JP6880171B2 - Hull load observation device, hull load observation method, and hull load observation program - Google Patents

Description

The present invention relates to a hull load observation device for observing a load related to a hull due to waves or the like, a hull load observation method, and a hull load observation program.

In ships such as large commercial ships, the hull load received by voyage has become a problem. For example, factors that generate hull load include slamming and whipping. Slamming is the impact that occurs when waves collide with the hull, and whipping is the vibration of the hull caused by slamming.

Accumulation of hull load may lead to changes in hull characteristics and damage to the hull that affect safe navigation and maneuvering.

For this reason, various systems for observing the hull load have been conventionally devised. For example, Non-Patent Document 1 describes a hull load monitoring system using an optical fiber or the like and a high-precision sensor.

Internet, http://dspace.dsto.defence.gov.au/dspace/bitstream/desto/10246/1/DSTO-TR-2818%20PR.pdf

However, the configuration described in Non-Patent Document 1 requires a large-scale installation work, and the hull load cannot be observed due to the simple configuration.

Therefore, an object of the present invention is to provide a hull load observation device, a hull load observation method, and a hull load observation program capable of observing a hull load with a simple configuration.

The hull load observation device of the present invention includes an acceleration measurement unit, a posture measurement unit, an extraction unit, and a load calculation unit. The acceleration measuring unit measures the acceleration of the hull. The attitude measurement unit measures the attitude of the hull. The extraction unit extracts the load observation acceleration caused by the phenomenon that causes the load on the hull from the acceleration, and extracts the load observation attitude caused by this phenomenon from the attitude. The load calculation unit calculates the load using the load observation acceleration and the load observation posture.

In this configuration, the acceleration measurement unit and the posture measurement unit are not complicated structures, and the extraction unit and the load calculation unit connected to them can be realized by a general arithmetic processing unit such as a CPU.

According to the present invention, the hull load can be observed with a simple configuration.

It is a block diagram of the hull load observation apparatus which concerns on 1st Embodiment of this invention. It is a block diagram which shows one structural example which realizes the motion state measurement part which concerns on 1st Embodiment of this invention. (A) is a plan view of a ship equipped with the hull load observation device according to the first embodiment of the present invention, and (B) is a plan view of the hull load observation device according to the first embodiment of the present invention. It is a side view of the equipped ship. It is a flowchart of the main flow executed by the hull load observation apparatus which concerns on 1st Embodiment of this invention. It is a flowchart of the 1st load calculation process. It is a flowchart of the 2nd load calculation process. It is a flowchart of the flow which observes slamming. (A) is a schematic flowchart of whipping estimation, and (B) is a detailed flowchart of whipping estimation. It is a flowchart which calculates the hull attitude change by slamming using the angular velocity. It is a block diagram of the hull load observation apparatus which concerns on 2nd Embodiment of this invention. (A) is a plan view of a ship equipped with the hull load observation device according to the second embodiment of the present invention, and (B) is a plan view of the hull load observation device according to the second embodiment of the present invention. It is a side view of the equipped ship. It is a flowchart which estimates the arrival direction of a wave which causes slamming. It is a flowchart which estimates a whipping propagation characteristic. It is a block diagram of the navigation support system to which the hull load observation apparatus which concerns on embodiment of this invention is applied.

The hull load observing apparatus according to the first embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a block diagram of a hull load observation device according to the first embodiment of the present invention. FIG. 2 is a block diagram showing a configuration example for realizing the motion state measuring unit according to the first embodiment of the present invention. FIG. 3A is a plan view of a ship equipped with the hull load observation device according to the first embodiment of the present invention. FIG. 3B is a side view of a ship equipped with the hull load observation device according to the first embodiment of the present invention.

As shown in FIG. 1, the hull load observation device 10 includes a motion state measurement unit 20, an extraction unit 30, and a load calculation unit 40. The extraction unit 30 and the load calculation unit 40 constitute a data processing unit 50. The data processing unit 50 is realized by hardware that executes arithmetic processing such as a CPU, and a program that causes the arithmetic processing hardware to execute the processing of the extraction unit 30 and the processing of the load calculation unit 40.

The motion state measuring unit 20 is arranged at a position suitable for calculating the load on the hull 100. For example, in the case of FIGS. 3 (A) and 3 (B), the motion state measuring unit 20 is located on the bow 101 of the hull 100. Have been placed. Although not shown in FIGS. 3A and 3B, the data processing unit 50 is installed in the wheelhouse 110 of the hull 100. The motion state measuring unit 20 and the data processing unit 50 are connected by a general-purpose communication means such as a communication cable, a wired LAN, and a wireless LAN. That is, the motion state measuring unit 20 and the data processing unit 50 are connected to a general-purpose and inexpensive communication means.

