JP2006315474A - Automatic navigation assistance system for ship - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an automatic navigation assistance system for ships capable of accurately navigating the ship along a scheduled ship course independent from tidal current. <P>SOLUTION: A command radius computing portion 16 calculates tidal current speed/direction information based on scheduled ship course data input by a scheduled ship course data storage part 12, ground speed/direction information obtained by a GPS navigation device 14, a log direction obtained by a gyroscope 20, and log speed (log speed/direction information) obtained by a ship speed measuring instrument 22. An automatic pilot device 18 calculates steering angle based on the tidal current speed/direction information input by the command radius computing portion 16, and the obtained log speed/direction information to output the calculated steering angle to a steering device 24. With this constitution, the steering device 24 turns the shipping to a predetermined direction based on the input steering angle, thus accurately sailing the ship along the scheduled ship course. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention follows a planned route based on ship ground speed / direction information (ground speed and local position) and water speed / direction information (water speed and direction) obtained from a plurality of navigation devices. Further, the present invention relates to an automatic navigation assistance system for a ship that can automatically control the navigation of the ship.

  The automatic navigation assistance system for a ship according to the prior art is a device that is mounted on the ship 101 shown in FIG. 8 and that automatically controls the navigation of the ship 101 along the planned route 100. The target positions 102 (1) to 102 (n) and the individual planned routes 104 (1) to 104 (n−) necessary for the ship 101 to navigate between the target positions 102 (1) to 102 (n). 1).

  In this case, in the ship automatic navigation assistance system, as shown in FIG. 9, the ship 101 navigating along the planned route 104 (n−1) changes its course and moves ahead of the planned route 104 (n). When the target route 102 (n + 1) is smoothly moved to the target position 102 (n + 1), a part of the planned route 104 (n−1), 104 (n) in the vicinity of the target position 102 (n) is changed to the arc-shaped planned route 110. Like to do. As a result, the ship 101 regards the arc-shaped planned route 110 as a part of the planned route 100 and navigates along the planned route 110 in an arc shape. The planned route 110 is a part of a virtual circle 108 having a center 106 and a radius. The start point 112 of the planned route 110 is connected to the planned route 104 (n−1), and the end point 114 is a planned route 104 (n ).

  FIG. 10 is a block diagram of an automatic navigation assistance system 120 for a ship according to the prior art for navigating the ship 101 in an arc along the planned route 110 (see FIGS. 8 and 9) (see Patent Document 1). .

  In the marine vessel automatic navigation assistance system 120, data related to the planned route 100 (see FIGS. 8 and 9) stored in the planned route data storage unit 122 is output to the command radius calculation unit 126. Here, the data includes the latitude and longitude of the target position 102 (i) (i = 1 to n + 1), the radius of the virtual circle 108, and the like. On the other hand, the GPS navigation device 124 outputs the ground speed / direction information (ground speed and local position) of the ship 101 to the command radius calculator 126.

  The command radius calculation unit 126 compares the latitude and longitude of the input target position 102 (i) and the radius R with the ground speed / direction information, and the ship 101 starts arcuate navigation on the planned route 100. The start point 112 position (the course change start position) is calculated, and when the ship 101 reaches the start point 112, the course change start position and the radius R are output to the autopilot device 128.

  The autopilot device 128 calculates the actual heading change rate [° / min] of the ship 101 from the water heading of the ship 101 input from the gyro device 130 and the course change input from the command radius calculator 126. From the start position and radius R and the water speed of the ship 101 input from the ship speed measuring device 132, the set azimuth change rate [° / min] of the ship 101 is calculated.

  Here, each direction change rate [° / min] is a turning angle (angular velocity) of the ship 101 per unit time (1 minute) when the ship 101 sails in an arc along the planned route 110. is there. That is, the actual heading change rate is an angular velocity when the ship 101 navigating the water actually turns, and the set heading change rate is necessary for turning the ship 101 along the planned route 110. The theoretical angular velocity. In this case, the set azimuth change rate can be obtained from the following equation (1) when the water velocity is | VW | [kt] and the radius of the virtual circle 108 is R [NM].

