CN117922786A - Ship monitoring system, method for controlling 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 communication time delay. The ship monitoring system is provided with: a ship information processing device provided in a ship and having a ship communication unit and an information acquisition unit for acquiring ship movement information related to the ship movement; an auxiliary information processing device is provided outside the ship, and includes a time lag determination unit, a state prediction unit, and an auxiliary communication unit capable of communicating with the ship communication unit. The time lag determining unit determines, as a reception time lag, a time from when the ship communication unit transmits the ship movement information until when the auxiliary communication unit receives the ship movement information. The state prediction unit inputs the hull motion information and the reception time lag to a hull motion model relating 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.

Description

Ship monitoring system, method for controlling ship monitoring system, and storage medium

Technical Field

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

Background

For example, patent document 1 discloses 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 is provided with a ship position detection device, an azimuth detection device and an image display for displaying images corresponding to the detection results. In the image display, an object arrival assistance image composed of the current ship position, an object mark, and a plurality of equidistant lines is displayed on the virtual water surface.

Prior art literature

Patent literature

Patent document 1: japanese patent application laid-open No. 2012-018065

Disclosure of Invention

Problems to be solved by the invention

As a countermeasure for compensating for the shortage of the crew, it is expected to realize remote driving of a marine/water vessel by land-based ship communication from a land-based center. However, in the sea area where the communication capacity is low, there is a time lag from detecting the state of the ship and indicating the driving of the ship to execution on the ship due to the limitation of the communication speed between the land and the ship. As described above, the conventional technology has a problem that remote driving becomes difficult when the time lag of communication is large.

The present invention has been made in view of such a problem, and an object thereof is to provide a technique of a ship monitoring system capable of reducing the influence of time lag of communication.

Solution for solving the problem

In order to solve the above problems, a ship monitoring system according to an aspect of the present invention includes: 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 ship movement information related to a ship movement of the ship; and an auxiliary information processing device provided outside the ship and having an auxiliary-side communication unit capable of communicating with the ship communication unit, a time lag determination unit, and a state prediction unit. The time lag determination unit determines, as a reception time lag, a time from when the ship communication unit transmits the ship motion information until when the ship motion information is received by the auxiliary communication unit, and the state prediction unit inputs the ship motion information and the reception time lag to the ship motion model related to the ship motion of the ship, thereby predicting a second motion state of the ship, which is advanced from the first motion state of the ship indicated by the ship motion information by a period based on the reception time lag.

Any combination of the above, or a method, an apparatus, a program, a storage medium recording a program or a non-transitory state, a system, or the like, in which the constituent elements of the present invention are replaced with each other, is also effective as the mode of the present invention.

ADVANTAGEOUS EFFECTS OF INVENTION

According to the present invention, it is possible to provide a technique of a driving assistance information processing apparatus capable of reducing the influence of time lag of communication.

Drawings

Fig. 1 is a view 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 ship 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 illustrating the operation of the second state predicting unit in fig. 1.

Fig. 6 is a flowchart showing an example of the operation of the on-board information processing apparatus of fig. 1.

Fig. 7 is a flowchart showing an example of the operation of the auxiliary information processing apparatus shown in 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 predicting unit according to the first modification.

Fig. 10 is a timing chart showing an example of an operation of the ship monitoring system according to the first modification to predict the third motion state.

Fig. 11 is a flowchart showing an example of the operation of the on-board information processing device according to the first modification.

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

Detailed Description

In the embodiment disclosed in the present specification, a portion constituted by a plurality of objects may be integrated, whereas a portion constituted by one object may be divided into a plurality of objects. Whether or not integrated, the present invention may be constructed so as to achieve the object of the present invention.

In the embodiment disclosed in the present specification, a plurality of functions may be provided in a distributed manner, or a part or all of the plurality of functions may be provided in an integrated manner, or conversely, a part in which a plurality of functions are provided in an integrated manner may be provided in a distributed manner. Whether the functions are integrated or distributed, they may be configured in a manner that achieves the objects of the invention.

The components having common points are distinguished by adding "first" and "second" to the beginning of the names, and they are omitted in the general description. Further, although the terms including the first, second, etc. ordinal numbers are used for the purpose of describing various components, the terms are used only for the purpose of distinguishing one component from other components, and the components are not limited by the terms.

