Ship maneuvering control device, ship maneuvering system, and ship maneuvering control method

Abstract

This ship maneuvering control device comprises: a reception unit; a storage unit; and a calculation unit. The reception unit receives a propulsion instruction for indicating the front-rear or left-right movement direction of a hull or the turning direction of the hull. The storage unit stores hull characteristic data indicating the relationship among: a skew angle which is an angle formed by the orientation of the hull and the movement direction of the hull; a ship log speed; and a front-rear direction force, a left-right direction force, and a moment which are based on a resistance force that the hull receives from water in association with the movement of the hull. The calculation unit corrects the propulsion instruction by using a compensation value for the front-rear direction force and a compensation value for the moment obtained on the basis of the hull characteristic data, and controls a propulsion machine on the basis of the corrected propulsion instruction.

Description

Ship steering control device, ship steering system, and ship steering control method

[0001] The present application relates to a ship steering system that controls a propulsion unit in response to an operation by an operator.

[0002] The ship steering device in Patent Document 1 includes a pair of left and right outdrive devices, a joystick lever, and a control device. The outdrive devices are capable of changing the propulsion force and propulsion direction. The joystick lever is operated by an operator, and the operation direction and amount of operation can be changed. The control device changes the propulsion force and propulsion direction of each of the left and right outdrive devices according to the operation direction and amount of operation of the joystick lever. As a result, the hull moves in the direction according to the operation of the joystick lever. Patent Document 1 describes, as an example, that the hull can move laterally without changing its orientation.

[0003] JP 2013-10400 A

[0004] When moving the hull laterally without changing its orientation as described in Patent Document 1, there is a limit to the magnitude of the force that can be applied only laterally to the hull without applying a moment to the hull due to the relative positions of the outdrive device and the hull's center of gravity. In other words, there is a possibility that the lateral movement of the hull required for maneuvering the ship cannot be achieved. This issue is not limited to when the hull is moved directly aft, but can also occur when the hull is moved in a direction that includes a lateral component.

[0005] Furthermore, as the hull moves, it experiences resistance from the water. Therefore, even if the ship steering control device controls the propulsion unit to generate the thrust as instructed, the hull may not move or turn as instructed. In other words, water resistance has traditionally been treated as a factor that hinders the movement of the hull.

[0006] This application has been made in consideration of the above circumstances, and its main purpose is to provide a ship maneuvering control device that takes into account not only the propulsive force generated by the propulsion unit but also the water resistance force that the hull experiences, and that balances the hull moment generated by increasing the lateral propulsive force with the water resistance force, thereby suppressing the hull's turning motion and moving the hull laterally at high speed.

[0007] The problem to be solved by the present application is as described above. Next, the means for solving this problem and the effects thereof will be explained.

[0008] According to a first aspect of the present application, there is provided a ship steering control device having the following configuration. Specifically, the ship steering control device controls at least two propulsion units capable of changing the propulsion force and propulsion direction. The ship steering control device includes a receiving unit, a memory unit, and a calculation unit. The receiving unit receives a propulsion command that indicates the fore-aft or lateral movement direction of the hull, or the direction of turning of the hull. The memory unit stores hull characteristic data that indicates the relationship between the drift angle, which is the angle between the orientation of the hull and the direction of movement of the hull, the ship speed relative to the water, and the fore-aft force, lateral force, and moment, which are based on the resistance force that the hull receives from the water as the hull moves. The propulsion command is modified using a compensation value for the fore-aft force and a compensation value for the moment calculated based on the hull characteristic data, and the propulsion units are controlled based on the modified propulsion command.

[0009] According to a second aspect of the present application, there is provided a ship maneuvering control method as follows. The ship maneuvering control method is a method for controlling at least two propulsion units capable of changing the propulsion force and propulsion direction. The ship maneuvering control method receives a propulsion command that indicates the direction of movement of the hull in the fore-aft or lateral direction, or the direction of turning of the hull. The ship maneuvering control method calculates a compensation value for the longitudinal force and the moment based on hull characteristic data that indicates the relationship between the drift angle, which is the angle between the orientation of the hull and the direction of movement of the hull, the ship speed relative to the water, and the longitudinal force, lateral force, and moment that are based on the resistance force that the hull receives from the water as the hull moves. The ship maneuvering control method modifies the propulsion command using the compensation value for the longitudinal force and the compensation value for the moment, and controls the propulsion units based on the modified propulsion command.

[0010] According to the present application, the hull can be moved laterally at high speed by actively utilizing the resistance force of water.

[0011] 1 is a block diagram of a ship maneuvering system according to an embodiment of the present application. FIG. 1 is a diagram showing the relationship between the propulsive force generated by the propulsion unit and the force applied to the hull. FIG. 2 is a diagram showing a situation in which a ship moves laterally while maintaining a drift angle of 90 degrees to follow a large ship. FIG. 3 is a diagram showing the contents of hull characteristic data. FIG. 4 is a diagram showing a situation in which a ship moves laterally using the high-speed lateral movement mode to follow a large ship. FIG. 5 is a diagram showing a method for instructing the high-speed lateral movement mode. FIG. 6 is a diagram showing a process in which the ship maneuvering control device generates a control command for the high-speed lateral movement mode based on a propulsion command and hull characteristic data. FIG. 7 is a flowchart showing a process in which a ship maneuvering control device calculates a compensation value for a longitudinal force and a compensation value for a moment. FIG. 8 is an explanatory diagram showing a process in which a ship maneuvering control device calculates a compensation value for a longitudinal force and a compensation value for a moment based on the hull characteristic data. FIG. 9 is a diagram showing a process in which the ship maneuvering control device generates a control command for the high-speed lateral movement mode based on a propulsion command, hull characteristic data, and detection values ​​from a disturbance detection sensor. FIG. 10 is a diagram showing a process in which the ship maneuvering control device generates a control command based on a propulsion command, hull characteristic data, and detection values ​​from an angular velocity sensor. FIG. 11 is a diagram showing a process in which the ship maneuvering control device generates a control command based on a propulsion command, hull characteristic data, and detection values ​​from an angular velocity sensor. FIG. 12 is a diagram showing a process in which the ship maneuvering control device generates a control command based on a propulsion command, hull characteristic data, and hull acceleration. 10A and 10B are diagrams illustrating a propulsion unit information display screen and a navigation information display screen displayed on a display, respectively, and are diagrams illustrating the difference in the movement direction of the navigation information display screen in two states.

[0012] Next, an embodiment of the present application will be described with reference to the drawings.

[0013] First, the definition of direction will be explained. In the following explanation, the fore-and-aft direction refers to the fore-and-aft direction in the hull coordinate system. In other words, the direction of the bow is the forward direction, and the opposite is the aft direction. Furthermore, the left-right direction refers to the left-and-right direction in the hull coordinate system. In other words, the width direction of the ship is the left-and-right direction. Furthermore, movement of the hull in a direction that includes the left-and-right direction as a component is called lateral movement. In other words, lateral movement includes the left direction, left front direction, left aft direction, right direction, right front direction, and right aft direction.

[0014] Next, the configuration of the ship maneuvering system 1 will be described with reference to FIG.

[0015] The ship maneuvering system 1 is a system that controls the propulsion units based on the operation of an operator to change the position and orientation of a ship. As shown in Fig. 1, the ship maneuvering system 1 includes a ship maneuvering control device 10, an operation panel 20, a first propulsion unit 31, and a second propulsion unit 32.