(Setting direction change rate) = 360 [°] × (| VW | / 60 [min])
× {1 / (2πR)} (1)
The autopilot device 128 obtains a difference between the calculated actual azimuth change rate and the set azimuth change rate, and the obtained difference causes the steering angle necessary for navigating the ship 101 in an arc along the planned route 110. The quantity is output to the rudder 134. The rudder 134 turns the ship 101 based on the input rudder angle amount. As a result, the actual azimuth change rate is corrected to the set azimuth change rate, and the ship 101 moves along the planned route 110. Sail in an arc.

Japanese Patent Publication No. 6-33076

  Usually, when the ship 101 sails on the water, the ground speed of the ship 101 changes due to the tidal current.

  That is, as shown in FIG. 11, when the ship 101 navigates on the planned route 100 based on the water velocity vector (vector composed of the water velocity and the water direction) 142, When the vector (vector composed of the tidal velocity and tidal direction) 144 acts, the ground velocity vector (vector composed of the ground velocity and the local position) 146 of the ship 101 is set to VG, and the water velocity vector 142 is set to VW and When the tidal vector 144 is VD, the ground speed vector VG is expressed by the following equation (2).

VG = VW + VD (2)
That is, due to the tidal vector VD, the water direction (heading direction) of the ship 101 does not match the direction in which the ship 101 actually travels (relative position), and the water speed and the ground speed of the ship 101 are the same. No longer match.

  That is, when the ground speed is set to | VG |, if | VW |> | VG |, the set azimuth change rate is larger than the actual azimuth change rate. Therefore, as shown in FIG. The ship 101 travels on an arc 150 of another virtual circle 148 formed inside the circle 108, and as a result, the ship 101 travels away from the original planned route 100. On the other hand, if | VW | <| VG |, the set azimuth change rate becomes smaller than the actual azimuth change rate, so that the ship 101 departs from the originally planned route 100 and sails.

  As described above, the automatic navigation assistance system 120 for a ship according to the related art does not take into consideration the influence of the tidal current on the ship 101, and therefore the ship 101 cannot be accurately navigated with respect to the planned route 100.

  The present invention has been made to solve the above-described problem, and provides an automatic navigation assistance system for a ship that enables a ship to accurately navigate along a planned route regardless of the presence or absence of a tidal current. For the purpose.

  An automatic navigation assistance system for a ship according to the present invention includes a planned route storage means for storing a planned route of a ship, ground speed / direction information and water speed / direction information of the ship acquired from a plurality of navigation devices, Tidal current information calculating means for calculating tidal current speed / direction information based on the planned navigation path inputted from the planned navigation path storage means, the water speed / azimuth information acquired from each navigation device, and the tidal current information calculating means Autopilot means for calculating the rudder angle amount of the ship based on the tidal velocity / azimuth information input from the ship and outputting the calculated rudder angle amount to a rudder.

  According to the configuration described above, the tidal current information calculating means calculates the tidal current speed / direction information, and the autopilot means is configured to control the steering angle based on the tidal current speed / direction information and the water speed / direction information. An amount is calculated, and the rudder is automatically controlled using the calculated rudder angle amount. That is, since the autopilot means automatically controls the rudder in consideration of the tidal velocity / direction information, the vessel can be accurately navigated along the planned route even when tidal current exists. Become.

  Further, since the tidal current information calculating means automatically calculates the tidal current velocity / direction information, it becomes possible to create the planned route without considering the tidal current. Simplification and labor saving can be realized.

  Here, the planned route includes a target position of the ship and a first radius of the arc when the ship navigates in an arc along the planned route, and the tidal current information calculating means is configured to calculate the ground speed Based on the azimuth information, the target position, and the first radius, the ship calculates a course change start position at which the ship starts arcuate navigation along the planned route, and the calculated course change start position and the ground The tidal velocity / azimuth information is calculated based on the velocity / azimuth information and the water velocity / azimuth information, and the calculated tidal velocity / azimuth information and the first radius are output to the autopilot means. The pilot means calculates the ground speed / direction information of the ship based on the input tidal current speed / direction information and the acquired water speed / direction information, and inputs the first radius and calculation Calculate the set direction change rate of the ship based on the ground speed constituting the ground speed / direction information, calculate the actual direction change rate of the ship from the ground speed constituting the ground speed / direction information, and calculate The difference between the set azimuth change rate and the actual azimuth change rate, which is the steering angle amount necessary for the ship to travel in an arc along the planned route from the course change start position, is given to the rudder. It is preferable to output.

