JP2007041848A - Vessel monitoring system near airplane take-off/landing course and vessel monitoring method near airplane take-off/landing course - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a system and method with which it can be monitored with high reliability whether the top of a mast of a vessel comes close to a critical surface under an airplane take-off/landing course when the airplane take-off/landing course of an airport intersects with a vessel course. <P>SOLUTION: The system is provided with an AIS (automatic identification system) receiver 2 for receiving an MMSI number, the present location of a vessel and the present traveling direction and speed transmitted by radio from a device of a vessel automatic identification system AIS standard, a vessel mast height database device 3 for storing the MMSI number and a mast height relation value while associating the MMSI number with the related value to make them retrievable, a sea surface height output device 4 for outputting sea surface height around the airplane departing/landing course, and a controller 1 for calculating the position of a mast top of the vessel from the mast height related value retrieved from the received MMSI number with the vessel mast height database device 3 and sea surface height, predictively calculating the future position of the vessel from the present location and traveling direction and speed of the vessel, and discriminating whether the top of the mast comes close to the critical surface under the airplane take-off/landing course. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention is a virtual slope that is installed in a land portion in the vicinity of an airport where the lower part of the aircraft advancement entrance is an ocean area and rises outward from the coastal position at the end of the runway ( Hereinafter, the present invention relates to a system and a method for monitoring whether or not the top of the mast of any ship that is navigating near the “aircraft advancement entry lower limit surface” approaches.

  As shown in FIGS. 2 and 5, airports where aircraft 301 take off and land are often installed facing the sea. An aircraft advancing entry route, which is an airway in which the aircraft 301 enters toward the runway 302 of the airport at the time of landing or an airway in which the aircraft 301 advances outward from the runway 302 of the airport at the time of takeoff, The lower limit surface 303 of the aircraft entry / entry route, which is a virtual slope rising from the coast position P1 at the end of the road 302 to the outside of the aircraft entry / entry route, is a bottom surface, and is substantially fan-shaped (the coast position at the end of the runway 302). In the case of an airport facing the sea, P1 is the original part of the fan, and the lower part of the aircraft entry route is the sea area. There are many. Since the ship 304 sails in the sea area, in this case, the ship route and the aircraft advance / entry route spatially intersect. Some ships 304 have a mast 305 which is a columnar structure. However, in a small ship, the height from the sea surface S to the mast apex 306 (hereinafter referred to as “mast height”) H is not high. There was no problem even if the aircraft entered directly under the aircraft entry route.

  However, in recent years, with the increase in size of ships, the mast height H of the ship 304 has increased, and some large ships have a mast height H of about 55 meters or more from the sea level. In such a large vessel, depending on the position of the vessel 304, the apex 306 of the mast 305 may enter above the aircraft entry and entry lower limit surface 303 when entering directly below the aircraft entry and entry route. In that case, an unexpected situation such as an accident may occur.

  For this reason, at the airport facing the sea, the mast height H of the ship 304 navigating the vicinity is monitored, and as a result, the mast apex 306 of the ship 304 may interfere with the aircraft entry and entry lower limit surface 303. Therefore, it has become necessary to take measures such as the control of the ship that instructs the ship to change the ship route, the control of the related aircraft 301, and the like.

  As a technique for coping with such a situation, one disclosed in Patent Document 1 is known. This is a device that monitors the position of a ship with a radar and monitors the altitude of the ship with a laser beam emitted in the horizontal direction in synchronization with the radar, and determines whether there is a problem with an aircraft entering or exiting an airport. .

However, in general, the radar radio wave has a high frequency, so the wavelength of the radio wave is very small.In the case of fog or rain, the radio wave is scattered by fog or rain water droplets, etc., and this scattering attenuates the radio wave, The position detection ability decreases. For this reason, the technique of Patent Document 1 has a problem that in the case of bad weather such as rain, the reliability of the detection position by the radar is lowered, and an unexpected situation such as an accident may occur.
JP 2004-264212 A

  The present invention has been made to solve the above-described problems, and the problem to be solved by the present invention is to provide high reliability even in bad weather when an aircraft entry / exit route of an airport intersects with a nearby ship route. Accordingly, it is an object of the present invention to provide a system and a method capable of monitoring whether or not a mast apex of a ship approaches an aircraft entry / entrance lower limit surface.

In order to solve the above-described problem, a ship monitoring system near an aircraft advancing entry route according to claim 1 of the present invention is provided.
A ship monitoring system installed in the land area near the airport where the aircraft entry and exit route is a sea area,
A TIS (Time Division Multiple Access) system or DSC (Radio Frequency Division) from the AIS ship-side equipment mounted on the ship with specifications conforming to the international standard of the ship automatic identification system AIS established by the International Maritime Organization IMO. MMSI number, which is information transmitted by the digital selective calling) method, which is a number for identifying the transmitting ship radio station, the current position of the transmitting ship, the current moving direction of the transmitting ship, and the transmitting ship AIS receiving means for receiving AIS information including the current moving speed of
A mast data storage unit comprising an electronic computer and storing a data set of the MMSI number and a data set of a mast height related value related to the mast height of the ship specified by the MMSI number; Ship mast height database means having a data search unit for searching and outputting a corresponding mast height related value from the mast data storage unit when the MMSI number is input as an input for
Sea level output means for outputting the value of the sea level near the aircraft entry into the airport based on calculation or measurement;
It has a discrimination means consisting of an electronic computer,
The determination means inputs the MMSI number included in the AIS information received from radio waves from a ship existing in a sea area near an aircraft advancing entry route of an airport to the ship mast height database means as the search input, From the mast height-related value retrieved and output by the ship mast height database means and the sea surface height near the aircraft advancing entry route, the position of the top of the ship's mast is calculated, and the current position of the ship The aircraft's future entry position is a virtual slope that predicts and calculates the future position of the ship from the travel direction and speed, and rises outward from the coastal position at the end of the airport runway. It is characterized by whether or not the top of any ship's mast approaches the lower limit surface.

Further, a ship monitoring system near the aircraft advancing entry route according to claim 2 of the present invention,
In the ship monitoring system near the aircraft advancing entry route according to claim 1,
The sea level height output means is composed of an electronic computer, and calculates the value of the sea level near the aircraft entry / exit based on the gravitational force, wind, and atmospheric pressure of the sun and the moon.

Further, a ship monitoring system in the vicinity of an aircraft advancing entry route according to claim 3 of the present invention,
In the ship monitoring system near the aircraft advancing entry route according to claim 1,
The sea level height output means includes sea level height measuring means that is installed in a sea area near the aircraft advancing entry route and measures a sea level height value.

