CN117922786A - Ship monitoring system, control method of ship monitoring system, and storage medium - Google Patents

Abstract

Provided are a ship monitoring system, a control method for the ship monitoring system, and a storage medium, which can reduce the influence of time delay in communication. The ship monitoring system comprises: an onboard information processing device, which is arranged on the ship, and has an onboard communication unit and an information acquisition unit that acquires hull motion information related to the hull motion of the ship; an auxiliary information processing device, which is arranged outside the ship, and has a time lag determination unit, a state prediction unit, and an auxiliary side communication unit that can communicate with the onboard communication unit. The time lag determination unit determines the time from when the onboard communication unit sends the hull motion information to when the auxiliary side communication unit receives the hull motion information as a reception time lag. The state prediction unit inputs the hull motion information and the reception time lag into a hull motion model related to the hull motion of the ship to predict the second motion state of the ship that has advanced from the first motion state of the ship represented by the hull motion information by a period based on the reception time lag.

Description

Ship monitoring system, control method of ship monitoring system, and storage medium

Technical Field

The present invention relates to a ship monitoring system, a control method of the ship monitoring system and a storage medium storing a control program of the ship monitoring system.

Background technique

For example, Patent Document 1 describes a navigation information display device provided on a ship and having a display unit for displaying a map and the position of the ship. The device includes a ship position detection device, an orientation detection device, and an image display that displays images corresponding to the detection results. The image display displays a target arrival auxiliary image consisting of the current ship position, a target mark, and a plurality of equidistant lines on a virtual water surface.

Prior art literature

Patent Literature

Patent Document 1: Japanese Patent Application Publication No. 2012-018065

Summary of the invention

Problem that the invention aims to solve

As a countermeasure to compensate for the shortage of crew members, it is expected to realize remote ship driving, which controls ships at sea/water from a ship driving center on land through land-ship communication. However, in sea areas with low communication capacity, due to the limitation of communication speed between land and ship, there is a time lag from detecting the state of the ship and instructing the ship to executing it on board. As such, in the previous technology, there is a problem that remote ship driving becomes difficult when the communication time lag is large.

The present invention has been made in view of such problems, and one of its objects is to provide a technology of a ship monitoring system capable of reducing the influence of a time lag in communication.

Solutions for solving problems

In order to solve the above-mentioned problem, a ship monitoring system according to a certain aspect of the present invention comprises: an onboard information processing device, which is provided on the ship, and has an onboard communication unit and an information acquisition unit, wherein the information acquisition unit acquires hull motion information related to the hull motion of the ship; and an auxiliary information processing device, which is provided outside the ship, and has an auxiliary side communication unit, a time lag determination unit, and a state prediction unit, wherein the auxiliary side communication unit can communicate with the onboard communication unit. The time lag determination unit determines the time from when the onboard communication unit sends the hull motion information to when the auxiliary side communication unit receives the hull motion information as a reception time lag, and the state prediction unit inputs the hull motion information and the reception time lag into a hull motion model related to the hull motion of the ship to predict a second motion state of the ship that has advanced from a first motion state of the ship represented by the hull motion information by a period based on the reception time lag.

In addition, any combination of the above, or a method in which the constituent elements of the present invention or the expressions in the methods, devices, programs, transient or non-transient storage media recording the programs, systems, etc., are mutually replaced is also effective as a mode of the present invention.

Effects of the Invention

According to the present invention, it is possible to provide a technology for a ship driving assistance information processing device capable of reducing the influence of a time lag in communication.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a diagram schematically showing a ship to which a ship monitoring system according to a first embodiment of the present invention is applied.

FIG. 2 is a block diagram schematically showing the ship monitoring system of FIG. 1 .

FIG. 3 is a diagram schematically illustrating a time lag of the vessel monitoring system of FIG. 1 .

FIG. 4 is a timing chart showing an example of an operation of predicting the second motion state of the ship monitoring system of FIG. 1 .

FIG. 5 is an explanatory diagram schematically showing the operation of the second state prediction unit in FIG. 1 .

FIG. 6 is a flowchart showing an example of the operation of the onboard information processing device of FIG. 1 .

FIG. 7 is a flowchart showing an example of the operation of the auxiliary information processing device of FIG. 1 .

FIG. 8 is a block diagram schematically showing a ship monitoring system according to a first modification.

FIG. 9 is an explanatory diagram schematically showing the operation of the third state prediction unit according to the first modification example.

FIG. 10 is a timing chart showing an example of an operation of predicting the third motion state in the ship monitoring system according to the first modified example.

FIG. 11 is a flowchart showing an example of the operation of the onboard information processing device according to the first modification.

FIG. 12 is a flowchart showing an example of the operation of the auxiliary information processing device according to the first modification.

Detailed ways

Regarding the part composed of multiple objects in the embodiments disclosed in this specification, the multiple objects may be integrated, and conversely, the part composed of one object may be divided into multiple objects. Regardless of whether they are integrated or not, they may be constructed in a manner that can achieve the purpose of the invention.

Regarding the part in which multiple functions are dispersedly arranged in the embodiments disclosed in this specification, part or all of the multiple functions may be arranged in an integrated manner, and conversely, the part in which multiple functions are integrated may be arranged so that part or all of the multiple functions are dispersed. Whether the functions are integrated or dispersed, as long as they are configured in a manner that can achieve the purpose of the invention.

In addition, for each component having common features, "first, second" or the like is added to the beginning of the name to distinguish them, and they are omitted when collectively referred to. In addition, in order to explain a plurality of components, terms including ordinal numbers such as first and second are used, but such terms are only used to distinguish one component from other components, and such terms are not used to limit the components.

A ship monitoring system of a certain aspect comprises: an onboard information processing device, which is provided on a ship and has an onboard communication unit and an information acquisition unit, wherein the information acquisition unit acquires hull motion information related to the hull motion of the ship; and an auxiliary information processing device, which is provided outside the ship and has an auxiliary side communication unit, a time lag determination unit, and a state prediction unit, wherein the auxiliary side communication unit can communicate with the onboard communication unit. The time lag determination unit determines the time from when the onboard communication unit sends the hull motion information to when the auxiliary side communication unit receives the hull motion information as a reception time lag, and the state prediction unit inputs the hull motion information and the reception time lag into a hull motion model related to the hull motion of the ship to predict a second motion state of the ship that has advanced from a first motion state of the ship represented by the hull motion information by a period based on the reception time lag.

