direction away from the shore means that it is thrust in the approaching direction D2, and if the lower limit of the thrust in the direction away from the shore is a negative value, the absolute value of the lower limit of the thrust in the direction away from the shore can be read as the upper limit of the thrust in the approaching direction. Also, in the example in Figure 12, when the collision level J is the braking threshold Jth, the lower limit of the thrust in the direction away from the shore is a positive value, and in the range where the collision level J is greater than the braking threshold Jth, the lower limit of the thrust in the direction away from the shore increases with increasing collision level J. Furthermore, as shown in Figure 13, for example, the lower limit of the thrust in the direction away from the shore may be steppedly proportional to the collision level J. The formula for determining the lower limit of thrust in the direction of departure from the shore from the collision level J is pre-stored in the braking necessity determination device 46.

[0069] Returning to Figure 10, the docking and maneuvering monitoring unit 70 outputs to the propulsion control unit 69 and the display control unit 66 whether there is a possibility of collision, whether braking is necessary, and the lower limit of thrust in the direction of departure (step S8). The display control unit 66 displays the possibility of collision, the need to change the direction of thrust, and the lower limit of thrust in the direction of departure on the display device 83. The operator can input maneuvering commands by looking at this display.

[0070] Regardless of whether the vessel is being manually or automatically piloted, if the propulsion control unit 69 determines that there is a possibility of collision, it may control the operation of the propulsion device 9 to reduce the thrust acting on the vessel S in the docking direction D2. For example, the thrust acting on the vessel S in the docking direction D2 can be reduced by reducing the magnitude of the thrust acting on the vessel S in the docking direction D2, or by applying thrust to the vessel S in the undocking direction D3. Specifically, the propulsion control unit 69 can reduce the magnitude of the thrust acting on the vessel S in the docking direction D2 by reducing the pulling force of the mooring rope R of the mooring machine 10, or by reducing the thrust in the docking direction D2 generated by the longitudinal propulsion machine 2 and / or the transverse propulsion machine 3.

[0071] Furthermore, if braking is deemed necessary during autopilot operation, the propulsion control unit 69 reduces the thrust in the docking direction to be less than or equal to the maximum thrust in the docking direction, or increases the thrust in the departure direction to be greater than or equal to the lower limit of the thrust in the departure direction. In the case of manual operation, the propulsion control unit 69 performs braking based on the input command. This braking process of the propulsion control unit 69 may also include changing the thrust acting on the vessel S from the docking direction D2 to the departure direction D3. For example, if thrust in the docking direction D2 is acting on the vessel S, a change in thrust direction is performed to generate thrust equal to the lower limit of the thrust in the departure direction.

[0072] As mentioned above, the thrust acting on the vessel S in the docking direction D2 during mooring is mainly generated by the winding force of the mooring machine 10, with any shortfall being supplemented by the thrust generated by the longitudinal propulsion machines 2 and the transverse propulsion machine 3. When changing the direction of thrust from the docking direction D2 to the departure direction D3, thrust is generated by the longitudinal propulsion machines 2 and the transverse propulsion machine 3, and the thrust generated by the mooring machine 10 is set to approximately zero. The winding force of the mooring machine 10 is set to a value greater than zero and lower so as not to cause slack in the mooring rope R and not to hinder the thrust generated by the propulsion machines 2 and 3.

[0073] Furthermore, if thrust is acting in the away-from-the-shore direction D3 and this thrust falls below the lower limit of the away-from-the-shore thrust, the propulsion control unit 69 may automatically replace the target thrust value given to the lateral propulsion controller 92 with the lower limit of the away-from-the-shore thrust, assuming that there is insufficient thrust for the vessel S to move away from the quay 30 (i.e., thrust for braking). This reduces the velocity component of the vessel S in the docking direction D2 without excess or deficiency, thus preventing the vessel S from colliding with the quay 30.