A ship monitoring system according to an aspect includes: 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. The time lag determining unit determines, as a reception time lag, a time from when the ship communication unit transmits the hull motion information until when the ship motion information is received by the auxiliary side communication unit, and 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, to predict a second motion state of the ship, which is advanced from a first motion state of the ship indicated 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 substantially current state can be grasped when the ship motion information is received, and therefore, the influence of the reception time lag is reduced.

As an example, the on-board information processing apparatus includes an organization control unit that controls a propeller or a steering engine of the ship based on the ship driving command received via the on-board communication unit, the auxiliary information processing apparatus transmits the ship driving command to the on-board communication unit via the auxiliary side communication unit, the time lag determination unit determines a time from transmission of the ship driving command from the auxiliary side communication unit until reception of the ship driving command by the on-board communication unit as a transmission time lag, and the state prediction unit predicts a third motion state of the ship, which is advanced by a total time of the reception time lag and the transmission time lag from the first motion state, using the transmission time lag. In this case, the third motion state of the ship can be grasped when the ship receives the transmitted command for driving, and therefore, the influence of the transmission time lag is reduced.

As an example, 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. In this case, the reception time lag and the transmission time lag can be determined on the side of the auxiliary information processing apparatus.

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

As an example, when the hull motion model is updated, the state predicting unit predicts the second motion state using the updated hull motion model. In this case, since the prediction is performed using the updated hull motion model, it is possible to suppress a decrease in prediction accuracy due to a change in the hull motion model.

As an example, the vessel monitoring system uses a boating command to update the hull motion model. In this case, when the hull motion model is changed in accordance with the ship driving command, the ship driving command is used to update the hull motion model, and therefore, the prediction error of the hull motion model can be suppressed.

First embodiment

Next, a ship monitoring system 100 according to a first embodiment of the present invention will be described with reference to fig. 1 to 7. Fig. 1 is a diagram schematically showing a ship 1 to which a ship monitoring system 100 according to a first embodiment of the present invention is applied. Fig. 2 is a block diagram schematically showing the ship monitoring system 100.

As shown in fig. 1 and 2, a ship monitoring system 100 according to an embodiment includes a ship information processing device 10 and an auxiliary information processing device 50. The on-board information processing device 10 is provided in the ship 1, and includes an on-board communication unit 28 and an information acquisition unit 21 that acquires hull movement information related to the hull movement of the ship 1. The auxiliary information processing device 50 is provided outside the ship 1, and includes an auxiliary communication unit 52, a time lag determination unit 53, and a state prediction unit 55, which are capable of communicating with the ship communication unit 28. The auxiliary information processing apparatus 50 of this example is provided on land. The auxiliary information processing device 50 may be installed in a place other than the land, such as a ship or an aircraft, other than the ship 1.

The time lag determining unit 53 determines the time from the transmission of the hull movement information by the ship communication unit 28 until the reception of the hull movement information by the auxiliary communication unit 52 as the reception time lag. The state predicting unit 55 inputs the hull motion information and the reception time lag to the hull motion model related to the hull motion of the vessel 1, and predicts a second motion state of the vessel 1, which is advanced from the first motion state of the vessel 1 indicated by the hull motion information by a period based on the reception time lag. The period based on the reception time lag may be a 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 is shown in which a period based on the reception time lag is a period of the reception time lag.

The ship 1 mainly includes a hull 90, a ship information processing device 10, a propeller 74, and a steering engine 76, and is configured to enable a land-based driver to remotely drive a ship via the auxiliary information processing device 50.

The on-board information processing device 10 includes an authority control unit 17, and the authority control unit 17 controls the propeller 74 or the steering engine 76 of the ship 1 based on the steering command N received via the on-board communication unit 28. The authority control unit 17 controls at least one of the rotation speed of the propeller 74 and the rudder angle of the steering engine 76 of the ship 1 using the ship driving command N transmitted from the auxiliary information processing device 50. The driving command N includes the command rudder angle ae_t and the command rotational speed ne_t of the propeller 74. The organization control portion 17 has: a propeller control unit 18 that performs propeller control to bring the actual rotation speed Ne of the propeller 74 closer to the command rotation speed ne_t; and a steering control unit 19 that performs steering control to bring the actual steering angle ae_t of the steering engine 76 closer to the commanded steering angle ae_t.

