Ship steering system

Abstract

To provide a maneuvering system capable of improving usability.SOLUTION: A maneuvering system comprises a maneuvering device, a direction sensor capable of acquiring a bow azimuth angle indicating a bow azimuth of a hull, and a control device to move the hull to the tilting direction when tilting an operating lever, where the maneuvering device has a case with a first surface, a second surface facing away from the first surface, and a top surface facing upward in the state in which the first and second surfaces are connected, a first sensor capable of acquiring a first azimuth angle indicating the azimuth in the first direction from the first surface toward the second surface, an operation lever placed tiltably with respect to the top surface in the case, and a second sensor capable of acquiring an operation angle between the first direction and the tilting direction of the operation lever. The control device has an acquisition unit to acquire a first azimuth angle, a bow azimuth angle, and an operation angle, a calculation unit to acquire the operation angle between the bow azimuth and the tilting direction based on the first azimuth angle, the bow azimuth angle, and the operation angle, and a propulsion unit to exert a thrust on the hull in the tilting direction based on a maneuvering angle.SELECTED DRAWING: Figure 7

Description

[Technical Field]

[0001] The present disclosure relates to a ship maneuvering system. [Background Art]

[0002] For example, Patent Document 1 discloses a ship in which a main station and a sub station for maneuvering are provided on a hull side, and a ship propulsion device is remotely and electrically controlled by operation of a remote control device (ship maneuvering device) provided at each of these stations.

[0003] In this ship, the sub-side remote control device is connected to the main-side remote control device by wiring, and the main-side remote control device is connected to the ship propulsion device via a network. Therefore, the wiring is simplified, and ship maneuvering can be performed while one remote control device controls the other remote control device. Further, in this ship, there is a high probability that the operator always maneuvers the ship while facing the bow side. [Prior Art Documents] [Patent Documents]

[0004] [Patent Document 1] Japanese Unexamined Patent Publication No. 2007-99174 [Summary of the Invention] [Problem to be Solved by the Invention]

[0005] By the way, when moving the hull to or from a dock, the operator on the hull may maneuver the ship while facing one direction. For this reason, the direction the operator faces and the direction in which the operator handles the ship maneuvering device may not match the direction in which the hull should be moved. Therefore, as a result of the problem of usability of the ship maneuvering device that intuitive maneuvering cannot be performed, this may become a factor causing erroneous operation or the like in ship maneuvering work.

[0006] This disclosure was made to solve the above-mentioned problems and aims to provide a ship handling system that can improve the usability of ship handling equipment. [Means for solving the problem]

[0007] To solve the above problems, the ship steering system according to this disclosure includes a housing having a first surface facing forward, a second surface facing the opposite side of the first surface, and an upper surface facing upward with the first and second surfaces connected; a first sensor capable of acquiring a first azimuth angle indicating the bearing in a first direction from the first surface to the second surface; an operating lever arranged in the housing so as to be tiltable with respect to the upper surface; a second sensor capable of acquiring an operating angle formed by the first direction and the tilting direction of the operating lever; a bearing sensor capable of acquiring a bow azimuth angle indicating the bow bearing of the ship; and when the operating lever is tilted, the ship is tilted in the direction of the tilt. The control device comprises a control device for moving in a direction, the control device having an acquisition unit for acquiring the first directional angle, the bow azimuth angle, and the operating angle, a calculation unit for acquiring the steering angle formed by the bow azimuth and the tilting direction based on the first directional angle, the bow azimuth angle, and the operating angle, and a propulsion unit for applying thrust to the hull in the tilting direction based on the steering angle, the control device, if the latest first directional angle acquired by the acquisition unit has changed by a predetermined threshold within a predetermined time from the last first directional angle acquired prior to this latest first directional angle, the control device has the latest first directional angle as the last first directional angle to It will have an additional update section to update. When the update unit updates the latest first azimuth angle to the last acquired first azimuth angle, the calculation unit acquires the steering angle based on the last acquired first azimuth angle. [Effects of the Invention]

[0008] According to this disclosure, it is possible to provide a ship handling system that can improve the usability of ship handling equipment. [Brief explanation of the drawing]

[0009] [Figure 1] This is a perspective view showing the schematic configuration of a vessel according to the embodiments of this disclosure. [Figure 2]This figure shows the configuration of a ship handling system according to an embodiment of the present disclosure. [Figure 3] This figure illustrates the tilt angle of the operating lever in a ship steering device according to an embodiment of the present disclosure. [Figure 4] This figure illustrates the operating angle of the control lever in a ship steering device according to an embodiment of the present disclosure. [Figure 5] This is a functional block diagram of a control device according to an embodiment of the present disclosure. [Figure 6] This flowchart shows an example of the operation of a control device according to the embodiment of this disclosure. [Figure 7] This figure illustrates how a thrust force acts on the hull in the tilting direction based on the steering angle according to the embodiments of this disclosure. [Figure 8] This is a hardware configuration diagram showing the configuration of a computer according to the embodiments of this disclosure. [Modes for carrying out the invention]

[0010] The following describes the vessel and the configuration for implementing the ship handling system according to this disclosure, with reference to the attached drawings.

