JP2021160427A - Anchor dragging risk evaluation program, anchor dragging risk evaluation system, and anchor dragging risk avoidance system - Google Patents

Abstract

To provide an anchor dragging risk evaluation program, etc. for accurately evaluating an anchor dragging risk by accurately estimating a hull motion of a ship anchoring in stormy weather before anchoring and during anchoring.SOLUTION: A computer 10 is caused to execute: a data acquisition step S1 for acquiring ship data, drive means data, anchor/anchor chain data, meteorological/oceanographic data, anchorage data related to anchoring; an external force estimation step S2 for estimating external force applied to the hull by using the ship data and the meteorological/oceanographic data; a drive force estimation step S3 for estimating the drive force of the hull by using the ship data and the drive means data; an anchor chain tensile force estimation step S4 for estimating anchor chain tensile force of anchoring means by using the anchor/anchor chain data, the anchorage data, and a posture and a track of the hull in a previous time step; a posture/track calculation step S6 for calculating the posture and the track of the hull by applying the external force, the drive force, and the anchor chain tensile force to an equation of motion; and an output step S11 for outputting the calculated posture and track.SELECTED DRAWING: Figure 1

Description

The present invention relates to an anchoring risk evaluation program and an anchoring risk evaluation system used for evaluating the anchoring risk of a ship at anchoring, and an anchoring risk avoidance system used for avoiding anchoring.

Some vessels anchor in the harbor to ensure safety in stormy weather such as typhoons. At this time, it is common for the ship to drop the anchor and berth with the bow facing the wave side. Shipping companies that operate ocean-going vessels have manuals on the selection of anchoring sites and anchoring methods (type of anchoring, extension length of anchor chain). On the other hand, shipping companies that operate coastal vessels are left to the captain's judgment regarding the selection of anchoring sites and anchoring methods. Most of the usual anchoring is done for waiting until entering the port and berthing, and there are few opportunities to anchor in stormy weather such as typhoons, so the captain of the coastal vessel will anchor according to the weather and sea conditions forecast based on experience. It is often difficult to properly determine the location and anchoring method.

Here, Patent Document 1 describes the seabed soil detector, the feeding anchor chain length detector, the anchor chain angle detector, the anchor chain tension detector, the wind direction and wind velocity detector, the tidal current detector, and these detectors. The maximum holding force between the anchor and the anchor chain and the external force acting on the hull are calculated in response to the detection signal of, and the vertical and horizontal anchor control propulsion force required to keep the anchor chain tension below the maximum holding force is calculated. , An automatic anchor control device including a control device for outputting a control signal corresponding to an anchor control propulsive force to a main engine control means, a turning device control means, or a water control means is disclosed.
Further, in Patent Document 2, the horizontal distance from the own ship to the anchor is calculated from the anchor chain categorization obtained by the anchor chain categorization theoretical formula using the anchor chain tension and the water depth, and the feeding anchor chain length, and the current self from the anchoring position. The horizontal distance to the ship position is calculated by integrating the speed or acceleration of the ship from the anchor to the present, and the horizontal distance from the ship to the anchor and the anchor position to the current position of the ship are reached. An anchoring detection method for detecting an anchor by comparing it with a horizontal distance is disclosed.
Further, Patent Document 3 describes a radar signal input means for obtaining the position and length of a ship from a radar signal and assigning and storing an identification number corresponding to the ship, and an occupation corresponding to the identification number of the ship input from the outside. Processing condition setting means for obtaining processing conditions such as area and range, and between ships from the position, length and center position of the occupied area, between the center positions of the occupied area, and between the center positions of the ship and the occupied area. Using the feature that the relationship between each distance and the length of the ship is determined, a non-dimensional quantity is introduced to calculate the relational values on the ratio scale, and whether or not each relational value is within the range is determined. Danger monitoring for determination A danger monitoring device such as an anchor having a determination means and an operation alarm output means for outputting an alarm according to the determination result is disclosed.

Japanese Unexamined Patent Publication No. 61-64598 Japanese Unexamined Patent Publication No. 61-66968 Japanese Unexamined Patent Publication No. 61-112982

Patent Documents 1 to 3 do not use the hull attitude and track predicted in the future for the evaluation of anchoring risk, and it cannot be said that the evaluation accuracy of anchoring risk is sufficient. In addition, it mainly monitors anchoring during anchoring, and does not evaluate the risk of anchoring in stormy weather at the candidate anchoring site in advance.
Therefore, the present invention is an anchoring risk assessment program and an anchoring risk assessment system capable of accurately estimating and avoiding anchoring risk by estimating the hull movement of a vessel anchored in stormy weather before and during anchoring with high accuracy. , And an anchoring risk avoidance system.

