JP7781866B2 - Ship monitoring system, ship monitoring method, information processing device, and program - Google Patents

Description

The present invention relates to a ship monitoring system, a ship monitoring method, an information processing device, and a program.

There are various conventional methods for assessing the risk of collision between ships. For example, Non-Patent Document 1 discloses a method for displaying the OZT (Obstacle Zone by Target).

Imazu, Junji Fukuto, Masayoshi Numano, "Obstruction Zones by Other Vessels and Their Indications," Journal of the Japan Institute of Navigation, Vol. 107, 2002, pp. 191-197

However, ships sometimes navigate according to a planned route that is set to follow multiple turning points in sequence.

However, conventional risk assessment methods do not take into account the fact that ships navigate planned routes that include course changes, so risk values can fluctuate rapidly before and after a course change.

The present invention has been made in consideration of the above-mentioned problems, and its main purpose is to provide a ship monitoring system, ship monitoring method, information processing device, and program capable of assessing the risk of collision for ships navigating a planned route that includes a turning point.

In order to solve the above problem, one aspect of the ship monitoring system of the present invention comprises a first data generation unit that generates first ship data representing the position and speed of a first ship; a second data generation unit that generates second ship data representing the position and speed of a second ship; a planned route generation unit that generates planned route data representing the planned route of the first ship including a first leg from the position of the first ship to a first waypoint and a second leg from the first waypoint to a second waypoint; a risk value calculation unit that places a virtual first ship on a virtual first leg extending from the first waypoint in the opposite direction to the second leg based on the first ship data, the second ship data, and the planned route data, and calculates a risk value representing the risk of collision between the virtual first ship and the second ship; and an alarm unit that issues an alarm based on the risk value.

In another aspect of the ship monitoring method of the present invention, a first data generation unit generates first ship data representing the position and speed of a first ship, a second data generation unit generates second ship data representing the position and speed of a second ship, a planned route generation unit generates planned route data representing the planned route of the first ship including a first leg from the position of the first ship to a first waypoint and a second leg from the first waypoint to a second waypoint, and based on the first ship data, the second ship data, and the planned route data, places a virtual first ship on a virtual first leg extending from the first waypoint in the opposite direction to the second leg, calculates a risk value representing the risk of collision between the virtual first ship and the second ship, and issues an alert based on the risk value.

Another aspect of the information processing device of the present invention includes a risk value calculation unit that places a virtual first ship on a virtual first leg extending from the first waypoint in the opposite direction to the second leg based on first ship data representing the position and speed of a first ship, second ship data representing the position and speed of a second ship, and planned route data representing the planned route of the first ship including a first leg from the position of the first ship to a first waypoint and a second leg from the first waypoint to a second waypoint, and calculates a risk value representing the risk of collision between the virtual first ship and the second ship, and an alarm determination unit that outputs an alarm command to an alarm unit in accordance with the risk value.

In another aspect of the program of the present invention, a computer is caused to execute the following: based on first ship data representing the position and speed of a first ship, second ship data representing the position and speed of a second ship, and planned route data representing the planned route of the first ship including a first leg from the position of the first ship to a first waypoint and a second leg from the first waypoint to a second waypoint, place a virtual first ship on a virtual first leg extending from the first waypoint in the opposite direction to the second leg, calculate a risk value representing the risk of collision between the virtual first ship and the second ship, and output an alert command to an alarm unit in accordance with the risk value.

The present invention makes it possible to assess the risk of collision for ships sailing along a planned route that includes a turning point.

1 is a diagram illustrating an example of the configuration of a vessel monitoring system according to an embodiment. FIG. 2 is a diagram illustrating an example of a other ship management database. FIG. 10 is a diagram for explaining a conventional example. FIG. 10 is a diagram for explaining a conventional example. FIG. 1 is a diagram illustrating an example of the configuration of an information processing device according to an embodiment. FIG. 10 is a diagram illustrating an example of the configuration of a risk value calculation unit. FIG. 10 is a diagram for explaining risk value calculation according to the embodiment. FIG. 10 is a diagram for explaining risk value calculation according to the embodiment. 1 is a diagram showing an example of a procedure of a vessel monitoring method according to an embodiment; FIG. 2 is a diagram illustrating an example of a virtual leg and a virtual own ship. FIG. 10 is a diagram for explaining a method for determining a reference ship position. FIG. 10 is a diagram for explaining a method for determining a reference ship position. FIG. 10 is a diagram showing an example of an OZT display. FIG. 10 is a diagram for explaining the synthesis of risk values. FIG. 10 is a diagram for explaining another embodiment. FIG. 10 is a diagram illustrating an example of a procedure for setting a waypoint. FIG. 10 is a diagram for explaining the setting of a new waypoint. FIG. 10 is a diagram for explaining a change of a turning point. FIG. 10 is a diagram for explaining a change of a turning point. FIG. 10 is a diagram illustrating an example of a procedure for setting a waypoint. FIG. 10 is a diagram for explaining generation of intermediate waypoints. FIG. 10 is a diagram for explaining generation of intermediate waypoints. FIG. 10 is a diagram illustrating an example of a procedure for trial maneuvering. FIG. 10 is a diagram for explaining the display before a boat speed change. FIG. 10 is a diagram for explaining a display after a boat speed change. FIG. 10 is a diagram for explaining a display before the time is changed. FIG. 10 is a diagram for explaining a display after the time has been changed.

