JP2018114897A - Disturbance speculation device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To more accurately calculate a disturbance to a hull.SOLUTION: A disturbance speculation device for speculating turbulence vector for a target vessel navigating a preset set sea route includes: an acquisition unit for acquiring vessel information including turbulence vector and position of the other vessel for the other vessel calculated at the other vessel from at least one or more other vessels different from the target vessel; and a disturbance speculation unit for speculating the disturbance vector of a prescribed point positioned before the target vessel on the set sea route based on the vessel information.SELECTED DRAWING: Figure 3

Description

  The present invention relates to an apparatus for estimating a disturbance to a hull navigating a channel.

  2. Description of the Related Art Conventionally, as a navigation method of a ship, a technique called route control for specifying a route in which a starting point and a destination point are connected by a plurality of straight sections and controlling the hull so as not to leave the route is known. According to this route control, the hull is controlled to navigate along the set straight route in a certain section. For this reason, when this straight channel is a route that resists disturbances such as wind and tidal currents, the route is the shortest distance, but this route is navigated compared to when navigating in consideration of disturbances. May take a long time. Therefore, this route control is not always optimal from the viewpoint of energy efficiency.

  For such route control, there is known a technology called route planning for planning an optimum route from the viewpoint of energy efficiency from the measurement results of wind and tidal current measured in advance. In addition, as a technology related to this route plan, there are an operation monitoring system that collects data on equipment and hull movement of the target ship, a service analysis system that analyzes the performance of the target ship in the actual sea area, and a weather in the navigation area of the ship. In addition, there is known a ship operation support method in a ship operation support system that includes an optimum route calculation system that calculates an optimum route based on sea state and ocean current information (see, for example, Patent Document 1).

Japanese Patent No. 4970346

  However, the pre-measured winds and tides used in the route plan are regional, and local winds and tides that affect the hull are not measured. There is a problem that the disturbance to the hull considered in the plan is not accurate enough and the actual disturbance may differ greatly.

  Embodiments of the present invention have been made to solve the above-described problems, and an object of the present invention is to provide a disturbance estimation device that can estimate a disturbance to a hull with higher accuracy.

  In order to solve the above-described problem, the disturbance estimation apparatus according to the present embodiment is a disturbance estimation apparatus that estimates a disturbance vector for a target ship that navigates a preset set route, and is at least one different from the target ship. From the above other ship, an acquisition unit for acquiring ship information including a disturbance vector for the other ship calculated in the other ship and the position of the other ship, and on the set route based on the ship information, A disturbance estimation unit that estimates a disturbance vector at a predetermined point located in front of the target ship.

  According to the embodiment of the present invention, a disturbance to the hull can be estimated with higher accuracy.

It is the schematic which shows the target ship and other ship which concern on embodiment. It is a block diagram which shows the hardware constitutions of the disturbance estimation apparatus which concerns on embodiment. It is a block diagram which shows the function structure of a disturbance estimation apparatus. It is a flowchart which shows the operation | movement of the whole process of a disturbance estimation apparatus. It is a flowchart which shows the operation | movement of a narrow region disturbance estimation process. It is the schematic which shows the other ship in a narrow range. It is a flowchart which shows the operation | movement of a wide area disturbance estimation process. It is the schematic which shows the other ship in a wide range. It is the schematic which shows the calculation method of the disturbance vector in an intersection. It is a flowchart which shows the operation | movement of a route estimation process. It is the schematic which shows the interpolation method of a disturbance vector. It is the schematic which shows the calculation method of an estimation vector. It is the schematic which shows the calculation method of a route. It is the schematic which shows the compensation angle of a target ship. It is the schematic which shows the target ship changed into the course by the compensation angle.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

(Configuration of target ship and disturbance estimation device)
First, the target ship and other ship which concern on this embodiment are demonstrated. FIG. 1 is a schematic diagram illustrating a target ship and other ships according to the embodiment.

  As shown in FIG. 1, in the present embodiment, it is assumed that the target ship T, which is a target for calculating disturbance generated on the route, is navigating a route section S that is one section included in a preset route. Further, it is assumed that a plurality of other ships O1 to O4 different from the target ship T are sailing around the route S.

  Next, the configuration of the disturbance estimation device according to the present embodiment will be described. FIG. 2 is a block diagram illustrating a hardware configuration of the disturbance estimation apparatus according to the embodiment. FIG. 3 is a block diagram illustrating a functional configuration of the disturbance estimation device.

