JP6343469B2 - Navigation support device, navigation support method, navigation support program - Google Patents

Description

  The present invention relates to a navigation support apparatus, a navigation support method, and a navigation support program.

  2. Description of the Related Art A navigation support system is provided in which a device called an AIS (Automatic Identification System) is mounted on a ship, and information on the navigation state and safety is transmitted and received between the ship and land facilities. Such a navigation support system displays, for example, information on the position of a ship arranged on a map of a monitoring target sea area based on ship information indicating the state of the ship transmitted from a ship in operation (for example, Non-Patent Document 1). Based on such information, marine accident information can be provided to a ship or navigation control can be performed, for example, to help prevent marine accidents.

“Live Ship Map -AIS- Ship Movements and Ship Positions-AIS Marine Traffic”, [online], [March 04, 2014 search], Internet URL: http://www.marinetraffic.com/jp/

  However, in the navigation support system as described above, it is only possible to grasp the current position of the ship, and it is desirable to provide more useful information for safe navigation.

  The present invention has been made in view of such a situation, and provides a navigation support device, a navigation support method, and a navigation support program that support navigation of a ship.

In order to solve the above-described problem, according to one aspect of the present invention, information on a route of a ship that has passed through a predetermined sea area and history of ship information including a ship type that indicates the type of the ship are obtained from a plurality of ships, respectively. Based on the ship information history acquisition unit to be acquired and the appearance degree of the route of ship information including the ship type to be calculated among the ship information histories acquired by the ship information history acquisition unit, a typical route in the sea area For each ship type of the ship, a ship information acquisition part for acquiring ship information transmitted from a ship existing in the sea area, and the ship information acquired by the ship information acquisition part. Based on the typical route corresponding to the vessel type included in the vessel information acquired by the vessel acquisition unit among the typical routes calculated by the typical route calculation unit, the predicted route of the ship existing in the sea area is calculated. And predicting route calculating unit for output, a navigation aid device, characterized in that it comprises a.

  Further, according to one aspect of the present invention, the predicted route calculation unit is configured to be one of the plurality of typical routes calculated by the typical route calculation unit based on the position of the ship indicated by the ship information acquired by the ship information acquisition unit. A route is selected, and a route including the selected typical route is calculated as a predicted route.

  Further, according to one aspect of the present invention, the predicted route calculation unit is based on the course to the ground indicated by the vessel information acquired by the vessel information acquisition unit and the course directions of the plurality of typical routes calculated by the typical route calculation unit. The typical course is selected so that the course direction of the typical course is within a predetermined angle of the ground course.

Further, according to one aspect of the present invention, the typical route calculation unit calculates the typical route by performing kernel density estimation for each ship type included in the ship information based on a plurality of ship information histories. It is characterized by that.

Further, according to one aspect of the present invention, a position of a ship existing in the sea area is predetermined from a typical route corresponding to a ship type of the ship existing in the sea area among the typical routes calculated by the typical route calculation unit. A ship position determination unit that determines whether or not the area is within an area, and outputs a warning when the determination result of the ship position determination section determines that the position of the ship existing in the sea area is not within the predetermined area And an output unit .

Another embodiment of the present invention, the ship information, characterized the position of the ship, to include at least one of information of a pair locations course.

Further, according to one aspect of the present invention, the ship information history acquisition unit includes, from a plurality of ships, a history of ship information including information indicating a route of a ship that has passed through a predetermined sea area and a ship type indicating the type of the ship. The acquiring step and the typical route calculation unit based on the degree of appearance of the route of the vessel information including the vessel type to be calculated in the vessel information history acquired by the vessel information history acquisition unit. A step of calculating a typical route for each vessel type of the vessel, a step of obtaining a vessel information transmitted from a vessel existing in the sea area , a vessel information acquiring unit , and a vessel predicting route calculating unit acquiring the vessel information Based on the ship information acquired by the ship and the typical route corresponding to the ship type included in the ship information acquired by the ship acquisition unit among the typical routes calculated by the typical route calculation unit. A navigational aid method characterized by comprising the steps of: calculating a predicted route of vessels present within.

