JPH06325300A - Navigation supporting system of vessel - Google Patents

Abstract

PURPOSE:To detect correct information by which a vessel can be safely navigated and to decide a required predetermined ship course by following another vessel conditions in the periphery of the self vessel and sea area information which are displayed in a navigation condition display part. CONSTITUTION:Sea area information display devices 21 which are arranged in the respective vessels under navigation are provided. A mobile object communication sattelite 51 for transmission/reception between the vessel information receiving part of a ground station and the self vessel information originating parts of the respective vessels and transmission/reception between the vessel information originating part of the ground station and the another vessel information receiving parts of the respective vessels is provided and a sea area information communication network adding a GPS sattelite 61 which supplies navigation information to the self vessel information detecting part of the respective vessels is also provided. Then, correct self vessel information is obtained by a GPS network, correct another vessel information is obtained by the mobile object communication network and the present positions, setting ship course, most approach position, stranding danger area, etc., of the self and another vessels, are displayed in the navigation condition display part of the sea area information display device 21 mounted on the respective vessels so as to recognize them at a glance.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a navigation support system for ships, which is suitable for safe and efficient navigation of ships in a bay or narrow waterways where many ships are congested.

[0002]

2. Description of the Related Art Conventionally, a navigation support system for a ship has been proposed or used for safely and efficiently navigating a plurality of ships in a congested bay or narrow waterways. Such a navigation support system for ships functions to avoid collision or grounding of ships even under bad weather such as rain, snow, fog, etc. Used to avoid collisions. The navigation support system of a ship is configured so that it can detect the sailing situation of another ship and predict it, and evasion is determined accordingly.

Generally, a collision of a ship means a phenomenon in which the two ships approach each other until the distance between the ship and the other ship becomes equal to or less than a predetermined safe navigation distance, and thereby the hull or the like is damaged. Evacuation means changing the navigation of the own ship so that the distance between the own ship and another ship is maintained at a predetermined safe navigation distance or more.

Conventionally, there are two types of navigation support systems for ships, that is, an independent monitoring type and a management support type, and both types are common in that they use radar.

An automatic radar plotting device (Automatic Radar Plotting) is used as an autonomous surveillance type navigation support system.
Aids: ARPA) is known. The automatic radar plotting device has a signal processing device 81 and a display device 83 such as a CRT as shown in FIGS. 11 and 12, for example.
Other ship information obtained by the radar device 91 mounted on the own ship, the own ship speed and heading information supplied from the log speedometer and the gyro compass installed on the own ship are supplied to the signal processing device 81, Therefore, the navigation statuses of the own ship and the other ship are obtained, and the display device 83 is configured to display the relative relationship between the position of the own ship and the positions of the surrounding other ships.

The automatic radar plotting device (ARPA) is configured to predict the closest approach distance and the closest approach time on the assumption that the own ship and another ship go straight, and the closest approach distance to the operator. And the danger of collision is warned based on the closest approach time.

Vessel Traffic Services (VTS) is known as an autonomous monitoring type navigation support system. The ship navigation service is configured so that a radar and a management station are provided on land in a predetermined water area, the navigation state of the ship is monitored by such radar, and the management station supplies other ship information and the like to the ship by wireless communication. . The information provided to each ship includes the position of another ship, warning of collision or grounding, route information, and weather and sea condition information.

[0008]

[Problems to be Solved by the Invention]

(1) Issues of radar The table of FIG. 12 shows the relationship between the information necessary for determining the avoidance action and the collecting means for collecting the information. ○ indicates that the observation accuracy is good, △ indicates that the observation accuracy is poor, and × indicates that the observation is impossible. It is not possible to obtain all the necessary information by radar, and the maneuverability, type, condition and navigation intention of other ships are observed by the operator's sight or hearing.

Radio waves in the frequency band used in radar for ships are reflected by rain, snow, fog or the like, or a part of their energy is absorbed when propagating in the atmosphere. In particular, when the frequency of the radio wave becomes shorter, the reflection intensity due to raindrops increases and the echo may appear on the radar scope. This is called so-called rain and snow clutter and may be mistaken for land or a ship. In the worst case such as squall, not only radar but also visual observation cannot be performed, the land or ship cannot be recognized, and there is a risk of collision or grounding.

