JPH08133183A - Stranding preventing device for ship - Google Patents

Abstract

PURPOSE: To keep an updated route data in a route data base simultaneously with displaying in a display device by performing stranding decision relating to a planned route to update the route data in a stranding avoiding route before sailing a ship. CONSTITUTION: By a route data 1a of a route once sailing, stranding hazard line data 8a of a chart data base 8 including the latest information of change or the like of a stranding hazardous area by dredging or the like and by a stranding hazard decision semicircle calculated in a stranding hazard decision semicircle calculating part 7 based on a data of a harbour mean speed memory device 6 of a self ship, its stranding hazardousness is decided in a stranding hazard decision device 2. Simultaneously with this decision, when a hazard of stranding is decided, in order to avoid stranding, updating a route data is performed in a route preparing arithmetic part 5, simultaneously with performing keeping in a route data base 1 and displaying in a display device 9 an updated route data 5a, further to actuate an alarm device 11 so as to perform an alarm to a navigator.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a grounding prevention device for ships, and in particular, a grounding avoidance route is created by performing a grounding danger judgment on a planned route or a route to be traveled before the ship sails, The present invention relates to a grounding preventive device for a ship, which is displayed on the integrated navigation system or electronic chart display device.

[0002]

2. Description of the Related Art Based on a positioning device that outputs the ship's position while the ship is traveling, and a polygonal line-grounding danger contour line data included in a grounding danger judgment circle of a certain radius from the ship's own ship's position A grounding prevention device for a ship, which is designed to determine a grounding risk of a ship, is disclosed in, for example, Japanese Unexamined Patent Publication No.
It is conventionally known as described in Japanese Patent No. 187883.

[0003]

By the way, the conventional grounding prevention device for a ship as described above makes a grounding risk judgment in a circular shape centering on the current position of the own ship, so that it is necessary to perform the grounding risk judgment. In addition to the front of the vessel's navigation, unnecessary rearward determination is also performed, so the determination process may take time and it may be difficult to avoid grounding. The present invention is intended to solve such a problem, and before the own ship sails, it performs a grounding danger judgment on the planned route or the route to be sailed to create a safe route. An object of the present invention is to provide a grounding prevention device for a ship.

[0004]

Means for Solving the Problems In order to achieve the above-mentioned object, the present invention is based on a route database that stores data on a route that has already traveled and a planned route, and based on an average ship speed in a port, a grounding risk determination of a constant radius. A semicircle is calculated and based on the grounding evasion line data in the nautical chart database updated with the latest data such as changes in the dangerous area for grounding such as shallow water due to changes in dredging and sedimentation, etc. The grounding prevention device for a ship according to claim 1, wherein the grounding prevention device for a ship according to claim 1 is for performing a grounding danger judgment by calculating whether or not there is grounding steep line data in the target turning point direction of the judgment semicircle route. The average ship speed storage device, and the stranding risk determination semicircle calculation unit that calculates the radius of the stranding danger semicircle based on the average ship speed in the port that is output from the ship speed storage device, and the planned route or navigation route. Route data for Based on the sea route database, the nautical chart database that stores the grounding confinement line data, the radius of the aground danger semicircle, the route data and the grounding confinement line data, and the grounding risk determination of the own ship Based on the above-mentioned route data, grounding convoy line data, and each data of the radius of the grounding danger judgment semicircle, the judgment device is equipped with a device and runs in the direction of the target turning point within the judgment semicircle. Stranding danger judgment calculation unit that calculates whether or not data exists, and the calculation output that this calculation unit indicates that there is stranding shunt line data in the direction of the target turning point within the judgment semicircle. It is characterized by having a grounding danger judging section which makes a judgment of and outputs a grounding danger signal.

Further, a ship grounding prevention device according to a second aspect of the present invention is the ship grounding prevention device according to the first aspect, further comprising a grounding warning device which is activated by a grounding danger signal of the grounding danger determination section. It is characterized by that.

Further, the marine stranding prevention device according to claim 3 is the marine stranding prevention device according to claim 1 or 2, in which the determination result is input from the stranding risk determination part to update the route data. A feature of the present invention is that the above-described grounding danger determination device is provided with a route creation calculation unit that calculates updated route data for avoiding grounding.

