JPH0922499A - Supporting device for collision avoiding navigation - Google Patents

Abstract

PROBLEM TO BE SOLVED: To present a collision avoiding navigation route to be a recommended route with prediction information to a vessel operator and to support him to enter an avoiding navigation operation at a point of time when he has time and space to spare. SOLUTION: This device is provided with an other vessel navigation information calculation part 20 determining other vessel navigation information including the location and speed of the other vessel around the present vessel, a present vessel navigation information calculation part 22 determining present vessel navigation information including the location and speed of the present vessel, a marine chart information generation part 24 storing marine chart information including the danger avoiding area in the sea area where the present vessel sails and outputting the information and a simulation avoiding navigation calculation part 34 calculating the veering action plan of the present vessel, calculating the prediction information composed of the collision danger degree with other vessel and the invasion danger degree to the avoiding danger area in each veering action plan based on present vessel navigation information, other vessel navigation information and marine chart information and determining the avoiding navigation course based on these prediction information.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an escape assisting device useful for safe escape of ships and labor saving of ships in a bay or narrow water area where many ships are congested.

[0002]

2. Description of the Related Art As a conventional device for preventing a collision of a ship, a collision prevention assist device (Automatic Radar Plotting) is used.
Aids, hereinafter referred to as ARPA devices) are known. A
The RPA device has, for example, as shown in FIG. 7, a signal processor and a display including a CRT and the like. Relative position information of the other ship obtained from the radar device mounted on the ship, the ship speed and heading information obtained from the log speedometer and gyrocompass equipped on the ship are supplied to the signal processing device, In the signal processing device, the position and velocity vector of the other ship are obtained and displayed on the display.

[0003]

However, in the conventional ARPA device, although the current situation of another ship is simply known, the prediction information indicates the closest approach distance to another ship when the current course is continued. It was only displayed, and it did not provide enough prediction information for avoidance. In addition, the avoidance decision is left to the operator, and such forecast information is not always used effectively.Therefore, the number of bridge personnel will be reduced and safe escape of vessels in congested bays or narrow waters will be performed. It wasn't enough as a support device.

The present invention has been made in view of the above problems, and presents a voyage avoiding route, which should be a recommended lane, together with predicted information to the operator, and assists the evacuee maneuvering when there is a time and space margin. It is an object of the present invention to provide a flight avoidance support device that can perform the operation.

[0005]

In order to achieve the above object, the avoidance assistance device of the present invention comprises another vessel navigation information calculation means for obtaining other vessel navigation information including the position and speed of another vessel around the own vessel. A vessel navigation information calculation means for obtaining vessel navigation information including the location and speed of the vessel, and a chart information generation means for storing and outputting chart information including the evacuation zone of the area where the vessel is navigating, While calculating the course change behavior of the own ship, the risk of collision with another ship and the risk of invasion into the evacuation zone in each case of the course change based on the own ship navigation information, the other ship navigation information, and the nautical chart information. And a simulated avoidance calculating means for calculating the prediction information consisting of and calculating an escape course based on the prediction information.

Further, it is provided with a route setting means for storing the planned route of the own ship, and the simulated avoidance calculation means calculates the preference degree of the changing needle action plan based on the deviation angle from the planned route, and the predicted information. At the same time, the escape course can be obtained based on the preference. When the other vessel sails from the other vessel position at the other vessel speed at the other vessel speed along the other vessel estimated route setting means for setting the other vessel estimated route setting means for setting the other vessel estimated route. It is possible to calculate the risk of collision with another ship.

Further, there is provided an escape area setting means for setting an escape area surrounding an obstacle around the own ship, and the prediction information includes the degree of intrusion into the escape area set by the escape area setting means. Can be made. Further, it is provided with a route setting means for setting a navigation route of the own ship, and a route holding control means for detecting a route error between the navigation route and the position of the own vessel and for commanding a command course to the steering device based on the route error. be able to.

[0008] The simulated escape avoidance calculation means calculates a change course action of the own ship, and collides with another ship in each change course action plan based on the own vessel navigation information and the other vessel navigation information and the nautical chart information from the nautical chart information generation means. Prediction information consisting of the degree of danger and the degree of intrusion into the evacuation zone is calculated, and the escape course is calculated based on these pieces of prediction information. This avoidance course serves as a recommended course and also serves as a warning of the danger and difficulty of the prediction information falling into the future. Therefore, if the ship operator can determine that it is appropriate, he or she may set the navigation route along the track. On the contrary, when there is a risk of collision, it is possible to let the operator know that it is necessary to make a flight avoidance plan from a time when there is enough time, and the operator can provide useful support. .

