JPS60199796A - Ship-position holding control for vessel - Google Patents

Abstract

PURPOSE:To improve the transient response performance by applying a brake force onto the hull movement by performing local feedback of ship speed, added with the main feedback of ship position. CONSTITUTION:In a feedback control part 8, the deviation between an estimated ship position (m) and the set ship position (mr) supplied from an aimed ship position setting part 1 is calculated so that a stationary deviation is not generated by a PI controller 10 except D control not PID control, and a constant-point holding controller 11 is constituted so that a demanded thrust is provided for a thrust-signal distribution part 6. A brake force is applied onto the hull movement, and in order to cut the excessive variation of the ship position due to the influence of waves, a ship-position and ship-speed estimating device 12 which constitutes the feedback control part 8 with the PI control part 10 performs the local feedback of the output of the estimation device which is calculated on the basis of the demanded thrust onto the output side of the PI control part 10, and the demanded thrust is corrected.

Description

【発明の詳細な説明】 し発明の技術分野］ 本発明は船舶の船位保持制御方法に係り、特に推力付与
装置へ推力指令信号を与えるフィードパ多り制御部に推
力付与装置の動特性モデルを導入して、安定した定点保
持運転を行なわせるようにしたものに関する。[Detailed Description of the Invention] [Technical Field of the Invention] The present invention relates to a ship position maintenance control method for a ship, and in particular, a dynamic characteristic model of a thrust applying device is introduced into a feeder control unit that provides a thrust command signal to the thrust applying device. This invention relates to a device that enables stable fixed point holding operation.

［発明の技術的背景コ 特殊船舶及び海洋構造物にあっては特に定点保持制御が
要求される。[Technical Background of the Invention] Fixed point maintenance control is particularly required for special ships and marine structures.

第１図は、この要求に応えるために従来採用されている
制御装置を示したものである。すなわち、目標船位設定
部１と船位検出器２とからの設定日様船位及び検出船位
（前後方向位置、左右方向位置、回頭方向位置く方位）
）の夫々の偏差を、それぞれＰ　Ｉ　Ｄ　ｆｆｉ’制御
部３，４．５により演算して、前後方向の必要推力、左
右方向の必要推力及び回顧方向の一必要モーメントを算
出してこれを推力信号配分部６に加える。要求推力等の
配分を受けたＪｌｉカイ１与装首７は、その配分を受け
て設定目標船位に止まる船舶の定点保持制御をする。FIG. 1 shows a control device conventionally employed to meet this demand. That is, the set date ship position and the detected ship position (front-back position, left-right position, turning direction position and azimuth) from the target ship position setting unit 1 and the ship position detector 2
) are calculated by the PID ffi' control units 3 and 4.5, respectively, to calculate the required thrust in the longitudinal direction, the required thrust in the lateral direction, and the required moment in the retrospective direction. It is added to the signal distribution section 6. The Jli Kai 1 loading head 7, which has received the distribution of the required thrust, etc., receives the distribution and performs fixed point maintenance control of the vessel to stop at the set target position.

「前車技術の問題点」 ところ−（゛、上記従来の制御装置には次のような問題
があった。``Problems with the front vehicle technology'' However, the conventional control device described above had the following problems.

（１）　定点からずれｌＣ船位が同じでも船速が異なれ
ば、その地点から定点に戻る時間も同一推力を与えた欄
合周なるので、本来、要求ｊ「ツノを異ならせるべきで
あるにも拘わらず、船位さえ同一であれば船速の大小を
問わず同一の推力を出しているので、過渡的な変動を抑
えることができず、安定した定点保持運転ができな与っ
た。(1) If the ship deviates from the fixed point and the ship position is the same but the ship speed is different, the time to return from that point to the fixed point will be the same time as the same thrust is applied. However, as long as the ship's position is the same, the same thrust is produced regardless of the ship's speed, so transient fluctuations cannot be suppressed, making stable fixed-point operation impossible.

（２）　回顧速度成分があると、これに起因して他の前
後方向速度成分又は左右方向速度−成分に干渉を与える
ことになるか、フィードバック制御部８は前後方向、左
右方向１回顧方向の三軸方向に対してＰＴＤ制御を夫々
独立に実施しており、上記干渉による影響を全く考慮に
入れていないので、大ぎな干渉を惹起する潮流の強い海
域での定点保持運転の場合には安定した自動運転ができ
ないことがあった。(2) If there is a retrospective velocity component, it will interfere with other longitudinal velocity components or left/right velocity components, or the feedback control unit 8 will control the velocity in the longitudinal direction and the left/right direction. PTD control is carried out independently for each of the three axes, and the influence of the above interference is not taken into account at all, so it is stable in fixed point holding operations in sea areas with strong tidal currents that can cause significant interference. In some cases, automatic driving was not possible.