Further, the ship grounding prevention apparatus according to claim 4 is the dangerous ship grounding prevention apparatus according to claim 3, wherein the updated route data calculated by the route creation calculation unit is stored in the route database. And a display device for displaying the updated route data are provided.

[0008]

With the above-described grounding preventive apparatus for a ship according to the present invention, the grounding of the own ship is carried out based on the radius of the grounding danger semicircle calculated based on the average ship speed in the port and the route data and the grounding convoy line data. Dangers will be determined and safe route data will be stored and displayed avoiding the grounding hazard area.

[0009]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The following is a description of a stranding prevention device for a ship according to an embodiment of the present invention with reference to the drawings. FIG. 1 is a schematic configuration diagram thereof, and FIG. Relationship diagrams, FIGS. 3 to 6 are flow charts of the grounding hazard determination processing, FIG. 7 is a configuration diagram of the grounding escape line data, FIG. 8 is a configuration diagram of the grounding hazard point data, and FIGS. It is a relationship diagram of a judgment semicircle and a grounding danger point.

In FIG. 1, reference numeral 1 denotes a database of planned routes (or routes to be traveled), and this database 1 stores route data 1a obtained when the user sailed previously. Further, reference numeral 2 indicates a grounding danger determination device, and this grounding risk determination device 2 includes a grounding risk determination calculation unit 3, a grounding risk determination unit 4 and a route creation calculation unit 5, and the grounding risk determination calculation unit 3 includes , The route data 1a of the database 1, the grounding convoy line data 8a of the nautical chart database 8 (details will be described later), the output of the grounding risk determination semicircle calculation unit 7 (details described later), and the like are input.

The grounding risk judgment semicircle calculation unit 7 calculates the radius L of the grounding danger semicircle based on the average ship speed in the harbor input from the average ship speed storage unit 6, and the grounding risk judgment calculation unit 3 A grounding risk judgment semicircle is set, with the ship's position or the first turning point on the planned route as the center, and a string that is the diameter orthogonal to the direction to the target turning point on the planned route. The grounding danger determination calculation unit 3 calculates whether or not there is an intersection with the grounding protection line 18a or 18b based on the grounding protection line data 8a in the semicircle.
When it is determined that there is a danger of grounding, the route creation calculation unit 5 creates a grounding avoidance route, outputs an alarm signal to the grounding alarm generation device 10, and presents the created route on the display device 9. ing.

The judgment for this grounding risk is shown in FIG.
It is performed according to the flowcharts shown in FIGS.

In this determination process, "a" in FIG.
The ship's 15th place shown in (P _x : Longitude, Py: Latitude), and the change point (b, c ...) of the planned route or route 17 (A)
_{i + 1} : longitude, B _{i + 1} : latitude) (i = 1, 2 ... n), and the break points of the grounding shunting lines 18a, 18b (X _j : longitude, Y _j : latitude)
(J = 1,2 ... m). In addition, this grounding line 18a, 1
The escape line data 8a, which is the basis of 8b, is the escape line break point number (1, 2 ... 13), the escape line I for each break point of each escape line.
Each data of D number, longitude and latitude is stored in the chart database 8 as shown in FIG. 7, and the grounding dangerous area such as shallow water due to changes such as dredging and sediment accumulation and the prohibited area are input. Has been done. Further, the average ship speed in the port ds input from the average ship speed storage device 6 in the port
The stranding hazard radius L is calculated by the stranding hazard determination semicircle calculation unit 7 only by (v).

Here, L is the distance from the start of the needle change of the ship to the needle change angle, which is calculated by the formula [1].

[Formula 1] L (nm) = 0.9 + ds (v) × α × β where ds (v) (m / s) is the average port speed α in the port input from the average port speed storage device 6 in port is 120 ≦ α ≦ An arbitrary value β of 180 is 1/1852 (m).

Referring to FIG. 3, in step C1, the grounding danger judgment calculation unit 3 reads the radius L of the grounding danger semicircle calculated by the grounding danger judgment semicircle calculation unit 7, and the database 1 of planned routes or sailing routes. To read the route data 1a and the lane chart data 8a from the nautical chart database 8. Next, as the initial setting, the first of the planned routes
The change point (a) is set as the ship position (P _x , P _y ) (step C
2) and i = 1 (step C3). Then, the stranding hazard determination semicircle calculation unit 7 sets a stranding hazard determination semicircle centered on the ship's position (Px, Py) (step C).
4).

