JPH07129872A - Ship collision preventive sailing assistance device - Google Patents

Abstract

PURPOSE:To prevent and reduce the collision accident of a sailing ship and to lighten the burden on a maneuvering person by indicating data on the position and state of a specific ship with a synthesized voice of natural language and displaying an image of a dangerous sea area in a sailing route. CONSTITUTION:Data on the position, azimuth, and speed of a ship to be caught and the speed, course, etc., of this ship are received together from a radar to detect a dangerous ship, a ship which has possible dangerousness, a request ship, or miscaught ship according to the ship sailing state and motion characteristics of this ship and other ships. Then, the positions and meeting state of those ships are analyzed and knowledge processing is performed on the basis of data on the kind of an alarm, the relative position of targets, the meeting state, etc., to generate a vocabulary list of voice indications on a computer. Assistance information in synthesized voice is generated from the vocabulary list and the indexes of a voice word dictionary to display image information on a closed sea area viewed from this ship side and other ship sides, the value of the degree of blocking in the course of this ship on a closest time axis, its maximum value and the minimum value of the closest distance, etc., on a CRT display.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention detects a dangerous ship, a dangerous ship, or a missed catch ship based on radar data, and keeps track of the type of alarm and the position / matching status of the dangerous ship. The present invention relates to a ship collision prevention warning instruction device that transmits a message to a ship operator with synthetic voice.

More specifically, the present invention intelligently processes the data of a navigation ship collected by a radar by a computer, and in the same conversation mode as a watch report by a person on board the ship, the position and the meeting of the warning target ship are reported. A vocabulary list of the state and instruction contents related to the request data of the requesting ship was created on the computer, and it was instructed by the synthetic voice, and it was seen from the closed sea area near the route and the other ship's side caused by those ships The closed sea area and the value of the degree of closure on the course of the ship on the closest approach time axis, the maximum value of the degree of blockage on the turning course of the ship and the minimum value of the closest approach distance are displayed in an image to show the operator. It relates to a supporting device.

[0003]

[Prior art and its problems] Analyzing marine accident statistics,
The main cause of a ship collision accident is the delay in the detection of dangerous ships and the incorrect judgment, and it occurs when there is no time / distance at the start of the escaping due to the delay in the start of the escaping operation. . In consideration of these factors, the navigation environment information such as sentinels and warnings can be accurately and promptly provided to the operator so as to accurately grasp the mating situation, which is the origin of the escape operation, and optimize the escape operation. It is an important issue to assist the ship operator to communicate and avoid the dangerous situation early.

However, in the conventional navigation support device,
Multiple warning instructions (lost warning for catch target, danger target warning, guard ring intrusion warning, catch number overshoot warning) are issued by changing the buzzer sound generation pattern. It is difficult to grasp the instruction contents instantly. Also, in narrow visibility areas and congested waters, the frequency of warnings as a whole is high, so the operator may find this warning instruction complicated, and under such circumstances, there may be no room for confirmation work. is there.

Further, the lack of information transmission between the alarm indicator and the ship operator may lead to the discovery of a dangerous vessel and delay in avoidance judgment / operation, which may cause a collision accident. As a measure for giving this alarm instruction as quickly and accurately as possible, there is also known a method of using a symbol display on the CRT and an alarm lamp in addition to the buzzer sound. However, in the current situation, the content of the warning and the position of the target vessel are notified to the operator by the synthesized voice of the navigational state in the same manner as in the case of a human watch on the ship, and the danger zone of collision near the route is notified. There is no system.

On the other hand, in recent years, with the progress of economic activities, labor saving of manpower has progressed, and a ship operator engaged in a ship's navigation work can confirm the route, check the ship's position, and confirm the ship's position by using the nautical chart even during the period of the lookout work. They are doing complicated work such as brotting while sailing with other ships. For this reason, it is strongly desired to realize an improved support system that can easily and surely grasp the navigation environment condition and the content of warning instructions (position and condition of other ships) even when performing work other than watching. Was wanted. However, it is very difficult for the present instruction system using the buzzer sound to reliably transmit the content of the warning instruction to the busy operator to reduce the burden on the operator.

Therefore, the present invention, as described above, improves the drawbacks of the conventional means for issuing an alarm instruction and can reliably and quickly transmit the content of the alarm instruction to a busy operator. It is an object of the present invention to provide a new warning indicating device for preventing a ship collision.