Further, a ship monitoring system in the vicinity of an aircraft advancing entry route according to claim 4 of the present invention,
In the ship monitoring system near the aircraft advancing entry route according to claim 1,
In the mast data storage unit, as a value related to the mast height of the ship, the value of the ship total height H ₀ which is the height between the lowest height position of the bottom of the ship and the mast apex, and the passenger or the load are stored. The full height draft height d _max , which is the height between the minimum height position of the bottom surface of the ship in the fully loaded state that is fully loaded and the water line that is the line where the sea surface in full load is in contact with the ship's _flank . The value is stored,
When determining whether or not the top of any ship's mast approaches the aircraft entry / entrance lower limit surface, the determination means searches and outputs the full-load draft height that the ship mast height database means searches for. A value (H ₀ −α × d _max ) obtained by subtracting a value obtained by multiplying the depth d _max by a correction coefficient α, which is an appropriate value in the range of 0.1 to 1.0, from the total ship height H ₀ is the mast height of the ship. And the position of the top of the ship's mast is calculated from the sea level near the aircraft entry / exit route.

Moreover, the ship monitoring system near the aircraft advancing entry route according to claim 5 of the present invention,
In the ship monitoring system near the aircraft advancing entry route according to claim 1,
The mast data storage section includes a space between a minimum height position of the bottom surface of the ship when fully loaded with passengers or loads and a water line where the sea surface is in contact with the ship's hull when fully loaded. The value obtained by multiplying the full draft draft height d _max , which is the height of the ship, by a correction coefficient α, which is an appropriate value in the range of 0.1 to 1.0, is the difference between the minimum height position of the bottom of the ship and the top of the mast. A value (H ₀ −α × d _max ) subtracted from the ship total height H _0, which is the height between them, is stored as the mast height H of the ship among the mast height related values of the ship. To do.

Further, a ship monitoring method in the vicinity of an aircraft advancing entry route according to claim 6 of the present invention is:
A ship monitoring method installed in the land area in the vicinity of an airport where the aircraft entry and exit route is a sea area,
A TIS (Time Division Multiple Access) system or DSC (Radio Frequency Division) from the AIS ship-side equipment mounted on the ship with specifications conforming to the international standard of the ship automatic identification system AIS established by the International Maritime Organization IMO. MMSI number, which is information transmitted by the digital selective calling) method, which is a number for identifying the transmitting ship radio station, the current position of the transmitting ship, the current moving direction of the transmitting ship, and the transmitting ship AIS receiving means for receiving AIS information including the current moving speed of
A mast data storage unit comprising a computer and storing the MMSI number data set and the mast height related value data set associated with the mast height of the ship specified by the MMSI number in association with each other; Ship mast height database means having a data search unit for searching and outputting a corresponding mast height related value from the mast data storage unit when the MMSI number is input as a search input;
Sea level output means for outputting the value of the sea level near the aircraft entry into the airport based on calculation or measurement;
Using a discrimination means consisting of an electronic computer,
The determination means inputs the MMSI number included in the AIS information received from radio waves from a ship existing in a sea area near an aircraft advancing entry route of an airport to the ship mast height database means as the search input, From the mast height-related value retrieved and output by the ship mast height database means and the sea surface height near the aircraft advancing entry route, the position of the top of the ship's mast is calculated, and the current position of the ship The aircraft's future entry position is a virtual slope that predicts and calculates the future position of the ship from the travel direction and speed, and rises outward from the coastal position at the end of the airport runway. It is characterized by whether or not the top of any ship's mast approaches the lower limit surface.

  The ship monitoring system and monitoring method in the vicinity of an aircraft entry / entry according to the present invention is an automatic ship identification system established by the International Maritime Organization IMO, which is installed in a land area near an airport where the aircraft entry / exit is below the sea area. It is information transmitted by the TDMA (Time Division Multiple Access) method or DSC (Digital Selective Call) method by the VHF band radio waves from the AIS ship-side device mounted on the ship that has specifications conforming to the international standard of AIS. The AIS information including the MMSI number, which is a number for identifying the transmitting ship radio station, the current position of the transmitting ship, the current moving direction of the transmitting ship, and the current moving speed of the transmitting ship is received. It consists of an AIS receiving means and an electronic computer, and a data set of MMSI numbers and mast height related values related to the mast height of the ship specified by the MMSI numbers. And a data search unit for searching and outputting a corresponding mast height related value from the mast data storage unit when an MMSI number is input as a search input. Since the ship mast height database means, the sea surface height output means for outputting the value of the sea surface height near the aircraft advancing entry route at the airport based on calculation or measurement, and the discriminating means comprising an electronic computer are provided. The MMSI number included in the AIS information received from the radio waves from the ship existing in the sea area near the aircraft advancing entry route at the airport is input to the ship mast height database means as a search input by the discrimination means, and the ship mast height is The position of the top of the ship's mast from the mast height-related value retrieved and output by the database means and the sea level near the aircraft entry and exit route. Is calculated by predicting the future position of the ship from the current position, moving direction and moving speed of the ship, and rising from the coast position at the end of the airport runway to the outside of the aircraft entry route It is possible to determine whether or not the top of any ship's mast approaches the lower limit plane of the aircraft entry / entry route, which is the slope of the above.

  The embodiment described below is a ship monitoring system installed in a land area near an airport where the aircraft entry and exit route is a sea area, and is an international standard for an automatic ship identification system AIS established by the International Maritime Organization IMO. Information transmitted by the TDMA (Time Division Multiple Access) method or the DSC (Digital Selective Call) method by the VHF band radio waves from the AIS ship-side on-board device that has specifications conforming to AIS receiving means for receiving AIS information including an MMSI number that is a number for identifying a ship radio station, a current position of a transmitting ship, a current moving direction of a transmitting ship, and a current moving speed of a transmitting ship; An MMSI number data set, and a mast height related value data set related to the ship mast height specified by the MMSI number A ship mast height database having a mast data storage unit for storing the data and a data search unit for searching and outputting a corresponding mast height related value from the mast data storage unit when an MMSI number is input as a search input Means, sea level height output means for outputting the value of the sea level near the aircraft entry and exit of the airport based on calculation or measurement, and a discrimination means comprising an electronic computer. The MMSI number included in the AIS information received from the radio waves from the ship existing in the sea area near the aircraft entry / entry route at the airport is input to the ship mast height database means as a search input, and the ship mast height database means searches. From the mast height-related value output and the sea level near the aircraft entry route, calculate the position of the top of the ship's mast, An aircraft that is a virtual slope that predicts and calculates the future position of the ship from the current position, moving direction, and moving speed of the ship, and rises outward from the coastal position at the end of the airport runway It is possible to determine whether or not the top of any ship's mast approaches the lower limit surface of the advancing entry route, which is the best mode for realizing the present invention.

  Hereinafter, a first embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a block diagram showing a configuration of a ship monitoring system according to a first embodiment of the present invention.

  This ship monitoring system 101 is used in a land portion near an airport where the aircraft entry and exit route is a sea area, for example, in an air traffic control department of an airport or a department that monitors and controls a ship in the sea area near an airport. is set up. As shown in FIG. 1, the ship monitoring system 101 includes a controller 1, an AIS receiver 2, a ship mast height database device 3, a sea level output device 4, an operation unit 11, and a display unit 12. Configured.

  Among the above components, the controller 1 is not shown in its internal configuration, but an input / output interface, a CPU (Central Processing Unit), and a ROM (Read Only Memory) are read-only. Memory), RAM (Random Access Memory), and the like. With this configuration, the controller 1 constitutes a computer (electronic computer) as a whole.

