JPS5924314A - Optimum sea route setting and holding device - Google Patents

Abstract

PURPOSE:To enable a ship itself to select and hold a sea route of minimum energy in consideration of conditions of sea atmospheric phenomena out of plural routes obtained on the basis of the starting point and the arriving point of the ship. CONSTITUTION:A sea route editing processor 21 or a navigation calculation processor 22 calculates plural sea routes based on a desired navigation, and a sea route analysis processor 23 has an energy analysis. Based on this analysis, if those calculated routes are inadequate, other routes are calculated again. When an adequate route is decided, the data on this route is sent to a sea route holding processor 24. The processor 24 monitors the positional relation between own ship decided by a ship position deciding processor 25 and a scheduled route and at the same time calculates a set route to hold the scheduled route so as to eliminate a shift between the scheduled route and the actual route. Then the control signal is transmitted to a main device control system and a steering system 27.

Description

[Detailed Description of the Invention] The present invention relates to a device for setting a ship's course and maneuvering the ship, and in particular, a device for setting a ship's course in consideration of oceanographic data and maintaining the set course. Relating to a device for

In conventional route setting means, a route plan is determined using gradual latitude navigation, great circle navigation, integrated great circle navigation, etc. based on the ship's departure point and arrival point (destination point). The proposed route is manually corrected.

However, such conventional route determination means determine a route in still water, and do not take sea conditions into account when setting a route.

Therefore, there is a risk that the selected route will pass through sea areas with severe sea conditions.

Therefore, with other conventional route setting methods,
At a routing service agency, a huge amount of data is transferred into one large language.
Although calculations are made using computers and recommended routes are provided, there is no practice in which vessels are operated while maintaining the planned route selected by the calculations. Another disadvantage is that it requires relying on large land-based computers.

The present invention aims to solve these problems.
It is an object of the present invention to provide a 5-optimum route setting and holding device which can set a route with the minimum energy in consideration of sea conditions in a ship and maintain the route.

For this reason, the optimal route setting and holding device of the present invention includes a navigation calculation processing device that can determine a plurality of route plans based on the ship's departure point and arrival point, and the energy required for navigating along these route plans. A route analysis processing device that analyzes and selects the one with the lowest energy as the route, a signal about the route selected by this route analysis processing device, and a signal about the actual ship position determined by the ship position determination processing device. The system is equipped with a course maintenance processing device that can send control signals to the main engine control system and steering system to maintain the above-mentioned course based on these signals, and supplies oceanographic data as part of the data for selecting the above-mentioned course. It is characterized in that a Shitsuru oceanographic data maintenance device is connected to the route analysis processing device.

The optimum route setting and holding device as an embodiment of the present invention will be explained below with reference to the drawings. Figure 1 is a schematic diagram showing the vicinity of the operation panel, Figure 2 is a block diagram thereof, and Figure 3 is an explanation of the route. 4 are graphs showing the speed efficiency.

In the optimal course keeping device installed on a ship, the first and second
As shown in the figure, a navigation calculation processing device 22 is provided, and a departure point 31 and an arrival point (destination point) 3 of the ship are provided.
2. In other words, the navigation calculation processing device 22 calculates the route plan using navigation methods such as great circle navigation, integrated great circle navigation, and shortest detour navigation. be done.

In addition, a route editing processing device 21 is provided, and this device 21 can set a route plan using gradual latitude navigation, including the route plan roughly calculated by the navigation calculation processing device 22. Partial revisions to the route plan will be made.

The navigation calculation processing device 22 or the route editing processing device 21 can subtract a plurality of route plans based on the desired navigation, and these route plans undergo energy analysis in the route analysis processing device 23.

The energy analysis of the route plan is performed based on oceanographic data (including meteorological data) of the sea area of the route plan supplied from the oceanographic data maintenance device 26.

This analysis shows that if the proposed route is not appropriate (e.g.
If there is a storm area to the east of the route), the navigation calculation processing unit 2
2 or the route editing processing device 21 calculates the route plan again. Once an appropriate scheduled route is determined from these route plans, the data is sent to the route maintenance processing device 24.

The route maintenance processing device 24 monitors the positional relationship between the ship's own position determined by the ship position determination processing device 25 and the planned route.
A set course is calculated to maintain the five scheduled routes so as to eliminate the deviation between the scheduled route and the actual route, and a control signal is transmitted to the main engine control system and the steering system 27.

In addition, to explain an example in which the data of the pilot chart used in normal navigation is built into the system as oceanographic data, as shown in Figure 1, the route plan is based on the navigation specified from the operation panel 2. , computed by the central processing unit (computer, etc.) 1 using either gradual latitude navigation, great circle navigation, aggregated great circle navigation, or shortest detour navigation.

The calculated route plan is displayed on the display device 6 as numerical data or a graphic pattern.

Also, according to instructions from the operation panel 2, it can be printed out on the hard copy device 8, or printed out on the auxiliary storage device 7.
It is designed to be saved as a route plan or planned route.

On the other hand, the marine data of the pilot chart is stored in another data area of the auxiliary storage device 7, and is loaded onto the main storage device together with the route data and used.

The ship position information is obtained by the antenna 5 receiving radio waves from the artificial satellite.
Accurate data calculated by the satellite navigation device 4 is input through the signal cable 11.

In addition, in FIG. 1, numeral 3 indicates a signal converter, and 9
, 10 and 12 indicate signal cables, respectively.