The anchoring risk evaluation program corresponding to claim 1 is a program used for evaluating the anchoring risk of a ship when it is anchored, and the ship data, the driving means data of the ship, and the anchor / anchor chain of the ship are stored in a computer. Data acquisition step to acquire data, weather / sea condition data, and anchorage data related to anchoring, external force estimation step to estimate the external force acting on the hull of the ship using ship data and weather / sea condition data, and the driving force of the hull. Using the driving force estimation step that estimates using ship data and drive means data, and the anchor chain tension of the anchor means of the ship using anchor / anchor chain data, anchorage data, and the attitude and track of the hull in the previous time step. To execute the estimated anchor chain tension estimation step, the attitude / track calculation step to calculate the hull attitude and track by applying the external force, driving force and anchor chain tension to the motion equation, and the output step to output the calculated attitude and track. It is characterized by.
According to the first aspect of the present invention, the attitude of the ship anchored in stormy weather before and during anchoring and the hull motion such as the track are estimated with high accuracy and the anchoring risk is evaluated accurately by using a computer. It becomes possible to do.

According to the second aspect of the present invention, the limit anchoring force estimation step for estimating the limit anchoring force using the anchor / anchor chain data and the anchorage data of the ship, and the anchor chain tension estimated by the limit anchoring force and the anchor chain tension estimation step. It is characterized in that the anchoring risk evaluation step for evaluating the anchoring risk of the ship is further executed in comparison with the above, and the evaluation result of the anchoring risk is output in the output step.
According to the second aspect of the present invention, by evaluating the anchoring risk based on the critical anchoring force and the anchor chain tension, it is possible to improve the prediction accuracy of the anchoring risk at the preliminary evaluation stage of the anchorage candidate site. In addition, it is possible to accurately determine the necessity of measures to avoid anchoring during anchoring.

The present invention according to claim 3 is characterized in that the external force estimated in the external force estimation step is a steering fluid force, a wind pressure, and a wave drifting force.
According to the third aspect of the present invention, the external force acting on the hull can be estimated to more accurately estimate the anchoring risk.

請求項４に記載の本発明によれば、船体の姿勢と航跡を数式に基づいて精度よく算出することができる。 The present invention according to claim 4 is characterized in that the equation 1 is used as the equation of motion of the attitude / track calculation step, and the calculation is performed based on the ship data.

According to the fourth aspect of the present invention, the attitude and wake of the hull can be accurately calculated based on a mathematical formula.

According to the fifth aspect of the present invention, after the attitude / track calculation step, a swing motion determination step for determining whether the ship has reached a steady swing motion is further executed to obtain a steady swing motion. If it has not been reached, the external force estimation step, the driving force estimation step, the anchor chain tension estimation step, and the attitude / track calculation step are repeated.
According to the fifth aspect of the present invention, it is possible to accurately evaluate the anchoring risk by determining the swinging motion as the hull motion due to the external force.

The present invention according to claim 6 is characterized by including AIS (Automatic Identification System) data as ship data.
According to the sixth aspect of the present invention, the position / orientation data of the own ship acquired by AIS can be included in the ship data and used for the evaluation of anchoring risk.

The present invention according to claim 7 is characterized in that the extension length of the anchor chain in the winch is included as the anchor / anchor chain data.
According to the seventh aspect of the present invention, the extension length of the anchor chain when the anchoring is planned or anchored is included in the anchor / anchor chain data and can be used for the evaluation of the anchoring risk.

The present invention according to claim 8 is characterized in that the anchorage data includes the water depth measured by a bathymetry machine.
According to the eighth aspect of the present invention, the water depth measured by the sounder can be included in the anchorage data, and the measured water depth can be used for the evaluation of the anchoring risk to improve the evaluation accuracy.

The present invention according to claim 9 determines at least one of the steering amount of the rudder of the ship, the driving amount of the driving means, and the extension amount of the anchor chain in order to avoid the anchoring risk evaluated in the anchoring risk evaluation step. The operation amount calculation step to be calculated is further executed, and at least one of the steering amount of the rudder, the drive amount of the drive means, and the extension amount of the anchor chain is output in the output step.
According to the ninth aspect of the present invention, the captain and the like avoid the anchoring risk by operating the rudder, the driving means, and the winch based on the output steering amount, driving amount, and extension amount. can do.

The anchoring risk evaluation system according to the present invention according to claim 10 is a system for evaluating the anchoring risk at the time of anchoring of a ship, such as ship data of a ship, data of a driving means of a ship, and anchoring of a ship. Data input means for inputting anchor chain data, weather / sea condition data, and anchorage data related to anchoring, external force estimation means for estimating the external force acting on the hull of a ship using ship data and weather / sea condition data, and driving force of the hull. An anchor chain tension estimation means that estimates the anchor chain tension of the anchor means of the ship using anchor / anchor chain data, anchorage data, and the attitude and track of the hull. It is also characterized by having an attitude / track calculation means for calculating the attitude and track of the hull by applying external force, driving force and anchor chain tension to the motion equation, and an output means for outputting the calculated attitude and track.
According to the tenth aspect of the present invention, it is possible to accurately estimate the hull motion such as the attitude and track of a ship anchored in stormy weather before and during anchoring and to accurately evaluate the anchoring risk. Become.