[0016] The ship maneuvering control device 10 includes a receiving unit 10a, a memory unit 10b, and a calculation unit 10c. The receiving unit 10a is a wireless communication module or a wired communication module, and receives data from the sensors and the operation panel 20. The memory unit 10b is a storage device such as an SSD, HDD, or flash memory, and stores data necessary for control. The calculation unit 10c is a CPU or the like, and performs various processes related to ship maneuvering by executing programs stored in the storage.

[0017] The operation panel 20 is a device that an operator operates and checks information. The operation panel 20 includes a joystick 21, a turning dial 22, and a display 23. The joystick 21 and the turning dial 22 correspond to the "operation unit," and the display 23 corresponds to the "display unit."

[0018] The joystick 21 is a lever-shaped device that allows the operator to indicate the direction in which the hull 30 should move. The joystick 21 can be tilted at least in the longitudinal and lateral directions. The longitudinal and lateral directions are those of the operator operating the operation panel 20, and correspond to the longitudinal and lateral directions of the hull coordinate system. The joystick 21 can detect the direction in which the operator tilts the joystick 21. The joystick 21 generates a signal based on the direction in which the operator tilts the joystick 21 and outputs the signal to the ship maneuvering control device 10. The signal output by the joystick 21 indicates the direction in which the hull 30 should move. More specifically, the joystick 21 outputs a signal that indicates the longitudinal or lateral force to be applied to the hull 30. This signal corresponds to a "propulsion command."

[0019] The turning dial 22 is disk-shaped and is a device that allows the operator to instruct the turning of the hull. The turning dial 22 can be rotated around the axial direction as the center of rotation. The turning dial 22 can detect the angle at which the operator has turned it. The turning dial 22 generates a signal based on the angle at which the operator has turned it and outputs it to the ship maneuvering control device 10. The signal output by the turning dial 22 is a signal that indicates the turning direction of the hull 30. In more detail, the turning dial 22 outputs a signal that indicates the moment to be applied to the hull 30. This signal corresponds to a "propulsion command."

[0020] The display 23 is, for example, a liquid crystal display or an organic EL display. The display 23 displays data generated by the ship steering control device 10. Specifically, the ship steering control device 10 causes the display 23 to display information necessary for operating the ship, such as the status of the first propulsion unit 31 and the second propulsion unit 32, and the detection results of sensors.

[0021] As shown in FIG. 2 , the first propulsion unit 31 and the second propulsion unit 32 are disposed on the stern side of the hull 30. The stern side refers to the side aft of the center of gravity of the hull 30 in the fore-and-aft direction. Specifically, in this embodiment, the first propulsion unit 31 and the second propulsion unit 32 are disposed at or near the aft end of the hull 30. The side forward of the center of gravity of the hull 30 in the fore-and-aft direction is referred to as the bow side. In this embodiment, no propulsion units are disposed on the bow side, and only propulsion units are disposed on the stern side. However, the technology of this embodiment is also applicable to ships in which a propulsion unit such as a side thruster is disposed on the bow side. Alternatively, the technology of this embodiment is also applicable to ships in which a propulsion unit is disposed only on the bow side. The first propulsion unit 31 and the second propulsion unit 32 are disposed symmetrically with respect to a line passing through the center of the hull 30 in the transverse direction. However, the number and layout of the propulsion units in this embodiment are merely examples and may differ from those of this embodiment.

[0022] The first propulsion unit 31 and the second propulsion unit 32 each have a propeller. The first propulsion unit 31 and the second propulsion unit 32 rotate the propeller using driving force generated by a driving source such as an engine or a motor. As a result, the first propulsion unit 31 and the second propulsion unit 32 generate propulsive force for moving the hull 30. Furthermore, the propulsive forces of the first propulsion unit 31 and the second propulsion unit 32 can be individually changed by changing the driving force generated by the driving source or the reduction ratio of the reducer. The driving source and the reducer are controlled by the ship maneuvering control device 10. Therefore, the ship maneuvering control device 10 can individually change the propulsive forces of the first propulsion unit 31 and the second propulsion unit 32.

[0023] The first propulsion unit 31 and the second propulsion unit 32 are azimuth thrusters and are capable of changing their propulsion direction. The propulsion direction is the direction in which a thrust force is applied. Specifically, the first propulsion unit 31 and the second propulsion unit 32 each have a rotation mechanism that changes the orientation of the propeller around the height direction of the hull 30 as the rotation center. The rotation mechanism is controlled by the ship steering control device 10. Therefore, the ship steering control device 10 can change the propulsion direction of the first propulsion unit 31 and the second propulsion unit 32 individually.

[0024] The ship is also provided with various sensors, and the ship steering control device 10 controls the first propulsion unit 31 and the second propulsion unit 32 based on the detection values ​​of these sensors. Specifically, as shown in Fig. 1 , the ship is provided with a disturbance detection sensor 11, an angular velocity sensor 12, a GNSS sensor 13, and an azimuth angle sensor 14.

[0025] The disturbance detection sensor 11 detects disturbance information that affects the motion of the hull 30. In other words, the disturbance detection sensor 11 detects disturbance data, which is a value related to the disturbance force that the hull 30 is subjected to. The disturbance detection sensor 11 is, for example, a wind direction and speed meter or a tidal current meter. The disturbance detection sensor 11 outputs the detected value to the ship steering control device 10.

[0026] The angular velocity sensor 12 detects the azimuth angular velocity of the turning of the hull 30. The angular velocity sensor 12 outputs the detected value to the ship maneuvering control device 10.

[0027] The GNSS sensor 13 detects the position of the hull 30. Specifically, the GNSS sensor 13 has a GNSS antenna and a GNSS receiver. The GNSS receiver analyzes the GNSS radio waves received by the GNSS antenna to detect the position of the hull in the Earth coordinate system. The GNSS sensor can also detect the ship's speed relative to the ground in the Earth coordinate system. The GNSS sensor 13 outputs the detected value to the ship steering control device 10.

[0028] The azimuth sensor 14 detects the orientation of the hull 30. Specifically, the azimuth sensor 14 is a gyrocompass, a magnetic compass, or a GNSS compass, and detects the orientation of the hull 30 in the Earth's coordinate system. The orientation of the hull 30 in the Earth's coordinate system is the direction indicated by the bow heading of the hull 30 in the Earth's coordinate system. The azimuth sensor 14 outputs the detected value to the ship steering control device 10.

[0029] Next, the propulsion unit control will be described with reference to FIG.

[0030] As described above, the propulsion command from the joystick 21 is a force in the longitudinal or lateral direction to be applied to the hull 30, and the propulsion command from the steering dial 22 is a moment to be applied to the hull 30. Propulsion unit control is control that determines the propulsion force and propulsion direction of each of the first propulsion unit 31 and the second propulsion unit 32 so that the force and moment indicated by the propulsion command are achieved. Note that the propulsion unit control described here is control that does not take into account water resistance and disturbance forces.

[0031] Figure 2 illustrates forces, moments, and the like acting on the hull 30 in the hull coordinate system. In Figure 2, the thrust generated by the first propulsion unit 31 is indicated by T1, and the thrust generated by the second propulsion unit 32 is indicated by T2. Also in Figure 2, the propulsion direction of the first propulsion unit 31 is indicated by α, and the propulsion direction of the second propulsion unit 32 is indicated by β. Specifically, the propulsion direction of the first propulsion unit 31 is the angle between the direction in which the first propulsion unit 31 generates thrust and the forward direction in a plan view. The propulsion direction of the second propulsion unit 32 is the angle between the direction in which the second propulsion unit 32 generates thrust and the forward direction in a plan view.