  In this case, the autopilot means calculates the ground speed based on the tidal current speed / direction information and calculates the set direction change rate from the calculated ground speed, while And calculating the actual heading change rate based on the calculated head position, the steering angle amount that is the difference between the set heading change rate and the actual heading change rate is calculated. The influence of the tidal current is taken into account. As a result, even when the tidal current exists, the ship can be accurately navigated along the arc-shaped planned route.

  Further, when the water speed / direction information changes along the planned route, the tidal current information calculation unit is configured to determine the arc of the circular arc at the course change start position based on the ground speed / direction information and the first radius. The tangential speed / azimuth information is calculated, and | E | is the absolute value of the difference between the calculated tangential speed / azimuth information and the acquired ground speed / azimuth information, and the tidal current speed constituting the tidal current speed / azimuth information Is | VD | and the first radius is R1 and the second radius is R2, and the second radius is R2. The relational expression R2 = R1 × | VD | / (| VD | − | E |) 2 radius R2 is calculated, and the tidal velocity / azimuth information is corrected by using the second radius R2 and the tangential velocity / azimuth information instead of the first radius R1 and the ground velocity / azimuth information. The second radius R2 and the complement The tidal velocity / azimuth information is output to the autopilot means, and the autopilot means calculates the set azimuth change rate using the second radius R2 input instead of the first radius R1. Is preferred.

  In this case, the first radius R1 is corrected to the second radius R2 corresponding to the change in the water velocity / direction information, and the tidal current is calculated using the second radius R2 and the tangential velocity / direction information. By correcting the speed / orientation information, the arc-shaped route portion in the planned route is changed, and as a result, the ship can be navigated more accurately along the changed planned route.

  As described above, according to the automatic navigation assistance system for a ship according to the present invention, the tidal current information calculating means calculates tidal current speed / direction information, and the autopilot means includes the tidal current speed / direction information and the water speed / A rudder angle amount is calculated based on the direction information, and the rudder is automatically controlled using the calculated rudder angle amount. That is, since the autopilot means automatically controls the rudder in consideration of the tidal velocity / direction information, it is possible to accurately navigate the ship along the planned route even when tidal current exists.

  Further, since the tidal current information calculating means automatically calculates the tidal current velocity / direction information, it becomes possible to create the planned route without considering the tidal current. Simplification and labor saving can be realized.

  BEST MODE FOR CARRYING OUT THE INVENTION Preferred embodiments of an automatic navigation assistance system for a ship according to the present invention will be described below with reference to the accompanying drawings.

  FIG. 1 is a block diagram of an automatic navigation assistance system for a ship (hereinafter also referred to as a navigation assistance system) 10 according to the present embodiment. FIG. 2 shows a planned route 30 for a ship 36 using the navigation assistance system 10. It is a top view for demonstrating the navigation control when navigating along a circular arc along (2).

  As shown in FIG. 1, the navigation assistance system 10 includes a planned route data storage unit (planned route data storage unit) 12, a command radius calculation unit (tidal current information calculation unit) 16, and an autopilot device (autopilot unit) 18. And a steering device 24, a GPS navigation device 14 as a navigation device, a gyro device 20, and a ship speed measuring device 22, which are arranged in a ship 36 shown in FIG. 2.

  The planned route data storage unit 12 stores in advance data related to the planned route 30 (i) (i = 1 to n, n: integer) of the ship 36 that sails on the water. The planned route 30 (i ), The data is output to the command radius calculation unit 16. Here, as the data, the latitude and longitude of a plurality of target positions (not shown) of the ship 36 on the planned route 30 (i), and when navigating the vessel 36 along the planned route 30 (2) in an arc shape. Includes the radius of a virtual circle 34 including the arcuate scheduled route 30 (2).

  The connection point between the straight planned route 30 (1) and the arc-shaped planned route 30 (2) is changed in its course by the ship 36 and travels in an arc along the planned route 30 (2). The marine vessel 36 is located on the course change start position 31 as shown in FIG. In this case, since the ship 36 navigates along the planned route 30 (2), the planned route 30 (i) does not pass through the target position 38 that is the intersection of the planned routes 30 (1) and 30 (3). Sail above. In the following description, in the virtual circle 34 including the planned route 30 (2), the radius from the center 32 is defined as a first radius R1 [NM].