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

The blocks shown in the block diagrams of fig. 2 and fig. 8 described later can be realized in hardware by a processor, a CPU, a memory, and other elements of a computer, an electronic circuit, and a mechanical device, and can be realized in software by a computer program or the like, but functional blocks realized by cooperation of these are described here. Thus, those skilled in the art will appreciate that these functional blocks can be implemented in various forms by a combination of hardware and software.

The on-board information processing apparatus 10 includes an information acquisition unit 21, a standard time detection unit 26, a model generation unit 27 that generates a hull motion model M, an on-board communication unit 28 that transmits on-board land and receives data transmitted by a land-based ship, and an on-board storage unit 29 that stores the transmission data and the reception data. The standard time detection unit 26 acquires a ship-side standard time of the ship 1.

The information acquisition unit 21 acquires hull movement information J including at least one of a ship speed, a turning speed, a propeller rotation speed, and a rudder angle. The information acquisition unit 21 may acquire environmental information including at least one of a tidal current speed, a tidal current direction, a sea wave direction, a wind speed, and a wind direction, in addition to the hull movement information J. The information acquisition unit 21 may acquire hull movement 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 movement information is an influence factor that affects the hull movement 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 driving instruction generation unit 61, a transmission data generation unit 62, a driving instruction storage unit 63, and a storage unit 64. The auxiliary communication unit 52 transmits and receives the hull movement information J transmitted by the land and the land.

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

Here, the time lag is a time difference generated between the transmitting side and the receiving side. The transmission time lag is a delay time from when transmission of transmission instruction data is performed on the land side until reception is completed on the ship side and reflected on the ship. The reception time lag is a delay time from when the ship side transmits the hull movement information J until the land side completes reception and reflects the reception on the information display. Thus, the time lag is a time difference from the start of transmission of data to the completion of reception.

The auxiliary information processing device 50 causes the information display unit 58 to display the hull movement information J or the second movement state Q. The instruction generation unit 61 generates the instruction N based on the operation of the operator on the land side. The transmission data generation unit 62 generates transmission data including the driving instruction N, the standard time, and other data. The ship instruction storage 63 stores the ship instruction N in time series. The storage section 64 stores the hull movement model M.

The auxiliary information processing device 50 predicts the state of the ship 1 at the time of driving the ship 1 (hereinafter referred to as "second motion state Q") using the hull motion information and the reception time lag acquired from the on-board information processing device 10, and causes the information display unit 58 to display the second motion state Q. As a result, the land-side driver can drive the ship while observing the second motion state Q. Further, the "current" of the second motion state Q means the time point of driving the ship (=current time point K), and sometimes includes an error with respect to the current in a strict sense.

Illustrating the time lag. In the case of transmitting a boarding command N for driving the ship 1 from the land side to remotely board the ship 1, there is a time lag in communication of transmitting data between the ship side and the land side. In the case where critical driving is required, there is a risk of causing a disturbance of driving due to the time lag. In particular, when the ship 1 is sailing in open sea or the like far from the land, a good communication state may not be obtained, and the communication speed may be reduced, as compared with when sailing in offshore or the like. When the communication speed is low, the time lag becomes large, and the risk of the driving confusion due to the time lag increases. In order to achieve stable remote driving, it is desirable to reduce the effect of time lag.

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

The transmission time lag Δt1 is a time from the start of transmission of the data communication to the completion of reception when the on-board information processing apparatus 10 receives the data transmitted from the auxiliary information processing apparatus 50. In particular, the transmission time lag Δt1 is a time from when the auxiliary-side communication unit 52 transmits the boarding command N to when the boarding command N is received by the on-board communication unit 28. In the example of fig. 3, when the ship-driving command N is transmitted from the land side, the ship-driving operation S to the ship 1 based on the ship-side received ship-driving command N is executed such that the transmission time lag Δt1 is delayed from the transmission of the ship-driving command N. The driving operation S for the ship 1 is an operation for operating at least one of the rotation speed of the propeller 74 and the rudder angle of the steering engine 76 of the ship 1 based on the driving command N.

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

Since the information display unit 58 on the land side displays the first motion state, which is the past state of the ship 1, irrespective of the time lag, the driver on the land side drives the ship 1 while imagining the current state in which the reception time lag Δt2 has advanced from the displayed first motion state. Accordingly, the auxiliary information processing device 50 includes a second state prediction unit 55, and the second state prediction unit 55 predicts the second motion state Q of the ship 1 at the time of driving in consideration of the time lag.