Further, according to one aspect of the present invention, in the computer of the navigation support apparatus, the ship information history acquisition unit stores ship information including information indicating a route of a ship that has passed through a predetermined sea area and a ship type indicating the type of the ship. The step of acquiring the history from each of the plurality of vessels, and the typical route calculation unit, in the history of the vessel information acquired by the vessel information history acquisition unit , the appearance degree of the route of the vessel information including the vessel type to be calculated A step of calculating a typical route in the sea area for each ship type of the ship, a step in which a ship information acquisition unit acquires ship information transmitted from a ship existing in the sea area, and a predicted route calculation. Corresponding to the ship type included in the ship information acquired by the ship acquisition unit among the ship information acquired by the ship information acquisition unit and the typical route calculated by the typical route calculation unit. Based on the typical route is a navigational aid program for executing a step of calculating a predicted route of vessels present in said waters.

  As described above, according to the present invention, the navigation support apparatus acquires the ship information history acquisition unit that acquires the history of the ship information indicating the route of the ship that has passed through the predetermined sea area, and the ship information history acquisition unit acquires And a typical route calculation unit that calculates a typical route in the sea area based on the history of the ship information, the navigation of the vessel can be supported.

It is a block diagram which shows the structure of the navigation assistance system by one Embodiment of this invention. It is a figure which shows the example of data of the ship information by one Embodiment of this invention. It is a figure which shows the example of the map which the navigation assistance apparatus by one Embodiment of this invention displays. It is a figure which shows the example which has arrange | positioned the past route in the monitoring object sea area on the map by one Embodiment of this invention. It is a figure which shows the example which has arrange | positioned the typical route in the monitoring object sea area on the map by one Embodiment of this invention. It is a figure explaining kernel density estimation by one Embodiment of this invention. It is a figure which shows the example which has arrange | positioned the typical route by one Embodiment of this invention on the map. It is a figure explaining the example in case the ground course is made into extraction conditions by one Embodiment of this invention. It is a figure explaining the example in case a ship classification is made into extraction conditions by one Embodiment of this invention. It is a figure explaining the following course decision processing by one embodiment of the present invention. It is a figure explaining the predicted route calculation process by one Embodiment of this invention. It is a figure which shows the example which displays a predicted route and a predicted position on an output part by one Embodiment of this invention. It is a figure which shows the example which displays a warning on the output part by one Embodiment of this invention. It is a flowchart which shows the operation example of the navigation assistance apparatus by one Embodiment of this invention.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
FIG. 1 is a block diagram showing a configuration of a navigation support system 1 according to the present embodiment. The navigation support system 1 includes an automatic ship identification device 10 and a navigation support device 20.
The automatic ship identification device 10 is a computer device mounted on a navigating ship, and includes a ship information transmission unit 11. The ship information transmission part 11 transmits the ship information regarding the ship in which the own apparatus is mounted to the navigation support apparatus 20 by wireless communication. Here, the automatic vessel identification device 10 is an AIS device based on the so-called Maritime Life Safety Convention (SOLAS) and transmits AIS information including predetermined items as vessel information. To do.

FIG. 2 is a diagram illustrating a data example of ship information transmitted by the ship information transmitting unit 11. Ship information includes static information, dynamic information, and navigation-related information.
The static information includes an MMSI number, an IMO number, a call sign, a ship name, a ship type, a hull length, and a hull width. The MMSI (Maritime Mobile Service Identity) number is an identification number assigned to each AIS device for identifying maritime mobile service. An IMO (International Maritime Organization) number is a ship identification number assigned by the IMO. The call sign is a character string for uniquely identifying a radio station, and is a call number. The ship name is the name of the ship. The ship type is a type corresponding to the shape, purpose, and application of the ship, and is information such as a tanker, a container, a passenger ship, and a fishing boat. The hull length indicates the length of the ship. The hull width indicates the width of the ship.