Below, an embodiment of the present invention is described with reference to the drawings.

Figure 1 is a block diagram showing an example configuration of a ship monitoring system 100 according to an embodiment. The ship monitoring method according to the embodiment is realized in the ship monitoring system 100. The ship monitoring system 100 is a system that is installed on a ship and monitors ships present in the vicinity.

A ship equipped with the ship monitoring system 100 is an example of a first ship, and will be referred to as "own ship" in the following explanation. Furthermore, ships present around the own ship are examples of second ships, and will be referred to as "other ships" in the following explanation.

In addition, in the following explanation, "velocity" is a vector quantity representing speed and direction (so-called ship speed vector), and "speed" is a scalar quantity.

The ship monitoring system 100 comprises an information processing device 1, a display unit 2, a radar 3, an AIS 4, a GNSS receiver 5, a gyrocompass 6, an ECDIS 7, and an alarm unit 8. These devices are connected to a network N, such as a LAN, and are capable of network communication with each other.

The information processing device 1 is a computer including a CPU, RAM, ROM, non-volatile memory, an input/output interface, etc. The CPU of the information processing device 1 executes information processing according to a program loaded from the ROM or non-volatile memory to the RAM.

The program may be supplied via an information storage medium such as an optical disc or memory card, or via a communications network such as the Internet or a LAN.

The display unit 2 is, for example, a display device with a touch sensor. The touch sensor detects the position on the screen indicated by a finger or the like. The indicated position may also be input using a trackball or the like, instead of a touch sensor.

Radar 3 emits radio waves around the ship and receives reflected waves, generating echo data based on the received signals. Radar 3 also identifies targets from the echo data and generates target tracking data (TT data) that represents the target's position and speed.

The AIS (Automatic Identification System) 4 receives AIS data from other ships around the ship or from land-based control. It is not limited to AIS; VDES (VHF Data Exchange System) may also be used. AIS data includes the position and speed of other ships.

The GNSS receiver 5 detects the ship's position based on radio waves received from the GNSS (Global Navigation Satellite System). The gyrocompass 6 detects the ship's heading. A GPS compass or magnetic compass may also be used, not limited to a gyrocompass.

The ECDIS (Electronic Chart Display and Information System) 7 obtains the ship's position from the GNSS receiver 5 and displays the ship's position on an electronic chart. The ECDIS 7 also displays the ship's planned route on the electronic chart. A GNSS plotter may also be used instead of an ECDIS.

The alarm unit 8 issues an alarm if there is a risk of the ship colliding with another ship. The alarm unit 8 may issue an alarm by display, or by sound or light, for example. An alarm by display may be issued by the display unit 2. In other words, the display unit 2 may also function as the alarm unit 8.

In this embodiment, the information processing device 1 is an independent device, but this is not limited to this, and it may be integrated with another device such as ECDIS 7. In other words, the functional units of the information processing device 1 may be realized by another device such as ECDIS 7.

The display unit 2 is also an independent device, but this is not limited to this, and the display unit of another device such as ECDIS 7 may be used as the display unit 2 that displays the image generated by the information processing device 1.

In this embodiment, the combination of the GNSS receiver 5 and the ECDIS 7 is an example of a first data generation unit, which generates ship data representing the ship's position and speed. Specifically, the GNSS receiver 5 detects the ship's position, and the ECDIS 7 detects the ship's speed from changes in the ship's position over time.

In addition to this, the ship's speed may also be detected based on the ship's direction detected by the gyrocompass 6 and the ship's speed detected by a ship speedometer (not shown).