[0032] As a result of the above, the force that the first propulsion unit 31 applies to the hull 30 in the fore-and-aft direction is T1 cos α. The force that the second propulsion unit 32 applies to the hull 30 in the fore-and-aft direction is T2 cos β. Therefore, the fore-and-aft force Fx that the first propulsion unit 31 and the second propulsion unit 32 apply to the hull 30 in the fore-and-aft direction is Fx = T1 cos α + T2 cos β, as shown in equation (1) in Figure 2.

[0033] Similarly, the force that the first propulsion unit 31 applies to the hull 30 in the transverse direction is T1 sin α. The force that the second propulsion unit 32 applies to the hull 30 in the transverse direction is T2 sin β. Therefore, the transverse force Fy that the first propulsion unit 31 and the second propulsion unit 32 apply to the hull 30 in the transverse direction is Fy = T1 sin α - T2 sin β, as shown in equation (2) in Figure 2.

[0034] Furthermore, the distance in the left-right direction from the center of gravity G to the first propulsion unit 31 is Lw, and the distance in the front-rear direction from the center of gravity G to the first propulsion unit 31 is Ll. Because the present embodiment is bilaterally symmetrical, the distance in the left-right direction from the center of gravity G to the second propulsion unit 32 is also Lw, and the distance in the front-rear direction from the center of gravity G to the second propulsion unit 32 is also Ll.

[0035] From the above, the moment that the first propulsion unit 31 applies to the hull 30 is -Ll T1 sin α + Lw T1 cos α, with the clockwise moment being positive. The moment that the second propulsion unit 32 applies to the hull 30 is Ll T2 sin β - Lw T2 cos β. Therefore, the moment M that the first propulsion unit 31 and the second propulsion unit 32 apply to the hull 30 is M = -Ll T1 sin α + Lw T1 cos α + Ll T2 sin β - Lw T2 cos β, as shown in equation (3) in Figure 2.

[0036] The ship maneuvering control device 10 determines T1, T2, α, and β so that Fx, Fy, and M indicated by the operation command satisfy equations (1) to (3), and controls the first propulsion unit 31 and the second propulsion unit 32 based on T1, T2, α, and β. Note that because there are three equations and four unknowns, the ship maneuvering control device 10 performs calculations using other known constraints.

[0037] Next, the issues in propulsion unit control will be described.

[0038] FIG. 3 shows a situation in which the vessel of this embodiment is used to assist the navigation of a large ship 100. In this case, the hull 30 follows the movement of the large ship while checking the behavior of the large ship. Therefore, the hull 30 needs to follow the large ship 100 while maintaining its orientation aligned with the large ship 100. In this case, the hull 30 needs to move laterally. Therefore, when using only the propulsion unit control described with reference to FIG. 2, the longitudinal force and moment need to be almost zero. However, under these conditions, it is difficult to increase the lateral force, and there is a possibility that the speed required to follow the large ship 100 cannot be achieved. Note that situations in which the hull 30 needs to move laterally are not limited to assisting the large ship 100. For example, there may be situations in which the hull 30 needs to be moved laterally to anchor in a port.

[0039] The maneuvering system 1 of this embodiment takes into account not only the propulsive forces generated by the first propulsion unit 31 and the second propulsion unit 32, but also the water resistance force that the hull 30 experiences, and by balancing the moment of the hull 30 generated by increasing the lateral propulsive force with the water resistance force, it is possible to move the hull 30 laterally at high speed while suppressing the turning movement of the hull 30.

[0040] Next, referring to FIG. 4, the resistance force of water will be described, and an outline of control that actively utilizes the resistance force of water will be described.

[0041] The water resistance force exerted on the hull 30 depends on (1) the drift angle, which is the angle between the orientation of the hull 30 and its direction of movement, (2) its speed through water, and (3) its shape. As shown in Figure 4, the angle between the forward direction of the hull 30 and its direction of movement is called the drift angle, and is indicated by θ in Figure 4. The graph in Figure 4 shows the forces exerted on the hull 30 by the water when the drift angle is changed. Specifically, Fx_f represents the longitudinal force exerted on the hull 30 by the water, Fy_f represents the lateral force exerted on the hull 30 by the water, and M_f represents the moment exerted on the hull 30 by the water. The force exerted on the hull 30 increases as the speed through water increases. Figure 4 shows, as an example, graphs for speed through water 1, speed through water 2, and speed through water 3, in descending order of ship speed. Speed ​​through water 3 is the maximum speed or a speed similar thereto determined based on the performance of the propulsion unit, the shape of the hull, and other factors. Note that the tendency for the forces acting on the hull 30 to change remains the same even when the ship's speed through water changes. Therefore, for example, the value of the drift angle when the moment acting on the hull 30 reaches its maximum value does not change significantly even when the ship's speed through water changes. The same is true for the longitudinal and lateral forces. The tendency for the forces acting on the hull 30 to change according to the drift angle θ depends on the shape of the hull 30. The tendency for the changes in the three graphs shown in Figure 4 is for a hull 30 with a typical shape, and depending on the shape of the hull 30, completely different tendency for the changes may be observed.

[0042] Hereinafter, data indicating the relationship between (1) drift angle, (2) ship speed through water, and (3) longitudinal force, lateral force, and moment that the ship hull receives from the water as the hull moves will be referred to as hull characteristic data. The hull characteristic data can be generated, for example, by experiments using an actual ship or simulations using a 3D model. The hull characteristic data is created in advance and stored in the memory unit 10b of the ship maneuvering control device 10. The hull characteristic data is stored in table format. For example, the correspondence relationship between the drift angle and three forces (longitudinal force, lateral force, and moment) for ship speed through water 1 is stored in table format. Similarly, the correspondence relationship between the drift angle and the three forces for ship speed through water 2 and ship speed through water 3 is stored in table format. In other words, the hull characteristic data is stored in a three-dimensional array. For ship speeds through water between ship speed through water 1 and ship speed through water 2, the correspondence relationship between the drift angle and the three forces can be determined by using linear interpolation or the like. Therefore, once the drift angle and the ship speed relative to the water are determined, the longitudinal force, lateral force, and moment that the ship hull receives from the water can be calculated accordingly.

[0043] The graph shown in FIG. 4 is a graph of hull characteristic data for a hull 30 of a typical shape. Here, a drift angle of 90 degrees indicates a state in which the hull 30 moves sideways. When the drift angle is 90 degrees, the longitudinal force and moment acting on the hull 30 are both close to zero. Therefore, in order to move the hull 30 sideways at high speed, it is necessary to increase the lateral force acting on the hull 30 using the first propulsion unit 31 and the second propulsion unit 32. However, because the propulsion units are located only on the stern side in this embodiment, if the lateral force (e.g., to the right) is increased, the moment in the negative direction (e.g., counterclockwise) will increase, causing the hull 30 to turn. Therefore, it is difficult to move the hull 30 sideways at high speed while maintaining its orientation.