According to this configuration, the second motion state of the ship, that is, the approximate current state, can be grasped when the ship motion information is received, thereby reducing the influence of the reception time lag.

As an example, the shipboard information processing device has an engine control unit, and the engine control unit controls the propeller or steering gear of the ship based on the ship driving command received via the shipboard communication unit, and the auxiliary information processing device sends the ship driving command to the shipboard communication unit via the auxiliary side communication unit, and the time lag determination unit determines the time from the auxiliary side communication unit sending the ship driving command to the shipboard communication unit receiving the ship driving command as the sending time lag, and the state prediction unit uses the sending time lag to predict the third motion state of the ship that has advanced from the first motion state by the total time of the receiving time lag and the sending time lag. In this case, the third motion state of the ship can be grasped when the ship side receives the sent ship driving command, thereby reducing the influence of the sending time lag.

As an example, the time lag determination unit determines the time from when the auxiliary side communication unit sends the ship steering instruction to when the mechanism control unit performs control based on the ship steering instruction received by the auxiliary side communication unit as the transmission time lag. In this case, the reception time lag and the transmission time lag can be determined on the auxiliary information processing device side.

As an example, the auxiliary information processing device further includes an information display unit that displays the second motion state. In this case, the operator of the auxiliary information processing device can operate the ship while observing the second motion state.

As an example, when the ship motion model is updated, the state prediction unit predicts the second motion state using the updated ship motion model. In this case, the prediction is performed using the updated ship motion model, thereby suppressing a decrease in prediction accuracy caused by changes in the ship motion model.

As an example, the ship monitoring system updates the ship motion model using the ship steering command. In this case, when the ship motion model changes according to the ship steering command, the ship motion model is updated using the ship steering command, thereby suppressing the prediction error of the ship motion model.

[First embodiment]

1 to 7 , a ship monitoring system 100 according to a first embodiment of the present invention will be described. FIG1 schematically shows a ship 1 to which the ship monitoring system 100 according to the first embodiment of the present invention is applied. FIG2 schematically shows a block diagram of the ship monitoring system 100.

As shown in FIG. 1 and FIG. 2 , the ship monitoring system 100 of the embodiment includes an onboard information processing device 10 and an auxiliary information processing device 50. The onboard information processing device 10 is provided on the ship 1, and has an onboard communication unit 28, and an information acquisition unit 21 for acquiring hull motion information related to the hull motion of the ship 1. The auxiliary information processing device 50 is provided outside the ship 1, and has an auxiliary side communication unit 52 capable of communicating with the onboard communication unit 28, a time lag determination unit 53, and a state prediction unit 55. The auxiliary information processing device 50 of this example is provided on land. The auxiliary information processing device 50 may also be provided in other places other than land, such as other ships other than the ship 1, aircraft, etc.

The time lag determination unit 53 determines the time from when the shipboard communication unit 28 transmits the hull motion information to when the auxiliary side communication unit 52 receives the hull motion information as the reception time lag. The state prediction unit 55 inputs the hull motion information and the reception time lag into the hull motion model related to the hull motion of the ship 1 to predict the second motion state of the ship 1 that has advanced by a period based on the reception time lag from the first motion state of the ship 1 represented by the hull motion information. The period based on the reception time lag may be the period of the reception time lag or a period obtained by performing a predetermined operation on the period of the reception time lag. In the following description, an example in which the period based on the reception time lag is the period of the reception time lag is shown.

The ship 1 mainly includes a hull 90 , an onboard information processing device 10 , a propeller 74 , and a steering gear 76 , and is configured so that a land-based crew can remotely operate the ship via an auxiliary information processing device 50 .

The shipboard information processing device 10 includes a mechanism control unit 17, which controls the propeller 74 or the steering gear 76 of the ship 1 based on the ship driving command N received via the shipboard communication unit 28. The mechanism control unit 17 uses the ship driving command N sent from the auxiliary information processing device 50 to control at least one of the rotation speed of the propeller 74 and the steering angle of the steering gear 76 of the ship 1. The ship driving command N includes the command steering angle Ae_t and the command rotation speed Ne_t of the propeller 74. The mechanism control unit 17 includes: a propeller control unit 18, which performs propeller control to make the actual rotation speed Ne of the propeller 74 close to the command rotation speed Ne_t; and a steering gear control unit 19, which performs steering control to make the actual steering angle Ae_t of the steering gear 76 close to the command steering angle Ae_t.

The ship monitoring system 100 uses "ship-to-land transmission" for sending data from the onboard information processing device 10 on the ship 1 side (hereinafter, sometimes referred to as the "ship side") to the auxiliary information processing device 50 on the land side (hereinafter, sometimes referred to as the "land side") and "land-to-ship transmission" for sending data from the land side to the ship side.

Each block shown in the block diagram of FIG. 2 and FIG. 8 described later can be implemented in hardware by components headed by a computer processor, CPU, memory, electronic circuit, and mechanical device, and in software by a computer program, etc., but functional blocks implemented by their cooperation are depicted here. Therefore, it can be understood by those skilled in the art that these functional blocks can be implemented in various forms by a combination of hardware and software.

The shipboard information processing device 10 includes an information acquisition unit 21, a standard time detection unit 26, a model generation unit 27 that generates a ship motion model M, a shipboard communication unit 28 that performs ship-to-land transmission and receives data transmitted from the ship on land, and a shipboard storage unit 29 that stores transmission data and reception data. The standard time detection unit 26 acquires the ship-side standard time of the ship 1.

The information acquisition unit 21 acquires the hull motion information J including at least one of the ship speed, the turning speed, the propeller rotation speed, and the rudder angle. In addition to acquiring the hull motion information J, the information acquisition unit 21 may also acquire environmental information including at least one of the tidal velocity, the tidal direction, the wave direction, the wind speed, and the wind direction. The information acquisition unit 21 may also acquire the hull motion information J including the swing angle of the hull in addition to at least one of the ship speed, the turning speed, the propeller rotation speed, and the rudder angle. The hull motion information is an influencing factor that affects the hull motion of the ship 1.