[0008]

In order to solve the above-mentioned problems and to achieve the above-mentioned object, the present invention provides a dangerous ship and a risk to a ship operator operating in a congested sea area or a narrow view area. There is a warning about the occurrence and location of ships with ships or missed catches, and the data (request data) of the position and status of a specific ship (request ship) that the ship operator wants to obtain in particular on the watch. Along with instructing
A device that displays an image of the dangerous sea area on the route 1) A voice word dictionary recording device for vocabulary used in the alarm device, 2) A device that outputs digital data such as the position and direction of another ship detected by radar, 3) Other Based on the position / speed relationship between the ship and the ship and the motion characteristics of the ship, analyze the current and future mating conditions for each ship,
A device for determining an alarm instruction regarding a dangerous vessel and a dangerous vessel or a missed catch vessel, 4) an alarm instruction, an alarm type for the vessel, a positional relationship of targets,
A device that comprehensively judges data such as a meeting situation and creates a vocabulary list of voice instruction contents, 5) A device that generates a synthesized voice corresponding to the vocabulary list using a voice word dictionary, 6) An alarm instruction ship Potential collision risk (occlusion degree) in the dangerous sea area (for example, the closed sea area seen from the own ship and the closed sea area seen from the other ship side) near the location of the ship and the ship's route ), The value of the degree of blockage on the course of the ship on the closest approach time axis, the maximum value of the degree of blockage on the turning course and the minimum value of the approach distance that occur when the ship changes the course, and the location of the ship missing catch, By a device that displays the visual information corresponding to the voice-directed ship such as the character output of the voice instruction contents and the vector information of other ships, 7) A keyboard and a voice recognition device for the operator to obtain the requested ship and the type of the requested data. Characterized by being configured The present invention provides a warning device for preventing collision of ships.

That is, the inventor of the present invention investigates a watchman report by a person on board in order to eliminate ambiguous information transmission, and finds out a watchman report in a natural language normally used by a sailor or a watchman on a bridge. Focusing on the fact that the conversation style is suitable for artificial language application technology, natural language processing, we constructed a vocabulary classification algorithm on a computer, and developed a method to effectively support warnings and watch instructions with synthetic speech. I've advanced.

According to the present invention, in order to solve the problems relating to reliable transmission of navigation environment information and effective support for lookout work, hearing aid information expressed by synthetic voice is used through the auditory function of the operator. Warning instructions and request data of the requesting ship are provided, and the closed sea area on the route where a dangerous ship is encountered is viewed from the ship's side, from the other ship's side, and A method of displaying the image of the value of the degree of blockage on the course on the closest approach time axis, the maximum value of the degree of blockage on the turning course of the ship and the minimum value of the closest approach distance, and a method of supporting watch from both voice and image, The device configuration for that is adopted.

With respect to this device, an alarm instruction is given in the following method. That is, for example, by using the alarm indicating device of the present invention illustrated in FIG. 1, a ship operator who is navigating with a radar in a congested sea area or a narrow view area can recognize a dangerous ship and a dangerous ship or a missed catch ship. In the method of instructing the warning information and the request data information of the requesting ship by synthetic voice, (a) a natural language voice word dictionary used in the watch report is created, and (b) the position of the captured ship from the radar. , Azimuth, speed, and data of own ship's speed, course, etc. are received together, and (c) it is dangerous due to the navigational conditions such as the positional relationship and the mating relationship with the other ship and the motion characteristics of the own ship and the other ship. Detecting ships and dangerous ships, request ships, or missed catch ships, (d) analyzing the positions and matching conditions of those ships, and determining warning instruction contents, (e)
Intelligent processing is performed on the basis of data such as the type of alarm, relative position of target, and meeting condition, and a vocabulary list of voice instructions is created on a computer. The support information of is generated twice at a time,
(G) In parallel with the voice instruction, the visual information is on the closest approach time axis of the blockage area seen from the own ship side and the closed sea area seen from the other ship's side near the route approaching the dangerous vessel, and the degree of blockage on the course of the own vessel. , The maximum value of the degree of blockage on the turning course of the own ship and the minimum value of the closest approach distance, the position of the missed catch ship, and the image information such as the character output of the instruction content are displayed on the CRT display.

[0012]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The technical constitution and embodiments of the invention as described above will be explained in detail with reference to the drawings. In the present invention, as described above, paying attention to the conversation method of watch reports, after receiving other ship data from the radar, the risk of potential collision (blockage degree) predicted for each ship at present and in the future. ) Perform analysis to identify the position and velocity vector of other vessels for dangerous vessels, dangerous vessels or missed vessels (potentially dangerous vessels) with a potential risk of collision, and request vessels. In order to prevent the collision at sea with data such as the above, it is determined whether the ship is a duty avoidance ship or a course-holding ship, and the type of warning instructions and instructions such as the sailing position of another ship and the abutment state (abutment status) Create a vocabulary list of contents on a computer.