  The dynamic information includes own ship position (latitude), own ship position (longitude), world standard time, ground course, ground speed, turnover rate, and voyage status. The own ship position (latitude) indicates the latitude at the current position of the ship on which the automatic ship identification device 10 is mounted. The own ship position (longitude) indicates the longitude at the current position of the ship on which the automatic ship identification device 10 is mounted. The universal time is the current time according to Coordinated Universal Time (UTC). The ground course is the traveling direction of the ship. The ground speed is the moving speed of the ship. The turnover rate is the turnover rate of the ship. The voyage status is information indicating the state of the ship, and indicates, for example, states such as voyage, berthing, driving inoperability, and operation restriction.

  The voyage-related information includes draft, destination, and estimated arrival time (ETA (Estimated Time of Arrival)). The draft is the vertical distance from the water surface to the deepest part of the bottom of the ship. The destination indicates the destination of the ship. The estimated arrival time is the estimated time when the ship arrives at the destination.

  Although one automatic ship identification device 10 is shown in FIG. 1, each of a plurality of ships is equipped with the automatic ship identification device 10, and the ship information transmission unit 11 of each automatic ship identification device 10 includes: It is transmitted by international VHF (Very High Frequency) every predetermined time (for example, once every 3 seconds during movement and once every 3 minutes during berthing).

  The navigation support device 20 is a computer device that receives vessel information transmitted from the plurality of automatic vessel identification devices 10, and based on the received vessel information, information that arranges the position of the vessel in the monitored sea area on a map. indicate. The navigation support apparatus 20 can transmit marine information and information for navigation control to a ship, for example, according to an operation from a monitor who has viewed the displayed map. FIG. 3 is a diagram illustrating an example of a map displayed by the navigation support apparatus 20. In this map, the positions of the ship 3a and the ship 3b are shown, and the predicted route 3c and the predicted route 3d along which the ship 3a and the ship 3b travel respectively are shown. Such a predicted route may be calculated on the basis of, for example, a current ship's ground course and ground speed, assuming that the ship performs a uniform linear motion, but the ship is not necessarily a uniform linear motion. May not be able to navigate, and prediction accuracy may be low. For example, also in this figure, the predicted route 3c of the ship 3a is shown to run on land, and the prediction accuracy is low. In such a predicted route, it is difficult for the supervisor to grasp the future situation of a plurality of ships.

  Therefore, the navigation support apparatus 20 of the present embodiment stores a history of ship information transmitted from ships that have passed through the monitored sea area in the past, and performs a statistical analysis based on the history of these ship information. Thus, the typical route of the ship in the sea area to be monitored is calculated. For example, FIG. 4 is a diagram illustrating an example in which past routes in the monitoring target sea area are arranged on a map. A past route in the sea area to be monitored is shown in an area 4a. From such a route, for example, a route having a mode value is calculated as a typical route. FIG. 5 is a diagram illustrating an example in which typical routes in the monitoring target sea area are arranged on a map. The code | symbol 5a has shown the typical route in the monitoring object sea area. The navigation support apparatus 20 can provide more useful information for grasping the situation of the sea area to be monitored by calculating such a typical route. Hereinafter, such a navigation support apparatus 20 will be described in detail.

Returning to FIG. 1, the navigation support apparatus 20 includes a ship information history storage unit 21, an output unit 22, a ship information acquisition unit 23, a ship information history acquisition unit 24, a typical route calculation unit 25, and a predicted route calculation unit. 26 and a ship position determination unit 27.
The ship information history storage unit 21 stores a history of ship information transmitted from each of the automatic ship identification devices 10 of a plurality of ships. When the capacity of data stored in the ship information history storage unit 21 increases, the ship information history storage unit 21 can be configured to be provided in, for example, an external computer device.
The output unit 22 is an output device that outputs information, and is, for example, a display.

  The ship information acquisition part 23 receives and acquires the ship information transmitted from the ship information transmission part 11 of the automatic ship identification device 10 mounted on the ship existing in the monitoring target sea area. The ship information acquisition unit 23 stores the acquired ship information in the ship information history storage unit 21 as a history.

