JP2010173589A - Position holding control device for ship - Google Patents

Abstract

It is possible to maintain a fixed point of a ship even when there is a disturbance due to wind or tide.
A forward / backward direction propulsion to be generated is calculated based on the calculated forward / backward direction deviation by calculating a forward / backward direction deviation between the current position of the ship in the ship coordinate system and the target holding position. The force is calculated in the PID control calculation unit 32. Further, the lateral deviation between the current position of the ship in the ship coordinate system and the target holding position 26 is calculated by the position deviation calculating unit 30, and the direction of the disturbance acting on the ship is estimated by the disturbance estimating calculating unit 34. Based on the calculated lateral deviation and the estimated disturbance direction, the rotational moment to be generated is calculated.
[Selection] Figure 1

Description

  The present invention relates to a marine position holding control apparatus, and more particularly to a marine position holding control apparatus suitable for holding a position of a marine vessel capable of generating a propulsive force in the front-rear direction and a moment in a rotational direction at a fixed point.

  Conventionally, an apparatus for controlling the position of a ship is known (see, for example, Patent Document 1). This control device controls the steering angle of the pair of steering mechanisms so that the turning angular velocity of the ship becomes zero after the instruction to start the vessel maneuvering at the time of berthing, and the position of the ship is set to the position at the time of starting the maneuvering support. The target propulsive force that should be generated from each of the pair of left and right propulsion units attached to the hull is calculated so as to be kept equal, and the pair of propulsion units are controlled. Therefore, when a disturbance occurs, the ship can be held at a predetermined position by moving the ship back and forth and right and left without causing a turn.

JP 2005-200004 A

  However, in general, a ship only has a propulsive force in the front-rear direction and the rotational direction, and does not have a propulsive force in the lateral direction, so that when a disturbance such as wind or tidal current having a lateral component acts on the ship It is difficult to immediately hold a fixed point of a ship against the disturbance. In the apparatus described in Patent Document 1 described above, in order to hold the fixed point of the ship, propulsive force is generated by a pair of left and right propulsion units while setting the turning angular velocity of the ship to zero, but it is sufficiently considered that the disturbance changes. Therefore, it is difficult to maintain the fixed point of the ship when disturbance occurs.

  The present invention has been made in view of the above points, and an object of the present invention is to provide a ship position holding control device that can realize the fixed point holding of a ship when there is a disturbance due to wind or tidal current. To do.

  The above object is a control device for maintaining the position of a ship having a longitudinal propulsive force generating means for generating a longitudinal propulsive force and a rotational moment generating means for generating a rotational moment. Front / rear direction deviation calculating means for calculating the front / rear direction deviation between the current position and the target holding position in the ship coordinate system, and the front / rear direction propulsion based on the front / rear direction deviation calculated by the front / rear direction position deviation calculating means. A longitudinal driving force calculating means for calculating a longitudinal driving force to be generated by the force generating means, and a lateral position deviation calculating means for calculating a lateral deviation between the current position and the target holding position of the ship in the ship coordinate system. A disturbance estimating means for estimating the direction of the disturbance acting on the ship, the lateral deviation calculated by the lateral position deviation calculating means, and the disturbance estimating means Based on the direction of the disturbance Ri is estimated, is achieved by the rotation direction moment and the direction of rotation moment calculation means for calculating the direction of rotation moment to be generated by the generating means, marine position holding control device comprising a.

  In the invention of this aspect, the rotational direction moment of the ship is calculated based on the lateral deviation between the current position and the target holding position of the ship in the ship coordinate system and the direction of the disturbance acting on the ship. If the direction of the ship's bow or stern is deviated from the direction of the disturbance, the lateral component of the disturbance acts on the ship in terms of the ship's coordinates, so the driving force that moves the ship's disturbance in the lateral direction. Can be used as Therefore, according to the present invention, the horizontal position of the ship can be held around a fixed point when there is a disturbance due to wind or tide.

  Further, the above object is a control device for maintaining the position of a ship having a longitudinal thrust generating means for generating a longitudinal thrust and a rotational moment generating means for generating a rotational moment. Based on the front-rear direction deviation calculating means for calculating the front-rear direction deviation between the current position of the ship in the ship coordinate system and the target holding position, and the front-rear direction deviation calculated by the front-rear direction position deviation calculating means A longitudinal thrust calculating means for calculating the longitudinal thrust to be generated by the direction thrust generating means, and a lateral position deviation for calculating a lateral deviation between the current position and the target holding position of the ship in the ship coordinate system. Based on the lateral deviation calculated by the computing means and the lateral position deviation computing means, the rotational direction mode to be generated by the rotational moment generating means. A rotation direction moment calculating means for calculating the moment, a disturbance estimating means for estimating the direction of the disturbance acting on the ship, and the rotation direction moment calculating means according to the direction of the disturbance estimated by the disturbance estimating means. This is achieved by a marine position holding control device comprising moment correcting means for correcting the calculated moment in the rotational direction.

