JP6991924B2 - Caisson towing management method - Google Patents

Description

The present invention relates to a caisson towing management method .

Conventionally, as this kind of thing, a water supply / drainage pump arranged in a floating body such as a cason, a water level sensor in the floating body, a tension sensor interposed in a floating body lifting wire, and a detection signal of each of the above sensors are input. There is an automatic attitude control device for a floating body (for example, Patent Document 1), which comprises a control device for sending a signal for controlling the attitude of the floating body to the water supply / drainage pump.

Further, in the concrete caisson, an inclination meter for monitoring the inclination when the concrete caisson is floated on the water surface is installed, and the moving average value of the measured values measured by the inclination meter at predetermined intervals within a predetermined time is predetermined. When the angle is equal to or greater than the set angle, the computer calculates the water level in each compartment for maintaining the levelness of the concrete caisson, and the calculated water level is used as the set value for the water injection pump and / or the drain pump. There is a tow safety control device for a concrete caisson (for example, Patent Document 2) that is activated to automatically restore the levelness of the concrete caisson.

Further, when water is injected into the inside of the cason floating on water and the cason is sunk, the inclination angle acquisition means for acquiring the inclination angle of the cason, the water level acquisition means for acquiring the water level of each of the sections, and the inclination angle acquisition. When the inclination angle acquired by the means exceeds the threshold value, the tendency specifying means for specifying the tendency of the distribution of the water level acquired by the water level acquiring means and the tendency specified by the tendency specifying means are used. At least one parameter of the amount of water to be injected into each of the compartments to reduce the tilt angle, the length of time to inject water into each of the compartments, or the amount of water to be injected into each of the compartments per unit time. There is a water injection control device (for example, Patent Document 3) including a determination means for determining and a water injection control means for controlling the water injection pump so as to inject water into each of the sections according to the parameters determined by the determination means.

In Patent Document 1, the water level of the section in the caisson is controlled by the tension of the floating lifting wire measured by the tension sensor, and in Patent Documents 2 and 3, the inclination of the caisson is measured by an inclinometer, and the pump is measured by the measured value. The levelness is maintained by controlling the drive of the caisson, and none of these conventional techniques uses the measured value of the inclination of the caisson to steer the ship transferring the caisson.

In addition, it is a caisson construction support system that supports the installation of the caisson at a predetermined position in a water area such as the ocean by using a work boat equipped with a crane for suspending the caisson, and the inclination angle of the caisson is adjusted. A caisson construction support system (for example, Patent Document 4) has also been proposed in which attitude data such as the inclination of a caisson is input to a server using a caisson inclinometer to be measured, and these input data are displayed on a monitoring personal computer.

By the way, in a ship safe navigation network system (for example, Patent Document 5), an index (arrow) is arranged and displayed on a display device at a position of another ship with respect to the own ship, and further, it is close to each index. Then, the moving speed of the vessel is displayed, and the crew of the own vessel can determine where other vessels in the vicinity of the own vessel are located and in which direction and at what speed. This makes it easier for the crew to estimate in advance the possibility of collision with other vessels.

Further, in the ship safety navigation network system, an alarm boundary is indicated based on the latest navigation information received by the terrestrial digital broadcast receiver, and this warning boundary is a circle centered on the position of the own ship and its radius. Is arbitrarily set by the crew, and the control unit detects whether or not another vessel enters the warning boundary, and if it detects that it does, causes the warning device to send an alarm.

Japanese Unexamined Patent Publication No. 9-177086 Japanese Unexamined Patent Publication No. 2009-299413 Japanese Unexamined Patent Publication No. 2013-253469 Japanese Unexamined Patent Publication No. 2000-8389 Japanese Unexamined Patent Publication No. 2010-92245

The caisson construction support system of Patent Document 4 can also confirm the inclination of the caisson when the caisson is sunk, but it was possible to simply confirm the attitude data such as the inclination in the ship towing the caisson. It is very difficult to tow a caisson in a stable position.

By the way, when towing a caisson with a tugboat, the caisson tilts due to the influence of waves and wind, and the towing place is shallow, and if the tilt becomes large, the bottom of the caisson may come into contact with the bottom of the water.

In particular, in the case of a tugboat, the caisson may tilt forward depending on the towing speed, and in the case of an elongated caisson, it is easy to tilt left and right due to swells and wake waves of approaching vessels, so it is necessary to avoid approaching surrounding vessels. be.

In addition, since a construction vessel may stop on the water to work, it is difficult for another vessel to immediately move to the evacuation action when another vessel approaches during construction, and there is a risk that the other vessel will approach without knowing it.

In the ship safety navigation network system, the radius of the warning boundary can be arbitrarily set by the crew, so that the time until another ship approaches can be arbitrarily set and notified, but it is circular. At the warning boundary, if the construction site has a long shape such as an embankment, or if it is polygonal in other cases, it will be the range of a circle centered on the center of the longest part, so it may be wider than necessary or caution may be required. It is difficult to use because it contains unnecessary parts.

In view of the above-mentioned problems, it is an object of the present invention to provide a caisson towing management method capable of keeping a caisson in a stable posture during transportation.

The invention according to claim 1 is a display for displaying the inclination of the caisson by means of an inclination measuring means provided on a caisson transferred over the sea by a ship and measuring the inclination angle and the inclination direction of the caisson and the measurement data of the inclination measuring means. In a caisson towing management method using a caisson tilt measurement display device equipped with a monitor, the display monitor has a predetermined angle display circle that displays a predetermined tilt angle, and the tilt angle and tilt of the caisson based on the measurement data. The vessel is a towing vessel and a hoisting vessel, and the caisson is provided with front and rear outer walls and left and right outer walls on all four sides of the bottom plate, and is formed longer in the front-rear direction than in the left-right direction. The caisson is towed by the tow boat in front of the caisson , a cushioning member is provided at the front portion of the hoisting vessel, the caisson is arranged in front of the cushioning member, and the outer surfaces of the front outer wall and the left and right outer walls of the caisson. In addition to arranging the large turning rope, both ends of the large turning rope are connected to the left and right of the front part of the hoisting vessel , the caisson is attached in front of the shock absorber, and the caisson is held by the hoisting machine main body of the hoisting vessel. The caisson is towed in a suspended state using the holding suspension frame, and the frame body of the holding suspension frame includes front and rear frame portions in the left-right direction and left and right frame portions in the front-rear direction, and the front, rear, left and right sides of the frame body. The cords are hung from the four corners, the lower end of each cord is connected to the caisson, the display monitor is placed on the tow boat and the hoisting vessel, and the tilt of the caisson displayed by the display monitor. It is characterized in that the speeds of the tow boat and the hoisting boat are adjusted so that the caisson maintains a stable posture while confirming .

The invention according to claim 2 is characterized in that the display monitor is provided so that an allowable angle range of an inclination angle of the caisson can be set, and displays the allowable angle range smaller than the predetermined angle display circle.

The invention according to claim 3 is characterized by comprising an inclination angle numerical display unit that numerically displays the inclination angle of the caisson .

The invention according to claim 4 is characterized in that it notifies when the inclination angle of the caisson becomes equal to or more than the allowable angle range.

The invention according to claim 5 is characterized in that the display monitor displays a route area and displays an alarm when the caisson deviates from the route area.

According to the configuration of claim 1, since the inclination of the caisson can be intuitively grasped by the movement of the inclination indicating portion, the speed of the ship is adjusted by the operator so that the caisson maintains a stable posture during transfer. be able to. Further, since the cushioning member is used, the caisson is not damaged, and the caisson can be uniformly suspended by using the holding suspension frame.

According to the configuration of claim 2, the permissible angle display unit can be displayed at the permissible inclination angle corresponding to the caisson to be transferred.

According to the configuration of claim 3, the inclination angle can be confirmed numerically.

According to the configuration of claim 4, it is found that the inclination angle is equal to or larger than the allowable angle, and it can be dealt with immediately.

According to the configuration of claim 5, there is a risk of contacting the bottom of the water by adjusting the towing speed so that the caisson maintains a stable posture by the inclination angle of the caisson and towing so as not to deviate from the route area. You can tow while avoiding shallow water.

Further , according to the configuration of claim 1 , a caisson having an elongated shape and easily tilted to the left and right is sandwiched between a tugboat and a crane vessel from the front and back, and is suspended by the crane vessel while checking the tilt angle of the caisson. By navigating the crane vessel, the caisson can be transported in a stable posture. In this case, the speed and course of the tugboat and the crane vessel are adjusted to manage the inclination and course of the caisson. For example, when the caisson is in a forward leaning posture, the towing speed is slowed down.