In order to eliminate the drawbacks of such a ship radar, a method of increasing radio wave permeability has been proposed. For example, circularly polarized waves can be used to increase the radio wave transmission, but the radio wave reflected from a uniform object such as a ship is also reduced, so that the reception level is lowered.

The radar is configured to radiate radio waves around the ship and to recognize the target around the ship and its relative position by the reflected radio waves. Therefore, the above-mentioned drawbacks inevitably occur when using radar.

(2) Problem of Automatic Radar Plotting Device (ARPA) The automatic radar plotting device uses a radar, and as described above, the radar such as the maneuvering performance, type, state and navigation intention of another ship. Information that cannot be collected is collected by the operator's sight or hearing. Therefore, the pilot has to perform both visual or auditory information gathering and decision making on the avoidance action at the same time, which may result in omission of information gathering or judgment and error, resulting in a marine accident.

In the automatic radar plotting device, the closest approach distance and the closest approach time are predicted on the assumption that the own ship and another ship go straight. The decision of the avoidance behavior of the own ship is made based on such prediction. However, when the own ship decides the avoidance behavior, the other ship is sailing according to its own will.
Therefore, the avoidance action is decided without surely recognizing the intention of the other ship to navigate.

In order to more surely recognize the intention of the other ship to navigate, it is necessary to delay the decision of the avoidance behavior of the own ship as late as possible. In this way, if the own ship and the other ship delay the timing of the decision of the avoidance action in order to more surely recognize the other party's navigation intentions, the optimal time of the decision of the avoidance action will be missed.

When a large number of vessels are sailing in a narrow bay or in the water supply, not only between two vessels but also at least three vessels may be in a state of match at the same time. In such a case, even if the safe escape action is performed between the two vessels, it is not always the safe escape action with another ship other than the two vessels. Therefore, each ship is required to make a safe evasion for all ships underway.

(3) Issues of Vessel Navigation Service (VTS) The vessel navigation service only provides navigation information of other vessels and meteorological and oceanographic information. Therefore, each vessel is responsible for predicting the navigation of other vessels and deciding the avoidance behavior of own vessel based on the prediction. The Vessel Navigation Service (VTS) has the same drawbacks as the automatic radar plotting device as described above.

In view of the above problems, the present invention provides a navigation support system for a ship which is configured to detect accurate information and determine a desired scheduled route so that the ship can navigate safely. The purpose is to provide.

[0018]

According to the present invention, for example, as shown in FIGS. 1 and 3, a ship information receiving section 11-1 for receiving a signal instructing ship information, and the ship information receiving section 11 are provided. -1 provided in the ground station including a ship information processing unit 11-2 that collects and processes the ship information supplied from -1 and a ship information sending unit 11-3 that sends a signal instructing the collected and processed ship information. And the chart information generation unit 21 for generating chart information around the own ship being navigated
-4, own ship information detecting unit 21-3 for detecting ship information of own ship under navigation, and a signal for instructing ship information of own ship supplied from the own ship information detecting unit 21-3. Own ship information transmitting unit 21-1, other ship information receiving unit 21-2 that receives a signal instructing the ship information of another ship transmitted from the ship information transmitting unit of the ground station, and the other ship information receiving unit 21-2 Ship information of another ship supplied from 21-2 and the own ship information transmission unit 21-
A navigation information processing unit 21-5 which processes the ship information of the own ship supplied from No. 1 and the nautical chart information supplied from the nautical chart information generation unit 21-4 to generate the navigation status of the own ship, and the navigation information. A navigation status display section 21-6 for displaying the navigation status supplied from the processing section 21-5, and a sea area information display device 21 provided for each of the vessels under navigation, and a vessel information reception section for the ground station. 11-1 and own ship information transmission unit 21 of each of the above ships
Mobile communication satellite for performing transmission and reception with -1, and transmission and reception with the ship information transmitter 11-3 of the ground station and the other ship information receiver 21-2 of each ship. 51
And a sea area information and communication network including a GPS satellite 61 that supplies ship information to the ship's own ship information detection unit 21-3 of each ship, and a navigation status provided for each of the ships under navigation. Each vessel is configured to navigate based on the other vessel status and the sea area information around the own vessel displayed on the display unit 21-6.