  In the invention of this aspect, the rotational direction moment of the ship is calculated based on the lateral deviation between the current position and the target holding position of the ship in the ship coordinate system. The calculated rotational moment is corrected in accordance with the direction of disturbance acting on the ship. If the direction of the ship's bow or stern is deviated from the direction of the disturbance, the lateral component of the disturbance acts on the ship in terms of the ship's coordinates, so the driving force that moves the ship's disturbance in the lateral direction. Can be used as Therefore, according to the present invention, the horizontal position of the ship can be held around a fixed point when there is a disturbance due to wind or tide.

  In the above-described ship position holding control device, the rotational moment calculating means includes the lateral deviation calculated by the lateral position deviation calculating means and the disturbance direction estimated by the disturbance estimating means. Based on the target azimuth calculating means for calculating the target azimuth to which the bow of the ship should face, the rotational moment to be generated by the rotational moment generating means, the azimuth to which the bow of the ship is directed, and the And a moment setting means for setting a value corresponding to a control error with respect to the target azimuth calculated by the target azimuth calculating means.

  In the invention of this aspect, the ship's bow in the ship direction calculated is based on the lateral deviation between the current position and the target holding position of the ship in the ship coordinate system and the direction of the disturbance acting on the ship. It is set to a value corresponding to the control error between the target direction of the power and the direction in which the bow is actually facing. According to such a configuration, the bow of the ship can be appropriately directed to the target direction, and thus a lateral thrust force due to disturbance can be appropriately obtained. Therefore, according to the present invention, the horizontal position of the ship can be held around a fixed point when there is a disturbance due to wind or tide.

  In the above-described ship position holding control device, the target azimuth calculating means uses the time integral value of the lateral deviation calculated by the horizontal position deviation calculating means when calculating the target azimuth. It is good even if it is not.

  In the invention of this aspect, the target azimuth of the ship is calculated without using the time integral value of the lateral deviation of the ship. According to such a configuration, it is possible to leave a steady deviation in the lateral direction of the ship in maintaining the position of the ship, and as a result, it is possible to cause a lateral deviation of the ship when the disturbance direction changes. Therefore, according to the present invention, the disturbance direction can always be estimated from the lateral deviation of the ship, and the lateral position of the ship can be maintained without greatly deviating from the fixed point even when the disturbance due to wind or tidal current changes. be able to.

  Further, in the above-described ship position holding control device, the moment setting means may not use the time integral value of the control error in setting the rotational moment to be generated by the rotational direction moment generating means. Good.

  In this aspect of the invention, the rotational moment of the ship is calculated without using the time integral value of the control error between the heading of the ship and its target direction. Therefore, in maintaining the position of the ship, a steady deviation can be left in the lateral direction of the ship, and as a result, the lateral deviation of the ship can be generated when the disturbance direction changes. Therefore, according to the present invention, the disturbance direction can always be estimated from the lateral deviation of the ship, and the lateral position of the ship can be maintained without greatly deviating from the fixed point even when the disturbance due to wind or tidal current changes. be able to.

  In the above-described ship position holding control device, the disturbance estimation unit estimates the direction of the disturbance based on a value obtained by time-integrating the lateral deviation calculated by the lateral position deviation calculation unit. It is good.

  In this aspect of the invention, the direction of the disturbance acting on the ship is estimated based on a value obtained by integrating the lateral deviation between the current position and the target holding position in the ship coordinate system. If the disturbance direction changes, a lateral deviation occurs on the ship coordinate system. Therefore, according to the present invention, the direction of disturbance can be estimated by time-integrating the lateral deviation, so that when there is a disturbance due to wind or tidal current, the horizontal position of the ship can be held around a fixed point. it can.

  Further, in the above-described ship position holding control device, the front / rear direction propulsive force calculating means calculates the front / rear direction propulsive force to be generated by the front / rear direction propulsive force generating means. The calculated front-rear direction deviation, the time differential value of the front-rear direction deviation, and the time integral value of the front-rear direction deviation may be used.