Next, in step C5, it is determined whether or not the target change point of the planned route exists within this determination semicircle (step C5). That is, in step C5,
It is determined whether or not there is a target needle change point (A _{i + 1} , B _{i + 1} ) that satisfies the equation ( ₂ ).

(2) (A _{i + 1} −P _x ) ² + (B _{i + 1} −P _y ) ² <L When it is determined in step C5 that the target turning point exists within the determination semicircle, the center of the semicircle The distance L ′ from (P _x , P _y ) to the target change point (A _{i + 1} , B _{i + 1} ) is set as a radius, and a new determination semicircle is set by the grounding risk determination calculation unit 3 (step C6).

Next, j = 1 is set (step C7) j≤
m is determined (step C8), and in step C9,
It is determined whether or not the grounding convoy line data 8a (X _j , Y _j ) exists within the determination semicircle. In step C9, the grounding lane line data 8a satisfying the expressions [3] and [4]
It is determined whether (X _j , Y _j ) exists.

Equation 3] ^{_{(X j -P x) 2 +}} (Y j -P y) 2 ≦ L 2 ( or L ^'2)

## EQU4 ## θ _{i + 1} −90 ° ≦ θ _j ≦ θ _{i + 1} −90 ° where θ _{i + 1} = tan ⁻¹ {(B _{i + 1} −Py) / (A _{i + 1} −
P _x )} θj = tan ⁻¹ {(Y _j −P _y ) / (X _j −P _x )}

When (X _j , Y _j ) satisfying the above equation is present, it is considered that the grounding steep line data 8a (X _j , Y _j ) is present within the judgment semicircle, and (X _j ，
Y _j ) and the bending point before and after the same ID number (X _j-1 ,
Y _j-1 ), (X _{j + 1} , Y _{j + 1} ) and the intersections (X _p , Y _p ) where the line segments intersect the determination semi-circle and the intersections (Y _q , Y _q ) that intersect the chord. ) Are obtained by the following [Equation 5] to [Equation 8] and [Equation 9] to [Equation 16], respectively. Then, these data are stored together with (X _j , Y _j ) as a danger point array, and the data of the number (serial number), the ID number, the longitude and the latitude are stored in the form shown in FIG.

Here, the intersections (X _P , Y _P ) with the judgment semi-circle
Is

X _p = [− B ± {B ² −C (P _x ² + A ² −L ² )} ^1/2 / C]

## EQU6 ## Y _p = {(Y _k −Y _j ) / (X _k −X _j )} × (X _p −
X _j ) + Y _j However, when X _k = X _j , Y _p is represented by the formula [7].

Equation 7] _{Y p = P y ± {L} 2 - (X j -P x) 2} 1/2 where _{A = -X j × {(Y} k -Y j) / (X k -X j) } + Y
_{j -P y B = {(Y} k -Y j) / (X k -X j)} × A + P x C = 1 + (Y k -Y j / X k -X j) 2 k = j-1, J + 1 However, (X _p , Y _p ) is as expressed by the formula [8].

[0020]

## EQU8 ## θ _{i + 1} −90 ° ≦ θ _p ≦ θ _{i + 1} + 90 ° where θ _p = tan ⁻¹ {(Y _p −P _y ) / (X _p −P _x )}.

The intersection point (X _q , Y _q ) with the string is (I) When Xj = Xk (k = j + 1, j-1),
[Expression 9] and [Expression 10] are used.

[Formula 9] X _q = X _j

[Equation 10] Y _q = D (X _j −P _x ) + P _y where D = tan (π / 2−θ _i ).

(II) When Y _j = Y _k , [Equation 11], [Equation 1]
2] It becomes like a formula.

[Equation 11] X _q = 1 / D × (Y _j −P _y ) + P _x

[Mathematical formula-see original document] Y _q = Y _j However, when θ _{i + 1} = π / 2, (3/2) π, (X _q ,
Y _q ) does not exist.

(III) In cases other than the above (I) and (II),
[Expression 13] and [Expression 14]

[Equation 13] X _q = (HF) / (EG)

Equation 14] _{Y q = X q × E +} F where _{E = (Y k -Y j)} / (X k -X j) F = -1 × X j × E + Y j G = (- 1) / tan (π / 2-θ _i ) H = (− 1) × G × P _y + P _x

At this time, (X _q , Y _q ) is represented by the formula [15].

