JP3689744B1 - Ship monitoring system near aircraft entry and exit, and ship monitoring method near aircraft entry and exit - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a system and a method capable of monitoring with high reliability whether or not a mast apex of a ship approaches a lower limit surface of an aircraft entry / entry route when an aircraft entry / entry route at an airport intersects with a vessel route. .
An IMO number wirelessly transmitted by a TDMA method or the like from an apparatus of an automatic ship identification system AIS standard, an AIS receiving apparatus 2 for receiving the current position, current moving direction and speed of the ship, and an IMO number From the ship mast height database device 3 that can store and search the mast height of the vessel in association with each other, the sea level output device 4 that outputs the height of the sea level in the vicinity of the aircraft advance, and the received IMO number The position of the mast apex of the ship is calculated from the mast height searched by the ship mast height database device 3 and the sea level, and the future position of the ship is predicted and calculated from the current position, moving direction and speed of the ship. A controller 1 is provided for determining whether or not the mast apex approaches the lower limit plane of the aircraft entry / entry route.
[Selection] Figure 1

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. Information transmitted by the digital selective calling method, which is an IMO number that is a number for identifying the transmitting ship, the current position of the transmitting ship, the current moving direction of the transmitting ship, and the current of the transmitting ship AIS receiving means for receiving AIS information including the moving speed of
A mast data storage unit comprising a computer and storing the IMO number data set and the mast height value data set of the ship specified by the IMO number in association with each other, and the IMO number as a search input Ship mast height database means having a data search unit for searching and outputting a corresponding mast height from the mast data storage unit when
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 IMO number included in the AIS information received from radio waves from a ship existing in the sea area near an aircraft entry / entry route at an airport to the ship mast height database means as the search input, From the mast height searched and output by the ship mast height database means and the sea surface height near the aircraft advancement entry route, the position of the top of the ship mast is calculated, and the current position and moving direction of the ship And predicting the future position of the ship from the moving speed, and the aircraft entry path lower limit surface which is a virtual slope rising from the coastal position at the end of the airport runway to the outside of the aircraft entry path It is characterized by determining whether the top of any ship's mast approaches.

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,
The mast data storage unit has a full load of passengers or loads from the height H ₀ between the lowest height position on the bottom of the ship and the top of the mast as the mast height of the ship. A value obtained by subtracting the full-load draft height d _max , which is the height between the minimum height position of the bottom surface of the ship at the time and the draft line where the sea surface at the full load is in contact with the ship's flank (H ₀ −d _max ) value is stored,
When determining whether or not the top of any ship's mast approaches the aircraft entry / entrance lower limit surface, the determining means searches for and outputs the mast height value output by the ship mast height database means From the corrected mast height obtained by multiplying the pre-correction mast height by an additional factor that is an appropriate value in the range of 1.01 to 2.00, and the sea level height near the aircraft advance entry route, It is characterized by calculating the position of the top of the ship's mast.

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 unit has a full load of passengers or loads from the height H ₀ between the lowest height position on the bottom of the ship and the top of the mast as the mast height of the ship. A value obtained by subtracting the full-load draft height d _max , which is the height between the minimum height position of the bottom surface of the ship at the time and the draft line where the sea surface at the full load is in contact with the ship's flank (H ₀ −d _max ), the mast height after correction obtained by multiplying the value of the mast height before correction by an additional factor that is an appropriate value in the range of 1.01 to 2.00 is stored. .

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. Information transmitted by the digital selective calling method, which is an IMO number that is a number for identifying the transmitting ship, the current position of the transmitting ship, the current moving direction of the transmitting ship, and the current of the transmitting ship AIS receiving means for receiving AIS information including the moving speed of
A mast data storage unit comprising a computer and storing the IMO number data set and the mast height value data set of the ship specified by the IMO number in association with each other, and the IMO number as a search input Ship mast height database means having a data search unit for searching and outputting a corresponding mast height from the mast data storage unit when
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 IMO number included in the AIS information received from radio waves from a ship existing in the sea area near an aircraft entry / entry route at an airport to the ship mast height database means as the search input, From the mast height searched and output by the ship mast height database means and the sea surface height near the aircraft advancement entry route, the position of the top of the ship mast is calculated, and the current position and moving direction of the ship And predicting the future position of the ship from the moving speed, and the aircraft entry path lower limit surface which is a virtual slope rising from the coastal position at the end of the airport runway to the outside of the aircraft entry path It is characterized by determining whether the top of any ship's mast approaches.