  The GPS navigation device 14 sequentially calculates the latitude and longitude at the current time of the ship based on a signal received from a GPS satellite (not shown) every predetermined time (for example, 1.0 [s]), and the calculation result is the ground speed. -It outputs to the command radius calculating part 16 sequentially as position information (the ground speed of the ship 36 and a local position).

  The gyro device 20 measures the water direction (head direction) of the ship 36 at the current time every predetermined time (for example, 1.0 [s]), and the measurement result is sent to the command radius calculation unit 16 and the autopilot device 18. Output sequentially.

  The ship speed measuring device 22 measures the water speed at the current time of the ship 36 every predetermined time (for example, 1.0 [s]), and sequentially outputs the measurement results to the command radius calculation unit 16 and the autopilot device 18. To do.

  The command radius calculation unit 16 compares the target position and first radius R1 input from the planned route data storage unit 12 with the ground speed / position information acquired from the GPS navigation device 14 every predetermined time. The course change start position 31 is calculated sequentially, the calculated course change start position 31, the water direction obtained from the gyro device 20 every predetermined time, and the water speed ( Based on the water speed / direction information) and the calculated ground speed / position information, the tidal current speed / direction information (the tidal speed and tidal current of the tidal current acting on the ship 36) at the current time of the ship 36 are sequentially calculated. .

  Here, when the water speed and the water direction (the water speed / direction information) do not change with respect to the planned route 30 (i), the command radius calculator 16 calculates the calculated tidal current speed / direction. The information and the first radius R1 are output to the autopilot device 18 every predetermined time (for example, 1 [s]).

  The autopilot device 18 receives the tidal velocity / azimuth information input every predetermined time (for example, 1.0 [s]) from the command radius calculator 16 and the predetermined time (for example, 0.2 [for example, 0.2 [s]). s]), and the ground speed / direction information of the ship 36 based on the water speed acquired from the ship speed measuring device 22 every predetermined time (for example, 0.2 [s]). Are sequentially calculated, and the set direction change rate [° / min per predetermined time (for example, 0.2 [s]) of the vessel 36 based on the calculated ground speed of the ground speed / direction information and the first radius R1. ] Are calculated sequentially.

  Here, the set azimuth change rate refers to the theoretical turning angle of the ship 36 per unit time (for example, 1 [min]) required for navigating the ship 36 along the planned route 30 (i). If the ground speed is | VG | [kt], the set azimuth change rate [° / min] is expressed by the following equation (3).

(Setting direction change rate) = 360 [°] × (| VG | / 60 [min])
× {1 / (2π × R1)} (3)
In this case, for example, if R1 = 1 [NM] and | VG | = 10 [kt], the set orientation change rate is approximately 9.5 [° / min].

  The autopilot device 18 has a function similar to that of a rotational angular velocity meter disposed on a large ship of 50,000 tons or more, and the actual direction of the ship 36 every predetermined time from the position of the ground speed / direction information with respect to the local area. The rate of change [° / min] is calculated sequentially. Here, the actual heading change rate is a change amount per unit time (for example, 1 [min]) with respect to the local position. In other words, the ship 36 sailing on the water enters the planned route 30 (i). This is the turning angle (turning angular velocity) per unit time when actually turning along. In this case, the autopilot device 18 converts the position relative to the local position into the actual direction change rate (turning angular velocity), and sequentially outputs the converted turning angular velocity to a display device (not shown). The display device displays the turning angular velocity input every predetermined time.

  If the display device is composed of an indicator that can display up to 60 [° / min] (1 [° / s]) turning angular velocity, for example, in steps of 3 [° / min]. A minute amount of rotational angular velocity can be displayed, which is useful for maneuvering the vessel 36 in narrow waterways and congested water areas.

  Then, the autopilot device 18 calculates the difference between the set azimuth change rate calculated every predetermined time and the actual azimuth change rate, and the vessel 36 calculates the difference from the course change start position 31 to the planned route 30 ( 2) are sequentially output to the rudder 24 as the rudder angle amount [° / min] necessary for navigating along the arc along the line 2).