According to the eleventh aspect of the present invention, the limit anchoring force estimating means for estimating the limit anchoring force using the anchor / anchor chain data and the anchorage data of the ship, and the anchor chain tension estimated by the limit anchoring force and the anchor chain tension estimating means. It is further provided with an anchoring risk assessment means for evaluating the anchoring risk of a ship in comparison with the above, and is characterized in that the evaluation result of the anchoring risk is output by the output means.
According to the eleventh aspect of the present invention, by evaluating the anchoring risk based on the critical anchoring force and the anchor chain tension, it is possible to improve the prediction accuracy of the anchoring risk at the preliminary evaluation stage of the anchorage candidate site. In addition, it is possible to accurately determine the necessity of measures to avoid anchoring during anchoring.

The present invention according to claim 12 is characterized in that an external force estimation means, a driving force estimation means, an anchor chain tension estimation means, and a posture / track calculation means are configured by a computer.
According to the twelfth aspect of the present invention, by providing the computer with the functions of each means, it is possible to shorten the time required for evaluation and to reduce the required installation space.

The present invention according to claim 13 is characterized in that the ship is equipped with an AIS (Automatic Identification System) and includes AIS data as ship data.
According to the thirteenth aspect of the present invention, the position / orientation data of the own ship acquired by AIS can be included in the ship data and used for the evaluation of the anchoring risk.

The invention according to claim 14 is characterized in that the ship has a winch in which the extension length of the anchor chain can be measured.
According to the 14th aspect of the present invention, when the anchoring is planned in advance or the anchoring is carried out, the measured extension length of the anchor chain is included in the anchor / anchor chain data and used for the evaluation of the anchoring risk. Can be done.

The present invention according to claim 15 is characterized in that the ship has a bathymetric device for measuring the water depth.
According to the fifteenth aspect of the present invention, the water depth measured by the sounder can be included in the anchorage data, and the measured water depth can be used for the evaluation of the anchoring risk to improve the evaluation accuracy.

The present invention according to claim 16 is further provided with a display means for displaying at least one of the calculated attitude and track output by the output means or the evaluation result of the anchoring risk.
According to the 16th aspect of the present invention, the captain or the like can easily and accurately grasp the expected attitude of the hull and the evaluation result of the track and the anchoring risk and utilize it for avoiding the anchoring risk. can.

In the anchoring risk avoidance system corresponding to claim 17, in order to avoid the anchoring risk evaluated by the anchoring risk evaluation system, the steering amount of the steering wheel of the ship, the driving amount of the driving means, and the extension of the anchor chain It is characterized by having an information transmission means for transmitting at least one piece of information.
According to the 17th aspect of the present invention, the captain and the like operate the rudder, the driving means, and the winch based on the output steering amount, the driving amount, and the extension amount of the anchor chain for avoiding the anchor. By doing so, the risk of anchoring can be avoided.

In the anchoring risk avoidance system corresponding to claim 18, in order to avoid the anchoring risk evaluated by the anchoring risk evaluation system, the steering amount of the steering wheel of the ship, the driving amount of the driving means, and the extension of the anchor chain It is characterized by having an operating means for manipulating at least one of the quantities.
According to the eighteenth aspect of the present invention, an operation for avoiding the anchoring risk can be automatically performed.

According to the anchoring risk assessment program of the present invention, the anchoring risk is evaluated accurately by estimating the hull motion such as the attitude and track of the vessel anchored in stormy weather before and during anchoring with high accuracy using a computer. It becomes possible to do.

In addition, the limit anchoring force estimation step that estimates the limit anchoring force using the anchor / anchor chain data and anchorage data of the ship is compared with the anchor chain tension estimated in the limit anchoring force and the anchor chain tension estimation step of the ship. When the anchoring risk evaluation step for evaluating the anchoring risk is further executed and the evaluation result of the anchoring risk is output in the output step, the anchoring risk is evaluated based on the critical anchoring force and the anchor chain tension. At the preliminary evaluation stage of the candidate anchorage site, the accuracy of predicting the anchoring risk can be improved, and during the anchoring, it is possible to accurately judge the necessity of measures to avoid anchoring.

Further, when the external force estimated in the external force estimation step is the maneuvering fluid force, the wind pressure, and the wave drifting force, the external force acting on the hull can be estimated, and the anchoring risk can be estimated more accurately.

Further, when the equation 1 is used as the equation of motion of the attitude / track calculation step and the calculation is performed based on the ship data, the attitude and the track of the hull can be calculated accurately based on the mathematical expression.

In addition, after the attitude / track calculation step, a swing motion determination step for determining whether the ship has reached a steady swing motion is further executed, and if the ship has not reached a steady swing motion, an external force is applied. When the estimation step, the driving force estimation step, the anchor chain tension estimation step, and the attitude / track calculation step are repeated, it is possible to accurately evaluate the anchoring risk by determining the swing motion as the hull motion due to the external force. It becomes.

When AIS (Automatic Identification System) data is included as ship data, the position / orientation data of the own ship acquired by AIS can be included in the ship data and used for evaluation of anchoring risk.

In addition, if the anchor / anchor chain data includes the extension length of the anchor chain in the winch, the anchor chain extension length when the anchor is planned or anchored is included in the anchor / anchor chain data to evaluate the anchoring risk. Can be used for.