Conversations regarding watch reports on the Funabashi are concisely patterned in order to prevent omissions during information transmission and to eliminate ambiguity in information. The vocabulary list used in this watch report consists of specific words (nouns, adjectives, conjunctions). Further, the navigation position of the ship used at the time of reporting is modeled by the relative position representation of FIG. 3, for example, and the mating situation is modeled by FIG. 4 by the maritime collision prevention method.

[0014] And, the high-risk trap-missing ship is the target of the warning instruction. For high-risk vessels,
Based on the previously created vocabulary list, voice words corresponding to each vocabulary are indexed to generate a synthetic voice. The sea area information near the route approaching a more dangerous ship simulates the degree of blockage that occurs when the own ship changes course and escapes, and occurs when another ship changes course and escapes. A technical configuration is adopted in which the degree of blockage is simulated and displayed on a CRT display to assist the ship operator.

As described above, according to the present invention, based on the other ship data (FIG. 5) obtained by the radar, there is a high risk that it is necessary to continuously keep watch, and a highly dangerous catching missing ship ( A computer is used to analyze the mating situation of vessels requiring watch, etc., and a warning instruction is generated by a synthesized voice from a speaker and both are displayed as images. That is, in the alarm instruction device of the present invention shown in FIG. 1, first, a voice word dictionary file for voice conversation used in a watch report in a ship as shown in FIG. 2 is created. This is the digital data of the speech words used in the generation of the synthetic speech described below.

Next, the navigation state is analyzed based on the radar data illustrated in FIG. 5, and the relative positional relationship and the closest approach time,
Based on the element data such as the cruising distance, the warning target ship such as a watch ship requiring warning is detected. Furthermore, a vocabulary list (Fig. 6) necessary for realizing voice instructions such as the type of the warning, the navigation position, and the waiting state is created based on the data regarding the navigation status of the warning instruction target ship.

The warning instruction indexes the corresponding voice word digital data from the voice word dictionary file based on the vocabulary list, amplifies it after D / A conversion, and generates support information from the speaker. Further, the acquisition of the request data by the synthesized voice includes, for example, coding of the type of input data (FIG. 13) required to obtain the data of the request ship (in the case of voice input, registration of voice for recognition), Set the request data generation condition corresponding to the input code,
Information about the content corresponding to each input code is provided by synthetic speech.

It should be noted that the alarm instruction is issued one instruction content twice at a time or repeatedly under the generating condition set by the operator. Further, in the case of a watch warning instruction, the degree of blockage is used as an evaluation index of the risk of other ships. FIG. 7 shows a display example of the dangerous navigation area using the degree of blockage. Below is an example of instruction summary.

1) The warning instruction for a dangerous ship among the watch-to-be-watched ships is generated every two minutes for a ship whose degree of blockage is currently 0% and potential blockage value is 50% or more. Or, it occurs under the conditions set by the operator. 2) The warning instructions for dangerous vessels out of the warships that require watch are currently intended for vessels with a degree of blockage of 0% or more and a latent blockage value of 70% or more. The instruction time is set every time the degree of blockage increases by 10%.

3) If the state of contact with a dangerous vessel has changed, the change state of the bearing is instructed. 4) The instruction of a vessel lacking in catching is to instruct the vessel for which catching is missed among the above-mentioned lookout vessels for watch. In addition, the instruction of missed catch shall be given only when it occurs. 5) In case of a dangerous ship among watchmen, the ship's own relationship should be included, including the relationship with other ships and the predicted closest approaching distance, bow passing distance, and time until the closest approaching. Give directions on safe waters.

6) When there are a plurality of instruction vessels and the content of the instructions is the same, the number of vessels is additionally instructed. 7) When another ship starts evading, give instructions including the course change status, predicted closest approaching travel distance, bow overrun distance, and time until the closest approach. 8) The request ship data is generated by setting the generation conditions input by the operator.

The blockage degree evaluation index for evaluating the risk of navigation is as follows, for example. i) Evacuation maneuvering characteristics in terms of statistical motion performance When the operator decides to evacuate, the values of the closest approach time (TCPA) and the traveling distance (DCPA) at the start of evasion are the maneuvering performance of the ship (ie, It is considered to be determined by the characteristic time, turning performance, reverse repulsive force characteristic), the judgment characteristic of the ship operator, and the like.
However, since it is difficult for the ship operator to accurately grasp those values that change depending on the speed, rudder angle, load, etc., it is important to evaluate the navigation environment condition based on the subjective evaluation amount obtained from experience to ensure safety. It seems that they are maneuvering to the side.

Here, the closest approach time at the start of evasion is a characteristic time τ (= L / L as a function of ship length; L and speed; V).
Modeled in V). The size of the other ship is estimated from the speed and the size of the radar target based on the statistical specifications and performance characteristics (Table 1).