  Of the above-described components of the controller 1, the input / output interface is a part to which a signal sent from the outside of the CPU to the CPU is input and a part for outputting a signal from the CPU to the outside. The CPU is a part that performs various operations and program execution and sends control signals to the respective units for control. The ROM is a part that stores a control program for controlling the CPU, various data used by the CPU, and the like. A semiconductor memory or the like is used as the ROM. The RAM is a part for temporarily storing data or the like being calculated by the CPU. A semiconductor memory or the like is used as the RAM.

  The operation unit 11 includes various switches, operation buttons, operation dials, a keyboard, a pointing device, and the like, or an appropriate combination thereof, and inputs operation commands and data to the controller 1. It is a part to do. The pointing device is a device that displays an arrow-like figure (pointer) on the screen of the display unit 12, can move the pointer by an operation, and can be selected by clicking an arbitrary position on the screen. Yes, in addition to mice, there are pad-shaped objects and rotatable ball-shaped objects. The operation command and data input to the operation unit 11 are sent to the CPU in the controller 1 through the input / output interface.

  The display unit 12 includes a cathode ray tube, a liquid crystal display, a plasma display, or the like, and displays data such as images and characters output from the CPU in the controller 1 via the input / output interface on the screen as images and characters. Is done. The output data can be further printed on paper by a printer (not shown) and output.

  Next, prior to the description of the configuration and operation of the AIS receiver 2, the AIS will be described in detail.

  AIS is an abbreviation for an automatic identification system (Automatic Identification System) established by the International Maritime Organization (IMO), which is an organization of the United Nations. AIS is a system developed in Sweden for the purpose of supporting identification of ships (for example, identification between ships) and simplifying information exchange with ships. AIS is the IMO's “International Convention for the Safety of Life at Sea (SOLAS Convention)”. All passenger ships stipulated in the SOLAS Convention, more than 300 tons for international voyages, more than 500 tons for domestic voyages Is required to be installed on a cargo ship.

  AIS is a system in which an AIS ship-side mounting device 201 having specifications conforming to international standards as shown in FIG. 3 is mounted on each ship and wireless communication is performed between the ships. The frequency band of the radio wave used is a 150 MHz band VHF. In conventional marine radars, since the frequency used is high, radio waves are attenuated in fog, rain, and island shadows, and there is a problem in safety due to a decrease in detection capability. Therefore, in AIS, VHF has a lower frequency than radar. We decided to use a charged wave. By using the VHF charging wave, there is almost no attenuation of the radio wave due to fog or rain, and even if it is an island shadow, it can be reached by refracting the radio wave. For this reason, in AIS, communication is possible even at a distance of about 20 to 30 nautical miles (40 to 55 km).

  As shown in FIG. 3, the AIS ship-side mounting device 201 includes an AIS transponder 56, an operation unit 61, a display unit 62, a gyro compass 63, a second GPS receiving unit 64, and a GPS antenna A13. ing. Note that the AIS transponder 56, the operation unit 61, and the display unit 62 may be configured as one device built in one case.

  The AIS transponder 56 includes a VHF antenna A11, a GPS antenna A12, an antenna switching unit 50, an AIS receiving unit 51, an AIS transmitting unit 55, an AIS control unit 52, and a first GPS receiving unit 53. Yes.

  In the above description, the AIS control unit 52 is not shown in its internal configuration, but includes an input / output interface, a CPU (Central Processing Unit), a ROM (Read Only Memory), and a read only memory. RAM (Random Access Memory). With such a configuration, the AIS control unit 52 constitutes a computer (electronic computer) as a whole.

  Of the above-described components of the AIS control unit 52, the input / output interface is a part to which a signal sent from the outside of the CPU to the CPU is input, and for outputting a signal from the CPU to the outside. Part. The CPU is a part that performs various operations and program execution and sends control signals to the respective units for control. The ROM is a part that stores a control program for controlling the CPU, various data used by the CPU, and the like. A semiconductor memory or the like is used as the ROM. The RAM is a part for temporarily storing data or the like being calculated by the CPU. A semiconductor memory or the like is used as the RAM.

  The operation unit 61 includes various switches, operation buttons, and the like, and is a part that inputs operation commands and data to the controller 1. The operation command and data input to the operation unit 61 are sent to the CPU in the AIS control unit 52 through the input / output interface.

  The display unit 62 includes a cathode ray tube, a liquid crystal display, a plasma display, or the like. Data such as images and characters output from the CPU in the controller 1 through the input / output interface is displayed on the screen as images and characters. Is done. The output data can be further printed on paper by a printer (not shown) and output.

  When transmission is performed in the AIS ship-side mounting device 201 described above, information to be transmitted is sent from the AIS control unit 52 to the AIS transmission unit 55, the antenna switching unit 50 is switched to the transmission side, and the radio wave is transmitted from the VHF antenna A11. And sent. In addition, in the above-described AIS ship-side mounting device 201, when receiving, when the antenna switching unit 50 is switched to the receiving side, the radio wave captured by the VHF antenna A11 is received and extracted by the AIS receiving unit 51. The information is sent to the AIS control unit 52.

  As a transmission / reception system of wireless communication in the AIS ship side mounting apparatus 201, two types of systems are used. One is a Time Multiple Access (TDMA) system, which uses two dedicated channels (CH88B) of 161.975 MHz dedicated channel (CH87B) and 162.025 MHz dedicated channel. ing. The other is a Digital Selective Calling (DSC) system, which uses a dedicated channel (CH70) of 156.525 MHz.

  Next, a TDMA (Time Division Multiple Access) system will be described in detail with reference to FIG. A TDMA system used in AIS uses a protocol called SOTDMA (Self Organized TDMA). In this method, first, 1 minute is divided into 2250 slots. In FIG. 4, one square shown in the upper part represents one slot. The time flows from left to right in FIG.

  As shown in FIG. 4, the ship 501 transmits information as a slot 511 </ b> A using a radio wave W <b> 1. In this slot 511A, own ship information (information such as MMSI number of own ship 501 described later, own ship position, etc.) and reservation information for reserving the next slot (slot to be transmitted next time) 511B, 1 packet is transmitted. This radio wave W1 is received by the other ships 502 and 503.

  Next, the ship 502 avoids the time of the reservation slot 511B reserved by the ship 501 so as not to overlap, and transmits information as a slot 512A by the radio wave W2. In this slot 512A, own ship information (MMSI number of own ship 502 described later, own ship position, etc. information) and reservation information for reserving the next slot (slot to be transmitted next time) 512B, 1 packet is transmitted. This radio wave W2 is received by the other ships 501 and 503.

  Further, the ship 503 avoids both the reserved slot 511B reserved by the ship 501 and the reserved slot 512B reserved by the ship 502 so as not to overlap, and transmits information as a slot 513A using the radio wave W3. In this slot 513A, own ship information (MMSI number of own ship 503 to be described later, information on own ship position, etc.) and reservation information for reserving the next slot (slot to be transmitted next time) 513B, 1 packet is transmitted. This radio wave W3 is received by the other ships 501 and 502.

  A method of performing communication while avoiding overlapping slots by repeating such a procedure one after another is a protocol called SOTDMA (Self Organized TDMA).