  The disturbance estimation device 10 is provided in each of the target ship T and the other ships O1 to O4. In the following description, the disturbance estimation device 10 provided in the target ship T will be described. In the present embodiment, the target ship T is its own ship, but the disturbance estimation device 10 may not be provided in the ship, and can communicate with the target ship T and the other ships O1 to O4. For example, a server installed on land may be used. In addition, each of the target ship T and the other ships O1 to O4 detects the hull position from a satellite positioning system (GNSS) such as a speed log that detects the hull's surging speed, a gyrocompass that detects the heading of the hull, and GPS. It is assumed that sensors including a GNSS sensor are provided.

  As shown in FIG. 2, the disturbance estimation device 10 includes a CPU (Central Processing Unit) 11, a memory 12, a storage device 13, an input / output I / F 14, and an antenna 15 as hardware. The CPU 11 executes various functions described later in cooperation with the memory 12. The memory 12 is a volatile main storage device such as a RAM (Random Access Memory). The storage device 13 is an external storage device that stores various data associated with execution of various functions by the CPU 11 and the memory 12. The input / output I / F 14 is an interface for the CPU 11 to communicate with the antenna 15. The antenna 15 transmits or receives ship information described later as radio waves. It is assumed that the disturbance estimation apparatus 10 acquires a measurement value by sensors provided in a corresponding hull via the input / output I / F 14.

  As shown in FIG. 3, the disturbance estimation device 10 includes, as functions, a disturbance estimation unit 101, a transmission unit 102, an acquisition unit 103, a time determination unit 104, a disturbance estimation unit 105, a disturbance interpolation unit 106, an estimated vector calculation 107, The estimated route calculation unit 108 and the compensation angle calculation unit 109 are provided, and the disturbance estimation unit 105 includes a first disturbance estimation unit 105a and a second disturbance estimation unit 105b.

  The disturbance estimation unit 101 estimates a disturbance affecting the target ship T, that is, the own ship. Here, the disturbance is wind and tidal current, and the disturbance estimation unit 101 estimates the disturbance vector by an existing method based on the measurement values obtained from the sensors provided in the target ship T. The sending unit 102 transmits, to the antenna 15, ship information in which the disturbance vector estimated by the disturbance estimating unit 101, time information that is the calculation time of the disturbance vector, and position information that indicates the position of the target ship T are associated with each other. Let The acquisition unit 103 acquires ship information transmitted from the other ships O1 to O4 and received by the antenna 15, and the navigation direction and water speed of the target ship T as navigation vectors and stores them in the storage device 13.

  Based on the time information included in the ship information acquired by the acquisition unit 103, the time determination unit 104 determines whether the disturbance information associated therewith is valid. The first disturbance estimation unit 105a estimates a disturbance vector at one point on the channel section S based on ship information received from other ships within a narrow range including the channel section S. Further, the second disturbance estimation unit 105b estimates a disturbance vector at one point on the route section S based on ship information received from other ships in the wide area including the route section S.

  The disturbance interpolation unit 106 interpolates a disturbance at an interpolation point between points that are continuous in the navigation direction of the target ship T among points where the disturbance vector is estimated on the channel section S. The estimated vector calculation unit 107 calculates an estimated vector that is a vector of the target ship T when a disturbance occurs based on the disturbance vector and the navigation vector of the target ship T.

  The estimated route calculation unit 108 calculates an estimated route that is the route of the target ship T when a disturbance occurs based on the estimated vector. The compensation angle calculation unit 109 calculates a compensation angle for compensating for the deviation from the arrival point on the route section S that occurs when the target ship T navigates the estimated route.

(Overall operation of disturbance estimation device)
Next, the operation of the disturbance estimation device will be described. FIG. 4 is a flowchart showing the overall processing operation of the disturbance estimation apparatus. In FIG. 4, it is assumed that ship information has already been transmitted from all other ships, and that the entire process is executed at predetermined intervals.

  As shown in FIG. 4, first, the acquisition unit 103 acquires all ship information transmitted from all the other ships O1 to O4, the navigation direction of the target ship T, and the water speed (S101). Is stored in the storage device 13 (S102). Next, the time determination unit 104 determines whether there is unselected ship information among all the ship information stored in the storage device 13 (S103).

  When there is unselected ship information (S103, YES), the time determination unit 104 selects one unselected ship information (S104), and the calculation time included in the selected ship information is predetermined from the current time. It is determined whether it is within the time (S105).