  In the invention of this aspect, the longitudinal propulsive force of the ship is calculated based on a deviation between the current position of the ship and the target holding position, a time differential value of the deviation, and a time integral value of the deviation. Therefore, according to the present invention, the position of the ship in the front-rear direction can be reliably held at a fixed point.

  According to the present invention, it is possible to realize a fixed point holding of a ship even when there is a disturbance due to wind, tidal current, or the like.

It is a block diagram of the position holding control apparatus for ships which is one Example of this invention. It is a figure showing the definition of the code | symbol used in a present Example. It is a figure for demonstrating the method of generating a thrust in the sway direction of a ship in a present Example. This shows that a steady deviation z2 is generated in the sway direction of the ship in this embodiment. It is a flowchart of an example of the control routine performed in the position holding control apparatus for ships of a present Example.

  Hereinafter, specific embodiments of a marine position holding control device according to the present invention will be described with reference to the drawings.

  FIG. 1 shows a configuration diagram of a marine position holding control apparatus 10 according to an embodiment of the present invention. FIG. 2 is a diagram showing the definition of symbols used in this embodiment. A ship position holding control device (hereinafter simply referred to as a control device) 10 according to the present embodiment is a device that automatically holds the position of a ship at a predetermined target position (fixed point). It is a device mounted on a relatively small ship 12 such as a boat.

  In this embodiment, the ship 12 has a mechanism that generates a propulsive force in the front-rear direction (hereinafter referred to as a front-rear direction propulsive force) with respect to the hull, and a mechanism that generates a rotational moment at the center of the hull. . The ship 12 is a biaxial boat provided with two propulsion devices 14 and 16 as a configuration for causing both mechanisms to function. The propulsion units 14 and 16 are, for example, a pair of outboard motors that are attached to positions that are symmetrical with respect to the stern of the hull. The propulsion devices 14 and 16 are not limited to outboard motors, and may be inboard or outboard motors or inboard motors. Further, the ship 12 is not limited to the two-axis boat including the two propulsion devices 14 and 16, and may be a one-axis boat having a propeller that moves forward and backward and a rudder that operates the boat.

  The marine vessel 12 can travel by driving the propulsion units 14 and 16 by a marine vessel maneuvering operation such as a steering operation or a throttle operation, and the propulsion units 14 and 16 can be operated without any marine maneuvering operation by the marine vessel operator. The position can be automatically held at a fixed point by driving. The mode of the ship 12 can be switched between a normal traveling mode in which the ship navigates in accordance with the maneuvering operation and a fixed point holding mode in which the position is automatically held at a fixed point according to a switch operation by the operator. is there.

  The control device 10 includes an electronic control unit (hereinafter referred to as an ECU) 20 mainly composed of a microcomputer in order to realize the above-described fixed point holding mode. A position sensor 22 and an orientation sensor 24 are electrically connected to the ECU 20. The position sensor 22 is a GPS sensor, for example, and outputs a signal corresponding to the current position (x, y) of the ship 12 in the earth coordinate system (reference coordinate system; XY). The direction sensor 24 is a magnetic sensor, for example, and outputs a signal corresponding to the direction in which the bow of the ship 12 faces (hereinafter referred to as ship direction) Ψ. The ECU 20 detects the current position (x, y) of the ship 12 in the earth coordinate system (reference coordinate system; XY) based on the output signal of the position sensor 22, and based on the output signal of the direction sensor 24. The ship orientation Ψ of the ship 12 is detected. Note that the ship orientation Ψ is, for example, an angle with the clockwise direction being positive with respect to the x axis of the earth coordinate system.

  Information on the target holding position (fixed point (x0, y0)) in the earth coordinate system where the ship 12 should be anchored is input to the ECU 20. The information on the target holding position (x0, y0) is information stored in the memory 26 by a switch operation by a marine vessel operator at sea, for example, and is read from the memory 26 and input to the ECU 12. The ECU 20 detects the target holding position (x0, y0) where the ship 12 should be anchored based on the input target holding position (x0, y0) information.

  The ECU 20 has a conversion / calculation unit 30. The conversion / calculation unit 30 performs coordinate conversion on the position of the ship 12 from the earth coordinate system XY to the ship coordinate system Z1-Z2 fixed to the ship 12 according to the following equation (1), and the current position and target This is a part for calculating the position deviation (z1, z2) in the ship coordinate system Z1-Z2 with the holding position. In the ship coordinate system, the front-rear direction of the ship 12 is a surge direction, and the lateral direction of the ship 12 is a sway direction. The calculation in the conversion / calculation unit 30 is performed based on the detected current position (x, y) and ship direction Ψ of the ship 12 and the input target holding position (x0, y0). Note that f (Ψ) is a function that changes according to the ship direction Ψ.