  The rudder 24 turns the ship 36 in a predetermined direction based on the rudder angle amount input every predetermined time (for example, 0.2 [s]). As a result, the actual azimuth change rate is corrected to the set azimuth change rate, and the vessel 36 navigates in a circular arc shape from the course change start position 31 along the planned route 30 (2).

  As shown in FIG. 2, the water velocity vector composed of the water velocity and the water direction is VW, the tidal velocity vector composed of the tidal velocity and the tidal direction is composed of VD, the ground velocity and the local position. If the ground speed vector is VG, the ship 36 navigating on the planned route 30 (i) is steered by the steering 24 (see FIG. 1) with the bow directed in the direction of the water speed vector VW. Since the tidal velocity vector VD acts on the vessel 36, the vessel 36 actually navigates in the direction of the ground velocity vector VG based on the above-described equation (2).

  Therefore, if the direction of the ground speed vector VG is substantially coincident with the tangential direction of the planned route 30 (i), the ship 36 can be navigated in an arc along the planned route 30 (2) from the course change start position 31. it can. As described above, if the actual azimuth change rate is corrected to the set azimuth change rate, the ship 36 can be navigated in an arc from the course change start position 31 along the planned route 30 (2). Then, correcting the actual azimuth change rate to the set azimuth change rate makes the direction of the ground speed vector VG substantially coincide with the tangential direction of the planned route 30 (i), which is the ideal navigation direction of the vessel 36. It means that.

  Next, with reference to FIGS. 1, 2, 3, and 4, the navigation control operation when navigating the ship 36 in an arc along the planned route 30 (2) using the navigation assistance system 10 according to the present embodiment. This will be described with reference to the flowchart.

  Here, navigation control of the ship 36 at a predetermined time when the ship 36 is located at the course change start position 31 and the water speed / direction information does not change with respect to the planned route 30 (i) will be described.

  First, the planned route data storage unit 12 outputs the latitude and longitude and the radius (command radius) R1 of a plurality of target positions on the planned route 30 (i) to the command radius calculation unit 16 (step S1).

  Next, the command radius calculation unit 16 acquires the water direction (heading direction) at the current time of the ship 36 from the gyro device 20 (step S2), and the water speed at the current time of the ship 36 from the ship speed measuring device 22. (Ship speed against water) is acquired (step S3), and further, ground speed / position information {ground speed (ground speed) and local position} at the current time of the ship 36 is acquired from the GPS navigation device 14 (step S3). S4).

  Next, the command radius calculation unit 16 receives the target position and radius R1 input from the planned route data storage unit 12, and the acquired ground speed / position information and water speed / direction information (water speed and direction information). The heading change start position 31 is calculated by comparing the heading change start position 31 with the water heading), the water heading obtained from the gyro device 20 and the water speed obtained from the ship speed measuring device 22 (water resistance). Based on the speed / azimuth information) and the ground speed / position information, tidal velocity / azimuth information (tidal velocity and tidal direction) at the current time of the ship 36 is calculated (step S5).

  Next, the command radius calculation unit 16 outputs the calculated tidal current velocity / orientation information and the first radius R1 to the autopilot device 18 (step S6).

  The autopilot device 18 acquires the water speed (vessel water speed) from the ship speed measuring device 22 (step S7), and also acquires the water direction (heading direction) from the gyro device 20 (step S8). Based on the tidal current velocity / azimuth information and the first radius R1 input from the radius calculation unit 16 and the obtained water velocity / azimuth information (the water velocity and the water orientation), the ground velocity / azimuth information is obtained. Calculate (step S9).

  Next, the autopilot device 18 calculates a set azimuth change rate from the equation (3) using the calculated ground speed of the ground speed / direction information and the first radius R1 (step S10). The actual direction change rate is calculated from the speed / direction information with respect to the local position (step S11).

  Next, the autopilot device 18 calculates a difference (steering angle amount) between the calculated set azimuth change rate and the actual azimuth change rate (step S12), and steers the calculated steering angle amount as a command steering angle amount. The data is output to the device 24 (step S13).

  The rudder 24 turns the ship 36 in a predetermined direction based on the input rudder angle amount. As a result, the actual direction change rate is corrected to the set direction change rate, in other words, the ground speed vector VG is substantially matched with the tangential direction of the planned route 30 (2). It becomes possible to sail in an arc along the planned route 30 (2) from the start position 31.