  The digital selective calling (DSC) method, which is another communication method, is not shown, but the time is divided in the same manner as described above, and bursts (intermittently) within the time zone assigned to the own station. A simple information signal).

  Each slot divided into 2250 per minute is composed of 256 bits, of which 168 bits are used for information (data). Hereinafter, this information (data) is referred to as “AIS information”. The AIS information includes static information, dynamic information, navigation related information, and other information.

  The static information includes information such as an IMO number (international identification number for identifying a sending ship), an MMSI number, a ship name, a ship type, a hull length, and a hull width. Here, the MMSI number is an abbreviation of Maritime Mobile Services Identifiers, and is an individual identification number assigned by the ITU (International Telecommunication Union) to the radio station (maritime mobile radio station) of the sending ship. (E.g., an 8-digit numerical value), and the transmitting marine radio station is specified by the MMSI number. In Japan's radio law, it is called “number for identifying maritime mobile services”. Alternatively, it is also called “ocean mobile service identification symbol”. This MMSI number is also used for VHF radios of ship radio stations, GDMSS (Global Maritime Distress and Safety System) communication devices, and the like. Since there is only one radio station (maritime mobile radio station) installed on a ship, the MMSI number is identified by the MMSI number by identifying the ship-side ship radio station. A ship on which a mobile radio station is mounted is specified on a one-to-one basis.

  The dynamic information includes own ship position (latitude, longitude), world standard time, ground course, ground speed (moving speed), heading, turning rate, voyage status (navigation, berthing, etc.) Contains information. The navigation-related information includes information such as drafts, loads, and destinations. Other information is information such as safety-related messages.

  In addition, the update time of these pieces of information is every 6 minutes or when requested for static information. As for dynamic information, when the boat speed is 0-14 knots (about 0-26 km / hour), every 10 seconds, and when the boat speed is 14-23 knots (about 26-43 km / hour), it is 6 seconds. Every 2 seconds when the boat speed is 23 knots (about 43 km / hour) or more.

  In the AIS ship-side mounting device 201 shown in FIG. 3, the first GPS receiving unit 53 in the AIS transponder 56 detects the current time in the world standard time from the radio wave from the GPS artificial satellite captured by the GPS antenna A12. GPS artificial satellites are a plurality of artificial satellites existing on geostationary orbits around the earth, and transmit data relating to the three-dimensional position coordinates of the earth at the world standard time. Information on the current time in world standard time detected by the first GPS receiver 53 is sent to the AIS controller 52. The AIS control unit 52 uses the current time information of the world standard time as the time reference signal of the TDMA and the time of the world standard time of the dynamic information of the AIS information.

  In addition, the second GPS receiver 64 outside the AIS transponder 56 detects data related to the three-dimensional position coordinates of the earth from the radio wave from the GPS artificial satellite captured by the GPS antenna A13. Information on the data regarding the three-dimensional position coordinates of the earth detected by the second GPS receiver 64 is sent to the AIS controller 52. The AIS control unit 52 uses the information on the data regarding the three-dimensional position coordinates of the earth to determine the ship position (latitude, longitude) of the dynamic information of the AIS information, the ship's ground course, and the ship's ground speed (movement speed). ) Information.

  The gyrocompass 63 is a sensor that detects inertial force and angular velocity, and sends the detected inertial force and angular velocity to the AIS control unit 52. The AIS control unit 52 generates the heading and turning rate information of the dynamic information of the AIS information described above based on the inertial force and angular velocity data. The AIS control unit 52 detects the moving direction of the ship from the heading data and the above-described ground course data.

  The AIS receiving unit 51 includes two TDMA receiving units (for two channels) and one DSC receiving unit (for one channel). The AIS receiving unit 51 detects AIS information from VHF radio waves from other ships captured by the VHF antenna A11, and detects the MMSI number of the ship, the current position (latitude, longitude) of the ship, and the current of the ship. The moving direction, the current moving speed of the ship, etc. are detected. The AIS information detected by the AIS receiving unit 51 is sent to the AIS control unit 52.

  The AIS transmission unit 55 has two TDMA transmission units (for two channels) and one DSC transmission unit (for one channel). The AIS transmission unit 55 receives from the AIS control unit 52 an AIS including the MMSI number of the ship, the current position (latitude, longitude) of the ship, the current ground course of the ship, the current ground speed of the ship, and the like. Information is sent. The AIS transmission unit 55 outputs the AIS information by the TDMA system or the DSC system, the antenna switching unit 50 is switched to the transmission side, and is transmitted as radio waves from the VHF antenna A11 to other ships.

  With such a configuration and communication method, the ships equipped with the AIS ship-side mounting device 201 shown in FIG. 3 perform VHF wireless communication with each other, and for other ships, the MMSI number, ship name, own ship position (Latitude, longitude), moving direction, moving speed, etc. can be grasped at time intervals of several seconds to several minutes. Therefore, it is possible to sail safely even at night or in bad weather, even in areas with many islands.

  The AIS receiving device 2 in the ship monitoring system 101 shown in FIG. 1 includes only the receiving portion in the AIS ship-side mounting device 201 shown in FIG. That is, the AIS receiving device 2 includes a VHF antenna A1, GPS antennas A2 and A3, an AIS receiving unit 21, an AIS control unit 22, a first GPS receiving unit 23, and a second GPS receiving unit 24.

  Here, the VHF antenna A1 has the same configuration and operation as the VHF antenna A11 in FIG. The GPS antenna A2 has the same configuration and operation as the GPS antenna A12 in FIG. The GPS antenna A3 has the same configuration and operation as the GPS antenna A13 in FIG. In addition, the AIS receiving unit 21 has the same configuration and operation as the AIS receiving unit 51 in FIG. The first GPS receiver 23 has the same configuration and operation as the first GPS receiver 53 in FIG. The second GPS receiver 24 has the same configuration and operation as the second GPS receiver 64 in FIG. The AIS control unit 22 has substantially the same configuration and operation as the AIS control unit 52 in FIG. In the AIS ship-side mounting device 201 in FIG. 3, the AIS control unit 52 also receives signals from the operation unit 61 and outputs image signals to the display unit 62. However, the ship monitoring system in FIG. 101 is different in that the controller 1, which is another computer, receives signals from the operation unit 11 and outputs image signals to the display unit 12.

  Accordingly, in the AIS receiver 2 of the ship monitoring system 101, the first GPS receiver 23 detects the current time in the world standard time from the radio wave from the GPS artificial satellite captured by the GPS antenna A2. Information on the current time in world standard time detected by the first GPS receiver 23 is sent to the AIS controller 22. The AIS control unit 22 uses the current time information of the world standard time as the time reference signal of the TDMA and the time of the world standard time of the dynamic information of the AIS information.

  In addition, the second GPS receiving unit 24 detects data relating to the three-dimensional position coordinates of the earth from the radio wave from the GPS artificial satellite captured by the GPS antenna A3. Information on the data regarding the three-dimensional position coordinates of the earth detected by the second GPS receiver 24 is sent to the AIS controller 22. The AIS control unit 22 generates information on the position (latitude, longitude) of the land station of the land station where the AIS receiver 2 of the ship monitoring system 101 is installed, based on the data information on the earth three-dimensional position coordinates. Send to controller 1.