（３）　また、ローパスフィルタにより検出船位から船
位の波による影響や混入する雑音を除去しているために
、フィルタリングが良好に行なわれず、推力付与装置７
に無駄な動きをさせることになり、燃費の増大をもたら
していた。(3) In addition, since the low-pass filter removes the influence of waves from the detected ship position to the ship position and mixed noise, filtering is not performed well, and the thrust applying device 7
This results in unnecessary movement of the engine, leading to an increase in fuel consumption.

［発明の目的］ 本発明は上記従来の問題点を解決すべくなされたもので
、本発明の目的は、船位のメインフィードバックに加え
て新たに船速をローカルフィードバックさせることによ
り船体運動に制動力を働かせ過渡応答性を改善し、また
、船体運動の速度成分の及ばず干渉流体力を打消すこと
により、潮流の強い地域にｄ３いても安定した定点保持
制御を行なうことができ、しかも、検出船位から波等の
影響による雑音成分を有効に取り除くことにより雑音に
よる要求推力の変動を抑え、もって制御性の向上と省燃
費化をはかることができる優れた船舶の船位保持制御方
法を提供することである。[Object of the Invention] The present invention has been made to solve the above-mentioned conventional problems.An object of the present invention is to provide local feedback of ship speed in addition to the main feedback of ship position, thereby adjusting braking force to ship motion. By working to improve transient response and canceling the interference fluid force that is beyond the influence of the velocity component of the ship's motion, it is possible to perform stable fixed point holding control even in areas with strong currents. To provide an excellent ship position maintenance control method capable of suppressing fluctuations in required thrust due to noise by effectively removing noise components due to the influence of waves, etc. from the ship position, thereby improving controllability and saving fuel consumption. It is.

［発明の概要］ 上記目的は本発明によれば、次のようにして達成される
。即ち、船体の将来の動きを的確に予測するには船位に
加えて船速を考慮すればよいこと、船体運動の−の速度
成分に干渉を及ぼす干渉流体力は回顧速度及び他の速度
成分と相関関係があること、これらの船速は推力付与装
置の動特性から精度良く算出できること、及びこの動特
性を考慮した最適フィルタが実現できること等の知見の
もとに、本発明は、設定船位と後述する推定船位との船
位偏差に応じて前後方向・左右方向・回頭方向の三軸方
向にそれぞれ推力を付与する推力付与装置の推力配分量
を調整して船位を定点保持制御する船位制御システムに
おいて、推力付与装置及び船体の動特性を予めめ、この
めた動特性と推力付与装置への推力指令信号とから三軸
方向の各推定船速を算出し、この算出した各推定船速を
もとに三軸方向に各検出船位と上記動特性とから上記推
定船位を算出する一方、この推定船位と殿中ＩＪＳＩｈ
ｊ−（Ｉ’ｒｊ＋”ミｒ巨１−１ｆＩ＼Ｔ４Ｌ４Ｃミ＋
ＱＡ／ｒ）ｌｄ−ご＋ｂｒ、ｃＬｈ／７’１方向に推ノ
ｊを付与する推力付与装置の推力配分量を、上記−の推
定船速成分とこれに干渉を向える他の船速成分との２つ
の要素で補正するように構成したことを特徴とする。[Summary of the Invention] According to the present invention, the above object is achieved as follows. In other words, in order to accurately predict the future movement of the ship, it is necessary to consider the ship's speed in addition to the ship's position, and that the interfering fluid force that interferes with the - velocity component of the ship's motion is related to the retrospective speed and other speed components. Based on the knowledge that there is a correlation, that these ship speeds can be calculated accurately from the dynamic characteristics of the thrust imparting device, and that an optimal filter that takes this dynamic characteristic into account can be realized, the present invention has been developed to In a ship position control system that controls the ship position to be maintained at a fixed point by adjusting the amount of thrust distribution of a thrust applying device that applies thrust in three axial directions of the longitudinal direction, the left-right direction, and the turning direction according to the ship position deviation from the estimated ship position described later. , the dynamic characteristics of the thrust applying device and the hull are calculated in advance from the dynamic characteristics and the thrust command signal to the thrust applying device, and each estimated ship speed in the three axis directions is also calculated. The above estimated ship position is calculated from each detected ship position in the three axes directions and the above dynamic characteristics.
j-(I'rj+"mir big 1-1fI\T4L4Cmi+
QA/r) ld-+br, cLh/7' The thrust distribution amount of the thrust applying device that applies thrust in one direction is calculated based on the estimated ship speed component of - above and other ship speed components that interfere with this. It is characterized in that it is configured to be corrected using two elements.

［発明の実施例］ 以下、本発明の好適一実施例を添付図面に従って説明づ
る。[Embodiments of the Invention] A preferred embodiment of the present invention will be described below with reference to the accompanying drawings.

第２図は、本発明方法を実施するだめの定点保持制御装
置の一例を示ずブロック図である。FIG. 2 is a block diagram showing an example of a fixed point holding control device for carrying out the method of the present invention.