The operation of the second state predicting unit 55 will be described with reference to fig. 4. Fig. 4 is a timing chart showing an example of the operation of the second state predicting unit 55 of the ship monitoring system 100. Fig. 4 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 the figure, the position of the edge of each waveform indicates a timing deviation, and the high/low level of the waveform is meaningless.

The description is given in terms of a timing chart. First, the land side transmits a driving instruction N at the timing of fig. 4 (a) by land ship transmission. Next, the ship receives a driving command N at a timing delayed by a transmission time delay Δt1 in fig. 4 (B), and executes a driving operation S based on the driving command N. As a result of this driving operation S, the ship body movement information J such as the ship position, the ship speed, and the ship bow direction of the ship 1 changes as shown in fig. 4 (C). The hull movement information J does not change sharply but slowly, and thus the edges are represented by curves in fig. 4 (C). The hull motion information J is transmitted to the land side by ship-to-land transmission.

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

The second state prediction unit 55 predicts the second motion state Q, which is a state after the reception time lag Δt2, using the first motion state P and the reception time lag Δt2 shown in fig. 4 (D). The information display section 58 displays the predicted second movement state Q. Fig. 4 (E) shows the second motion state Q.

The act of predicting the second motion state Q is explained. The second motion state Q can be predicted using the hull motion model M and an influence factor (=hull motion information) that affects the hull motion of the ship 1. The model generating unit 27 of the on-board information processing apparatus 10 generates a hull motion model M including influence factors that affect the hull motion of the ship 1. As the influencing factors, basic information including at least one of a ship speed, a turning speed, a propeller rotation speed, and a rudder angle regarding the ship 1, environmental information including at least one of a tide speed, a tide direction, a sea wave direction, a wind speed, a wind direction, and a swing angle of the hull regarding the ship 1 can be cited.

The on-board information processing device 10 collects data of these influencing factors and stores the data in the on-board storage unit 29 in time series. The model generator 27 generates a hull motion model M using the influence factors stored in the on-board storage 29. Regarding the generation of the hull motion model M, the coefficients of the respective influence terms may be obtained by substituting the influence parameters obtained from the data of the influence factors into the expression of the physical model representing the hull motion, or the expression of the physical model representing the hull motion may be generated by machine learning from the data of the influence factors.

The hull motion model M is generated using information of a design time point, and test results at the time of a land/sea test. However, in the present embodiment, the hull movement model M is updated at any time by the model generating unit 27 because the hull movement of the ship 1 is changed due to changes in the amount of cargo, the fouling state of the propeller of the ship 1, the hull attitude of the ship 1 such as pitching (trim), and the like.

The hull movement model M is changed according to the boating order N, and therefore, it is desirable that the hull movement model M is updated according to the change of the boating order N. Therefore, the model generating section 27 updates the hull movement model M using the boating instruction 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 exhibits rotational speed responsiveness of the propeller 74 may be incorporated in the hull motion model M. In addition, when the propeller is a variable pitch propeller (CPP), the CPP model may be incorporated in the hull motion model M. In the case of a hybrid propulsion in which the propulsion unit of the ship 1 is not only a propeller but also an electric propeller by an electric motor (not shown), the model of each propeller may be incorporated in the hull motion model M. An example of the hull movement model M is described later.

The hull motion model M generated by the model generating unit 27 is transmitted to the auxiliary information processing device 50 at any time, and is shared between the ship side and the land side. When the ship information processing device 10 updates the hull movement model M, it transmits the updated hull movement model M to the auxiliary information processing device 50.

The time lag determining unit 53 determines the time difference from the transmission of the hull movement information J by the on-board information processing device 10 to the reception of the hull movement information J by the auxiliary information processing device 50 as the reception time lag Δt2. The time lag determining unit 53 of the present example determines the time from the transmission of the hull movement information J by the ship communication unit 28 until the reception of the hull movement information J by the auxiliary communication unit 52 as the reception time lag Δt2.

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

In this case, it is desirable to use a common standard time for both the ship side and the land side. Therefore, in the embodiment, in order to acquire the standard time, the on-board information processing apparatus 10 has the standard time detecting unit 26, and the auxiliary information processing apparatus 50 has the standard time detecting unit 51. The standard time detection unit 26 and the standard time detection unit 51 acquire a standard time using satellite radio waves received by a GPS receiver which is one of GNSS (Global Navigation SATELLITE SYSTEM: global navigation satellite system). As another example, in order to obtain the standard time, it is possible to use the time of each of the clocks having high accuracy, which are identical in time to each other, on the ship side and the land side.

