JPS6119480B2 - - Google Patents

Description

[Detailed description of the invention]

TECHNICAL FIELD The present invention relates to an automatic ship maneuvering system for a ship, and more particularly to an automatic ship maneuvering system for a ship equipped with two propulsors at the bow. In general, a blade wheel propeller as a propulsion device installed on a ship can generate the thrust vector desired by the ship operator by combining the swing angles of multiple blades arranged on a rotating orbit circle. As shown in Figure 1, when the steering point N of a blade wheel propeller is moved, a different sway angle φ is generated in each blade due to the blade drive mechanism, and as a result, the total force of each blade is A thrust force T is generated in proportion to the amount of eccentricity. Conventionally, as a means of controlling a blade wheel propeller, the second
There is a device as shown in the figure, and the reference numerals 1a and 1 to 4 indicate the control devices for the first bladed wheel propeller, and 5 to 9 indicate the control devices for the second bladed wheel propeller, and the functions of each control device are as follows. Since they are exactly the same, talking about the control system for the first bladed propeller, the operator adjusts the magnitude of the thrust (=eccentricity) by moving the forward/backward lever 1a, and then by moving the steering lever 1. Adjust the direction of thrust. When the forward/backward lever 1a is operated, the speed servo mechanism 2 is activated to determine the magnitude (eccentricity) shown in FIG. 1, and when the steering lever 1 is operated, the rudder servo mechanism 3 is activated. Then, the direction of the ON axis is determined, and the steering point N of the blade wheel propeller is positioned. When the position of the steering point N is determined in this way, the swing angle φ of each blade is determined by the blade drive mechanism 4,
The thrust vector desired by the vessel operator will be generated. By the way, during the turning motion of a ship, as shown in Figures 3 and 4, it is thought that the ship's body rotates around the center of rotation R, which has moved from the ship's center of gravity G to the bow. In a ship equipped with a car propeller, if the thrust of each impeller is directed perpendicular to the ship's centerline C in order to effectively generate a turning moment due to thrust, the resultant force F of the thrust of the two impellers will be generated. The direction is close to perpendicular to the hull centerline C, but the point of action P of the resultant force F on the hull centerline C
Because the distance between the center of rotation and the center of rotation R becomes too short, no effective turning moment is generated even though the resultant force F is large, and the ship cannot turn while balancing the resistance moment received from the fluid due to the cross flow. result. (See Figure 3) On the other hand, if the two propellers generate forward thrust and reverse thrust along the direction of the hull centerline C as shown in Figure 4, the resultant force F will be at the hull center. The distance between the point of action P' on line C and the center of rotation position R becomes longer, and as a result, an effective turning moment is generated even though the resultant force F is small, and because the resultant force F is small, the ship has less lateral flow. This makes turning movement easier without causing any problems. However, with this type of conventional control means,
While making the above judgment, one helmsman operates the first forward/backward lever 1a and the second forward/backward lever 5.
, and operating the first steering lever 1 and the second steering lever 6, it requires considerable skill to turn the vessel while monitoring the speedometer and direction detector, and it is difficult for an unskilled person to do so. In this case, there is a problem that work efficiency and safety are lowered due to inexperience. The present invention aims to solve these problems, and aims to improve the turning performance of a ship equipped with two propulsion units at the bow, and to reduce the labor burden on the helmsman through automation. The purpose is to provide an automatic ship maneuvering device that reduces the number of ships. For this reason, in the automatic ship maneuvering system of the present invention, two propulsion devices each equipped with a mechanism that can independently change the magnitude and direction of the generated thrust are arranged symmetrically in the bow section across the hull center line. On a ship,
A speed meter 502 that detects a speed component u at the ship's center of gravity position and a speed component v in a direction perpendicular to this, a direction detector 503 that detects a heading signal θ, and a speed setting device that outputs a ship speed setting signal u _s. vessel 500
and a heading setting device 501 that outputs the heading setting signal θ _{s .}
and the above-mentioned heading signal θ;
a second subtractor 506 that receives as inputs the output u _a of the ship speed calculator 505 and the output of the speed setter 500; A PI controller 507 whose input is the output of the second subtractor 506, and first to fourth P controllers 50 whose input is the output v _a of the ship speed calculator.
8 to 511, first to fourth PD controllers 512 to 515 each receiving the output of the first subtracter 504 and the output of the direction detector 503, and
A first adder 516 that receives the outputs of the PI controller 507, the first P controller 508, and the first PD controller 512, and the PI controller 50 described above.
7. A second adder 517 that receives the outputs of the second P controller 509 and the second PD controller 513, and the third P controller 510 and the third PD controller 514 described above. a third adder 518 which receives each output as input; and the fourth P controller 5 described above.
A fourth adder 519 receives the outputs of the PD controller 515 and the fourth PD controller 515, and a fourth adder 519 receives the outputs of the first adder 516 and calculates the thrust amount of the first bladed propeller as the propeller. a first speed servo mechanism 524 that adjusts the speed, and the second adder 517
a second speed servo mechanism 525 that adjusts the amount of thrust of the second blade wheel propeller as the propulsion device by inputting the output of the second speed servo mechanism 524; and the first speed servo mechanism 524.
A first thrust amount detector 526 which receives the output of
and a second thrust amount detector 527 which inputs the output of the second speed servo mechanism 525, the output of the third adder 518, and the output of the first thrust amount detector 526, respectively. As above, the first
When the output signal of the thrust amount detector 526 is negative (positive for forward thrust and negative for reverse thrust), the sign of the output signal of the third adder 518 is converted and the signal is output. , the first thrust amount detector 52
When the output signal of the fourth adder 519 is positive, the first code converter 528 outputs the output signal of the third adder 518 as it is without converting it, and the output signal of the fourth adder 519 and the When the output signal of the second thrust amount detector 527 is negative (positive in case of forward thrust and negative in case of backward thrust), The sign of the output signal of the fourth adder 519 is converted and output, and when the output signal of the second thrust amount detector 527 is positive, the fourth adder 519
a second code converter 529 that outputs the output signal as it is without converting it; and the first code converter 52.
The first rudder servo mechanism 534 receives the output of 8 as input.
, a second rudder servo mechanism 535 inputting the output of the second code converter 529, the first speed servo mechanism 524 and the first rudder servo mechanism 5.
A first blade drive mechanism 53 which receives each output of 34 as input.
6, and a second blade drive mechanism 537 which receives the outputs of the second speed servo mechanism 525 and second rudder servo mechanism 535 as inputs. (Refer to the drawings for reference numerals) Below, an automatic ship steering system as an embodiment of the present invention will be explained with reference to the drawings. Fig. 5 is a system diagram thereof, and Figs. An explanatory diagram schematically showing two propellers, Figures 12 and 13 are graphs to explain their actions, and Figures 14 to 18 each explain their actions in relation to the two propellers. FIG. As shown in Figures 6 to 11, a first bladed propeller P ₁ and a second bladed propeller P ₂ serving as propulsors are installed at the bow of the ship S symmetrically across the hull center line C. It is located. Blade wheel propeller P ₁ , P ₂
is equipped with a mechanism that can independently change the magnitude and direction of the generated thrust. Further, as shown in FIG. 5, a speed setting device 500
The set value u _s of the ship speed component in the set azimuth direction at the ship's center of gravity is given, and the azimuth setting device 501
Accordingly, the heading setting value θ _s is given. Then, the speed meter 502 detects a velocity component u in the direction of the hull center line C at the position of the center of gravity of the boat and a velocity component v perpendicular to this, and a gyro compass 503 as a azimuth detector sends a heading signal. θ is detected. Further, in the first subtractor 504, the heading setting signal θ _s and the heading signal θ are supplied as inputs, and the heading deviation signal Δθ=θ _s is the difference between the desired heading and the actual heading. -θ is generated as an output. Further, in the ship speed calculator 505, the ship speed signal u,
v and the azimuth deviation signal Δθ are supplied as inputs, and the speed signal u a in the set azimuth direction for comparison with the ship speed set value u _s and the speed signal u _a independent of this speed signal u _a are calculated by the following calculation formula (1)'. A velocity signal v _a in a direction perpendicular to the set azimuth direction as a velocity component is generated as an output.