[0074] [Summary] The berthing maneuver monitoring device 70 relating to the first item of this disclosure is a berthing maneuver monitoring device 70 that monitors the berthing maneuver of a vessel S, A collision level calculator 44 obtains the docking distance d, which is the distance from the vessel S to the quay 30, and the docking speed Uapp, ​​which is the speed of the vessel S in the docking direction D2, and uses the docking distance d and docking speed Uapp to calculate a collision level J, which is an indicator of the probability of the vessel S colliding with the quay 30. A collision possibility determination device 45 that determines whether or not there is a possibility of a collision between the ship S and the quay 30 based on the collision level J, is included. The collision level J is characterized by being a function of the docking distance d and docking speed Uapp as variables.

[0075] According to the docking and maneuvering monitoring device 70 described above, the collision level J, which is an indicator of the possibility of a collision between the vessel S and the quay 30, takes into account the docking distance d and the docking speed Uapp, ​​allowing for a more precise assessment of the possibility of a collision. If a collision is determined to be possible, maneuvers are taken to avoid the collision, thereby preventing the vessel S from colliding with the quay 30.

[0076] The docking and maneuvering monitoring device 70 relating to the second item of this disclosure is the docking and maneuvering monitoring device 70 relating to the first item, wherein the collision level J variable includes a docking disturbance force Fapp, which is a disturbance force acting on the vessel S in the docking direction D2, and the collision level calculator 44 further acquires the docking disturbance force Fapp and calculates the collision level J using the docking distance d, docking speed Uapp, ​​and docking disturbance force Fapp.

[0077] According to the docking and maneuvering monitoring device 70 described above, the docking disturbance force Fapp is taken into consideration in the collision level J, allowing for a more precise assessment of the possibility of collision.

[0078] The berthing maneuver monitoring device 70 relating to the third item of this disclosure further includes a braking necessity determination device 46 that determines whether or not braking is necessary for the movement of the vessel S in the berthing direction D2, using the collision level J, in addition to the berthing maneuver monitoring device 70 relating to the first or second item.

[0079] According to the docking and maneuvering monitoring unit 70 described above, it is possible to determine the optimal timing for generating braking force (for example, changing the direction of thrust) to avoid a collision of the vessel S with the quay 30. Furthermore, by generating braking force at the optimal timing, a collision of the vessel S with the quay 30 can be avoided.

[0080] The docking and maneuvering monitoring device 70 according to the fourth item of this disclosure further includes a thrust lower limit calculator 47 that uses a collision level J to calculate a lower limit of thrust in the direction away from the dock, which is the lower limit of the target value of the thrust of the vessel S in the direction away from the dock D3 when braking the movement of the vessel in the direction of docking.

[0081] According to the docking and maneuvering monitoring unit 70 described above, the minimum necessary thrust in the out-of-docking direction D3 is generated to avoid a collision between the vessel S and the quay 30, thereby preventing a collision between the vessel S and the quay 30.

[0082] The ship handling system 20 relating to item 5 of this disclosure is A propulsion device 9 that provides thrust to the ship S, A control device 69 that controls the operation of the propulsion device 9, The system includes a docking operation monitoring device 70 that monitors the docking operation of a vessel S based on a collision level J, which is an indicator of the possibility of collision with the quay 30 when the vessel S is docking. The docking and maneuvering monitoring device 70 includes a collision level calculator 44 that obtains the docking distance d, which is the distance from the vessel S to the quay 30, and the docking speed Uapp, ​​which is the speed of the vessel S in the docking direction D2, and calculates a collision level J, which is a function with the docking distance d and the docking speed Uapp as variables, and a collision possibility determiner 45 that determines whether or not there is a possibility of the vessel S colliding with the quay 30 based on the collision level J. The control device 69 controls the operation of the propulsion device 9 so as to reduce the thrust acting on the vessel S in the docking direction D2 when the docking monitoring device 70 determines that there is a possibility of collision.