  The AIS receiving unit 21 includes two TDMA receiving units (for two channels) and one DSC receiving unit (for one channel). The AIS receiving unit 21 detects AIS information from the VHF radio wave from the ship captured by the VHF antenna A1, and detects the MMSI number of the ship, the current position (latitude and longitude) of the ship, and the current moving direction of the ship. , Detect the current moving speed of the ship. The AIS information detected by the AIS receiving unit 21 is sent to the AIS control unit 22. The AIS control unit 22 sends this AIS information to the controller 1. Here, the AIS receiving apparatus 2 corresponds to the AIS receiving means in the claims.

A ship monitoring system 101 shown in FIG. 1 is provided with a ship mast height database device 3. As shown in FIG. 1, the ship mast height database device 3 includes a mast data storage unit 31 and a data search unit 32. The mast data storage unit 31 is configured by a hard disk device or the like, and can store data. The mast data storage unit 31 includes K data sets (N ₁ , N ₂ ,... N _K ) of MMSI numbers and the total height of the ship specified by the MMSI numbers (the minimum height position and mast of the bottom of the ship). The height between the vertices (H ₀ in FIG. 5) K data sets (H ₀₁ , H ₀₂ ,... H _0K ) and the draft height (passenger or load) of the ship specified by the MMSI number The height between the minimum height position of the bottom surface of the ship when fully loaded with a maximum load of objects and the draft line where the sea surface is in contact with the ship's hull when fully loaded. the minimum height position 308 of the bottom of the ship, K pieces of waterline 307 refers to the maximum value of the height) between the (sea level line tangent to the tonnage). hereinafter,. the full level during draft high as d _max) Data sets (d _max1 , d _max2 ,... D _maxk ) are stored in association with each other. . Here, K is an integer of 1 or more. The data set in the mast data storage unit 31 is, for example, when the unit of the total height H _{0 of} the ship and the draft height d _max at full water is m.
“N ₁ ” → “H ₀₁ = 46.2”, “d _max1 = 9.1”
“N ₂ ” → “H ₀₂ = 39.5”, “d _max2 = 8.0”
...
“N _K ” → “H _0K = 61.7”, “d _maxK = 12.5”
It is like this. Here, the total ship height ₀ corresponds to the “mast height related value” in the claims. Further, d _max the draft height at full capacity also corresponds to the "mast height related value" in claims.

Among these data, the MMSI number, which is an international identification number for specifying a ship radio station, can be obtained from documents related to ship radio stations of the International Telecommunications Union (ITU). In addition, an IMO number that is an international identification number for identifying a ship can be obtained from ship-related materials of the International Maritime Organization (IMO). Further, the value of the total height H ₀ of the ship or the value of the draft height d _max at the time of full water can be obtained from various international ship related data. Then, by storing these as “table” data corresponding to each other, as described above, the data set of the MMSI number, the data set of the ship total height H ₀ , and the data of the full draft height d _max An “MMSI number-H ₀ -d _max data set” associated with the set can be created.

For example, first, an “MMSI number-ship total height H ₀ data set” in which a data set of MMSI numbers and a data set of ship total height H ₀ are associated is created. d _max data set associating the - create "MMSI number draft height d _max data set at full capacity", by combining these two data sets, a data set of MMSI number, data of the ship overall height H ₀ set and, may be to create a "MMSI number -H ₀ -d _max data set" that was associated with a data set of full capacity during the draft height d _max. Alternatively, an “MMSI number-H ₀ -d _max data set” may be created by interposing an IMO number in the middle. For example, first, an “IMO number-MMSI data set” in which an IMO number data set and an MMSI number data set are associated with each other is created, and an IMO number data set and a ship total height H ₀ data set are associated with each other. number - create a draft height d _max data set "when the full capacity - with creating a ship the total height H ₀ data set", and the data set of the IMO number, which filled with water during the draft height d _max "IMO number associated with a data set of By combining these three data sets, the data set of the MMSI number, the data set of the ship total height H ₀ , and the data set of the full draft height d _max are associated with each other by “MMSI number-H ₀ -d _A “ _max data set” may be created.

  Although the internal structure of the data search unit 32 is not shown, an input / output interface, a CPU (Central Processing Unit), a ROM (Read Only Memory), RAM (Random Access Memory). With such a configuration, the data search unit 32 constitutes a computer (electronic computer) as a whole.

  Of the above-described components of the data search unit 32, the input / output interface is a part to which a signal sent from the outside of the CPU to the CPU is input and a part for outputting a signal from the CPU to the outside. is there. The CPU is a part that performs various operations and program execution and sends control signals to the respective units for control. The ROM is a part that stores a control program for controlling the CPU, various data used by the CPU, and the like. A semiconductor memory or the like is used as the ROM. The RAM is a part for temporarily storing data or the like being calculated by the CPU. A semiconductor memory or the like is used as the RAM.

  When the MMSI number is input as a search input from the CPU (not shown) of the controller 1, the CPU (not shown) of the data search unit 32 reads the data from the data of the mast data storage unit 31. The mast height corresponding to the MMSI number is retrieved and output to the CPU (not shown) of the controller 1. Here, the ship mast height database device 3 corresponds to the ship mast height database means in the claims.

  In addition, a sea level output device 4 is provided in the ship monitoring system 101 shown in FIG. Although the internal structure of the sea level output device 4 is not shown, an input / output interface, a CPU (Central Processing Unit), a ROM (Read Only Memory), RAM (Random Access Memory). With such a configuration, the sea level output device 4 constitutes a computer (electronic computer) as a whole.

  Of the above-described components of the sea level height output device 4, the input / output interface is a part to which a signal sent to the CPU from the outside of the CPU is input, and for outputting a signal from the CPU to the outside Part. The CPU is a part that performs various operations and program execution and sends control signals to the respective units for control. The ROM is a part that stores a control program for controlling the CPU, various data used by the CPU, and the like. A semiconductor memory or the like is used as the ROM. The RAM is a part for temporarily storing data or the like being calculated by the CPU. A semiconductor memory or the like is used as the RAM.

  The CPU (not shown) of the sea surface height output device 4 is a sea surface height value in the vicinity of the aircraft entry / exit route of the airport monitored by the ship monitoring system 101 based on the gravitational force, wind, and atmospheric pressure of the sun and the moon. Is output to the CPU (not shown) of the controller 1 at predetermined time intervals. Here, the sea level height output device 4 corresponds to the sea level height output means in the claims.

  Next, the operation of the ship monitoring system 101 will be described with reference to FIGS. 1, 2, and 5. FIG. 2 is a plan view of the vicinity of the runway end of the airport as seen from above. In FIG. 2, reference numeral 302 is a runway, P1 is a coastal position at the end of the runway, 400 is a sea area, 401 to 403 are ships navigating in the vicinity, and 313R is a limit plane on the right side of the aircraft entry path. 313L indicates the limit plane on the left side of the aircraft advance entry route, and 301 indicates the aircraft that is approaching.