[0044] In contrast, as the drift angle deviates from 90 degrees, the absolute value of the moment increases up to a certain drift angle. Furthermore, as the drift angle deviates from 90 degrees, the absolute value of the longitudinal force also increases. In this state, the moment generated by increasing the lateral force and the moment due to the resistance force of the water can be canceled out. This makes it possible to suppress turning of the hull 30 even if the propulsion force in the lateral direction is increased. The longitudinal force due to the resistance force of the water can be canceled out by the propulsion unit outputting a longitudinal force corresponding to the resistance force. This makes it possible to suppress movement of the hull 30 in the longitudinal direction.

[0045] As described above, by actively utilizing the resistance of water to control the first propulsion unit 31 and the second propulsion unit 32, the hull 30 can be moved laterally at a higher speed than in a typical lateral movement. As shown in Figure 5, when the hull 30 moves laterally to the right, the speed of the lateral movement of the hull 30 can be increased by making the drift angle greater than 90 degrees.

[0046] In this embodiment, the hull 30 is moved directly transversely. However, the same principle can be used to increase the speed of lateral movement when the hull 30 is moved diagonally forward or diagonally backward. Hereinafter, "high-speed lateral movement" refers to actively utilizing the longitudinal forces and moments acting on the hull 30 due to water resistance to move the hull 30 laterally at a higher speed than when the drift angle is 90 degrees. Furthermore, a control mode for moving the hull 30 at high speed is referred to as "high-speed lateral movement mode." In high-speed lateral movement, longitudinal forces and moments are generated using the propulsion units, and at least a portion of the longitudinal forces and moments generated by the propulsion units cancels out the longitudinal forces and moments generated by external forces. In high-speed lateral movement, the direction of movement of the hull 30 in the Earth coordinate system includes a lateral component. It is preferable that the direction of movement of the hull 30 during high-speed lateral movement be a constant direction that includes a lateral component. The term "constant direction" refers not only to a strictly constant state but also to a substantially constant state (in other words, a state with slight errors due to external disturbances, etc.). Furthermore, "a direction including a left-right component" may be rephrased as "a direction within ±45° with the left-right direction as the reference."

[0047] Next, with reference to FIG. 6, the instruction for the high-speed lateral movement mode will be described.

[0048] The high-speed lateral movement mode described above has the advantage that the hull 30 can move laterally at high speed, but it must be noted that the drift angle does not reach 90 degrees. Therefore, it is preferable that the ship maneuvering control device 10 executes the high-speed lateral movement mode when a clear instruction is given by the operator. Therefore, in this embodiment, the high-speed lateral movement mode is permitted when the following first or second condition is satisfied.

[0049] The first condition is that the amount of operation (command value) of the joystick 21 by the operator is equal to or greater than a threshold value. The joystick 21 of this embodiment is variable in multiple steps or continuously in any direction, at least in the left-right direction. Figure 6 shows the operable range of the joystick 21, and a high-speed lateral movement mode instruction range is set for the left-right direction. When the amount of tilt in the left-right direction is equal to or greater than a threshold value, the joystick 21 transmits a signal instructing the high-speed lateral movement mode to the ship maneuvering control device 10.

[0050] The second condition is that a switch instructing the high-speed lateral movement mode has been operated. A plurality of hardware keys are arranged on the operation panel 20, and when a predetermined switch is operated, the operation panel 20 transmits a signal instructing the high-speed lateral movement mode to the vessel maneuvering control device 10. This switch may be an ON / OFF switch that switches between enabling and disabling the high-speed lateral movement mode, or may be a switch that enables the high-speed lateral movement mode only while the operator is pressing it.

[0051] The first and second conditions are merely examples, and other conditions may be set. For example, a setting to permit execution of the high-speed lateral movement mode may be set as a pre-setting item for the vessel maneuvering control device 10.

[0052] Next, specific calculations performed by the ship maneuvering control device 10 when the high-speed lateral movement mode is executed will be described with reference to Fig. 7. The processing diagram shown in Fig. 7 and other figures is executed by the ship maneuvering control device 10. In detail, the calculation unit 10c executes a program stored in the memory unit 10b, and the calculation unit 10c executes the program using the hull characteristic data and the like stored in the memory unit 10b.

[0053] The joystick 21 outputs a longitudinal propulsion command, which is a propulsion command for longitudinal force, and a lateral propulsion command, which is a propulsion command for lateral force. The steering dial 22 outputs a moment propulsion command, which is a propulsion command for moment. The propulsion commands output from the joystick 21 and the steering dial 22 are values ​​based on the amount of operation. Specifically, the propulsion commands are percentages (%), with neutral being 0% and maximum operation being 100%. For example, when moving the hull 30 straight aft, the longitudinal propulsion command is 0% and the moment propulsion command is also 0%. The ship maneuvering control device 10 converts the percentage value (%) of the longitudinal propulsion command or the lateral propulsion command into a unit of force (N), and converts the percentage value (%) of the moment propulsion command into a moment (N·m). The percentage value of the lateral propulsion command is also input to a water resistance compensation calculation block.

[0054] In the water compensation calculation block, the ship steering control device 10 performs the processing shown in the flowchart of Figure 8 to determine compensation values ​​for the longitudinal force and moment. The longitudinal force compensation value is the longitudinal force estimated to be generated due to water resistance when performing high-speed lateral movement. Even if the propulsion unit generates a longitudinal force that cancels out the longitudinal force compensation value, no or almost no longitudinal movement of the hull 30 occurs. The moment compensation value is the moment estimated to be generated due to water resistance when performing high-speed lateral movement. Even if the propulsion unit generates a moment that cancels out the moment compensation value, no or almost no turning of the hull 30 occurs.

[0055] The process of calculating the compensation value will be described below with reference to Figures 8 and 9. First, the ship maneuvering control device 10 determines whether the command direction of the joystick 21 is left or right (S101). Next, the ship maneuvering control device 10 uses the hull characteristic data to determine the set ship speed through water and the set ship drift angle from the left or right propulsion command (S102, S103). The set ship speed through water is the ship speed through water used to calculate the compensation value, and it is not necessary to control the ship to actually achieve the set ship speed through water, nor is it necessary to detect the ship speed through water. The set ship drift angle is the ship drift angle used to calculate the compensation value, and it is not necessary to control the ship to actually achieve the set ship drift angle, nor is it necessary to detect the ship drift angle.

[0056] When the hull 30 moves to the right, the speed of lateral movement of the hull 30 can be increased by making the drift angle greater than 90 degrees, as shown in Figure 5. Therefore, when the command direction of the joystick 21 is right, the set drift angle is set in the range of 90 to 180 degrees. In the case of the hull characteristic data shown in Figure 9, the moment becomes small when the set drift angle exceeds α, so the set drift angle is set in the range of 90 to α. When the command direction of the joystick 21 is left, the set drift angle is set in the range of 180 to 270 degrees. In the case of the hull characteristic data shown in Figure 9, the set drift angle is set in the range of β to 270 degrees, as in the case of the rightward direction.

[0057] Since the methods for determining the set ship speed through water and the set drift angle are the same or symmetrical for port and starboard, the following will explain the case where the command direction is to the right. The ship steering control device 10 sets a larger drift angle (in other words, a drift angle closer to α) as the percentage value (%) of the port or starboard propulsion command increases. Specifically, as shown in FIG. 9 , a 0% port or starboard propulsion command percentage value is associated with a drift angle of 90 degrees in the hull characteristic data. Furthermore, a 100% port or starboard propulsion command percentage value is associated with the port or starboard force in the hull characteristic data when the ship speed through water is 3 and the drift angle is α. In this way, the ship steering control device 10 can determine the port or starboard force in the hull characteristic data corresponding to any percentage value by interpolating between the cases where the port or starboard propulsion command percentage value is 0% and 100%.