The motion state measuring unit 20 includes an acceleration measuring unit 21 and a posture measuring unit 22. The acceleration measurement unit 21 measures the acceleration of the hull 100 equipped with the hull load observation device 10. The attitude measurement unit 22 measures the attitude of the hull on which the hull load observation device 10 is mounted. The acceleration measurement unit 21 outputs the acceleration to the extraction unit 30. The posture measurement unit 22 outputs the posture to the extraction unit 30. In the case of FIGS. 3A and 3B, the acceleration measuring unit 21 measures the acceleration of the hull 100 at the bow 101. The attitude measurement unit 22 measures the attitude of the hull 100 at the bow 101.

The extraction unit 30 uses acceleration and attitude to observe phenomena that cause hull load (hereinafter, simply referred to as “load”) such as slamming and whipping.

The extraction unit 30 uses this observation result to extract the acceleration for load observation from the acceleration. The load observation acceleration is an acceleration generated by a phenomenon that causes a load such as slamming or whipping described above. In other words, the load observation acceleration is the measured acceleration minus the acceleration that occurs during normal navigation.

The extraction unit 30 uses this observation result to extract the load observation posture from the posture. The load observation posture is a posture caused by a phenomenon that causes a load such as slamming or whipping described above. In other words, the load observation attitude is the measured attitude minus the attitude that occurs during normal navigation.

The extraction unit 30 outputs the load observation acceleration and the load observation posture to the load calculation unit 40.

The load calculation unit 40 calculates the load on the hull 100 by using the load observation acceleration and the load observation posture. Specifically, the load calculation unit 40 calculates a load index value from the load observation acceleration and the load observation posture. For example, the load index value is calculated so that the load observation posture is a predetermined posture and the predetermined load observation acceleration, and the value is calculated according to these postures and accelerations. Further, the load finger index value is calculated so that the value increases as the load observation acceleration increases.

The load index value may use the amount of change or the rate of change of the acceleration for load observation. In this case, the value of the load index increases as the amount of change or the rate of change of the acceleration for load observation increases. Is calculated to. In this case, the amount or speed of change of the load observation acceleration is calculated from the load observation acceleration before and after the timing when the phenomenon that causes the load occurs.

Further, the load index value may use the amount of change or the rate of change of the load observation posture. In this case, the load index value increases as the amount of change or the rate of change of the load observation posture increases. Is calculated to. In this case, the amount or speed of change in the load observation posture is calculated from the load observation acceleration before and after the timing when the phenomenon that causes the load occurs.

The load calculation unit 40 integrates the sequentially calculated load index values. The load calculation unit 40 calculates this integrated value as a load. At this time, the load calculation unit 40 may set a threshold value for the index value in the load index value, and integrate only when the load index value exceeds the threshold value for the index value.

Further, for example, the load calculation unit 40 compares the integrated value of the load index value, that is, the load with a predetermined notification threshold value. The load calculation unit 40 notifies a warning or the like when the load exceeds the notification threshold value.

By using such a configuration, the load applied to the hull 100 by slamming, whipping, or the like can be calculated with a simple configuration. In addition, it is possible to notify with a simple configuration that the load of the hull 100 has reached a dangerous level.

Then, the hull load observation device 10 calculates the load only from the acceleration and the attitude that cause the load by using the load observation acceleration extracted from the acceleration and the load observation attitude extracted from the attitude. Therefore, the hull load observation device 10 can calculate the load with high accuracy.

In the above description, the mode in which each process is executed for each functional unit is shown, but the process of the above-mentioned functional unit is programmed and stored, and this program is executed by the hardware of the arithmetic processing such as the CPU. You may. In this case, the process is executed based on the following flow. FIG. 4 is a flowchart showing the main process of load observation according to the first embodiment of the present invention.

As shown in FIG. 4, the arithmetic processing hardware (hereinafter, arithmetic processing apparatus) acquires the acceleration and attitude of the hull (S101). The arithmetic processing unit extracts the load observation acceleration from the acceleration and extracts the load observation posture from the posture (S102). The arithmetic processing unit calculates the load using the load observation acceleration and the load observation posture (S103).

The specific method for calculating the load is, for example, the method shown in FIGS. 5 and 6. FIG. 5 is a flowchart of the first load calculation process. FIG. 6 is a flowchart of the second load calculation process.

In the case shown in FIG. 5, the arithmetic processing unit calculates the load index value from the load observation acceleration and the load observation posture as described above (S111). The arithmetic processing unit integrates the load index values to calculate the load (S112).