[0024]

[Table 1]

When the vessel operator decides the escape start time, the time delay from the start of the own vessel's escape operation until the effect of the escape is shown; τ _J (= 3τ) Characteristic time of the other vessel; τ _t Time delay in recognizing movements of other ships; τ _T (= 5τ ₁ ) Time delay in judgment of maneuvering; τ _S Delay in information transmission time between operators; τ _d (= about 5 seconds) Hull stops due to reverse force Time (brake stop time); It seems that the evasion start timing is decided in consideration of time delay such as T _S.

Therefore, the distance that the hull advances before the hull stops due to the reversal force is hereinafter referred to as "braking stop distance". For example, consider a case where a 5000 ton (L; 105 m) ship having the braking characteristics shown in FIG. 8 normally sails in the bay (V = 12 knots). However, characteristic time is the characteristic time of own ship; τ; about 17 seconds, characteristic time of conventional ship; τ
₁ (; 6-17) seconds.

The closest approach time distribution at the start of flight avoidance is that each delay time is the own ship's escape time delay: τ _J about 57 seconds, recognition time delay: τ _T (30 to 85) seconds, ship maneuvering time delay: τ _S ( 30 to 60) seconds, delay of information transmission time between ship operators: τ _d : 5 seconds, braking stop time: T _S : 250 seconds, and time delay related to the operator's judgment: τ _J + τ _T +
τ _S + τ _d and braking stop time: Either minimum value of T,
The lower limit is τ _L (approximately 2 minutes and 2 seconds), and the sum of these values is distributed in the upper limit: τ _H (7 minutes and 37 seconds). The average value is the braking stop time for normal navigation speed: T _S (4 minutes 10
Seconds)). Therefore, the time from the stop of the engine to the stop of the hull: T _S , the delay time of the operator's judgment and the avoidance operation: τ _L , the target value of the closest approach time at the start of the avoidance: T (= T _S + τ _L ).

Under the condition of (τ _L > T _S ), T _O
= Τ _L. In addition, the ship operator considers cases where it is difficult to avoid danger by normal escape operation, when making a U-turn at the turning diameter with the maximum steering angle, and when making an escape by turning the engine over and stopping the hull. There is. In addition, the goal of evasion operation is to secure a safe overrun distance.

Therefore, as an element for judging the risk of each ship when it overpasses, the time required for the partner ship in the matchmaking relationship to cross the course on the ship's side: T _{y (T)} and the time required for the ship to turn 90 degrees time: target value of the distance the ship concerned is straight in the T ₉₀ closest distance bow _{direction: D a (O), D} a (O) · 2/3 the aft of the closest distance target values: D _{Let d (O) be} the turning radius at the maximum steering angle and be the target value for the closest approach distance in the ship side direction: D _{b (O)} .

[Modeling of Passing Region] Further, as shown in FIG. 9, in order for each ship to pass safely, as a range of the target closest approach distance when another ship passes, It forms a marginal overrun area that avoids infringement, a target overpass area, and a sufficient overrun distance outside the exclusive area that avoids infringement of other vessels. In the following, the transit region will be modeled.

The variables are the total length of the own ship _(o) : L _(o) (m) The speed of the own ship: V _(O) , (m / sec) The time for another ship to cross the course: T _{y (T )} (Sec) Maximum steering angle 90 degrees Turning time: T _{90 (O)} (sec) Larger value of T _y and T _{90 (O)} : T _{y90 (O)} (sec) T _{y90 (O)} time Advance distance: D _{y90 (O)} = T _{y90 (O)}・ V _(O) (m) Maximum steering angle turning lateral distance: D _{T (O)} , (m) Hull visual field limit region (Fore and aft direction: I _{a (O)} , I _{d (O)} , ship side direction: I _{b (O)} ) (m) Limit area (stern direction: D _{aS (O)} , D _{dS (O)} , ship side direction: D _{bS (O)} ) ( _M ) Attention area (Stern direction: D _{aL (O)} , D _{dL (O)} , Ship side direction: D _{bL (O)} ) (m) Target area (Stern direction: D _{a (O)} , D _{d ( O)} , ship side direction: D _{b (O)} ) (m) Allowance area (stern direction: D _{aM (O)} , D _{dM (O)} , ship side direction: D _{bM (O)} ) (m).