It is an overall explanatory view of the flight management system which shows Example 1 of this invention. It is the figure of the screen which shows the operation management system of the display monitor as above. It is the figure of the screen which shows the meeting of the ship of the display monitor as above. It is the figure of the screen which shows the caution area of the display monitor as above. Same as above, it is the figure of the screen which shows the setting time setting display part of a display monitor. Same as above, it is the figure of the screen which shows the caution area setting display part of a display monitor. Same as above, it is the figure of the screen which shows the route area setting display part of a display monitor. Same as above, it is a side view showing the towing of a caisson . Same as above, it is a plan explanatory view of the port. Same as above, it is explanatory drawing of the mark which shows a ship. Same as above, it is a perspective view which shows the water transfer of a caisson . Same as above, is a perspective view of the shock absorber. Same as above, it is a perspective view of a caisson being transferred by water. Same as above, it is the figure of the screen which shows the tilt information display part of a display monitor. Same as above, it is the figure of the screen which partially hidden the tilt information display part of a display monitor. It is the figure of the screen which shows the inclinometer setting display part of the display monitor as above. Same as above, it is a diagram of the screen of the flight management system. It is a figure of the screen of the operation management system of the display monitor which shows Example 2 of this invention. It is the figure of the screen which shows the meeting of the ship of the display monitor as above. It is a figure of the screen of the flight management system which shows Example 3 of this invention. It is a figure of the screen which shows the tilt information display part of the display monitor which shows Example 4 of this invention.

Preferred embodiments of the present invention will be described with reference to the accompanying drawings.

Hereinafter, a caisson towing management method using the caisson tilt measurement display device of the present invention will be described with reference to the attached drawings.

1 to 17 show the first embodiment of the present invention. In the construction ship operation management system, the AIS device 2 is mounted on the hoisting ship 1 which is the main station ship, and the hoisting ship 1 is equipped with the AIS device 2. AIS information is acquired from the AIS-equipped target ship 4 equipped with the AIS device 3, and the ship information (ship data) based on the AIS information of the target ship 4 and the ship information of the AIS non-equipped target ship 5 not equipped with the AIS device. , Ship information (ship data) of the hoist ship 1 is collected in the server 7 via an internet line.

Examples of the AIS non-equipped ship 5 include small ships such as pleasure boats different from construction ships, and other construction ships that do not send ship information (ship data) to the server 7. Further, the server 7 can be arranged in an onshore office of a company that manages construction vessels.

The crane vessel 1 and the plurality of subordinate vessels 6 are construction vessels, in other words, among these plurality of construction vessels, the vessel equipped with the AIS device 2 is the main vessel. The main station ship is the main station ship, and the substation ship 6 is the substation ship.

The ship information of the ship 5 not equipped with AIS includes ship information such as position information, speed information, and course information in addition to the information for specifying the hull.

The AIS information from the AIS-mounted target ship 4 includes ship information such as position information, speed information, and course information in addition to ship name information. The ship name information of the construction ship is stored in the server 7 and a personal computer to be described later mounted on the construction ship.

Further, the crane vessel 1 and the substation vessel 6 are equipped with a GNSS receiver 8, and the vessel information of the crane vessel 1 and the substation vessel 6 obtained by the GNSS receiver 8 is transmitted to the server 7 via an internet line. In this example, the GNSS receiver 8 uses a DGPS system, and is provided with a beacon receiver (not shown) for receiving the position correction data of the DGPS broadcast by the Japan Coast Guard, and the position correction is described. The position data is corrected by the data.

The crane vessel 1 includes the AIS device 2, the GNSS receiver 8, an automatic tracking radar device 11, a Web camera 12 as a camera, a personal computer 13, and a display monitor 14. By using a personal computer 13 of the crane vessel 1 having a server function, the personal computer 13 of the crane vessel 1 may be used as a server instead of the server 7, and in this case, the land server 7 becomes unnecessary.

The substation ship 6 includes the GNSS receiver 8, a personal computer 16, and a display monitor 17. Further, as the main station ship, a crane vessel 1 is exemplified, and as a substation ship 6, a tugboat, a surveillance ship, a traffic ship, and the like are exemplified. It is equipped with a camera 18. Then, the Web camera 18 captures images of the own ship and surrounding construction ships and displays the images on the screens of the display monitors 14 and 17.

In order to obtain position information such as ship information of the AIS non-equipped ship 5, the crane vessel 1 is equipped with the radar device 11, and the radar device 11 acquires the ship information of the AIS non-equipped ship 5. The radar device 11 sets the distance and direction with respect to the position of the crane vessel 1 and then converts the information into latitude and longitude information to obtain ship information. The ship information (ship data) of the crane vessel 1 including the position of the crane vessel 1 is obtained by the GNSS receiver 8 mounted on the crane vessel 1.

The radar device 11 is provided with an automatic collision prevention assist device (hereinafter, also referred to as an ARPA device) 15 for preventing a collision with a target such as another ship by using a radar image generated by the radar device 11.

The server 7 has a communication network constructed with the crane vessel 1 and the plurality of substation vessels 6 through the Internet line. Each of the personal computers 13 and 16 is an information terminal that can be connected to an Internet line, and functions as an information transmission means for transmitting information from the crane vessel 1 and the substation vessel 6. The personal computer 13 mounted on the crane vessel 1 transmits work start and end, and other work information to the server 7 via an internet line by the operation of a worker on the crane vessel 1.

Further, regardless of the operation of the personal computers 13 and 16, the personal computers 13 and 16 of the construction ship periodically transmit the ship information and the like to the server 7 through the Internet line. The server 7 aggregates the ship information and periodically transmits it to the personal computer 13 of the crane vessel 1 via the Internet line.

In this way, the server 7 transmits the aggregated information that aggregates the received ship information of the hoisting ship 1, the target ship that is equipped with AIS 4, the target ship 5 that is not equipped with AIS, and the subordinate ship 6 to the hoisting ship 1. Then, the personal computer 13 of the hoisting vessel 1 processes this aggregated information, and periodically transmits the aggregated information to the substation vessel 6.

The server 7 receives the information transmitted from the crane vessel 1 and the substation vessel 6 through the Internet line, and registers the received information in the database. The information registered in this database can be viewed using a web browser on the personal computers 13 and 16 of the crane vessel 1 and the substation vessel 6.

Next, the processing of the personal computer 13 of the crane vessel 1 will be described. The personal computer 13 is based on the course information, position information, and speed information of the hoisting vessel 1 and the substation vessel 6 equipped with the AIS-equipped vessel 4, the AIS non-equipped vessel 5, and the personal computers 13 and 16 included in the vessel information. , The course information, position information, and speed information of the hoisting vessel 1, the target vessels 4, 5 and the substation vessel 6 are displayed on the screens of the display monitors 14 and 17 by vectors 21, 24, 25, 26.

In this case, at least the hoisting ship 1 which is the own ship is displayed on the display monitor 14 of the hoisting ship 1, and at least the subordinate ship 6 which is the own ship is displayed on the display monitor 17 of the subordinate ship 6. In this way, the own ship is displayed on the center side of the personal computers 13 and 16, respectively. The personal computers 13 and 16 are provided with display switching means (not shown), and the display monitors 14 and 17 of the personal computers 13 and 16 display the main station ship and the substation centering on the crane vessel 1. It is also possible to select and switch to the display for the substation ship centered on the ship 6. In the display for the substation, it is possible to select and switch from the plurality of substation vessels 6.

The processing of the personal computer 13 will be described with reference to FIGS. 1 to 7. The display monitors 14 and 17 in FIG. 2 are displayed by selecting the crane vessel 1, and a ship-shaped mark 31 representing the crane vessel 1 is displayed on the center side of the display monitors 14 and 17. The ship-shaped mark 31 indicates the sharp tip 31S toward the traveling direction side. Further, the course of the crane vessel 1 is displayed by a vector 21 which is a linear display unit from the current position, direction and speed of the crane vessel 1, and the starting point of the vector 21 is the center position of the current crane vessel 1. A point display unit 21A, which is an expected position display unit indicating an expected position corresponding to a plurality of set times, is displayed on the vector 21, and the diameter of these point display units 21A is larger than the line thickness of the vector 21.