Furthermore, Radar 3 or AIS 4 is an example of a second data generation unit, and generates other ship data representing the position and speed of other ships. Specifically, the TT data generated by Radar 3 corresponds to other ship data. Furthermore, the AIS data generated by AIS 4 also corresponds to other ship data.

Figure 2 is a diagram showing an example of a ship management database constructed in the memory of the information processing device 1. Ship data generated by radar 3 or AIS 4 is registered in the ship management database.

The other ship management database includes fields such as "other ship identifier," "position," "speed," and "direction." The position and direction of other ships detected by radar 3 are converted into the same coordinate system as GNSS.

Figures 3A and 3B are diagrams for explaining a conventional example. Figure 3A shows the ship's planned route and other ships 1 to 3 located around it. The ship's planned route is set to follow multiple waypoints (WP) in sequence. Figure 3B shows the change over time in the risk value of the ship colliding with other ships 1 to 3.

Conventional collision warnings calculate risk values under the assumption that the ship and other ships will proceed in a straight line from their current positions, and do not take into account the ship's course change. As a result, as shown in Figure 3B, risk values can change suddenly when the ship changes course.

For example, if other ship 2 proceeds along the planned route, there should actually be no risk of collision, but the calculated risk value increases as it approaches the first waypoint WP1 and then suddenly drops to zero when it changes course at the first waypoint WP1.

On the other hand, for other ship 3, even though there is actually a risk of collision if it proceeds along the planned route, the calculated risk value remains 0 until it reaches the first waypoint WP1, and then rises sharply when it changes course at the second waypoint WP2.

Therefore, in this embodiment, as explained below, the risk value is calculated taking into account the ship changing course at a turning point on the planned route.

Figure 4 is a diagram showing an example configuration of an information processing device 1 according to an embodiment. The information processing device 1 includes a planned route generation unit 11, a risk value calculation unit 12, an alert determination unit 13, and a display control unit 14.

Figure 5 is a diagram showing a specific example configuration of the risk value calculation unit 12. The risk value calculation unit 12 includes a virtual ship placement unit 121, a reference ship position determination unit 122, a risk value determination unit 123, and an OZT calculation unit 124.

The functional units shown in Figures 4 and 5 are realized by the CPU of the information processing device 1 executing information processing in accordance with a program.

The planned route generation unit 11 generates planned route data for the ship based on user instructions. Alternatively, the information processing device 1 may obtain planned route data for the ship from the ECDIS 7 (see Figure 1 above). In this case, the ECDIS 7 is an example of a planned route generation unit.

As shown in Figure 3A above, the ship's planned route includes multiple legs LG. Leg LG is a collective term for the first leg LG1 to the third leg LG3, etc. Specifically, the ship's planned route includes the first leg LG1 from the ship's current position to the first waypoint WP1, the second leg LG2 from the first waypoint WP1 to the second waypoint WP2, and the third leg LG3 from the second waypoint WP2 to the third waypoint (not shown).

The risk value calculation unit 12 calculates a risk value representing the risk of collision between the ship and another ship based on the ship's own data, other ship data, and planned route data. The specific method for calculating the risk value will be described later.

The alarm determination unit 13 outputs an alarm command to the alarm unit 8 according to the risk value calculated by the risk value calculation unit 12. Upon receiving the alarm command, the alarm unit 8 issues an alarm.

The display control unit 14 generates an image showing the positions of the own ship, other ships, and the planned route based on the own ship data, other ship data, and planned route data, and outputs it to the display unit 2.

Figures 6A and 6B are diagrams for explaining a specific example of risk value calculation in an embodiment. Similar to Figures 3A and 3B above, Figure 6A shows the ship's planned route and other ships 1 to 3 located around it, and Figure 6B shows the change over time in the risk value of the ship colliding with other ships 1 to 3.

In this embodiment, the risk value calculation unit 12 sets a virtual first leg VLG1 extending from the first waypoint WP1 in the opposite direction to the second leg LG2, as shown in Figure 6A, places a virtual own ship on the virtual first leg VLG1, and calculates the risk value of collision between the virtual own ship and other ships 2 and 3.

This makes it possible to prevent the risk value from fluctuating suddenly when changing course at the first waypoint WP1.

For example, for other ship 2, the risk value is calculated based on the virtual ship on the virtual first leg VLG1, so that the risk value does not increase even before the ship reaches the first waypoint WP1, and the risk value can be made continuous around the first waypoint WP1.