同図に示Ｊ如く、フィードバック制御部８において、推
定船位ｍと目標船位設定部１からの設定船位ｍｒとの船
位偏差が、ＰＩＤ制御ではなくＤ制御を除いたＰ１制御
器１０により定常偏差を生じないように演算され、推力
信号配分部６に要求推力を与えるように定点保持運転装
＠１１を構成する。ここで設定船位ｍｒとは船舶の定点
位置をいい、推定船位ｍとは検出船位ｍＯから誤差を除
いた真値に近い船舶位置をいう。船体運°動に制動力を
働かせるとともに、波の影響等による船位の余計な変動
をカットすべく、ＰＴ制御部１０とと４’）＃、：）イ
−ドパツク制御部８を構成する船位・船速推定器１２は
、要求推力に基づいて算出した推定器出力をＰＩ制御部
１０の出力側にローカルフィードバックして上記要求推
力を補正している。また、上記船位偏差を作る片方の推
定船位ｍは、船位検出器２からの検出船位ｍｏを上記船
位・船速推定器１２に通すことにより得ている。As shown in the figure J, in the feedback control unit 8, the ship position deviation between the estimated ship position m and the set ship position mr from the target ship position setting unit 1 is determined by the P1 controller 10 excluding the D control rather than the PID control, which is a steady deviation. The fixed point holding operation device @11 is configured so as to calculate the required thrust so as not to occur, and to give the required thrust to the thrust signal distribution unit 6. Here, the set ship position mr refers to the fixed position of the ship, and the estimated ship position m refers to the ship position close to the true value obtained by removing errors from the detected ship position mO. In order to apply a braking force to the ship's motion and to cut unnecessary fluctuations in the ship's position due to the influence of waves, etc., the ship's position control unit 10 and the ship position control unit 8, which constitutes the PT control unit 10 and 4') #, :) E-head pack control unit 8, are The ship speed estimator 12 corrects the required thrust by locally feeding back the estimator output calculated based on the required thrust to the output side of the PI control unit 10. Further, one of the estimated ship positions m that makes up the ship position deviation is obtained by passing the detected ship position mo from the ship position detector 2 through the ship position/ship speed estimator 12.

ＰＩ制御部１０の出力に対して補正を行なうとともに、
検出船位ｍＯを通して推定船位ｍを（υる船位・船速推
定器１２について、第３図をもとに、更に詳しく説明す
る。While correcting the output of the PI control unit 10,
The ship position/vessel speed estimator 12, which calculates the estimated ship position m through the detected ship position mO, will be explained in more detail with reference to FIG.

同図において、船位・船速推定器１２は右側の破線で囲
まれた部分に該当し、左側の破線部で示すＰ　Ｉ　ａｉ
制御器１０とともに、船舶の前’ａ＜ｘ軸）方向、左右
（Ｙ輔）方向及び回頭（ψ軸）方向の三軸をそれぞれ備
えている。各軸は船速推定器１３と船位推定器１４．定
常外力推定器１５．干渉補償器１６より構成される。In the same figure, the ship position/vessel speed estimator 12 corresponds to the part surrounded by the broken line on the right, and the P I ai indicated by the broken line on the left
Together with the controller 10, the ship is provided with three axes: a forward 'a<x axis) direction, a left/right (Y axis) direction, and a turning (ψ axis) direction. Each axis has a ship speed estimator 13 and a ship position estimator 14. Steady external force estimator 15. It is composed of an interference compensator 16.

各軸は構成が共通しているので、代表してＸ軸について
述べる。船位・船速推定器１２は、ＰＩ制御器１０から
のＸ軸方向の必要推力ＦｘＲどＸ位置検出器２×からの
検出船位ＸＱどの２つの入力に暴いて船速補償推力ｆｘ
と干渉補償推力ｇｘ・推定船位×の３つの推定器出力を
出力りる機能を有し、前２者の一出力でＰＩ制御部１０
ｘの出力をｑイナス補正して上記必要推力ＦＸＲを得る
べく当該両出力はＰＩ制御部１０ｘの出力側にローカル
フィードバックされ、また残る後者の出力はＰＩ制御部
１０Ｘの入力側に船位偏差をとるべくメインフィードバ
ックされている。Since each axis has a common configuration, the X axis will be described as a representative. The ship position/ship speed estimator 12 calculates the ship speed compensating thrust fx based on two inputs, which are the required thrust FxR in the X-axis direction from the PI controller 10 and the detected ship position XQ from the X position detector 2x.
It has the function of outputting three estimator outputs: interference compensation thrust gx and estimated ship position x, and one output of the former two is used to control the PI control unit 10.
Both outputs are locally fed back to the output side of the PI control unit 10x to obtain the above-mentioned required thrust force FXR by correcting the output of The main feedback has been given as much as possible.