[0009]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the escape assisting apparatus of the present invention will be described below with reference to the drawings. FIG. 1 is a block diagram showing an embodiment. In the figure, reference numeral 10 is an escape assisting device, which includes a control unit 12 and a radar display 1.
3, color graphic display 14 and set point input unit 1
6 is provided. The control unit 12 includes a radar device 1, a speed log 2, a gyro compass 3 and a GPS.
The output from the receiver 4 is provided. The radar device 1 outputs a signal regarding the relative position of another ship around the own ship, the speed log 2 indicates the speed of the own ship, the gyro compass 3 indicates the heading of the own ship, and the GPS receiver 4 indicates each signal related to the position of the own ship. Is output.

A steering device 6 is connected to the control unit 12. The control unit 12
A computer unit that is executed by program control is built-in, and the other ship navigation information calculation unit 20, the own ship navigation information calculation unit 22, the nautical chart information generation unit 24, the route setting unit 26, and the evacuation zone setting that are executed by program control are included. Part 28,
The other vessel estimated route setting unit 30, the route holding control unit 32, and the simulated avoidance calculation unit 34 are provided.

In the other ship navigation information calculation unit 20 and own ship navigation information calculation unit 22, the other ship is detected and tracked from the radar video signal sent from the radar device 1 to obtain the relative position and the relative velocity vector of the other ship. With speed log 2,
From the signals from the gyro compass 3 and the GPS receiver 4, the ship's speed, the heading and the ship's position are obtained, and the other ship's position, the other ship's speed vector (speed, traveling direction), and other ship's navigation information The ship's navigation information such as position, ship speed, heading, etc. is obtained.

The nautical chart information generating unit 24 takes out the water depth data around the ship from the nautical chart information stored in advance, and sets the water depth area where the water depth is insufficient and there is a risk of grounding as an escape area.
Create the data of the siding line consisting of latitude and longitude. At the same time, the nautical chart of the area where the ship is navigating is displayed on the color graphic display 14 as an image, and in addition to the escape line, the navigation zone and navigation signs are displayed, so that the operator can comply with maritime regulations and customs. Assist in making decisions.

The route setting section 26 stores in advance a planned route connecting a plurality of change points from the starting point to the target point for each voyage. When changing the scheduled route due to the need for evasion, use the set point input unit 16 consisting of a trackball or a joystick to move the marker on the display 13 or 14 to the screen and change the route of the escape route. Enter the point and the return point to the original scheduled route. The route setting unit 26 creates planned route data including the latitude and longitude of the ship position that gives the planned route based on the input turning point and return point.

The escape area setting unit 28 is a set point input unit composed of a trackball or a joystick, for example, when a small fishing boat group in operation, which is difficult to be captured by the radar device 1, is found as an obstacle during navigation. 16, the marker on the display 13 or 14 is moved to the screen, and a plurality of points are input so as to surround the target obstacle. The evacuation area setting unit 28 creates data on an evacuation line including latitude and longitude that gives an evacuation vessel based on the evacuation area connecting the input points. It should be noted that the above-mentioned lane chart data created by the nautical chart information generating unit 24 may be treated semi-fixedly, but the lane line data created by the lane area setting unit 28 may be set according to the situation and created Since it has been set, the setting cancellation and resetting can be performed using the set point input unit 16.

The other vessel estimated route setting section 30 uses the set point input section 16 composed of a trackball or a joystick, for example, when it is visually determined that the other vessel's route is a regular ferry. The marker of the display 13 or the display 14 is moved to the screen to input the change point from the current position of the target other ship to the position that can be sequentially estimated. The other vessel estimated route setting unit 30 creates other vessel estimated route data including latitude and longitude of the ship position that gives the estimated route based on the input turning point.

The route holding control unit 32 automatically navigates the ship along the planned route based on the planned route data of the route setting unit 26 and the own ship position calculated by the own ship navigation information calculation unit 22. A command course for the operation is output to the steering device 6.
That is, for example, by the method described in Japanese Examined Patent Publication No. 4-38635, in order to maintain the ship position along the scheduled route, the route error Δl of the own ship with respect to the scheduled route is detected at regular time intervals, and the route error Δl changes. The corrected course angle Δθ is sent to the steering device 6 from an amount proportional to the amount and Δl.