ＥＣＵ２０は、また、ＰＩＤ制御演算部３２を有している。ＰＩＤ制御演算部３２は、上記の変換・演算部３０に電気的に接続されている。ＰＩＤ制御演算部３２には、変換・演算部３０で演算された船舶１２の船舶座標系Ｚ１−Ｚ２でのｓｕｒｇｅ方向の位置偏差ｚ１の情報が入力される。ＰＩＤ制御演算部３２は、船舶１２の位置を目標保持位置（ｘ０，ｙ０）に保持すべく、入力されるｓｕｒｇｅ方向位置偏差ｚ１に基づいてＰＩＤ演算を行って、船舶１２に発生させるべきｓｕｒｇｅ方向推進力τ１を演算する。そして、演算したｓｕｒｇｅ方向推進力τ１に応じた制御量を出力して、そのｓｕｒｇｅ方向推進力τ１が発生するように一対の推進機１４，１６を駆動する（ｓｕｒｇｅ方向コントローラ）。

The ECU 20 also has a PID control calculation unit 32. The PID control calculation unit 32 is electrically connected to the conversion / calculation unit 30 described above. Information of the position deviation z1 in the surge direction in the ship coordinate system Z1-Z2 of the ship 12 calculated by the conversion / calculation unit 30 is input to the PID control calculation unit 32. The PID control calculation unit 32 performs a PID calculation based on the input surge direction position deviation z1 to hold the position of the ship 12 at the target holding position (x0, y0), and the surge direction to be generated in the ship 12. The thrust τ1 is calculated. Then, a control amount corresponding to the calculated surge direction thrust τ1 is output, and the pair of thrusters 14, 16 are driven so as to generate the surge direction thrust τ1 (a surge direction controller).

  The ECU 20 also includes a disturbance estimation calculation unit 34 and two PD control calculation units 36 and 38. The disturbance estimation calculation unit 34 is electrically connected to the conversion / calculation unit 30 described above. Information on the position (x, y) of the ship 12 in the earth coordinate system output from the position sensor 22 is input to the disturbance estimation calculation unit 34, and the ship of the ship 12 calculated by the conversion / calculation unit 30 is input. Information on the position deviation z2 in the sway direction in the coordinate system Z1-Z2 is input. The disturbance estimation calculation unit 34 calculates the direction θ hat of disturbance due to wind or tide that acts on the ship 12 based on the position (x, y) or the sway direction position deviation z2 of the ship 12 in the earth coordinate system that is input. presume. Specifically, immediately after the start of the fixed point holding mode, the direction of the disturbance (disturbance) based on the deviation (time change) of the position (x, y) with respect to the target holding position (x0, y0) in the earth coordinate system of the ship 12. (Estimated direction) A θ hat is estimated, and thereafter, a disturbance estimated direction θ hat is estimated using the sway direction position deviation z2 as will be described in detail later. That is, the initial value of the estimated disturbance direction θ hat is set based on the deviation of the position (x, y), and thereafter, the estimated disturbance direction θ hat is updated based on the sway direction position deviation z2.

  An adder 40 is electrically connected to the output of the disturbance estimation calculation unit 34 and the output of the direction sensor 24. The adder 40 is configured to calculate a ship direction Ψ and a disturbance estimated direction θ hat based on the disturbance estimated direction θ hat based on the output of the disturbance estimation calculation unit 34 and the ship direction Ψ of the ship 12 based on the output of the direction sensor 24. The error Ψe (= Ψ−θ hat) is calculated. The output of the adder 40 is electrically connected to the PD control calculation unit 36. The PD control calculation unit 36 performs PD calculation based on the error Ψe between the ship direction Ψ calculated by the adder 40 and the disturbance estimated direction θ hat.

  The PD control calculation unit 38 is electrically connected to the conversion / calculation unit 30 described above. Information on the positional deviation z2 in the sway direction in the ship coordinate system Z1-Z2 of the ship 12 calculated by the conversion / calculation unit 30 is input to the PD control calculation unit 38. The PD control calculation unit 38 performs PD calculation based on the input sway direction position deviation z2, and calculates a deviation azimuth azimuth directed to the ship 12 to be shifted from the estimated disturbance direction θ hat as a target azimuth (sway direction controller). ).