  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. AIS reception for receiving AIS information including an IMO number that is a number for identifying a transmitting ship, a current position of the transmitting ship, a current moving direction of the transmitting ship, and a current moving speed of the transmitting ship Means and an electronic computer, and stores a data set of IMO numbers and a data set of ship mast height values specified by the IMO numbers in association with each other. A ship mast height database means having a data retrieval unit, a data retrieval unit for retrieving and outputting a corresponding mast height from the mast data storage unit when an IMO number is input as a search input, Since the sea level height output means for outputting the sea surface height value near the road based on calculation or measurement and the discrimination means consisting of an electronic computer are provided, the discrimination means is used for the vicinity of the aircraft advancing entry route of the airport. An IMO number included in AIS information received from radio waves from a ship existing in the sea area is input to the ship mast height database means as a search input, and the mast height searched and output by the ship mast height database means Calculate the position of the top of the ship's mast from the sea level near the entry route, and determine whether the ship's current position, direction, and speed. The future position of the ship is predicted and calculated, and the ship's future entry position lower limit surface, which is a virtual slope rising from the coast position at the end of the airport runway to the outside of the aircraft entry path, It has the advantage that it can be determined whether or not the apex of the mast approaches.

  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 An AIS receiving means for receiving AIS information including an IMO number that is a number for identifying a ship, a current position of a transmitting ship, a current moving direction of the transmitting ship, and a current moving speed of the transmitting ship; A mast data storage unit comprising a computer and storing an IMO number data set and a ship mast height data set specified by the IMO number in association with each other , A ship mast height database means having a data search unit for searching and outputting a corresponding mast height from the mast data storage unit when an IMO number is input as a search input, and the sea surface near the aircraft advancing entry route at the airport Because it is configured to include sea level height output means that outputs the value of the height based on calculation or measurement, and discrimination means consisting of an electronic computer, the discrimination means exists in the sea area near the aircraft entry and exit route of the airport. The IMO number included in the AIS information received from the radio waves from the ship is input to the ship mast height database means as a search input, and the mast height searched and output by the ship mast height database means and the vicinity of the aircraft advancement route From the sea level height of the ship, the position of the top of the ship's mast is calculated, and the future position of the ship is calculated from the current position, moving direction and moving speed of the ship. Predict and calculate the position, the apex of the mast of one of the ships approaches the lower limit plane of the aircraft entry route, which is a virtual slope rising from the coastal position at the end of the airport runway to the outside of the aircraft entry route This is the best mode for implementing 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 an IMO 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 (information such as an IMO number of the own ship 502, the own ship position, etc., which will be described later) and reservation information for reserving the next slot (slot to be transmitted next time) 512B are provided. 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 (IMO number of own ship 503 described later, 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 (an international identification number for identifying a sending ship), a ship name, a ship type, a hull length, and a hull width. 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 IMO 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 IMO 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, ships equipped with the AIS ship-side mounting device 201 shown in FIG. 3 perform VHF wireless communication between them, and for other ships, the IMO number, ship name, 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 IMO number of the ship, the current position (latitude, longitude) of the ship, and the current movement 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. In the mast data storage unit 31, a data set of IMO numbers and a data set of values of the mast height of the ship specified by the IMO numbers are stored in association with each other. For example,
“IMO number: N1” → “Mast height: H = 41.2 meters”
“IMO number: N2” → “Mast height: H = 35.5 meters”
...
“IMO number: NX” → “mast height: H = 54.6 meters”
Like.

  These data can be created by obtaining ship-related materials of the International Maritime Organization (IMO) or other international ship-related data published and inputting the data into the mast data storage unit 31.