[Table] The second subtractor 506 is supplied with the output signal u _s of the speed setter 500 and the output signal u _a of the ship speed calculator 505 as inputs, and thereby the speed deviation signal △u _a = u _s - u _a is generated as an output. By the way, the PI controller 507 outputs the speed deviation signal △u _a
Ship speed control uses input as input, outputs a request signal for the eccentricity of the two bladed propellers P ₁ and P ₂ , and adjusts the thrust generated by the bladed propellers so that the speed deviation signal △u _a becomes zero. A PI-operated controller is used so that the ship speed u _a matches the ship speed set value u _s even in the face of disturbances such as tidal currents and wind. Therefore, the proportionality constant of the PI controller 507 is K _up ,
When the integral constant is K _ul , the required signal e _u for the thrust amount of the first and second bladed propellers P ₁ and P ₂ is expressed by the following equation. e _u = K _up △u _a + K _ul ∫ (△u _a ) dt (K _up , K _ul >0) (1) When the ship speed signal u _a is smaller than the set value u _s ,
△u _a = u _s −u _a > 0, which is the thrust amount request signal e _u
increases. The second term in equation (1) is an integral term for maintaining the amount of thrust when the fluid resistance applied to the hull and the amount of thrust are balanced. The P controllers 508 and 510 receive the speed signal v _a that is the output of the ship speed calculator 505 as an input. This P controller 508 outputs a request signal for the amount of thrust of the first bladed propeller P ₁ disposed on the starboard side using a speed signal v
The P controller 510 also generates a request signal for the thrust direction of _the first bladed propeller P ₁ as an output proportional to the speed signal v _a . Note that the thrust amount request signal is positive for forward thrust and negative for reverse thrust. Further, the thrust direction request signal is positive on the starboard side and negative on the port side. Therefore, the proportionality constant of P controller 508 is K _vp
1. If the proportionality constant of the P controller 510 is _Kvp3 , the request signal e for the thrust amount of the first bladed propeller _P1 is
_1v and the required signal _3v for the thrust direction are as follows.