The auxiliary information processing device 50 includes a standard time detection unit 51, an auxiliary side communication unit 52, a time lag determination unit 53, a ship information processing unit 54, a second state prediction unit 55, an information display unit 58, a ship driving instruction generation unit 61, a transmission data generation unit 62, a ship driving instruction storage unit 63 and a storage unit 64. The auxiliary side communication unit 52 performs land-to-ship transmission and receives the ship motion information J transmitted by the ship-to-land.

The ship information processing unit 54 stores the hull motion information J in time series. In addition, the ship information processing unit 54 functions as a state acquisition unit that acquires the past state (hereinafter referred to as "first motion state P") of the ship 1 represented by the hull motion information J. The second state prediction unit 55 uses the hull motion model related to the hull motion of the ship 1, the hull motion information J, and the reception time lag Δt2 to predict the state of the ship 1 that has advanced from the first motion state P of the ship 1 represented by the hull motion information J for a period based on the reception time lag Δt2 (hereinafter referred to as "second motion state Q").

Here, time lag is the time difference between the sending side and the receiving side. The sending time lag is the delay time from the start of the transmission of the transmission command data on the land side to the completion of the reception on the ship side and the reflection on the driving ship. The receiving time lag is the delay time from the start of the transmission of the ship motion information J on the ship side to the completion of the reception on the land side and the reflection on the information display. Therefore, the time lag is the time difference from the start of data transmission to the completion of reception.

The auxiliary information processing device 50 displays the ship motion information J or the second motion state Q on the information display unit 58. The ship driving instruction generation unit 61 generates a ship driving instruction N based on the ship driving operation of the land-based crew. The transmission data generation unit 62 generates transmission data including the ship driving instruction N, the standard time and other data. The ship driving instruction storage unit 63 stores the ship driving instruction N in time series. The storage unit 64 stores the ship motion model M.

The auxiliary information processing device 50 uses the ship motion information and reception time lag acquired from the ship information processing device 10 to predict the state of the ship 1 at the time of driving the ship 1 (hereinafter referred to as "second motion state Q"), and displays the second motion state Q on the information display unit 58. As a result, the land-based crew can drive the ship while observing the second motion state Q. In addition, the "current" of the second motion state Q means the time point of driving the ship (= current time point K), and sometimes contains errors relative to the strict current.

Description of time lag. When the ship 1 is remotely piloted by sending a driving instruction N for piloting the ship 1 from the land side, there is a time lag in the communication of sending data between the ship side and the land side. In the case of emergency piloting, there is a risk of causing confusion in the piloting due to this time lag. In particular, when the ship 1 is sailing in the open sea far from the land, etc., sometimes a good communication state cannot be obtained and the communication speed decreases compared to the case of sailing in the near sea. When the communication speed is low, the time lag becomes larger, and the risk of confusion in the piloting due to the time lag increases. In order to achieve stable remote piloting, it is desirable to reduce the influence of the time lag.

Refer to Fig. 3. Fig. 3 is a diagram for explaining the time lag of the ship monitoring system 100. Fig. 3 shows events on the land side and the ship side in a time series along the elapsed time t. As shown in Fig. 3, the time lag includes the time lag when the land ship transmits (hereinafter, referred to as "transmission time lag Δt1") and the time lag when the ship transmits on the land (hereinafter, referred to as "reception time lag Δt2").

The transmission time lag Δt1 is the time from the start of data communication transmission to the completion of reception when the shipboard information processing device 10 receives the data transmitted from the auxiliary information processing device 50. In particular, the transmission time lag Δt1 is the time from the auxiliary side communication unit 52 transmitting the ship driving instruction N to the shipboard communication unit 28 receiving the ship driving instruction N. In the example of FIG. 3 , when the ship driving instruction N is transmitted from the land side, the ship driving action S for the ship 1 based on the ship driving instruction N received on the ship side is performed in a manner delayed by the transmission time lag Δt1 from the transmission of the ship driving instruction N. In addition, the ship driving action S for the ship 1 is an action of operating at least one of the rotation speed of the propeller 74 of the ship 1 and the steering angle of the steering gear 76 based on the ship driving instruction N.

The reception time lag Δt2 is the time from the start of data communication transmission to the completion of reception when the auxiliary information processing device 50 on the land side receives the data transmitted from the ship information processing device 10 on the ship side. The ship side transmits the ship motion information J indicating the state of the ship 1, such as the ship position, ship speed, and bow direction of the ship 1, at any time. In the example of FIG. 3 , when the ship motion information J is transmitted from the ship side and received on the land side, the past ship motion information J delayed by the reception time lag Δt2 is displayed on the information display unit 58.

When the time lag is not considered, the information display unit 58 on the land side displays the first motion state as the past state of the ship 1. Therefore, the operator on the land side steers the ship 1 while imagining that the current state has advanced by the reception time lag Δt2 from the displayed first motion state. Therefore, the auxiliary information processing device 50 includes a second state prediction unit 55 that predicts the second motion state Q of the ship 1 at the time of steerage in consideration of the time lag.

The operation of the second state prediction unit 55 will be described with reference to FIG4. FIG4 is a timing diagram showing an example of the operation of the second state prediction unit 55 of the ship monitoring system 100. FIG4 shows the timing of each event on the land side and the ship side in the form of a waveform diagram along the elapsed time t. In this figure, the position of the edge of each waveform represents the timing deviation, and the high/low level of the waveform has no meaning.

The explanation is given according to the timing diagram. First, the land side sends the ship driving instruction N at the timing of (A) in Figure 4 through the land ship. Then, the ship side receives the ship driving instruction N at the timing of (B) in Figure 4 with a delay of Δt1, and performs the ship driving action S based on the ship driving instruction N. As a result of the ship driving action S, the hull motion information J such as the ship position, ship speed, and bow direction of the ship 1 changes as shown in (C) in Figure 4. The hull motion information J does not change sharply but changes slowly, so it is represented by a curve in (C) of Figure 4. The hull motion information J is sent to the land side by sending from the ship to the land.