  The CPU (not shown) of the controller 1 of the ship monitoring system 101 is located at the location where the ship monitoring system 101 is installed (land area near the airport) based on the AIS information sent from the AIS receiver 2. For the ships 401 to 403 that navigate the sea area 400 in the vicinity of the ship, the MMSI number, the current position (latitude and longitude) of the ship, the current movement direction of the ship, and the current movement speeds V1 to V3 of the ship from a few seconds Detect at time intervals of a few minutes. These values are calculated using the own ship position (latitude, longitude), time in world standard time, ground course, ground speed (moving speed), heading, turn rate among the dynamic information of the AIS information described above. The Thereby, CPU (not shown) of the controller 1 of the ship monitoring system 101 can calculate the future position of each ship 401-403, for example, positions after 5 minutes, 10 minutes, etc. by prediction calculation. For example, in FIG. 2, the CPU (not shown) of the controller 1 of the ship monitoring system 101 detects that the ship 401 arrives at the position 401 a after 30 minutes, that is, directly below the aircraft entry / exit route.

Next, the CPU (not shown) of the controller 1 of the ship monitoring system 101 has already sent the contents of the AIS information received from the AIS receiving device 2 and is temporarily stored in the RAM (not shown) of the controller 1. The stored MMSI number (for example, “12345600”) of the ship 401 is read out. Next, the CPU (not shown) of the controller 1 of the ship monitoring system 101 inputs the MMSI number “12345600” to the CPU (not shown) of the mast data storage unit 31 of the ship mast height database device 3. The value of the ship total height H ₀ corresponding to the MMSI number “12345600” and the value of the full draft height d _max corresponding to this MMSI number “12345600” are selected from the data set stored in the mast data storage unit 31. Search. As a result, the CPU (not shown) of the mast data storage unit 31 of the ship mast height database device 3 performs a search from the data in the mast data storage unit 31, and the ship total height H corresponding to the MMSI number “12345600”. Search for a value of ₀ (for example, H ₀ = 54.5 meters) and a value of the _maximum draft height d _max (for example, d _max = 10.8 meters) corresponding to the MMSI number “12345600”. And output to the CPU (not shown) of the controller 1.

At this time, the CPU (not shown) of the controller 1 of the ship monitoring system 101 determines from the value of the ship total height H ₀ sent from the ship mast height database device 3 and the value of the draft water height d _max when full.

H ₀ −α × d _max (1)

Perform the operation. Then, the value obtained by the calculation of the above formula (1) is adopted as the mast height. That is, the result of the above equation (1) is used as the value of H shown in FIG. This also means that α × d _max in the above equation (1) is used as the value of the draft height d shown in FIG. In the above formula (1), α is a correction coefficient, and an appropriate numerical value in the range of 0.1 to 1.0 is used.

The reason why the correction coefficient α is used as described above will be described below. As described above, the data stored in the mast data storage unit 31 is the value of the ship total height H ₀ shown in FIG. 5 and the draft height d _max when full. However, ships are often not fully loaded. When the ship is not fully loaded, the value d in FIG. 5 is smaller than the value of the full draft height d _max . On the other hand, the value of the ship height H ₀ shown in FIG. 5 is a constant value regardless of the loading state of the ship. Therefore, as the mast height (H in FIG. 5) for determining whether or not the mast apex of the ship approaches the lower limit plane of the aircraft advancement entrance near the aircraft advancement entrance at the airport, the ship overall height H _If a value obtained by subtracting the draft height d _max when full load from ₀ (= H ₀ −d _max ) is used, a value lower than the mast height (H in FIG. 5) in the actual ship situation will be adopted. ,Not appropriate. Therefore, the full draft height d _max is multiplied by a correction coefficient smaller than 1.0 to approximate the actual draft height d, and the mast height (H in FIG. 5) closer to reality is obtained. It is. The value range 0.1 to 1.0 of the correction coefficient α is considered to be appropriate to this level from the specifications of the ship and the current state of the ship's operation. When the correction coefficient α = 0.1, for example, it is considered that the load weight of the ship is the minimum state (empty state in the case of cargo).

In the calculation of the above equation (1), the correction coefficient α may be always set to α = 0.1. In this way, the smallest draft height d shown in FIG. 5 is 0.1 × d _max, and the mast apex of the ship is near the aircraft advancement route at the airport. As the mast height H used to determine whether or not the lower limit surface is approached, the highest value (the safest side) can be used.

  As described above, the static information of the AIS information described above includes draft information. However, the draft value is calculated from GPS satellites such as the ship position (latitude, longitude), time in world standard time, ground course, ground speed (moving speed), heading, turning rate, etc. in the dynamic information. It is a value that each ship that transmits AIS information must input independently, not information that is automatically calculated and transmitted by the AIS ship-side on-board device 201 of each ship using data, It is considered that there is a high degree of uncertainty about whether it is transmitted or its value is accurate. For this reason, in the present invention, the draft information of the static information of the AIS information is not used.

  Next, the CPU (not shown) of the controller 1 of the ship monitoring system 101 has already sent the calculation result from the sea level output device 4 and temporarily stores it in the RAM (not shown) of the controller 1. The height value of the sea level S (see FIG. 5) of the sea area 400 is read out. As a result, if the current sea level is at S1 (see FIG. 5) and is higher by Δh than in the case of S, the mast vertex 306 is further increased by Δh even if the mast height is H in FIG. This means that the mast apex 306 is further closer to the aircraft entry entry lower limit surface 303, which is more dangerous.

  The aircraft advance entry lower limit surface 303 is a virtual slope that rises from the coast position P1 at the end of the runway 302 to the outside of the aircraft advance entry, and the slope rate of the slope is, for example, 2. A value of 85% is used. This gradient of 2.85% is a value defined in the safety standards of the International Civil Aviation Organization (ICAO), which is an organization of the United Nations. Since the coast position P1 is a point on land, and is an immobile position unlike the sea surface, the three-dimensional coordinates of each position of the aircraft entry and exit lower limit surface 303 are also immovable. If the position of P1 is known, the calculation is performed. It can be calculated. The three-dimensional coordinates of each position of the aircraft advance entry lower limit surface 303 are calculated in advance and stored in the RAM (not shown) or the ROM (not shown) of the controller 1 of the ship monitoring system 101.

  Next, the CPU (not shown) of the controller 1 of the ship monitoring system 101 determines the position in the height direction of the mast vertex 306 (see FIG. 5) of this ship at the future position 401a in FIG. ) And the current height of the sea level S from the sea level output device 4 is obtained by calculation.

  Then, the CPU (not shown) of the controller 1 of the ship monitoring system 101 reads from the RAM the height of the aircraft advance entry lower limit surface 303 directly above the mast 305 of this ship at the future position 401a in FIG. Compare the two.

  As a result, if the position of the mast vertex 306 is higher than the aircraft advance entry lower limit surface 303, the mast apex 306 protrudes upward through the aircraft advance entry lower limit surface 303 at the future position 401a. It will be. In such a case, the CPU (not shown) of the controller 1 sends an image signal to the display unit 12, displays the danger on the screen, and notifies the operator of the ship monitoring system 101. The operator of the ship monitoring system 101 notifies the ship side of the danger through another communication line or the like, issues a command to change the course of the ship 401, does not allow the take-off and landing of the related aircraft 301, etc. Take measures.