[Table] When the speed signal v _a is generated in the starboard direction, each P controller 508 _, 510 has the sixth
A thrust vector as shown in Figure A is generated in the first impeller propeller _P1 . However, when the speed signal v _a is generated in the port direction, that is, when v _a <0, each P controller 50
8,510 output signals are e _1v <0, _3v respectively
>0, thereby requiring the first blade wheel propeller P ₁ to have a thrust vector as shown by the dotted line in FIG. 6A. In this case, the dotted thrust vector is the velocity signal v _a
Therefore, it is necessary to convert the thrust direction to the thrust vector shown by the solid line on the opposite side. Therefore, when the amount of thrust of the first bladed propeller P ₁ is negative, that is, backward thrust, it is necessary to convert the sign of the output signal _3v of the P controller 510 to output it. This code conversion operation is performed by a first code converter 528, which will be described later. As a result, the P controllers 508 and 510 control the first blade wheel propeller so that the speed signal v _a is always zero.
It is designed to generate a request signal as an output for the thrust vector of _P1 . The P controllers 509 and 511 are the P controllers 5 described above.
Similarly to 08,510, the speed signal v _a which is the output of the ship speed calculator 505 is input, and this P controller 50
9 generates a request signal for the thrust amount of the second bladed propeller P ₂ located on the port side in proportion to the speed signal v _a , and furthermore, the P controller 511 generates a request signal for the thrust amount of the second bladed propeller P ₂ located on the port side. The request signal is converted into the speed signal v _a
It is now generated as an output proportional to . Therefore, the proportionality constant of the P controller 509 is K _vp
2. If the proportionality constant of the P controller 511 is K _vp4 ,
A request signal e _2v for the amount of thrust of the second blade wheel propeller P ₂ and a request signal _4v for the thrust direction are expressed by the following equations.