[0011] (ship) The vessel in this embodiment is a warship tasked with military or defense duties. The vessel is a patrol vessel that conducts defense, security, and rescue operations in territorial waters, coastal areas, inland seas, internal waters, ports, etc. As shown in Figure 1, the vessel 100 comprises a hull 1 and shipboard equipment 2.

[0012] (hull) The hull 1 is a container-like structure capable of carrying various supplies, weapons, and personnel, and is shaped to be suitable for navigation on the sea surface. More specifically, the hull 1 has a bow section 11, a central section 12, a stern section 13, a thruster 11b, a propeller 13a, and a rudder 13b.

[0013] The bow portion 11 has a stem 100a located on the most forward side in the hull 1. The stern portion 13 has a stern 100b located on the most rearward side in the hull 1. Hereinafter, the direction from the stern 100b of the stern portion 13 toward the stem 100a of the bow portion 11 is referred to as the "traveling direction D" of the ship 100. A bulbous bow 11a protruding in a bulb shape is formed at the tip of the bow portion 11 to suppress resistance from seawater received during navigation. Further, in the bow portion 11, a thruster 11b is provided closer to the stern 100b than the bulbous bow 11a.

[0014] The thruster 11b in the present embodiment is a tunnel-type bow thruster. The thruster 11b is oriented in the width direction of the hull 1. When driven, the thruster 11b generates thrust toward the port side, and propels the bow portion 11 of the hull 1 toward the starboard side. Accordingly, the thruster 11b turns the hull 1 toward the starboard side.

[0015] In the stern portion 13, a propeller 13a and a rudder 13b are provided side by side in the traveling direction D. The propeller 13a is rotationally driven by a main engine (not shown) provided inside the hull 1, thereby generating propulsive force directed in the traveling direction D.

[0016] The propeller 13a has a propeller shaft and a plurality of blades fixed to the propeller shaft. The propeller 13a in the present embodiment is a variable pitch propeller. Accordingly, the plurality of blades of the propeller 13a are configured such that the magnitude (pitch) of the blade angle can be changed by external control. The rudder 13b is a plate-shaped member having a rudder surface. The rudder 13b is configured such that its attitude (angle) can be changed by external control. The rudder 13b can change the traveling direction D of the hull 1 by changing its attitude. The rudder 13b is arranged closer to the stern 100b than the propeller 13a.

[0017] A central hull portion 12 includes a main body portion 120 and an upper structure 121. The main body portion 120 connects a bow portion 11 and a stern portion 13 in the traveling direction D. The upper structure 121 extends upward from the main body portion 120. The upper structure 121 includes, for example, a bridge 121a and various hangars, among other structures. A wheelhouse is provided inside the bridge 121a. Various equipment and facilities are stored in the hangars.

[0018] The upward-facing surfaces of the bow portion 11, the main body portion 120 of the central hull portion 12, and the stern portion 13 respectively constitute a deck 1a. In the present embodiment, the deck 1a is an exposed deck. Marine equipment 2, deck machinery (not shown), and the like are arranged on the deck 1a.

[0019] (Marine Equipment) The marine equipment 2 is arranged on the deck 1a of the hull 1. Examples of the marine equipment 2 include radars, sonars, and transmission / reception devices for satellite communication. A plurality of pieces of the marine equipment 2 are arranged on the deck 1a. In the present embodiment, the marine equipment 2 is arranged on the deck 1a of the central hull portion 12 and on the deck 1a of the stern portion 13.

[0020] Next, the configuration of a ship maneuvering system 3 according to the present embodiment will be described.

[0021] (Ship Maneuvering System) The ship maneuvering system 3 according to the present embodiment is a system for maneuvering a ship 100 when berthing and unberthing. As shown in Fig. 1 and Fig. 2, the ship maneuvering system 3 includes a ship maneuvering device 31, an azimuth sensor 32, and a control device 33.

[0022] (Ship Maneuvering Device) The steering device 31 is a controller for steering the hull 1 of the vessel 100. The steering device 31 is operated by the operator U (a crew member of the vessel 100). The steering device 31 is operated by the operator U while being held by the operator U. Specifically, for example, the steering device 31 has a strap S that is in the shape of a cord that goes around the neck of the operator U, and is held by the operator U while being suspended by this strap S. Therefore, the steering device 31 is configured to be portable. As shown in Figure 2, the steering device 31 has a housing 310, a first sensor 311, an operating lever 312, a second sensor 313, and a display unit 314 (see Figures 3 and 4).

[0023] (Enclosure) The housing 310 forms the outer shell of the steering device 31. In this embodiment, the housing 310 has a rectangular parallelepiped shape. When the steering device 31 is held by the operator U, the housing 310 is positioned in contact with the operator U. The housing 310 has a first surface 310a, a second surface 310b, an upper surface 310c, a side surface 310d, and a lower surface 310e.

[0024] The first surface 310a is the surface facing the helmsman U. The first surface 310a faces directly towards the helmsman U. The first surface 310a contacts the helmsman U's stomach when the helmsman U holds the steering device 31. Also, when the helmsman U holds the steering device 31, the first surface 310a spreads out perpendicular to the floor surface 121b within the bridge 121a.