For example, the major axis of each passage area: (bow / stern), the minor axis: the weighted value in the ship side direction is the critical area D _{aS (O)} = 1.5 · L _(O) and I _{a ( The} larger value of _{DbS (O)} = L _(O) and _{Ib (O)} of _{DbS (O)} = 1.5 · L _(O) and _{Id ( The} larger value in _O) Target area D _{a (O)} = D _{y90 (O)} (D _{aS (O)} ≤ D _{y90 (O)} / 2) D _{b (O)} = D _{T (O)} (D _{bS (O) ≦ D T (} O) / 2) (1) D d (O) = D y90 · V (O) / 2 (D cS (O) ≦ D y90 (O) / 4) Note, the above equation In the condition of (2 × limit region> target region), D _{a (O)} = 2 · D _{aS (O)} (D _{aS (O)} ≦ D _{y90 (O)} / 2) D _{b (O)} = 2・ D _{bS (O)} (D _{bS (O) ≤D T (O)} / 2) (1 ') D _{d (O)} = 2 ・ D _{cS (O)} (D _{cS (O) ≤D y90 (O)} / 4) Attention area D _{aL (O)} = D _{a (O)} / 2 D _{bL (O)} = D _{b (O)} / 2 (2) D _{dL (O)} = D _{d (O)} / 2 margin area margin When taking a large area, D _{aM (O)} = 3 ・ D _{a (O)} -2 ・ D _{aL (O)} D _{bM (O)} = 3 ・ D _{b (O)} -2 ・ D _{bL (O)} (3) D _{dM (O)} = 3 · D _{d (O)} −2 · D _{dL (O) Further} , when the margin area is narrowed: (D _{a (O)} −D _{aL (O)} ), D _{aM (O)} = 2 · D _{a (O)} −D _{aL (O)} D _{bM (O)} = 2 · D _{b (O)} −D _{bL (O)} (3 ′) D _{dM (O)} = 2 · D _{d (O)} −D _{dL (O )} .

Further, in the mating relationship of FIG. 9, the angle at which the relative course of the other ship intersects with the own course: θ _(O) , the angle between the course of the other ship and the relative course: θ _(T) , during overpass Closest distance to the target area: tangential distance to the target area in the mating situation of d: D
_{P (O)} is D _{P (O)} = [(D _{a (O)}・ COSθ _(O) ) ² + (D _{b (O)}・ SINθ _(O) ) ² ] ^1/2 (fore) (4 ) D _{P (O)} = [(D _{d (O)} · COS θ _(O) ) ² + (D _{b (O)} · SIN θ _(O) ) ² ] ^1/2 (stern).

The tangential distance of the own ship's limit area:
D _{PS (O)} , attention area tangent distance D _{PL (O)} , margin area tangential distance: D _{PM (O)} , target area tangent distance to θ _(t) of another ship: D _{P (t)} , limit area tangential distance : D _{PS (t)} , attention area tangent distance: D _{PL (t)} , margin area tangent distance: D _{PM (t)} . Target area tangent distance of the relative transit area, D _R , which is created by the relative relationship between own ship and other ship: Marginal area tangential distance: D _RS ,
Caution area tangent distance: D _RL , margin area tangent distance: D _RM .

Therefore, considering the size and speed of the own ship (total length: L _O ) and the other ship (total length: L _T ), and the mating state such as the course, the total relative overpass distance blockage region is D _R = { (D _{P (O)} ² + D _{P (t)} ² ) / 2} ^1/2 D _RL = {(D _{PL (O)} ² + D _{PL (t)} ² ) / 2} ^1/2 (5) D _RM = {(D _{PM (O)} ² + D _{PM (t)} ² ) / 2} ^1/2 .

The size of the passage area is the same as that of the own ship (total length:
L _O ) and other vessels (total length L _T ) and the total ship size (relative ship length: L = L _o ² + L _r ² ) / 2} ^2/1 and speed,
It is approximated by the turning diameter. ii) Algorithm for calculating the degree of blockage The algorithm for calculating the degree of blockage applied to the evaluation index for evaluating the dangerous state with another ship will be described.

A statistical analysis of marine traffic shows that an elliptical shape (the bow direction: D _{a (R)}
A closed sea area with stern direction D _{d (R)} and ship side direction: D _{b (R)} is recognized. For example, the observed values of the track density distribution in the bow / side direction are shown by solid lines in FIGS.

From this figure, the operator at the time of evasion can find the passing distance in the vicinity of the mean value (major axis: D _{a (R)} , minor axis: D _{b (R)} ) of the elliptical evacuate track number distribution. You can see that you are taking the target course. The passing region is distributed from about ½ times the average value (lower limit value) to about twice the average value (upper limit value). Further, in FIG. 11, the angle at which the relative course of the other vessel intersects with the own vessel's course: θ _(O) , the angle at which the relative course of the other vessel intersects with the other vessel's course: θ _(T) , the time until the passage: t, the closest approach distance at the time of passing: The average closest approach distance of the passing region in the matching situation of d: D _R is D _R = {(D _{P (O)} ² + D _{P (t)} ² ) / 2} ^1/2 (5 ') Relative master: When using the transit region of the L vessel, D _R = [(Da _(R)・ COSθ _(O) ) ² + (D _{b (R)}・ SINθ _(R) ² )] ^1/2 (Forehead) (6) D _R = [(D _{d (R)}・ COSθ _(O) ) ² + (D _{b (R)}・ SINθ _(R) ² )] ^1/2 (stern). Attention area: D _RL = D _R / 2, margin area:
D _RM = 2 · D _R.

