JPH023926B2 - - Google Patents

Description

[Detailed Description of the Invention] [Field of Industrial Application] The present invention provides route setting support that assists a ship in setting a route to avoid such danger when danger such as collision with another ship is expected. It is related to the device.

[Conventional technology]

Conventional collision prevention methods involve the navigator's experience and judgment, such as checking other ships from radar images, using radar collision prevention aids, and checking surrounding conditions through the navigator's lookout. The reality is that changes are being made to avoid dangers such as collisions with other ships.

However, in shallow waters such as in ports or narrow channels, especially when the water depth is less than 1.2 times the draft,
The motion characteristics of the ship will be significantly different compared to those in deep water. As a result, the ship's hull may not move as expected by the navigator, or may move in an unexpected manner.

Also, when navigating at low speed in a sea area where ships are congested, such as in a port, unlike when navigating at high speed,
The motion characteristics of the ship will be significantly different as in the case described above.

For this reason, when navigating at low speed in shallow water, it is not always easy for the navigator to make accurate judgments about the motion of the ship, making it difficult to control ship maneuvering means such as operating the rudder or operating the propulsion equipment.

Furthermore, in order to prevent strandings, the risk of stranding is determined by reading shallow waters on nautical charts. However, it is necessary to take into account the effects of tide level or draft, and similar inconveniences arise when trying to avoid the risk of running aground while navigating at low speed in shallow water.

[Problem that the invention seeks to solve]

The present invention improves the disadvantages of such prior art,
In addition to the predicted route that the ship will navigate under its current status, the aim is to clarify the ship's maneuverable range (moveable range) and grounding danger range throughout the vicinity of the ship. The aim is to reduce the number of personnel required in the congested sea areas and to enable one-man or no-man watches.

[Means for solving problems]

The present invention includes a first sensor means for detecting the navigation state, bottom clearance and draft amount of a ship, a second sensor means for detecting wind pressure, a third sensor means for detecting wave drifting force, and a ship body. a first memory means storing motion performance data, water depth data, and tidal current data; a second memory means storing a mathematical model of the ship shape for wind pressure; and a mathematical model of the ship shape for the wave force. Based on the output of the first sensor means and the data of the first memory means, the third memory means detects a stranding danger area, an expected collision area with another vessel, an expected route, and an drivable area. The first step to calculate and output
a second calculation unit that calculates and outputs an expected route and drivable sea area in consideration of wind pressure based on the output of the second sensor means and the data of the second memory means; a third arithmetic unit that calculates and outputs an expected route and a drivable sea area in consideration of wave drifting force based on the output of the third sensor means and the data of the third memory means; The present invention is characterized in that it includes display means for displaying the outputs of the second and third arithmetic units.

[Effect]

According to the present invention, the stranding risk area, expected collision area, expected route, and drivable area in the surrounding sea area of the ship are displayed on the display means. In addition, the display means also displays the predicted route and possible driving area in consideration of wind pressure or wave drifting force.

[Example] Hereinafter, a route setting support device according to the present invention will be described in detail based on an example shown in the accompanying drawings.

FIG. 1 shows an embodiment of a route setting support device according to the present invention. Also, in Figure 2,
An example of the arrangement of the apparatus shown in FIG. 1 on a ship is shown.

1 and 2, the route setting support device includes a calculation processing section 100 and a sensor section 200.
It is composed of: First, the arithmetic processing unit 1
00 will be explained. This calculation processing unit 100
has first, second, and third hull movement calculation units 102, 104, and 106. The arithmetic unit 102 includes memories 108, 110, 11
2 are connected to each other. Among these, the memory 108 stores hull motion performance data, particularly data in shallow water and at low speeds, and this motion performance data is input to the arithmetic unit 102. Similarly, the memory 110 stores electronic chart digital data including water depth data.
The memory 112 also stores tidal data, and among these data, particularly water depth data and tidal level data are input to the arithmetic unit 102. Furthermore, a digital clock 114 is connected to the arithmetic unit 102, and time data t
has been entered. The outputs dx and dy of this arithmetic unit 102 are displayed on a CRT display device 116.

Next, a memory 118 is connected to the second arithmetic unit 104 . This memory 118 stores a mathematical model of the ship shape for wind pressure, and this data is input to the calculation unit 104. Arithmetic unit 10
The outputs dx ₁ and dy ₁ of 4 are CRT display device 1.
16 is now displayed.

Furthermore, a memory 120 is connected to the third arithmetic unit 106. This memory 120 stores a mathematical model of the ship's shape for the wave force, and this data is input to the calculation unit 106. Arithmetic unit 1
The outputs dx ₂ and dy ₂ of 06 are also displayed on the CRT display device 116.

Next, the sensor section 200 will be explained. First, the steering angle transmitter 202, as shown in FIG.
It is located at the stern of the ship. This steering angle transmitter 202 is connected to the first calculation unit 102, and steering angle data θ ₀ is input to the calculation unit 102.

The gyro compass 204 is the arithmetic processing unit 100
It is also located within the bridge. The gyro compass 204 is connected to the calculation unit 102, and the turning angular velocity ω ₀ , the heading angle ₁ and the heading angle ₂ are input to the calculation unit 102 .

The Doppler speed log 206 is placed on the bottom of the ship toward the bow. This Doppler speed log 206 is connected to the arithmetic unit 102 so that the longitudinal velocity data v _x and the latitudinal velocity data v _y are input to the arithmetic unit 102 .