Further, on the display monitors 14 and 17, the AIS-equipped ship 4 and the AIS-non-equipped ship 5 are displayed on the display monitors 14 and 17 with marks 34 and 35 such as ship shapes based on the AIS information and the information acquired by the radar device 11, and at the same time, the target ships 4 , 5 and the course of the target vessel 4, 5 and the slave vessel 6 are displayed by the linear display unit vectors 24, 25, 26 from the current position, direction and speed of the slave vessel 6, and the starting points of these vectors 24, 25, 26 are displayed. Is the position of the current target vessels 4, 5 and the subordinate vessels 6.

Further, on the vectors 24, 25, 26, point display units 24A, 25A, 26A indicating expected positions corresponding to a plurality of set times are displayed.

Marks 31, 34, 35 and / or ship names are displayed at the start points of the vectors 21, 24, 25, 26. Further, the set time can be displayed corresponding to the point display units 21A, 24A, 25A, and 26A. Specifically, as shown in FIG. 2, a hull identification information display unit 36 for displaying a ship name and a matter for specifying a hull is displayed in the vicinity of the marks 31, 34, 35, and a setting indicating a set time is also displayed. The time display unit 37 is displayed in the vicinity of the point display units 21A, 24A, 25A, and 26A. In addition, although the set time display unit 37 displays, for example, "3 minutes later" in FIGS. 2 and 3, it can be appropriately selected as long as the display shows the set time such as "3 minutes" and "3".

In the example shown in FIG. 2, when navigating at the same course and speed, it can be seen at a glance that the crane vessel 1 and the target vessel 4 meet after 3 minutes, and the avoidance action can be taken promptly. By displaying the positions, directions, and expected positions of the own ship and other ships on the display monitors 14 and 17 in this way, collision avoidance behavior and intrusion / crossing judgment into the route can be made early regardless of day or night. This can be done to improve workability using a construction vessel. Further, when the target ship 4 is a large ship, it is affected by the shock wave just by approaching, so that the approach can be avoided when the approach is expected.

In addition, marks 31, 34, and 35 can be set according to the type of ship, and as shown in FIG. 10, a pump dredger, a grab dredger, a clay carrier, an anchor ship, and a monitoring ship imitate each of them. ， Transportation ship, dredging vessel, etc. are exemplified, and can be set arbitrarily. By displaying such a known construction vessel with a graphic mark representing the construction vessel, the type of the construction vessel can be easily determined.

FIG. 5 shows a screen in which the display of the display monitors 14 and 17 is switched and the set time setting display unit 41 is displayed on the display monitors 14 and 17. A plurality of time switching units 42, 42A, 42B are arranged side by side in the set time setting display unit 41, and in this example, three time switching units 42, 42A, 42B are provided, and each time switching unit 42, 42A, The numerical value of 42B can be switched. This switching can be switched in 1-minute units in this example by clicking the upper and lower triangular time switching units 43 and 43 to increase or decrease the numerical value. When any of the plurality of switching units 42, 42A, and 42B is not used, the check box of the use selection switching unit 44 next to "use" corresponding to the time switching unit 42 is switched on / off. , It is possible to switch between the case where the corresponding time switching units 42, 42A and 42B are used and the case where the corresponding time switching units 42, 42A and 42B are not used. The check box is blank when it is off.

In the state where all the use selection switching units 44 are used, the set time is selected by the time switching unit 43, and in this example, "1 minute", "3 minutes", and "5 minutes" are selected from the left side. The point display units 21A, 24A, and 25A indicating the predicted positions corresponding to "1 minute later", "3 minutes later", and "5 minutes later" are displayed together with the vectors 21, 24, and 25. Here, for example, if the central time switching unit 42A is not used by the use selection switching unit 44, the point display unit 21A, which is the predicted position display unit indicating the predicted position corresponding to the set time of "1 minute later" and "5 minutes later". , 24A, 25A are displayed.

Further, the caution area 51 is displayed on the screens of the display monitors 14 and 17. The caution area 51 surrounds the construction site and displays, for example, the construction site where the caisson 67, which is an underwater structure, is installed. In the construction vessel operation management system, the caisson 67 is managed in substantially the same manner as the subordinate vessel 6 of the construction vessel.

The caution area 51 has a polygonal shape having area corner portions 53, 53A, 53B ... connecting a plurality of area straight lines 52, 52A, 52B ... and adjacent straight lines 52, 52A, 52B ... Make a polygon.

FIG. 6 shows a screen in which the display of the display monitors 14 and 17 is switched and the caution area setting display unit 55 is displayed. The caution area setting display unit 55 is provided with a selection unit 56 capable of selecting a plurality of caution areas 51 on the left side thereof, and a name display unit 57 displaying the name of the currently selected caution area 51 in the upper center thereof. Is provided, and under the name display unit 57, an area corner number setting unit 58 for setting the number of the area corners 53 is provided, a data input unit 59 is provided in the center thereof, and a legend display unit is provided on the left side thereof. 60 is provided.

A numerical display unit 59A is provided on the left side of the data input unit 59, and in the numerical display unit 59A, an integer corresponds to the area corner portions 53, 53A, 53B ... From 1 to the bottom. They are arranged side by side so as to increase, and the X coordinate input unit 59B and the Y coordinate input unit 59C are arranged on the right side thereof corresponding to the number display unit 59A.

The method of setting the caution area 51 will be described by taking the caution area 51 shown in FIG. 4 or the like as an example. To set the pentagonal caution area 51, the upper and lower triangular number switching units 58A of the area corner number setting unit 58, By clicking 58A, the numerical value goes up and down. In this example, the number of area corners 53 is switched to 5 according to the number of polygons, and 1 to 5 are shown in the legend display unit 60. By inputting the numerical values of the coordinates into the X coordinate input unit 59B and the Y coordinate input unit 59C of the numerical display unit 59A, the frame of the caution area 51 is displayed on the display monitors 14 and 17. It should be noted that the numerical values of the coordinates of FIGS. 3 and 6 are different from the actual ones.

In this case, the area corner portions 53, 53A, 53B, 53C, 53D are displayed at positions corresponding to the numerical values of the coordinates of the numerical display units 59A of 1 to 5, and the adjacent area corner portions 53, 53A, 53B, Area straight lines 52, 52A, 52B, 52C, 52D connect 53C and 53D. The area corners 53 and 53D corresponding to the minimum and maximum of the numerical display unit 58A are connected by the area straight line unit 52D, and the caution area 51 is closed.

Further, in the caution area setting display unit 55, the numerical value of the coordinates can be updated by pressing the update button 61, and after adding the caution area 51 and inputting the coordinates, the addition button 61A is pressed in the selection unit 56. The caution area 51 can be added, and the registered caution area 51 can be selected and deleted by pressing the delete button 61B with the caution area 51 to be deleted selected in the selection unit 56. ..

Further, the route area 62 is displayed on the screens of the display monitors 14 and 17. The route area 62 surrounds and displays a navigable route of the underwater structure, and displays, for example, a range suitable for navigation such as a caisson 67 which is an underwater structure. The suitable range is a range having a predetermined water depth or a range not approaching a structure such as an embankment in order to avoid a shallow water 68 where the caisson 67 floating on the water and towing may come into contact with the seabed. In the plan view of FIG. 9, the route area 62 is shown by an imaginary line at the corresponding position for easy understanding.

Further, in the route area 62, similarly to the caution area 51, the area corner portions 53, 53A connecting the plurality of area straight lines 52, 52A, 52B ... and the adjacent straight lines 52, 52A, 52B ... , 53B ... Forming a polygonal shape.

Further, FIG. 7 shows a screen in which the display of the display monitors 14 and 17 is switched and the route area setting display unit 63 is displayed. The route area setting display unit 63 is provided with a selection unit 56 capable of selecting a plurality of route areas 62 on the left side thereof, and a name display unit 57 displaying the name of the currently selected route area 62 in the upper center thereof. Is provided, a data input unit 59 is provided in the center thereof, and a legend display unit 60 is provided on the left side thereof. Then, the route area setting display unit 63 can set the route area 62 in the same manner as the caution area setting display unit 55.

Further, when the target vessel 4 equipped with the AIS device 3 and the target vessel 5 not equipped with the AIS device invade the caution area 51, the boat-shaped marks 34 and 35 indicating these enter a warning display state such as blinking to notify the intrusion. .. Alternatively, as shown in FIG. 4, the message "The ship has entered the caution area" is displayed on the display monitors 14 and 17 displaying the caution area 51.