Next, for example, the land-based ship transmission data to which the assist-side standard time Ta is added can be transmitted on the land side, the assist-side standard time Ta can be read from the land-based ship transmission data on the ship side, and the transmission time lag Δt1 can be determined from the time difference between the assist-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, and there is a problem that the reception time lag is further delayed from the timing at which the transmission time lag Δt1 is determined.

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

The time lag determining unit 53 determines the reception time lag Δt2 from the time difference between the ship-side standard time Tb and the second auxiliary-side standard time Ta2, and determines the transmission time lag Δt1 from the time difference between the round-trip time lag Δt3 and the reception time lag Δt2.

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

As shown in fig. 5, the second state prediction unit 55 predicts the second motion state Q at the current time point K after the reception time lag Δt2 has elapsed from the first motion state P by inputting the first motion state P, the reception time lag Δt2, and the time-series data of the driving command N of the storage range (- Δt2 to 0) among the storage ranges L to the hull motion model M.

An example of the hull motion model M will be described. The hull 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 generating unit 27 generates a model matrix formula f indicating a change in the state of the ship 1. The state of the ship 1 is, for example, a ship speed, a ship position, a turning speed, and a ship bow direction.

A polynomial equation related to the ship speed in the state of the ship 1 will be described with reference to equations 1 to 5.

A) The change in the ship speed Vs (dVs/dt), when expressed most simply, is due to the difference between the thrust Tp generated by the propeller 75 and the hull resistance R, and is therefore expressed by equation 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, and the like, and thus is represented by equation 2.

Tp=f2 (Np, sp) … (formula 2)

C) Further, since the variation in the propeller rotational 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, tp is represented by equation 3.

Tp=f2 (f 3 (Qp, qe), sp) … (formula 3)

D) Further, since the torque Qe of the propeller 74 is obtained from the deviation between the current propeller rotational speed Ne and the command rotational speed ne_t, tp is represented by equation 4.

Tp=f2 (f 3 (Qp, f4 (Ne, ne_t)), sp) … (formula 4)

E) From the above, the change in the ship speed Vs (dVs/dt) is represented by the polynomial of equation 5.

DVs/dt=f (Qp, ne, ne_t, sp, R) … (formula 5)

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

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

The hull motion model M generated by the model generating unit 27 on the ship side is transmitted to the auxiliary information processing device 50, and can be used for calculation of a predicted value of the state of the ship 1. Here, for example, the command rotation speed ne_t, which is one of the driving commands N, can be used in the present prediction calculation by going back from the current time point K to the driving command storage unit 59 stored in the assist information processing device 50. The same applies to the command rudder angle ae_t for the turning speed.

Further, the information other than the driving instruction N, such as the environmental conditions around the ship, can be calculated using a predicted value obtained from the 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 predicting unit 55 is displayed on the information display unit 58, and the land-based driver can drive the ship as if the ship was observed at the current time point by driving the ship based on the display.

An example of the operation of the ship monitoring system 100 will be described with reference to fig. 6 and 7. The operation of the ship monitoring system 100 is a cooperative operation of the operation S110 of the on-board information processing device 10 and the operation S210 of the auxiliary information processing device 50. Fig. 6 is a flowchart showing operation S110 of the on-board information processing apparatus 10. Fig. 7 is a flowchart showing operation S210 of the auxiliary information processing apparatus 50.

An operation S110 of the on-board information processing device 10 will be described. When the operation S110 is started, the on-board information processing device 10 acquires the hull movement information J (step S111).

Next, the on-board information processing device 10 generates a hull motion model M (step S112). In this step, the model generating section 27 generates the hull movement model M using the collected data of the influence factors.

Next, the on-board information processing device 10 acquires the ship-side standard time Tb (step S113). In this step, the standard time detection unit 26 acquires the standard time using the satellite radio wave received by the GPS receiver. Next, the on-board information processing apparatus 10 generates on-board transmission data (step S114). The ship-to-land transmission data includes ship-related information including the ship motion information J, the ship motion model M, and the ship-side standard time Tb.