The ship information history acquisition unit 24 reads and acquires the history of ship information indicating the route of the ship that has passed through the monitored sea area, which is stored in the ship information history storage unit 21.
The typical route calculation unit 25 calculates a typical route in the monitored sea area based on the ship information history acquired by the ship information history acquisition unit 24. For example, the typical route calculation unit 25 calculates a typical route by kernel density estimation (hereinafter also referred to as KDE (Kernel density estimation)) based on a plurality of ship information histories. Kernel density estimation is a technique for estimating a probability density function of a random variable, and is used to extrapolate population data from a given sample. In kernel density estimation, the population is estimated by accumulating kernel functions (usually Gaussian functions) centered on each observation. Thereby, compared with the statistical analysis which divides | segments a class by the conventional frequency distribution, it can avoid that distribution becomes an improper shape by the mesh size which the distribution shape of data selects, and a distribution amount can be visualized smoothly.

FIG. 6 is a diagram for explaining kernel density estimation in the present embodiment. Here, the latitude is fixed, the vertical axis is the distribution amount, and the horizontal axis is longitude. The left side of Equation (1) indicates the kernel density estimator at coordinate x. The kernel density estimator represents the height of the curve in the figure. N on the right side is the number of samples, and is the number of ship information for which kernel density estimation is performed. h is a bandwidth and a smoothing parameter. X _i is the observed value is here longitude (for example, 4.6E). That is, X _i is the longitude value of the i-th sample among n samples. K and K (x) are kernel functions. As the kernel function, for example, a standard Gaussian function (average 0, variance 1) can be applied. Equation (2) is an example of such a kernel function.

  By performing such kernel density estimation, the typical route calculation unit 25, based on the ship information history stored in the ship information history storage unit 21, determines the mode of the route for each latitude and longitude of the monitored sea area. The typical route can be calculated by calculating the value (or median) and connecting the mode values. FIG. 7 is a diagram illustrating an example in which the typical route calculated by the typical route calculation unit 25 is arranged on a map. Here, a ship 7a, a typical channel 7b and a typical channel 7c, and a KDE boundary line 7d in the monitoring target sea area are shown. The KDE boundary line 7d is, for example, a boundary of an area where the kernel density estimation amount exceeds a predetermined threshold (for example, 80%) in the distribution in the kernel density estimation.

  Here, the typical route calculation unit 25 extracts ship information using an arbitrary characteristic as an extraction condition from among a plurality of ship information stored in the ship information history storage unit 21, and uses the extracted ship information as a sample to obtain a kernel density. Estimation can be performed. Thereby, the typical route according to the characteristic can be calculated, and the accuracy of the typical route can be improved. For example, the typical route calculation unit 25 uses, as a sample, vessel information having similar characteristics for each piece of information such as a period, a course to ground, a vessel type, a destination, a voyage status, and a time zone. By performing kernel density estimation, it is possible to calculate a typical route according to characteristics.

  FIG. 8 is a diagram for explaining an example when the ground course is used as the extraction condition. By performing kernel density estimation using the ship information extracted using the ground course as an extraction condition as a sample, it is possible to calculate a typical route in which kernel density estimation is performed in each of the forward direction and the return direction in the monitored sea area. In addition, it is possible to eliminate ship information in a course direction that is not clearly assumed, and it is possible to improve the accuracy of a typical route by narrowing down ship information as a sample. For example, as shown in the figure, the width of the course to ground of the ship information in the monitoring target sea area can be divided into two course directions every 180 degrees, and the typical course can be calculated for each divided course direction. Specifically, for example, the ship information is grouped into two groups, a group in which the ground course included in the ship information in the monitoring target sea area is 0 degree to less than 180 degrees and a group in which 180 degrees to less than 360 degrees. The typical route is calculated for each grouped sample. Here, an example is shown in which the width of the ground course is divided into two course directions every 180 degrees. However, for example, the typical course can be calculated by dividing the width in four course directions every 90 degrees.