The simulated avoidance calculating unit 34 is a position / velocity vector of the other ship from the other ship navigation information calculating unit 20, a position of the own ship from the own ship traveling information calculating unit 22, a speed, a schedule from the route setting unit 26. Evacuation simulating the evacuation maneuvering pattern of the own ship based on the route data, the estimated other route data of the other vessel from the estimated route setting unit 30 of the other vessel, and the lane line data from the chart information generation unit 24 and the evasion area setting unit 28. A ship-manipulation simulation calculation is performed, future prediction information is calculated, and an image is displayed on the color graphic display 14.

An example of the flight avoidance vessel maneuvering simulation procedure by the simulated flight avoidance calculating section 34 will be described with reference to the flow chart shown in FIG. First, the current position and speed (V) of the own ship are read from the own ship navigation information calculation unit 22 and set as a simulation initial value (step 41), and the other ship navigation information calculation unit 20 reads the current position and velocity vector of the other ship. (Speed V
_T , traveling direction), the current position of the other ship is set as an initial value, and the other ship estimated route is read from the other ship estimated route setting unit 30 (step 42). Further, the planned route is read from the route setting unit 26, and the convoy line data is read from the nautical chart information generating unit 24 and the retreat area setting unit 28 (step 4).
3).

Next, it is judged whether or not the position and the traveling direction of the other ship deviate from the estimated route (step 44), and when it deviates, the setting of the estimated route of the other ship is canceled (step 4).
5). Next, the change of action plan is calculated (step 4).
6). FIG. 3 is an explanatory diagram of the needle change action plan, centering on the direction ψ0 from the ship position to the needle change point of the next planned route,
Then, a plurality of staggering action plans having an argument of Δψ are obtained. The value of each declination Δψi and the number of needle change action plans are set to predetermined values.

Next, the degree of collision risk with another ship is calculated for each of the needle change action plans (step 47). There are various methods for calculating the degree of risk, but for example, the method of Nagasawa can be applied (Journal of Japan Society of Navigation, No. 88, "Difficulty of Evacuation Maneuvering Environment II", pages 137 to 144, Heisei 5 years 3
Month). In this method, the risk R (Δψ
i) is calculated by the following formula.

[0021]

[Equation 1]

Here, FIG. 4 is an explanatory view for calculating the degree of risk, where an elliptical area in the drawing shows an exclusive area formed around the ship and which does not attract other ships, and Rx and Ry are ,
It indicates the degree of infringement in the normal and lateral directions and the degree of infringement in the fore-and-aft direction against other ships of the own ship. The risk R takes the larger of Rx and Ry, and weights using the ratio of the time to the closest approach (Tcpa) to a certain fixed time (Wtcpa) to reflect the time margin. ing. FIG.
The relative movement direction of the own ship in the middle is the relative movement direction of the own ship with respect to the other ship. The own ship advances at a speed V along the needle change direction of each needle changing action plan, and the other ship moves at the speed V _T at the present time. Direction or relative direction of movement when traveling along the estimated route.

In order to obtain this Nagasawa's equation, the values of the own ship's total length and the other ship's total length are required to determine the size of the ellipse and the position of the ellipse relative to the other ship. Regarding the total length of the other ship, we do not know the exact value, so set the same as that of the own ship or set the other ship's total length into 3 stages of large, medium and small based on the information obtained visually. It is considered to be sufficient by approximation.

If there are multiple other ships around the ship,
The risk is the maximum of all other ships. That is, if the risk of the kth other ship is Rk, and the risk considering all other ships around the ship is Rt,

[Equation 2] Becomes

Next, the degree of danger of infringement of the lightning line is calculated for each of the changing needle action plans (step 48). Risk of breaching the siding line Rs
(Δψi) is calculated by the following formula.

(Equation 3)

In the equation, L is the total length of the ship, and S is the area that violates the evacuation zone in the rectangular area set so as to project in the traveling direction of the ship. FIG. 5 is an explanatory diagram of the calculation of the degree of danger with respect to the siding line. The sides a and b set to project in the traveling direction of the own ship are determined by the total length L and speed V of the ship in the formula, and the projecting amount thereof. Is represented by a length c proportional to the speed V. The risk Rs is represented by the ratio of the infringed area S and the square area a * b. The numerical values in the above equations are statistically and empirically set so that the operator usually feels dangerous when the evacuation zone enters the rectangular area. However, it is also possible to change each numerical value according to the motion characteristics of each ship.