船速補償推力ｌｆｘを出ツノする船速推定器１３ｘは、
後述する補正推力ＦＸＡに船体定数に×を乗じたものと
同じ＜　後Ｊする船位誤差ｈＸにゲインに２ｘ　を乗じ
たものとの和をとって船体加速痘をめ、これを積分して
推定船速成分ＬＩＸを算出するとともに、この推定船速
成分υにゲインＫｊを乗じτ上記船速補償推力ｆを形成
するように構成される。補正推力ＦＸＡは必要推力Ｆい
と干渉補償推力ｊｇｘ及び後述する外力補償推力ｅＸの
総和で形成されるも、Ｐ■制御部１０Ｘの出力側でマイ
ナス補正した干渉補償推力ｇＸ分が上記総和で相殺され
て零となるので、実質的にはＰＩ制御部１０ｘの出力と
外力補償推力ｅＸとの和から船速補償推力ｆＸが差し引
かれた値どなる。この値が推定船速を算出するために必
要どされるからである。なお、この船速推定器１３Ｘが
ＰＩＤ制御のＤ制御部に相当する。The ship speed estimator 13x outputs the ship speed compensating thrust lfx,
It is the same as the corrected thrust FXA multiplied by the hull constant x, which will be described later.< The hull acceleration is determined by adding the ship position error hX, which will be described later, and the gain multiplied by 2x. The speed component LIX is calculated, and the estimated ship speed component υ is multiplied by a gain Kj to form the ship speed compensation thrust f described above. The corrected thrust force FXA is formed by the sum of the necessary thrust force F, the interference compensation thrust jgx, and the external force compensation thrust eX described later, but the interference compensation thrust gX, which is negatively corrected on the output side of the P■ control unit 10X, is canceled out by the above sum. Therefore, the value is essentially the sum of the output of the PI control unit 10x and the external force compensation thrust eX minus the ship speed compensation thrust fX. This is because this value is required to calculate the estimated ship speed. Note that this ship speed estimator 13X corresponds to a D control section of PID control.

干渉補償推力ｇＸを出力する干渉補償器１６ｘは、Φ軸
方向及びＹ軸方向の推定速度成分ｕｙ、ｕψを掛は合わ
せ、これに船体定数α８を乗じて干渉補償推力ｇＸを算
出するように構成される。ψ軸方向の１「定速度成分０
φをＹ軸方向のそれに掛は合わけているのは、ψ軸方向
の推定船速成分の存在が干渉流体力発生の起因をなＪか
らである。The interference compensator 16x that outputs the interference-compensated thrust gX is configured to calculate the interference-compensated thrust gX by multiplying the estimated speed components uy and uψ in the Φ-axis direction and the Y-axis direction, and multiplying this by a hull constant α8. be done. 1 "constant velocity component 0 in the ψ-axis direction
The reason why φ is multiplied by that in the Y-axis direction is because the presence of the estimated ship speed component in the ψ-axis direction is the cause of the generation of interference fluid force.

また、外力補（Ｒ推力ｅを出力する定常外力推定器１５
×は、船位誤差町にゲインに３ｘを乗じたものを積分し
て定常負荷トルクに相当する上記外力補償推力ｅｘを掠
出ザるように構成される。この定常外力推定器１５ｘは
、Ｐｉ制御部１０ｘの１制御と同様に必要推力Ｆ　の定
常偏差を除く働きをＲ １４−）、−ｋＫ　？　＋１　ｈｚ　’；’ＩＩ　ｎｎ
１−　Ｊ＆ｈ　／　／７’ｌ　７Ｑ　Ｄ　Ｔ　ＩＩＩ　
Ｚ４ｎ　ｉ”Ｒ１凸Ｖの■制御の負担を軽減し精度を向
上させる。In addition, a steady external force estimator 15 that outputs an external force supplement (R thrust e)
× is configured to integrate the ship position error value multiplied by the gain by 3x to extract the external force compensating thrust ex corresponding to the steady load torque. This steady external force estimator 15x functions to remove the steady-state deviation of the required thrust F in the same manner as the first control of the Pi control unit 10x. +1 hz';'II nn
1- J&h / /7'l 7Q D T III
Z4n i”R1 Convex V ■ Reduce control burden and improve accuracy.

上記推定船位Ｘを出力覆る船位推定器１４Ｘは船位誤差
ｈｘにゲインに１ｘを乗じたものと推定船速成分もとの
和を積分して上記推定船位Ｘを算出づ。The ship position estimator 14X, which outputs the estimated ship position X, calculates the estimated ship position X by integrating the sum of the ship position error hx, the gain multiplied by 1x, and the estimated ship speed component.

るように構成され、この推定船位ＸとＸ位置検出器２Ｘ
の検出船位χ。どの偏差を上記船位誤差としている。こ
の船位推定器１４Ｘがローパスフィル。The estimated ship position X and the X position detector 2X
Detected ship position χ. Which deviation is considered the above ship position error? This ship position estimator 14X is a low pass filter.