  As a result of the above comparison, when the position of the mast vertex 306 is below the aircraft advance entry lower limit surface 303 but approaches, the CPU (not shown) of the controller 1 displays the display unit 12. It is also possible to send an image signal to display on the screen that the mast apex 306 is approaching the aircraft advance entry lower limit surface 303 and notify the operator of the ship monitoring system 101. The operator of the ship monitoring system 101 notifies the ship side, the related aircraft side, and the like that the mast apex 306 is approaching the aircraft entry / entry lower limit surface 303 by another communication line or the like.

  In the above, the CPU (not shown) of the controller 1 of the ship monitoring system 101 corresponds to the determining means in the claims.

  In addition, this invention is not limited to an above-described Example. The above-described embodiment is an exemplification, and any device having substantially the same configuration as the technical idea described in the claims of the present invention and having the same function and effect can be used. It is included in the technical scope of the present invention.

  The sea level output means is not limited to the one that outputs the value of the sea level by calculation, but other configurations, for example, a device that measures the sea level in the sea area near the aircraft entry, for example, a tide gauge Alternatively, a tide gauge or the like may be installed to measure the sea level value and output this value to the discriminating means (CPU (not shown in the controller 1 of the ship monitoring system 101)). In this case, the tide gauge, the tide gauge, etc. correspond to the sea level measurement means in the claims.

  Further, unlike the above-described embodiment, it may be a ship monitoring system having an AIS receiver having a configuration in which the GPS antenna A3 and the second GPS receiver 24 are not provided. In this case, the first GPS receiving unit 23 detects data relating to the earth's three-dimensional position coordinates from the radio wave from the GPS artificial satellite captured by the GPS antenna A2, and this information is obtained based on the data relating to the earth's three-dimensional position coordinates. Information on the position (latitude, longitude) of the land station where the AIS receiver of the ship monitoring system is installed is generated and sent to the controller 1. In addition, information on the position (latitude, longitude) of the land station where the AIS receiver of the ship monitoring system is installed is detected by another GPS receiver or the like when the AIS receiver is installed, (Latitude, longitude) data may be stored in a ROM or the like in the controller 1 and used as appropriate.

  Unlike the above embodiment, the controller 1, the ship mast height database device 3, the sea level height output device 4, the operation unit 11 and the display unit 12 in FIG. You may comprise as a computer or a work station. In that case, the CPU of the controller 1 fulfills the function of the CPU of the data search unit 32 in the ship mast height database device 3 in the above embodiment. The CPU of the controller 1 also functions as the CPU of the sea level output device 4 in the above embodiment. In this case, the mast data storage unit 31 in the ship mast height database device 3 in the above embodiment is a storage device (for example, a hard disk device) in the controller 1.

  Further, unlike the above embodiment, the ship monitoring system 101 includes an external city output terminal 13 and outputs from the controller 1 to an external device such as a communication line to a ship, an air traffic control device at an airport, or a control to a ship. You may comprise so that it can output to an apparatus etc.

  Further, unlike the above embodiment, the mast data storage unit 31 may store and store the value obtained by the calculation of the above equation (1) as the mast height H in correspondence with the MMSI number. . In this case, the position in the height direction of the ship's mast vertex 306 (see FIG. 5) at the future position 401a in FIG. 2 is the mast height H (the above formula (1 ) And the current height of the sea level S from the sea level output device 4. Then, the CPU (not shown) of the controller 1 of the ship monitoring system 101 reads from the RAM the height of the aircraft advance entry lower limit surface 303 directly above the mast 305 of this ship at the future position 401a in FIG. By comparing the two, it is determined whether or not the mast apex 306 of the ship approaches the aircraft entry / entry lower limit surface. In this method, the value of the mast height H calculated by the calculation of the above formula (1) and stored in the mast data storage unit 31 corresponds to the “mast height related value” in the claims. .

Alternatively, in the ship monitoring method in the vicinity of the aircraft advancing entry route, the value of the mast height H stored and stored in the mast data storage unit 31 in correspondence with the MMSI number is calculated by the following equation (2). It may be adopted.

H ₀ −0.1 × d _max (2)

In other words, in this method, by adopting the smallest value of 0.1 × d _max as the draft height d shown in FIG. 5, the mast apex of the ship is near the aircraft advancement entrance at the airport. The highest value can be used as the mast height H used for determining whether or not the limit surface is approached, and the safest determination can be made. In this method, the value of the mast height H calculated by the calculation of the above formula (2) and stored in the mast data storage unit 31 corresponds to the “mast height related value” in the claims. .

Further, as a ship monitoring system or ship monitoring method in the vicinity of an aircraft entry / entry other than the above-described method, the CPU (not shown) of the controller 1 of the ship monitoring system 101 is sent from the ship mast height database device 3. From the value of the ship total height H ₀ which is a mast height related value and the value of the draft height d _max at full water,

β × (H ₀ −d _max ) (3)

The value obtained by the above equation (3) is adopted as the mast height (value corresponding to H in FIG. 5), and the ship mast apex 306 You may make it discriminate | determine whether it approaches. In this case, the coefficient β (hereinafter referred to as “additional coefficient”) is the same as the correction coefficient α described above, is the ship's mast apex approaching the aircraft entry entrance lower limit surface near the aircraft entry entrance? As a mast height (a value corresponding to H in FIG. 5) when trying to determine whether or not, a value obtained by simply subtracting the draft height d _max at full load from the ship total height H ₀ (= H ₀ −d _max ). If used, a value lower than the mast height in the actual ship situation (H in FIG. 5) will be adopted, and a coefficient for multiplying the mast height by multiplication because it is not appropriate An appropriate numerical value in the range of 1.01 to 2.0 is used. The value range 1.01 to 2.0 of the extra coefficient β is considered to be appropriate to this level from the specifications of the ship, the current state of ship operation, and the like.

  Further, the mast data storage unit 31 may store and store the value obtained by the calculation of the above equation (3) as the mast height H in association with the MMSI number. In this case, the position in the height direction of the mast vertex 306 (see FIG. 5) of this ship at the future position 401a in FIG. 2 is the mast height H (the above formula (3 ) And the current height of the sea level S from the sea level output device 4. Then, the CPU (not shown) of the controller 1 of the ship monitoring system 101 reads from the RAM the height of the aircraft advance entry lower limit surface 303 directly above the mast 305 of this ship at the future position 401a in FIG. By comparing the two, it is determined whether or not the mast apex 306 of the ship approaches the aircraft entry / entry lower limit surface. In this method, the value of the mast height H calculated by the calculation of the above equation (3) and stored in the mast data storage unit 31 corresponds to the “mast height related value” in the claims. .

  The present invention can be manufactured in the manufacturing industry of electronic equipment, communication equipment, and the like that manufacture ship monitoring devices and ship control devices, and can be used in these industries.