  FIG. 9 is a diagram for explaining an example when the ship type is used as the extraction condition. Since navigating vessels are considered to have a tendency of route for each ship type, kernel density estimation is performed by using the ship information extracted as a sampling condition for each ship type as a sample. It is possible to calculate a typical route for which density estimation has been performed. For example, as shown in the figure, kernel density estimation is performed using ship information extracted as an extraction condition for each ship type of ship information in a monitored sea area as a container and a passenger ship (such as a ferry). Can do. Here, for example, a container can calculate a route that enters the bay from the open ocean as a typical route, while a passenger ship can calculate a route that reciprocates between peninsulas as a typical route.

  Further, the typical route calculation unit 25 uses, for example, ship information extracted as an extraction condition that the destination is the same destination, or sample ship information extracted as an extraction condition such as a time zone such as morning or afternoon, It is possible to calculate the typical route according to the characteristics by estimating the kernel density by excluding the vessel information moving while the voyage status is anchored.

  Here, the typical route calculation unit 25 can calculate such a typical route in real time according to the ship information transmitted from the prediction target ship that is navigating the monitored sea area, but it is irregular (for example, , Depending on the operation from the user) or periodically (for example, every day or every week) based on the ship information history stored in the ship information history storage unit 21 for each predetermined characteristic. A typical route can be calculated, and typical route information can be stored in advance in its own storage area.

  The predicted route calculation unit 26 calculates a predicted route of a ship existing in the sea area based on the ship information acquired by the ship information acquisition unit 23 and the typical route calculated by the typical route calculation unit 25. Here, the predicted route calculation unit 26 selects any one of the plurality of typical routes calculated by the typical route calculation unit 25 based on the position of the vessel indicated by the vessel information acquired by the vessel information acquisition unit 23. Then, the route including the selected typical route is calculated as the predicted route. Here, the predicted route calculation unit 26 is based on the course to ground indicated by the vessel information acquired by the vessel information acquisition unit 23 and the course directions of the plurality of typical routes calculated by the typical route calculation unit 25. A typical route in which the course direction is within a predetermined angle of the ground course is selected. For example, when the ship information acquisition unit 23 acquires the ship information transmitted from the automatic ship identification device 10 of the ship that is navigating the monitored sea area, the predicted route calculation unit 26 calculates the typical route calculated by the typical route calculation unit 25. Of these, the following route determination process is performed in which the typical route that best matches the characteristics of the vessel information acquired by the vessel information acquisition unit 23 is determined as the following route. Further, the predicted route calculation unit 26 calculates, as a predicted route, a route that connects the following route determined by the following route determination process from the position of the vessel indicated by the vessel information acquired by the vessel information acquisition unit 23. I do.

  FIG. 10 is a diagram for explaining the following route determination process by the predicted route calculation unit 26. Here, in the sea area to be monitored, there are a typical channel 10b, a typical channel 10c, and a typical channel 10d for the vessel 10a that is navigating. In this case, for example, the predicted route calculation unit 26 selects the typical route 10d closest to the current position of the ship 10a as a candidate for the following route. The predicted route calculation unit 26 compares the course direction of the typical route 10d selected as the candidate for the following route with the course direction of the ship 10a. For example, it is determined whether the course direction of the typical course 10d is within a predetermined angle (for example, ± 90 degrees) with respect to the course direction of the ship 10a. Here, since the course direction of the typical route 10d is not within a predetermined angle with respect to the course direction of the ship 10a, the typical route 10c next to the typical route 10d is selected as a candidate for the following route. When the predicted route calculation unit 26 compares the course direction of the typical route 10c selected as a candidate for the following route with the course direction of the vessel 10a and determines that it is within a predetermined angle in the course direction, the predicted route 10c Determine as.