Doppler sonar 208 is Doppler speed log 2
06. This Doppler sonar 208 is also connected to the calculation unit 102, and bottom clearance data d is input to the calculation unit 102.

Draft gauges 210 and 212 are placed at the front and rear of the bottom of the ship, respectively. A total of 21 of these drafts
0 and 212 are also connected to the arithmetic unit 102, so that the draft daughters D _f and D _a are input to the arithmetic unit 102, respectively.

Next, the anemometer 214 is placed at an appropriate position on the matos. This wind speed and direction anemometer 214 is connected to the second calculation unit 104, and wind direction data ω _d and wind speed data ω _s are sent to the calculation unit 104.
It is now entered into .

Furthermore, a wave radar 216 is also placed at an appropriate position on the mast. This wave radar 216 is connected to the third calculation unit 106, and wave height data ω _h and wave height data ω _d are sent to the calculation unit 106.
It is now entered into .

Next, the overall operation of the above embodiment will be explained. First, when the operator operates a first switch means (not shown), arithmetic processing by the first arithmetic unit 102 is started. Arithmetic unit 102
performs calculation processing based on various data input from the sensor section 200 and data input from the memories 108, 110, and 112. memory 11
The water depth data read from 0 is stored in the memory 112.
It is corrected in real time using the tide level data read from the digital clock 114 and the time data output from the digital clock 114. Then, calculation unit 1
In 02, all input data is stored in memory 1.
Comparison calculations are made with the hull motion performance data stored in 08. Then, the expected course based on the ship's motion performance if the ship continues to sail as it is, and the range of maneuverability, that is, the rudder. The range in which the ship can move if the propulsion equipment is operated as desired, the area at risk of running aground, and the area where collisions with other ships are expected are determined.
It is output to the CRT display device 116 and displayed, for example, as shown in FIG. This display is
For example, each area is classified by color. In Figure 3, LA represents the coastline. The red area surrounded by LB is the area with high risk of stranding, and the orange area outside of it, surrounded by LC, is the area with high risk of stranding. Furthermore, the red closed area LD is the area where collisions with other ships are expected. The interior of the area indicated by blue LE is the sea area in which ship performance is possible, and the blue arrow FA is the expected course under the current state.

Subsequently, when a second switch means (not shown) is operated, the second and third arithmetic units 104,
106 operates. First, the second arithmetic unit 1
04 compares and calculates the wind direction data and wind speed data output from the anemometer 214 with the wind pressure ship shape mathematical model stored in the memory 118, and outputs the amount of hull movement due to wind pressure. The amount of ship movement due to this wind pressure is displayed as purple FB and LF in Fig. 3. In other words, the arrow FB is a predicted route taking into consideration the influence of wind pressure, and the area inside the area indicated by LF is the operational sea area in terms of ship performance, taking into account the amount of ship movement due to wind pressure. On the other hand, the third
The calculation unit 106 stores the wave height data and wave direction data output from the wave radar 216 in the memory 12.
It compares with the wave drifting force ship shape mathematical model stored in 0 and outputs the amount of hull movement due to wave drifting force. The amount of movement of the ship due to this wave drifting force is displayed as green FC and LG in Figure 3. That is, the arrow FC is a predicted route taking into consideration the influence of wave drifting force, and the area inside the area indicated by LG is an operable area in terms of ship performance considering the amount of ship movement due to wave drifting force.

In the above embodiment, the amount of hull movement due to wind force and wave drifting force are processed and displayed separately, but they may be combined and displayed.

〔Effect of the invention〕

As explained above, according to the route setting support device according to the present invention, in addition to areas where collisions with other ships are expected and areas where there is a risk of stranding, the expected route taking into consideration wind pressure and wave drifting force, the possible range of ship maneuvering, etc. are displayed. As a result, the necessary new routes can be established accurately and quickly with high reliability, preventing collisions with other ships and groundings, improving navigation safety, and reducing the burden on ship operators. This has the effect of reducing

[Brief explanation of drawings]

FIG. 1 is a system block diagram showing an embodiment of the route setting support device according to the present invention, and FIG.
FIG. 3 is an explanatory diagram showing an example of the arrangement of the devices shown in the figure on a ship, and FIG. 3 is an explanatory diagram showing an example of display on a CRT display device. 100... Arithmetic processing unit, 102, 104, 10
6... Arithmetic unit, 108, 110, 112,
118, 120...Memory, 116...CRT display device, 200...Sensor unit.

Claims (1)

[Claims] 1. A first sensor means for detecting the navigation state, bottom clearance and draft amount of the ship, a second sensor means for detecting wind pressure, a third sensor means for detecting wave drifting force, and a ship's motion performance. data, water depth data and tidal level data; second memory means storing a mathematical model of the ship shape for wind force; and second memory means storing a mathematical model of the ship shape for wave drifting force. Based on the memory means of 3, the output of the first sensor means, and the data of the first memory means, a stranding danger area, an expected collision area with another ship, an expected route, and a drivable area are calculated and output. a first calculation unit that calculates and outputs an expected route and an operable sea area in consideration of wind pressure based on the output of the second sensor means and the data of the second memory means; a third calculation unit that calculates and outputs an expected route and an operable sea area in consideration of wave drifting force based on the output of the third sensor means and the data of the third memory means;
A route setting support device comprising display means for displaying the outputs of the first, second and third arithmetic units.