The land side receives the ship motion information J with a delay of Δt2. The received ship motion information J is information delayed from the transmission on the ship side at the time of reception (= current time point K). Hereinafter, the state represented by the received ship motion information J is referred to as the first motion state P. That is, the first motion state P shown in (D) of FIG. 4 is the past state of the ship 1 before the reception time delay of Δt2. As a result, the first motion state P is displayed on the information display unit 58.

4(D) and the reception time delay Δt2, the second state prediction unit 55 predicts the second movement state Q after the reception time delay Δt2. The information display unit 58 displays the predicted second movement state Q. The second movement state Q is shown in FIG4(E).

The action of predicting the second motion state Q is described. The second motion state Q can be predicted using the hull motion model M and the influencing factors (= hull motion information) that affect the hull motion of the ship 1. The model generation unit 27 of the shipboard information processing device 10 generates the hull motion model M including the influencing factors that affect the hull motion of the ship 1. As the influencing factors, basic information related to the ship 1 including at least one of the ship speed, the turning speed, the propeller rotation speed, and the rudder angle, environmental information related to the ship 1 including at least one of the tidal current speed, the direction of the tidal current, the direction of the waves, the wind speed, and the wind direction, and the swing angle of the hull can be listed.

The shipboard information processing device 10 collects data of these influencing factors and stores them in a time series in the shipboard storage unit 29. The model generation unit 27 generates a ship motion model M using the influencing factors stored in the shipboard storage unit 29. Regarding the generation of the ship motion model M, the coefficients of each influencing term may be obtained by substituting the influencing parameters obtained based on the influencing factor data into the mathematical formula representing the physical model of the ship motion, or the mathematical formula representing the physical model of the ship motion may be generated by machine learning based on the influencing factor data.

The hull motion model M is generated using information at the design time point and test results during onshore/sea tests. However, the hull motion of the ship 1 changes due to the amount of cargo it carries at any time, the fouling state of the propeller of the ship 1, the hull posture of the ship 1, etc. Therefore, in the embodiment, the hull motion model M is updated by the model generation unit 27 at any time.

The hull motion model M changes according to the ship driving command N, and therefore, it is desirable that the hull motion model M is updated according to the change of the ship driving command N. Therefore, the model generation unit 27 updates the hull motion model M using the ship driving command N. When the hull motion model M is updated, the second state prediction unit 55 predicts the second motion state Q using the updated hull motion model M.

In addition, a propeller model that expresses the rotation speed responsiveness of the propeller 74 may be built into the ship motion model M. In addition, when the propeller is a variable pitch propeller (CPP), the CPP model may be built into the ship motion model M. In addition, when the propulsion unit of the ship 1 is not only a propeller, but also an electric propeller based on an electric motor (not shown) or a hybrid propeller composed of a propeller and an electric propeller, the model of each propeller may be built into the ship motion model M. An example of the ship motion model M is described later.

The ship motion model M generated by the model generator 27 is transmitted to the auxiliary information processing device 50 at any time and is shared between the ship and the land. When the ship motion model M is updated, the shipboard information processing device 10 transmits the updated ship motion model M to the auxiliary information processing device 50.

The time lag determination unit 53 determines the time difference from when the shipboard information processing device 10 sends the ship motion information J to when the auxiliary information processing device 50 receives the ship motion information J as the reception time lag Δt2. The time lag determination unit 53 of this example determines the time from when the shipboard communication unit 28 sends the ship motion information J to when the auxiliary side communication unit 52 receives the ship motion information J as the reception time lag Δt2.

Specifically, the time lag determination unit 53 determines the reception time lag Δt2 using the standard time at the ship 1 when the ship motion information J is transmitted from the shipboard information processing device 10 (hereinafter referred to as the "ship side standard time Tb") and the standard time at the auxiliary information processing device 50 when the ship motion information J is received (hereinafter referred to as the "auxiliary side standard time Ta"). For example, the ship side standard time Tb of the time of transmission can be added to the ship-to-land transmission data on the ship side, the transmission time can be read from the ship-to-land transmission data on the land side, and the reception time lag Δt2 can be determined based on the time difference between the read ship side standard time Tb and the auxiliary side standard time Ta of the time of reception.

Here, it is desirable that the ship side and the land side use a common standard time. Therefore, in the embodiment, in order to obtain the standard time, the shipboard information processing device 10 has a standard time detection unit 26, and the auxiliary information processing device 50 has a standard time detection unit 51. The standard time detection unit 26 and the standard time detection unit 51 use satellite radio waves received by a GPS receiver, which is a type of GNSS (Global Navigation Satellite System), to obtain the standard time. As another example, in order to obtain the standard time, it is possible to have high-precision clocks with the same time on the ship side and the land side, and use their time.

Next, for example, the land-ship transmission data to which the auxiliary side standard time Ta is added can be transmitted on the land side, and the auxiliary side standard time Ta can be read from the land-ship transmission data on the ship side, and the transmission time lag Δt1 can be determined based on the time difference between the auxiliary side standard time Ta and the ship side standard time Tb. However, in this method, the land side can use the transmission time lag Δt1, but there is a problem that the timing of the reception time lag becomes further delayed from the timing of determining the transmission time lag Δt1.

Therefore, in the embodiment, data to which the first auxiliary side standard time Ta1 is added is transmitted to the ship side by land-to-ship transmission, and data to which the ship side standard time Tb is added is transmitted to the land side by ship-to-land transmission. The time lag determination unit 53 determines the total time lag (hereinafter referred to as "round trip time lag Δt3") of land-to-ship transmission and ship-to-land transmission based on the time difference between the second auxiliary side standard time Ta2 and the first auxiliary side standard time Ta1 at the time of reception.

The time lag determination unit 53 determines the reception time lag Δt2 based on the time difference between the ship-side standard time Tb and the second assist-side standard time Ta2, and determines the transmission time lag Δt1 based on the time difference between the round-trip time lag Δt3 and the reception time lag Δt2.

The ship motion model M is described with reference to Fig. 4 and Fig. 5. Fig. 5 is an explanatory diagram schematically showing the operation of the second state prediction unit 55. The auxiliary information processing device 50 includes: a ship driving instruction storage unit 59 that stores the ship driving instructions N from the past time point to the present in a time series; and a second state prediction unit 55 that predicts the second motion state Q based on the first motion state P using the ship motion model M. The ship driving instruction storage unit 59 stores time series data of the ship driving instructions N in a range L (refer to Fig. 4) from the past time point before the round-trip time lag Δt3 (=Δt1+Δt2) to the current time point K.