In the case shown in FIG. 6, the arithmetic processing unit calculates the load index value from the load observation acceleration and the load observation posture as described above (S111). If the load index value exceeds the threshold value for the index value (S113: YES), the arithmetic processing unit integrates the load index value and calculates the load (S112). If the load index value does not exceed the threshold value for the index value (S113: NO), the arithmetic processing unit does not add the load index value to the integrated value up to that point (S114), and calculates the load. When the method shown in FIG. 6 is used, if the load index value is small and does not adversely affect the hull 100 (exhaustion, etc.), the load index value in this case is not integrated. As a result, the load can be calculated with higher accuracy.

Next, an example of a specific configuration of the motion state measuring unit 20 will be described with reference to FIG.

The motion state measuring unit 20 includes antennas 201, 202, 203, receiving units 204, 205, 206, an inertial sensor 207, and a calculation unit 208. The antenna 201 is connected to the receiving unit 204, the antenna 202 is connected to the receiving unit 205, and the antenna 203 is connected to the receiving unit 206. The receiving units 204, 205, 206 and the inertial sensor 207 are connected to the calculation unit 208.

The arrangement of the antennas 201, 202, and 203 is such that they are not all arranged on one straight line. The antenna 201 receives the positioning signal and outputs it to the receiving unit 204. The antenna 202 receives the positioning signal and outputs it to the receiving unit 205. The antenna 203 receives the positioning signal and outputs it to the receiving unit 206. The positioning signal is a signal transmitted from a positioning satellite such as a GNSS satellite, and is a signal obtained by modulating a carrier signal with a code unique to each positioning satellite. A navigation message including orbit information of the positioning satellite is superimposed on the carrier signal. The antennas 201, 202, and 203 need only receive at least four positioning signals common to them.

The receiving unit 204 captures and tracks the positioning signal received by the antenna 201, and observes the code phase and the carrier wave phase. The receiving unit 205 captures and tracks the positioning signal received by the antenna 202, and observes the code phase and the carrier wave phase. The receiving unit 206 captures and tracks the positioning signal received by the antenna 203, and observes the code phase and the carrier wave phase.

The receiving units 204, 205, and 206 observe the code phase and the carrier phase at preset time intervals. The receiving units 204, 205, and 206 output the observed carrier phase to the calculation unit 208 together with the observed time. The receiving units 204, 205, and 206 may output the code phase to the calculation unit 208, or may output the code pseudo distance obtained from the code phase or the positioning result based on the code pseudo distance to the calculation unit 208. ..

The inertial sensor 207 includes at least an acceleration sensor. The inertial sensor 207 measures the acceleration of the three orthogonal axes of the hull coordinate system at the installation location and outputs the acceleration to the calculation unit 208.

The calculation unit 208 uses the carrier phase to calculate the angular velocity and attitude at the installation position of the motion state measurement unit 20 on the hull 100. More specifically, the calculation unit 208 sets the baseline vector for the antennas 201, 202, 203 by using the carrier phase difference (carrier phase difference) of the receiving units 204, 205, 206. The calculation unit 208 calculates the angular velocity around the three orthogonal axes of the absolute coordinate system from the change of the baseline vector obtained for each observation time. The calculation unit 208 performs coordinate conversion of the angular velocities around the three orthogonal axes of the absolute coordinate system, converts them into the hull coordinate system, and calculates the attitude of the hull 100.

The calculation unit 208 uses the output of the inertial sensor 207 as it is and outputs it as the acceleration of the hull 100. The calculation unit 208 may calculate the acceleration of the hull 100 by correcting the output of the inertial sensor 207 using the acceleration calculated from the carrier phase. As a result, the calculation accuracy of the acceleration is improved.

As described above, in the configuration shown in FIG. 2, the acceleration measurement unit 21 of FIG. 1 is realized by the inertia sensor 207 and the calculation unit 208. Further, in the configuration shown in FIG. 2, the posture measuring unit 22 shown in FIG. 1 is realized by the receiving units 204, 205, 206 and the calculation unit 208. As a result, the acceleration that is the source of the load observation acceleration and the posture that is the source of the load observation posture can be measured by a simple configuration of a device that integrates the positioning calculation function and the inertial sensor.

In the motion state measurement unit 20, the inertial sensor 207 can be omitted. In this case, the acceleration may be calculated using the carrier phase. On the other hand, in the motion state measuring unit 20, the antennas 201, 202, 203 and the receiving units 204, 205, 206 may be omitted, and the inertia sensor 207 may be provided with the posture sensor together with the acceleration sensor. Further, the inertial sensor 207 may be provided with an angular velocity sensor, and the posture from which the load observation posture is extracted may be calculated by using the output of the angular velocity sensor and the angular velocity according to the carrier phase.