[Equation 15] θ _{i + 1} −90 ° ≦ θ _q ≦ θ _{i + 1} + 90 ° However, θ _q = tan ⁻¹ {(Y _q −P _y ) / (X _q −P _x )}.

Then, j = 1 again (step C
12), j ≦ m is determined (step C13), and step C14
In step C9, it is determined whether or not the line segment of the escape line other than the ID number of the break point determined to be dangerous intersects with the determination semicircle. The intersection point (X _r ,
X _r ) is expressed by [Expression 5, 6.7, 8], where X _p is X _r ,
Y _p is Y _r , k is j + 1, and θ _p is θ _r = tan ⁻¹ {(Y _r −P _y ).
/ (X _r −P _x )}, and the intersection (X _s , Y _s ) with the string
In the equations [9-15], X _q is X _s , Y _q is Y _s , k
J + 1 and θ _q is θ _s = tan ⁻¹ {(Y _s −P _y ) / (X _s −
P _x )} and save it in the danger point array in step C15.

Next, in step C17, the azimuth from the center (P _x , P _y ) of the determination semicircle to the target change point (A _{i + 1} , B _{i + 1} ) is set to 0 ° (P _x , P _y). ), The angle θ _l and the distance l with respect to each point (X _l , Y _l ) stored in the danger point array are obtained from the equations [16] and [17].

[Equation 16] θ _l = tan ⁻¹ {(Y _l −P _y ) / (X _l −P _x )} − θ _{i + 1}

Equation 17] _{l = {(X l -P x} ) 2 + (Y l -P y) 2} 1/2

Then, in step C18, the maximum value and the minimum value of θ _l obtained in step C17 for each ID number are selected, and from among them, the target change point (A _{i + 1} , B _{i + 1} ) is selected. The data on both sides of the azimuth are selected (see FIG. 9). In the next step C19, it is determined that the two data selected in step C18 have the same ID number. If they are the same (see FIG. 10), it is determined that there is a risk of grounding. That is, by determining the maximum value and the minimum value of the grounding danger direction for each ID number of the shunting line, it is possible to determine whether or not there is a grounding danger area in the direction toward the target turning point.

That is, in the case shown in FIG. 9, the maximum value d and the minimum value f of the shunt line 18a with the ID number 1 and the maximum value k and the minimum value g of the shunt line 18b with the ID number 2 in step C18. From the inside, the data of the azimuths on both sides of the target needle change point direction (the azimuth closest to the first) are d and g. But step C19
Since d and g have different ID numbers, they are not considered to be a grounding risk.

[0029] Once deemed that there is no risk of grounding, the current ship position from the target veering point direction L or L 'advanced point a new ship position in step C20a (P _x, P _y) and.
When expressed by a formula, it becomes like [Equation 18].

P _x = P _x ′ + L cos θ _{i + 1} P _y = P _y ′ + L sin θ _{i + 1} where P _x and P _y are new ship positions P _x ′ and P _y ′ are current ship positions θ _{i + 1} = tan ⁻¹ {(B _{i + 1} −Py ′) / (A _{i + 1} −P _x ′)}, and L may be at L ′.

In the case shown in FIG. 10, the maximum value d and the minimum value f of the shunt line 18a with the ID number 1 and the maximum value k and the minimum value h of the shunt line 18b with the ID number 2 in step C18. From the above, the data on both sides in the direction of the target needle change point are h and k. Here, in step C19, the IDs of h and k
Since the numbers are judged to be equal, they are considered to be aground. If it is determined that there is a risk of grounding, step C20
At b, the local turning point (X _t ,
Y _t ). (X _t , Y _t ) is the data (X _l , Y _l ) having the smaller absolute value of the angle of the two data selected in step C18.

After the turning point for avoiding grounding is created in this way, at step C21 the ship position (P _x , P _y ) and the target turning point (A _{i + 1} , B _{i + 1} ) are set. If the distance is equal to or less than L / 4, the value of i is incremented by 1 in step C22, and the previous change point is set as the target change point. In step C23, it is judged whether or not the target change point (A _{i + 1} , B _{i + 1} ) exceeds the total number n of change points. If i ≦ n, the process returns to step C21, and (P _x , P _y ) and (A _{i + 1} , B
_{i + 1} ) is larger than L / 4, step C4
Then, the processing is continued again, and if i> n, the processing ends.