When the anchorage data includes the water depth measured by the bathymetry device, the water depth measured by the bathymetry device can be included in the anchorage data, and the measured water depth can be used for the evaluation of the anchorage risk to improve the evaluation accuracy.

Further, in order to avoid the anchoring risk evaluated in the anchoring risk evaluation step, an operation amount calculation step for calculating at least one of the steering amount of the rudder of the ship, the driving amount of the driving means, and the extension amount of the anchor chain is performed. If at least one of the steering amount of the rudder, the driving amount of the driving means, and the extension amount of the anchor chain is output in the output step, the captain or the like may output the steering amount, the driving amount, and the extension. By manipulating the rudder, drive means, and winch based on the output, the anchoring risk can be avoided.

Further, according to the anchoring risk assessment system of the present invention, it is possible to accurately estimate the anchoring risk by estimating the hull motion such as the attitude and track of the vessel anchored in stormy weather before and during anchoring. It will be possible.

In addition, the limit anchoring force estimating means for estimating the limit anchoring force using the anchor / anchor chain data and the anchorage data of the ship is compared with the anchor chain tension estimated by the limit anchoring force and the anchor chain tension estimating means for the ship. Anchor risk evaluation means for evaluating anchoring risk is further provided, and when the evaluation result of anchoring risk is output by the output means, the anchoring risk is evaluated based on the critical anchoring force and the anchor chain tension. At the preliminary evaluation stage of the candidate site, it is possible to improve the prediction accuracy of anchoring risk, and during anchoring, it is possible to accurately judge the necessity of measures to avoid anchoring.

In addition, when the external force estimation means, the driving force estimation means, the anchor chain tension estimation means, and the attitude / track calculation means are configured by a computer, the time required for the evaluation can be reduced by giving the computer the function of each means. It can be shortened and the required installation space can be made compact.

In addition, if the ship is equipped with an AIS (Automatic Identification System) and includes AIS data as ship data, the position and orientation data of the own ship acquired by AIS will be included in the ship data and used for evaluation of anchoring risk. can do.

In addition, if the vessel has a winch with a measurable anchor chain extension length, the measured anchor chain extension length is included in the anchor / anchor chain data when the anchor is planned in advance or the anchor is anchored. It can be used to evaluate anchor risk.

Further, when the ship has a bathymetric device for measuring the water depth, the water depth measured by the bathymetric device can be included in the anchorage data, and the measured water depth can be used for the evaluation of the anchoring risk to improve the evaluation accuracy.

In addition, if at least one of the calculated attitude and wake output by the output means or the display means for displaying the evaluation result of the anchoring risk is further provided, the captain, etc., will be required to provide the expected attitude and wake and running of the hull. It is possible to easily and accurately grasp the evaluation result of anchor risk and utilize it to avoid anchoring risk.

Further, according to the anchoring risk avoidance system of the present invention, the captain or the like can control the rudder, the driving means, and the winch based on the output steering amount, the driving amount, and the extension amount of the anchor chain for avoiding the anchoring. By operating, the risk of anchoring can be avoided.

Further, according to the anchoring risk avoidance system of the present invention, an operation for avoiding the anchoring risk can be automatically performed.

Flow of anchoring risk assessment program according to the embodiment of the present invention Block diagram of anchoring risk assessment using the same anchoring risk assessment program Block diagram of anchoring risk assessment system and anchoring risk avoidance system according to the embodiment of the present invention

An anchoring risk assessment program, an anchoring risk assessment system, and an anchoring risk avoidance system according to an embodiment of the present invention will be described.

FIG. 1 is a flow of an anchoring risk assessment program according to the present embodiment, and FIG. 2 is a block diagram of an anchoring risk assessment using the anchoring risk assessment program.
The anchoring risk assessment program is a program used for determining the anchoring risk at the time of anchoring a ship, and when the process is started, the computer 10 is made to execute the following steps.
First, the ship data of the ship, the drive means data of the ship, the anchor / anchor chain data of the ship, the weather / sea condition data, and the anchorage data related to the anchoring are acquired (S1: data acquisition step). Each data is acquired via the data input means 20 or the like. The data input means 20 is an input terminal such as a keyboard, a mouse, and a touch panel.
Ship data includes ship length, ship width, draft, square coefficient, ship type, front projected area of hull on water surface, side projected area of hull on water surface, front-back direction coordinates from center of hull to center of side area, draft to side area. The height to the center and the height from the draft to the highest point of the main structure such as a bridge. Further, it is preferable that the ship data includes the AIS data of the AIS (Automatic Identification System) 30 mounted on the ship. As a result, the position / direction data of the own ship acquired by AIS30 can be included in the ship data and used for the evaluation of anchoring risk. The computer 10 may automatically acquire the AIS data of the AIS 30.
The drive means data includes the main engine, the propeller, the main points / capabilities of the drive means 40 such as various thrusters, the current rotation speed, and the like.
The anchor / anchor chain data includes the weight of the anchor, the type of the anchor, the unit weight of the anchor chain, the height from the water surface to the bell mouth, and the like. Further, it is preferable that the anchor / anchor chain data includes the extension length of the anchor chain in the winch 50. As a result, it is possible to include the extension length of the anchor chain in the anchor / anchor chain data when the anchoring is planned in advance and the anchoring is carried out, and it can be used for the evaluation of the anchoring risk. The computer 10 may automatically acquire the extension length of the anchor chain in the winch 50. In addition, when assessing the risk of anchoring at the candidate anchorage site in advance, the extension length of the anchor chain shall be the length planned to be extended at the candidate anchorage site.
The meteorological and oceanographic data includes wave direction, wavelength, wave height, wind direction, wind speed, and the like. For example, when evaluating the risk of anchoring at a candidate anchorage site in advance, the weather / sea condition data is obtained from an external business operator that provides the weather / sea condition information by using the weather / sea condition forecast acquisition means 60. During anchoring, obtain it using measuring instruments such as the wave height meter and anemometer mounted on the ship. The computer 10 may automatically acquire the weather / sea condition data acquired by the weather / sea condition forecast acquisition means 60 or the measuring instrument.
The anchorage data includes water depth, sediment, anchorage position, and the like. Further, it is preferable that the anchorage data includes the water depth measured by the bathymetry machine 70. As a result, the water depth measured by the sounder 70 can be included in the anchorage data, and the measured water depth can be used for the evaluation of the anchoring risk to improve the evaluation accuracy. The computer 10 may automatically acquire the water depth measured by the sounding machine 70.
Further, data that does not fluctuate in principle, such as the dimensions of the ship and the main points of the driving means 40, may be stored in the computer 10 in advance.