[0025] The second surface 310b is the surface facing the opposite direction from the first surface 310a. The second surface 310b forms the back of the steering device 31. The second surface 310b extends parallel to the first surface 310a. Furthermore, when the operator U holds the steering device 31, the second surface 310b extends perpendicular to the floor surface 121b within the bridge 121a. In this embodiment, "perpendicular state" and "parallel state" refer to substantially perpendicular and parallel states, and some inclination with respect to the horizontal plane when held by the operator U is permitted.

[0026] The upper surface 310c is the surface of the housing 310 that is most visible to the operator U when the operator U holds the steering device 31. The upper surface 310c faces upward with the first surface 310a and the second surface 310b connected. The upper surface 310c extends parallel to the floor surface 121b inside the bridge 121a. As shown in Figures 3 and 4, a display unit 314, formed by an LCD panel or the like and capable of displaying the status of the hull 1, is arranged on the upper surface 310c.

[0027] The side surface 310d is a pair of surfaces connected to the first surface 310a, the second surface 310b, and the top surface 310c. When the operator U holds the steering device 31, the side surface 310d faces left to right relative to the operator U. When the operator U holds the steering device 31, the side surface 310d extends perpendicularly to the floor surface 121b within the bridge 121a. One end of the strap S is fixed to one of the pair of side surfaces 310d, and the other end of the strap S is fixed to the other side surface 310d.

[0028] The lower surface 310e is connected to the first surface 310a, the second surface 310b, and the pair of side surfaces 310d. The lower surface 310e faces downward. The upper surface 310c extends parallel to the floor surface 121b within the bridge 121a.

[0029] (First sensor) The first sensor 311 is an inertial measurement unit (IMU). In this embodiment, the first sensor 311 is located inside the housing 310. The first sensor 311 measures the first azimuth angle, which indicates the direction from the first surface 310a to the second surface 310b. In other words, the first sensor 311 can acquire the first azimuth angle. The first sensor 311 is located inside the housing 310. The first sensor 311 is fixed, for example, to the bottom surface inside the housing 310.

[0030] Hereafter, the first azimuth angle will be referred to as "Az1". The unit of Az1 is "degrees". In this embodiment, all angles indicating azimuth angles refer to angles in a left-handed system (clockwise) with north as the reference point (0°). The first azimuth angle Az1 satisfies the following equation (i). 0°≦Az1<360° …(i)

[0031] Furthermore, the direction from the first surface 310a to the second surface 310b will be referred to as the "first direction D1" below. Therefore, the first sensor 311 functions as a compass sensor 32 capable of acquiring the direction of the first direction D1, which the second surface 310b of the housing 310 faces. The first sensor 311 acquires a signal indicating the measured first azimuth angle Az1 at predetermined time intervals (t11) and transmits it to the control device 33 via a cable or the like at predetermined time intervals (t12). In other words, the first sensor 311 transmits a signal indicating the first azimuth angle Az1 to the control device 33 via wired communication. Here, t11 is shorter than t12. That is, the acquisition rate at which the first sensor 311 acquires the first azimuth angle Az1 per second is higher than the transmission rate at which the first sensor 311 transmits a signal indicating the first azimuth angle Az1 to the control device 33 per second. However, t11 may be the same as t12.

[0032] (Operating lever) In this embodiment, the operating lever 312 is a joystick positioned on the housing 310, extending in a direction intersecting the upper surface 310c of the housing 310. Specifically, the operating lever 312 extends in a direction perpendicular to the upper surface 310c. As shown in Figures 3 and 4, the operating lever 312 has a shaft portion 312a and an operating portion 312b.

[0033] The shaft portion 312a is a cylindrical member centered on a central axis Ax as a virtual axis, and extends perpendicularly to the upper surface 310c, penetrating the upper surface 310c. One end of the shaft portion 312a is located inside the housing 310, and the other end is located outside the housing 310. The shaft portion 312a is positioned in the housing 310 so as to be able to transition from a state extending perpendicularly to the upper surface 310c to a state tilted relative to the upper surface 310c. In this embodiment, the shaft portion 312a can be tilted in all directions (360°) around a first reference line O1, which is a virtual axis extending perpendicularly to the upper surface 310c.

[0034] The operating section 312b is the part of the operating lever 312 that is operated by the operator U. The operating section 312b is a spherical member and is integrally fixed to the other end of the shaft section 312a.

[0035] Therefore, the operating lever 312 is positioned on the housing 310 so as to be tiltable relative to the upper surface 310c. For the sake of explanation, the state in which the operating lever 312 extends perpendicular to the upper surface 310c will be referred to as the "initial state," and the state in which it is tilted relative to the upper surface 310c will be referred to as the "tilted state." Figures 3 and 4 show an example where the operating lever 312 is tilted to the right when viewed from the perspective of the operator U.