Next, a slamming and whipping observation method for extracting the load observation acceleration and the load observation posture will be described. As shown in FIG. 3B, slamming is an impact generated when a wave collides with the hull 100. As shown in FIG. 3B, whipping is vibration generated in the hull 100 by slamming.

Generally, the extraction unit 30 observes slamming by using accelerations at a plurality of observation times. In addition, the extraction unit 30 observes whipping by using accelerations or changes in posture (angular velocity) at a plurality of observation times. Then, the extraction unit 30 detects the timing of occurrence of these slamming and whipping. That is, the extraction unit 30 also functions as a detection unit that detects the timing of occurrence of a phenomenon that causes a load on the hull.

FIG. 7 is a flowchart of a flow for observing slamming.

First, the extraction unit 30 buffers accelerations at a plurality of observation times (S211). At this time, the extraction unit 30 buffers the posture as well as the acceleration. The extraction unit 30 acquires the Z-axis acceleration az included in the acceleration at each observation time (S212). The Z-axis acceleration az is the vertical acceleration in the hull coordinate system.

The extraction unit 30 processes the Z-axis acceleration az with a high-pass filter (HPF) (S213). The Z-axis acceleration az due to slamming has a higher frequency than the steady Z-axis acceleration due to normal waves. Therefore, the threshold frequency of the high-pass filtering is set between the steady Z-axis acceleration due to normal waves and the Z-axis acceleration az due to slamming obtained in advance by experimental, empirical, or simulation. .. By performing this process, the steady component due to the normal wave contained in the Z-axis acceleration is removed.

The extraction unit 30 compares the post-HPF acceleration azf with the threshold Th (S214). The threshold value Th is set to the lower limit value of the Z-axis acceleration at which it can be determined that waves collide with the hull 100 and slamming occurs. The threshold Th is a value determined experimentally, empirically, or by simulation, and may be changed based on the motion state of the hull. For example, the threshold Th may be raised in stormy weather, or the threshold Th may be lowered in stationary weather.

If the post-HPF acceleration azf is equal to or higher than the threshold value Th (azf ≧ Th) (S215: YES), the extraction unit 30 detects that slamming has occurred (S216). When the extraction unit 30 detects the occurrence of slamming, it saves the accelerations of a plurality of observation times before the occurrence of slamming is detected (S217). At this time, the extraction unit 30 stores the posture as well as the acceleration. If only slamming is detected, step S217 can be omitted.

The extraction unit 30 uses the post-HPF acceleration azf at the slamming occurrence timing as the load observation acceleration. Further, the extraction unit 30 uses the posture at the slamming occurrence timing as the load observation posture.

On the other hand, if the post-HPF acceleration azf is less than the threshold value Th (azf <Th) (S215: NO), the data processing unit 50 determines that slamming has not occurred.

By using such a configuration and processing, the extraction unit 30 can observe slamming. At this time, if the acceleration using the carrier wave phase is used, the extraction unit 30 can observe the slamming with high accuracy and can extract the acceleration for load observation with high accuracy.

Further, the extraction unit 30 can accurately separate the acceleration due to the normal shaking of the hull 100 and the acceleration due to the impact of slamming by using the post-HPF acceleration azf. As a result, the extraction unit 30 can observe the slamming with higher accuracy.

FIG. 8A is a schematic flowchart of whipping estimation. FIG. 8B is a detailed flowchart of whipping estimation.

As shown in FIG. 8A, the extraction unit 30 acquires postures at a plurality of observation times before and after the occurrence of slamming (S301). The extraction unit 30 calculates the change speed of the posture from the postures at a plurality of observation times. The extraction unit 30 performs frequency analysis of the change speed of the posture (S302). The frequency analysis is a process (for example, FFT process) for calculating the frequency spectrum of the attitude change rate. The extraction unit 30 estimates the whipping frequency and the whipping intensity from the frequency spectrum (S303).

More specifically, as shown in FIG. 8B, the extraction unit 30 detects the peak of the frequency spectrum of the posture change rate and detects the peak intensity PS (S311). The extraction unit 30 compares the peak intensity PS with the whipping detection threshold Thp. The whipping detection threshold Thp is set to a lower limit value of the spectral intensity at which it can be determined that whipping has occurred. The whipping detection threshold Thp is a value determined experimentally, empirically, or by simulation, and may be changed based on the motion state of the hull. For example, the whipping detection threshold Thp may be raised in stormy weather, or the whipping detection threshold Thp may be lowered when stationary.