  FIG. 11 is a diagram for explaining predicted route calculation processing by the predicted route calculation unit 26. Here, an example is shown in which the typical route 11b is determined as the following route for the ship 11a. The predicted route calculation unit 26 calculates the shortest route from the ship 11a toward the following route from the ground course, the ground speed, and the turnover rate indicated in the vessel information transmitted from the vessel 11a, and determines the shortest route and the following route. The tied predicted route 11c is calculated. Further, the predicted route calculation unit 26 multiplies the ground speed and a predetermined predicted time (for example, 30 minutes), and calculates the position after the predetermined predicted time of the ship 11a on the predicted route as the predicted position. In this way, by calculating the typical route from the history of past vessel information in the monitored sea area and selecting the typical route according to the characteristics of the vessel being navigated, the future route and position of the vessel can be determined. Prediction accuracy can be improved. Further, the predicted route calculation unit 26 causes the output unit 22 to display the predicted route and the predicted position thus calculated. FIG. 12 is a diagram illustrating an example in which the predicted route calculation unit 26 causes the output unit 22 to display the predicted route and the predicted position. Thereby, the supervisor who monitors the monitoring target sea area can grasp | ascertain the condition of the ship in the monitoring target sea area more accurately, for example, can be used for provision of marine accident information and navigation control. Thereby, for example, it is possible to support safe navigation.

  Returning to FIG. 1, the ship position determination unit 27 determines whether or not the position of the ship indicated by the ship information acquired by the ship information acquisition unit 23 is within a predetermined region from the typical route calculated by the typical route calculation unit 25. To do. The predetermined area is, for example, an area within the KDE boundary line. For example, when the ship position determination unit 27 determines that the position of the ship indicated by the ship information acquired by the ship information acquisition unit 23 is not within a predetermined area from the typical route calculated by the typical route calculation unit 25, the ship position determination unit 27 outputs a warning. be able to. For example, FIG. 13 is a diagram illustrating an example in which the predicted route calculation unit 26 displays a warning on the output unit 22. Here, the route of the ship greatly deviating from the typical route is displayed on the output unit 22 as a warning. With such a warning, a supervisor who monitors the sea area to be monitored can easily grasp that there is a ship that is sailing far from the typical route. Thereby, for example, it is possible to support safe navigation.

Next, an operation example of the navigation support apparatus 20 according to the present embodiment will be described with reference to the drawings. FIG. 14 is a flowchart showing an operation example of the navigation support apparatus 20 according to the present embodiment.
The input part (monitoring target sea area input part) of the navigation support apparatus 20 receives an input part of information indicating the latitude and longitude of the monitoring target sea area from the user. Information indicating the latitude and longitude of the monitored sea area may be directly designated and input by the user, or may be calculated based on a drawing area selected by the user on the map. The ship information history acquisition unit 24 of the navigation support device 20 is ship information stored in the ship information history storage unit 21 based on the information indicating the latitude and longitude of the monitoring target sea area input by the user, and is the own ship. A history of ship information whose position is within the monitored sea area designated by the user is read (step S10).

  The typical route calculation unit 25 calculates a typical route in the monitored sea area based on the vessel information acquired by the vessel information history acquisition unit 24 (step S20). Specifically, the typical route calculation unit 25 first selects ship information in the area of the monitoring target sea area from the ship information acquired by the ship information history acquisition unit 24 (step S21). The typical route calculation unit 25 selects ship information within a predetermined analysis target period from the selected ship information (step S22). The predetermined analysis target period may be, for example, within a predetermined period (for example, within one year) from the current date and time, or may be a period input in response to an operation from the supervisor.

  The typical route calculation unit 25 selects ship information indicating a predetermined ship type from the selected ship information (step S23). The typical route calculation unit 25 selects vessel information indicating a ground course at a predetermined angle from the selected vessel information (step S24). The typical route calculation unit 25 performs kernel density estimation based on the selected ship information (step S25), and displays the analysis result on the output unit 22 (step S26). The typical route calculation unit 25 performs such kernel density estimation for each ship type and each ground course.