[Table] When the speed signal v _a is generated in the starboard direction, that is, when v _a >0, each P controller 509, 511 has e _2v <0, _4v <0, as shown by the dotted line in Fig. 7A. The thrust vector of the second wheel propeller
P ₂ is requested and the speed signal v _a is increased. Therefore, when the amount of thrust of the second bladed propeller _P2 is negative, that is, backward thrust, the sign of the output signal _4v of the P controller 511 is converted to the thrust vector shown by the solid line in FIG. 7A. There is a need to. The action of this code conversion is performed by the second code converter 529, which will be described later.
Let it be done. On the other hand, each P controller 509, 511 receives a speed signal v
When _a occurs in the port direction, that is, when v _a <0, the thrust vector as shown in Figure 7 A is
The blade wheel propeller P ₂ is generated. This allows P controllers 508, 510 and P
The controllers 509 and 511 _control the sixth
By the combination of Figure A and Figure 7 A, the combination of thrust vectors as shown in Figure 8 A is realized in the first blade wheel propeller P ₁ and the second blade wheel propeller P ₂ ,
A vector v _a ' is generated in response to the speed signal v _a , and the lateral movement of the ship is suppressed. Furthermore, when a crossflow occurs in the port direction, the combination of Figure 6A and Figure 7B will result in the combination of thrust becryl as shown in Figure 8A, which will prevent the vessel from flowing sideways. Ru. Each PD controller 512, 514 has a first subtractor 5
Using the heading deviation signal △θ which is the output of 04 and the heading signal θ which is the output of the gyro compass 503 as input, the first blade wheel propeller P ₁ is adjusted so that the heading deviation signal △θ becomes zero. This is a PD operation type controller that outputs a request signal for the thrust vector. Therefore, the proportionality constant of the PD controller 512 is K
〓 _p1 , differential constant K〓 _D1 , PD controller 514
Assuming that the proportional constant is K〓 _p3 and the differential constant is K〓 _D3 , the request signal e ₁ 〓 for the amount of thrust of the first impeller propeller P ₁ and the request signal ₃ 〓 for the thrust direction.
is as follows.

[Table] 〓(1)
dθ

Claims (1)

[Claims] 1. In a ship in which two propulsion devices each equipped with a mechanism that can independently change the magnitude and direction of the generated thrust are arranged symmetrically across the hull center line at the bow, the velocity component u at the ship's center of gravity is A speedometer 502 that detects a velocity component v in a direction perpendicular to this, a direction detector 503 that detects a heading signal θ, a speed setting device 500 that outputs a ship speed setting signal us, and a heading setting signal. a first subtractor 504 that receives the heading setting signal θs and the heading signal θ as input; and a first subtractor 504 that receives the heading setting signal θs and the heading signal θ; a ship speed calculator 505 which inputs each output of the ship speed calculator 504; a second subtractor 506 which receives the output u _a of the ship speed calculator 505 and the output of the speed setter 500; subtractor 50
a PI controller 507 which receives the output of the ship speed calculator 6 as an input; first to fourth P controllers 508 to 511 which receive the output v _a of the ship speed calculator as an input; and the first subtractor 504.
1st to 4th PD controllers 512 to 515 each receiving the output of the direction detector 503 and the output of the direction detector 503
and the above PI controller 507, the first P controller 50
8 and the first PD controller 512 as inputs, and the above-mentioned PI
controller 507, second P controller 509 and second
a second adder 517 that receives the respective outputs of the PD controller 513 as input; and a third adder that receives the respective outputs of the third P controller 510 and the third PD controller 514 as inputs. 518, a fourth adder 519 which receives the outputs of the fourth P controller 511 and the fourth PD controller 515 as inputs, and a fourth adder 519 which receives the outputs of the first adder 516 as inputs; A first speed servo mechanism 524 that adjusts the amount of thrust of the first bladed propeller as a propeller and the output of the second adder 517 as inputs to adjust the amount of thrust of the second bladed propeller as the propulsion device. a second speed servo mechanism 525 to adjust, a first thrust amount detector 526 which receives the output of the first speed servo mechanism 524 as input, and a first thrust amount detector 526 which receives the output of the second speed servo mechanism 525 as input. 2 thrust amount detector 527;
Using the output of the third adder 518 and the output of the first thrust amount detector 526 as inputs,
When the output signal of the first thrust amount detector 526 is negative, the sign of the output signal of the third adder 518 is converted and output, and the output signal of the first thrust amount detector 526 is When is positive, the first code converter 528 outputs the output signal of the third adder 518 as it is without converting it, and the output of the fourth adder 519 and the second thrust amount. Detector 5
When the output signal of the second thrust amount detector 527 is negative, the sign of the output signal of the fourth adder 519 is converted and outputted, and When the output signal of the thrust amount detector 527 is positive, the fourth adder 519
a second code converter 529 that outputs the output signal as it is without converting it; and the first code converter 52.
The first rudder servo mechanism 534 receives the output of 8 as input.
, a second rudder servo mechanism 535 which receives the output of the second code converter 529 as input, and a second rudder servo mechanism 535 which receives the outputs of the first speed servo mechanism 524 and the first rudder servo mechanism 534 as inputs. 1 blade drive mechanism 5
36, and a second wing drive mechanism 537 which receives the respective outputs of the second speed servo mechanism 525 and the second rudder servo mechanism 535 as inputs.