  If the calculated time is within a predetermined time from the current time (S105, YES), the time determination unit 104 determines that the selected ship information is valid (S106). Since the storage device 13 stores not only the ship information obtained in real time, that is, the ship information obtained in the entire processing cycle, but also the ship information obtained in the past, the time determination unit 104 can thus start from the current time. Only ship information calculated within a predetermined time set in advance is valid. Next, the time determination unit 104 determines whether or not all ship information stored in the storage device 13 has been selected (S107).

  When all ship information is selected (S107, YES), narrow-range disturbance estimation processing is executed (S108), wide-area disturbance estimation processing is executed (S109), estimated route calculation processing is executed (S110), and acquired. The unit 103 again acquires all the ship information respectively transmitted from all the other ships O1 to O4 (S101). The narrow area disturbance estimation process, the wide area disturbance estimation process, and the estimated route calculation process will be described later.

  On the other hand, when not all ship information is selected (S107, NO), the time determination unit 104 selects one unselected ship information again (S104).

  In step S105, when the calculated time is not within the predetermined time from the current time (S105, NO), the time determination unit 104 determines whether or not all ship information stored in the storage device 13 has been selected. (S107).

  Moreover, when there is no unselected ship information in step S103 (S103, NO), the acquisition part 103 acquires all the ship information each transmitted from all the other ships O1-O4 again (S101).

(Narrow-range disturbance estimation processing)
Next, the narrow-range disturbance estimation process will be described. FIG. 5 is a flowchart showing the operation of the narrow-range disturbance estimation process. FIG. 6 is a schematic view showing another ship within a narrow range.

  As shown in FIG. 5, first, the first disturbance estimation unit 105 a determines whether there is ship information that has not been selected by the first disturbance estimation unit 105 a among the vessel information determined to be valid by the time determination unit 104. Determine (S201).

  When there is unselected ship information (S201, YES), the first disturbance estimation unit 105a is determined to be valid, selects unselected ship information (S202), and is indicated by position information included in this ship information. The distance between the other ship position and the one point in the route section S closest to the other ship position is calculated as a separation distance (S203). Further, the first disturbance estimation unit 105a determines whether or not the separation distance is within a predetermined distance D1 that is set in advance and the position of the other ship is in front of the target ship T in the channel section S (S204). According to this determination, as shown in FIG. 6, it is determined whether or not there is another ship that has transmitted the ship information within the narrow range N, and in this embodiment, the other ship O3 and the other ship O4 are narrow. Corresponds to other ships within range N.

  When the separation distance is within the predetermined distance D1 and the other ship position is in front of the target ship T (S204, YES), the first disturbance estimation unit 105a is based on the disturbance vector included in the selected ship information. Then, a disturbance vector at one point on the route section S is calculated (S205). Here, the 1st disturbance estimation part 105a makes the disturbance vector contained in ship information the disturbance vector of the point nearest on the channel section S with respect to the other ship position shown by the positional information corresponding to this. Thus, a disturbance vector at one point on the route section S is calculated. As a result, the disturbance vectors of the other ships O3 and O4 become the disturbance vectors a2 and a3 on the channel section S, as shown in FIG. A disturbance vector a1 in FIG. 6 is a disturbance vector of the target ship T estimated by the disturbance estimation unit 101. Next, the 1st disturbance estimation part 105a judges whether all the ship information determined to be effective was selected (S206).

  When all the valid ship information is selected (S206, YES), the first disturbance estimation unit 105a ends the narrow-range disturbance estimation process.

  On the other hand, when all the valid ship information has not been selected (S206, NO), the first disturbance estimation unit 105a again determines that the ship information is valid and selects unselected ship information (S202).

  In step S204, if the separation distance is not within the predetermined distance D1 or the position of the other ship is not in front of the target ship T (S204, NO), the first disturbance estimation unit 105a determines that all of the effective disturbances are determined to be valid. It is determined whether ship information has been selected (S206).

  In Step S201, when there is no unselected ship information (S201, NO), the 1st disturbance estimating part 105a ends narrow area disturbance estimating processing.

(Wide area disturbance estimation process)
Next, the operation of the wide area disturbance estimation process will be described. FIG. 7 is a flowchart showing the operation of the wide area disturbance estimation process. FIG. 8 is a schematic view showing another ship in a wide area.