As shown in Figure 5, the second state prediction unit 55 predicts the second motion state Q at the current time point K after the receiving time lag Δt2 from the first motion state P by inputting the first motion state P, the receiving time lag Δt2, and the time series data of the driving instruction N in the storage range (-Δt2~0) in the storage range L into the hull motion model M.

An example of the ship motion model M is described. The ship motion model M is represented by a matrix (determinant) f composed of a plurality of polynomials representing the change in the state of the ship 1. The model generation unit 27 generates a model matrix f representing the change in the state of the ship 1. The state of the ship 1 is, for example, the ship speed, the ship position, the turning speed, and the bow direction.

The polynomials related to the ship speed in the state of the ship 1 will be described with reference to Formulas 1 to 5.

A) The change in ship speed Vs (dVs/dt) is caused by the difference between the thrust Tp generated by the propeller 75 and the hull resistance R when expressed in the simplest way. Therefore, it is expressed by Formula 1.

dVs/dt＝f1(Tp, R) … (Formula 1)

B) The thrust Tp is represented by the propeller rotation speed Np, the slip ratio Sp of the propeller 75, etc., and is therefore represented by Equation 2.

Tp＝f2(Np,Sp) … (Formula 2)

C) In addition, the change in the propeller rotation speed Np is caused by the difference between the driving torque Qp of the propeller 75 and the driving torque Qe from the propeller 74, so Tp is expressed by Equation 3.

Tp＝f2(f3(Qp, Qe), Sp) … (Formula 3)

D) In addition, the torque Qe of the propeller 74 is obtained from the deviation between the current propeller rotation speed Ne and the command rotation speed Ne_t, so Tp is expressed by Expression 4.

Tp＝f2(f3(Qp, f4(Ne, Ne_t)),Sp) … (Formula 4)

E) Based on the above, the change in ship speed Vs (dVs/dt) is expressed by the polynomial of Formula 5.

dVs/dt＝f(Qp、Ne、Ne_t、Sp、R) … (Equation 5)

Similarly, changes in "ship position, turning speed, and bow bearing" in the state of the ship 1 other than the ship speed can also be expressed by polynomials, and the hull motion model M is expressed by a matrix (determinant) f based on these polynomials.

The second motion state Q can be estimated by correcting the first motion state P using the result obtained by integrating the matrix f from Δt2 to 0 (= the current time point K) as a correction amount.

The ship motion model M generated by the model generation unit 27 on the ship side is sent to the auxiliary information processing device 50 and can be used in the calculation of the predicted value of the state of the ship 1. Here, for example, the command speed Ne_t, which is one of the ship driving instructions N, can be used in the present prediction calculation by tracing back from the current time point K. The same is true for the command steering angle Ae_t for the U-turn speed.

In addition, information other than the ship driving instruction N, such as the environmental conditions around the ship, can be calculated using a predicted value obtained from past data. The predicted value may be an average value of past data in a predetermined period.

The second motion state Q predicted by the second state prediction unit 55 is displayed on the information display unit 58 , and the operator on land can operate the ship based on this display while viewing the ship at the current time.

An example of the operation of the ship monitoring system 100 is described with reference to Fig. 6 and Fig. 7. The operation of the ship monitoring system 100 is a coordinated operation of the operation S110 of the shipboard information processing device 10 and the operation S210 of the auxiliary information processing device 50. Fig. 6 is a flowchart showing the operation S110 of the shipboard information processing device 10. Fig. 7 is a flowchart showing the operation S210 of the auxiliary information processing device 50.

The operation S110 of the onboard information processing device 10 will be described. When the operation S110 is started, the onboard information processing device 10 acquires the ship motion information J (step S111).

Next, the onboard information processing device 10 generates a ship motion model M (step S112). In this step, the model generation unit 27 generates the ship motion model M using the collected data of the influencing factors.

Next, the shipboard information processing device 10 obtains the ship-side standard time Tb (step S113). In this step, the standard time detection unit 26 uses the satellite radio waves received by the GPS receiver to obtain the standard time. Next, the shipboard information processing device 10 generates ship-to-land transmission data (step S114). The ship-to-land transmission data includes ship-related information including the hull motion information J, the hull motion model M, and the ship-side standard time Tb.

Next, the shipboard information processing device 10 transmits the ship-to-land transmission data (step S115). In this step, the shipboard communication unit 28 transmits the generated ship-to-land transmission data to the auxiliary information processing device 50 via ship-to-land transmission. If step S115 is executed, the process returns to step S111, and steps S111 to S115 are repeated.

The operation S210 of the auxiliary information processing device 50 will be described. When the operation S210 is started, the auxiliary information processing device 50 receives the ship-to-land transmission data (step S211). In this process, the auxiliary side communication unit 52 receives the ship-to-land transmission data transmitted by the ship-to-land. Next, the auxiliary information processing device 50 separates the hull motion model M from the ship-to-land transmission data, and the storage unit 64 stores the separated hull motion model M (step S212).

Next, the assist information processing device 50 acquires the assist side standard time Ta (step S213). In this step, the standard time detection unit 51 acquires the assist side standard time Ta using satellite radio waves received by the GPS receiver. The assist side standard time Ta in this step is stored as the second assist side standard time Ta2.

Next, the auxiliary information processing device 50 determines the time lag (step S214). In this step, the time lag determination unit 53 determines the reception time lag Δt2 based on the time difference between the ship side standard time Tb and the second auxiliary side standard time Ta2. Next, the auxiliary information processing device 50 acquires the first motion state of the ship (step S215). In this step, the first motion state acquisition unit 56 acquires and holds the past state of the ship 1 represented by the received hull motion information J as the first motion state P.