[0058] The ship steering control device 10 determines a combination of a set drifting angle and a set speed through water that will achieve the lateral force of the determined hull characteristic data. In Figure 9, the combination of the set drifting angle (θset) and the set speed through water (Uset) is shown as the intersection point Py. The set speed through water (Uset) determined in Figure 9 is speed through water 2. Note that a speed through water that is not stored in the table can also be determined as the set speed through water by, for example, performing linear interpolation on the speed through water of the hull characteristic data.

[0059] Next, the ship steering control device 10 calculates compensation values ​​for the longitudinal force and the moment according to the set ship speed through water and the set drift angle (S104). As described above, the hull characteristic data is data that associates the drift angle, the ship speed through water, and the resistance force that the hull 30 receives from the water. Therefore, once the drift angle and the ship speed through water are determined, the longitudinal force and the moment that the hull 30 receives from the water can be calculated. FIG. 9 shows point Px based on the combination of the set drift angle (θset) and the set ship speed through water (Uset), and indicates that the value on the vertical axis of point Px is the compensation value for the longitudinal force (Fx_f_comp). Similarly, FIG. 9 shows point PM based on the combination of the set drift angle (θset) and the set ship speed through water (Uset), and indicates that the value on the vertical axis of point PM is the compensation value for the moment (M_f_comp).

[0060] As shown in Fig. 7, the maneuvering control device 10 calculates a corrected longitudinal propulsion command (Fx) by subtracting the longitudinal force compensation value (Fx_f_comp) from the unit-converted longitudinal propulsion command (Fx_if). The maneuvering control device 10 sets the unit-converted lateral propulsion command (Fy_if) as the propulsion command (Fy). The maneuvering control device 10 calculates a corrected moment propulsion command (M) by subtracting the moment compensation value (M_f_comp) from the unit-converted moment propulsion command (M_if).

[0061] The vessel maneuvering control device 10 inputs the corrected propulsion command to the propulsion unit control block. The propulsion unit control block is the propulsion unit control described with reference to Fig. 2. The vessel maneuvering control device 10 performs propulsion unit control to generate control commands for the first propulsion unit 31 and the second propulsion unit 32. The control commands include instructions for propulsive force and propulsion direction.

[0062] By controlling the first propulsion unit 31 and the second propulsion unit 32 with the above control commands, if, for example, the left / right propulsion command from the joystick 21 is 100% rightward and a high-speed lateral movement to the right is instructed while the hull 30 is moving laterally to the right at a drift angle of 90 degrees, the drift angle gradually increases from 90 degrees, and the hull 30 continues to sail at a drift angle and ship speed through the water that balances the propulsive force, resistance from the water, and disturbance forces. This allows for faster lateral movement than when the hull 30 moves laterally at a drift angle of 90 degrees.

[0063] Depending on the magnitude of the influence of the disturbance force, the direction of movement of the hull 30 in the Earth's coordinate system may deviate more than expected. In such cases, however, the deviation can be corrected by operating the joystick 21 or the steering dial 22. For example, if the direction of movement of the hull 30 deviates more rearward than expected, tilting the joystick 21 forward increases the forward thrust, thereby correcting the direction of movement.

[0064] Next, a process taking disturbance forces into consideration will be described with reference to Fig. 10. Only the differences compared to Fig. 7 will be described below.

[0065] 10 illustrates a process that further considers the disturbance data detected by the disturbance detection sensor 11. As described above, the disturbance detection sensor 11 outputs disturbance data, specifically, detected values ​​of tidal and wind forces. The disturbance forces that the hull 30 receives due to tidal and wind forces depend on the hull shape of the hull 30. The ship maneuvering control device 10 can also execute a process that estimates the disturbance forces acting on the hull 30 based on the disturbance data and hull shape data. In practice, the ship maneuvering control device 10 estimates the disturbance forces that the hull 30 receives based on the disturbance data detected by the disturbance detection sensor 11 and the hull shape data that is pre-stored in the memory unit 10b. The disturbance forces estimated by the ship maneuvering control device 10 include longitudinal disturbance forces, lateral disturbance forces, and moment disturbance forces.

[0066] The ship steering control device 10 corrects the propulsion command to cancel out the estimated disturbance force, similar to the compensation value using the hull characteristic data. Specifically, as shown in FIG. 10 , the ship steering control device 10 calculates the corrected longitudinal propulsion command (Fx) by subtracting the longitudinal force compensation value (Fx_f_comp) and the longitudinal disturbance force (Fx_d) from the unit-converted longitudinal propulsion command (Fx_if). The ship steering control device 10 calculates the corrected propulsion command (Fy) by subtracting the lateral disturbance force (Fy_d) from the unit-converted lateral propulsion command (Fy_if). The ship steering control device 10 calculates the corrected moment propulsion command (M) by subtracting the moment compensation value (M_f_comp) and the moment disturbance force (M_d) from the unit-converted moment propulsion command (M_if).

[0067] As a result, control commands for the first propulsion unit 31 and the second propulsion unit 32 can be generated taking into account not only the resistance force that the hull receives from water, but also the influence of other disturbance forces such as tidal force and wind force.

[0068] Next, with reference to FIG. 11, a process for ensuring that the azimuth angular velocity has an appropriate value will be described.

[0069] In the high-speed lateral movement mode, once the forces acting on the hull 30 are balanced, there is no need to turn the hull 30, provided the conditions remain the same. In this case, it is preferable that the azimuth angular velocity of the hull 30 be zero or close to zero. Furthermore, even when changing the drift angle from a state where the drift angle is 90 degrees until balance is achieved, it is not preferable to change the drift angle abruptly. In this case, it is preferable that the azimuth angular velocity of the hull 30 be a value that is not too large. Thus, in the high-speed lateral movement mode, it is preferable to bring the azimuth angular velocity of the hull 30 close to the target value.

[0070] 11 illustrates a process that takes into account the azimuth angular velocity detected by the angular velocity sensor 12 in addition to the process in FIG. 7 . As described above, the angular velocity sensor 12 detects the azimuth angular velocity of the turning of the hull 30. The ship maneuvering control device 10 compares the azimuth angular velocity detected by the angular velocity sensor 12 with a target value for the azimuth angular velocity to calculate the difference. The ship maneuvering control device 10 determines a correction amount to bring the difference between the angular velocity detected by the angular velocity sensor 12 and the target value for the angular velocity closer to zero. For example, if there is a difference in angular velocity in the positive direction, the ship maneuvering control device 10 determines a moment to bring the difference closer to zero using feedback control such as PID control.

[0071] The ship maneuvering control device 10 corrects the propulsion command using a moment for bringing the angular velocity closer to the target value. Specifically, as shown in Fig. 11 , the ship maneuvering control device 10 calculates the corrected moment propulsion command (M) by subtracting a moment compensation value (M_f_comp) from the unit-converted moment propulsion command (M_if) and adding a moment (M_damp) for bringing the angular velocity closer to the target value.

[0072] As a result, control commands can be generated for the first propulsion unit 31 and the second propulsion unit 32 so that not only the water resistance force acting on the hull 30 but also the azimuth angular velocity of the turning hull 30 is an appropriate value.

[0073] Next, with reference to FIG. 12, a process for ensuring that the speed of the hull 30 is an appropriate value will be described.