  As shown in FIG. 7, first, the second disturbance estimation unit 105b sets a wide area including the route before and after the target ship T (S301), and the position indicated by the position information is within the wide area, and All ship information determined to be valid is added to the candidates (S302). As shown in FIG. 8, the wide area B is a range defined by a distance D2 in the left-right direction of the target ship T orthogonal to the channel section S, and distances D3 and D4 in front and rear of the target ship T. D2 is preferably larger than the distance D1 defining the narrow range, and the distance D3 is preferably larger than the distance D4. In the present embodiment, the other ships O1 to O4 correspond to other ships in a wide area.

  Next, the second disturbance estimation unit 105b determines whether the candidate has two or more ship information (S303).

  When the candidate has two or more ship information (S303, YES), the second disturbance estimation unit 105b determines whether the candidate has ship information that is not selected as the start point (S304).

  When there is unselected ship information as a starting point in the candidate (S304, YES), the second disturbance estimation unit 105b selects one of the unselected ship information as the starting point in the candidate (S305), and the candidate is the starting point. Or, it is determined whether there is ship information that is not selected as an end point with respect to the selected start point (S306).

  When the candidate has unselected ship information as the start point or the end point with respect to the selected start point (S306, YES), the second disturbance estimation unit 105b displays the unselected ship information as the start point in the candidate or the end point with respect to the selected start point. One is selected as the end point (S307), the line segment connecting the position based on the position information of the ship information selected as the start point and the position based on the position information of the ship information selected as the end point, and the route section S are the target ship T It is determined whether or not the vehicle intersects in front of (S308). In this embodiment, as shown in FIG. 8, a line segment connecting the other ship O1 and the other ship O4, a line segment connecting the other ship O2 and the other ship O3, and the other ship O3 and the other ship O4 The line segment connecting the two crosses the channel section S in front of the target ship T.

  When the line segment and the channel section S intersect in front of the target ship T (S308, YES), the second disturbance estimation unit 105b calculates the disturbance vector at the intersection of the line segment connecting the other ships and the channel section S. Calculation is performed by a calculation method to be described later (S309), and it is determined again whether there is ship information that is not selected as a starting point in the candidate (S304).

  On the other hand, when the line segment and the channel section S do not intersect in front of the target ship T (S308, NO), the second disturbance estimation unit 105b again determines whether there is ship information that is not selected as a starting point in the candidate. Is determined (S304).

  In step S306, if the candidate has no unselected ship information as the start point or the end point with respect to the selected start point (NO in S306), the second disturbance estimation unit 105b is not selected as the start point again. It is determined whether there is ship information (S304).

  In step S304, when there is no unselected ship information as a starting point in the candidate (S304, NO), the second disturbance estimation unit 105b ends the wide area disturbance estimation process.

  In Step S302, when there is not two or more ship information in a candidate (S303, NO), the 2nd disturbance estimating part 105b ends wide area disturbance estimating processing.

(Method for calculating the disturbance vector at the intersection)
Next, a disturbance vector calculation method in the above-described wide-area disturbance estimation process will be described. FIG. 9 is a schematic diagram illustrating a method of calculating a disturbance vector at the intersection.

  The disturbance vector at the intersection of the line segment connecting the position (other ship position) indicated by the position information in the two ship information and the channel section S is the disturbance vector in each of the two ship information and one other ship position. Is calculated based on the ratio of the distance from the point to the intersection and the distance from the other ship position to the point of intersection. Specifically, as shown in FIG. 9, the other ship position as one end point of the line segment is A, the other ship position as the other end point is B, the intersection is P, and further, A and P When the distance is n and the distance between B and P is m, the disturbance vector at the intersection is calculated by the following equation.

(Inferred route calculation process)
Next, the estimated route calculation process will be described. FIG. 10 is a flowchart showing the operation of the route estimation process. FIG. 11 is a schematic diagram showing a disturbance vector interpolation method. FIG. 12 is a schematic diagram illustrating a method for calculating an estimated vector. FIG. 13 is a schematic diagram showing a route calculation method. FIG. 14 is a schematic diagram showing the compensation angle of the target ship. FIG. 15 is a schematic diagram showing the target ship that has been changed by the compensation angle.

  As shown in FIG. 10, first, the disturbance interpolation unit 106 linearly complements a plurality of already calculated disturbance vectors on the route section S as shown in FIG. Is estimated in more detail (S401). In FIG. 11, a1 shows the disturbance vector of the target ship T estimated by the disturbance estimation part 101, a2 and a3 show the disturbance vector estimated by the narrow region disturbance estimation process, b1-b3 by the wide area disturbance estimation process An estimated disturbance vector is indicated, and c1 to c5 are linearly complemented disturbance vectors.