Therefore, it is defined that the subjective degree of danger relating to the cruising distance of the operator corresponds to the degree of blockage of the cumulative frequency of avoiding other vessels. In addition, V _(O) : speed of own ship,
V _(t) : Speed of another ship, angle of intersection of relative course in mating state and own course: θ _(O) , crossing angle of relative course and partner course: θ _(t) , tangent to target area Distance: D _R.

Next, the distance of closest approach of the current course: blockage of about d, the distance of closest approach Note region: and D _RL, closest distance margin regions: with D _RM, defined as follows. The caution value, margin value, and target value in the major axis and minor axis directions of each passage area are set automatically or manually. That is, the degree of blockage of the closest approach distance at the passing point: B _D , under the condition that d is smaller than D _RM , B _D = 1 d <D _RL B _D = (D _RM −d) / (D _RM -D _RL ) D _RL ≤ d ≤ D _RM (7) _BD = 0 D _RM <d. For example, Fig. 9 shows the blockage value for the overtravel distance.
It is shown by the dotted line in (a).

Further, FIG. 12 shows the observed value of the closest approach time (solid line) showing the time margin at the start of evasion and the degree of blockage of the subjective risk with respect to the time margin at the start of evasion by a dotted line. Incidentally, T speed of own ship: the target value of the temporal margin Collision beginning of V _(O), Speed: V _(O) downtime and rider judgment and Collision delay of operation time in or,
Set arbitrarily according to the time taken for another ship to cross its own route.

Further, the closest approach limit time: _TL , which requires no attention at the time of start of flight avoidance, and the closest approach allowance time: T _M , which has a sufficient time margin. T _L = T / 2, T _M = 2 · T (t _L ≦ T / 2). Hereinafter, these time regions are referred to as the closest approach time block region. That is, the closest approach time: the closest approach time occlusion degree of t: B _T is under conditions and _{t ≦ T M, B T =} 1 t <T L B T = (T M -t) / (T M - T _L ) T _L ≦ t ≦ T _M (8) B _T = 0 T _M <t.

The index of the total degree of blockage: B _I , which represents the danger at the time of navigation, is defined by the equation-4. B _I = B _D · B _T · 100% (4) B _I = B _D ² · B _T ² · 100% (4 ^' ) B _I = B _D ² · B _T · 100% (4 ^“ ) For example, the figure 13 (a) and (b) are the total blockage index for own ship which is navigating at 12knt, and other ship speed is 8knt, 14
The case of knt is shown. Further, FIG. 7 shows a display example of the navigation dangerous sea area using the degree of closure for the closed sea area viewed from the own ship side and the closed sea area viewed from the other ship side.

Iii) Display Method of Navigational Environment Information This device displays the information of the closed sea area regarding the travel area and the closest approach time margin required to secure a safe travel distance. 1) Contour line display of blockage The contour line display of blockage is analyzed by simulating the blockage of the sea area in consideration of the turning motion of the ship, and the contour map of the blockage value is displayed in different colors for each contour level. To do. Also,
If the blockage value of the ship exceeds the contour line display level, the color is changed and displayed at the higher contour line level value. Further, if the degree of closure of the ship exceeds the contour display level of the limit area, the closed sea area of the closest approach area is displayed.

Hereinafter, the display area shown by the symbol display of the closed sea area and the closed sea area displayed in the contour map of the closure degree values relating to the traveling distance and the closest approach time is the predicted closure area (PAB:
_P redicated A _rea of B _locking) to define. The contour line level occlusion degree value can be set arbitrarily. When displaying in a single color, one contour line display level is arbitrarily set. Further, the display range of this closed region information is set arbitrarily. 2) Symbol display of contour map The contour map of the closed sea area is simply displayed as a polygon.

For example, as shown in FIG. 14, the polygonal points are points of equal obstruction degree values in the major axis direction of the other vessel and the ship side direction, and points at which the obstruction degree values of the obstructed sea area on the collision course of the own ship are equal. Display as a straight line. It should be noted that the points of the equal blockage value with respect to the major axis direction of the other ship and the ship side direction include an oval display and a polygonal display. Further, when the blockage value of the own ship exceeds the contour line level, the upper contour line level value is displayed in different colors as in the contour map display.