[0074] When moving in the high-speed lateral movement mode, the speed of the hull 30 may change significantly due to the influence of disturbance forces. Large changes in the speed of the hull 30 are undesirable from the standpoint of stability.

[0075] In addition to the processing in Figure 7, Figure 12 describes processing for preventing large changes in the speed of the hull 30. As described above, the ship speed in the Earth coordinate system can be determined based on the detection value of the GNSS sensor 13. This ship speed can be converted into acceleration in the Earth coordinate system by differentiating it. Furthermore, in the coordinate change block, the ship steering control device 10 converts acceleration in the Earth coordinate system into acceleration in the hull coordinate system (hull acceleration) by using the azimuth angle detected by the azimuth angle sensor 14. This makes it possible to align the coordinate system with the propulsion command. The hull acceleration is determined separately in the longitudinal direction and the lateral direction. Therefore, the target value of the hull acceleration is also determined separately in the longitudinal direction and the lateral direction.

[0076] The ship steering control device 10 performs control to calculate correction values ​​for the longitudinal and lateral directions to bring the ship acceleration closer to a target value. This control is a feedback control such as PID control.

[0077] The ship maneuvering control device 10 corrects the propulsion command using the correction values ​​in the longitudinal direction and the lateral direction. Specifically, as shown in Fig. 12, the ship maneuvering control device 10 calculates the corrected longitudinal propulsion command (Fx) by subtracting the longitudinal force compensation value (Fx_f_comp) from the unit-converted longitudinal propulsion command (Fx_if) and adding the longitudinal direction correction value (Fx_damp). The ship maneuvering control device 10 calculates the corrected propulsion command (Fy) by adding the lateral direction correction value (Fy_damp) to the unit-converted lateral propulsion command (Fy_if).

[0078] As a result, control commands can be generated for the first propulsion unit 31 and the second propulsion unit 32 so that not only the water resistance force acting on the hull 30 but also the speed of the hull 30 is an appropriate value.

[0079] It is also possible to arbitrarily combine the processing using disturbance data described using Fig. 10, the processing using the angular velocity of the hull 30 described using Fig. 11, and the processing using the hull acceleration described using Fig. 12. Furthermore, even if the processing is other than the above, as long as it can be converted into longitudinal force, lateral force, and moment, it is possible to perform addition and subtraction because it has the same dimensions as the above-mentioned processing, and it can be combined with the above-mentioned processing.

[0080] Next, with reference to FIG. 13, a process for maintaining the position and orientation by actively utilizing the resistance force of water will be described.

[0081] The ship maneuvering system 1 has a function of maintaining the position and orientation of the hull 30 in the Earth coordinate system. By using this function, even if the hull 30 is swept away by tidal force, wind force, or the like and its position or orientation changes, the changes in the position and orientation of the hull 30 can be restored.

[0082] When the ship steering control device 10 determines that it has received a command to maintain the position and heading (S201), it sets the current position to the target position and the current heading to the target heading (S202). The current position can be determined using the value detected by the position sensor 13, and the current heading can be determined using the value detected by the heading angle sensor 14.

[0083] Next, the ship steering control device 10 controls the first propulsion unit 31 and the second propulsion unit 32 so that the differences from the target position and target heading approach zero (S203). This control is feedback control such as PID control.

[0084] As described above, in a vessel in which the propulsion units are arranged only on the stern side, as in this embodiment, it is difficult to increase only the propulsive force in the lateral direction. Therefore, when a strong tidal force or wind force acts from the lateral direction, it may be difficult to maintain the lateral position of the hull 30. Therefore, the vessel maneuvering control device 10 takes the following measures.

[0085] The vessel maneuvering control device 10 determines whether it is difficult to maintain the lateral position (S204). This determination can be made based on, for example, whether the difference in the lateral position of the hull 30 exceeds a threshold value despite control being performed to maintain the target position.

[0086] As explained using the hull characteristic data, the ship maneuvering control device 10 can change the target heading of the hull 30 and set a drift angle to move the hull 30 in the lateral direction while maintaining the heading angle near the target heading. Therefore, if the ship maneuvering control device 10 determines that maintaining the lateral position is difficult, it sets the target heading to an angle that allows the hull 30 to move in the lateral direction, and returns the position of the hull 30 to the target position (S205). This allows the hull 30 to be maintained at the target position even when strong tidal or wind forces act from the lateral direction. If the ship maneuvering control device 10 determines that the hull 30 has reached the target position (S206), it returns the target heading to the initial setting, i.e., the target heading determined in step S102 (S207). This allows the hull 30 to be returned to the initially set position and heading. If the ship maneuvering control device 10 again determines that maintaining the lateral position is difficult (S204), it performs processing to change the target heading again (S205).

[0087] In some cases, it may be preferable to maintain the position of the hull 30 even if it is desirable to correct the target heading to a value that takes into account the drift angle from the value set in S202, that is, temporarily sacrificing the maintenance of the heading of the hull 30, and in such cases, this control is suitable. Note that this control may include operator permission as a control start condition.

[0088] Next, an example of information displayed on the display 23 of the operation panel 20 will be described with reference to FIG.

[0089] The vessel maneuvering control device 10 displays control data related to the propulsion of the hull 30 on the display 23. Specifically, the vessel maneuvering control device 10 causes the display 23 to display a propulsion unit information display screen 23a and a navigation information display screen 23b.

[0090] The propulsion unit information display screen 23a displays information about the first propulsion unit 31 and the second propulsion unit 32. Specifically, the propulsion force and propulsion direction of the first propulsion unit 31 and the propulsion force and propulsion direction of the second propulsion unit 32 are displayed on the propulsion unit information display screen 23a. The propulsion force is displayed using the length of an arrow, and the propulsion direction is displayed using the orientation of the arrow. Furthermore, the longitudinal force, lateral force, and moment acting on the hull 30 by the first propulsion unit 31 and the second propulsion unit 32 are displayed on the propulsion unit information display screen 23a using outline arrows.

[0091] The navigation information display screen 23b uses arrows to display the movement direction and turning direction of the hull 30. The ship maneuvering control device 10 can estimate the movement direction and turning direction of the hull 30 by taking into consideration operation information from the operation panel 20, hull characteristic data, and detection results from the disturbance detection sensor 11. Therefore, the navigation information display screen 23b displays the movement direction and turning direction of the hull 30, including cases where the movement direction and turning direction of the hull 30 are accompanied by a change in attitude of the hull 30, as estimated by the ship maneuvering control device 10. Note that the movement direction and turning direction of the hull 30 may be determined using data from the GNSS sensor 13 or the angular velocity sensor 12.

[0092] Furthermore, the ship maneuvering control device 10 can estimate the attitude change of the hull 30 and the movement direction when the attitude change is involved by taking into account operation information from the operation panel 20, for example, the steering dial 22. Note that operation information from the joystick 21 may be taken into account instead of the steering dial 22. Therefore, the navigation information display screen 23b may display the movement direction including the case where the attitude change of the hull 30 is involved. The movement direction including the case where the attitude change of the hull 30 is involved may be displayed alone on the navigation information display screen 23b, or may be displayed together with at least one of the other information described above.