  Steps S1 to S13 described above are processing operations of the navigation assistance system 10 at a predetermined time, and the navigation assistance system 10 actually performs steps S2 to S2 every predetermined time on the planned route 30 (i). S13 is repeated. Further, in the navigation assistance system 10, the processing time interval of steps S2 to S6 and the processing time interval of steps S7 to S13 may be set at different time intervals. That is, the processing operation of steps S2 to S6 in the command radius calculation unit 16 is performed at intervals of, for example, 1.0 [s], and the processing of steps S7 to S13 in the autopilot device 18 and the rudder 24 is performed, for example, 0. Performed at intervals of 2 [s].

  Next, the navigation control operation of the ship 36 when the water speed / direction information (water speed and direction) changes with respect to the planned route 30 (i) will be described with reference to FIGS. To do.

  First, in the marine automatic navigation assistance system 120 (see FIG. 10) according to the prior art, as shown in FIG. 5, the water speed / direction information changes with respect to the planned route 30 (i), and the course change start position When the water speed vector changes from VW to VW1 at 31 and the ground speed vector at the course change start position 31 changes from VG to VG1, the water speed of the water speed vector VW is set to | VW | When the water velocity of the water velocity vector VW1 is | VW1 |, the ground velocity vector VG1 is expressed by the following equation (4).

VG1 = VW1 + VD (| VW |> | VW1 |) (4)
In this case, since the tidal vector VD does not change, when the water velocity decreases from | VW | to | VW1 |, the ground velocity vector VG1 is directed to the inside of the virtual circle 34 as compared with the ground vector VG. As a result, the ship 36 navigates along an arcuate route 40 that is different from the planned route 30 (2). That is, in the marine vessel automatic navigation assistance system 120 according to the prior art, when the water speed changes from | VW | to | VW1 |, the vessel 36 cannot be accurately navigated along the planned route 30 (i). .

  On the other hand, in the navigation assistance system 10 according to the present embodiment, as described above, the direction of the ground vector VG and the tangential direction of the planned route 30 (i) are substantially matched, thereby making the vessel 36 the planned route 30. In view of the fact that it is possible to navigate accurately along (i), in the command radius calculator 16 (see FIG. 1), one of the scheduled routes 30 (i) corresponding to the change in the water speed described above. By correcting the portion, even if the water speed changes from | VW | to | VW1 |, the vessel 36 is caused to navigate accurately along the planned route 30 (i).

  Next, specific correction processing in the command radius calculation unit 16 will be described with reference to the plan view of FIG. 6 and the flowchart of FIG. 7, and with reference to FIGS. 1 to 5 as necessary.

  Here, in response to the decrease in the water speed from | VW | to | VW1 |, the planned routes 30 (2) and 30 (3) are changed to the planned routes 30 (4) and 30 (5). The case will be described.

  First, in the command radius calculation unit 16, after performing the processes of steps S <b> 1 to S <b> 4, the ground speed / azimuth information acquired from the GPS navigation device 14 and the first radius R <b> 1 input from the planned route data storage unit 12 are used. Based on this, the tangential speed / direction information of the virtual circle 34 {planned route 30 (2)} at the course change start position 31 is calculated (step S14).

  In this case, the tangential speed / direction information is a tangential direction component of the ground speed / direction information. In other words, calculating the tangential speed / direction information changes the ground speed vector VG. Projecting onto the tangent line 42 of the start position 31 is to obtain the tangential velocity vector VT (see FIG. 6). The tangential velocity vector VT is a vector having a course change start position 31 as a start point and an intersection between the tangent line 42 and the tidal current vector VD as an end point.

  Next, the command radius calculator 16 calculates the absolute value of the difference between the tangential speed / direction information (tangential speed vector VT) and the ground speed / direction information (ground speed vector VG) (step S15). It is determined whether or not the absolute value is equal to or less than a predetermined threshold (substantially 0) (step S16).

  In step S16, if the absolute value is equal to or less than the threshold value, the command radius calculation unit 16 substantially matches the tangential velocity vector VT and the ground velocity vector VG, and the vessel 36 causes the planned route 30 ( It is determined that the vehicle travels in a circular arc shape along 2), and the processes after step S5 are executed.

  On the other hand, when the absolute value exceeds the threshold value, the command radius calculator 16 does not match the tangential velocity vector VT and the ground velocity vector VG, and the ship 36 navigates away from the planned route 30 (2). The first radius R1 is corrected and converted to the second radius (step S17).