[0083] According to the above-described ship handling system 20, the collision level J, which is an indicator of the likelihood of a collision between the ship S and the quay 30, takes into account the docking distance d and docking speed Uapp, ​​allowing for a more precise assessment of the likelihood of a collision. Furthermore, if a collision is determined to be likely, the thrust acting on the ship S in the docking direction D2 is reduced, thereby preventing the ship S from colliding with the quay 30.

[0084] The ship handling system 20 relating to item 6 of this disclosure is the ship handling system 20 relating to item 5 in which the collision level J variable includes a docking disturbance force Fapp, which is a disturbance force acting on the ship S in the docking direction D2, and the collision level calculator 44 further acquires the docking disturbance force Fapp and calculates the collision level J using the docking distance d, docking speed Uapp, ​​and docking disturbance force Fapp.

[0085] According to the above-described ship handling system 20, the berthing disturbance Fapp is taken into consideration in the collision level J, allowing for a more precise assessment of the likelihood of a collision.

[0086] The ship handling system 20 relating to item 7 of this disclosure, in the ship handling system 20 relating to item 5 or 6, further includes a braking necessity determination device 46 that determines whether braking is necessary for the movement of the ship S in the direction away from the berthing direction D3 using a collision level J, and a control device 69 controls the operation of the propulsion device 9 so that the thrust acting on the ship S is changed from the direction of approaching the berthing direction D2 to the direction of leaving the berthing direction D3 when it is determined that braking is necessary.

[0087] According to the above-described ship handling system 20, it is possible to determine the optimal timing for changing the direction of thrust to avoid a collision between the ship S and the quay 30. Furthermore, by changing the direction of thrust at the optimal timing, a collision between the ship S and the quay 30 can be avoided.

[0088] The ship handling system 20 relating to item 8 of this disclosure, in the ship handling system 20 relating to any of items 5 to 7, further comprises a thrust lower limit calculator 47 which calculates a thrust lower limit value in the undocking direction, which is the lower limit value of the target value of the thrust of the ship S when the direction of the thrust acting on the ship S is changed from the docking direction D2 to the undocking direction D3 using the collision level J, and a control device 69 which controls the operation of the propulsion device 9 using the thrust lower limit value in the undocking direction calculated by the ship handling system 70 as the thrust target value in the undocking direction D3.

[0089] According to the above-described ship handling system 20, the minimum necessary thrust in the outward direction D3 to avoid a collision between the ship S and the quay 30 can be generated, thereby preventing a collision between the ship S and the quay 30.

[0090] The ship handling system 20 relating to item 9 of this disclosure is a ship handling system 20 relating to any of items 5 to 8, wherein the propulsion device 9 includes propulsion machines 2 and 3 that output thrust to push the hull 5 toward the berthing direction, and a mooring machine 10 that can wind up and unwind mooring ropes R attached to mooring posts 35 provided on the quay 30 that output thrust to push the hull 5 toward the berthing direction D2 by winding up the mooring ropes R, and the control device 69 controls the propulsion device 9 so that thrust in the berthing direction D2, which is distributed to each of the propulsion machines 2 and 3 and the mooring machine 10, is output.

[0091] According to the above-described ship handling system 20, the entanglement force of the hull 5 by the mooring machine 10 and the propulsion force of the propulsion machines 2 and 3 allow the ship S to be efficiently brought closer to the quay 30.

[0092] The ship handling system 20 relating to item 10 of this disclosure, in the ship handling system 20 relating to item 9, controls the propulsion device 9 such that when the direction of thrust is changed from the docking direction D2 to the departure direction D3, the propulsion engines 2 and 3 generate thrust in the departure direction D3, and the thrust in the departure direction D3 generated by the mooring machine 10 is set to zero, and the mooring machine 10 winds up the mooring rope R with a winding force that does not hinder the thrust generated by the propulsion engines 2 and 3.

[0093] According to the above configuration of the ship handling system 20, it is possible to change the direction of thrust generation while suppressing slack in the mooring rope R.