Next, the auxiliary information processing device 50 predicts the second motion state of the ship 1 (step S216). In this step, the second state prediction unit 55 inputs the first motion state P, the reception time lag Δt2, and the time series data of the ship driving instruction N into the hull motion model M to predict the second motion state Q. Next, the auxiliary information processing device 50 displays the second motion state (step S217). In this step, the auxiliary information processing device 50 displays the second motion state Q on the information display unit 58. The first motion state P may also be displayed on the information display unit 58 simultaneously with the second motion state Q.

Next, the auxiliary information processing device 50 generates a driving instruction (step S218). In this step, the driving instruction generation unit 61 generates a driving instruction N based on the driving operation of the crew on the land side. The driving instruction storage unit 63 stores the driving instruction N in a time series. Next, the auxiliary information processing device 50 obtains the auxiliary side standard time Ta (step S219). The auxiliary side standard time Ta of this step is maintained as the first auxiliary side standard time Ta1.

Next, the auxiliary information processing device 50 generates land-ship transmission data (step S220). In this step, the transmission data generation unit 62 generates land-ship transmission data including the ship driving instruction N, the standard time and other data. Next, the auxiliary information processing device 50 transmits the land-ship transmission data (step S221). In this step, the auxiliary side communication unit 52 transmits the generated land-ship transmission data to the ship information processing device 10 via land-ship transmission. If step S221 is executed, the process returns to step S211, and steps S211 to S221 are repeated.

The above-mentioned steps are merely examples, and various modifications are possible. The above is the description of the first embodiment.

Next, the second and third embodiments of the present invention are described. In the drawings and descriptions of the second and third embodiments, the same reference numerals are assigned to the same or equivalent components and members as those of the first embodiment. The descriptions repeated with the first embodiment are appropriately omitted, and the structures different from the first embodiment are described in detail.

[Second Embodiment]

The second embodiment of the present invention is a control method of a ship monitoring system 100. The method is directed to a ship monitoring system 100 having an onboard information processing device 10 provided on a ship 1 and having an onboard communication unit 28 and an information acquisition unit 21 for acquiring hull motion information J related to the hull motion of the ship 1, and an auxiliary information processing device 50 provided outside the ship 1 and having a time lag determination unit 53, a state prediction unit 55, and an auxiliary side communication unit 52 capable of communicating with the onboard communication unit 28, and comprising the steps of: determining the time from when the onboard communication unit 28 transmits the hull motion information J to when the auxiliary side communication unit 52 receives the hull motion information J as a reception time lag Δt2 (S214); and inputting the hull motion information J and the reception time lag Δt2 into a hull motion model M related to the hull motion of the ship 1, and predicting a second motion state of the ship 1 that has advanced from a first motion state of the ship 1 indicated by the hull motion information J by a period based on the reception time lag Δt2 (S216).

According to the second embodiment, the same operations and effects as those of the first embodiment are achieved.

[Third Embodiment]

A third embodiment of the present invention is a storage medium storing a control program P100 (computer program) of a ship monitoring system 100. The program P100 causes a computer to execute the following steps for a ship monitoring system 100 including a shipboard information processing device 10 provided on a ship 1 and having a shipboard communication unit 28 and an information acquisition unit 21 for acquiring ship motion information J related to the ship's hull motion, and an auxiliary information processing device 50 provided outside the ship 1 and having a time lag determination unit 53, a state prediction unit 55, and an auxiliary side communication unit 52 capable of communicating with the shipboard communication unit 28: determining the time from when the shipboard communication unit 28 transmits the ship motion information J to when the auxiliary side communication unit 52 receives the ship motion information J as a reception time lag Δt2 (S214); and inputting the ship motion information J and the reception time lag Δt2 into a ship motion model M related to the ship's hull motion, to predict a second motion state of the ship 1 that has advanced from a first motion state of the ship 1 indicated by the ship motion information J by a period based on the reception time lag Δt2 (S216).

These functions of the program P100 may be installed in a storage device (e.g., storage unit 64) of the auxiliary information processing device 50 as an application program having a plurality of modules corresponding to the functional blocks of the auxiliary information processing device 50. The program P100 may also be read into a main memory of a processor (e.g., CPU) of a computer incorporated in the auxiliary information processing device 50 and executed.

According to the third embodiment, the same operations and effects as those of the first embodiment are achieved.

The above describes in detail examples of embodiments of the present invention. The above embodiments are only used to illustrate specific examples when implementing the present invention. The contents of the embodiments are not intended to limit the scope of protection of the present invention. Various design changes such as changes, additions, and deletions of constituent elements can be made without departing from the scope of the inventive concept specified in the claims. In the above embodiments, the contents that can be subjected to such design changes are explained by marking expressions such as "embodiment mode" and "in the embodiment mode", but design changes are also allowed for contents that do not have such expressions.

[Modifications]

Next, a modification example is described. In the drawings and descriptions of the modification example, the same reference numerals are given to the same or equivalent components and members as those in the embodiment. The descriptions that overlap with the embodiment are appropriately omitted, and the structures that are different from the embodiment are described emphatically.

[First Modification]

Next, the ship monitoring system 100 involved in the first variant of the present invention is described with reference to FIGS. 8 to 12. FIG. 8 is a block diagram schematically showing the ship monitoring system 100 of the first variant. FIG. 9 is an explanatory diagram schematically showing the operation of the third state prediction unit 65. FIG. 10 is a timing diagram showing an example of the operation of the ship monitoring system 100 of the first variant for predicting the third motion state. FIG. 11 is a flow chart showing an example of the operation of the shipboard information processing device 10 of the first variant. FIG. 12 is a flow chart showing an example of the operation of the auxiliary information processing device 50 of the first variant. FIG. 8, FIG. 9, FIG. 10, FIG. 11, and FIG. 12 correspond to FIG. 2, FIG. 4, FIG. 5, FIG. 6, and FIG. 7, respectively, and the description of FIG. 2, FIG. 4, FIG. 5, FIG. 6, and FIG. 7 is applicable to FIG. 8, FIG. 9, FIG. 10, FIG. 11, and FIG. 12 to the extent that there is no contradiction.

The first difference is described. In the description of the embodiment, an example is shown in which the ship motion model M is generated by the ship information processing device 10, but the present invention is not limited to this. The ship motion model M may also be generated outside the ship 1. In the first modification, as shown in FIG8 , the auxiliary information processing device 50 on land has a model generation unit 66, and the ship information processing device 10 does not have a model generation unit 27. Therefore, in the modification, the ship motion model M is generated by the model generation unit 66 and stored in the storage unit 64.