  In step S17, if the calculated absolute value is | E |, the tidal velocity is | VD |, and the second radius is R2 [NM], the second radius R2 is expressed by the following equation (5). It is.

R2 = R1 × | VD | / (| VD | − | E |) (5)
Next, the command radius calculation unit 16 calculates the tidal current speed / direction information at the current time of the ship 36 based on the course change start position 31, the tangential speed / direction information, and the water speed / direction information ( Step S18). In this case, unlike step S5 (see FIG. 3), the command radius calculation unit 16 calculates the tidal current velocity / azimuth information using the tangential velocity / azimuth information instead of the ground velocity / position information. Yes. This is because the tangential velocity vector VT composed of the tangential velocity / azimuth information is used instead of the ground velocity vector VG, and the tidal velocity vector VD is corrected in consideration of changes in the velocity vector VW. Means.

  Next, the command radius calculator 16 outputs the second radius R2 to the autopilot device 18 instead of the first radius R1, and the corrected tidal velocity / azimuth information using the tangential velocity / azimuth information. Output to the autopilot device 18 (step S6).

  The autopilot device 18 performs the processes of steps S7 to S13. In these steps S7 to S13, the second radius R2 is used instead of the first radius R1, and the corrected tidal velocity / azimuth information is used. Therefore, the actual azimuth change rate, the set azimuth change rate, and the rudder angle amount are calculated based on the second radius R2 and the tangential speed / azimuth information. Therefore, the ship 36 turned by the rudder 24 based on the rudder angle amount has the second radius R2 from the center 46 instead of the planned route 30 (2) on the virtual circle 34 having the first radius R1. The vehicle travels along the planned route 30 (4) on the virtual circle 44, and travels from the planned route 30 (4) to the target position via the planned route 30 (5).

  As described above, according to the navigation assistance system 10 according to the present embodiment, the command radius calculation unit 16 calculates the tidal velocity / direction information, and the autopilot device 18 uses the tidal velocity / direction information and the water velocity / direction information. The rudder angle amount is calculated based on the above, and the rudder 24 is automatically controlled using the calculated rudder angle amount. That is, since the autopilot device 18 automatically controls the rudder 24 in consideration of the tidal velocity / azimuth information, the vessel 36 can be accurately navigated along the planned route 30 (i) even when tidal current exists. Is possible.

  In this case, if the obstruction and the water depth of the water area are known in advance in the water area where the ship 36 navigates, and the planned route 30 (i) considering these is stored in the planned route data storage unit 12, the navigation assistance system 10 can navigate the ship 36 safely in the water area based on the planned route 30 (i), and thus the safe navigation performance of the ship 36 can be improved.

  In addition, since the command radius calculation unit 16 automatically calculates the tidal current velocity / direction information, it is possible to create the planned route 30 (i) without considering the tidal current. As a result, the planned route 30 Simplification and labor saving of the creation work of (i) can be realized.

  Further, the autopilot device 18 calculates the ground speed based on the tidal current speed / direction information, and calculates a set direction change rate from the calculated ground speed, while the autopilot device 18 calculates the ground speed based on the tidal current speed / direction information. Since the actual azimuth change rate is calculated from the calculated relative position, the influence of the tidal current is considered in the rudder angle amount which is the difference between the set azimuth change rate and the actual azimuth change rate. Has been. As a result, even when the tidal current exists, the ship 36 can be accurately navigated along the arcuate scheduled route 30 (2).

  Furthermore, when the water speed / direction information changes along the planned route 30 (i), the command radius calculator 16 sets the first radius R1 in response to the change in the water speed / direction information. In addition to correcting to the two radii R2, tidal current velocity / azimuth information is calculated using tangential velocity / azimuth information instead of ground velocity / azimuth information, so the autopilot device 18 uses the second radius R2 and tangential velocity / azimuth information. The actual azimuth change rate, the set azimuth change rate, and the steering angle amount are calculated in consideration of the above. As a result, a part of the planned route 30 (i) of the ship 36 is arc-shaped scheduled route 30 (4) and planned route 30 (5) from the arc-shaped planned route 30 (2) and the planned route 30 (3). As a result, the ship 36 can navigate more accurately along the arcuate scheduled route 30 (4) and the scheduled route 30 (5) toward the target position.