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

Operation S210 of the auxiliary information processing apparatus 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 land transmission data transmitted by the land. Next, the auxiliary information processing device 50 separates the hull movement model M from the ship-to-land transmission data, and the storage unit 64 stores the separated hull movement 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 auxiliary-side standard time Ta using the satellite radio wave received by the GPS receiver. The assist-side standard time Ta of this step is held as the second assist-side standard time Ta2.

Next, the auxiliary information processing apparatus 50 determines a time lag (step S214). In this step, the time lag determining 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 Ta 2. Next, the auxiliary information processing device 50 acquires a first motion state of the ship (step S215). In this step, the first motion state acquisition section 56 acquires and holds, as the first motion state P, the past state of the ship 1 indicated by the received hull motion information J.

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

Next, the assist information processing device 50 generates a driving instruction (step S218). In this step, the driving instruction generating section 61 generates the driving instruction N based on the driving operation of the onshore driver. The ship instruction storage 63 stores the ship instruction N in time series. Next, the assist information processing device 50 acquires the assist-side standard time Ta (step S219). The assist-side standard time Ta of this step is held as the first assist-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 land ship transmission data (step S221). In this step, the auxiliary-side communication unit 52 transmits the generated land-based ship transmission data to the on-board information processing apparatus 10 by land-based ship transmission. If step S221 is executed, the process returns to step S211, and steps S211 to S221 are repeated.

The steps described above are examples, and various modifications are possible. The above is a description of the first embodiment.

Next, a second embodiment and a third embodiment of the present invention will be described. In the drawings and the description of the second embodiment and the third embodiment, the same reference numerals are given to the same or equivalent constituent elements and members as those of the first embodiment. The description repeated with the first embodiment is appropriately omitted, and the structure different from the first embodiment is repeated.

Second embodiment

The second embodiment of the present invention is a control method of the ship monitoring system 100. The method is directed to a ship monitoring system 100 including a ship information processing device 10 provided on a ship 1 and having a ship communication unit 28 and an information acquisition unit 21 for acquiring ship movement information J related to the ship movement 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 communication unit 52 capable of communicating with the ship communication unit 28, the method comprising the steps of: the time from the transmission of the hull movement information J by the ship communication section 28 until the reception of the hull movement information J by the auxiliary side communication section 52 is determined as a reception time lag Δt2 (S214); and inputting the hull motion information J and the reception time lag Δt2 to the hull motion model M related to the hull motion of the vessel 1 to predict a second motion state of the vessel 1 that has advanced from the first motion state of the vessel 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 the ship monitoring system 100. The program P100 causes a computer to execute the following steps for a ship monitoring system 100 including a ship information processing device 10 provided on a ship 1 and having a ship communication unit 28 and an information acquisition unit 21 that acquires ship movement information J related to the ship movement 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 communication unit 52 capable of communicating with the ship communication unit 28: the time from the transmission of the hull movement information J by the ship communication section 28 until the reception of the hull movement information J by the auxiliary side communication section 52 is determined as a reception time lag Δt2 (S214); and inputting the hull motion information J and the reception time lag Δt2 to the hull motion model M related to the hull motion of the vessel 1 to predict a second motion state of the vessel 1 that has advanced from the first motion state of the vessel 1 indicated by the hull 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 (for example, the storage unit 64) of the auxiliary information processing apparatus 50 as an application program in which a plurality of modules corresponding to the functional blocks of the auxiliary information processing apparatus 50 are installed. The program P100 may be read out to a main memory of a processor (e.g., CPU) of a computer incorporated in the auxiliary information processing apparatus 50 and executed.

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

Examples of the embodiments of the present invention are described above in detail. The above embodiments are merely examples for illustrating the implementation of the present invention. The content of the embodiment is not intended to limit the scope of the present invention, and various design changes such as modification, addition, and deletion of constituent elements can be made without departing from the scope of the inventive concept defined in the claims. In the above-described embodiments, the description has been given with expressions such as "embodiment" and "in the embodiment" as to what can be changed in design, but it is also permissible to change the design of what is not described in such expressions.

Modification example

Next, a modified example will be described. In the drawings and description of the modification, the same or equivalent constituent elements and members as those of the embodiment are given the same reference numerals. The description repeated with the embodiment is omitted appropriately, and the structure different from the embodiment is described again.