夕の機能を有する。It has evening functions.

このようにｘＩＩＩｌｌｌの船位・船速推定器１２は、
船速推定器１３ｘと干渉補償器１６ｘ　・定常外力補償
器１５ｘ　・船位推定器１４ｘから成るが、これらの船
体定数Ｋｘ□αゆ及びゲイン　ｋ１ｘ□に２Ｘ□に３Ｘ
は推力付与装置７及び船体の動特性を予めめることによ
って１９でいる。In this way, the xIIIll ship position/ship speed estimator 12 is
It consists of a ship speed estimator 13x, an interference compensator 16x, a steady external force compensator 15x, and a ship position estimator 14x.
is 19 by predetermining the dynamic characteristics of the thrust applying device 7 and the hull.

Ｙ軸とψ軸についてもＸ軸と同様な構成であり、符号に
Ｘ軸と区別するサフィックスｙとψどをそれぞれ付すこ
とで説明を省略する。但し、ψ軸につい−Ｃは、他軸に
干渉流体力を与える大木なので干渉補償器１６は必要で
なく、したがって除いて六ス 次に、以上の構成よりなる本実施例の作用を説明する。The Y-axis and the ψ-axis have the same configuration as the X-axis, and their explanation will be omitted by adding suffixes such as y and ψ to the symbols to distinguish them from the X-axis. However, since -C on the ψ axis is a large tree that imparts interference fluid force to other axes, the interference compensator 16 is not necessary, and therefore, the operation of the present embodiment having the above configuration will be explained below.

船舶が定点である設定船位ｍｒ　（ｘｒ＋　ｙ、＋ψ、
）からずれるど、設定船位１１１ｒと推定船位ｍ　（Ｘ
＋ｙ＋ψ　）どの偏差に応じて船舶を定点に戻すべく推
力付与装置７にフィードバック制御部８が必要推力を付
与する。この場合において、推定船速に基く船速補償推
力で上記必要推力を補正して必要推力の適正化を行うと
共に、干渉補償推力Ｊでも補正して波などの影響による
船位の余計な変動をカッ１−シ定点保持制御が行われる
のである。Set ship position mr (xr+ y, +ψ,
), but the set ship position 111r and estimated ship position m (X
+y+ψ) Depending on which deviation, the feedback control unit 8 applies the necessary thrust to the thrust applying device 7 in order to return the ship to a fixed point. In this case, the necessary thrust is corrected by the ship speed compensation thrust based on the estimated ship speed to optimize the required thrust, and the interference compensation thrust J is also corrected to eliminate unnecessary fluctuations in the ship position due to the influence of waves, etc. 1-Fixed point holding control is performed.

まず、船位検出器２で得られた検出船位…０は船位推定
器１４を通り雑音分を除去された推定船位ｍとしてＰＩ
ｉ１１１制御器１０の入力側に一メインフィードバック
Ｊる。船位検出器２で得られる検出船位ｍｏは種々の雑
音成分を含んでいるので、そのままでは設定船位ｎｌｒ
との船位偏差をとることかできず、雑音成分を除去する
必要がある。メインフィードバックループに介挿したロ
ーパスフィルタに通ずと広域の真値まで除去してしまう
ことになる。しかるに、メインフィードバックループに
おいて動特性モデルから成る船位推定器１４Ｘを通して
いるので、雑音成分のみが除去された真値に近い推定船
位ｍが得られる。First, the detected ship position...0 obtained by the ship position detector 2 passes through the ship position estimator 14, and the estimated ship position m from which noise is removed is PI.
There is one main feedback on the input side of the i111 controller 10. The detected ship position mo obtained by the ship position detector 2 contains various noise components, so if it is left as it is, the set ship position nlr
Since it is not possible to calculate the deviation of the ship's position from that, it is necessary to remove the noise component. If it passes through a low-pass filter inserted in the main feedback loop, even true values in a wide range will be removed. However, since the signal is passed through the ship position estimator 14X consisting of a dynamic characteristic model in the main feedback loop, an estimated ship position m close to the true value with only noise components removed can be obtained.

この真値に近い推定船位ｍと設定船位１１１ｒとの船位
偏差に基きその偏差を解消するに必要な推力をＰＩ制御
器１０が算出し、各軸よりそれぞれＸ軸方向の必要推力
ＦＸＲ、Ｙ軸方向の必要推力’ＹＲ。Based on the ship position deviation between the estimated ship position m, which is close to the true value, and the set ship position 111r, the PI controller 10 calculates the thrust necessary to eliminate the deviation, and from each axis, the required thrust FXR in the X-axis direction and the required thrust in the Y-axis direction are calculated. Required thrust in direction 'YR.

ψ軸方向の必要モーメントＦ伸として出力づる。The required moment F is output in the ψ-axis direction.