Next, the degree of preference is calculated for each needle change action plan (step 49). The degree of preference P (Δψi) is, for example, the tendency that the right turning needle is often used more often than the left turning needle as a method of evasion steering, and that the behavior that keeps away from the planned course is preferable is preferred.
The preference is set exponentially so that the smaller i is, the higher the preference is, and further, the + side of Δψi is preset so that the preference is higher than the − side. According to a preset preference, the preference for each needle change action plan is obtained.

An escape course is determined from the degree of danger and the degree of preference obtained as described above (step 50). The avoidance course is determined by the preference degree P (Δψ
i), the risk Rt (Δψi) of the other ship, and the risk Rs (Δψi) of the shunting line violation, the total evaluation value is maximized according to the following formula Δ
Select ψm.

[0029]

(Equation 4)

Here, α is a weighting coefficient, which adjusts the trade-off relationship between the degree of risk and the degree of preference P, whichever is larger between Rt and Rs. The avoidance course is the sum of Δψm and the direction ψ _O toward the turning point of the next planned route.

[0031]

(Equation 5)

Next, the position of the own ship is plotted on the color graphic display 14, and the symbol corresponding to the degree of risk Rt with the other ship obtained in step 47 is displayed together (step 51). For example, a red symbol 70 is displayed when the risk Rt with another ship is 0.5 or more, and a yellow symbol 71 is displayed when the risk Rt is greater than 0 and less than 0.5.

Next, the predicted time is advanced by Δt (step 5
2), the own ship position and speed after the lapse of Δt time are obtained by a steering motion simulation calculation for directing to the escape route, and the own ship position and speed are updated (step 53). The simulation of maneuvering motion toward the avoidance route predicts the position and heading of the ship by steering using a mathematical model of the maneuvering motion characteristic peculiar to the ship to which this device is applied. When it is considered that the ship follows the evacuating course quickly, it may be possible to proceed in the evacuating course direction at the same speed for Δt time, but since there is a response delay in an actual ship, a motion model of maneuvering motion characteristics is used. Then, the own ship position and speed after Δt time, and further, when Δt is short, the bow direction does not face the escape course, so the bow direction after Δt time is also obtained.

A wide variety of expression methods have been used for the mathematical model, but for example, "Mathematical Model Study Group for Maneuvering Motion (abbreviated as MMG)" established under the Second Section of the Test Tank Committee of the Japan Shipbuilding Society Mathematical models known from the MMG model studied in ". Note that the control characteristic of the steering for turning-following the avoidance course is, for example, PD control for a simple course deviation angle. Further, since the MMG model is expressed by a motion (differential) equation, the Runge-Kutta method, which is typical for the calculation solution for simulation, is used.

Then, the presence / absence of the estimated route of the other ship is determined (step 54), and if there is, the position of the other vessel is advanced by Δt · Vt along the estimated route (step 55). If not, the position of the other vessel is advanced. Advance by Δt · Vt in the direction (step 56).
Finally, it is judged whether or not the prediction has been performed for a sufficient prediction time (for example, 15 minutes) (step 57). If not, the process returns to step 46 and the own ship position obtained in step 53 when Δt is advanced. And the speed, and if necessary, the needle change behavior plan is further calculated based on the heading, and each process is performed.

By repeating the above, as shown in FIG. 6, the display 14 displays a track consisting of plots of each predicted position of the ship for each Δt up to a certain predicted time together with the degree of danger, and the recommended route. An escape route is required. Predictive information consisting of this degree of risk also serves as a warning of danger and difficulty in the future. That is, the simulated avoidance calculation unit 34
This is a simulation of a general evasion that avoids hazards one after another by changing the needle, and the operator executes the evasion maneuvering method according to the evasion lane displayed on the display unit 14 and the current situation and the degree of danger. It is easy to determine whether it is appropriate to move to. If the operator can determine that it is appropriate, the navigation route should be set along the track, and conversely, if it is determined that there is a risk of collision, the ship is approaching danger immediately and the ship handling It is possible to let the ship operator know that it is necessary to make a evasion plan in a wide range from a time when there is space and time.

Further, in this embodiment, since the other ship estimated route setting section 30 is provided, it is possible to calculate the prediction information regarding the collision risk based on reliable information as the future predicted position of the other ship. become. However, the setting unit 30 may be omitted, and in that case, it may be predicted that the other ship maintains the current speed and traveling direction. Also,
If it is determined that the simulated voyage route obtained by the simulated voyage route calculation unit 34 is appropriate, the route setting unit 26 creates the scheduled route data, and the scheduled route data is sent to the route holding control unit 32. Then, the route maintenance control is performed. Therefore, the operator does not need to give a command to the steering device 6 at the right timing for steering, so that the operator can concentrate on confirmation of safety and evasion decision, which is effective for labor saving.