Next, the external force acting on the hull of the ship is estimated using the ship data and the meteorological / sea condition data (S2: external force estimation step).
The external force estimation step S2 includes a maneuvering fluid force estimation step S2-1 for estimating the maneuvering fluid force, a wind pressure estimation step S2-2 for estimating the wind pressure, and a wave drifting force estimation step S2-3 for estimating the wave drifting force. To be equipped. External force estimation The external force estimated in step S2 is the maneuvering fluid force, which is the force received from water, the wind pressure, which is the force acting on the hull by the wind, and the wave drifting force, which is the force received from the waves. It is possible to estimate the anchoring risk more accurately.

Next, the driving force of the hull is estimated using the ship data and the driving means data (S3: driving force estimation step). In the driving force estimation step S3, for example, the propeller thrust, which is the driving force of the propeller, is estimated from the current rotation speed and the like.

Next, the anchor chain tension of the anchor means of the ship is estimated (S4: Anchor chain tension estimation step). The anchoring means has an anchor and an anchor chain. The anchor chain tension is determined by the characteristics of the anchor chain and the relative distance between the anchor and the bow anchor chain mouth. Anchor / anchor chain data, anchorage data, and the attitude and track of the hull in the previous time step are used for estimating the anchor chain tension in the anchor chain tension estimation step S4.

数式１を用いることで、船体の姿勢と航跡を数式に基づいて精度よく算出することができる。 Next, the external force, the driving force, and the anchor chain tension are applied to the equation of motion (S5: numerical solution step), and the attitude and track of the hull are calculated (S6: attitude / track calculation step). The attitude and wake calculated here are the predicted attitudes and wakes after the time of calculation.
In the numerical solution method step S5 and the attitude / wake calculation step S6, it is preferable to use the mathematical formula 1 as the equation of motion and perform the calculation based on the ship data.

By using the mathematical formula 1, the attitude and wake of the hull can be calculated accurately based on the mathematical formula.

Next, it is determined whether or not the ship has reached a steady swing motion (S7: swing motion determination step). At the start of the process, the ship is in a stopped state, and normally, as the attitude / wake calculation step S6 is repeated from the external force estimation step S2, the swing motion of the ship gradually increases and eventually reaches a steady swing motion.
If it is determined in the swing motion determination step S7 that the steady swing motion has not been reached, the process returns after the data acquisition step S1 and returns to the external force estimation step S2, the driving force estimation step S3, and the anchor chain tension estimation step S4. Then, the numerical solution method step S5 and the attitude / track calculation step S6 are repeated. This makes it possible to accurately evaluate the anchoring risk by determining the swinging motion as the hull motion due to the external force. Whether or not a steady swing has been reached is determined from, for example, the calculated time-series data of the track.
On the other hand, when it is determined in the swing motion determination step S7 that a steady swing motion has been reached, the limit occupying force is estimated (S8: limit occupying force estimation step). If the swinging motion is developing even if it has not reached the steady swinging motion, or if the anchor chain tension is expected to exceed the limit anchoring force at once, such as during a storm, the swinging motion is reached. It is preferable to proceed to the limit occupancy estimation step S8 on the assumption that it has been done.