[0036] As shown in Figure 3, in this embodiment, when the operating lever 312 is in a tilted state, the tilt angle of the operating lever 312, which indicates the degree of inclination of the operating lever 312 with respect to the first reference line O1, is defined as "α". The unit of α is "degrees". Furthermore, the tilt angle of the operating lever 312 with respect to the upper surface 310c, which is "90°-α", is defined as "β". In this embodiment, this tilt angle is referred to as the "tilt angle". The tilt angle β satisfies the following equation (ii). 0° < β ≤ 90° …(ii)

[0037] Furthermore, as shown in Figure 4, in this embodiment, when the operating lever 312 is in a tilted state, the direction in which the operating lever 312 tilts relative to the upper surface 310c is referred to as the "tilting direction Di". At this time, the angle formed by the second reference line O2, which is a virtual axis line extending in the first direction D1, and the central axis Ax when the upper surface 310c is viewed from above is referred to as the "operating angle". In other words, the operating angle is the angle formed by the first direction D1 and the tilting direction Di of the operating lever 312.

[0038] Hereafter, this operating angle will be referred to as "θ1". The unit of θ1 is "degrees". Here, the operating angle refers to the angle in a left-handed system (clockwise) with the first direction D1 as the reference (0°). The operating angle θ1 satisfies the following equation (iii). 0°≦θ1<360° …(iii)

[0039] (Second sensor) The second sensor 313 is a sensor that measures the tilt angle β and operating angle θ1 that occur when the operating lever 312 is tilted. In other words, the second sensor 313 can acquire the tilt angle β. The second sensor 313 is, for example, a three-axis tilt sensor. The second sensor 313 is located inside the housing 310. Inside the housing 310, the second sensor 313 is connected to one end of the shaft portion 312a of the operating lever 312.

[0040] The second sensor 313 acquires a signal indicating the measured tilt angle β and a signal indicating the operating angle θ1 at predetermined time intervals (t21) when the operating lever 312 is tilted, and transmits them to the control device 33 via a cable or the like at predetermined time intervals (t22). In other words, the second sensor 313 transmits the signal indicating the tilt angle β and the signal indicating the operating angle θ1 to the control device 33 via wired communication. Here, t21 is shorter than t22. That is, the acquisition rate at which the second sensor 313 acquires the tilt angle β and the operating angle θ1 per second is higher than the transmission rate at which the second sensor 313 transmits the signal indicating the tilt angle β and the signal indicating the operating angle θ1 to the control device 33 per second. However, t21 may be the same as t22.

[0041] (Directional sensor) The heading sensor 32 is a sensor that measures the heading angle of the hull 1, which indicates the bow heading Db. In other words, the heading sensor 32 can acquire the heading angle of the hull. The heading sensor 32 is located on the hull 1. As shown in Figure 2, in this embodiment, the heading sensor 32 is fixed to the floor surface 121b inside the bridge 121a.

[0042] The direction sensor 32 acquires a signal indicating the measured heading angle at predetermined time intervals (t31) and transmits it to the control device 33 via a cable or the like at predetermined time intervals (t32). In other words, the direction sensor 32 transmits a signal indicating the heading angle to the control device 33 via wired communication. Here, t31 is shorter than t32. That is, the acquisition rate at which the direction sensor 32 acquires the heading angle per second is higher than the transmission rate at which the direction sensor 32 transmits a signal indicating the heading angle to the control device 33 per second. However, t31 may be the same as t32.

[0043] Hereafter, the bow azimuth angle will be referred to as "Az2". The unit of Az2 is "degrees". The bow azimuth angle Az2 satisfies the following equation (iv). 0°≦Az²<360° …(iv)

[0044] Here, the angle between the bow bearing Db and the first direction D1 is called the "bearing deviation." Hereafter, this bearing deviation will be referred to as "θ2." The unit of θ2 is "degrees." The bearing deviation θ2 satisfies the following equation (v). 0°≦θ²<360° …(v)

[0045] Furthermore, if the bow azimuth angle Az2 is greater than the first azimuth angle Az1 (Az2 > Az1), the bearing deviation θ2 satisfies the following equation (vi) in relation to the first azimuth angle Az1 and the bow azimuth angle Az2. θ² = 360° - (Az² - Az¹) …(vi)

[0046] On the other hand, if the bow azimuth angle Az2 is less than or equal to the first azimuth angle Az1 (Az2 ≤ Az1), the bearing deviation θ2 satisfies the following equation (vii) in relation to the first azimuth angle Az1 and the bow azimuth angle Az2. θ² = Az₁ - Az₂ …(vii)

[0047] (Control device) The control device 33 is a device that moves the hull 1 in the tilting direction Di when the operating lever 312 of the steering device 31 is tilted. In this embodiment, the control device 33 is located, for example, inside the hull 1. The control device 33 is connected to the steering device 31 via a cable or the like. The control device 33 is also connected to the control devices of the thruster 11b, propeller 13a, and rudder 13b of the ship 100 via a cable or the like (not shown). As shown in Figure 5, the control device 33 has an acquisition unit 330, a calculation unit 331, a propulsion unit 332, an adjustment unit 333, and a storage unit 334.

[0048] (Acquisition Department) The acquisition unit 330 receives signals from the first sensor 311, the second sensor 313, and the heading sensor 32 of the steering device 31 when the operating lever 312 of the steering device 31 is tilted. In other words, the acquisition unit 330 acquires the first directional angle Az1, the tilt angle β, the operating angle θ1, and the bow heading angle Az2 from these first sensor 311, second sensor 313, and heading sensor 32. The acquisition unit 330 sends the acquired first directional angle Az1, operating angle θ1, and bow heading angle Az2 to the calculation unit 331. The acquisition unit 330 also sends the acquired tilt angle β to the adjustment unit 333.