次に、この出力は船速推定器１３からの船速補償推力ｆ
により補正される。この場合、応答の行き過ぎを抑えて
応答を早め、制御系を安定に覆゛るため推力付与装置７
の特性を考慮に入れて船速の大ぎざに合わぼた適切な補
正を必要とづる。しかるところ、上記補正では動特性モ
デルから成る精磨の高い船速推定器１３を採用するど共
にこれの船速補償推力ｆを、メインフィードバックルー
プを通すことなくローカルフィードバックさせて１白接
上記必要推力に与えているので、精麿の高い補正が速応
的になされる。Next, this output is the ship speed compensation thrust f from the ship speed estimator 13.
Corrected by In this case, the thrust applying device 7 is used to suppress excessive response, speed up the response, and stably cover the control system.
It is necessary to take into account the characteristics of the ship and make appropriate corrections to accommodate the large differences in ship speed. However, in the above correction, a highly refined ship speed estimator 13 consisting of a dynamic characteristic model is employed, and the ship speed compensating thrust f of this is locally fed back without passing through the main feedback loop. Since it is applied to the thrust force, a high correction of Seimaro is made in response.

今、Ｘ軸方向のみに着目して、上記補正を考えるに、同
一船位偏差であっても、船速推定器１３×で締出された
推定船速成分ｕｘがプラス方向に大きいと、ＰＩ制御部
１０×の出力は船速補償推力ｆ　により大きく減少補正
され、船位偏差のみに応じて得られるＰＩ制御部１０ｘ
の出力よりも大幅に小さくなったＸ軸方向の必要推力Ｆ
ＸＲとなって１Ｕ力信号配分部６に入力する。逆に、推
定船速成分Ｕがマイナス方向に大きいと、ＰＩ制御部１
０ｘの出力は船速補償推力ｆｘにより大きく増加補正さ
れ、船位偏差のみに応じて得られるＰＩ制御部１０Ｘの
出力よりも大幅に大きくなった必要推力ＦＸＲとなって
推力信号配分部６に入力する。したがって、船舶が定点
ｍｒに高速で向一つ−（いるときは、必要推力ＦＸＲが
大き過ぎないようにし、推力付与装置７の出力の増大を
抑制して定点から行き過ぎるのを防止し、逆に船舶が低
速で定点ｍｒに向っているとき、もしくは定点ｍｒから
離反する方向に動いているときは、大きな必要推力ＦＸ
Ｒを出して推力付与装置７の出力を増大させ速やかに定
点ｍｒに到達することができる。Now, focusing only on the X-axis direction and considering the above correction, even if the ship position deviation is the same, if the estimated ship speed component ux excluded by the ship speed estimator 13x is large in the positive direction, the PI control The output of the PI control section 10x is greatly reduced by the ship speed compensating thrust f, and the output of the PI control section 10x is obtained only according to the ship position deviation.
The required thrust F in the X-axis direction is significantly smaller than the output of
The signal becomes XR and is input to the 1U force signal distribution section 6. Conversely, if the estimated ship speed component U is large in the negative direction, the PI control unit 1
The output of 0x is greatly increased and corrected by the ship speed compensation thrust fx, and is input to the thrust signal distribution unit 6 as a required thrust FXR that is significantly larger than the output of the PI control unit 10X obtained according to only the ship position deviation. . Therefore, when the ship is heading towards the fixed point mr at high speed, the required thrust FXR should not be too large and the increase in the output of the thrust applying device 7 should be suppressed to prevent it from going too far from the fixed point. When the ship is moving towards the fixed point mr at low speed or moving away from the fixed point mr, the required thrust FX is large.
R, the output of the thrust applying device 7 is increased, and the fixed point mr can be quickly reached.

このことは、Ｙ軸方向、ψ軸方向についても全く同様に
行われる。This is done in exactly the same way for the Y-axis direction and the ψ-axis direction.

次に、ＰＩ制御部１０Ｘからの出力は干渉補償推力１６
Ｘにより補正される。ψ軸方向の船速成分があるときは
、干渉流体力が光生じてψ軸方向以外の他軸方向の推力
に影響を与えるので、船舶を定点位置に保持するために
は、風や潮流などの影響によって船舶にＸ軸方向及びφ
軸方向の運動又はＹ軸方向及びψ軸方向の運動が起った
場合にはこの運動を解消しなければならず、ψ軸方向と
他の一軸方向の船速成分の大きさに合わせて残る他軸方
向の推力を変えてやる必要がある。しかるところ、Ｙ軸
方向とψ軸方向とのいきわたり情報に基いて干渉補償器
１６Ｘで算出された干渉補償推力ｇｘ　により、Ｘ軸方
向のＰＩ制御部１０Ｘからの出力が補正されるので、潮
流等によつ−（船舶が大きく変動して定点ｍｒからずれ
ようとしても、その変動に逆らうに必要な推力の補正が
なされる。Next, the output from the PI control unit 10X is the interference compensation thrust 16
Corrected by X. When there is a ship speed component in the ψ-axis direction, interference fluid force is generated and affects thrust in other axes other than the ψ-axis direction. Therefore, in order to keep the ship in a fixed position, wind, current, etc. Due to the influence of
If axial movement or movement in the Y-axis and ψ-axis directions occurs, this movement must be canceled and remains in accordance with the magnitude of the ship speed component in the ψ-axis direction and other uniaxial directions. It is necessary to change the thrust in the other axis directions. However, since the output from the PI control unit 10X in the X-axis direction is corrected by the interference compensation thrust gx calculated by the interference compensator 16X based on the distribution information in the Y-axis direction and the ψ-axis direction, the power flow, etc. (Even if the ship fluctuates greatly and tries to deviate from the fixed point mr, the thrust force is corrected as necessary to counter the fluctuation.