According to the present invention, for example, as shown in FIG. 3, in the navigation support system for a ship, the ship's own and surrounding areas are detected based on the ship information of the ship detected by the ship information detecting section 21-3. A positional relationship with another ship is obtained, an obstacle around the own ship is detected based on the nautical chart information supplied from the nautical chart information generating unit 21-4, and the navigation status display unit 21-6 is used to detect the obstacle. The positional relationship between the own ship and other surrounding ships and the obstacles around the own ship are displayed.

According to the present invention, for example, as shown in FIG. 3, in the navigation support system for a ship, the own ship information detecting unit 21-3 includes the position of the own ship, the heading, the speed of the own ship, and the own ship's speed. Receives signals transmitted from the storage device 21-3c that stores the ship information of the ship including the identification symbol, the size of the ship, and the ship type, the detection device 21-3b that detects the navigation state of the ship, and the GPS satellite 61. And a GPS receiver 21-3a.

According to the present invention, for example, as shown in FIG. 3, in a navigation support system for a ship, a console 31-2 is provided for changing the set route of the ship when avoiding a collision or a grounding. A marine vessel manipulating device 3 including a marine vessel maneuvering controller 31-1 for guiding the own ship on a route.
1, the situation of the own ship and the situation around the own ship are generated from the ship information of the own ship, the ship information of the other ship around the own ship, and the nautical chart information, and the navigation status display unit 21- 6 is configured to display.

According to the present invention, for example, as shown in FIG. 3, in the navigation support system for a ship, the navigation information processing section 21-5 of the above-mentioned sea area information display device 21 includes the ship information of the own ship and the surroundings of the own ship. The possibility of collision or grounding is analyzed and evaluated based on the ship information of the other ship and the nautical chart information, and the possibility of danger is displayed by the navigation status display unit 21-6 of the sea area information display device 21. Is configured.

[0023]

According to the present invention, accurate own ship information can be obtained by the GPS network and accurate other ship information can be obtained by the mobile communication network, and the navigation status of the sea area information display device 21 mounted on each ship. The display unit 21-6 displays the current positions of the own ship and other ships, the set route, the closest approach position, the grounding danger area, etc. so that they can be seen at a glance.

[0024]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An example of the navigation support system for a ship according to the present invention will be described below with reference to FIGS.

FIG. 1 shows an example of a navigation support system for a ship according to the present invention. The navigation support system for a ship according to the present embodiment is a sea area information processing apparatus 1 arranged at a ground station on land 10.
1 and a marine area information display device 21 mounted on each ship 20, and an ocean area information communication network for communication between the two.

The sea area information communication network is GPS (Gl
global Positioning System) network and mobile communication (Mobile Communi)
Caton: MC) network and VHF broadcast network. The GPS network is represented by the dotted line A, the MC network is represented by the solid lines B and C, and VH
The F broadcast network is represented by the one-dot chain line D.

As shown in the figure, the GPS network is, for example, a GPS satellite 61 in the sky and a GP arranged on land 10.
S differential reference station 63 and such GP
The S satellite 61 and the GPS differential reference station 63 are configured to communicate with the sea area information display device 21 mounted on each ship. The sea area information display device 21 includes, for example, a GPS receiver as described later.

The GPS is always 3-4 GPS satellites 6
It receives the radio wave transmitted from No. 1 and three-dimensionally measures the position, speed, azimuth, etc. of the own ship based on the data obtained from it. Thus, the GPS enables each ship to obtain information such as the position, speed, and azimuth of its own ship as extremely accurate values.

As shown in the figure, the MC network includes, for example, an MC satellite 51 in the sky, a sea area information processing device 11 arranged at a ground station, and a sea area information display device 21 mounted on each ship 20, The sea area information processing device 11 of the ground station and the sea area information display device 2 of each ship via the satellite 51
1 is configured to make a communication with. As will be described later, the sea area information processing device 11 includes, for example, an MC antenna 13, and the sea area information display device 21 includes, for example, an MC communication device.