On the other hand, for other ship 3, the risk value is calculated based on the virtual ship on the virtual first leg VLG1, so the risk value increases before the ship reaches the first waypoint WP1, making it possible to make the risk value continuous before and after the first waypoint WP1.

Figure 7 is a diagram showing an example procedure of a ship monitoring method according to an embodiment, which is realized in the ship monitoring system 100. The information processing device 1 executes the information processing shown in the figure according to a program.

First, the information processing device 1 plots the own ship, other ships, and planned route in a two-dimensional virtual space based on the position of the own ship, based on the own ship data, other ship data, and planned route data (S11).

Next, the information processing device 1 sets a virtual leg in the two-dimensional virtual space and places the virtual own ship (S12: processing as the virtual own ship placement unit 121).

As shown in Figure 8, a virtual first leg VLG1 is connected to the first waypoint WP1 between the first leg LG1 and the second leg LG2. The virtual first leg VLG1 extends from the first waypoint WP1 in the opposite direction to the second leg LG2. The virtual first leg VLG1 and the second leg LG2 are aligned in a straight line.

The length d1 of the virtual first leg VLG1 is the same as the length of the first leg LG1. The virtual own ship 1 is located on the virtual first leg VLG1. Specifically, the virtual own ship 1 is located at the opposite end of the virtual first leg VLG1 from the first waypoint WP1, and moves on the virtual first leg VLG1 at the same speed as the own ship.

A virtual second leg VLG2 is connected to the second waypoint WP2 between the second leg LG2 and the third leg LG3. The virtual second leg VLG2 extends from the second waypoint WP2 in the opposite direction to the third leg LG3. The virtual second leg VLG2 and the third leg LG3 are aligned in a straight line.

The length d2 of the virtual second leg VLG2 is the same as the combined length of the first leg LG1 and the second leg LG2. The virtual own ship 2 is located on the virtual second leg VLG2. Specifically, the virtual own ship 2 is located at the opposite end of the virtual second leg VLG2 from the second waypoint WP2, and moves on the virtual second leg VLG2 at the same speed as the own ship.

Returning to the explanation of Figure 7, the information processing device 1 next determines the position of the own ship or the virtual own ship (hereinafter referred to as the reference own ship position) to be used in calculating the risk value (S13: processing as the reference own ship position determination unit 122).

Figures 9A and 9B are diagrams for explaining an example of a method for determining the reference ship's position. To determine the reference ship's position, a known calculation method for displaying the OZT (Obstacle Zone by Target) is applied.

The OZT calculation is performed by the OZT calculation unit 124 (see Figure 5). For each judgment point on the other ship's predicted course, the OZT calculation unit 124 calculates the probability that the own ship (or virtual own ship) and the other ship will be present at the judgment point at the same time, assuming that the own ship (or virtual own ship) maintains its speed while changing course from its current position to reach the judgment point, and that the other ship maintains its speed from its current position to reach the judgment point, as a collision risk value, and sets points where the risk value is above a threshold as OZT display points.

Figure 9A shows the distance dcurrent between the OZT display point calculated based on the vessel's own ship on the predicted course of another vessel and the first leg LG1. In the example shown in the figure, the distance dcurrent is the distance between the first waypoint WP1 at the tip of the first leg LG1 and the OZT display point closest to the first waypoint WP1 among the multiple OZT display points.

Figure 9B shows the distance dvirtual between the OZT display point and the second leg LG2, calculated based on the virtual ship on the other ship's predicted course. In the example shown in the figure, the distance dvirtual is the distance between the second leg LG2 and the OZT display point closest to the second leg LG2 among the multiple OZT display points.

The reference own ship position is determined by comparing the distance dcurrent with the distance dvirtual. Specifically, if the distance dcurrent is smaller than the distance dvirtual, the own ship is used to calculate the risk value. On the other hand, if the distance dvirtual is smaller than the distance dcurrent, as in the examples of Figures 9A and 9B, the virtual own ship is used to calculate the risk value.

Returning to the explanation of Figure 7, the information processing device 1 then calculates a risk value based on the reference ship position determined in S13 above (S14: processing as the risk value determination unit 123).

Specifically, when the position of the own ship is determined as the reference own ship position, the information processing device 1 calculates a risk value representing the risk of collision between the own ship and another ship. On the other hand, when the position of the virtual own ship is determined as the reference own ship position, the information processing device 1 calculates a risk value representing the risk of collision between the virtual own ship and another ship.