Further, when the values of the relative overpass distance blockage region and the closest approach margin time are arbitrarily set and the predicted blockage region is displayed, the predicted blockage region is modeled by the following method. For example, in FIG. 15, the position of own ship: O, the position of another ship: T,
Own ship speed: _VO , Other ship speed: _VT , Relative speed:
V _G , when the own ship takes the course to the left and right, when the relative vector of the own ship and another ship comes into contact with the relative passage distance blockage region, the closest approaching point of the left and right routes on the course of the own ship, A _L ,
A _R , the closest approach time to the collision point: arbitrary closest approach time on the collision course required to secure T _P Block point: P
_O , collision point: P _C.

The predicted blockage region is a supplemental bundle region in the direction of the major axis and the side of another ship, and the closest approach point: A _L , A
_R and closest approach time occlusion point: indicated by a region connecting the C _L -P _O -C _R. For example, the symbol display displays a straight line passing through _{(A L -P C -A R -P} O) point. Displayed in _{(A L -P C -A R -C} L -P O -C R) straight line passing through the point. The symbol display of or and the predicted blockage area in the direction of the major axis / side of the other ship are displayed.

The closest approach time to the collision point: T
_P can be arbitrarily set according to the congestion and navigation of ships in the sea area. Further, in the case of automatically approaching, the congestion situation and the navigation situation of the ship in the sea area are judged, and the closest approach time of the closest approach time closed area: T _M , the closest approach time of the target area:
T, closest approach time limit: T _L , the closest approach time required to secure the distance to the bow allowance area of the relative overpass blockage area, the target area, and the limit area. 3) Three-dimensional display of the degree of blockage in the closed sea area When the watch information is received at a place away from ARPA,
If information on the location of dangerous ships can be obtained, it will be effective in reducing the work of watching.

Therefore, here, the value of the degree of blockage in the blocked sea area is displayed on the three-dimensional axis to improve the transmission of visual information.
Further, as the display color, a color corresponding to the degree of blockage is arbitrarily set and displayed. In addition, the screen switching from the contour map of the closed sea area to the three-dimensional display can be automatically performed in three dimensions when the current degree of navigation has a sufficient degree of closure of 0% and the potential degree of closure is 1% or more. You can switch to the display screen or manually select. For example, FIG. 16 shows a three-dimensional display screen of the degree of closure in the closed sea area.

4) Simultaneous Display of True Vector and Relative Vector for Alarm Target At present ARPA is supposed to selectively display either the true vector or the relative vector, but in order to reduce the information judgment load, they are displayed simultaneously. The method of doing is effective. Therefore, for the target for which an alarm has been issued, the true vector and the relative vector are automatically displayed in different colors or by the solid line and the chain line.

Further, the true vector and the relative vector are simultaneously displayed for any designated target. For example, FIG. 17 shows a display example. 5) Display of potential obstruction degree change status on the course When the operator determines the time / distance margin at the start of evasion, the potential danger (obstruction degree) on the closest approach time axis and the advance distance axis to the collision point It is effective to know the change situation of).

The value of the potential degree of blockage is graphically displayed on the closest approach time axis and the advance distance axis to the collision point corresponding to the closest approach time. For example, a display example is shown in FIG. 6) Display of the degree of potential blockage on the turning course When making a vessel maneuvering decision, it is effective to know the maximum value of the potential danger on the course course caused by the turning operation when making a decision on the avoidance course.

The latent obstruction degree on the turning course is analyzed by simulation, and the maximum value of the collision course and the latent obstruction degree on each course is displayed on the axis of the turning course angle. For example, FIG. 19 shows a display example. 7) Display of the closest approach distance on the turning course Furthermore, the closest approach distance corresponding to the maximum value of the latent blockage is displayed on the axis of the turning course angle to provide information on the value of the closest approach distance on the turning course. To do.

For example, FIG. 20 shows a display example. Of course, the present invention is not limited to the above examples, and various aspects are possible in the details of the device configuration.

[0056]

EFFECTS OF THE INVENTION When navigating in a congested sea area or a narrow field of view, a radar is an important information source for collecting navigation sea area information. Currently, these radar information are provided by the visual and auditory functions of the operator. It has recognized. However, the present instruction system using the buzzer sound for the auditory function cannot reliably transmit the instruction content of the alarm to the busy operator. Moreover, it is difficult to reduce the burden on the operator because the vector information on both sides of the radar cannot instantly grasp the information on the dangerous sea area and the safe sea area necessary for the avoidance decision. Since the voice synthesis alarm instructing device of the present invention voice-instructs the content of an alarm in a vocabulary similar to the natural language of a human watch report, it becomes easy to understand the type of alarm and the position / state of the target vessel for the alarm. .