  An adder 42 is electrically connected to the output of the PD control calculation unit 36 and the output of the PD control calculation unit 38. The adder 42 moves the ship 12 from the current ship direction Ψ to the target direction Ψd (= θ hat) based on the control value based on the output of the PD control calculation unit 36 and the direction deviation ΔΨ based on the output of the PD control calculation unit 38. In order to turn to + ΔΨ), the rotation direction moment τ3 of the hull center to be generated in the ship 12 is calculated. Then, a control amount corresponding to the calculated rotational direction moment τ3 is output, and the pair of propulsion units 14 and 16 are driven so that the rotational direction moment τ3 is generated. In order to generate the rotational moment τ3, the propulsive forces of the pair of propulsion units 14 and 16 may be made different from each other.

  Next, the operation of the control device 10 according to the present embodiment will be described with reference to FIGS. FIG. 3 is a diagram for explaining a method for generating a propulsive force in the sway direction of the ship 12 in this embodiment. FIG. 4 shows that a steady deviation z2 is generated in the sway direction of the ship 12 in this embodiment. A diagram is shown. FIG. 5 shows a flowchart of an example of a control routine executed by the ECU 20 in this embodiment.

  In this embodiment, when the ship mode is set to the fixed point holding mode by a switch operation or the like by the operator, the control device 10 automatically starts the control (fixed point holding control) for holding the ship 12 at the position at the time of setting. Is done. When the fixed point holding control is started, the ECU 20 of the control device 10 first sets the current position (x, y) in the earth coordinate system of the ship 12 detected based on the output of the position sensor 22 to the target holding position (x0). , Y0), the information is stored in the memory 26 (step 100).

  In general, in order to hold the position (x, y) to be controlled at the target holding position (x0, y0) under a situation where a disturbance acts, the three degrees of freedom of the position (x, y) and the direction Ψ are controlled. There is a need to. However, the ship 12 of this embodiment has only a two-degree-of-freedom control input having a mechanism for generating a longitudinal thrust and a mechanism for generating a rotational moment. For this reason, the fixed point holding control of the ship 12 becomes an under-actuated system in which the dimension of the control input is smaller than the dimension of the generalized coordinates of the system.

  On the other hand, since a resultant force due to a disturbance such as wind or tidal current acts on the ship 12, an input can occur in the sway direction of the ship 12 due to the force of the disturbance. Therefore, by using the disturbance force input to the ship 12, it is possible to eliminate the inferior driving system for the fixed point holding control and to make the control possible with the linear approximation model.

  Therefore, in this embodiment, after starting the fixed point holding control, first, the direction of the ship 12 is controlled to the initial value of the estimated disturbance direction θ hat, and then the position (x, y) of the ship 12 is set to the target holding position. Thereafter, the position (x, y) of the ship 12 is controlled to the target holding position (x0, y0) while updating the disturbance estimation direction θ hat.

  Specifically, after starting the fixed point holding control, the ECU 20 detects the position (x, y) of the ship 12 in the earth coordinate system on the basis of the output of the position sensor 22 at every predetermined period, and the direction sensor 24. The ship orientation Ψ of the ship 12 is detected based on the output of. The ECU 20 performs azimuth control to maintain the ship azimuth Ψ constant until the ship 12 is swept away by a certain distance (for example, 5 meters) immediately after the start of the fixed point holding control (when the determination in step 102 is affirmative) The initial value of the disturbance estimation direction θ hat of the disturbance is estimated from the change of the position (x, y) (step 104).

  When the ECU 20 estimates the initial value of the estimated disturbance direction θ hat, the ECU 20 then sets the target direction Ψd of the ship 12 to the initial value of the estimated disturbance direction θ hat, and the target direction Ψd (= θ hat) and the ship direction. A control error Ψe, which is a difference from Ψ, is calculated (step 106). Then, the ship azimuth Ψ which gives a rotational moment to the ship 12 is controlled so that the control error Ψe becomes zero, that is, the azimuth Ψ of the ship 12 becomes the initial value of the disturbance estimated direction θ hat (step 108). Therefore, in this embodiment, after the disturbance acting on the ship 12 is estimated at the start of the fixed point holding control, the ship 12 first controls the azimuth Ψ to be the direction θ hat where the estimated disturbance occurs. Is done.