Further, when the caisson 67 equipped with the GNSS receiver 8 deviates from the route area 62 based on the position information data from the GNSS receiver 8, an alarm display is displayed on the display monitors 14 and 17. Specifically, as shown in FIG. 4, the display monitors 14 and 17 displaying the route area 62 display the message "Caisson has invaded outside the route area" to notify the deviation from the route area 62. do. In the caisson 67, the information mobile terminal constituting the inclinometer 81 is provided with the GNSS receiver 8, and the ship information is sent to the server 7 via the Internet line and displayed on the display monitors 14 and 17, as in the substation ship 6. can do.

FIG. 9 shows an example of using the route area setting display unit 63. FIG. 9 is a plan view of the harbor, with embankments 65 and 66 arranged on the left and right, and a caisson 67 installed at the tip 66A of the embankment 66 on the left side. Tow the caisson 67 from the land side of the harbor to the tip 66A of the embankment 66 on the left side. Shallows 68 and 68 are located inside the embankments 65 and 66, and the route area 62 is set by avoiding these shallows 68 and 68. In this case, the route area 62 can be set by inputting the numerical values of the coordinates of the numerical display units 58A of 1 to 10.

The towing route of the caisson 67 needs to be deeper than the draft of the caisson 67 so that the caisson 67 does not come into contact with the seabed. When there is a shallow water 68 around the route, it is necessary to manage so that the towed caisson 67 does not deviate from the planned route. In such a case, by applying this system and managing the towed route of the caisson 67 as the route area 62, it is possible to prevent the caisson 67 from coming into contact with the seabed by preventing the deviation from the route area 62. In particular, by combining it with an inclinometer, which will be described later, stable towing of the caisson 67 becomes possible.

The personal computer 13 of the crane vessel 1 mainly processes and controls the above. In this case, the personal computer 13 performs arithmetic processing based on the received data and displays it on the screen of the display monitor 14, and rewrites the display a plurality of times per second based on the data that changes with time. Further, the same display as that of the display monitor 14 can be displayed on the screen of the display monitor 17.

Next, the operation of the configuration of the construction ship operation management system will be described. The set time is set in the set time setting display unit 41 according to the navigation of the construction ship including the crane vessel 1 on the day, and the vectors 21, 24, 25, 26 and the point display units 21A, 24A, 25A, 26A are set. Further, the caution area 51 is set by the caution area setting display unit 55, and the route area 62 is set by the route area setting display unit 63.

Then, as shown in FIG. 2, when the display monitors 14 and 17 are switched to the screen of the operation management system and the crane vessel 1 sails at the same course and speed, it is possible to meet the target vessel 4 in 3 minutes. You can take evasive action promptly.

Further, in FIGS. 11 to 17, the caisson 67 is attached to the front part of the crane vessel 1 which is the main station ship and is towed, and the caisson 67 is towed by the tugboat 71. In this way, the caisson 67 is floated and transferred on the water by the tugboat 71 and the crane vessel 1. In this case,
The tugboat 71 is a subordinate ship 6.

As shown in FIG. 12, a shock absorber pedestal device 72, which is a shock absorber, is provided on the front surface portion 70A of the crane vessel 1. In this shock absorber device 72, a plurality of elastic cylinders 73, 73 ... A frame body 74 made of a material is fixed, and in this example, the frame body 74 is made of steel, and the upper and lower horizontal frame portions 74Y, 74Y in the horizontal direction are connected by a plurality of vertical frame portions 74T, 74T, ... It becomes. Further, a plurality of elastic ring bodies 75, 75 ... As cushioning members are fixed to the front surface of the frame body 74 at intervals on the left and right, and in this example, a tire is used for the elastic ring body 75.

The caisson 67 is formed longer in the front-rear direction than in the left-right direction, and front-rear outer walls 67A, 67A and left-right outer walls 67B, 67B are provided on four sides of a bottom plate (not shown), and between these outer walls 67A, 67A, 67B, 67B. The partition walls 67C, 67D, 67D in the front-rear and left-right directions are provided on a flat surface, and a plurality of insertion points are arranged in a grid pattern. Further, the front-rear width dimensions of the left-right outer walls 67B and 67B are larger than the left-right width dimensions of the front-rear outer walls 67A and 67A. The left and right widths of the front portion 70A and the frame body 74 of the crane vessel 1 are larger than the left and right widths of the front and rear outer walls 67A and 67A.

Further, a caisson 67 is arranged on the front surface of the shock absorber device 72, and both ends 76T and 76T of the large turning rope 76 are connected to the left and right of the front portion 70A, and the large turning rope 76 is connected to the front outer wall 67A of the caisson 67. It is arranged on the outer surface of the left and right outer walls 67B and 67B, and the caisson 67 is attached to the front part of the crane vessel 1.

The tugboat 71 connects a tow rope 77 to the caisson 67 in front of the caisson 67.

An inclination meter 81 is used for the caisson inclination measurement display device of the present invention, and two inclination meters 81, 81, which are inclination measuring means, are mounted on the caisson 67. The reason why two (plural) inclinometers 81 and 81 are installed is for backup in case one of them fails, and the inclinometer is measured by one of the inclinometers 81, and the measurement data is the Internet line. It is sent to the personal computer 13 via such as.

In this case, since the caisson 67 is attached to the crane vessel 70, the position of the caisson 67 may be treated as the same as that of the crane vessel 70, or the position of the caisson 67 may be determined by the position information from the mobile terminal serving as the GNSS communication device. The inclination may be measured, while the inclination is measured by an inclination meter 81 such as a portable terminal provided in the caisson 67. When towing only with the tugboat 71, the tugboat 71 and the caisson 67 are separated. In this case, the caisson 67 vessel is provided with the GNSS receiver 8 or the mobile terminal having the GNSS receiver function provided in the caisson 67. Manage information.

The tilt information display unit 82 is displayed on the display monitors 14 and 17, and the tilt angle of the caisson 67 measured by the tilt meter 81 is displayed on the tilt information display unit 82. As shown in FIGS. 14 and 15, the inclination information display unit 82 has a center point 83 indicating a horizontal position, a predetermined angle display circle 84 centered on the center point 83, and the inside of the predetermined angle display circle 84. The tilt indicator point 86, which is an tilt indicator indicating the tilt measured by the tilt meter 81, is displayed and is provided with a permissible angle range 85 which is a permissible angle display unit centered on the center point 83. The point 86 displays the inclination in the same operation as a bubble such as a leveling device. The inclination information display unit 82 indicates a positive direction in the X-axis direction, that is, directly above the direction of travel of the caisson 67 equipped with the inclinometer 81. Further, on the predetermined angle display circle 84, the inclination angle represented by the predetermined angle display circle 84 is displayed by the numerical display unit 84A composed of numbers. The allowable angle range 85 is represented by a closed curve, which is circular in this example.

The inclination value indicated by the predetermined angle display circle 84 and the allowable inclination value indicated by the allowable angle range 85 can be arbitrarily set. Further, the intervals of the scales 87 and 87 in the X-axis direction and the Y-axis direction about the center point 83 can be arbitrarily set. The scales 87 and 87 arranged in the X-axis direction and the Y-axis direction are the tilt direction display units.

Further, the inclination information display unit 82 is provided with an orientation indicating unit 88 that indicates the orientation of the object to be measured (caisson 67). In this example, the directional indicator 88 is composed of triangular indicator figures 88A and 88B having different colors, one indicator figure 88A indicates the north of the azimuth, and the other indicator figure 88B indicates the south of the azimuth. The instruction figures 88A and 88B are positioned symmetrically with respect to the center point 83.

Then, the tilt information display unit 82 has a pitch display unit 90 that displays the pitch angle and a roll angle in which the X-axis direction and the Y-axis direction about the center point 83 correspond to the pitch angle and the roll angle. A roll display unit 91 for displaying and an azimuth display unit 92 for displaying the azimuth angle are provided, and the pitch display unit 90 and the roll display unit 91 are tilt angle numerical display units. The direction is 0 ° in the north, and the angle between the north and the traveling direction increases in the clockwise direction from the north. As the inclinometer 81, an information mobile terminal such as a smartphone capable of measuring the inclining angle and the inclining direction can be used. You can display a warning to do so.

The setting of the tilt information display unit 82 will be described with reference to FIG. FIG. 16 is an inclinometer setting display unit 93 displayed on the display monitor 14, and the inclinometer setting display unit 93 has a data valid time setting unit 94, a display circle setting unit 95, and a scale value setting unit 96 from the upper left side. An inclination allowable range setting unit 97 is provided, and an offset setting unit 98 is provided in the upper center, and can be set by inputting numerical values to these setting units 95, 96, 97, 98.