すなわち、ψ軸方向とＹ軸方向との船速成分の槓がプラ
ス方向に大きいと、ＰＩ制御部１０ｘからの出力は減少
補正されて必要推力を大幅に減少させ、外力のエネルギ
ーを有効利用して船舶を定点位置に復帰する。逆に、上
記船速成分の積がマイナス方向に大きいと、ＰＩ制御部
１０ｘからの出力〔よ増加補正されて必要推力を大幅に
増大させ、外力のエネルギーに抗して船舶を定点位置に
戻すようにする。したがって、波や潮流の影響による船
位の大きな変動を有効に抑制Ｊ−ることができる。In other words, when the ship speed components in the ψ-axis direction and the Y-axis direction are large in the positive direction, the output from the PI control unit 10x is corrected to decrease, significantly reducing the required thrust and effectively utilizing the energy of external force. to return the vessel to its fixed position. On the other hand, if the product of the above ship speed components is large in the negative direction, the output from the PI control unit 10x is corrected to increase, greatly increasing the required thrust and returning the ship to a fixed position against the energy of the external force. Do it like this. Therefore, large fluctuations in the ship's position due to the effects of waves and currents can be effectively suppressed.

このことは、Ｙ軸方向についでも全く同様に行われる。This is done in exactly the same way in the Y-axis direction.

このようにして推力信号配分部６に入力されるＸ、Ｙ、
ψ軸方向の必要推力ＦＸＲ−ＦＹＩえ　および必要モー
メントＦψ、は適正化が図れ、船舶は安定した定点位置
に保持制御される。In this way, the X, Y,
The required thrust FXR-FYI in the ψ-axis direction and the required moment Fψ can be optimized, and the ship can be controlled to maintain a stable fixed position.

なお、上記制御方法を実施するにあたり、従来のＰ１制
御部はそのまま残存させているため高信頼性を維持でき
、また特別に開発しなければならない検出器等が不要の
ため経済性の畠い構造とすることができる。要部となる
船位・船速推定器１２及びＰＩ制御器１ｏを実施例の如
く個別的に構成することも、マイクロコンピュータ相当
の演算機能を有Ｊる１つの演算装置で構成することも可
能である。In implementing the above control method, the conventional P1 control section is left as is, so high reliability can be maintained, and there is no need for a specially developed detector, resulting in an economical structure. It can be done. The ship position/ship speed estimator 12 and the PI controller 1o, which are the main parts, can be configured individually as in the embodiment, or can be configured with a single calculation device having calculation functions equivalent to a microcomputer. be.

［発明の効果］ 以上要するに本発明によれば次のような優れた効果を発
揮する。[Effects of the Invention] In summary, the present invention exhibits the following excellent effects.

■　船体運動の速度をローカルフィードバックしている
ため、船体の将来の動きを的確に予測することができ、
船位の過渡的な変動を有効に抑制することができる。■ Since the speed of the ship's motion is locally fed back, the future movement of the ship can be accurately predicted.
Transient fluctuations in the ship's position can be effectively suppressed.

■　船体の前後方向速度、左右方向速度、回顧方向速度
の干渉流体ツノを打ち消しているため、潮流の強い海域
においても安定した定点保持制御が可能である。■ Since the interfering fluid horns of the ship's longitudinal speed, lateral speed, and retrospective speed are canceled out, stable fixed point control is possible even in areas with strong tidal currents.

■　船位検出器により検出した検出船位から波の影響等
による雑音成分を動特性モデルにより除去した真値に近
い推定船速を得ているため、雑音による要求推力の変動
を抑えることかでき、無駄な推力がなくなり省燃費化を
達成Ｊることができる。■ Since the estimated ship speed is obtained from the ship position detected by the ship position detector and is close to the true value by removing noise components due to the influence of waves etc. using a dynamic characteristic model, it is possible to suppress fluctuations in the required thrust due to noise, reducing waste. This eliminates the large thrust force, making it possible to achieve fuel efficiency.

■　その結果、無駄な動きが可及的に抑制され、制御性
の向上と省エルネギー化を図ることができる。■ As a result, unnecessary movements are suppressed as much as possible, improving controllability and saving energy.