To calculate the risk value, a risk value calculation method based on the assumption that the ship and other vessels are traveling in a straight line is used, such as a collision warning based on TCPA (Time to Closest Point of Approach)/DCPA (Distance to Closest Point of Approach) or a collision warning based on SJ (Subject Judgment) values.

Next, the information processing device 1 determines whether the risk value calculated in S14 above is equal to or greater than a threshold value, and if the risk value is equal to or greater than the threshold value, outputs an alert command to the alarm unit 8 (S15, S16: processing as the alert determination unit 13). Upon receiving the alert command, the alarm unit 8 issues an alert.

An alarm is issued by highlighting the other ship's symbol, for example by changing its color, blinking it, or adding a frame indicating that it is the subject of an alarm, on the display unit 2, which also serves as the alarm unit 8. In this case, the alarm command is a display command for highlighting the symbol.

As shown in Figure 10, a collision warning based on the OZT may be used to issue an alarm. An alarm is issued when an OZT is present on the ship's course and the arrival time to the OZT is below a threshold. Whether the OZT based on the ship or the virtual ship is displayed is determined by comparing the distance dcurrent and the distance dvirtual shown in Figures 9A and 9B above.

Specifically, if the distance dcurrent is smaller than the distance dvirtual, the OZT is displayed at the OZT display point calculated based on the own ship. On the other hand, if the distance dvirtual is smaller than the distance dcurrent, the OZT is displayed at the OZT display point calculated based on the virtual own ship. Figure 10 shows an example in which the OZT based on the virtual own ship is displayed.

As shown in Figure 11, the risk value used for collision warning may be a composite risk value that combines a risk value calculated based on the own ship and a risk value calculated based on a virtual own ship. This makes it possible to create a risk value that takes into account the possibility that the own ship will deviate from its course and proceed straight ahead.

As shown in Figure 12, instead of the method of arranging the virtual legs and virtual ship described above, the space including the ship, other ships, and planned route can be converted so that the planned route is aligned in a straight line (processing as a space conversion unit), and the risk value can be calculated in the converted space. This also makes it possible to suppress sudden fluctuations in the risk value when changing course.

Specifically, within the space including the ship itself, other ships, and the planned route, the area AR1 belonging to the first leg LG1, the area AR2 belonging to the second leg LG2, and the area AR3 belonging to the third leg LG3 are rotated and moved so that the planned routes are aligned in a straight line. The area AR belonging to a leg LG is, for example, a rectangular area extending in the width direction with the leg LG at its center.

[Setting waypoint]
The generation of planned route data for the ship by the planned route generation unit 11 (see Figure 4) will be described below. Figure 13 is a diagram showing an example of the procedure for setting a waypoint. The information processing device 1 functions as the planned route generation unit 11 by executing the information processing shown in the figure in accordance with a program. Figure 14 is a diagram for explaining the setting of a new waypoint. Figures 15A and 15B are diagrams for explaining the change of a waypoint.

As shown in Figure 13, first, when the information processing device 1 receives an instruction from the user regarding the position of a new waypoint WPn (S21: YES), it generates a planned route toward the new waypoint WPn (S22: processing as the planned route generation unit 11).

As shown in Figure 14, the position of the new waypoint WPn is input, for example, by the user pointing with a finger or the like at a position on the image displayed on the display unit 2. The planned route to the new waypoint WPn may be the planned route from the ship to the new waypoint WPn, or the planned route from the previous waypoint to the new waypoint WPn.

Next, the information processing device 1 calculates the risk value of collision between the ship and another ship on the planned route toward the new waypoint WPn generated in S22 above (S23: processing as the risk value calculation unit 12).

To calculate the risk value, for example, the above-mentioned TCPA/DCPA collision warning or the SJ value collision warning is used. In addition, the risk value may be calculated using the OZT collision warning.

Next, the information processing device 1 determines the display mode of the other ship according to the risk value calculated in S23 above, and updates the display (S24, S25: processing as the display control unit 14). Specifically, the display mode of the other ship's symbol, such as its shading, color, or texture, is changed. For example, the shading of the other ship's symbol is displayed so that it becomes darker as the risk value increases.

Figure 14 shows an example in which, of the three other ships 1 to 3 surrounding the planned route to the new waypoint WPn, the closer the ship is to the own ship, the higher the calculated risk value is, and accordingly, the closer the ship is to the own ship, the darker the ship is displayed.

Next, when the information processing device 1 receives a change in the position of waypoint WPn from the user (S26: YES), it re-executes the processes S22 to S25 described above for the planned route toward the changed waypoint WPn.