After the limit anchoring force estimation step S8, the anchoring risk (anchor risk) of the ship is evaluated by comparing the estimated limit anchoring force with the anchor chain tension (S9: anchoring risk assessment step). When the anchor chain tension exceeds the limit anchoring force of the anchor and the anchor chain due to external force such as maneuvering fluid force, wind pressure, wave drifting force acting on the hull and causing swinging motion, the ship will run and other ships. It may lead to a collision with a quay or a marine accident such as landing or landing.
In the anchoring risk assessment step S9, it is determined whether or not the anchor chain tension exceeds the limit anchoring force, and if the anchor chain tension does not exceed the limit anchoring force, that is, if the anchoring risk is low, the attitude / track is calculated. The attitude and track calculated in step S6 and the evaluation result obtained in the anchoring risk evaluation step S9 are output (S11: output step), and the process is completed. By evaluating the anchoring risk based on the critical anchoring force and the anchor chain tension and outputting the evaluation result, it is possible to improve the prediction accuracy of the anchoring risk at the preliminary evaluation stage of the anchorage candidate site, and also during anchoring. Can accurately determine the need for measures to avoid anchoring. The output attitude and track and the evaluation result of the anchoring risk are displayed on the display means 80 such as a monitor.
On the other hand, when the anchor chain tension exceeds the limit anchoring force, that is, when the anchoring risk is high, in order to avoid the anchoring risk, the appropriate steering amount of the rudder of the ship, the driving amount of the driving means 40, and the anchor chain At least one of the extension amounts is calculated (S10: operation amount calculation step). An appropriate number of anchors may be calculated together with the amount of extension of the anchor chain. After the operation amount calculation step S10, in addition to the attitude and track calculated in the attitude / track calculation step S6 and the evaluation result obtained in the anchoring risk evaluation step S9, the steering amount of the rudder for avoiding the anchoring risk. , At least one of the driving amount of the driving means 40 and the extending amount of the anchor chain is output (S11: output step), and the process is terminated. The output attitude and track for avoiding the anchoring risk, the evaluation result, the steering amount, the driving amount, and the extension amount are displayed on the display means 80 such as a monitor. The captain or the like can avoid the anchoring risk by operating the rudder, the driving means 40, and the winch 50 based on the displayed steering amount, driving amount, and extension amount. The display means 80 may display the current posture and track, the evaluation result of the anchoring risk, and the steering amount, the driving amount, and the extension amount.
Further, the steering amount for avoiding the anchoring risk is input to the controller of the steering machine 90, the driving amount is input to the controller of the driving means 40, and the extension amount of the anchor chain is input to the controller of the winch 50. , The controller may control the steering gear 90, the propulsion gear, or the winch 50 according to the input value. As a result, the operation for avoiding the anchor can be automatically performed.

As described above, according to the anchoring risk assessment program of the present invention, the anchoring risk is estimated by using the computer 10 to accurately estimate the hull motion such as the attitude and track of the vessel anchored in stormy weather before and during anchoring. It can be evaluated accurately.
The anchoring risk determination program resumes the anchoring risk evaluation process when the ship maneuvering is changed or the meteorological and oceanographic conditions change more than a predetermined value after the processing is completed.

Next, the anchoring risk assessment system and the anchoring risk avoidance system of the present embodiment will be described.
FIG. 3 is a block diagram of the anchoring risk assessment system and the anchoring risk avoidance system according to the present embodiment. The same functional parts as those described in the above-mentioned anchoring risk assessment program are designated by the same reference numerals, and the description thereof will be omitted.
The anchoring risk assessment system 1 includes data input means 20, external force estimation means 11, driving force estimation means 12, anchor chain tension estimation means 13, attitude / track calculation means 14, and output means 120.
The data input means 20 is used by the captain or the like to input ship data of ship 3, drive means data of ship 3, anchor / anchor chain data of ship 3, weather / sea condition data, and anchorage data related to anchoring.
Similar to the external force estimation step S2, the external force estimating means 11 estimates the external force acting on the hull of the ship 3 by using the ship data and the meteorological / sea condition data.
The driving force estimating means 12 estimates the driving force of the hull using the ship data and the driving means data, as in the driving force estimation step S3.
Similar to the anchor chain tension estimation step S4, the anchor chain tension estimating means 13 estimates the anchor chain tension of the anchor means of the ship 3 by using the anchor / anchor chain data, the anchorage data, and the attitude and track of the hull.
The attitude / track calculation means 14 applies the external force, the driving force, and the anchor chain tension to the equation of motion in the same manner as in the numerical solution method step S5 and the attitude / track calculation step S6, and calculates the attitude and track of the hull.
The output means 120 outputs the calculated attitude and wake.
This makes it possible to accurately estimate the hull motion such as the attitude and wake of the ship 3 anchored in stormy weather before and during anchoring, and to accurately evaluate the anchoring risk.

Further, the anchoring risk assessment system 1 includes a limit anchorage estimation means 100 and an anchoring risk assessment means 110.
The limit anchoring force estimation means 100 estimates the limit anchoring force using the anchor / anchor chain data and the anchorage data of the ship 3 in the same manner as in the limit anchoring force estimation step S8.
Similar to the anchoring risk assessment step S9, the anchoring risk assessment means 110 evaluates the anchoring risk of the ship 3 by comparing the critical anchoring force with the anchor chain tension estimated by the anchor chain tension estimating means 13.
The output means 120 outputs the evaluation result of the anchoring risk together with the attitude and wake of the hull calculated by the attitude / wake calculation means 14. By evaluating the anchoring risk based on the critical anchoring force and the anchor chain tension and outputting the evaluation result, it is possible to improve the prediction accuracy of the anchoring risk at the preliminary evaluation stage of the anchorage candidate site, and also during anchoring. Can accurately determine the need for measures to avoid anchoring.
Further, the anchoring risk assessment system 1 includes a display means 80 for displaying the calculated attitude and track output by the output means 120 and the evaluation result of the anchoring risk. As a result, the captain and the like can easily and accurately grasp the expected attitude and wake of the hull and utilize it to reduce the risk of anchoring.