Further, in parallel with the voice instruction of the alarm, the closed sea area seen from the own ship side near the route approaching the highly dangerous ship, the closed sea area seen from the other ship side, and the position and instruction of the missing catch ship CR for visual information such as text output of contents
Since it is displayed on the T-display, it becomes easy to understand the navigation environment state, it is effective as support information for the ship collision prevention device, and it is highly likely to be popularized.

That is, according to the present invention, the voice instruction
Since other visual information can be referred to when necessary, the burden on the operator can be reduced, and the image information can be effectively used. For example, a ship operator who receives navigation environment information as a synthetic voice instruction predicts the navigation state in the case of information that the ship operator has already recognized and has determined to be urgent, considering the instruction content. Continue the work currently in progress, and if it is not recognized, interrupt the current work and check the match status with other ships, etc. It enables flexible selection of information, such as performing it at effective timing at any time.

From the above points of view, the present invention is effective as a support device for reducing the collision accident prevention of the operating ship and for reducing the burden of the operator during the lookout work.

[Brief description of drawings]

FIG. 1 is a system block diagram showing a configuration of an apparatus according to the present invention.

FIG. 2 is a diagram showing an example of a list of voice words in the device of the present invention.

FIG. 3 is a position representation model diagram in the present invention.

FIG. 4 is a matching state model diagram in the present invention.

FIG. 5 is an output side view of radar data in the device of the present invention.

FIG. 6 is a character display diagram of a voice vocabulary list according to the present invention.

FIG. 7 is a diagram showing a display example of a navigation dangerous sea area.

FIG. 8 is a braking stop characteristic diagram of a ship.

FIG. 9 is a modeling diagram of the closest approach target area peculiar to a ship and the degree of blockage.

10 (a) and 10 (b) are blockage index diagrams of the closest distance.

FIG. 11 is a relative course intersection situation diagram.

FIG. 12 is a blockage index diagram of the closest approach time.

13 (a) and (b) are general blockage index diagrams.

FIG. 14 is a symbol display diagram of an area of equal blockage.

FIG. 15 is a model diagram of an expected blockage area.

FIG. 16 is a three-dimensional display diagram of the degree of closure value in the closed sea area.

FIG. 17 is a true / relative vector display diagram of the warning instruction ship.

FIG. 18 is a display diagram of a potential obstruction degree change situation on a course.

FIG. 19 is a display diagram of a latent blockage degree on a turning course. (A): Cartesian coordinate display, (b): Circular coordinate display

FIG. 20 is a predicted value display diagram of the closest distance on a turning course. (A): Cartesian coordinate display, (b): Circular coordinate display

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁶ Identification code Internal reference number FI technical display location G08G 3/02 A 7531-3H

Claims (1)

[Claims] 1. A ship operating in a congested sea area or a narrow view area may be a ship that is at risk of collision, or a ship at high risk of collision (dangerous ship), and a ship that is dangerous in the future. Warning about the occurrence and location of a ship (hazardous ship) or a ship within a certain range from its own ship, where the target acquisition on the radar is in the middle stage (missing acquisition ship), And, a device for instructing the data (request data) of the position and state of a specific ship (request ship) that the ship operator particularly wants to obtain on the lookout in a synthetic language of natural language, and an image display of the dangerous sea area on the route, 1) Voice word dictionary recording device for vocabulary used in alarm device, 2) Device for outputting digital data such as position and direction of other ship detected by radar, 3) Position / speed relationship between other ship and own ship and self Ship luck A device that analyzes the current and future match situations for each ship based on the dynamic characteristics and determines the warning instructions for dangerous and dangerous vessels or missed catch vessels. 4) Warning instructions Type, positional relationship of goals,
A device that comprehensively judges data such as a meeting situation and creates a vocabulary list of voice instruction contents, 5) A device that generates a synthesized voice corresponding to the vocabulary list using a voice word dictionary, 6) An alarm instruction ship The location of the ship and dangerous sea areas near the ship's route (for example, closed sea area seen from own ship, contour map / stereoscopic view of degree of closure, and closed sea area seen from own ship from other ship side) The risk of potential collision (blockage), the value of the degree of blockage on the course of the ship on the closest approach time axis, and the maximum value of the degree of blockage on the turning course and the closest approach distance that occur when the ship changes the course A device that displays the minimum value, the location of the missed catch vessel, the text output of the voice instruction content, and visual information corresponding to the voice instruction vessel such as vector information of other vessels. 7) The operator selects the type of request vessel and request data. Remote control keyboard and voice to get Identification device, marine collision prophylactic alarm indicating device, characterized in that it is constituted by.