[0038]

As described above, according to the present invention,
Use the simulated evasion calculation method to calculate and display predictive information consisting of the risk of collision with the evasion route, which is the recommended route, and the risk of intrusion into the evacuation zone. You can

[Brief description of drawings]

FIG. 1 is a block diagram showing an embodiment of a avoidance assistance device of the present invention.

FIG. 2 is a flow chart showing an example of a calculation procedure of a simulated avoidance calculation section of FIG.

FIG. 3 is an explanatory diagram of a needle changing action plan calculated by a simulated avoidance calculating unit.

FIG. 4 is an explanatory diagram of a collision risk degree calculation with another ship.

FIG. 5 is an explanatory diagram of calculation of a risk level of a shunt line violation.

FIG. 6 is a display example of a display device.

FIG. 7 is a block diagram of a conventional collision prevention assistance device.

[Explanation of symbols]

 10 Evacuation assistance device 14 Display 20 Other vessel navigation information calculation unit (other vessel navigation information calculation means) 22 Own vessel navigation information calculation unit (own vessel navigation information calculation means) 24 Chart information generation section (nautical chart information generation means) 26 Route Setting section (route setting means) 28 Evacuation area setting section (escape area setting means) 30 Other vessel estimated route setting section (other vessel estimated route setting means) 32 Route holding control section (route holding control means) 34 Simulated avoidance calculation Department (Simulated escape calculation means)

 ─────────────────────────────────────────────────── ─── Continuation of the front page (71) Applicant 594078674 Shimpei Nomura 9632-7 Kurihara-cho, Onomichi-shi, Hiroshima (71) Applicant 591039230 Yusen Marine Science Co., Ltd. 2-3-6 Minami-Shinagawa, Shinagawa-ku, Tokyo (72) ) Inventor Hidemitsu Yamada 2-16-46 Minami Kamata, Ota-ku, Tokyo Within Tokimec Co., Ltd. (72) Kenji Sugano 2-16-46 Minami Kamata, Ota-ku, Tokyo (72) Inventor Kose Kuniharu 2-26-602, Oshu 5-26, Minami-ku, Hiroshima-shi, Hiroshima (72) Inventor Hiroaki Kobayashi 3116-167 Kashiwara, Sayama-shi, Saitama (72) Inventor Sadami Teramoto 2-353, Kumano-cho, Aki-gun, Hiroshima (72) ) Inventor Shihei Nomura 9632-7 Kurihara Town, Onomichi City, Hiroshima Prefecture (72) Inventor Tatsu Udagawa 2-3-6 Minamishinagawa, Shinagawa-ku, Tokyo Yusen Marine Science Co., Ltd.

Claims (5)

[Claims] Claims: 1. Another vessel navigation information calculation means for obtaining other vessel navigation information including position and speed of another vessel around the own vessel, and own vessel navigation information calculation for obtaining own vessel navigation information including position and speed of own vessel. Means, a nautical chart information generating means for storing and outputting nautical chart information including the evacuation zone of the marine area in which the ship is navigating, and calculating the needle change behavior plan of the own ship, the own ship navigation information and the other ship Based on the navigation information and the nautical chart information, predictive information consisting of the collision risk with other ships and the risk of entering the evacuation zone in each course change plan is calculated, and the evasion course is calculated based on these prediction information. An escape support device, comprising a calculating means. 2. A route setting means for storing a planned route of the own ship is further provided, wherein the simulated avoidance calculation means calculates a preference degree of the course changing action plan based on a deviation angle from the planned route, and makes the prediction. The escaping support device according to claim 1, wherein the escaping course is obtained based on the preference together with the information. 3. The other vessel estimated route setting means for setting the estimated route of the other vessel, wherein the simulated avoidance calculation means is the other vessel from the position of the other vessel at the other vessel speed along the estimated route of the other vessel. The avoidance assistance device according to claim 1, wherein the collision risk with another ship when the ship is sailing is calculated. 4. An escape area setting means for setting an escape area surrounding an obstacle around the own ship, wherein the prediction information indicates a degree of intrusion into the escape area set by the escape area setting means. The escape support apparatus according to any one of claims 1 to 3, which includes: 5. A route setting means for setting a navigation route of the own ship, and a route holding control for detecting a route error between the navigation route and the position of the own vessel and issuing a command course to a steering device based on the route error. The flight assistance device according to claim 1, further comprising means.