Further, the anchoring risk assessment system 1 includes an external force estimation means 11, a driving force estimation means 12, an anchor chain tension estimation means 13, and an attitude / track calculation means 14 with a computer 10. By equipping the computer 10 with the functions of each means, it is possible to shorten the time required for evaluation and to reduce the required installation space.

Further, when the ship 3 is equipped with the AIS (Automatic Identification System) 30, the anchoring risk evaluation system 1 can include AIS data such as the position and orientation of the own ship as the ship data. As a result, the position / direction data of the own ship acquired by AIS30 can be included in the ship data and used for the evaluation of anchoring risk.
Further, in the running anchor risk assessment system 1, when the ship 3 has a winch 50 in which the extension length of the anchor chain can be measured, the anchor chain is measured when the anchor is planned in advance or the anchor is carried out. The extension length can be included in the anchor / anchor chain data and used for the evaluation of anchoring risk.
Further, in the anchoring risk assessment system 1, when the ship 3 has a depth measuring device 70 for measuring the water depth, the measured water depth is included in the anchorage data, and the measured water depth is used for the evaluation of the anchoring risk for evaluation. The accuracy can be improved.

Further, the anchoring risk avoidance system 2 includes an operation amount calculation means 130 and an information transmission means 140.
When the anchor chain tension evaluated by the anchoring risk assessment system 1 exceeds the limit anchoring force, that is, when the anchoring risk is high, the manipulated variable calculation means 130 avoids the anchoring risk as in the manipulated variable calculation step S10. At least one of an appropriate steering amount, a driving amount of the driving means 40, and an extension amount of the anchor chain is calculated.
The information transmitting means 140 determines the steering amount of the rudder of the ship 3, the driving amount of the driving means 40, and the anchor chain calculated by the operating amount calculating means 130 in order to avoid the anchoring risk evaluated by the anchoring risk evaluation system 1. Communicate at least one piece of information about the amount of extension. The information from the information transmission means 140 is transmitted to the captain or the like by the display on the display means 80 or the voice output from the voice means such as a speaker. The captain and the like avoid the anchoring risk by operating the rudder, the driving means 40, and the winch 50 based on the output steering amount, the driving amount, and the extension amount of the anchor chain for avoiding the anchoring. be able to.

Further, the anchoring risk avoidance system 2 determines the steering amount of the rudder of the ship 3, the driving amount of the driving means 40, and the extension amount of the anchor chain in order to avoid the anchoring risk evaluated by the anchoring risk evaluation system 1. An operating means 150 for automatically operating at least one is provided.
The operating means 150 controls the steering gear 90, the driving means 40, and the winch 50 based on the steering amount, the driving amount, and the extension amount for avoiding the anchoring risk calculated by the operating amount calculating means 130. The operation for avoiding the anchoring risk can be automatically performed. At this time, information may be provided from the information transmission means 140 together with the automatic operation.

INDUSTRIAL APPLICABILITY According to the present invention, when anchoring in stormy weather such as a typhoon, it is possible to select an appropriate anchoring site by determining and evaluating in advance the risk of anchoring at the anchoring candidate site selected by the captain or the like. In addition, even during anchoring, the risk of anchoring is reassessed using the input of updated weather and sea conditions forecasts and the information acquired from the equipment mounted on the ship, and the ship is maneuvered as necessary. This makes it possible to reduce or avoid the risk of anchoring. Therefore, it is possible to reduce marine accidents caused by anchoring by applying it to vessels, especially coastal vessels for which anchoring manuals are not prepared in stormy weather.

1 Anchor risk assessment system 2 Anchor risk avoidance system 3 Ship 10 Computer 11 External force estimation means 12 Driving force estimation means 13 Anchor chain tension estimation means 14 Attitude / track calculation means 20 Data input means 30 AIS
40 Drive means 50 Winch 70 Deep gauge 80 Display means 100 Limit anchoring force estimation means 110 Anchor risk assessment means 120 Output means 140 Information transmission means 150 Operation means S1 Data acquisition step S2 External force estimation step S3 Driving force estimation step S4 Anchor chain tension Estimating step S6 Attitude / track calculation step S7 Swinging motion determination step S8 Limit anchoring force estimation step S9 Anchor risk assessment step S10 Operation amount calculation step S11 Output step

Claims (18)