[0093] As described above, in this embodiment, the drift angle increases when the hull 30 performs high-speed lateral movement. As a result, the direction of movement of the hull 30 in the hull coordinate system changes. Since the navigation information display screen 23b displays the direction of movement of the hull 30 in the hull coordinate system, the direction of movement that takes into account changes in attitude associated with high-speed lateral movement is displayed on the navigation information display screen 23b. Consider now states A and B shown in FIG. 15. States A and B have the same direction of movement in the Earth coordinate system. However, because the drift angles in states A and B are different, the direction of movement in the hull coordinate system is also different. As a result, different directions are displayed on the navigation information display screen 23b for the direction of movement that takes into account changes in attitude of the hull 30. This allows the operator to easily grasp the direction of movement that takes into account changes in attitude of the hull 30, even while performing high-speed lateral movement.

[0094] The above-described information is displayed graphically using arrows instead of numerical values. Therefore, the operator can grasp the necessary information at a glance. However, the display screen in FIG. 14 is merely an example, and information may be displayed in a different manner. For example, only one of the propulsion unit information display screen 23a and the navigation information display screen 23b may be displayed on the display 23. It is not necessary to display all of the various forces or moments shown on the propulsion unit information display screen 23a; some may be omitted. Similarly, it is not necessary to display all of the various directions shown on the navigation information display screen 23b; some may be omitted. It may also be possible to switch between displaying and not displaying each piece of information on the display 23.

[0095] (Feature 1) As described above, the ship maneuvering control device 10 of this embodiment controls the first propulsion unit 31 and the second propulsion unit 32, which are capable of changing the propulsion force and propulsion direction. The ship maneuvering control device includes a receiving unit 10a, a memory unit 10b, and a calculation unit 10c. The receiving unit 10a receives propulsion commands that indicate the fore-aft or lateral movement direction of the hull 30, or the turning direction of the hull 30. The memory unit 10b stores hull characteristic data that indicates the relationship between the drift angle, which is the angle between the orientation of the hull 30 and the direction of movement of the hull 30, the ship speed through water, and the fore-aft force, lateral force, and moment, which are based on the resistance force that the hull 30 receives from the water as it moves. The calculation unit 10c modifies the propulsion command using a compensation value for the fore-aft force and a compensation value for the moment calculated based on the hull characteristic data, and controls the first propulsion unit 31 and the second propulsion unit 32 based on the modified propulsion command.

[0096] This allows the hull 30 to move laterally at high speed by actively utilizing the resistance of the water.

[0097] (Feature 2) The ship maneuvering control device 10 of this embodiment executes a high-speed lateral movement mode in response to a propulsion command. In the high-speed lateral movement mode, the ship maneuvering control device 10 controls the first propulsion unit 31 and the second propulsion unit 32 to generate a thrust force and a moment in the fore-and-aft direction in the hull coordinate system, and controls the first propulsion unit 31 and the second propulsion unit 32 to cause the movement direction of the hull 30 in the Earth coordinate system to include a component in the lateral direction of the hull 30.

[0098] This allows the hull 30 to move at high speed in a direction including a lateral component.

[0099] (Feature 3) In this embodiment, the ship steering control device 10 executes the high-speed lateral movement mode when the amount of operation for changing the position of the hull 30 received by the joystick 21 is equal to or greater than a threshold value, or when a switch instructing execution of the high-speed lateral movement mode is operated.

[0100] This allows the operator to instruct the high-speed lateral movement mode with a simple and clear operation.

[0101] (Feature 4) In the ship steering control device 10 of this embodiment, the receiver 10a acquires detection values ​​from the disturbance detection sensor 11 that detects disturbance data that affects the motion of the hull 30. The calculator 10c controls the first propulsion unit 31 and the second propulsion unit 32 based on the propulsion command, a compensation value determined based on the hull characteristic data, and the disturbance force acting on the hull 30 determined based on the disturbance data.

[0102] This makes it possible to detect the disturbance forces that the hull 30 receives from the environment, and therefore to control the first propulsion unit 31 and the second propulsion unit 32 taking into account the disturbance forces that the hull 30 receives from the environment.

[0103] (Feature 5) In the ship maneuvering control device 10 of this embodiment, the receiver 10a acquires detection values ​​from the angular velocity sensor 12 that detects the angular velocity of the turning of the hull 30. The calculator 10c controls the first propulsion unit 31 and the second propulsion unit 32 based on the propulsion command, a compensation value determined based on the hull characteristic data, and a moment required to bring the detection value of the angular velocity sensor 12 closer to the target angular velocity.

[0104] This makes it possible to prevent the angular velocity of the hull 30 from changing significantly.

[0105] (Feature 6) In the ship steering control device 10 of this embodiment, the calculation unit 10c controls the first propulsion unit 31 and the second propulsion unit 32 based on a propulsion command, a compensation value calculated based on hull characteristic data, a longitudinal force required to bring the longitudinal acceleration of the hull 30 closer to the target acceleration, and a lateral force required to bring the lateral acceleration of the hull 30 closer to the target acceleration.

[0106] This makes it possible to prevent the acceleration of the hull 30 from changing significantly.

[0107] (Feature 7) In the ship steering control device 10 of this embodiment, the calculation unit 10c sets a set drift angle and a set ship speed through water based on a lateral propulsion command and hull characteristic data. The calculation unit 10c calculates a compensation value for a force and a moment in the longitudinal direction based on the set drift angle, the set ship speed through water, and the hull characteristic data. The calculation unit 10c corrects the propulsion command using the compensation value for the force and the moment in the longitudinal direction, and controls the first propulsion unit 31 and the second propulsion unit 32 based on the corrected propulsion command.

[0108] This allows accurate compensation values ​​to be calculated using the hull characteristic data.

[0109] (Feature 8) The ship maneuvering system 1 of this embodiment includes a display 23 that displays information related to the propulsion of the hull 30. The display 23 displays at least one of the propulsion forces and propulsion directions of the first propulsion unit 31 and the second propulsion unit 32, the longitudinal forces, lateral forces, and moments that all of the propulsion units apply to the hull 30, and the direction of movement and direction of rotation of the hull 30 due to the propulsion units and disturbance forces.

[0110] This allows the operator to grasp information regarding, for example, the forces acting on the hull 30 and the movement or rotation of the hull 30 .

[0111] (Feature 9) The ship maneuvering control device 10 of this embodiment includes a display 23 that displays information related to the propulsion of the hull 30. When the attitude of the hull 30 changes, the display 23 displays the direction of movement estimated in consideration of the attitude change of the hull 30.

[0112] This allows the operator to grasp the direction of movement of the hull 30 even when the attitude of the hull 30 changes.

[0113] (Feature 10) In the ship steering control device 10 of this embodiment, the receiving unit 10a acquires detection values ​​from the position sensor 13, which detects the position of the hull 30. The receiving unit 10a acquires detection values ​​from the orientation sensor 14, which detects the orientation of the hull 30. When the calculation unit 10c receives a command to maintain the position and orientation of the hull 30, it controls the first propulsion unit 31 and the second propulsion unit 32 based on the detection values ​​from the position sensor 13 and the orientation sensor 14 to maintain the position and orientation of the hull 30. When the calculation unit 10c determines that the lateral position of the hull 30 cannot be maintained, it performs control to maintain the lateral position by changing the drift angle so as to increase the lateral propulsive force while suppressing the moment based on the hull characteristic data.

[0114] By changing the orientation of the hull 30, it is possible to increase the left-right propulsive force required to move the hull 30 laterally by balancing the moment of the hull 30 generated by increasing the lateral propulsive force with the resistance force of the water, making it easier to maintain the left-right position.