  After the ECU 20 performs the azimuth control as described above and sets the vessel azimuth ψ as the initial value of the disturbance estimated direction θ hat, the ECU 20 then uses the vessel azimuth ψ (initial value of the disturbance estimated direction θ hat) to determine the vessel position. (X, y) → (z1, z2)) and linearization is performed in an equilibrium state.

  When the azimuth of the ship 12 is in the direction of the disturbance, no propulsive force is generated in the sway direction of the ship 12, but when the azimuth of the ship 12 is deviated from the direction of the disturbance by a slight amount ΔΨ, Propulsive force due to disturbance is generated in the sway direction of the ship 12. In this respect, if the disturbance is not zero, fixed point holding control for holding the position (x, y) of the ship 12 at the target holding position (x0, y0) is possible by slightly shifting the direction of the ship 12 from the disturbance direction. It can be controlled. At this time, it is possible to stabilize the fixed point holding control and realize any pole arrangement by appropriately selecting a gain for calculating the surge direction thrust τ1 and the rotational direction moment τ3.

  That is, in the fixed point holding control, the ECU 20 calculates the thrust propulsion force τ1 by PID control based on the surge direction position deviation z1, and calculates the rotational direction moment τ3 as an error that is a difference between the disturbance estimated direction θ hat and the ship direction Ψ. Calculation is performed using the PD calculation value based on Ψe and the azimuth deviation amount ΔΨ. This azimuth deviation amount ΔΨ is calculated by PD control based on the sway direction position deviation z2, and increases as the deviation z2 increases, and increases as the time differential value of the deviation z2 increases from zero.

  Here, when the ECU 20 which is the sway direction controller calculates ΔΨ, the time integral value of the sway direction position deviation z2 is not used, and when calculating τ3, the time integral value of the control error Ψe is not used. . Therefore, when the disturbance estimation direction θ hat is equal to the true value (disturbance true value direction) θ in the direction of the disturbance, the sway direction position deviation z2 is zero in the steady state, but the disturbance estimation direction θ hat is the disturbance true. When it is different from the value direction θ, a steady deviation occurs in ΔΨ and τ3, and a steady deviation z2 in the sway direction as shown in the following equation (2) occurs when the ship 12 holds the fixed point.

この点、ｓｗａｙ方向定常偏差ｚ２は、外乱推定方向θハットと外乱真値方向θとの差である未知の外乱誤差（θハット−θ）によって表される。このため、定点保持制御開始後、位置センサ２２を用いてｓｗａｙ方向位置偏差ｚ２を検出すれば、次式（３）に従って外乱の方向θハットを更新することが可能である。

In this respect, the sway direction steady deviation z2 is represented by an unknown disturbance error (θ hat−θ) which is the difference between the disturbance estimated direction θ hat and the disturbance true value direction θ. Therefore, if the sway direction position deviation z2 is detected using the position sensor 22 after the fixed point holding control is started, the disturbance direction θ hat can be updated according to the following equation (3).

尚、γは、推定ゲインであり、任意の値である。

Note that γ is an estimated gain and is an arbitrary value.

  Therefore, the ECU 20 sets the initial value of the disturbance estimation direction θ hat as described above to hold the position (x, y) of the ship 12 at the target holding position (x0, y0), and estimates the ship direction Ψ as the disturbance. After performing the azimuth control toward the initial value of the direction θ hat (after a negative determination in step 102), the disturbance estimated direction θ hat is updated according to the above equation (3) based on the sway direction position deviation z2 (step 112). ). Then, while setting the target azimuth ψd of the ship 12 to the disturbance estimated direction θ hat, the amount of deviation ΔΨ necessary to generate the propulsive force in the sway direction is calculated (step 114). The ship azimuth Ψ that gives the rotational moment τ3 to the ship 12 is controlled so that the azimuth is slightly shifted by ΔΨ from the disturbance estimated direction θ hat (step 116). Note that the ECU 20 performs position control in the surge direction simultaneously with the execution of the azimuth control.

  As described above, according to the control device 10 of the present embodiment, the azimuth Ψ of the ship 12 can be controlled to the disturbance estimated direction θ hat at the start of the fixed point holding control, so that the propulsion directly in the sway direction. The ship 12 having no mechanism can be directed to the disturbance estimation direction θ hat. Then, after the ship 12 is directed to the disturbance estimated direction θ hat, the azimuth Ψ is shifted from the disturbance estimated direction θ hat by a slight amount ΔΨ to apply a propulsive force in the sway direction due to the disturbance to the ship 12. Can do. For this reason, according to the present embodiment, when a disturbance due to wind or tidal current acts on the ship 12, the position in the surge direction is set for the ship 12 having the thrust mechanism in the surge direction and the thrust mechanism in the rotation direction. In addition to being held at the target holding position, it is possible to hold the position in the sway direction around the target holding position.