  The typical route calculation unit 25 calculates a typical route based on the result of kernel density estimation (step S30). For example, the typical route calculation unit 25 calculates a mode value by kernel density estimation (step S31), and calculates a typical route by connecting the mode values (step S32). The typical route calculation unit 25 stores the calculated typical route in its own storage area.

  When the ship information acquisition unit 23 receives the ship information transmitted from the ship information transmission unit 11 of the automatic ship identification device 10 mounted on the prediction target ship existing in the monitoring target sea area, the prediction route calculation unit 26 A follow-up route determination process is performed based on the ship information (step S40). For example, the predicted route calculation unit 26 selects, from the typical route calculated by the typical route calculation unit 25, a typical route calculated based on ship information that matches the ship type indicated by the ship information of the ship to be predicted (step) S41). The predicted route calculation unit 26 selects a typical route closest to the current position of the prediction target vessel from the selected typical routes (step S42).

  The predicted route calculation unit 26 determines whether the selected typical route is within a predetermined angle of the ground course indicated by the ship information of the ship to be predicted (step S43). When the predicted route calculation unit 26 determines that the selected typical route is not within the predetermined angle of the ground course indicated by the ship information of the ship to be predicted (No at Step S43), the predicted route calculation unit 26 returns to Step S42 and selects the next closest typical route. select. When it is determined that the selected typical route is within a predetermined angle of the ground course indicated by the ship information of the ship to be predicted (step S43: Yes), the predicted route calculation unit 26 determines the typical route as a follow-up route ( Step S44).

  The predicted route calculation unit 26 calculates the predicted position of the ship to be predicted (step S50). For example, the predicted route calculation unit 26 calculates, as the predicted route, a route that connects the position of the ship to be predicted to the follow-up route determined in step S44 with the shortest route (step S51). Further, the predicted route calculation unit 26 calculates the position after the predetermined prediction time of the ship to be predicted on the predicted route as the predicted position (step S52).

  As described above, according to the present embodiment, the kernel density estimation is performed based on the history of past ship information to calculate the typical route, and the predicted route of the vessel is assumed that the vessel being navigated follows the typical route. By calculating this, it is possible to improve the prediction accuracy of the ship position in the future. In addition, by changing ship information as a sample for kernel density estimation according to characteristics, it is possible to calculate an appropriate typical route according to the application. For example, it is possible to grasp the typical route of the entire sea area (wide area) or the typical route of the harbor center (narrow area). In addition, it is possible to find a ship that greatly deviates from such a typical route, and for example, it is possible to narrow down the vessels that should be noted for the safety of marine traffic.

  The program for realizing the function of the processing unit in the present invention is recorded on a computer-readable recording medium, and the program recorded on the recording medium is read into the computer system and executed to assist navigation. May be. Here, the “computer system” includes an OS and hardware such as peripheral devices. Further, the “computer system” may include a plurality of computer devices connected via a network including a communication line such as the Internet, WAN, LAN, and dedicated line. The “computer-readable recording medium” refers to a storage device such as a flexible medium, a magneto-optical disk, a portable medium such as a ROM and a CD-ROM, and a hard disk incorporated in a computer system. Furthermore, a “computer-readable recording medium” holds a program for a certain period of time, such as a volatile memory (RAM) inside a computer system that becomes a server or client when the program is transmitted via a network. Including things. The program may be for realizing a part of the functions described above. Furthermore, what can implement | achieve the function mentioned above in combination with the program already recorded on the computer system, what is called a difference file (difference program) may be sufficient.

  In addition, some or all of the functions described above may be realized as an integrated circuit such as an LSI (Large Scale Integration). Each function described above may be individually made into a processor, or a part or all of them may be integrated into a processor. Further, the method of circuit integration is not limited to LSI, and may be realized by a dedicated circuit or a general-purpose processor. In addition, when an integrated circuit technology that replaces LSI appears due to the advancement of semiconductor technology, an integrated circuit based on the technology may be used.