As shown in the figure, the VHF network includes, for example, a sea area information processing device 11 arranged at a ground station and a sea area information display device 21 mounted on each ship 20, and the sea area information processing device 11 is a VHF network. It includes a broadcast antenna 15. The VHF broadcast broadcast by the VHF broadcast antenna 15 is configured to be received by the sea area information display device 21 of each ship 20. As will be described later, the VHF broadcast antenna 15 is connected to the ship information processing unit 11-2 of the sea area information processing device 11 by a cable 17. The sea area information display device 21 is, for example, a V (not shown).
Includes HF broadcast receiver.

A mobile communication (MC) network and a VHF broadcast network will be described in detail with reference to FIG. In FIG. 2, solid lines B and C indicate the MC network, and alternate long and short dash line D indicates the VHF broadcasting network.

In the MC network, the solid line B indicates the land 1 from each ship 20 via the MC satellite 51 (see FIG. 1).
Showing the flow of signals transmitted to the MC antenna 13 of 0,
The solid line C indicates the MC satellite 51 from the MC antenna 13 on land 10.
The flow of the signal transmitted to the individually called ship 20 via (refer FIG. 1) is shown. 10 from each ship 10
The own-vehicle information of each ship 20 is supplied to the MC antenna 13. Such own ship information includes, for example, the identification name of the own ship, the position of the own ship, the heading and speed of the own ship, the size and type of the own ship, the set route, the navigation state, and the like. The identification name is used by the ground station to identify each ship.

The information transmitted to the ship 20 individually called from the MC antenna 13 of the land 10 includes the following. (1) To request a ship sailing around it to rescue a ship that has encountered a marine accident. (2) When a small vessel that is not equipped to use the navigation support system for a vessel of the present invention is found by radar monitoring of a ground station, a notice is sent to the vessels sailing around the small vessel. And call attention. (3) When a vessel traveling on a route deviating from the set route is found, consult the vessel to that effect.

(4) A ship whose transmission to the ground station has been interrupted is informed of the fact, and when the communication device of such a ship is out of order, the fact is notified to the ship in the vicinity. Call attention. (5) Be aware of this fact and notify vessels that have not escaped despite being obliged to escape.

As shown, MC antenna 1 on land 10
A cable 17 is provided for supplying the VHF broadcast transmission antenna 15 with the information on all the ships collected by No. 3.

In the VHF broadcasting network, VHF
Information on all ships is supplied to each ship 20 from the broadcast transmitting antenna 15. Such information includes, for example, identification names of all ships, positions of all ships, heading and speed of all ships, dimensions and types of all ships, set routes of all ships, navigation of all ships. State etc. are included. Therefore,
Since such ship information also includes own ship information, each ship can identify its own ship information from other ship information by the above-mentioned identification name.

The configurations and functions of the sea area information processing device 11 and the sea area information display device 21 used in the navigation support system for a ship according to the present invention will be described with reference to FIGS. As shown in FIG. 3, the sea area information processing apparatus 11 of the present example is provided in a ground station and has a ship information receiving unit 11-1, a ship information processing unit 11-2, and a ship information transmitting unit 11-3. . The ship information receiving unit 11-1 is configured to include the MC antenna 13 as described above, and the ship information transmitting unit 11-3 is configured to include the MC antenna 13 and the VHF broadcast transmitting antenna 15.

A signal indicating the ship information supplied from each ship 20 is received by the MC antenna 13. As described above, this ship information includes the identification name, position, heading and speed, size and type, set route, sailing state, etc. of all ships including the own ship. Such a ship information receiving unit 11
All ship information supplied from -1 is ship information processing unit 11-
2 is supplied to the ship information transmitter 11-3.

All the ship information is transmitted by the VHF broadcast transmitting antenna 15 of the ship information transmitting section 11-3. As described above, the MC antenna 13 of the ship information transmitter 11-3
The ships 20 are individually called by.

The sea area information display device 21 of this example is used for each ship 20.
It is provided at the ship information transmitting unit 21-1, other ship information receiving unit 21-2, own ship information detecting unit 21-3, nautical chart information generating unit 21-4, ship information processing unit 21-5, and navigation. And a status display section 21-6.