The model generation unit 66 acquires the data of the influencing factors used in generating the ship motion model M from the shipboard information processing device 10 by means of ship-to-land transmission, thereby being able to use the acquired data of the influencing factors to generate the ship motion model M. In addition, the model generation unit 66 can use the newly acquired data to update the ship motion model M. Since the ship motion model M is generated and updated by the auxiliary information processing device 50, the computing power of the shipboard information processing device 10 can be small, and thus the cost of the shipboard information processing device 10 can be suppressed.

The second difference is described. In the description of the embodiment, an example is shown in which the auxiliary information processing device 50 displays the second motion state Q predicted using the reception time lag Δt2, but the invention is not limited to this. In a modified example, a third state prediction unit 65 is provided. The third state prediction unit 65 uses the transmission time lag Δt1 to predict the future state (hereinafter referred to as "third motion state R") of the ship 1 that has advanced from the first motion state P by the total time of the reception time lag Δt2 and the transmission time lag Δt1 (round-trip time lag Δt3).

The time lag determination unit 53 of the first modified example determines the time from when the auxiliary side communication unit 52 sends the ship driving command N to when the mechanism control unit 17 performs control based on the reception of the ship driving command N by the auxiliary side communication unit 52 as the transmission time lag Δt1. The third state prediction unit 65 uses the hull motion information J, the transmission time lag Δt1, and the hull motion model M to predict the third motion state R of the ship 1 during the period from the first motion state P by the sum of the reception time lag Δt2 and the transmission time lag Δt1.

When the time lag determination unit 53 sends specified information from the auxiliary information processing device 50 to the on-board information processing device 10 and returns the specified information from the on-board information processing device 10 to the auxiliary information processing device 50, it uses the result obtained by subtracting the receiving time lag Δt2 from the time difference between the time when the specified information is sent from the auxiliary information processing device 50 and the time when the auxiliary information processing device 50 receives the specified information, to determine the sending time lag Δt1.

As another example, the time lag determination unit 53 may determine the transmission time lag Δt1 using the time difference between the time when the auxiliary information processing device 50 transmits the specified information and the time when the onboard information processing device 10 receives the specified information.

In the example of FIG. 10 , the time lag determination unit 53 determines the round-trip time lag Δt3 based on the time difference between the second auxiliary side standard time Ta2 and the first auxiliary side standard time Ta1 at the time of reception. The second state prediction unit 55 uses the first motion state P shown in FIG. 10 (D) and the reception time lag Δt2 to predict the second motion state Q shown in FIG. 10 (E). In addition, the third state prediction unit 65 uses the first motion state P shown in FIG. 10 (D) and the round-trip time lag Δt3 to predict the third motion state R shown in FIG. 10 (F). In addition, the third motion state R can also be predicted using the second motion state Q shown in FIG. 10 (E) and the transmission time lag Δt1.

In addition, the "future" of the third motion state R means the future when observed from the time point of driving the ship (= the current time point K), and the state of the receiving time point on the ship side is predicted by delaying the receiving time point on the ship side according to the transmission time lag Δt1. That is, the auxiliary information processing device 50 can display the third motion state R at the time point when the driving instruction N arrives at the ship side on the information display unit 58. The driver can drive the ship while imagining the time point when the ship side receives the driving instruction N.

As shown in Figure 9, the third state prediction unit 65 predicts the third motion state R after the round-trip time lag Δt3 from the first motion state P by inputting the first motion state P, the round-trip time lag Δt3 and the time series data of the ship driving instruction N in the storage range (-Δt3~0) into the hull motion model M.

The action S310 of the shipboard information processing device 10 shown in FIG11 corresponds to the action S110 of FIG6 . Steps S311, S312, S313, and S314 of the action S310 correspond to steps S111, S113, S114, and S115 of the action S110, respectively. The difference between the action S310 and the action S110 is that the step of generating the ship body motion model M is not included. The description of the action S110 is applicable to the action S310 to the extent that there is no contradiction.

Action S410 of the auxiliary information processing device 50 shown in FIG12 corresponds to action S210 of FIG7 . Steps S411, S412, S413, S415, S416, S418, S420, S421, S422, and S423 of action S410 correspond to steps S211, S213, S214, S215, S216, S217, S218, S219, S220, and S221 of action S210, respectively. Action S410 differs from action S210 in that it includes steps S414, S417, and S419. The description of action S210 is applicable to action S410 to the extent that there is no contradiction.

In step S414 , the auxiliary information processing device 50 generates a ship motion model M. In this step, the model generation unit 66 generates the ship motion model M using the collected data of the influencing factors. The storage unit 64 stores the generated ship motion model M.

In step S417, the auxiliary information processing device 50 predicts the third motion state of the ship. In this step, the third state prediction unit 65 inputs the time series data of the first motion state P, the round-trip time lag Δt3 and the ship driving instruction N into the ship motion model M to predict the third motion state R.

In step S419, the auxiliary information processing device 50 displays the third motion state. In this step, the auxiliary information processing device 50 displays the third motion state R on the information display unit 58. The second motion state Q and the first motion state P may also be displayed on the information display unit 58 simultaneously with the third motion state R.

[Other Modifications]

In the description of the embodiment, an example is shown in which the auxiliary information processing device 50 includes a ship driving instruction generating unit 61 and a ship driving instruction storing unit 63, and sends data including a ship driving instruction N to the shipboard information processing device 10, but the invention is not limited thereto. For example, the auxiliary information processing device may also be a structure that does not include a ship driving instruction generating unit and a ship driving instruction storing unit, and does not send a ship driving instruction.

In the description of the embodiment, an example is shown in which the first motion state P and the second motion state Q of the ship 1 are displayed on the information display unit 58, but the present invention is not limited thereto. For example, the display of the information display unit 58 may be configured to be manually switched to a mode in which the first motion state is displayed without displaying the second motion state Q, a mode in which the second motion state Q is displayed without displaying the first motion state, a mode in which both of them are displayed, etc. In addition, for example, when the predicted second motion state Q deviates greatly from the actual ship state after the reception time lag Δt2, a warning may be displayed on the information display unit 58, or a configuration in which the first motion state is automatically switched to be displayed without displaying the second motion state Q may be configured.