If the peak intensity PS is equal to or higher than the whipping detection threshold Thp (PS ≧ Thp) (S312: YES), the extraction unit 30 determines that whipping has occurred (S313). Then, the extraction unit 30 sets this peak intensity PS to the whipping intensity. Further, the extraction unit 30 sets the frequency at which the peak intensity PS becomes the whipping frequency. On the other hand, if the peak intensity PS is less than the whipping detection threshold Thp (PS <Thp) (S312: NO), the extraction unit 30 determines that whipping has not occurred.

The extraction unit 30 uses the posture at the whipping generation timing as the load observation posture. Further, the extraction unit 30 uses the post-HPF acceleration azf at the whipping generation timing as the load observation acceleration.

Here, as described above, the attitude is calculated with high accuracy using the carrier phase. Therefore, with such a configuration and processing, the extraction unit 30 can reliably and accurately determine the occurrence of whipping with a simple configuration. In addition, the extraction unit 30 can reliably and accurately detect the whipping intensity and the whipping frequency with a simple configuration. As a result, the load index value and the load can be calculated accurately.

The posture, the amount of change in posture, and the speed of change in posture when the above-mentioned phenomenon that causes the load occurs can be calculated from the angular velocity using the angular velocity sensor. FIG. 9 is a flowchart for calculating the hull attitude change due to slamming using the angular velocity.

As described above, the extraction unit 30 detects the occurrence of slamming and acquires the angular velocities of a plurality of observation times before and after the occurrence of slamming (S401). The extraction unit 30 performs a low-pass filter process on the angular velocity (S402). The angular velocity includes various types of noise, and the frequency of the noise is usually higher than the frequency of the angular velocity due to slamming. Therefore, noise is removed by low-pass filtering the angular velocity.

The extraction unit 30 uses this angular velocity to calculate the posture within a predetermined time before and after the occurrence of slamming (S403). In addition, these predetermined times may be set appropriately, and may be different between the case before the occurrence of slamming and the case after the occurrence of slamming.

The extraction unit 30 calculates the amount of change in posture by using the difference between the posture before the occurrence of slamming and the posture after the occurrence of slamming (S404). Alternatively, the extraction unit 30 calculates the posture change speed by using the amount of time change between the posture before the occurrence of slamming and the posture after the occurrence of slamming (S404).

In the above process, the load using the amount of change in acceleration or posture is calculated. However, by using the direction of change in acceleration and the direction of change in attitude, the direction of displacement of a specific portion of the hull 100, which can be a factor of the load, can be extracted. For example, the direction of displacement in the Z-axis direction of a specific portion of the hull 100 such as the bow 101 can be extracted. Thereby, it is possible to detect whether the specific part such as the bow 101 is lowered or the specific part such as the bow 101 is raised by slamming, that is, the state of the seawater being driven.

In the above configuration, the motion state measuring unit 20 is provided with three antennas 201, 202, 203 and receiving units 204, 205, 206. However, since the acceleration sensor is provided as the inertial sensor, the motion state measuring unit 20 may include at least two antennas and two receiving units.

Next, the hull load observing apparatus according to the second embodiment of the present invention will be described with reference to the drawings. FIG. 10 is a block diagram of the hull load observation device according to the second embodiment of the present invention. FIG. 11A is a plan view of a ship equipped with the hull load observation device according to the second embodiment of the present invention. FIG. 11B is a side view of a ship equipped with the hull load observation device according to the second embodiment of the present invention.

As shown in FIGS. 10, 11 (A), and 12 (B), the hull load observation device 10A according to the present embodiment includes motion state measurement units 20A, 20B, 20C, and 20D, which are data processing units. It differs from the hull load observation device 10 according to the first embodiment in that it is connected to 50A.

The motion state measuring units 20A, 20B, 20C, and 20D are arranged at different positions on the hull 100. In other words, there are a plurality of pairs of the acceleration measurement unit 21 and the attitude measurement unit 22, and the acceleration measurement unit 21 and the attitude measurement unit 22 are arranged at different positions in 100 of the hull for each group.

The motion state measuring units 20A, 20B, 20C, and 20D have the same configuration. As shown in FIGS. 11A and 11B, the motion state measuring units 20A, 20B, 20C, and 20D are installed on the hull 100. The motion state measuring unit 20A is installed on the bow 101 of the hull 100. The motion state measuring unit 20B is installed at a position in the middle of the hull 100 in the bow-stern direction (X-axis direction of the hull coordinate system). The motion state measuring units 20C and 20D are installed on the wheelhouse 110 near the stern 102 of the hull 100. The motion state measuring units 20C and 20D are installed near the starboard side or the port side of the hull 100, respectively. The motion state measuring units 20C and 20D are arranged so that the baseline connecting these motion state measuring units 20C and 20D is parallel to the starboard-port direction (Y-axis direction of the hull coordinate system).