As shown in FIG. 4, the own ship information transmitting unit 21-1 is configured to include an MC transmitting unit 21-1a, and the other ship information receiving unit 21-2 receives the MC receiving unit 21-2a and VHF broadcast. It is configured to include the portion 21-2b. The MC transmitter 21-1a and the MC receiver 21-2a are not shown in M.
The CHF antenna 13 is included, and the VHF broadcast reception unit 21-2b includes a VHF broadcast reception antenna.

The own ship information detecting section 21-3 comprises a measuring device 21.
-3a, a detection device 21-3b for detecting a navigational state and a suitable storage device 21-3c. The measuring device 21-3a is a GPS that receives radio waves from the GPS satellites and the GPS differential reference station 63 in order to detect the position of the ship.
It includes a receiver, a gyro compass that detects the heading of the ship, and a log speedometer that measures the navigation speed of the ship. The storage device 21-3c stores the identification name, size, and type of the ship.

The own ship information detected by the own ship information detecting section 21-3 is supplied to the own ship information transmitting section 21-1 and the ship information processing section 21-5. The other ship information is supplied from the other ship information receiving section 21-2 to the navigation information processing section 21-5, the own ship information is supplied from the own ship information detecting section 21-3, and the nautical chart information is supplied from the nautical chart information generating section 21-4. Supplied. The transmission / reception of such information is performed by the inboard LAN 41.

The ship information processing section 21-5 has, for example, a CPU, and the navigation status of the own ship and other ships is generated by the CPU. The navigation status is displayed in the navigation status display section 21-6.
Is supplied and displayed.

If the navigation status indicates danger, a warning signal is supplied to the warning device 43, and the warning device 43 is activated.
Warns, for example, by voice that the ship may encounter a collision or a grounding. In such a case, the boat operator visually observes the navigation status displayed on the navigation status display unit 21-6 to determine the avoidance action, and manually operates the navigation device 31.

The marine vessel manipulating device 31 of this embodiment is the marine vessel manipulating controller 3
It has a 1-1 and a console 31-2. The marine vessel manipulating controller 31-1 normally functions to receive the own-ship information and the other-ship information via the inboard LAN, and control the own ship to always travel along the set route. The marine vessel manipulating controller 31-1 changes, for example, the rotation speed of the screw propeller of the vessel to change the speed, the distance deviation between the set route and the current position of the own ship, the set route and the current heading of the own ship. Is a feedback controller that controls the steering so that the deviation becomes zero.

However, in the case of an emergency, as shown in FIG. 4, a manual marine vessel maneuvering signal from the marine vessel operator is accepted, and the vessel is maneuvered thereby. Such a manual maneuvering signal of the maneuverer is shown by a dotted line in FIG.

When the avoidance action is determined, the console 31
-2 sends a change in the set route and a change in the set speed.

FIG. 5 shows an example of the navigation status displayed on the navigation status display section 21-6. As shown in the figure, the navigation status includes, for example, current positions 101 and 201 of own ship and other ships, motion vectors 102 and 202 of own ship and other ships, set routes 103 and 203 of own ship and other ships, and own ship. It includes expected positions 104 and 204 of the own ship and the other ship when the other ships are closest to each other, a grounding risk area 105, and the like.

Next, with reference to FIGS. 6 to 7, a method of determining the avoidance action using the navigation support system for a ship of the present invention will be described. As shown in FIG. 6, own ship 101 and other ship 2
01 is traveling along a predetermined set route 103, 203. In the conventional automatic radar plotting apparatus (ARPA), it is assumed that the other ship 201 is going straight, and the closest position to the other ship 201 is expected.

Therefore, as shown in FIG.
Between the closest approach position 104 and the closest approach position 204 of the other ship 201 is less than or equal to the safe navigation distance, and it is determined that they will collide on the predicted setting route 103 of the own ship 101. Thus, in order to avoid the collision, the set route 1 of the own ship 101
When 03 is changed to travel along a new set route 103 '(shown by the solid line), the own ship 101 enters the set route 203 of the other ship 201, and the approach position 104'
At, there is a possibility of collision with another ship 201.