[0049] (calculation section) The calculation unit 331 calculates the steering angle based on the first azimuth angle Az1, the maneuver angle θ1, and the bow azimuth angle Az2 received from the acquisition unit 330. In other words, the calculation unit 331 obtains the steering angle from the first azimuth angle Az1, the maneuver angle θ1, and the bow azimuth angle Az2.

[0050] Specifically, the calculation unit 331 calculates the bearing deviation θ2 using equations (vi) and (vii) above. The calculation unit 331 calculates the steering angle by adding the steering angle θ1 to the calculated bearing deviation θ2. In this embodiment, the steering angle is "θ3". Therefore, the steering angle θ3 satisfies the following equation (viii). θ3 = θ1 + θ2 …(viii)

[0051] In this case, if the steering angle θ3 is 360° or greater (θ3≧360), the calculation unit 331 subtracts 360° from the steering angle θ3 (θ3-360°). The calculation unit 331 then sends the finally obtained steering angle θ3 to the propulsion unit 332.

[0052] (Promotion Department) The propulsion unit 332 applies thrust to the hull 1 in the tilting direction Di based on the steering angle θ3 received from the calculation unit 331.

[0053] Specifically, when the propulsion unit 332 receives the steering angle θ3 from the calculation unit 331, it transmits a signal to the propeller 13a connected to the main engine indicating a start command. In other words, the propulsion unit 332 rotates the propeller 13a. When rotating the propeller 13a, the propulsion unit 332 refers to first correspondence information that associates the steering angle θ3 with the blade angles of each blade of the propeller 13a, and transmits a signal to the propeller 13a indicating the blade angles of each blade of the propeller 13a corresponding to the steering angle θ3 received from the calculation unit 331. In other words, the propulsion unit 332 determines the blade angles of each blade of the propeller 13a based on the steering angle θ3 received from the calculation unit 331. The first correspondence information is, for example, a table including the steering angle θ3 and blade angles, and is stored in advance by the storage unit 334.

[0054] Furthermore, when the propulsion unit 332 rotates the propeller 13a, it refers to a second correspondence information that associates the steering angle θ3 with the rudder angle of the rudder 13b, and transmits a signal to the rudder 13b indicating the rudder angle corresponding to the steering angle θ3 received from the calculation unit 331. In other words, the propulsion unit 332 determines the rudder angle of the rudder 13b based on the steering angle θ3 received from the calculation unit 331. The second correspondence information is, for example, a table including the steering angle θ3 and the rudder angle, and is stored in advance by the storage unit 334.

[0055] Furthermore, when the propulsion unit 332 receives the steering angle θ3 from the calculation unit 331, it transmits a signal to the thruster 11b indicating a start command. In other words, the propulsion unit 332 drives the thruster 11b. When driving the thruster 11b, the propulsion unit 332 refers to third-party correspondence information that associates the steering angle θ3 with the rotational speed of the thruster 11b, and transmits a signal to the thruster 11b indicating the rotational speed of the thruster 11b corresponding to the steering angle θ3 received from the calculation unit 331. In other words, the propulsion unit 332 determines the rotational speed of the thruster 11b. The above-mentioned third-party correspondence information is, for example, a table containing the steering angle θ3 and the rotational speed of the thruster 11b, and is stored in advance by the storage unit 334.

[0056] (adjustment section) The adjustment unit 333 adjusts the thrust acting on the hull 1 in stages based on the tilt angle β received from the acquisition unit 330.

[0057] Specifically, the adjustment unit 333 compares the tilt angle β received from the acquisition unit 330 with a first threshold value indicating a predetermined angle. If the adjustment unit 333 determines that the tilt angle β is smaller than the first threshold value, it sends a signal indicating "thrust increase" to the propulsion unit 332. The first threshold value is stored in advance, for example, by the memory unit 334. The first threshold value is greater than 0° and less than 90°. For example, an angle of 55° or more and 65° or less is adopted as the first threshold value.

[0058] When the propulsion unit 332 receives a signal from the adjustment unit 333 indicating an instruction to increase thrust, it transmits a signal to the propeller 13a indicating a predetermined blade angle that is greater than the blade angle obtained from the first correspondence information. Here, "blade angle" refers to, for example, the inclination angle of each blade with respect to a virtual plane perpendicular to the direction in which the propeller shaft to which each blade is fixed extends. Also, when the propulsion unit 332 receives a signal from the adjustment unit 333 indicating an instruction to increase thrust, it transmits a signal to the thruster 11b indicating a rotational speed of thruster 11b that is greater than the rotational speed of thruster 11b obtained from the third correspondence information.

[0059] Furthermore, the adjustment unit 333 compares the tilt angle β received from the acquisition unit 330 with a second threshold value indicating a predetermined angle. If the adjustment unit 333 determines that the tilt angle β is greater than the second threshold value, it sends a signal indicating "thrust reduction" to the propulsion unit 332. Here, the second threshold value is greater than the first threshold value. The second threshold value is stored in advance, for example, by the memory unit 334. The second threshold value is greater than 0° and less than 90°. For example, an angle of 25° or more and 35° or less is adopted for the second threshold value.