The data processing unit 50A observes the load (detection of slamming, detection of whipping, etc.) shown in the first embodiment described above for each of the installation positions of the motion state measurement units 20A, 20B, 20C, and 20D. ) And observe the same load. As a result, the hull load observing device 10 can individually observe the load at each of the plurality of positions of the hull 100. Then, the loads at these plurality of positions can be synchronized with high accuracy according to the time of the positioning system that can be demodulated from the positioning signal. As a result, the loads generated at the same time can be observed at a plurality of positions of the hull 100.

The arrangement of the motion state measuring units 20A, 20B, 20C, and 20D is not limited to this, and it is preferable that all the motion state measuring units 20A, 20B, 20C, and 20D are not arranged in a straight line. As a result, even if the motion state measuring units 20A, 20B, 20C, and 20D are provided with one antenna, a plurality of baseline vectors can be set and can be used for load observation. In other words, if the motion state measuring units 20A, 20B, 20C, and 20D have one antenna, a plurality of baseline vectors can be set and can be used for load observation using the carrier phase.

As a specific example, in the configuration shown in FIG. 11A, the motion state measurement unit 20B has the motion state measurement unit 20A and the motion state measurement unit 20D on the baseline connecting the motion state measurement unit 20A and the motion state measurement unit 20C. It is arranged at a position that is neither on the baseline connecting the two and on the baseline connecting the motion state measuring unit 20C and the motion state measuring unit 20D. As a result, the number of baseline vectors that are not parallel to each other can be increased as much as possible within the limit range of the number of motion state measuring units. Further, it is preferable that the motion state measuring units 20A, 20B, 20C, and 20D are arranged so as to cover a wide range, that is, the length of the baseline vector connecting the motion state measuring units is long. As a result, the calculation accuracy of the baseline vector is improved, and the calculation accuracy of the attitude and the load is improved.

Further, since the synchronization using the time of the positioning system is possible, the data processing unit 50A can observe the following load factors. The observed load factors include, for example, estimation of the wave collision arrival direction, estimation of whipping propagation characteristics, and the like.

FIG. 12 is a flowchart for estimating the arrival direction of the wave that causes slamming.

The data processing unit 50A acquires accelerations of a plurality of observation times after the occurrence of slamming output from the motion state measurement units 20A, 20B, 20C, and 20D (S501).

The data processing unit 50A extracts the acceleration for load observation for each acceleration. The data processing unit 50A synchronizes the accelerations (acceleration for load observation) of the motion state measuring units 20A, 20B, 20C, and 20D. Acceleration (acceleration for load observation) is synchronized by the observation time acquired together with acceleration (acceleration for load observation). Since the observation time uses the time of the positioning system, the observation time is synchronized with high accuracy.

The data processing unit 50A detects the maximum acceleration (acceleration for load observation) of the motion state measuring units 20A, 20B, 20C, and 20D at the same time (S502).

The data processing unit 50A estimates the position of the motion state measuring unit that has observed the maximum acceleration with respect to the hull 100 as the direction of arrival of waves that cause slamming (S503).

Then, as described above, the acceleration of each observation time is calculated with high accuracy, and the acceleration of each motion state measurement unit is synchronized with the highly accurate observation time, so that the acceleration of each motion state measurement unit is synchronized. The maximum acceleration calculated from is also detected with high accuracy. Therefore, by using this configuration and processing, the hull load observing device 10A can reliably and accurately detect the direction of arrival of waves that cause slamming with a simple configuration, and by extension, can accurately observe the load.

In addition, since the acceleration can be synchronized based on the highly accurate observation time, it is possible to detect the direction of arrival of waves that cause slamming with an inexpensive configuration without requiring large-scale construction.

FIG. 13 is a flowchart for estimating the whipping propagation characteristic.

The data processing unit 50A detects whipping for each of the motion state measuring units 20A, 20B, 20C, and 20D by using the above method (S601). At this time, the data processing unit 50A also detects the whipping detection data including the whipping intensity (amplitude) and frequency. The data processing unit 50A sets the whipping intensity (amplitude) and frequency detection time based on the observation time and includes them in the whipping detection data.