The data valid time setting unit 94 can set the data valid time, and if new data does not come from the tilt meter 81 even after the set time has passed, "data has not arrived" in the tilt information display unit 82. A warning display 94A (see FIG. 20) such as is displayed to notify that the display related to the inclination is different from the actual current value. The tilt angle represented by the predetermined angle display circle 84 can be set by using the display circle setting unit 95, and the position and the interval corresponding to the tilt angle of the scale 87 are set by using the scale value setting unit 96. be able to.

Further, the tilt tolerance setting unit 97 includes a pitch-up unit 97A in which the pitch angle increases to the north side, a pitch-down unit 97B in which the pitch angle increases to the south side, and a roll left unit 97C in which the roll angle increases to the left. It has a roll light portion 97D whose roll angle increases to the right, and an allowable inclination angle can be set for each. In addition, in the setting in the inclination allowable range setting unit 97 of FIG. 16, as shown in FIG. 15, the closed curve of the allowable angle range 85 is a circle.

In the tilt information display unit 82, the tilt angle tilted so that the front side in the traveling direction of the cason 67 is lower than the rear side in the traveling direction is represented by a plus, and the rear side in the traveling direction of the cason 67 is lower than the front side in the traveling direction. The tilted angle is shown as a minus, and the tilted angle is shown as a plus so that the right side of the cason 67 is lower than the left side of the traveling direction, and the left side of the cason 67 is lower than the right side of the traveling direction. The tilt angle is shown as a minus.

The offset setting unit 98 has an azimuth offset unit 98A for correcting the displayed azimuth, pitch, and roll, a pitch offset unit 98B, and a roll offset unit 98C, each of which can input an angle. For example, the inclinometer 81 can be corrected by fixing the position to the caisson 67 and then inputting a value to the offset setting unit 98. For example, taking the direction as an example, if the caisson 67 faces north and the direction data is 1 °, it can be corrected to the actual direction by inputting -1 ° to the direction offset portion 98A.

Further, the inclinometer setting display unit 93 is provided with a drawing setting unit 99 at the lower center thereof and a color setting unit 100 on the right side thereof. The drawing setting unit 99 can switch on / off the check boxes corresponding to various displays on the tilt information display unit 82.

By switching the check box on / off, the number display unit 84A is displayed / hidden in "Display axis value", and the scale 87 is displayed / hidden in "Display scale". In "Display the allowable tilt range", the allowable angle range 85 is displayed / hidden, in "Display the direction", the direction indicator 88 is displayed / hidden, and in "Display the center point", the center is displayed. Point 83 is displayed / hidden, the pitch display unit 90, the roll display unit 91, and the direction display unit 92 are displayed / hidden in "display value", and the warning display 94A is displayed in "display warning text". Is displayed / hidden.

In FIG. 15, the check box is switched on / off to hide the directional indicator 88, the pitch display section 90, and the roll display section 91, and the directional indicator 88 is omitted from the drawing. ing.

Further, the color setting unit 100 can select and change various display colors on the tilt information display unit 82.

Then, when the inclination angle of the caisson 67 becomes the allowable angle range of 85 or more, an alarm display is displayed on the display monitors 14 and 17, or an alarm sound is emitted to notify the caisson 67. For example, the display monitors 14 and 17 displaying the tilt information display unit 82 are displayed with the message "The tilt allowable range has been exceeded" to notify that the tilt angle has exceeded the allowable angle. Alternatively, when the inclination angle of the caisson 67 becomes the allowable angle range of 85 or more, a part of the screens of the display monitors 14 and 17 may blink to display an alarm.

As shown in FIG. 11 and the like, the holding suspension frame 101 can be used in the water movement of the caisson 67. The frame body 102 of the holding suspension frame 101 forms a horizontally long square composed of front and rear frame portions 102A and 102A in the left and right direction and left and right frame portions 102B and 102B in the front and rear direction, and is centered in the frame body 102 in the front and rear direction. A reinforcing frame portion 102C is provided, and the front and rear of the central reinforcing frame portion 102C are fixed to the front and rear frame portions 102A and 102A.

The frame body 102 is formed to be wider than the left and right width of the caisson 67, and in this example, the left and right width of the frame body 102 is substantially the same as the left and right width of the caisson 67. Then, the cords 103, 103, 103, 103 are vertically laid from the four corners on the front, back, left, and right of the frame 102, and the lower ends of the cords 103, 103, 103, 103 are attached to the left and right outer walls 67B of the caisson 67. It is connected to 67B. Further, corresponding to the cords 103, 103, 103, 103, the lifting cords 104, 104, 104, 104 are connected to the frame 102, and the lifting cords 104, 104, 104, 104 are connected. The upper end forms a gathering portion 104A gathered at the upper end.

A crane main body 111 is arranged on the crane vessel 1. The hoisting machine main body 111 is provided so as to be rotatable with respect to the hoisting machine ship 1, and is provided with an undulating crane arm 112, and a hoisting rod 114 is hung from the tip 113 of the crane arm 112. The cord 114 is configured to be able to be wound and sent out by the hoist main body 111. Then, the gathering portion 104A is connected to the hook 115 which is a connecting portion provided at the lower end of the cord 114.

In FIG. 17, the ship name of the hoisting vessel 70, which is the main station ship, is "○○○ maru", and the ship name of the towing ship 71, which is the substation ship, is "XXX circle". The cason 67 is located between the hoisting vessel 70 and the hull is specified by the mounted "tilt meter 1", so that the "tilt meter 1" is displayed as the hull identification information display unit 36 in the vicinity of the cason 67. There is. In this case, the caisson 67 is a substation ship, and the course information, position information, and speed information of the caisson 67 are displayed by the vector 21.

As described above, in the present embodiment, in accordance with claim 1, an inclination measurement is provided for the caisson 67, which is an underwater structure that is transferred over the sea by the towing ship 71, and the inclination angle and the inclination direction of the caisson 67 are measured. A display monitor in a towing management method for a caisson using an inclination measurement display device for a caisson including an inclination meter 81 as a means and display monitors 14 and 17 for displaying the inclination of the caisson 67 based on the measurement data of the inclinometer 81. 14 and 17 are a predetermined angle display circle 84 that displays a predetermined tilt angle, a scale 87 that is a tilt direction display unit that displays a reference in the tilt direction, and a tilt instruction that indicates the tilt angle and the tilt direction of the caisson 67 based on measurement data. A caisson 67 is provided with front and rear outer walls 67A, 67A and left and right outer walls 67B, 67B on all four sides of the bottom plate , and the caisson 67 is provided with a partial inclination indicating point 86, and the ship is a pulling ship 71 and a hoisting machine ship 1. Is formed longer than the left-right direction, the caisson 67 is towed by a tow boat 71 in front of the caisson 67, an elastic ring body 75 serving as a cushioning member is provided at the front portion of the hoisting machine ship 1, and the caisson 67 is placed in front of the elastic ring body 75. The large turning ropes 76 are arranged on the outer surfaces of the front outer wall 67A of the caisson 67 and the left and right outer walls 67B and 67B, and both ends 76T and 76T of the large turning rope 76 are connected to the left and right of the front part of the hoisting machine ship 1 . The caisson 67 is attached in front of the elastic ring body 75, and the caisson 67 is towed in a state of being suspended by the holding suspension frame 101 by the hoisting machine main body 111 of the hoisting machine ship 1, and the frame body 102 of the holding suspension frame 101 is used . The front and rear frame portions 102A, 102A in the left-right direction and the left and right frame portions 102B, 102B in the front-rear direction are provided, and the caisson 103, 103, 103, 103 are hung from the four front, rear, left, and right corners of the frame body 102. The lower ends of the cords 103, 103, 103, 103 are connected to the caisson 67, the display monitors 14 and 17 are arranged on the towboat 71 and the hoist ship 1, and the caisson 67 displayed by the display monitors 14 and 17 is tilted. Since the speeds of the towboat 71 and the hoisting machine 1 are adjusted so that the caisson 67 maintains a stable posture while confirming the above, the inclination of the caisson 67 can be intuitively grasped by moving the inclination instruction point 86, so that the caisson 67 can be maneuvered. The person can adjust the speed of the vessel so that the caisson 67 maintains a stable posture during transfer. Further, since the elastic ring body 75 as a cushioning member is used, the caisson 67 is not damaged, and further, the caisson 67 can be uniformly suspended by using the holding suspension frame 101.