The above-described mast height H is calculated as follows, input, and stored in the mast data storage unit 31. That is, a value obtained by subtracting the value d shown in FIG. 5 from the value H ₀ shown in FIG. As the value of H ₀ , the height between the lowest height position 308 of the bottom of the ship and the mast apex 306, ship related materials of the International Maritime Organization (IMO), or other international ship related It can be obtained from the data. Further, the value of d is a height (hereinafter referred to as “draft height”) between the lowest height position 308 of the bottom surface of the ship and the draft line 307 (line where the sea surface is in contact with the hull). As the draft height d, the draft height d _max in a state where passengers and loads are loaded at maximum (hereinafter referred to as “full load”) is a ship related document of the International Maritime Organization (IMO) or published. It can be obtained from other international ship related data. In the mast data storage unit 31 of the ship monitoring system 101 of the first embodiment, the mast height H is a value obtained by subtracting the value of the draft height d _max at full load from the value of H ₀ shown in FIG. ₀₋ d _max ) is stored.

  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 an IMO number is input as a search input from a CPU (not shown) of the controller 1, the CPU (not shown) of the data search unit 32 reads the data from the mast data storage unit 31. The mast height corresponding to the IMO 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. The ship's 401-403 navigating the sea area 400 near the ship, the IMO number, the current position (latitude, longitude) of the ship, the current movement direction of the ship, and the current movement speed V1-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 IMO number (for example, N401) of the ship 401 is read. Next, the CPU (not shown) of the controller 1 of the ship monitoring system 101 inputs the IMO number N401 to the CPU (not shown) of the mast data storage unit 31 of the ship mast height database device 3, and this IMO number. The mast height corresponding to is searched from the data in the mast data storage unit 31. As a result, the CPU (not shown) of the mast data storage unit 31 of the ship mast height database apparatus 3 searches the data in the mast data storage unit 31 and searches for the mast height corresponding to the IMO number N401 (for example, , H = 54.5 meters) is retrieved 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 sends data on the mast height H sent from the ship mast height database device 3 (hereinafter referred to as “mast height before correction”). In addition, after performing a predetermined correction calculation process, it is adopted as a mast height (hereinafter referred to as “corrected mast height”). In this correction calculation, the value of the mast height before correction sent from the ship mast height database device 3 is multiplied by an appropriate value in the range of an additional factor of 1.01 to 2.00. The value is increased by 1 to 100% of the mast height before correction, and this value is adopted as the mast height after correction. For example, in a sea area near an airport, 1.20 is used as an extra coefficient multiplied by the value of the mast height before correction, and the mast height before correction sent from the ship mast height database device 3 is increased by 20%. And is adopted as the corrected mast height. In other areas near the airport, 1.40 is used as an additional factor multiplied by the value of the mast height before correction, and the ship mast height database device 3 The sent mast height before correction is increased by 40% and is used as the corrected mast height.

The reason for this increase will be described with reference to FIG. As described above, the pre-correction mast height data stored in the mast data storage unit 31 is a value obtained by subtracting the value of the draft height d _max at full load from the value of H ₀ shown in FIG. ₀₋ d _max ). 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 H ₀ shown in FIG. 5 is a constant value regardless of the loading state of the ship. Therefore, when it is not full, the actual mast height H is higher than the value of the mast height before correction stored in the ship mast height database device 3. For this reason, using the value of the mast height before correction stored in the ship mast height database device 3 as it is is not sufficient for the original purpose of the ship monitoring system 101, and it is necessary to perform an extra charge. . It is considered that the value range of 1.01 to 2.00 is appropriate for the value of the extra coefficient from the specifications of the ship, the current state of operation of the ship, and the like.

  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 the position S1 (see FIG. 5) and is higher by Δh than in the case of S, even if the corrected mast height is H in FIG. As a result, the mast apex 306 is closer to the aircraft entry and 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 corrects the position in the height direction of the mast vertex 306 (see FIG. 5) of this ship at the future position 401a of FIG. It is obtained by calculation from the mast height H and the current height of the sea level S from the sea level height 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. Compare the two.

  As a result, if the mast vertex 306 is higher than the aircraft advancement entrance lower limit surface 303, the mast apex 306 protrudes upward through the aircraft advancement entrance lower limit surface 303 at the future position 401a. Become. 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, if the mast vertex 306 is below the aircraft entry entry lower limit surface 303 but approaches, the CPU (not shown) of the controller 1 displays an image on the display unit 12. A signal may be sent to display on the screen that the mast apex 306 is approaching the aircraft entry / entrance lower limit surface 303 to 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.