The data processing unit 50A synchronizes the whipping detection data of the motion state measuring units 20A, 20B, 20C, and 20D, and estimates the whipping propagation characteristics. That is, the data processing unit 50A uses the amplitude characteristics or frequency characteristics of the accelerations of the motion state measuring units 20A, 20B, 20C, and 20D, or the amplitude characteristics or frequency characteristics of the amount of change in posture (change speed) to propagate whipping. Estimate the characteristics. Specifically, the data processing unit 50A estimates the propagation direction of whipping based on the difference in detection time of the motion state measuring units 20A, 20B, 20C, and 20D with respect to the frequency component detected as whipping, that is, the time series. Further, the data processing unit 50A estimates the damping characteristic of the whipping due to propagation from the whipping intensity detected by each of the motion state measuring units 20A, 20B, 20C, and 20D. As a result, the data processing unit 50A can estimate the whipping intensity at the desired position of the hull 100. Therefore, the hull load observing device 10A can estimate and observe the load at an arbitrary position of the hull 100 by using this whipping propagation characteristic.

Moreover, since the acceleration can be synchronized based on the highly accurate observation time, the whipping propagation characteristics can be estimated with an inexpensive configuration without requiring a large-scale construction.

The above-mentioned hull load observation devices 10 and 10A can be applied to the following navigation support system. FIG. 14 is a block diagram of a navigation support system to which the hull load observation device according to the embodiment of the present invention is applied.

As shown in FIG. 14, the navigation support system 80 includes a hull load observation device 10A, a support unit 70, a ship speed acquisition unit 61, a rudder angle acquisition unit 62, and a sea state acquisition unit 63. The hull load observation device 10A, the ship speed acquisition unit 61, the rudder angle acquisition unit 62, and the sea state acquisition unit 63 are connected to the support unit 70.

The ship speed acquisition unit 61 acquires the ship speed by calculating the speed from the acceleration of any of the motion state measurement units 20A, 20B, 20C, and 20D. Alternatively, a Doppler sonar attached to the hull 100 is connected to the ship speed acquisition unit 61, and the ship speed is acquired by a known method from the output value of the Doppler sonar.

The steering angle acquisition unit 62 is connected to a steering angle sensor attached to the hull 100, and acquires a steering angle by a known method from the output value of the steering angle sensor.

The sea state acquisition unit 63 is connected to a wave radar attached to the hull 100, and acquires the sea state from the output value of the wave radar by a known method. Further, the sea state acquisition unit 63 has a wireless communication function and acquires the sea state from the outside.

The support unit 70 uses information on the load from the hull load observation device 10A, the ship speed from the ship speed acquisition unit 61, the rudder angle from the rudder angle acquisition unit 62, and the sea state from the sea state acquisition unit 63 to generate the load. Generate navigation support information to avoid. Specifically, the navigation support information is information including ship speed control and steering angle control for avoiding slamming that may be a load.

By performing such a configuration and processing, it is possible to provide navigation support that reduces the load.

Although FIG. 14 shows an embodiment in which the hull load observation device 10A is used, it is also possible to use the hull load observation device 10.

Further, in the above-mentioned hull load observation device, the case where slamming or whipping is mainly detected as a phenomenon that causes the load is shown, but by using the configuration of the hull load observation device 10A, sagging and hogging of the hull are detected. It is also possible.

10, 10A: Hull load observation device 20, 20A, 20B, 20C, 20D: Motion state measurement unit 21: Acceleration measurement unit 22: Attitude measurement unit 30: Extraction unit 40: Load calculation unit 50, 50A: Data processing unit 61: Ship speed acquisition unit 62: Rudder angle acquisition unit 63: Sea state acquisition unit 70: Support unit 80: Navigation support system 100: Hull 101: Bow 102: Stern 110: Wheelhouse 201, 202, 203: Antennas 204, 205, 206: Receiver 207: Inertivity sensor 208: Calculation unit

Claims (18)