As described above, in the present embodiment, in accordance with claim 2, the display monitors 14 and 17 are provided so that the allowable angle range 85 of the inclination angle of the caisson 67 can be set, and the allowable angle smaller than the predetermined angle display circle 84 is provided. Since the range 85 is provided, the permissible angle range 85 can be displayed at the permissible tilt angle corresponding to the caisson 67 to be transferred.

As described above, in this embodiment, since the pitch display unit 90 and the roll display unit 91, which are tilt angle numerical display units, which display the tilt angle of the caisson 67 numerically, are provided in accordance with claim 3, the tilt angle is numerically displayed. You can check.

As described above, in the present embodiment, in accordance with claim 4, the caisson 67, which is an underwater structure, is towed by the towboat 71, which is a ship, and when the inclination angle of the caisson 67, which is an underwater structure, becomes the allowable angle range of 85 or more. Since the tilt measurement display device notifies, it is known that the tilt angle is equal to or larger than the allowable angle, and it is possible to take immediate action.

As described above, in the present embodiment, in the towing management method of the caisson 67 according to any one of claims 1 to 4, corresponding to claim 5, the display monitors 14 and 17 display the route area 62. When the caisson 67, which is an underwater structure, deviates from the route area 62, an alarm is displayed. Therefore, the towing speed is adjusted so that the caisson 67 maintains a stable posture by the inclination angle of the caisson 67, and the caisson 67 does not deviate from the route area 62. By towing in this way, it is possible to avoid the shallow water 68 and the like that may come into contact with the seabed, which is the bottom of the water.

As described above, in the present embodiment, in the towing management method of the caisson 67 using the inclination measurement display device for the caisson, the caisson 67 is formed longer in the front-rear direction than the left-right direction in accordance with the first embodiment, and the caisson 67 is formed. Is towed by a crane vessel 71, an elastic ring body 75 as a cushioning member is provided at the front of the crane vessel 1, a caisson 67 is attached in front of the elastic ring body 75, and the crane is towed in a state of being suspended by the crane main body 111 of the crane vessel 1. Since the display monitors 17 and 14 are arranged on the crane vessel 71 and the crane vessel 1, the caisson 67, which has an elongated shape and is easily tilted to the left and right, is sandwiched between the crane vessel 71 and the crane vessel 1 from the front and back, and suspended by the crane vessel 1. By navigating the crane vessel 71 and the crane vessel 1 while checking the inclination angle of the caisson 67, the caisson 67 can be transferred in a stable posture. In this case, the speed and course of the crane vessel 71 and the crane vessel 1 are adjusted to manage the inclination and course of the caisson 67. For example, when the caisson 67 is in the forward leaning posture, the towing speed is slowed down. do.

Further, as an effect in the embodiment, since a plurality of elastic ring bodies 75, 75 ... Having elasticity are used as the cushioning member, the caisson 67 can be pushed without being damaged. Further, since the elastic ring body 75 and the elastic cylinder body 73 are arranged in front of and behind the frame body 74, the cushioning function is effectively improved. Further, when the caisson 67 is moved on the water, the caisson 67 can be uniformly suspended by using the holding suspension frame 101 so that the four cords 103, 103, 103, 103 are substantially vertical and do not loosen. By suspending, the inclination of the caisson 67 during towing can be reduced.

Further, since the predetermined angle display circle 84 can also be set to a predetermined angle, the predetermined angle display circle 84 can be displayed at a predetermined angle suitable for the caisson 67 to be transferred. Further, since the direction indicating unit 88 is composed of instruction figures 88A and 88B which are different marks, in this example, instruction marks having different colors, the direction of the course can be easily confirmed, and further, the inside of the predetermined angle display circle 84. Therefore, since the instruction figures 88A and 88B are preferably arranged at positions sandwiching the center point 83 between the predetermined angle display circle 84 and the allowable angle range 85, the instruction figures 88A and 88B are easy to see and the direction of the course can be confirmed. Becomes easier. In this case, the indicated figures 88A and 88B are close to the predetermined angle display circle 84, but do not overlap each other. Further, since the data valid time setting unit 94 can set the data valid time, it is possible to know the inclination of the substantially current caisson 67 within the data valid time.

Hereinafter, as an effect on the embodiment, the hoisting vessel 1 as the main station ship, the AIS apparatus 2 provided on the hoisting vessel 1 and receiving the AIS information of the target vessel 4 equipped with the AIS apparatus 3, and the GNSS receiver 8 are provided. In preparation, the subordinate ship 6 that sends the ship information of its own ship obtained by the GNSS receiver 8 to the hoist ship 1, the ship information of the target ship 4 based on the AIS information, the ship information of the hoist ship 1 and the GNSS receiver 8 are obtained. Based on the vessel information of the substation vessel 6, the course information and position information of the hoisting vessel 1, the substation vessel 6 and the target vessel 4 are displayed by the vectors 21, 26, 24 which are linear display units, and the hoisting vessel 1 and Since the hoisting ship 1 which is one of the substation ships 6 and the display monitors 14 and 17 for displaying the predicted positions of the target ship 4 after the lapse of a plurality of set times are provided on the vectors 21 and 24, the set time of the hoisting ship 1 has elapsed. The vector 21 for displaying the rear position and the vector 24 for displaying the positions of the target ship 4 after a plurality of set times have elapsed can intuitively know the approach position and time with the target ship 4.

Further, the hoisting vessel 1 and the AIS apparatus 2 provided on the hoisting vessel 1 and receiving the AIS information of the target vessel 4 equipped with the AIS apparatus 3 and the GNSS receiver 8 are provided, and the self obtained by the GNSS receiver 8 is provided. The subordinate ship 6 that sends the ship information of the ship to the hoist ship 1, the radar device 11 that is provided on the hoist ship 1 and acquires the ship information of the target ship 5 that is not equipped with AIS equipment, and the ship information of the target ship 4 based on the AIS information. Based on the ship information of the target ship 5 not equipped with the AIS device by the radar device 11, the ship information of the hoisting ship 1, and the ship information of the substation ship 6 obtained by the GNSS receiver 8, the hoisting ship 1 and the substation The course information and position information of the ship 6 and the target ship 4 are displayed by the vectors 21, 26, 24 which are linear display units, and the hoisting machine ship 1 and the target ships 4 and 5 which are one of the hoisting machine ship 1 and the substation ship 6 are displayed. Since the display monitors 14 and 17 for displaying the predicted position after the set time has elapsed on the vectors 21, 24 and 24, the hoisting vessel 1 and the hoisting vessel 1 and regardless of whether the target vessels 4 and 5 are equipped with AIS equipment are provided. The vector 21 that displays the position of one of the substation vessels 6 after the lapse of the set time and the vectors 24 and 25 that display the positions of the target vessels 4 and 5 after the lapse of a plurality of set times are used to display the positions of the target vessels 4 and 5. You can intuitively know the approach position and time.

In addition, since a plurality of set times can be set arbitrarily, the set time can be changed arbitrarily, so that the length and set time of the linear display unit can be set according to the direction and speed to be headed from now on. can.

Further, since the warning area 51 is displayed on the display monitors 14 and 17 and notifies the invasion of the target ship 4 into the warning area 51, the ship invading the warning area 51 can be monitored.

Further, since the caution area 51 is displayed in a polygon and can be arbitrarily set by setting the position of the corner of this polygon, the caution area 51 is subject to changes in the range and location due to the progress of construction. Can be easily set and changed.

Further, as an effect on the embodiment, by using a personal computer 13 of the crane vessel 1 having a server function, the personal computer 13 of the crane vessel 1 can be used as a server instead of the server 7. In this case, on land. The server 7 becomes unnecessary. Further, the vector 21 displays a point display unit 21A indicating an expected position corresponding to a plurality of set times, and the size (diameter) of these point display units 21A is larger than the line thickness of the vector 21. , You can understand the position after the set time has passed at a glance. Further, it is a method of setting the setting time outside the center side setting time longer than the setting time on the center side by the plurality of time switching units 42, 42A, 42B. Specifically, in the embodiment, the setting time on the center side is 1 minute. Since the set time on the outside is 2 minutes or 2 minutes, which is more than twice a minute, the one with a wider interval between the time switching units 42, 42A, and 42B has the navigation direction regardless of whether or not there is a ship name at the starting point. It is easy to see that. Further, on the construction ship, a hull identification information display unit 36 for displaying the ship name and items for specifying the hull is displayed in the vicinity of the corresponding marks 31, 34, 35, and a set time display unit for indicating the set time is displayed. Since 37 is displayed in the vicinity of the point display units 21A, 24A, 25A, and 26A, it is easy to know which construction vessel is heading to where. Further, the set time setting display unit 41 can switch between the case where the time switching units 42, 42A and 42B are used and the case where the time switching units 42, 42A and 42B are not used, and the point display unit provided on the vector according to not only the set time but also the navigation conditions. The number of can be changed, and it is possible to respond according to the site.