[0060] When the propulsion unit 332 receives a signal from the adjustment unit 333 indicating a thrust reduction instruction, it transmits a signal to the propeller 13a indicating a predetermined blade angle smaller than the blade angle obtained from the first correspondence information. Also, when the propulsion unit 332 receives a signal from the adjustment unit 333 indicating a thrust reduction instruction, it transmits a signal to the thruster 11b indicating a rotational speed of thruster 11b smaller than the rotational speed of thruster 11b obtained from the third correspondence information.

[0061] Furthermore, the adjustment unit 333 compares the tilt angle β received from the acquisition unit 330 with a first threshold and a second threshold indicating predetermined angles, and if it determines that the tilt angle β is greater than or equal to the first threshold and less than or equal to the second threshold, it terminates the process. In other words, when the tilt angle β is greater than or equal to the first threshold and less than or equal to the second threshold, the magnitude of the thrust acting on the hull 1 is maintained.

[0062] Therefore, the adjustment unit 333 in this embodiment can adjust the thrust acting on the hull 1 in three stages based on the tilt angle β.

[0063] (Operation of the control device) Next, the operation of the control device 33 will be explained with reference to Figure 6. However, the order of the processes described below is not limited to the following example and may be rearranged as appropriate.

[0064] When the operating lever 312 of the steering device 31 is tilted, the acquisition unit 330 acquires the first azimuth angle Az1, tilt angle β, operating angle θ1, and bow azimuth angle Az2 from the first sensor 311, the second sensor 313, and the azimuth sensor 32 (step S0).

[0065] Next, the calculation unit 331 acquires the steering angle θ3 based on the first azimuth angle Az1, the steering angle θ1, and the bow azimuth angle Az2 acquired by the acquisition unit 330 (step S1).

[0066] Next, the propulsion unit 332 applies thrust to the hull 1 in the tilting direction Di based on the steering angle θ3 acquired by the calculation unit 331 (step S2). An example of the processing performed by the propulsion unit 332 in step S2 will be explained below with reference to Figure 7.

[0067] If the steering angle θ3 acquired by the calculation unit 331 is, for example, 0° (Figure 7(a)), the propulsion unit 332 rotates the propeller 13a so that the hull 1 moves forward toward the bow 100a, and adjusts the blade angles of each blade of the propeller 13a and the rudder angle of the rudder 13b. Specifically, the propulsion unit 332 determines the blade angles of each blade of the propeller 13a so that the thrust is directed toward the stern 100b, and sets the rudder angle of the rudder 13b to 0° (mid-angle). If the steering angle θ3 is 0°, the propulsion unit 332 does not drive the thruster 11b.

[0068] Furthermore, if the steering angle θ3 acquired by the calculation unit 331 is, for example, 180° (Figure 7(b)), the propulsion unit 332 rotates the propeller 13a so that the hull 1 can move backward toward the stern 100b, and adjusts the blade angles of each blade of the propeller 13a and the rudder angle of the rudder 13b. Specifically, the propulsion unit 332 determines the blade angles of each blade of the propeller 13a so that the thrust is directed toward the bow 100a, and sets the rudder angle of the rudder 13b to 0° (mid-angle). When the steering angle θ3 is 180°, the propulsion unit 332 does not drive the thruster 11b.

[0069] Furthermore, if the steering angle θ3 acquired by the calculation unit 331 is, for example, 90° (Figure 7(c)), the propulsion unit 332 rotates the propeller 13a so that the hull 1 can move toward the starboard side, and adjusts the blade angles of each blade of the propeller 13a and the rudder angle of the rudder 13b. At this time, the propulsion unit 332 adjusts the blade angles of each blade of the propeller 13a so that the thrust is directed toward the bow 100a, and adjusts the rudder angle so that the rudder 13b tilts toward the port side. Simultaneously, the propulsion unit 332 drives the thruster 11b and determines the rotational speed of the thruster 11b.

[0070] Next, the adjustment unit 333 adjusts the thrust acting on the hull 1 in stages based on the tilt angle β acquired by the acquisition unit 330 (step S3). Once step S3 is completed, step S0 is performed again.

[0071] The processes described above, from step S0 to step S3, are repeatedly executed during the operation of the steering device 31 by the operator U.

[0072] (Effects and Benefits) According to the above embodiment, since the hull 1 is propelled in the tilting direction Di of the operating lever 312, the operator U of the steering device 31 can perform more intuitive maneuvers compared to a steering system in which the tilting direction Di of the operating lever 312 and the direction of movement of the hull 1 do not coincide. Therefore, it is possible to avoid operations that require expertise and to improve the usability of the steering device 31. As a result, it is possible to suppress the occurrence of erroneous operation (misoperation) of the steering device 31 by the operator U when the vessel 100 is docking or undocking.

[0073] Furthermore, according to the above embodiment, the magnitude of the thrust acting on the hull 1 can be adjusted in three stages based on the tilt angle β of the operating lever 312. Therefore, compared to a ship handling system in which the magnitude of the thrust acting on the hull 1 is constant, the movement of the hull 1 can be controlled more smoothly. In other words, the time required for docking and undocking of the vessel 100 can be shortened.