[0094] The berthing maneuver monitoring method relating to item 11 of this disclosure is a berthing maneuver monitoring method for monitoring the berthing maneuvers of a vessel S, The docking distance d, which is the distance from the vessel S to the quay 30, and the docking speed Uapp, ​​which is the speed of the vessel S in the docking direction D2, are obtained. Then, using the docking distance d and docking speed Uapp, ​​the collision level J, which is an indicator of the probability of the vessel S colliding with the quay 30, is calculated. Based on collision level J, the possibility of a collision between the vessel S and the quay 30 is determined. The collision level J is characterized by being a function of the docking distance d and docking speed Uapp as variables.

[0095] According to the above docking and maneuvering monitoring method, the collision level J, which is an indicator of the likelihood of a collision between the vessel S and the quay 30, takes into account the docking distance d and the docking speed Uapp, ​​allowing for a more precise assessment of the likelihood of a collision. If a collision is determined to be likely, maneuvers to avoid the collision can be performed, thereby preventing the vessel S from colliding with the quay 30.

[0096] The ship handling method relating to item 12 of this disclosure is: During the docking operation of vessel S, the docking distance d, which is the distance from vessel S to the quay 30, and the docking speed Uapp, ​​which is the speed of vessel S in the docking direction D2, are obtained. Using the docking distance d and docking speed Uapp, ​​the collision level J, which is an indicator of the probability of a collision between the vessel S and the quay 30, is calculated. Based on collision level J, the possibility of a collision between the vessel S and the quay 30 is determined. If a collision is deemed possible, the operation of the propulsion device 9 of the vessel S is controlled so that the thrust acting on the vessel S in the docking direction D2 is reduced. The collision level J is characterized by being a function of the docking distance d and docking speed Uapp as variables.

[0097] According to the above maneuvering method, the collision level J, which is an indicator of the likelihood of a collision between the vessel S and the quay 30, takes into account the docking distance d and docking speed Uapp, ​​allowing for a more precise assessment of the likelihood of a collision. Furthermore, if a collision is determined to be likely, the thrust acting on the vessel S in the docking direction D2 is reduced, thereby preventing the vessel S from colliding with the quay 30.

[0098] The functions of the ship handling controller 6 disclosed herein can be performed using general-purpose processors, dedicated processors, integrated circuits, ASICs (Application Specific Integrated Circuits), conventional circuits, and / or combinations thereof, or processing circuits configured or programmed to perform the disclosed functions. A processor is considered a processing circuit or circuit because it includes transistors and other circuits. In this disclosure, a circuit, unit, or means is hardware that performs the enumerated functions. The hardware may be hardware disclosed herein, or other known hardware that is programmed or configured to perform the enumerated functions. If the hardware is a processor, which is considered a type of circuit, then the circuit, means, or unit is a combination of hardware and software, and the software is used to configure the hardware and / or the processor.

[0099] The discussions of this disclosure described above are presented for illustrative and explanatory purposes only and are not intended to limit the disclosure to the forms disclosed herein. For example, in the detailed description above, various features of the disclosure are grouped into a single embodiment for the purpose of streamlining the disclosure, but some of the features may be combined. Also, some of the features included in this disclosure may be combined into alternative embodiments, configurations, or aspects other than those discussed above. [Explanation of Symbols]

[0100] 2: Fore-and-aft propulsion machine 3: Lateral propulsion machine 3: Propulsion machine 6: Ship steering controller 9: Propulsion device 10: Mooring machine 20: Ship handling system 30: Wharf 35: Mooring post 41: Distance calculator 42: Speed ​​calculator 43: Disturbance force calculator 44: Collision level calculator 45: Collision possibility determiner 46: Braking necessity determiner 47: Thrust Lower Limit Calculator 69: Propulsion Control Unit (Control Device) 70: Docking and Maneuvering Monitoring Unit (Docking and Maneuvering Monitoring Equipment) D2: Direction of approaching the shore D3: Direction away from the shore R:Mooring line S :Ship