As shown in Figure 15A, when the user specifies the position of a new waypoint WPn, a planned route from the previous waypoint WPp to the new waypoint WPn is generated, a risk value for that planned route is calculated, and other ships are displayed in a display format corresponding to the risk value. In the same figure, not only other ships but also OZTs are displayed in a display format corresponding to the risk value.

At this time, the user can recognize from the display of other ships and the OZT that there is a risk of collision on the planned route to the new waypoint WPn. Furthermore, the user can change the position of the waypoint WPn to avoid the risk of collision.

As shown in Figure 15B, when the position of waypoint WPn is changed by the user, a planned route from the previous waypoint WPp to the changed waypoint WPn is generated, a risk value for that planned route is calculated, and other ships are displayed in a manner corresponding to the risk value. The figure shows a state in which the risk value approaches 0 as a result of changing the position of waypoint WPn.

This allows users to set planned routes that avoid areas where there is a risk of collision between their ship and other ships.

Figure 16 shows another example procedure for setting a waypoint. Processes that overlap with the above example are given the same numbers and detailed explanations are omitted. Figures 17A and 17B are figures for explaining the generation of intermediate waypoints.

As shown in Figure 16, first, when the information processing device 1 receives an instruction from the user for the position of a new waypoint WPn (S21: YES), it generates a planned route toward the new waypoint WPn (S22) and calculates a risk value for that planned route (S23). Next, the information processing device 1 determines the display mode of other ships based on the risk value and updates the display (S24, S25).

Next, if the risk value is equal to or greater than the threshold (S36: YES), the information processing device 1 generates an intermediate waypoint WPm on the planned route (S37). Specifically, the intermediate waypoint WPm is generated between the previous waypoint WPp on the planned route and the new waypoint WPn.

Next, when the information processing device 1 accepts a change in the position of the intermediate waypoint WPm (S38: YES), it re-executes the processes S22 to S25, S36, and S37 described above for the planned route that passes through the changed intermediate waypoint WPm.

A planned route that passes through an intermediate waypoint WPm is a planned route that includes a planned route from the previous waypoint WPp to the intermediate waypoint WPm, and a planned route from the intermediate waypoint WPm to the new waypoint WPn.

Figure 17A shows an example in which the planned route from the previous waypoint WPp to the new waypoint WPn intersects with the OZT of another ship 1. When the planned route intersects with the OZT, the risk value exceeds the threshold, and an intermediate waypoint WPm is generated between the previous waypoint WPp on the planned route and the new waypoint WPn.

At this time, the user can recognize from the display of other ships and the OZT that there is a risk of collision on the planned route to the new waypoint WPn. Furthermore, the user can change the position of the intermediate waypoint WPm to avoid the risk of collision.

As shown in Figure 17B, when the position of the intermediate waypoint WPm is changed, a planned route that passes through the intermediate waypoint WPm is generated, a risk value for that planned route is calculated, and other ships are displayed in a manner that corresponds to the risk value. The figure shows a state in which the risk value approaches 0 as a result of changing the position of the intermediate waypoint WPm.

This also allows users to set planned routes that avoid areas where there is a risk of collision between their ship and other ships.

[Trial maneuvering]
The trial maneuvering by the planned route generation unit 11 (see FIG. 4) will be described below. The trial maneuvering is a function that simulates how the relationship with other ships changes when the ship's speed or time is changed.

Figure 18 is a diagram showing an example of a trial maneuvering procedure. The information processing device 1 functions as the planned route generation unit 11 by executing the information processing shown in the figure in accordance with a program. Processes that overlap with the above example are given the same numbers and detailed explanations are omitted.

Figures 19A and 19B are diagrams for explaining the display before and after a ship speed change. The display unit 2 displays a speed change panel SC for changing the target ship speed for the ship in trial maneuvering on an image showing the positions of the ship and other ships. The target ship speed is expressed, for example, as an increase or decrease based on the current ship speed.

Figures 20A and 20B are diagrams for explaining the display before and after the time change. On the display unit 2, a time change panel TC for changing the elapsed time in the trial maneuver is displayed on an image showing the positions of the ship and other ships. The elapsed time represents the time elapsed from the current time.

As shown in Figure 18, first, when the information processing device 1 receives an instruction from the user for the position of a new waypoint WPn (S21: YES), it generates a planned route toward the new waypoint WPn (S22) and calculates a risk value for that planned route (S23). Next, the information processing device 1 determines the display mode of other ships based on the risk value and updates the display (S24, S25).