This is a program used to evaluate the risk of anchoring a ship when it is anchored.
A data acquisition step of causing a computer to acquire ship data of the ship, drive means data of the ship, anchor / anchor chain data of the ship, weather / sea condition data, and anchorage data related to anchoring.
An external force estimation step that estimates the external force acting on the hull of the ship using the ship data and the meteorological / sea condition data, and
A driving force estimation step for estimating the driving force of the hull using the ship data and the driving means data, and
An anchor chain tension estimation step that estimates the anchor chain tension of the anchor means of the ship using the anchor / anchor chain data, the anchor land data, and the attitude and track of the hull in the previous time step.
The attitude / track calculation step of applying the external force, the driving force, and the anchor chain tension to the equation of motion to calculate the attitude of the hull and the track.
An anchoring risk assessment program characterized by executing an output step that outputs the calculated attitude and the track. The limit anchoring force estimation step for estimating the limit anchoring force using the anchor / anchor chain data and the anchorage data of the ship is compared with the anchor chain tension estimated in the limit anchoring force and the anchor chain tension estimation step. The anchoring risk according to claim 1, wherein the anchoring risk evaluation step for evaluating the anchoring risk of the ship is further executed, and the evaluation result of the anchoring risk is output in the output step. Evaluation program. The anchoring risk assessment program according to claim 1 or 2, wherein the external force estimated in the external force estimation step is a steering fluid force, a wind pressure, and a wave drifting force. The anchoring risk according to any one of claims 1 to 3, wherein the equation of motion 1 is used as the equation of motion of the attitude / track calculation step, and the calculation is performed based on the ship data. Evaluation program.

After the attitude / track calculation step, a swing motion determination step for determining whether the vessel has reached a steady swing motion is further executed, and if the ship has not reached the steady swing motion, the swing motion is not reached. The anchor according to any one of claims 1 to 4, wherein the external force estimation step, the driving force estimation step, the anchor chain tension estimation step, and the attitude / track calculation step are repeated. Risk assessment program. The anchoring risk evaluation program according to any one of claims 1 to 5, wherein the ship data includes AIS (Automatic Identification System) data. The anchoring risk assessment program according to any one of claims 1 to 6, wherein the anchor / anchor chain data includes the extension length of the anchor chain in the winch. The anchorage risk assessment program according to any one of claims 1 to 7, wherein the anchorage data includes the water depth measured by a depth sounder. An operation amount calculation step for calculating at least one of the steering amount of the rudder of the ship, the driving amount of the driving means, and the extension amount of the anchor chain in order to avoid the anchoring risk evaluated in the anchoring risk evaluation step. 2 to 8, wherein at least one of the steering amount of the rudder, the driving amount of the driving means, and the extending amount of the anchor chain is output in the output step. Anchor risk assessment program described in any one item. It is a system that evaluates the risk of anchoring when a ship is anchored.
Data input means for inputting ship data of the ship, driving means data of the ship, anchor / anchor chain data of the ship, weather / sea condition data, and anchorage data related to anchoring.
An external force estimating means for estimating the external force acting on the hull of the ship using the ship data and the meteorological / sea condition data.
A driving force estimating means for estimating the driving force of the hull using the ship data and the driving means data, and
An anchor chain tension estimating means for estimating the anchor chain tension of the anchor means of the ship using the anchor / anchor chain data, the anchor land data, and the attitude and track of the hull.
An attitude / track calculation means for calculating the attitude of the hull and the track by applying the external force, the driving force, and the anchor chain tension to the equation of motion.
An anchoring risk assessment system characterized by being provided with an output means for outputting the calculated attitude and the track. A comparison between the limit anchoring force estimating means for estimating the limit anchoring force using the anchor / anchor chain data and the anchorage data of the ship and the anchor chain tension estimated by the limit anchoring force and the anchor chain tension estimating means. The anchoring risk assessment according to claim 10, further comprising an anchoring risk assessment means for evaluating the anchoring risk of the ship, and outputting the evaluation result of the anchoring risk by the output means. system. The anchorage risk according to claim 10 or 11, wherein the external force estimation means, the driving force estimation means, the anchor chain tension estimation means, and the attitude / track calculation means are configured by a computer. Rating system. The anchoring risk assessment system according to any one of claims 10 to 12, wherein the ship is equipped with an AIS (Automatic Identification System) and includes AIS data as the ship data. The anchorage risk assessment system according to any one of claims 10 to 13, wherein the ship has a winch capable of measuring the extension length of the anchor chain. The anchoring risk assessment system according to any one of claims 10 to 14, wherein the ship has a bathymetric device for measuring the water depth. Any of claims 10 to 15, further comprising a display means for displaying at least one of the calculated posture and the track, or the evaluation result of the anchoring risk output by the output means. Anchor risk assessment system described in item 1. In order to avoid the anchoring risk evaluated by the anchoring risk evaluation system according to any one of claims 11 to 15, the steering amount of the steering wheel of the ship, the driving amount of the driving means, and the anchor chain An anchoring risk avoidance system characterized by being equipped with an information transmission means for transmitting at least one piece of information on the amount of extension. In order to avoid the anchoring risk evaluated by the anchoring risk evaluation system according to any one of claims 11 to 15, the steering amount of the rudder of the ship, the driving amount of the driving means, and the anchor chain An anchoring risk avoidance system characterized by having an operating means for operating at least one of the extension amounts.

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