[0074] Furthermore, according to the above embodiment, since the steering device 31 is suspended from the operator U by a strap S around the operator U's neck, the operator U can keep both hands free when moving the steering device 31. Therefore, for example, the operator U can hold a communication device with one hand while moving and operate the steering device 31 with the other hand. As a result, smoother operation can be achieved.

[0075] (Other embodiments) Although embodiments of this disclosure have been described in detail above with reference to the drawings, the specific configuration is not limited to that of the embodiments, and additions, omissions, substitutions, and other modifications to the configuration are possible without departing from the gist of this disclosure.

[0076] Figure 8 is a hardware configuration diagram showing the configuration of the computer 1100 according to this embodiment. The computer 1100 includes a processor 1110, main memory 1120, storage 1130, and interface 1140.

[0077] The control device 33 described above is implemented in the computer 1100. The operation of each processing unit described above is stored in the storage 1130 in the form of a program. The processor 1110 reads the program from the storage 1130, loads it into the main memory 1120, and executes the above processing according to the program. The processor 1110 also allocates a storage area in the main memory 1120 corresponding to the storage unit 334 described above, according to the program.

[0078] The program may be for the purpose of realizing some of the functions that the computer 1100 is to perform. For example, the program may perform functions in combination with other programs already stored in the storage 1130, or in combination with other programs implemented in other devices. In addition, the computer 1100 may be equipped with a custom LSI (Large Scale Integrated Circuit) such as a PLD (Programmable Logic Device) in addition to or instead of the above configuration. Examples of PLDs include PAL (Programmable Array Logic), GAL (Generic Array Logic), CPLD (Complex Programmable Logic Device), and FPGA (Field Programmable Gate Array). In this case, some or all of the functions realized by the processor 1110 may be realized by the integrated circuit.

[0079] Examples of storage 1130 include magnetic disks, magneto-optical disks, and semiconductor memory. Storage 1130 may be an internal medium directly connected to the bus of computer 1100, or an external medium connected to computer 1100 via interface 1140 or a communication line. Furthermore, if this program is distributed to computer 1100 via a communication line, computer 1100 that receives the distribution may expand the program into main memory 1120 and execute the above processing. In the above embodiment, storage 1130 is a tangible storage medium that is not temporary.

[0080] Furthermore, the program may be intended to implement some of the functions described above. Furthermore, the program may be a so-called differential file (differential program) that implements the aforementioned functions in combination with other programs already stored in the storage 1130.

[0081] Furthermore, the control device 33 described in the embodiment may further include an update unit that updates the latest acquired first lateral angle Az1 to the last acquired first lateral angle Az1 if the latest first lateral angle Az1 acquired by the acquisition unit 330 has changed by a predetermined third threshold or more within a predetermined time (t4) from the last acquired first lateral angle Az1 prior to this first lateral angle Az1. This makes it possible to suppress the change in the steering angle acquired by the calculation unit 331 when the operator U holding the steering device 31 turns within time t4. In other words, it is possible to suppress the direction of movement of the hull 1 from following the turn when the operator U turns, for example, abruptly. Note that the above time t4 and third threshold may be stored by the storage unit 334.

[0082] Furthermore, the first sensor 311 described in the embodiment may also acquire a first tilt angle of the upper surface 310c of the housing 310 with respect to the horizontal plane, and the acquisition unit 330 may acquire this first tilt angle. In this case, the adjustment unit 333 may compare the first tilt angle acquired by the calculation unit 331 with a fourth threshold value indicating a predetermined angle, and if it determines that the first tilt angle is greater than the fourth threshold value, it may stop the processing of the propulsion unit 332. The above fourth threshold value may be stored in the storage unit 334.

[0083] Furthermore, the operating lever 312 described in the embodiment may not have an operating section 312b, and may be composed solely of a shaft portion 312a. That is, the shaft portion 312a may be directly operated by the operator U.

[0084] Furthermore, instead of the configuration in which the control device 33 described in the embodiment is placed inside the hull 1, it may be placed, for example, inside the housing 310 of the steering device 31.

[0085] Furthermore, the control device 33 described in the embodiment does not necessarily have to have an adjustment unit 333.

[0086] Furthermore, although the adjustment unit 333 described in the embodiment adjusts the thrust acting on the hull 1 in stages based on the tilt angle β, the thrust acting on the hull 1 may also be adjusted in stages based on the inclination angle α of the operating lever 312, which indicates the degree of inclination of the operating lever 312 with respect to the first reference line O1, instead of the tilt angle β.

[0087] Furthermore, the thrust acting on the hull 1, which is adjusted by the adjustment unit 333 described in the embodiment, is not limited to being adjusted in three stages. The thrust adjusted by the adjustment unit 333 may be adjusted in two stages, or in four or more stages.

[0088] Furthermore, the first correspondence relationship information, second correspondence relationship information, third correspondence relationship information, first threshold, and second threshold described in the embodiment do not necessarily have to be stored in the storage unit 334. In this case, the propulsion unit 332 may store the first correspondence relationship information, second correspondence relationship information, and third correspondence relationship information, and the adjustment unit 333 may store the first threshold and second threshold.