When the determination of the grounding danger is completed and the route for avoiding the grounding is created, the route is newly stored in the planned route or in the route database 1 to be navigated, and to inform the voyager. At the same time, an alarm signal is output to the grounding alarm generation device 10, and at the same time, the updated route data 5b is transmitted to the display device 9. Upon receiving the alarm signal, the grounding alarm generating device 10 activates the alarm device 11. Further, the updated route data is displayed on the display device 9.

[0033]

As described in detail above, according to the grounding prevention device for a ship of the present invention, the following effects and advantages can be obtained. (1) Compared with the case where the grounding avoidance process is performed only during the navigation, by determining the risk of grounding while considering the ship's position, the ship speed in the port, and the elements of the evacuation line during or before the navigation of the ship. In addition, it is possible to make a more accurate and quick risk assessment of grounding, and eliminate the possibility of a serious accident. (2) When it is judged that there is a risk of grounding, a new route that avoids the risk of stranding is created, and this is saved in the route database and displayed on the display device. In addition, the warning device notifies the voyager of that fact. (3) Due to the above (1) and (2), safe navigation can be performed while avoiding grounding.

[Brief description of drawings]

FIG. 1 is a schematic configuration diagram of a grounding prevention device for a ship as an embodiment of the present invention.

[Fig.2] Relationship diagram of the dangerous half-circle of grounding, route, and grounding line.

FIG. 3 is a flowchart of a stranded ground risk determination process.

FIG. 4 is a flowchart of a grounding hazard determination process.

FIG. 5 is a flowchart of a stranded ground risk determination process.

FIG. 6 is a flowchart of a stranded ground risk determination process.

FIG. 7 is a block diagram of the same stranding line data.

FIG. 8 is a structural diagram of stranded ground danger point data.

FIG. 9 is a diagram showing the relationship between the grounding danger determination semicircle and grounding danger points.

[Fig. 10] A diagram showing the relationship between the aground hazard determination semicircle and aground hazard points.

[Explanation of symbols]

 1 Planned Route Database 1a Route Data 2 Strand Danger Judgment Device 3 Strand Danger Judgment Calculator 4 Strand Danger Judgment Unit 5 Route Creation Calculator 5a Updated Route Data 5b Updated Route Data 6 Average Harbor Velocity Storage 7 Hazard judgment semi-circle calculation section 8 Chart data base 8a Stranding line data 8b Chart data 9 Display device 10 Stranding alarm generator 11 Alarm device 15 Own ship 16 Stranding hazard judgment semi circle 17 Planned route (or route) 18a, 18b Stranding line

Claims (4)

[Claims] 1. A stranding hazard for calculating a radius of a stranding danger semicircle based on an average ship speed storage device in a port and an average ship speed in a port output from the ship speed storage device in a ship stranding prevention device. Judgment semi-circle calculator, route database that stores route data related to planned routes or routes, nautical chart database that stores stranding line data, radius of the stranding danger semicircle, route data and stranding route It is equipped with a grounding risk determination device that determines the risk of grounding of the ship based on the line data, and the determination device outputs each data of the above-mentioned route data, grounding shunt line data, and radius of the grounding risk determination semicircle. Based on this, a grounding danger judgment calculation unit that calculates whether or not there is data on a grounding steward line in the direction of the target turning point within the semicircle of the judgment, and a grounding steward line from the calculation unit in the direction of the target turning point. Data is the above A grounding prevention device for a ship, comprising: a grounding risk determination unit that determines a grounding risk by receiving a calculation output that it exists within a constant semicircle and outputs a grounding danger signal. 2. The grounding prevention device for a ship according to claim 1, further comprising a grounding warning device which is activated by a grounding danger signal of the grounding danger determination section. 3. The marine stranding prevention device according to claim 1 or 2, wherein the route data is updated by inputting a determination result from the stranding risk determination unit, and updated route data for avoiding grounding is calculated. A stranding prevention apparatus for a ship, characterized in that: 4. The dangerous ship grounding prevention device according to claim 3, further comprising an updated route data circuit for storing the updated route data calculated by the route generation calculation unit in the route database, and the updated route data circuit. A grounding prevention device for ships, which is provided with a display device for displaying data.