Further, in the caution area 51 and the route area 62, the area corner portions 53, 53A, 53B ... -It has a polygonal shape with, and the area suitable for the site can be easily set by using the setting display units 55 and 63.

18 and 19 show a second embodiment of the present invention, the same parts as those of the first embodiment are designated by the same reference numerals, and detailed description thereof will be omitted. In this example, the concentric circles 22 are used to make the route predictable. Further, the following control is performed by the personal computer 13 as in the first embodiment.

The display monitor 14 of the crane vessel 1 displays the concentric circles 22 centered on the crane vessel 1, and the display monitor 17 of the substation ship 6 displays the concentric circles 22 centered on the substation ship 6. In this way, the display monitors 14 and 17 of the personal computers 13 and 16 display the concentric circles 22 centered on the own ship, respectively. The personal computers 13 and 16 are provided with display switching means (not shown), and the display monitors 14 and 17 display the hoisting vessel 1 as the center 22S and the substation ship 6 as the center 22S. You can also switch to.

Hereinafter, the processing of the personal computer 13 will be described. The display monitors 14 of FIGS. 18 and 19 display concentric circles 22 centered on the crane vessel 1, and display a ship-shaped mark 31 representing the crane vessel 1 at the center 22S. The ship-shaped mark 31 indicates the sharp tip 31S toward the traveling direction side. Further, the positions reached after a predetermined time at the current speed of the crane vessel 1 are indicated by the three circles 23, 23A, and 23B of the concentric circles 22, and a plurality of predetermined times can be arbitrarily set. In this case, the number of circles 23, 23A, 23B of the concentric circle 22 and a plurality of set times can be set, and three circles 23, 23A, 23B are displayed by a chain line from the center 21S, and these three circles 23, 23A. , 23B indicate the position of the crane vessel 1 1 minute, 3 minutes, and 5 minutes after the center 22S, as illustrated in the first embodiment. Further, the set time display unit 37 indicating the set time is displayed corresponding to each of the circles 23, 23A, and 23B.

Further, the vectors 24 and 25 are displayed on the display monitors 14 and 17 displaying the concentric circles 22, and the starting points of these vectors 24 and 25 are the positions of the current target vessels 4 and 5. On the vectors 24 and 25, the set time corresponding to the set time of the concentric circles 22 is displayed by the point display units 24A and 25A.

When a plurality of target vessels 4 and 5 are displayed on the screens of the display monitors 14 and 17, only the vectors 24 and 25 that pass through the outer circle 23B of the concentric circle 22 or are close to the outer circle 23B are displayed. Can be switched to. In this case, the proximity means that the ship is close enough to be affected by the shock wave from another ship.

Further, the vector 21 of the crane vessel 1 at the present time is displayed on the display monitors 14 and 17, and the warning display unit 27 is displayed at the place where the meeting is expected. In this example, the target vessel 4 is expected to meet at a position on the circle 23A after 3 minutes on the current route, and this portion blinks with an alarm color such as red, and the personal computer 13 so that an alarm sound is emitted. Controls.

As shown in FIG. 19, an arrow 28 may be provided at the tip of the vector 24 which is a linear display unit, and the arrow 28 may be provided on the other vectors 21 and 25 in the same manner.

As described above, in the present embodiment, the display monitors 14 and 17 have a predetermined angle display circle 84 that displays a predetermined tilt angle, a scale 87 that is a tilt direction display unit that displays a reference in the tilt direction, and a cason 67 based on measurement data. Since it is provided with an inclination instruction point 86 which is an inclination instruction portion indicating an inclination angle and an inclination direction, the same operation and effect as in the first embodiment can be obtained.

Hereinafter, as an effect on the embodiment, the hoisting vessel 1, the AIS apparatus 2 provided on the hoisting vessel 1 and receiving the AIS information of the target vessel 4 equipped with the AIS apparatus 3, and the GNSS receiver 8 are provided to receive GNSS. The subordinate vessel 6 that sends the vessel information of its own ship obtained by the vessel 8 to the hoisting vessel 1, the vessel information of the target vessel 4 based on the AIS information, the vessel information of the hoisting vessel 1, and the subordinate vessel obtained by the GNSS receiver 8. Based on the ship information of 6, the course information and position information of one of the hoisting vessel 1 and the subordinate vessel 6 and the target vessel 4 are displayed by the vectors 21, 26, 24 which are linear display units, and the hoisting vessel 1 and the subordinate vessel are displayed. Centering on the hoisting vessel 1 which is one of 6, the concentric circles 22 corresponding to the predicted positions of the hoisting vessel 1 and the hoisting vessel 1 which is one of the subordinate vessels 6 after a lapse of a plurality of set times are displayed, and the hoisting vessel 1 and Since it is equipped with display monitors 14 and 17 that display together with the concentric circles 22, the locations where the target ship 4 and the locations where the hoisting ship 1 is expected to approach the target ship 4 at the predicted positions after the lapse of a plurality of set times of the hoisting ship 1 which is one of the substation ships 6 are provided. One of the hoisting vessel 1 and the slave vessel 6 and the target vessel 4 are displayed together with the concentric circles 22 at the positions where one of the vessel 1 and the slave vessel 6 is expected to approach the target vessel 4 after a plurality of set times have elapsed. It is possible to intuitively grasp the future positional relationship with the ship, and it is possible to perform collision avoidance actions and judgment of approach / crossing to the route at an early stage regardless of day and night.

In particular, since the concentric circles 22 represent the positions where one of the crane vessel 1 and the substation vessel 6 can move at the same speed, the proximity to the target vessel 4 can be avoided by steering without changing the speed.

Further, the hoisting vessel 1 and the AIS apparatus 2 provided on the hoisting vessel 1 and receiving the AIS information of the target vessel 4 equipped with the AIS apparatus 3 and the GNSS receiver 8 are provided, and the self obtained by the GNSS receiver 8 is provided. The subordinate ship 6 that sends the ship information of the ship to the hoist ship 1, the radar device 11 that is provided on the hoist ship 1 and acquires the ship information of the target ship 5 that is not equipped with AIS equipment, and the ship information of the target ship 4 based on the AIS information. Based on the ship information of the target ship 5 not equipped with the AIS device by the radar device 11, the ship information of the hoisting ship 1, and the ship information of the substation ship 6 obtained by the GNSS receiver 8, the hoisting ship 1 and the substation The course information and position information of the ship 6 and the target ships 4 and 5 are displayed by the vectors 21, 26, 24, 25 which are linear display units, and the hoisting machine ship 1 which is one of the hoisting machine ship 1 and the substation ship 6 is centered. , Concentric circles 22 corresponding to the expected positions after a plurality of set times of the hoisting vessel 1 which is one of the hoisting vessel 1 and the substation vessel 6 are displayed, and a plurality of the hoisting vessel 1 which is one of the hoisting vessel 1 and the substation vessel 6 is displayed. Since it is equipped with display monitors 14 and 17 that display the locations where the target vessels 4 and 5 are expected to approach at the expected position after the set time has elapsed, together with the concentric circles 22, the AIS equipment of the target vessels can be installed or not installed. Regardless of this, the hoisting vessel 1 and the subordinate vessel 6 are displayed together with the concentric circles 22 at the positions where one of the hoisting vessel 1 and the subordinate vessel 6 is expected to approach the target vessels 4 and 5 after a plurality of set times have elapsed. The future positional relationship between one of the target vessels 4 and 5 can be intuitively grasped, and collision avoidance action and entry / crossing judgment to the route can be performed at an early stage regardless of day or night.

In particular, since the concentric circles 22 represent the positions where one of the crane vessel 1 and the substation vessel 6 can move at the maximum speed as it is, it is possible to avoid proximity to the target vessels 4 and 5 by steering without changing the speed.