  However, as described above, since the integral value of the sway direction position deviation z2 is not used for calculating ΔΨ necessary to control the sway direction position of the ship 12, the disturbance estimation direction θ hat is the disturbance true value direction. When it is different from θ, the steady deviation z2 in the sway direction remains when the ship 12 holds the fixed point. However, since the sway direction steady deviation z2 is represented by an unknown amount of disturbance error (θ hat−θ), if the sway direction steady deviation z2 remains as described above, the sway direction position deviation z2 is detected using the position sensor 22. By doing so, it is possible to estimate the disturbance error (θ hat −θ), which is an unknown amount.

  Therefore, in this embodiment, after the fixed point holding control is started, the disturbance direction θ hat is updated based on the sway direction position deviation z2 detected using the position sensor 22. Therefore, according to the control device 10 of the present embodiment, the disturbance estimation is performed when the disturbance direction θ hat estimated to act on the ship 12 is different from the disturbance true value direction θ or when the disturbance true value direction θ changes. The direction θ hat can be updated. As a result, even when a disturbance error or a disturbance change occurs, the sway direction position of the ship 12 can be held around the target holding position without greatly deviating from the target holding position. ing.

  In the present embodiment, in order to control the position of the ship 12 in the surge direction, PID calculation based on the surge direction position deviation z1 is performed to calculate the surge direction thrust τ1. For this reason, according to the present embodiment, it is possible to reliably hold the position in the surge direction of the ship 12 at the target holding position.

  Therefore, according to the control device 10 of the present embodiment, the fixed point holding control system that holds the position of the ship 12 and the disturbance azimuth update control system that updates the disturbance direction are integrated. Even the system is controllable, and the position holding of the ship 12 can be maintained with high accuracy, and the position holding corresponding to the disturbance error and the disturbance change can be realized flexibly. For this reason, when the position of the ship 12 is held at a fixed point, the maneuverability can be greatly improved. Further, since the ship 12 is controlled so as to be directed substantially in the disturbance direction by the fixed point holding control, the azimuth Ψ of the ship 12 and the disturbance direction θ can be substantially matched or diametrically opposite. For this reason, it is difficult for the ship 12 to be affected by wind and waves as disturbances, and the convenience and riding comfort of the occupant can be improved.

  By the way, in the above-described embodiment, the pair of propulsion units 14 and 16 claim the conversion / calculation unit 30 in the “front-rear direction propulsion generating means” and the “rotational direction moment generating means” recited in the claims. In the “front-rear direction position deviation calculation means” and “lateral direction position deviation calculation means” described in the above-mentioned range, the PID control calculation unit 32 adds the disturbance estimation calculation to the “front-rear direction thrust calculation means” described in the claims. The unit 34 is the “disturbance estimation unit” described in the claims, and the PD control calculation unit 38 and the adders 40 and 42 are the “rotation direction moment calculation unit” and the “target direction calculation unit” described in the claims. , And “moment setting means”.

  In the above embodiment, after starting the fixed point holding control, the position sensor 22 is used to detect the sway direction position deviation z2, and the disturbance direction θ hat is estimated and updated according to the above equation (3). However, the estimated gain γ used to estimate the disturbance estimation direction θ hat is changed according to the magnitude of the disturbance force. Specifically, the estimated gain γ is increased as the disturbance is reduced and decreased as the disturbance is increased. It is good as well. According to the configuration of such a modification, the disturbance estimation direction θ hat can be updated appropriately according to the magnitude of the disturbance.

  However, if the singular perturbation method is used, it is proved that the stability of the entire control system is guaranteed in the control system of this embodiment when γ is made sufficiently small. For this reason, if γ is made sufficiently small, it is possible to ensure the stability of the entire fixed point holding control including the disturbance direction updating control system.

  In the above-described embodiment, the PD control calculation unit 36 calculates the control value by PD calculation of both the ship direction Ψ and the disturbance estimation direction θ hat, but the present invention is limited to this. Instead, for the disturbance estimation direction θ hat, only the P term may be calculated without calculating the D term.