【図面の簡単な説明】[Brief explanation of the drawing]

第１図は従来の船位制御装置を承りブロック図、第２図
は本発明方法を実施するための船位保持制御装置の一例
を示すブロック図、第３図は第２図の要部詳細ブロック
図である。 尚、図中２は検出船位を検出するための船位検出器、６
は推力信号配分部、７は推カイ」与装置、１１は定点保
持制御装置、１３は推定船速を算出する船速推定器、１
４は推定船位を算出する船位推定器、（ＦＸＲＩ　ＦＹ
ＲＩ　ＦψＲ）及び（ｕＸ、ｕｙ、ｕψ）はそれぞれ前
後方向、左右方向、回頭方向の必要推力及び推定船速成
分である。 特許出願人　石川島播磨重工業株式会社代理人弁理士　
絹　谷　信　雄 Ｌ　１ 手続ネ市正の（方式） 昭和５９年７月９日 特許庁長官　志　賀　、学　殿 １、事件の表示　１ｈ願昭５９−５６２１５号２、発明
の名称 船舶の船位保持制御力ｄ１ ３、補正をする者 事イ１どの関係　特ｔＩ［出願人 （００９）石川島Ｉ！Ｉｉ磨重工業株式会社４、代理人 郵便番号　１０５ 東京都港区愛宕１丁目６番７号 愛宕山弁護士ビル ６、補正の対象 図面 ７、補正の内容 （１）２枚目の図面の第２図とある図番を、別紙朱店き
の通り第３図と訂正。 ８、添付用類の目録 （１）　図面暗木　１　通Fig. 1 is a block diagram of a conventional ship position control device, Fig. 2 is a block diagram showing an example of a ship position maintenance control device for carrying out the method of the present invention, and Fig. 3 is a detailed block diagram of the main parts of Fig. 2. It is. In the figure, 2 is a ship position detector for detecting the detected ship position, and 6 is a ship position detector for detecting the detected ship position.
1 is a thrust signal distribution unit, 7 is a thrust force giving device, 11 is a fixed point holding control device, 13 is a ship speed estimator that calculates the estimated ship speed, 1
4 is a ship position estimator that calculates the estimated ship position, (FXRI FY
RI FψR) and (uX, uy, uψ) are the required thrust and estimated ship speed components in the longitudinal direction, lateral direction, and turning direction, respectively. Patent applicant: Patent attorney representing Ishikawajima-Harima Heavy Industries Co., Ltd.
Nobuo Kinutani L 1 Procedures by the City (Method) July 9, 1980 Commissioner of the Patent Office Shiga, Gakudon 1, Indication of the incident 1h Application No. 59-56215 2, Name of the invention Maintaining the position of a ship Controlling power d1 3, Person making the correction I1 Which relationship Special tI [Applicant (009) Ishikawajima I! Ii Maju Kogyo Co., Ltd. 4, Agent postal code 105 Atagoyama Attorney Building 6, 1-6-7 Atago, Minato-ku, Tokyo Drawing 7 subject to amendment, Contents of amendment (1) Second drawing of the second drawing A certain drawing number has been corrected to be Figure 3 of the Attached Sheet of Shuten. 8. List of attached materials (1) Dark wood drawing 1 copy

Claims (1)

【特許請求の範囲】[Claims] 設定船位と推定船位との偏差に応じて前後方向・左右方
向・回頭方向の三軸方向にそれぞれ推力を付与する推力
付与装置の推力配分量を調整して船位を定点保持制御す
る船位制御システムにおいて、推力付与装置及び船体の
動特性を予めめ、このめた動特性と推力付与装置への推
力指令イを号とから三軸方向の各推定船速を算出し、こ
の算出した各推定船速をもとに三軸方向の各検出船位と
上記動特性とから上記推定船位を算出する一方、この推
定船位と設定船位との偏差に基いて得られるーの船速成
分の方向に推力を付与づる推力付与装置の推力配分量を
上記−の推定船速成分とこれに干渉を与える他の船速成
分とで補正するように構成したことをIn a ship position control system that controls the ship position to be maintained at a fixed point by adjusting the amount of thrust distribution of a thrust applying device that applies thrust in three axes, i.e., longitudinal direction, lateral direction, and turning direction, according to the deviation between the set ship position and the estimated ship position. , the dynamic characteristics of the thrust applying device and the hull are determined in advance, and the estimated ship speeds in the three axes are calculated from these dynamic characteristics and the thrust command to the thrust applying device. The estimated ship position is calculated from each detected ship position in the three axial directions based on the above dynamic characteristics, and thrust is applied in the direction of the ship speed component obtained based on the deviation between this estimated ship position and the set ship position. The thrust distribution amount of the thrust applying device is corrected by the above-mentioned estimated ship speed component and other ship speed components that interfere with this.