It is a block diagram which shows the structure of the ship monitoring system which is 1st Example of this invention. It is a figure explaining the effect | action of the ship monitoring system which is 1st Example of this invention. It is a block diagram which shows the structure of the AIS ship side mounting apparatus used for ship automatic identification system AIS. It is a figure explaining the communication system TDMA in the ship side mounting apparatus of the ship automatic identification system AIS. It is a figure explaining the problem in the airport facing the sea.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Controller 2 AIS receiver 3 Ship mast height database apparatus 4 Sea surface height output device 11 Operation part 12 Display part 13 External output terminal 21 AIS receiver 22 AIS control part 23 1st GPS receiving part 24 2nd GPS receiving part 31 Mast data Storage unit 32 Data search unit 50 Antenna switching unit 51 AIS reception unit 52 AIS control unit 53 First GPS reception unit 55 AIS transmission unit 56 AIS transponder 61 Operation unit 62 Display unit 63 Gyrocompass 64 Second GPS reception unit 101 Ship monitoring system 201 AIS Ship-side mounting device 301 Aircraft 302 Runway 303 Aircraft advancement entry lower limit surface 304 Ship 305 Mast 306 Mast apex 307 Water line 308 Ship lowest position 313L, 313R Aircraft advancement entrance side limit surface 400 Sea area 401 Ship 401a Ship predicted positions 402, 403 Ships 501 to 503 Ships 511A to 513B Slot A1 VHF antenna A2, A3 GPS antenna A11 VHF antenna A12, A13 GPS antenna H Mast height H ₀ Ship total height Δh Sea level height displacement P1 Coastal location at the end of runway S Sea level S1 Rising sea level T AIS transponder V1 to V3 Ship moving speed W1 to W3 Radio wave

Claims (6)

A ship monitoring system installed in the land area near the airport where the aircraft entry and exit route is a sea area,
A TIS (Time Division Multiple Access) system or DSC (Radio Frequency Division) from the AIS ship-side equipment mounted on the ship with specifications conforming to the international standard of the ship automatic identification system AIS established by the International Maritime Organization IMO. MMSI number, which is information transmitted by the digital selective calling) method, which is a number for identifying the transmitting ship radio station, the current position of the transmitting ship, the current moving direction of the transmitting ship, and the transmitting ship AIS receiving means for receiving AIS information including the current moving speed of
A mast data storage unit comprising an electronic computer and storing a data set of the MMSI number and a data set of a mast height related value related to the mast height of the ship specified by the MMSI number; Ship mast height database means having a data search unit for searching and outputting a corresponding mast height related value from the mast data storage unit when the MMSI number is input as an input for
Sea level output means for outputting the value of the sea level near the aircraft entry into the airport based on calculation or measurement;
It has a discrimination means consisting of an electronic computer,
The determination means inputs the MMSI number included in the AIS information received from radio waves from a ship existing in a sea area near an aircraft advancing entry route of an airport to the ship mast height database means as the search input, From the mast height-related value retrieved and output by the ship mast height database means and the sea surface height near the aircraft advancing entry route, the position of the top of the ship's mast is calculated, and the current position of the ship The aircraft's future entry position is a virtual slope that predicts and calculates the future position of the ship from the travel direction and speed, and rises outward from the coastal position at the end of the airport runway. A ship monitoring system near an aircraft entry / exit, characterized by determining whether the top of any ship's mast approaches the lower limit surface. In the ship monitoring system near the aircraft advancing entry route according to claim 1,
The sea level height output means comprises an electronic computer, and calculates the value of the sea level height near the aircraft advancing entry path based on the gravitational force, wind, and atmospheric pressure of the sun and the moon. Nearby ship monitoring system. In the ship monitoring system near the aircraft advancing entry route according to claim 1,
The ship surface monitoring system near an aircraft entry / entry, wherein the sea level height output means includes sea level height measuring means installed in a sea area near the aircraft entry / entry route to measure a value of the sea level. In the ship monitoring system near the aircraft advancing entry route according to claim 1,
In the mast data storage unit, as a value related to the mast height of the ship, the value of the ship total height H ₀ which is the height between the lowest height position of the bottom of the ship and the mast apex, and the passenger or the load are stored. The full height draft height d _max , which is the height between the minimum height position of the bottom surface of the ship in the fully loaded state that is fully loaded and the water line that is the line where the sea surface in full load is in contact with the ship's _flank . The value is stored,
When determining whether or not the top of any ship's mast approaches the aircraft entry / entrance lower limit surface, the determination means searches and outputs the full-load draft height that the ship mast height database means searches for. A value (H ₀ −α × d _max ) obtained by subtracting a value obtained by multiplying the depth d _max by a correction coefficient α, which is an appropriate value in the range of 0.1 to 1.0, from the total ship height H ₀ is the mast height of the ship. The ship monitoring system near the aircraft entry / entry is calculated by calculating the position of the top of the ship's mast from the sea level near the aircraft entry / entry. In the ship monitoring system near the aircraft advancing entry route according to claim 1,
The mast data storage section includes a space between a minimum height position of the bottom surface of the ship when fully loaded with passengers or loads and a water line where the sea surface is in contact with the ship's hull when fully loaded. The value obtained by multiplying the full draft draft height d _max , which is the height of the ship, by a correction coefficient α, which is an appropriate value in the range of 0.1 to 1.0, is the difference between the minimum height position of the bottom of the ship and the top of the mast. A value (H ₀ −α × d _max ) subtracted from the ship total height H _0, which is the height between them, is stored as the mast height H of the ship among the mast height related values of the ship. A ship monitoring system near the aircraft entry / exit route. A ship monitoring method installed in the land area in the vicinity of an airport where the aircraft entry and exit route is a sea area,
A TIS (Time Division Multiple Access) system or DSC (Radio Frequency Division) from the AIS ship-side equipment mounted on the ship with specifications conforming to the international standard of the ship automatic identification system AIS established by the International Maritime Organization IMO. MMSI number, which is information transmitted by the digital selective calling) method, which is a number for identifying the transmitting ship radio station, the current position of the transmitting ship, the current moving direction of the transmitting ship, and the transmitting ship AIS receiving means for receiving AIS information including the current moving speed of
A mast data storage unit comprising a computer and storing the MMSI number data set and the mast height related value data set associated with the mast height of the ship specified by the MMSI number in association with each other; Ship mast height database means having a data search unit for searching and outputting a corresponding mast height related value from the mast data storage unit when the MMSI number is input as a search input;
Sea level output means for outputting the value of the sea level near the aircraft entry into the airport based on calculation or measurement;
Using a discrimination means consisting of an electronic computer,
The determination means inputs the MMSI number included in the AIS information received from radio waves from a ship existing in a sea area near an aircraft advancing entry route of an airport to the ship mast height database means as the search input, From the mast height-related value retrieved and output by the ship mast height database means and the sea surface height near the aircraft advancing entry route, the position of the top of the ship's mast is calculated, and the current position of the ship The aircraft's future entry position is a virtual slope that predicts and calculates the future position of the ship from the travel direction and speed, and rises outward from the coastal position at the end of the airport runway. A ship monitoring method in the vicinity of an aircraft entry and exit path, wherein it is determined whether or not the top of any ship's mast approaches the lower limit surface.

Images