  Furthermore, in the above embodiment, the rotational moment τ3 is calculated based on both the sway direction position deviation z2 and the disturbance estimated direction θ hat, but instead of this configuration, based on the disturbance estimated direction θ hat. After calculating the rotational direction moment τ3, the calculated rotational direction moment τ3 is corrected according to the sway direction position deviation z2, or the rotational direction moment τ3 is calculated based on the sway direction position deviation z2. In addition, the calculated rotational moment τ3 may be corrected in accordance with the estimated disturbance direction θ hat.

DESCRIPTION OF SYMBOLS 10 Ship position holding control apparatus 12 Ship 14,16 Propulsion machine 20 Electronic control unit 22 Position sensor 24 Direction sensor 30 Conversion / calculation part 32 PID control calculation part 34 Disturbance estimation calculation part 36, 38 PD control calculation part x0, y0 Earth Target holding position in the coordinate system x, y Position in the Earth coordinate system z1 Position deviation in the direction of the ship coordinate system z2 Position deviation in the direction of the ship coordinate system θ Disturbance true value direction θ Hat Disturbance estimation direction Ψ Ship orientation ΔΨ Azimuth misalignment to generate thrust in the sway direction τ1 Surge direction thrust τ3 Rotational moment

Claims (7)

A control device for maintaining the position of a ship having a longitudinal thrust generating means for generating a longitudinal thrust and a rotational moment generating means for generating a rotational moment,
A front-rear direction position deviation calculating means for calculating a front-rear direction deviation between the current position in the ship coordinate system of the ship and the target holding position;
A front-rear direction propulsive force calculating means for calculating a front-rear direction propulsive force to be generated by the front-rear direction propulsive force generating means based on the front-rear direction deviation calculated by the front-rear direction position deviation calculating means;
Lateral position deviation calculating means for calculating a lateral deviation between the current position of the ship in the ship coordinate system and the target holding position;
Disturbance estimation means for estimating the direction of disturbance acting on the ship;
Based on the lateral deviation calculated by the lateral position deviation calculating means and the direction of the disturbance estimated by the disturbance estimating means, a rotational direction moment to be generated by the rotational direction moment generating means is calculated. Rotational direction moment calculation means;
A ship position holding control device comprising: A control device for maintaining the position of a ship having a longitudinal thrust generating means for generating a longitudinal thrust and a rotational moment generating means for generating a rotational moment,
A front-rear direction position deviation calculating means for calculating a front-rear direction deviation between the current position in the ship coordinate system of the ship and the target holding position;
Based on the front / rear direction deviation calculated by the front / rear direction position deviation calculating means, a front / rear direction propulsive force calculating means for calculating a front / rear direction propulsive force to be generated by the front / rear direction propulsive force generating means;
Lateral position deviation calculating means for calculating a lateral deviation between the current position and the target holding position in the ship coordinate system of the ship;
A rotational moment calculating means for calculating a rotational moment to be generated by the rotational moment generating means, based on the lateral deviation calculated by the lateral position deviation calculating means;
Disturbance estimation means for estimating the direction of disturbance acting on the ship;
Moment correcting means for correcting the rotational direction moment calculated by the rotational direction moment calculating means according to the direction of the disturbance estimated by the disturbance estimating means;
A ship position holding control device comprising: The rotational moment calculating means is
Target azimuth calculation for calculating a target azimuth that the bow of the ship should face based on the lateral deviation calculated by the lateral position deviation calculation means and the direction of the disturbance estimated by the disturbance estimation means. Means,
The rotational direction moment to be generated by the rotational direction moment generating means is set to a value corresponding to a control error between the direction in which the bow of the ship is facing and the target direction calculated by the target direction calculating means. A moment setting means;
The ship position holding control device according to claim 1, wherein   The ship according to claim 3, wherein the target azimuth calculating means does not use the time integral value of the lateral deviation calculated by the lateral position deviation calculating means in calculating the target azimuth. Position holding control device.   5. The ship position according to claim 3, wherein the moment setting means does not use a time integral value of the control error when setting the rotational moment to be generated by the rotational moment generating means. Holding control device.   The ship according to claim 4 or 5, wherein the disturbance estimating means estimates the direction of the disturbance based on a value obtained by time integration of the lateral deviation calculated by the lateral position deviation calculating means. Position holding control device.   The front-rear direction propulsive force calculating means calculates the front-rear direction propulsive force to be generated by the front-rear direction propulsive force generating means, and the front-rear direction deviation calculated by the front-rear direction position deviation calculating means, the front-rear direction deviation The ship position holding control device according to any one of claims 1 to 6, wherein a time differential value of and a time integral value of the longitudinal deviation are used.

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