First modification example

Next, a ship monitoring system 100 according to a first modification of the present invention will be described with reference to fig. 8 to 12. Fig. 8 is a block diagram schematically showing a ship monitoring system 100 according to a first modification. Fig. 9 is an explanatory diagram schematically showing the operation of the third state predicting unit 65. Fig. 10 is a timing chart showing an example of the operation of the ship monitoring system 100 according to the first modification to predict the third motion state. Fig. 11 is a flowchart showing an example of the operation of the on-board information processing device 10 according to the first modification. Fig. 12 is a flowchart showing an example of the operation of the auxiliary information processing apparatus 50 according to the first modification. Fig. 8, 9, 10, 11, and 12 correspond to fig. 2, 4, 5, 6, and 7, respectively, and the descriptions given to fig. 2, 4, 5, 6, and 7 are applicable to fig. 8, 9, 10, 11, and 12 to the extent that they are not contradictory.

The first difference is explained. In the description of the embodiment, an example in which the ship information processing device 10 generates the hull movement model M is shown, but is not limited thereto. The hull motion model M may also be generated outside the vessel 1. In the first modification, as shown in fig. 8, the land-side auxiliary information processing apparatus 50 includes a model generating unit 66, and the on-board information processing apparatus 10 does not include the model generating unit 27. Thus, in the modification, the hull motion model M is generated by the model generating unit 66 and stored in the storage unit 64.

The model generating unit 66 acquires data of the influence factors used in the generation of the hull motion model M from the on-board information processing apparatus 10 via the ship Liu Fasong, and can thereby generate the hull motion model M using the acquired data of the influence factors. The model generating unit 66 can update the hull motion model M using the newly acquired data. Since the calculation power of the on-board information processing apparatus 10 can be small by generating and updating the hull motion model M by the auxiliary information processing apparatus 50, the cost of the on-board information processing apparatus 10 can be suppressed.

The second difference is explained. 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 is not limited thereto. In the modification, a third state predicting unit 65 is provided. The third state predicting unit 65 predicts a future state (hereinafter, referred to as "third motion state R") of the ship 1, which is advanced from the first motion state P by the total time (round trip time lag Δt3) of the reception time lag Δt2 and the transmission time lag Δt1, using the transmission time lag Δt1.

The time lag determining unit 53 of the first modification determines the time from the transmission of the driving instruction N from the auxiliary-side communication unit 52 to the control by the authority control unit 17 based on the reception of the driving instruction N by the auxiliary-side communication unit 52 as the transmission time lag Δt1. The third state prediction unit 65 predicts the third motion state R of the ship 1, which is advanced from the first motion state P by the sum of the reception time lag Δt2 and the transmission time lag Δt1, using the ship motion information J, the transmission time lag Δt1, and the ship motion model M.

When predetermined information is transmitted from the auxiliary information processing device 50 to the on-board information processing device 10 and the predetermined information is returned from the on-board information processing device 10 to the auxiliary information processing device 50, the time lag determining unit 53 determines the transmission time lag Δt1 by using a result obtained by subtracting the reception time lag Δt2 from a time difference between a time when the predetermined information is transmitted from the auxiliary information processing device 50 and a time when the predetermined information is received by the auxiliary information processing device 50.

As another example, the time lag determining unit 53 may determine the transmission time lag Δt1 using a time difference between a time at the auxiliary information processing device 50 when the predetermined information is transmitted from the auxiliary information processing device 50 and a time at the on-board information processing device 10 when the predetermined information is received.

In the example of fig. 10, the time lag determining unit 53 determines the round trip time lag Δt3 based on the time difference between the second assist side standard time Ta2 and the first assist side standard time Ta1 at the time of reception. The second state predicting unit 55 predicts the second motion state Q shown in fig. 10 (E) using the first motion state P shown in fig. 10 (D) and the reception time lag Δt2. The third state prediction unit 65 predicts the third motion state R shown in fig. 10 (F) using the first motion state P shown in fig. 10 (D) and the round trip time lag Δt3. In addition, the third motion state R may also be predicted using the second motion state Q and the transmission time lag Δt1 shown in (E) of fig. 10.

The term "future" of the third motion state R means the future when viewed from the ship time point (=the current time point K), and means a state in which the ship-side reception time point is predicted by delaying the ship-side reception time point by the transmission time lag Δt1. That is, the auxiliary information processing device 50 can display the third movement state R at the time point when the ship command N reaches the ship side on the information display unit 58. The driver can drive the ship while assuming that the time point of the ship receiving the driving instruction N is received.