This is because the other ships do not know the set route of the other ship and it is assumed that the other ship goes straight. As shown in FIG. 7B, such a collision can be avoided if they know each other's set routes.
For example, it is confirmed that the distance between the expected approach position 104 on the initially set route 103 of the own ship 101 and the expected approach position 204 on the originally set route 203 of the other ship 201 is equal to or greater than the safe navigation distance, Therefore, set route 1 of own ship 101
It is determined that 03 need not be changed.

Referring to FIG. 8, the safe navigation distance range 2 of the ship
A method of obtaining 06 will be described. As shown in FIG. 8A, the safe navigation distance range 206 generally refers to an exclusive area formed around the ship to exclude entry of another ship. Evacuation means changing the set route in order to keep the closest approach distance with other ships above the safe distance. Therefore, avoidance is performed when the own ship 101 may navigate within the safe navigation distance range 206 of the other ship 204. The parameters for determining such safe cruising distance are the size of own ship and other ships,
Including speed, course, ship type, etc. Vessel types refer to types such as dangerous goods carriers, passenger ships, and warships.

The safe navigation distance range 206 may be, for example, an ellipse surrounding the periphery of the ship 201. Such an ellipse is
The major axis YY is drawn along the bow direction of the ship 201 and parallel to it, and the minor axis XX is drawn so as to be arranged at right angles to the bow direction.

Generally, for avoidance, the route is changed in accordance with the principle of port-to-port overpass and the stern overpass of another ship under the Collision Prevention Law. Also, if two ships meet, two
Of the vessels on the side of the ship, the side of the vessel that observes the other vessel in front of the starboard side is obliged to avoid the vessel.

As shown in FIG. 8A, when the other ship 201 sails along the set route 203 and the own ship 101 sails along the set route 103, the closest position 104 of the own ship 101 and the other ship 201. The distance to the closest approach position 204 is less than the safe navigation distance range 206. At this time, the operator of the own ship 101 is detecting the set route 203 of the other ship 201 by the navigation support system of the ship of the present invention.

In such a case, since the own ship 101 is in a position where the other ship 201 is observed to the front of the starboard side, the own ship 101 is obliged to avoid the voyage, and the own ship 101 passes the route 103 to pass the other ship's 204 port. 'Take. On the other hand, the other ship 204 is the own ship 101
Is in the position of observing in front of port, there is no obligation to evacuate, and the set route 203 is not changed and the ship continues to sail. In this way, when two vessels meet, they avoid each other by avoiding each other so as to turn to the port side of the other vessel.

The ellipse of the safe navigation distance range 206 is drawn such that its center O is offset from the hull 201. As shown, such an ellipse is drawn so that the origin O of the ellipse is located in front of the starboard side of the hull 201. That is,
The safe navigation distance range 206 is set so as to be wider on the starboard front side and narrower on the port side rear side with respect to the hull 201. By setting the safe navigation distance range 206 in such a biased manner with respect to the hull 201, it is possible to set a route according to the principle of port-to-port overpass and the stern overpass of another ship described above.

As shown in FIG. 8B, the major axis of the ellipse is 2a,
An example of calculating these values is shown, where the short axis is 2b, the X coordinate of the position of the ship 201 is d, and the Y coordinate is c. First, the following number 1
The root mean square L of the total length of the ship is calculated by the equation.

[0060]

[Equation 1] L = √ [(L _O ² + L _T ² ) / 2]

Here, L _O is the total length of the own ship 101, and L _T is the total length of the other ship 201. Next, the major axis 2a and the minor axis 2b of the ellipse are calculated from the root mean square L of the total length of the ship. The major axis 2a and the minor axis 2b are calculated by the following equation (2).

[0062]

[Formula 2] a = 75V _T b = [3-2 · exp (−0.18V _R )] · L

Here, V _T is the speed of the other ship 201, and V _R is the relative speed of the own ship 101. FIG. 9 shows an example of calculation of the formula of Expression 2.
Shown in A. In FIG. 9A, the horizontal axis represents the ship speeds V _T and V
_R (unit is knot), the left side of the vertical axis is b (unit is L), and the right side is a (unit is L).

Next, the value c representing the position coordinate of the other ship 201,
Find d. The values c and d are obtained by the following equation (3).