Further, as an effect of the embodiment, when a plurality of target vessels 4 and 5 are displayed on the display monitors 14 and 17, the vectors 24 and 25 passing through the outer circle 23B of the concentric circle 22 or close to the outer circle 23B. Since it is possible to switch to display only, it is possible to narrow down the vessels that are subject to the decision of meeting. Further, the set time display unit 37 of the crane vessel 1 is displayed surrounded by a square frame, and since the display modes of the set time display units 37 and 37 are different between the crane vessel 1 and the target vessel 4, they are displayed on the same screen. Even so, it can be displayed correctly without any confusion.

FIG. 20 shows Example 3 of the present invention, the same parts as those of the above-mentioned Examples are designated by the same reference numerals, and detailed description thereof will be omitted. In this example, the display monitors 14 and 17 are configured to be capable of displaying two tilt information display units 82 and 82 corresponding to the two tilt meters 81 and 81.

Further, in this example, the vector 21 of the surveillance ship, which is the subordinate ship 6, is displayed, and the hull specific information display unit 36 is provided at the start point of the vector 21, and the hull specific information display unit 36 is provided with the ship. It is displayed as "surveillance ship" to identify the type of.

On the other hand, the hull identification information display units 36 and 36 of the target vessels 4 and 5 display numbers for identifying the target vessels 4 and 5.

As described above, in this embodiment, the display monitors 14 and 17 for displaying the predicted positions of the subordinate ship 6 and the target ships 4 and 5 after the lapse of a plurality of set times on the vectors 21 and 24 and 24 as the linear display units are provided. , It has the same action and effect as each of the above examples.

Further, in this embodiment, the tilt information display units 82 and 82 that display the tilt information based on the measurement data of the plurality of tilt meters 81 and 81 using the plurality of tilt meters 81 and 81 are displayed on one display monitor 14 and 17. Since it can be displayed at the same time, as shown in FIG. 20, a warning display 94A such as "No data has arrived" indicating that the data valid time has elapsed is displayed on the lower tilt information display unit 82. Therefore, the tilt information can be obtained by confirming the tilt information display unit 82 on the upper side, and the data valid time can be set by the data valid time setting unit 94. Therefore, the latest tilt information within the valid time can be obtained. Obtainable.

FIG. 21 shows Example 4 of the present invention, the same parts as those of the above-mentioned Examples are designated by the same reference numerals, and detailed description thereof will be omitted. The figure shows an example of an inclination information display unit 82 set by using the inclinometer setting display unit 93.

In the "inclinometer 1" of FIG. 21 (A), the display circle setting unit 95 is 3.0 °, the scale value setting unit 96 is 0.5 °, the pitch up unit 97A is 2.0 °, and the pitch down unit 97B is set. The roll left portion 97C is set to 2.5 °, the roll right portion 97D is set to 1.0 °, and the roll right portion 97D is set to 1.0 °.

In the "inclinometer 2" of FIG. 21B, the display circle setting unit 95 is 5.0 °, the scale value setting unit 96 is 0.5 °, the pitch up unit 97A is 3.0 °, and the pitch down unit 97B is set. The roll left portion 97C is set to 3.0 °, the roll right portion 97D is set to 1.0 °, and the roll right portion 97D is set to 1.0 °.

In either case, the allowable angle range 85 is displayed by a closed curve in which the values of the pitch-up portion 97A, the pitch-down portion 97B, the roll left portion 97C, and the roll right portion 97D are connected by a curved line portion.

By setting the allowable value of the roll to be smaller than the pitch as shown in FIG. 21B, the allowable angle range 85 is formed long in the traveling direction and has a substantially elliptical shape. Then, for example, if the caisson 67 is long in the traveling direction and short in the width direction intersecting the traveling direction, it tends to tilt left and right during towing. Therefore, when it is desired to reduce the occurrence of the tilt angle on the left and right, the above setting is effective.

As described above, the ratio of the diameter of the predetermined angle display circle 84 to the size of the outer frame 82W of the tilt information display unit 82 corresponding to one inclinometer 81 does not change, and the angle represented by the predetermined angle display circle 84 does not change. Correspondingly, the interval of the scale 87 set by the scale value setting unit 96 is set.

As described above, in this embodiment, the same actions and effects as those in each of the above embodiments are obtained.

Further, as an effect on the embodiment, the ratio of the diameter of the predetermined angle display circle 84 to the size of the outer frame 82W of the inclination information display unit 82 corresponding to one inclination meter 81 does not change, and the interval of the scale 87 does not change. Therefore, even if the angle of the predetermined angle display circle 84 is changed, the inclination information display unit 82 of the same size can be displayed, which is suitable for displaying at the same time as the screen of the operation management system such as the vector of another ship. It will be. Further, since the allowable angle range 85 can be set separately for the pitch-up portion 97A, the pitch-down portion 97B, the roll left portion 97C, and the roll right portion 97D, the underwater structure having different shapes in the course direction and the width direction thereof. It is possible to appropriately manage the inclination of objects with different shapes.

The present invention is not limited to the present embodiment, and various modifications can be made within the scope of the gist of the present invention. For example, in the embodiment, the tilt indicating portion is indicated by a circular dot, but the shape thereof can be appropriately selected. Further , the personal computer for processing is not limited to the embodiment, and may be arranged at any place. Further, the predicted position display unit is not limited to a point, and various shapes can be used as long as it can be distinguished from a line such as a square shape or a star shape.

1 Crane vessel ( ship )
6 Substation ship 14 Display monitor 17 Display monitor 62 Route area 67 Caisson 67A, 67A Front and rear outer walls 67B, 67B Left and right outer walls 70 Crane vessel ( ship )
70A Front 71 Tugboat ( ship )
75 Elastic ring body (buffer member)
76 Large turning rope 76T End 81 Inclinometer (inclinometer measuring means)
82 Tilt information display unit 84 Predetermined angle display circle 85 Allowable angle range 86 Tilt indicator point (tilt indicator)
87 scale (inclination direction indicator)
90 Pitch display unit (tilt angle numerical display unit)
91 Roll display (tilt angle numerical display)
101 Holding suspension frame 102 Frame body 102A, 102A Front and rear frame parts 102B, 102B Left and right frame parts 103 Cable strip 111 Hoisting machine main body

Claims (5)

A caisson tilt equipped with a tilt measuring means provided on a caisson transferred over the sea by a ship to measure the tilt angle and tilt direction of the caisson, and a display monitor for displaying the tilt of the caisson based on the measurement data of the tilt measuring means. In the caisson towing management method using the measurement display device,
The display monitor includes a predetermined angle display circle that displays a predetermined tilt angle, and a tilt indicator that indicates the tilt angle and tilt direction of the caisson based on the measurement data.
The vessels are tugboats and crane vessels.
The caisson is provided with front and rear outer walls and left and right outer walls on all four sides of the bottom plate, and is formed in a front-rear direction longer than the left-right direction , and the caisson is towed by the tugboat in front of the caisson.
A cushioning member is provided at the front of the crane vessel, the caisson is arranged in front of the cushioning member, and a large turning rope is arranged on the outer surfaces of the front outer wall and the left and right outer walls of the caisson, and the large turning rope is arranged. The caisson is attached in front of the cushioning member by connecting both ends to the left and right of the front part of the crane vessel .
The caisson is towed in a state of being suspended by the hoisting machine main body of the hoisting machine ship, and the frame of the holding hanging frame is a front-rear frame portion in the left-right direction and a left-right frame portion in the front-rear direction. The ropes are hung from the four corners of the front, back, left and right of the frame, and the lower end of each rope is connected to the caisson.
The display monitor is arranged on the tugboat and the crane vessel, and the speeds of the tugboat and the crane vessel are adjusted so that the caisson maintains a stable posture while checking the inclination of the caisson displayed by the display monitor. Caisson towing management method characterized by. The towing management of the caisson according to claim 1, wherein the display monitor is provided so that an allowable angle range of the inclination angle of the caisson can be set and displays the allowable angle range smaller than the predetermined angle display circle. Method . The towing management method for a caisson according to claim 1 or 2, further comprising an inclination angle numerical display unit for displaying the inclination angle of the caisson numerically. The towing management method for a caisson according to claim 2, wherein the caisson is notified when the inclination angle of the caisson becomes equal to or larger than the allowable angle range. The method for towing a caisson according to any one of claims 1 to 4, wherein the display monitor displays a route area and displays an alarm when the caisson deviates from the route area.

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