DESCRIPTION OF SYMBOLS 1 Navigation support system 10 Automatic ship identification device 11 Ship information transmission part 20 Navigation support apparatus 21 Ship information history storage part 22 Output part 23 Ship information acquisition part 24 Ship information history acquisition part 25 Typical route calculation part 26 Predictive route calculation part 27 Ship Position determination unit

Claims (8)

A ship information history acquisition unit that acquires information indicating a route of a ship that has passed through a predetermined sea area and a history of ship information including a ship type indicating the type of the ship from a plurality of ships ;
The typical route in the sea area is calculated for each ship type of the ship based on the degree of appearance of the route of ship information including the ship type to be calculated in the ship information history acquired by the ship information history acquisition unit. A typical route calculation unit,
A ship information acquisition unit for acquiring ship information transmitted from a ship existing in the sea area;
Based on the ship information acquired by the ship information acquisition unit and a typical route corresponding to a ship type included in the ship information acquired by the vessel information acquisition unit among the typical routes calculated by the typical route calculation unit. A predicted route calculation unit that calculates a predicted route of a ship existing in the sea area;
A navigation support apparatus comprising: The predicted route calculation unit selects any one of the plurality of typical routes calculated by the typical route calculation unit based on the position of the vessel indicated by the vessel information acquired by the vessel information acquisition unit. The navigation support apparatus according to claim 1 , wherein a route including the selected typical route is calculated as the predicted route. The predicted route calculation unit is a typical route based on the course to the ground of the vessel indicated by the vessel information acquired by the vessel information acquisition unit and the course directions of the plurality of typical routes calculated by the typical route calculation unit. The navigation support device according to claim 2 , wherein a typical navigation route in which the direction of the vehicle is within a predetermined angle of the ground course is selected. The said typical route calculation part calculates the said typical route by performing kernel density estimation for every ship classification contained in the said ship information based on the log | history of the said some ship information. The navigation support apparatus according to any one of claims 3 to 4. It is determined whether or not the position of the ship existing in the sea area is within a predetermined area from the typical route corresponding to the ship type of the ship existing in the sea area among the typical routes calculated by the typical route calculation unit. A ship position determination unit,
An output unit for outputting a warning when it is determined that the position of the ship existing in the sea area is not in the predetermined area in the determination result of the ship position determination unit;
The navigation support apparatus according to any one of claims 1 to 4 , further comprising: The said marine vessel information, navigational support device according to any one of the position of the ship, from claim 1, characterized in that it contains at least one of information of a pair locations heading to claim 5. A ship information history acquisition unit, from each of a plurality of ships , a ship information history including information indicating a route of a ship that has passed through a predetermined sea area and a ship type indicating the ship type ;
Typically route calculating section, based on the appearance degree of route of the ship information including the ship type of calculation target of history of the Vessels which the ship information history acquisition unit has acquired, wherein the typical route of said waters the ship Calculating for each ship type ,
A ship information acquiring unit acquiring ship information transmitted from a ship existing in the sea area;
The predicted route calculation unit corresponds to the vessel type included in the vessel information acquired by the vessel information acquisition unit and the vessel information acquired by the vessel information acquisition unit among the typical routes calculated by the typical route calculation unit. Calculating a predicted route of a ship existing in the sea area based on a typical route;
A navigation support method comprising: In the computer of the navigation support device,
A ship information history acquisition unit, from each of a plurality of ships , a ship information history including information indicating a route of a ship that has passed through a predetermined sea area and a ship type indicating the ship type ;
Typically route calculating section, based on the appearance degree of route of the ship information including the ship type of calculation target of history of the Vessels which the ship information history acquisition unit has acquired, wherein the typical route of said waters the ship Calculating for each ship type ,
A ship information acquiring unit acquiring ship information transmitted from a ship existing in the sea area;
The predicted route calculation unit corresponds to the vessel type included in the vessel information acquired by the vessel information acquisition unit and the vessel information acquired by the vessel information acquisition unit among the typical routes calculated by the typical route calculation unit. Calculating a predicted route of a ship existing in the sea area based on a typical route;
A navigation support program that executes

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