Claims

1. A propulsion device that provides thrust to a ship, comprising: a propulsion machine that outputs thrust to push the hull of a ship toward the shore; and a mooring machine that outputs thrust to push the hull of a ship toward the shore by winding up mooring lines. A control device for controlling the operation of the propulsion device, The system includes a docking operation monitoring device that monitors the docking operation of the aforementioned vessel based on a collision level, which is an indicator of the likelihood of collision with the quay when the vessel is docking. The docking and maneuvering monitoring device includes a collision level calculator that acquires the docking distance, which is the distance from the vessel to the quay, and the docking speed, which is the speed of the vessel in the docking direction, and calculates the collision level as a function of the docking distance and the docking speed as variables, and a collision possibility determination device that determines whether or not there is a possibility of the vessel colliding with the quay based on the collision level. The control device controls the propulsion device such that, when generating thrust in the docking direction, the thrust in the docking direction distributed to the propulsion machine and the mooring machine are output. The control device, when the docking and maneuvering monitoring device determines that there is a possibility of collision, controls the operation of the propulsion device to reduce the thrust acting on the vessel in the docking direction by generating thrust in the propulsion machine in the direction away from the docking direction, and by generating an entraining force in the mooring machine that does not cause slack in the mooring rope and does not hinder the thrust generated by the propulsion machine, thereby changing the direction of the thrust from the docking direction to the away from the docking direction. Ship steering system.

2. The collision level variable includes a berthing disturbance force, which is a disturbance force acting on the vessel in the berthing direction. The collision level calculator further acquires the shore disturbance force and calculates the collision level using the shore distance, the shore speed, and the shore disturbance force. The ship handling system according to claim 1.

3. The docking and maneuvering monitoring device further includes a braking necessity determination device that uses the collision level to determine whether or not braking is necessary for the movement of the vessel in the docking direction. The control device controls the operation of the propulsion device so that the thrust acting on the vessel is changed from the docking direction to the departure direction when the docking monitoring device determines that braking is necessary. The ship handling system according to claim 1.

4. The docking and maneuvering monitoring device further includes a thrust limit calculator that uses the collision level to calculate a lower limit value of the thrust of the vessel in the direction away from the dock, which is the lower limit of the target value of the thrust of the vessel in the direction away from the dock when braking the movement of the vessel in the direction of docking. The control device controls the operation of the propulsion device using the lower limit of thrust in the direction of departure calculated by the docking and maneuvering monitoring device as the target thrust value in the direction of departure. The ship handling system according to claim 3.

5. A method for maneuvering a vessel equipped with a propulsion device that includes a propulsion machine that outputs thrust to push the hull in the direction of docking, and a mooring machine that outputs thrust to push the hull in the direction of docking by winding up mooring lines, The operation of the propulsion device is controlled so that the thrust in the docking direction, which is distributed to each of the propulsion machine and the mooring machine, is output, thereby generating the thrust in the docking direction. When the aforementioned vessel is being maneuvered to berth, the berthing distance, which is the distance from the vessel to the quay, and the berthing speed, which is the speed of the vessel in the berthing direction, are obtained. Using the docking distance and docking speed, the collision level, which is an indicator of the likelihood of the vessel colliding with the quay, is calculated. Based on the collision level, the possibility of the vessel colliding with the quay is determined, and if it is determined that there is a possibility of collision, the operation of the vessel's propulsion device is controlled such that the propulsion machine generates thrust in the direction away from the quay, the thrust generated in the direction away from the quay by the mooring machine is set to zero, and the mooring machine generates a winding force that does not cause slack in the mooring rope and does not hinder the thrust generated by the propulsion machine, thereby changing the direction of the thrust from the direction of approaching the quay to the direction of leaving the quay and reducing the thrust acting on the vessel in the direction of approaching the quay. The collision level is a function of the docking distance and the docking speed. Ship handling methods.

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