[0115] The above-mentioned features 1 to 9 can be combined, for example, as follows, to realize ship maneuvering control devices of the following configurations. The same applies to ship maneuvering systems, ship maneuvering control methods, and ship maneuvering control programs. [Configuration 1] A ship maneuvering control device of feature 1. [Configuration 2] A ship maneuvering control device that, in addition to configuration 1, further has feature 2. [Configuration 3] A ship maneuvering control device that, in addition to configuration 2, further has feature 3. [Configuration 4] A ship maneuvering control device that, in addition to any one of configurations 1 to 3, further has feature 4. [Configuration 5] A ship maneuvering control device that, in addition to any one of configurations 1 to 4, further has feature 5. [Configuration 6] A ship maneuvering control device that, in addition to any one of configurations 1 to 5, further has feature 6. [Configuration 7] A ship maneuvering control device that, in addition to any one of configurations 1 to 6, further has feature 7. [Configuration 8] A ship maneuvering control device that, in addition to any one of configurations 1 to 7, further has feature 8. [Configuration 9] A ship maneuvering control device that, in addition to any one of configurations 1 to 8, further has feature 9. [Configuration 10] A ship maneuvering control device having feature 10 in addition to any one of configurations 1, 2, 3, 7, 8, and 9.

[0116] The preferred embodiment of the present application has been described above, but the above configuration can be modified, for example, as follows.

[0117] Although the propulsion device in the above embodiment is an azimuth thruster, the present technology can be applied to other propulsion devices as long as the propulsion force and thrust direction can be changed. For example, the present technology can be applied to a propulsion device equipped with a screw and a rudder.

[0118] The functions of the elements disclosed herein can be performed using circuits or processing circuits, including general-purpose processors, special-purpose processors, integrated circuits, ASICs (Application Specific Integrated Circuits), conventional circuits, and / or combinations thereof, configured or programmed to perform the disclosed functions. A processor is considered a processing circuit or circuit because it includes transistors and other circuitry. In this disclosure, a circuit, unit, or means is hardware that performs the recited functions or hardware that is programmed to perform the recited functions. The hardware may be hardware disclosed herein or other known hardware that is programmed or configured to perform the recited functions. Where the hardware is a processor, which is considered a type of circuit, the circuit, means, or unit is a combination of hardware and software, and the software is used to configure the hardware and / or processor.

Claims

1. A ship control device that controls at least two propulsion units capable of changing the propulsion force and the propulsion direction, comprising: a receiving unit that receives a propulsion command for instructing a moving direction of the ship in the front-rear or left-right direction, or a turning direction of the ship; a storage unit that stores ship characteristic data indicating a relationship between a drift angle, which is an angle formed by the direction of the ship and the moving direction of the ship, a speed over the ground, and forces in the front-rear direction, forces in the left-right direction, and a moment based on the resistance force received by the ship from the water as the ship moves; and an arithmetic unit that corrects the propulsion command using a compensation value for the force in the front-rear direction and a compensation value for the moment obtained based on the ship characteristic data, and controls the propulsion units based on the corrected propulsion command.

2. The ship control device according to claim 1, wherein the arithmetic unit executes a high-speed lateral movement mode in response to the propulsion command, and in the high-speed lateral movement mode, the arithmetic unit controls the propulsion units so that a propulsion force in the front-rear direction is generated in a ship coordinate system and a moment is generated, and also controls the propulsion units so that the moving direction of the ship in a global coordinate system includes a component in the left-right direction of the ship.

3. The ship control device according to claim 2, wherein when a command value for the left-right moving direction of the propulsion command is equal to or greater than a threshold value, or when it is detected that a switch for instructing the execution of the high-speed lateral movement mode has been operated, the arithmetic unit executes the high-speed lateral movement mode.

4. The ship control device according to claim 1, wherein the receiving unit acquires a detection value of a disturbance detection sensor that detects disturbance data affecting the movement of the ship, and the arithmetic unit controls the propulsion units based on the propulsion command, a compensation value obtained based on the ship characteristic data, and a disturbance force received by the ship obtained based on the disturbance data.

5. The ship control device according to claim 1, wherein the receiving unit acquires a detection value of an angular velocity sensor that detects an angular velocity of the turning of the ship, and the arithmetic unit controls the propulsion units based on the propulsion command, a compensation value obtained based on the ship characteristic data, and a moment required to bring the detection value of the angular velocity sensor closer to a target angular velocity.

6. The ship control device according to claim 1, wherein the calculation unit controls the propulsion device based on the propulsion command, a compensation value obtained based on the hull characteristic data, a longitudinal force required to approximate the longitudinal acceleration of the hull to a target acceleration, and a lateral force required to approximate the lateral acceleration of the hull to a target acceleration.

7. The ship control device according to claim 1, wherein the calculation unit sets a set yaw angle and a set speed through water based on the lateral propulsion command and the hull characteristic data, the calculation unit obtains a compensation value for the longitudinal force and a compensation value for the moment based on the set yaw angle, the set speed through water, and the hull characteristic data, the calculation unit corrects the propulsion command using the compensation value for the longitudinal force and the compensation value for the moment, and controls the propulsion device based on the corrected propulsion command.

8. The ship control device according to claim 1, comprising a display unit that displays information related to the propulsion of the hull, and at least one of the following is displayed on the display unit: the propulsion force and propulsion direction of each propulsion device, the longitudinal force, lateral force, and moment exerted on the hull by all the propulsion devices, and the moving direction and turning direction of the hull due to the propulsion devices and the water resistance.

9. The ship control device according to claim 1, comprising a display unit that displays information related to the propulsion of the hull, and when the hull undergoes a change in attitude, the display unit displays the moving direction estimated in consideration of the change in attitude of the hull.

10. The ship control device according to claim 1, wherein the receiving unit acquires detection values of a position sensor that detects the position of the hull, the receiving unit acquires detection values of an azimuth sensor that detects the azimuth of the hull, when the calculation unit receives a command to maintain the position and azimuth of the hull, the propulsion unit is controlled based on the detection values of the position sensor and the azimuth sensor to maintain the position and azimuth of the hull, when the calculation unit determines that the position of the hull in the left-right direction cannot be maintained, control is performed to change the yaw angle so as to increase the lateral thrust while suppressing the moment based on the hull characteristic data and maintain the position in the left-right direction.

11. A ship control system comprising: the ship control device according to any one of claims 1 to 10; at least two of the propulsion units capable of changing the thrust and the propulsion direction; and an operation unit that receives an operation indicating the forward / backward or left / right movement direction of the hull or the turning direction of the hull and outputs a propulsion command corresponding to the received operation.

12. The ship control system according to claim 11, wherein the two propulsion units are arranged on the stern side.

13. A ship control method for controlling at least two propulsion units capable of changing the thrust and the propulsion direction, the method comprising: receiving a propulsion command indicating the forward / backward or left / right movement direction of the hull or the turning direction of the hull; obtaining a compensation value for the longitudinal force and a compensation value for the moment based on hull characteristic data indicating the relationship between the yaw angle, which is the angle formed by the direction of the hull and the movement direction of the hull, the speed of the ship relative to the water, and the longitudinal force, lateral force, and moment based on the resistance received by the hull from the water as the hull moves; correcting the propulsion command using the compensation value for the longitudinal force and the compensation value for the moment; and controlling the propulsion unit based on the corrected propulsion command.

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