As shown in fig. 9, the third state prediction unit 65 predicts the third movement state R after the passage of the round trip time lag Δt3 from the first movement state P by inputting time-series data of the first movement state P, the round trip time lag Δt3, and the driving command N of the storage range (- Δt3 to 0) to the hull movement model M.

Operation S310 of the on-board information processing apparatus 10 shown in fig. 11 corresponds to operation S110 of fig. 6. Steps S311, S312, S313, and S314 of act S310 correspond to steps S111, S113, S114, and S115 of act S110, respectively. Action S310 differs from action S110 in that: the step of generating the hull motion model M is not included. The description of the operation S110 is applied to the operation S310 to the extent not contradictory.

Action S410 of the auxiliary information processing apparatus 50 shown in fig. 12 corresponds to action S210 of fig. 7. Steps S411, S412, S413, S415, S416, S418, S420, S421, S422, S423 of act S410 correspond to steps S211, S213, S214, S215, S216, S217, S218, S219, S220, S221 of act S210, respectively. Action S410 differs from action S210 in that steps S414, S417, and S419 are included. The description of the operation S210 is applied to the operation S410 in a range not contradictory.

In step S414, the auxiliary information processing device 50 generates a hull movement model M. In this step, the model generating section 66 generates the hull movement model M using the collected data of the influence factors. The storage unit 64 stores the generated hull movement model M.

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

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

[ Other modifications ]

In the description of the embodiment, the example in which the auxiliary information processing device 50 includes the driving instruction generating unit 61 and the driving instruction storing unit 63 and transmits data including the driving instruction N to the on-board information processing device 10 is shown, but the present invention is not limited thereto. For example, the auxiliary information processing device may be configured not to include the driving instruction generating unit and the driving instruction storing unit, and not to transmit the driving instruction.

In the description of the embodiment, an example is shown in which the first movement state P and the second movement 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 manually switched to a mode in which the first movement state is not displayed, a mode in which the second movement state Q is not displayed, a mode in which the first movement state is not displayed, or a mode in which both of them are displayed. For example, when the predicted second motion state Q is greatly deviated from the actual ship state after the reception time lag Δt2, the information display unit 58 may display a warning, or may be configured to automatically switch to a mode in which the first motion state is displayed and the second motion state Q is not displayed.

For example, since the transmission time lag Δt1 and the reception time lag Δt2 may be compared appropriately, if 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. For example, when the time lag is too long or when 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 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 is shown, but the present invention is not limited to this. The transmission time delay Δt1 may also be measured directly on the ship side.

In the description of the embodiment, an example in which the second motion state Q of the ship 1 is predicted by the auxiliary information processing device 50 on the land side is shown, but is not limited thereto. The second movement state Q may also be predicted by an on-board information processing device on the side of the vessel. In this case, the second motion state Q can be predicted by estimating the future ship command N after the reception time lag for the ship command N at the current point in time in the ship information processing apparatus. Accordingly, the on-board information processing apparatus has the following functions: the pattern of past ship instruction N is used to predict the future ship instruction N. For example, the future ship-driving instruction N can be predicted by estimating extrapolation outside the range of the time-series data based on the time-series data of the latest ship-driving instruction N up to the present. For example, the past driving instruction N pattern is classified and stored, and the future driving instruction N can be predicted by applying the pattern to the past driving instruction N, compared with the pattern of the latest driving instruction N up to the present.

In the description of the embodiment, an example in which the propeller 74 rotates the propeller 75 to obtain the propulsive force is shown, but it is not limited thereto. The means for obtaining propulsion may be any means capable of propelling the ship, and may be, for example, the following means: based on the rotational output of the propeller 74, a gas or the like is discharged, and the thrust is obtained by the reaction force of the gas or the like.

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

The modified examples described above have the same operations and effects as those of the respective embodiments.

Any combination of the above embodiments and modifications is also useful as an embodiment of the present invention. The new embodiment produced by the combination has the effects of both the embodiment and the modification to be combined.

Description of the reference numerals

1: A vessel; 10: an on-board information processing device; 50: auxiliary information processing means; 53: a time lag determining unit; 55: a second state prediction unit; 58: an information display unit; 64: a storage unit; 65: and a 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.