[0089] Furthermore, although the embodiment describes the vessel 100 as a warship, it is not limited to this. The vessel 100 may be a merchant ship, a small vessel, or the like instead of the warship described above. In this case, examples of the types of vessels (ship types) of the vessel 100 include liquefied gas carriers, container ships, tankers, bulk carriers, car carriers, RO-RO cargo ships, passenger and cargo ships (ferries), passenger ships, fishing boats, special vessels, etc.

[0090] <Note> The ship handling system described in the embodiment can be understood, for example, as follows:

[0091] (1) The first embodiment of the ship steering system 3 comprises a housing 310 having a first surface 310a facing forward, a second surface 310b facing the opposite side of the first surface 310a, and an upper surface 310c facing upward with the first surface 310a and the second surface 310b connected; a first sensor 311 capable of acquiring a first azimuth angle Az1 indicating the bearing of a first direction D1 from the first surface 310a to the second surface 310b; an operating lever 312 arranged on the housing 310 so as to be tiltable with respect to the upper surface 310c; and a second sensor 313 capable of acquiring an operating angle θ1 formed by the first direction D1 and the tilting direction Di of the operating lever 312. The vessel comprises a 31, a direction sensor 32 capable of acquiring a heading angle Az2 indicating the heading Db of the hull 1, and a control device 33 that moves the hull 1 in the tilting direction Di when the operating lever 312 is tilted. The control device 33 includes an acquisition unit 330 that acquires the directional angle Az1, the heading angle Az2, and the operating angle θ1, a calculation unit 331 that acquires the steering angle θ3 formed by the heading Db and the tilting direction Di based on the directional angle Az1, the heading angle Az2, and the operating angle θ1, and a propulsion unit 332 that applies thrust to the hull 1 in the tilting direction Di based on the steering angle θ3.

[0092] As a result, the hull 1 is propelled in the tilting direction Di of the operating lever 312, allowing the operator U of the steering device 31 to perform more intuitive maneuvers.

[0093] (2) The second embodiment of the ship handling system 3 is the ship handling system 3 of (1), wherein the second sensor 313 is capable of further acquiring the tilt angle β of the operating lever 312 with respect to the upper surface 310c, the acquisition unit 330 further acquires the tilt angle β, and the control device 33 may further have an adjustment unit 333 that adjusts the magnitude of the thrust acting on the hull 1 based on the tilt angle β.

[0094] This allows for smoother control of the movement of the hull 1. [Explanation of Symbols]

[0095] 1...Hull 1a...Deck 2...Ship equipment 3...Ship steering system 11...Bow 11a...Bulbous bow 11b...Thruster 12...Midship 13...Stern 13a...Propeller 13b...Rudder 31...Ship steering device 32...Heading sensor 33...Control device 100...Ship 100a...Bow 100b...Stern 120...Main body 121...Superstructure 121a...Bridge 121b...Floor 310...Housing 310a...First surface 310b...Second surface 310c...Top surface 310d...Side surface 310e...Bottom surface 311...First sensor 312...Operating lever 312a...Shaft 312b...Operating unit 313...Second sensor 314...Display unit 330...Acquisition unit 331...Calculation unit 332...Propulsion unit 333...Adjustment unit 334...Memory unit 1100...Computer 1110...Processor 1120...Main memory 1130...Storage 1140...Interface Ax...Central axis D...Direction of travel D1...First direction Db...Bow heading Di...Tilt direction O1...First reference line O2...Second reference line S...Strap U...Sailor

Claims

1. A housing having a first surface facing forward, a second surface facing the opposite side of the first surface, and an upper surface facing upward when the first and second surfaces are connected, A first sensor capable of acquiring a first azimuth angle indicating the direction in the first direction from the first surface toward the second surface, An operating lever is positioned on the housing so as to be tiltable relative to the upper surface, A ship steering device having a second sensor capable of acquiring the operating angle formed by the first direction and the tilting direction of the operating lever, A compass sensor capable of acquiring the azimuth angle, which indicates the ship's heading, A control device that moves the hull in the tilting direction when the aforementioned operating lever is tilted, Equipped with, The control device is An acquisition unit that acquires the aforementioned directional angle, the aforementioned bow azimuth angle, and the aforementioned operating angle, A calculation unit that obtains the steering angle formed by the bow bearing and the tilt direction based on the aforementioned directional angle, the bow bearing angle, and the steering angle, A propulsion unit that applies thrust to the hull in the direction of tilt based on the steering angle, It has, The control device further includes an update unit that updates the latest first lateral angle acquired by the acquisition unit to the last acquired first lateral angle if the latest first lateral angle acquired by the acquisition unit has changed by a predetermined threshold within a predetermined time period from the last acquired first lateral angle prior to this latest first lateral angle. When the update unit updates the latest first azimuth angle to the last acquired first azimuth angle, the calculation unit acquires the steering angle based on the last acquired first azimuth angle. Ship steering system.

2. The second sensor is capable of further acquiring the tilt angle of the operating lever with respect to the upper surface, The acquisition unit further acquires the tilt angle, The ship handling system according to claim 1, wherein the control device further comprises an adjustment unit that adjusts the magnitude of the thrust acting on the hull based on the tilt angle.

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