Next, if the information processing device 1 receives a change in the target ship speed (S46: YES), it again executes the processes of S23 to S25 described above. That is, the information processing device 1 calculates a risk value using the changed target ship speed of the own ship, and changes the display mode of other ships according to the calculated risk value.

As shown in Figure 19A, before the target ship speed is changed, a risk value is calculated using the ship's current ship speed, and other ships are displayed in a display mode that corresponds to the calculated risk value. In this figure, of the three other ships 1 to 3, the closer the ship is to the ship, the higher the calculated risk value is, and accordingly, the closer the ship is to the ship, the darker the ship is displayed.

As shown in Figure 19B, when the target ship speed is changed by operating the speed change panel SC with the user's finger, etc., a risk value is calculated using the changed target ship speed of the ship itself, and other ships are displayed in a display mode corresponding to the calculated risk value. The figure shows an example in which, as a result of the increase in target ship speed, the risk value of other ship 2 is calculated to be higher than other ships 1 and 3, and as a result, other ship 2 is displayed darker than other ships 1 and 3.

This allows the user to recognize the risk of collision between their ship and another ship when the target ship speed of their ship changes. However, this is not limited to this, and the risk value may also be calculated when the speed of another ship changes.

Returning to the explanation of Figure 18, next, if the information processing device 1 receives a change in the elapsed time (S47: YES), it displays the positions of the own ship and other ships after the specified time has elapsed (S48). Specifically, the information processing device 1 calculates and displays the positions of each of the own ship and other ships when they move from their current positions while maintaining their ship speed for the specified time.

As shown in Figure 20A, before the elapsed time is changed, the current positions of the user's ship and other ships are displayed. As shown in Figure 20B, when the elapsed time is changed by operating the time change panel TC with the user's finger, etc., the positions of the user's ship and other ships after the specified time has elapsed are displayed.

This allows the user to recognize the positions of their own ship and other ships after the specified time has elapsed. Note that changing the elapsed time may be combined with changing the target ship speed described above. In other words, the position after moving for the specified time at the changed target ship speed may be displayed.

The above describes an embodiment of the present invention, but the present invention is not limited to the embodiment described above, and various modifications are possible for those skilled in the art.

1 Information processing device, 2 Display unit, 3 Radar, 4 AIS, 5 GNSS receiver, 6 Gyrocompass, 7 ECDIS, 8 Alarm unit, 11 Planned route generation unit, 12 Risk value calculation unit, 13 Alert determination unit, 14 Display control unit, 121 Virtual own ship location unit, 122 Reference own ship position determination unit, 123 Risk value determination unit, 124 OZT calculation unit, 100 Ship monitoring system

Claims (19)