Next, the estimated vector calculation unit 107 calculates the estimated vector for each disturbance vector on the route section S based on the disturbance vector and the navigation vector of the target ship T acquired by the acquisition unit 103 as shown in FIG. E1 ^→ ˜En ^→ are calculated sequentially (S402). This estimated vector is calculated by combining the individual disturbance vectors and the navigation vector of the target ship T.

  After calculating the estimated vector, the estimated route calculation unit 108 calculates the estimated route by sequentially accumulating a plurality of estimated vectors as shown in FIG. 13 (S403). Specifically, by sequentially accumulating estimated vectors starting from the position P0, which is the current location of the target ship T, the target ship is set to P1 to Pn-1 as the passing point and Pn as the arrival point, and the influence of disturbance is taken into account. The estimated route which is the route of T is calculated.

  Next, the compensation angle calculation unit 109 calculates, as the compensation angle C, the angle formed by the route segment S and the line segment connecting the position P0 and the position Pn, as shown in FIG. (S404). According to this compensation angle C, as shown in FIG. 15, by changing the target ship T by −C with respect to the current navigation direction, the deviation of the arrival point due to the influence of disturbance is eliminated, and the target ship T It is possible to cause T to navigate the route in consideration of disturbance.

  As described above, by estimating the disturbance vector on the route section based on the disturbance vector calculated in the other ship, it is possible to estimate the disturbance with higher accuracy than in the past. The ship's route can be made more optimal from the viewpoint of navigation time and energy consumption.

  The embodiments of the present invention are presented as examples and are not intended to limit the scope of the invention. These novel embodiments can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the scope of the invention. These embodiments and modifications thereof are included in the scope and gist of the invention, and are included in the invention described in the claims and the equivalents thereof.

DESCRIPTION OF SYMBOLS 10 Disturbance estimation apparatus 103 Acquisition part 104 Time determination part 105 Disturbance estimation part 106 Disturbance interpolation part 108 Estimated route calculation part 109 Compensation angle calculation part

Claims (7)

A disturbance estimation device that estimates a disturbance vector for a target ship that navigates a preset set route,
An acquisition unit that acquires ship information including a disturbance vector for the other ship calculated in the other ship and a position of the other ship from at least one other ship different from the target ship;
A disturbance estimation device comprising: a disturbance estimation unit that estimates a disturbance vector of a predetermined point located in front of the target ship on the set route based on the ship information.   The disturbance estimation unit first sets ship information in the ship information in which a position included in the ship information is within a first range having a first distance in each of left and right directions of the target ship with respect to the set route. The ship vector is selected as the ship information, and the disturbance vector included in the first ship information is set as a disturbance vector at one point on the set route closest to the position included in the first ship information. The disturbance estimation device according to 1. The acquisition unit acquires the ship information from at least two other ships,
The disturbance estimation unit includes a second range in which the position included in the ship information has a second distance greater than the first distance in each of the left and right directions of the target ship with respect to the set route. A plurality of selected ship information as the second ship information, and a disturbance vector at the intersection of the line segment connecting the positions included in each of the plurality of second ship information and the set route is the end point of the line segment The disturbance estimation device according to claim 1, wherein the disturbance estimation device calculates the disturbance based on a disturbance vector included in each of the plurality of second ship information including the position. The ship information further includes time information indicating a calculation time of a disturbance vector for the other ship before,
Based on the time information, further comprising a time determination unit for determining whether or not the ship information including the time information is valid,
The said disturbance estimation part estimates the disturbance vector of the predetermined point on the said setting course based on the ship information determined to be effective, The Claim 1 characterized by the above-mentioned. Disturbance estimation device. The disturbance estimation unit estimates a disturbance vector at a plurality of estimation points on the set route,
The apparatus further comprises a disturbance interpolation unit that calculates a disturbance vector at a point between the plurality of estimated points on the set route by linear interpolation based on the disturbance vector at the plurality of estimated points. The disturbance estimation device according to claim 4.   A presumed route calculation unit that calculates a presumed route that is a route in consideration of the disturbance on the set route based on the disturbance vector estimated by the disturbance estimation unit and the disturbance vector calculated by the disturbance interpolation unit; The disturbance estimation device according to claim 5, further comprising:   The disturbance estimation unit according to claim 6, further comprising a compensation angle calculation unit configured to calculate a compensation angle formed by a line segment connecting the start point and the arrival point of the target ship on the estimated route and the set route. apparatus.

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