Acceleration measuring unit that measures the acceleration of the hull and
The attitude measurement unit that measures the attitude of the hull,
By filtering the acceleration, the acceleration for load observation caused by the phenomenon that causes the load on the hull is extracted from the acceleration.
An extraction unit that extracts the load observation posture caused by the phenomenon from the posture by detecting the frequency peak of the posture.
A load calculation unit that calculates the load using the load observation acceleration and the load observation posture,
To prepare
Hull load observation device. The hull load observation device according to claim 1.
The load calculation unit
Using the load observation acceleration and the load observation attitude, the load at a specific location on the hull is calculated.
Hull load observation device. The hull load observing apparatus according to claim 1 or 2.
The load calculation unit
A load index value is calculated from the load observation acceleration and the load observation posture, and the load is calculated using the integrated value of the load index value.
Hull load observation device. The hull load observation device according to claim 3.
The extraction unit
The load observation acceleration and the load observation posture at two or more timings including any of the timing at which the phenomenon occurs, before the timing, and after the timing are extracted.
The load calculation unit uses at least one of the change amount or change speed of the load observation acceleration and the change amount or change speed of the load observation posture at the two or more timings, and uses the load. Calculate the index value,
Hull load observation device. The hull load observing apparatus according to claim 3 or 4.
The load calculation unit
When the load index value exceeds the threshold value, this load index value is added to the integrated value.
Hull load observation device. The hull load observing apparatus according to any one of claims 3 to 5.
The load calculation unit
Using the load observation attitude and the load observation acceleration, the attitude of the hull and the direction and intensity of the acceleration applied to the hull in the attitude are calculated.
The load index value is calculated using the attitude of the hull and the direction and intensity of the acceleration applied to the hull in the attitude.
Hull load observation device. The hull load observing apparatus according to any one of claims 1 to 6.
The acceleration measuring unit and the posture measuring unit are composed of a motion state measuring unit.
The exercise state measurement unit
An antenna installed on the hull to receive positioning signals,
A posture measuring unit that calculates at least the posture using the carrier phase of the positioning signal received by the antenna, and
An inertial sensor installed on the hull that measures at least the acceleration,
To prepare
Hull load observation device. The hull load observing apparatus according to any one of claims 1 to 6.
The acceleration measuring unit and the attitude measuring unit are arranged at a plurality of locations on the hull.
The load calculation unit
The load is calculated for each of a plurality of locations on the hull.
Hull load observation device. The hull load observing apparatus according to claim 8.
The load calculation unit
Synchronize the measurement times of the plurality of acceleration measuring units or the plurality of posture measuring units,
Calculate the load,
Hull load observation device. The hull load observing apparatus according to claim 9.
By configuring the acceleration measuring unit and the posture measuring unit arranged at the same position by the motion state measuring unit, a plurality of motion state measuring units are arranged on the hull.
The plurality of motion state measuring units
An antenna installed on the hull to receive positioning signals,
A posture measuring unit that calculates at least the posture using the carrier phase of the positioning signal received by the antenna, and
An inertial sensor installed on the hull that measures at least the acceleration,
To prepare for each
The plurality of motion state measuring units
The synchronization is performed using the positioning signal.
Hull load observation device. The hull load observing apparatus according to any one of claims 8 to 10.
It is provided with an arrival direction estimation unit that estimates the arrival direction of the phenomenon using the acceleration.
Hull load observation device. The hull load observing apparatus according to any one of claims 8 to 11.
A propagation direction estimation unit for estimating the propagation direction of the phenomenon using the posture is provided.
Hull load observation device. The hull load observing apparatus according to any one of claims 1 to 12.
Before Symbol timing variation or rate of change of acceleration exceeds the acceleration threshold, or detecting a timing change amount or rate of change of the posture is more than an attitude threshold, as the generation timing of the phenomenon which causes the load of the hull Equipped with a detection unit
Hull load observation device. The hull load observing apparatus according to any one of claims 1 to 13.
The phenomenon is slamming or whipping of the hull,
Hull load observation device. Measure the acceleration of the hull and
Measure the attitude of the hull and
By filtering the acceleration, the acceleration for load observation caused by the phenomenon that causes the load on the hull is extracted from the acceleration.
By detecting the frequency peak of the attitude, the attitude for load observation caused by the phenomenon is extracted from the attitude.
The load is calculated using the load observation acceleration and the load observation posture.
Hull load observation method. The hull load observation method according to claim 15.
Before Symbol timing variation or rate of change of acceleration exceeds the acceleration threshold, or detecting a timing change amount or rate of change of the posture is more than an attitude threshold, as the generation timing of the phenomenon which causes the load of the hull To do,
Hull load observation method. Measure the acceleration of the hull and
Measure the attitude of the hull and
By filtering the acceleration, the acceleration for load observation caused by the phenomenon that causes the load on the hull is extracted from the acceleration.
By detecting the frequency peak of the attitude, the attitude for load observation caused by the phenomenon is extracted from the attitude.
The load is calculated using the load observation acceleration and the load observation posture.
A hull load observation program that causes an arithmetic processing unit to execute processing. The hull load observation program according to claim 17.
Before Symbol timing variation or rate of change of acceleration exceeds the acceleration threshold, or detecting a timing change amount or rate of change of the posture is more than an attitude threshold, as the generation timing of the phenomenon which causes the load of the hull To do,
A hull load observation program that causes an arithmetic processing unit to execute processing.

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