a first data generation unit that generates first vessel data representing the position and velocity of the first vessel;
a second data generation unit that generates second vessel data representing the position and velocity of the second vessel;
a planned route generating unit that generates planned route data representing a planned route of the first vessel, the planned route including a first leg from the position of the first vessel to a first waypoint and a second leg from the first waypoint to a second waypoint;
a risk value calculation unit that, based on the first vessel data, the second vessel data, and the planned route data, places a virtual first vessel on a virtual first leg that extends from the first turning point in a direction opposite to the second leg and in a straight line with the second leg, and calculates a risk value that represents the risk of collision between the virtual first vessel and the second vessel;
an alarm unit that issues an alarm according to the risk value;
A vessel monitoring system comprising: the virtual first leg has the same length as the first leg;
The vessel monitoring system of claim 1 . The virtual first vessel moves at the same speed as the first vessel.
3. A vessel monitoring system according to claim 1 or 2. the risk value calculation unit adopts a risk value of collision between the virtual first vessel and the second vessel when a distance between an OZT display point calculated based on the virtual first vessel on the predicted course of the second vessel and the second leg is smaller than a distance between an OZT display point calculated based on the first vessel on the predicted course of the second vessel and the first leg;
4. A vessel monitoring system according to claim 1. a display unit that displays an OZT at an OZT display point calculated based on the virtual first vessel when the distance between an OZT display point calculated based on the virtual first vessel on the predicted course of the second vessel and the second leg is smaller than the distance between an OZT display point calculated based on the first vessel on the predicted course of the second vessel and the first leg.
5. A vessel monitoring system according to claim 1. the risk value calculation unit calculates a composite risk value by combining the risk value and a risk value representing a risk of collision between the first vessel and the second vessel;
The warning unit issues a warning in accordance with the composite risk value.
6. A vessel monitoring system according to any one of claims 1 to 5. the planned route of the first vessel further includes a third leg from the second waypoint to a third waypoint;
the risk value calculation unit places another virtual first vessel on a virtual second leg extending from the second waypoint in a direction opposite to the third leg;
7. A vessel monitoring system according to any one of claims 1 to 6. the virtual second leg has the same length as the sum of the first leg and the second leg;
8. A vessel monitoring system according to claim 7. The planned route generation unit receives an instruction for a new waypoint position,
the risk value calculation unit calculates a risk value of collision between the first vessel and the second vessel on a planned course toward the new waypoint,
a display unit that changes the display mode of the second vessel in accordance with the risk value;
9. A vessel monitoring system according to any one of claims 1 to 8. the planned route generation unit accepts a change in the position of the new waypoint;
10. A vessel monitoring system according to claim 9. the planned route generating unit generates an intermediate waypoint on the planned route toward the new waypoint when the risk value is equal to or greater than a threshold, and accepts a change in position of the intermediate waypoint.
11. A vessel monitoring system according to claim 9 or 10. the risk value calculation unit further calculates a risk value of collision between the first vessel and the second vessel when a speed of the first vessel is changed;
the display unit changes the display mode of the second vessel in accordance with the risk value.
12. A vessel monitoring system according to any one of claims 9 to 11. the display unit displays the position of the first vessel and the position of the second vessel after a specified time has elapsed.
13. A vessel monitoring system according to any one of claims 9 to 12. the first data generation unit is mounted on the first vessel and includes a GNSS (Global Navigation Satellite System) receiver that detects the position of the first vessel based on radio waves received from a GNSS;
A vessel monitoring system according to any one of claims 1 to 13. the second data generation unit includes a radar mounted on the first vessel and configured to detect the position and speed of the second vessel from echo data generated by receiving reflected waves of radio waves emitted around the first vessel;
A vessel monitoring system according to any one of claims 1 to 14. a first data generation unit that generates first vessel data representing the position and velocity of the first vessel;
a second data generation unit that generates second vessel data representing the position and velocity of the second vessel;
a planned route generating unit that generates planned route data representing a planned route of the first vessel, the planned route including a first leg from the position of the first vessel to a first waypoint and a second leg from the first waypoint to a second waypoint;
a space conversion unit that converts a region belonging to the first leg or a region belonging to the second leg in a space including the first vessel, the second vessel, and the planned route so that the first leg and the second leg are aligned on a straight line;
a risk value calculation unit that calculates a risk value that represents a risk of collision between the first vessel and the second vessel in the transformed space;
an alarm unit that issues an alarm according to the risk value;
A vessel monitoring system comprising: a first data generation unit generating first vessel data representing the position and velocity of the first vessel;
a second data generation unit generating second vessel data representing the position and velocity of the second vessel;
a planned route generating unit generates planned route data representing a planned route of the first vessel, the planned route including a first leg from the position of the first vessel to a first waypoint and a second leg from the first waypoint to a second waypoint;
Based on the first vessel data, the second vessel data, and the planned route data, a virtual first vessel is placed on a virtual first leg extending from the first turning point in a direction opposite to the second leg and in a straight line with the second leg, and a risk value representing a risk of collision between the virtual first vessel and the second vessel is calculated;
issuing an alarm according to the risk value;
Ship monitoring method. a risk value calculation unit that calculates a risk value representing the risk of collision between the virtual first vessel and the second vessel, based on first vessel data representing the position and speed of a first vessel, second vessel data representing the position and speed of a second vessel, and planned route data representing the planned route of the first vessel including a first leg from the position of the first vessel to a first waypoint and a second leg from the first waypoint to a second waypoint , and places a virtual first vessel on a virtual first leg extending from the first waypoint in an opposite direction to the second leg and in a straight line with the second leg;
an alarm determination unit that outputs an alarm command to an alarm unit in accordance with the risk value;
An information processing device comprising: Based on first ship data representing the position and speed of a first ship, second ship data representing the position and speed of a second ship, and planned route data representing the planned route of the first ship including a first leg from the position of the first ship to a first waypoint and a second leg from the first waypoint to a second waypoint, placing a virtual first ship on a virtual first leg extending from the first waypoint in an opposite direction to the second leg and in a straight line with the second leg, and calculating a risk value representing the risk of collision between the virtual first ship and the second ship; and
outputting a warning command to an alarm unit in accordance with the risk value;
A program that causes a computer to execute the following.