  In addition, the automatic navigation assistance system for ships according to the present invention is not limited to the above-described embodiment, and it is needless to say that various configurations can be adopted without departing from the gist of the present invention.

It is a block diagram of the navigation assistance system concerning this embodiment. It is a top view which shows the navigation control of the ship by the navigation assistance system of FIG. It is a flowchart which shows the process in the command radius calculating part of FIG. It is a flowchart which shows the process in the autopilot apparatus of FIG. In the navigation assistance system which concerns on a prior art, it is a top view which shows the navigation of a ship when a water velocity vector changes along a planned route. In the navigation assistance system of FIG. 1, it is a top view which shows the navigation of a ship when a water velocity vector changes along a planned route. It is a flowchart which shows the process performed within the command radius calculating part in order to implement | achieve the navigation control of the ship shown in FIG. It is a top view which shows the plan route of the ship in the navigation assistance system which concerns on a prior art. In FIG. 8, it is a top view for demonstrating the case where the course of a ship is changed. It is a block diagram of the navigation assistance system which concerns on a prior art. It is a top view which shows the navigation control of the ship by the navigation assistance system of FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 ... Navigation assistance system 12 ... Planned route data storage part 14 ... GPS navigation apparatus 16 ... Command radius calculating part 18 ... Autopilot apparatus 20 ... Gyro apparatus 22 ... Ship speed measuring device 24 ... Rudder 30 (i), 40 ... Route 31 ... Course change start position 34, 44 ... Virtual circle 36 ... Ship 38 ... Target position 42 ... Tangent

Claims (3)

Planned route storage means for storing the planned route of the ship;
Tidal current information for calculating tidal current speed / direction information based on the ground speed / direction information and water speed / direction information of the ship acquired from a plurality of navigation devices and the planned route input from the planned route storage means A calculation means;
The steering angle amount of the ship is calculated based on the water speed / direction information acquired from each navigation device and the tidal speed / direction information input from the tidal information calculation means, and the calculated steering angle Autopilot means for outputting the quantity to the rudder,
An automatic navigation assistance system for ships, characterized by comprising: The automatic navigation assistance system for a ship according to claim 1,
The planned route includes a target position of the ship and a first radius of the arc when the ship navigates in an arc along the planned route,
The tidal current information calculating means calculates a course change start position at which the ship starts arcuate navigation along the planned route based on the ground speed / direction information, the target position, and the first radius. The tidal velocity / direction information is calculated based on the calculated course change start position, the ground speed / direction information and the water speed / direction information, and the calculated tidal speed / direction information and the first radius are calculated. Is output to the autopilot means,
The autopilot means calculates ground speed / direction information of the ship based on the input tidal current speed / direction information and the acquired water speed / direction information, and inputs the first radius and calculation. Calculate the set azimuth change rate of the ship based on the ground speed constituting the ground speed / azimuth information, and calculate the actual azimuth change rate of the ship from the ground speed constituting the ground speed / azimuth information. The difference between the set azimuth change rate and the actual azimuth change rate is output to the rudder as the rudder angle amount necessary for the vessel to travel in an arc along the planned route from the course change start position. An automatic navigation assistance system for ships. In the automatic navigation assistance system for ships according to claim 2,
When the water speed / azimuth information changes along the planned route, the tidal current information calculation means is tangential to the arc at the course change start position based on the ground speed / azimuth information and the first radius. Velocity / azimuth information is calculated, the absolute value of the difference between the calculated tangential velocity / azimuth information and the acquired ground speed / azimuth information is | E |, and the tidal velocity constituting the tidal velocity / azimuth information is | When VD | and the first radius R1 and the second radius corrected R1 is R2,
R2 = R1 × | VD | / (| VD | − | E |)
The second radius R2 is calculated from the relational expression, and the tidal velocity / azimuth information is calculated using the second radius R2 and the tangential velocity / azimuth information instead of the first radius R1 and the ground velocity / azimuth information. , And output the calculated second radius R2 and the corrected tidal velocity / azimuth information to the autopilot means,
The automatic pilot assistance system for a ship, wherein the autopilot means calculates the set azimuth change rate using the second radius R2 input instead of the first radius R1.

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