In addition, for example, the transmission time lag Δt1 and the reception time lag Δt2 may be compared at appropriate times, and when the difference becomes larger than the reference difference, some communication failure may occur, and thus a warning may be displayed on the information display unit 58. In addition, for example, when the time lag is too long and it can be determined that the communication is interrupted, a warning may be displayed on the information display unit 58.

In the description of the embodiment, an example is shown in which the difference between the round-trip time lag Δt3 and the reception time lag Δt2 is set as the transmission time lag Δt1, but the present invention is not limited thereto. The transmission time lag Δt1 may be directly measured on the ship side.

In the description of the embodiment, an example is shown in which the auxiliary information processing device 50 on the land side predicts the second motion state Q of the ship 1, but it is not limited to this. The second motion state Q can also be predicted by the shipboard information processing device on the ship side. In this case, the second motion state Q can be predicted by estimating the future driving instruction N after the reception time lag for the current time point in the shipboard information processing device. Therefore, the shipboard information processing device has the following function: using the pattern of the past driving instruction N to predict the future driving instruction N. For example, based on the time series data of the most recent driving instruction N to date, the future driving instruction N can be predicted by estimating the extrapolation outside the range of the time series data. In addition, for example, the pattern of the past driving instruction N is classified and stored, and compared with the pattern of the most recent driving instruction N to date, the future driving instruction N can be predicted by applying the pattern of the past driving instruction N.

In the description of the embodiment, an example is shown in which the propeller 74 rotates the propeller 75 to obtain the propulsion force, but the invention is not limited thereto. The mechanism for obtaining the propulsion force may be any mechanism that can propel the ship, for example, the following structure may be used: based on the rotation output of the propeller 74, gas is ejected, etc., and the propulsion force is obtained by utilizing the reaction force of the gas, etc.

In the description of the embodiment, an example in which the propeller 74 is a diesel engine is shown, but the invention is not limited thereto. For example, the propeller may be an internal combustion engine or an external combustion engine other than the diesel engine.

The above-mentioned modified examples achieve the same functions and effects as those of the respective embodiments.

Any combination of the above-described embodiments and modifications is also useful as an embodiment of the present invention. A new embodiment created by the combination has the effects of the combined embodiments and modifications.

Description of Reference Numerals

1: ship; 10: shipboard information processing device; 50: auxiliary information processing device; 53: time lag determination unit; 55: second state prediction unit; 58: information display unit; 64: storage unit; 65: third state prediction unit.

Claims (8)

1. A ship monitoring system is provided with:

a ship information processing device provided in a ship, the ship information processing device including a ship communication unit and an information acquisition unit, the information acquisition unit acquiring hull movement information related to a hull movement of the ship; and

An auxiliary information processing device provided outside the ship and having an auxiliary communication unit capable of communicating with the ship communication unit, a time lag determination unit, and a state prediction unit,

Wherein the time lag determining unit determines, as a reception time lag, a time from when the ship-to-ship communication unit transmits the hull movement information until when the auxiliary-side communication unit receives the hull movement information,

The state predicting unit inputs the hull motion information and the reception time lag to a hull motion model related to the hull motion of the ship, and predicts a second motion state of the ship, which is advanced from the first motion state of the ship indicated by the hull motion information by a period based on the reception time lag.

2. The ship monitoring system of claim 1, wherein,

The on-board information processing device has an organ control section that controls a propeller or steering engine of the ship based on a driving instruction received via the on-board communication section,

The auxiliary information processing device transmits the driving instruction to the on-board communication part via the auxiliary side communication part,

The time lag determining unit determines a time from the transmission of the driving instruction by the auxiliary-side communication unit to the reception of the driving instruction by the on-board communication unit as a transmission time lag,

The state prediction unit predicts a third motion state of the ship, which is advanced from the first motion state by a total time of the reception time lag and the transmission time lag, using the transmission time lag.

3. The ship monitoring system of claim 2, wherein,

The time lag determining unit determines, as the transmission time lag, a time from transmission of the driving instruction by the auxiliary-side communication unit to control by the authority control unit based on the driving instruction received by the auxiliary-side communication unit.

4. The ship monitoring system of claim 1, wherein,

The auxiliary information processing device further has an information display section that displays the second motion state.

5. The ship monitoring system of claim 1, wherein,

When the hull motion model is updated, the state predicting unit predicts the second motion state using the updated hull motion model.

6. The ship monitoring system of claim 1, wherein,

The hull motion model is updated using a boating instruction.

7. A method for controlling a ship monitoring system, the ship monitoring system comprising: a ship information processing device provided in a ship and having a ship communication unit and an information acquisition unit that acquires ship movement information related to the ship's movement; and an auxiliary information processing device provided outside the ship and having a time lag determination unit, a state prediction unit, and an auxiliary communication unit capable of communicating with the ship communication unit, wherein the control method of the ship monitoring system comprises the steps of:

Determining a time from transmission of the hull movement information from the on-board communication section to reception of the hull movement information by the auxiliary side communication section as a reception time lag; and

Inputting the hull motion information and the reception time lag to a hull motion model related to the hull motion of the vessel to predict a second motion state of the vessel that has advanced from a first motion state of the vessel represented by the hull motion information for a period based on the reception time lag.

8. A computer-readable storage medium storing a control program for a ship monitoring system, the ship monitoring system comprising: a ship information processing device provided in a ship and having a ship communication unit and an information acquisition unit that acquires ship movement information related to the ship's movement; and an auxiliary information processing device provided outside the ship and having a time lag determination unit, a state prediction unit, and an auxiliary communication unit capable of communicating with the ship communication unit, wherein a control program of the ship monitoring system causes a computer to execute:

Determining a time from transmission of the hull movement information from the on-board communication section to reception of the hull movement information by the auxiliary side communication section as a reception time lag; and

Inputting the hull motion information and the reception time lag to a hull motion model related to the hull motion of the vessel to predict a second motion state of the vessel that has advanced from a first motion state of the vessel represented by the hull motion information for a period based on the reception time lag.