  Unlike the above-described embodiment, the mast data storage unit 31 has a corrected mast that is multiplied by an appropriate value in the range of 1.01 to 2.00 which is multiplied by a value of the mast height before correction. You may make it memorize | store and store height. 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 corrected mast height H retrieved from the mast data storage unit 31 and the sea level. It is obtained by calculation from the current height of the sea surface S from the height 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. Compare the two.

  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 Δh Sea surface height displacement amount P1 Runway end Shore position of S S sea level S1 rising sea level T AIS transponder V1-V3 Ship moving speed W1-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. Information transmitted by the digital selective calling method, which is an IMO number that is a number for identifying the transmitting ship, the current position of the transmitting ship, the current moving direction of the transmitting ship, and the current of the transmitting ship AIS receiving means for receiving AIS information including the moving speed of
A mast data storage unit comprising a computer and storing the IMO number data set and the ship mast height data set specified by the IMO number in association with each other, and the IMO number as a search input Ship mast height database means having a data search unit for searching and outputting a corresponding mast height from the mast data storage unit when
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 IMO number included in the AIS information received from radio waves from a ship existing in the sea area near an aircraft entry / entry route at an airport to the ship mast height database means as the search input, From the mast height searched and output by the ship mast height database means and the sea surface height near the aircraft advancement entry route, the position of the top of the ship mast is calculated, and the current position and moving direction of the ship And predicting the future position of the ship from the moving speed, and the aircraft advancement entry lower limit surface which is a virtual slope rising from the coast position at the end of the runway of the airport to the outside of the aircraft advancement entry A ship monitoring system near an aircraft entry / exit route that determines whether or not the top of any ship's mast approaches. 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,
The mast data storage unit has a full load of passengers or loads from the height H ₀ between the lowest height position on the bottom of the ship and the top of the mast as the mast height of the ship. A value obtained by subtracting the full-load draft height d _max , which is the height between the minimum height position of the bottom surface of the ship at the time and the draft line where the sea level is in contact with the ship's hull at the full load (H ₀ −d _max ) value is stored,
When determining whether or not the top of any ship's mast approaches the aircraft entry / entrance lower limit surface, the determining means searches for and outputs the mast height value output by the ship mast height database means From the corrected mast height obtained by multiplying the pre-correction mast height by an additional factor that is an appropriate value in the range of 1.01 to 2.00, and the sea level height near the aircraft advance entry route, A ship monitoring system near an aircraft advancing entry and exit, which calculates the position of the top of the ship's mast. In the ship monitoring system near the aircraft advancing entry route according to claim 1,
The mast data storage unit has a full load of passengers or loads from the height H ₀ between the lowest height position on the bottom of the ship and the top of the mast as the mast height of the ship. A value obtained by subtracting the full-load draft height d _max , which is the height between the minimum height position of the bottom surface of the ship at the time and the draft line where the sea surface at the full load is in contact with the ship's flank (H ₀ −d _max ), the mast height after correction obtained by multiplying the value of the mast height before correction by an additional factor that is an appropriate value in the range of 1.01 to 2.00 is stored. A ship monitoring system near the entrance to the aircraft. 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. Information transmitted by the digital selective calling method, which is an IMO number that is a number for identifying the transmitting ship, the current position of the transmitting ship, the current moving direction of the transmitting ship, and the current of the transmitting ship AIS receiving means for receiving AIS information including the moving speed of
A mast data storage unit comprising a computer and storing the IMO number data set and the mast height value data set of the ship specified by the IMO number in association with each other, and the IMO number as a search input Ship mast height database means having a data search unit for searching and outputting a corresponding mast height from the mast data storage unit when
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 IMO number included in the AIS information received from radio waves from a ship existing in the sea area near an aircraft entry / entry route at an airport to the ship mast height database means as the search input, From the mast height searched and output by the ship mast height database means and the sea surface height near the aircraft advancement entry route, the position of the top of the ship mast is calculated, and the current position and moving direction of the ship And predicting the future position of the ship from the moving speed, and the aircraft entry path lower limit surface which is a virtual slope rising from the coastal position at the end of the airport runway to the outside of the aircraft entry path A ship monitoring method near an aircraft advancing / entering path, characterized in that it is determined whether or not the top of any ship's mast approaches.

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