[0065]

## EQU3 ## c = ka d = b / 5

Here, k is a constant. FIG. 9B is a graph showing the value of this constant k. In the graph of FIG. 9B, the horizontal axis represents the ship's speed V _O (unit is knot), and the vertical axis represents the value of the constant k.

When the type of ship is special, for example, in the case of a dangerous goods carrier, the root mean square L may be obtained by the following formula 4 instead of the formula 1.

[0068]

[Equation 4] L = √ ([(k _O L _O ) ² + (k _T L _T ) ² ] / 2)

Here, k _O is a constant determined by the ship type of the own ship 101, and k _T is a constant determined by the ship type of the other ship 201.

In this way, according to this example, the above-mentioned safe navigation distance range 206 is obtained, and this range is displayed on the CRT of the navigation status display section 21-6 as shown in FIG. The safe route range 2 in which the set route 103 of the own ship 101 is such
Whether or not the vehicle passes through 06 is automatically or visually determined by the operator. If, as shown in FIG.
The setting route 103 of 01 is such a safe navigation distance range 206
When it is confirmed that the ship passes through the inside, the setting route 103 of the own ship 101 is changed.

The new set route 103 'after the change is set so as not to pass through the safe navigation distance range 206. The new set route 103 'after this change is instantly transmitted to the other ship 201 by the above-mentioned MC network and VHF broadcast network. In this way, each ship 20
Always knows the latest position of the other vessel 201 and the set route, so that each vessel can determine the optimum evasion behavior at the best time.

When three or more vessels 20 are navigating, the ground station not only performs the avoidance action between each pair of vessels 20, but also makes a plurality of pairs of vessels 20 safer and more efficient. It can calculate the set routes that can be navigated and supply it. Even if the set route is safe between each pair of ships 20, it is not always the safe and efficient set route between other ships other than the pair. 3 ground stations
It is possible to set a narrow water channel through which a large number of ships 20 above and below can sail safely and efficiently in a bay.

Although the embodiments of the present invention have been described in detail above, it is obvious to those skilled in the art that the present invention is not limited to the above-mentioned embodiments and various other configurations can be adopted without departing from the gist of the present invention. Easy to understand.

[0074]

According to the present invention, there is an advantage that not only the own ship but also the sailing situation of another ship can be accurately detected and predicted.

According to the present invention, there is an advantage that each ship can safely and efficiently navigate in a bay or narrow waterways where many ships are congested.

According to the present invention, there is an advantage that the collision or grounding of a ship can be avoided even under bad weather such as rain, snow and fog.

According to the present invention, there is an advantage in that, in a bay or narrow waterways where many ships are congested, each ship in a match situation can be evacuated to avoid a collision.

According to the present invention, the information necessary for the decision making of each ship is automatically collected, analyzed and evaluated, the centralized display and the alarm are provided automatically. There is an advantage that the human error that is the first cause can be prevented.

According to the present invention, there is provided a navigation support system for a ship, which is configured to detect accurate information and determine a desired scheduled route so that the ship can navigate safely. There is an advantage that can be.

[Brief description of drawings]

FIG. 1 is a diagram showing the concept of a navigation support system for ships according to the present invention.

FIG. 2 is a diagram showing an example of a ship information communication network used in the present invention.

FIG. 3 is a diagram showing a configuration of a navigation support system for a ship of the present invention.

FIG. 4 is an explanatory diagram illustrating a configuration example of a sea area information display device and a marine vessel manipulating device used in the present invention.

FIG. 5 is a diagram showing a display example of a navigation status display unit used in the present invention.

FIG. 6 is an explanatory diagram illustrating a method of determining a avoidance action.

FIG. 7 is an explanatory diagram illustrating a method of determining a avoidance action.

FIG. 8 is an explanatory diagram illustrating a method of determining a safe navigation distance range.

FIG. 9 is an explanatory diagram illustrating a method of determining a safe navigation distance range.

FIG. 10 is a diagram showing a configuration example of a conventional automatic radar plotting device.

FIG. 11 is a diagram showing a configuration example of a conventional automatic radar plotting device.

FIG. 12 is an explanatory diagram illustrating ship information necessary for evasion decision.

[Explanation of symbols]

 10 Land 11 Sea area information processing device 11-1 Ship information receiving unit 11-2 Ship information processing unit 11-3 Ship information transmitting unit 13 MC antenna 15 VH broadcasting F antenna 17 Cable 20 Ship 21 Sea area information display device 21-1 Own ship Information transmitter 21-1a Mobile communication transmitter 21-2 Own ship information receiver 21-2a Mobile communication receiver 21-2b VHF broadcast receiver 21-3 Own ship information detector 21-3a GPS receiver 21 -3b Navigation status detector 21-4c Storage device 21-5 Navigation information processing unit 21-6 Navigation status display unit 31 Ship maneuvering device 31-1 Console 31-2 Ship maneuvering controller 41 Inboard LAN 43 Alarm device 51 Mobile communication (MC) Satellite 61 GPS satellite 63 GPS differential reference station 81 Signal processing device 83 Radar device 91 Display device 1 01 Current position of own ship 102 Motion vector of own ship 103 Set route of own ship 104 Expected closest position of own ship 105 Stranding danger position 201 Current position of other ship 202 Motion vector of other ship 203 Set path of other ship 204 Other Expected closest position of ship 206 Safe navigation distance range

Claims (5)

[Claims] 1. A ship information receiving unit that receives a signal instructing ship information, a ship information processing unit that collects and processes ship information supplied from the ship information receiving unit, and an instruction for the ship information that has been collected and processed. The sea area information processing device provided in the ground station including the ship information sending unit that sends the signal that sends the signal, the nautical chart information generating unit that creates the nautical chart information around the ship under navigation, and the ship information From the own ship information detecting unit that detects the ship information, the own ship information sending unit that sends a signal indicating the ship information of the own ship supplied from the own ship information detecting unit, and the ship information sending unit of the above ground station The other ship information receiving unit that receives the transmitted signal for instructing the other ship information, the other ship information supplied from the other ship information receiving unit, and the own ship supplied from the own ship information sending unit. Vessel information and chart information supplied from the chart information generating section And a navigation status display section that displays the navigation status supplied from the navigation information processing section, and is provided for each of the vessels under navigation. And a transmission / reception between the sea area information display device, the ship information receiving unit of the ground station and the own ship information transmitting unit of each ship, and the ship information transmitting unit of the ground station and other ship information reception of each ship. And a sea area information communication network including a mobile communication satellite for performing transmission and reception with a ship and a GPS satellite that supplies ship information to the ship information detection unit of each ship. It is characterized in that each vessel is configured to navigate based on the other vessel status and sea area information around the own vessel displayed on the navigation status display section provided in each of the above-mentioned vessels under navigation. Ship navigation support system. 2. The navigation support system for a ship according to claim 1, wherein a positional relationship between the ship and other surrounding ships is obtained based on the ship information of the ship detected by the ship information detection unit. Based on the nautical chart information supplied from the nautical chart information generation unit, obstacles around the ship are detected, and the navigation status display unit detects the positional relationship between the ship and other ships around it and A navigation support system for a ship, characterized in that it is configured to display obstacles around the ship. 3. The navigation support system for a ship according to claim 1 or 2, wherein the own ship information detection unit includes a position of the own ship, a heading, a speed of the own ship, an identification symbol of the own ship, a size of the own ship, and It is configured to have a storage device that stores the ship information of the ship including the ship type, a detection device that detects the navigation state of the ship, and a GPS receiver that receives a signal transmitted from a GPS satellite. A characteristic navigation support system for ships. 4. The navigation support system for a ship according to claim 1, 2 or 3, wherein the console for changing the set route of the own ship and the own ship on the set route when avoiding a collision or a grounding are avoided. A ship maneuvering device including a ship maneuvering controller for guiding is created, and the condition of the ship and its surroundings is generated from the ship information of the ship itself, the ship information of other ships around the ship and the chart information. A navigation support system for a ship, which is configured to display it on the navigation status display section. 5. The navigation support system for a ship according to claim 1, 2, 3 or 4, wherein the navigation information processing unit of the sea area information display device includes the ship information of the own ship and the ships of the other ships around the own ship. The possibility of collision or grounding is analyzed and evaluated from the information and the chart information, and the possibility of danger is configured to be displayed by the navigation status display unit of the sea area information display device. Navigation support system for ships.