Since the optimal route setting holding device of the present invention is configured as described above, as shown in FIG.
The procedure for calculating the shortest detour route when the destination point 32 (Y) and the danger area 33 are set is as follows.
Figure 3 shows the Northern Hemisphere, and a limit latitude (northern limit of navigation during the winter ice season) 34 has been set. In addition, in the southern hemisphere, a limit latitude is set as the southern limit.

In FIG. 3, numerals 37 and 38 are.

Risk area 33 calculated in the process of determining the shortest detour route
The proposed detour route is shown.

Utilizing the fact that the shortest route connecting two points on the earth is a great circle (or a composite great circle if there is a limit latitude), the shortest detour route is determined by the following procedure.

(1) Calculate the combined great circle route plan 36 (XRQY) connecting the departure point 31 and the arrival point 752.

(2) Comprehensive Great Circle Route Plan 136 is in the danger area (A B C
D) Determine whether it intersects with 33. If they do not intersect, the combined great circle route plan 36 will be the shortest planned route. If they intersect, the following process is performed.

(3) Northbound detour route 35 (X A P Q Y)
Calculate the distance l.

3-1) A great circle distance XA connecting the starting point 31 and point A is calculated.

3-it) Calculate the aggregate great circle distance APQY connecting point A and destination point 32.

3-iii) Distance of proposed detour route 35! ! ,=XA+APQY.

(4) Detour route plan 37 (XBOY) distance m 12 by JI
Calculate.

4-1) A great circle distance XB connecting the starting point 31 and point B is calculated.

4-1i) Calculate the isospheric distance BQ connecting points B and C.

4-iii) The great circle distance OY connecting point C and destination point 32 is calculated.

4-1v) Find the distance of the proposed detour route 37 by J2=xB+Ba-1-ay.

(5) 7. and 12, and select the smallest possible route as the shortest detour route. (In the example in Figure 3, 7+<12.) In the above example, a case was explained in which the departure point 31 and point B are connected in calculating the detour route plan 37.
There is also a case where the target point B from the departure point 31 to the point C is the point where the combined great circle route plan whose limit latitude is the extension line of BC is the extension line of 13-0.

In Figure 3, for simplicity, one dangerous area is set σ
The explanation has been given for the case where the number is 1, but in principle there may be any number of numbers.

Further, the shape of the dangerous area does not have to be rectangular, and may be a curved line such as a circle or an ellipse. In that case, 1 point A, B, C!
, D, a contact point between the route plan and the dangerous area is required.

By the way, FIG. 4 is an example of a curve representing deceleration performance in waves, which is the basis for energy analysis of a proposed route. In the figure, numerals 41, 42, and 43 represent deceleration performance at 16 knots, 13 knots, and 10 knots, respectively, and energy can be analyzed from sea data.

In this way, the ship can take sea conditions into account, avoid danger, and navigate along a scheduled route set with the aim of minimizing energy loss.

In addition, as for oceanographic data, instead of using the built-in pilot chart, oceanographic data for the sea area where the route plan has been set may be input directly through communication satellites, etc., and the oceanographic data fixed on the pilot chart can be used. Alternatively, it is also possible to use this oceanographic data while updating it.

As described in detail above, the optimum route setting and holding device of the present invention has the following effects and advantages.

(1) Since it becomes possible to plan a route based on oceanographic data, dangerous areas due to bad weather can be automatically avoided, further improving navigation safety.

(2) Since a comparative analysis of energy can be performed for multiple route plans, it is possible to set an economical planned route that takes into consideration sea conditions (including weather).

(3) Since it is possible to create a voyage plan that incorporates oceanographic data, it is possible to match the actual conditions of the voyage and revitalize the nautical system.

[Brief explanation of the drawing]

The figures show an optimal route setting/holding device as an embodiment of the present invention. Figure 1 is a schematic diagram showing the vicinity of its operation panel, Figure 2 is its block diagram, and Figure 3 is an explanatory diagram of the route. , FIG. 4 is a graph showing the speed efficiency. 1.Central processing unit (computer, etc.), 2.Operation panel, 3.EFM conversion M. 4... Satellite navigation device, 5... Antenna 56... Display display device, 7... Auxiliary storage device, 8... Hard copy device, 9~'' 2... Signal cable, 21... Route editing processing device, 22 ...Navigation calculation processing device, 23.. Route analysis processing device, 24.. Route maintenance processing device, 25.. Ship position determination processing device 526.. Marine data maintenance device, 27..
Main engine control system and steering system, 31... Departure point, 32...
Arrival point (destination point), 33. Dangerous area, 34. Limit latitude, 35-38Φ. Route plan. Sub-Agent Patent Attorney Yoshihiko Iinuma Procedural Amendment December 6, 1980 Mr. Kazuo Wakasugi, Commissioner of the Patent Office 1 Indication of the Case 1981 Patent Application No. 134489 2 Name of the Invention Optimum Route Setting Holding Device 3 Make Amendments Relationship with the case Applicant Postal code 100 Address 15-16 Toranomon-chome, Minato-ku, Tokyo Name Japan Marine Foundation (Ikuki Development Association (and 1 other person) 4 Sub-agent Postal code 160 1 Address Shinjuku, Tokyo 5-3-6 Minamimotomachi, Ward Detailed description of the invention in the specification subject to amendment. 7. Contents of amendment (1) Add the following sentence on a new line after line 3 on page 10 of the specification. [Also, the procedure for calculating the shortest detour route varies depending on the positional relationship of the departure point 31, destination point 32, limit latitude 34, and dangerous area 33 in Fig. 3. Items (1) to (5) above This is an explanation of one example of these." 8 Postal code of person making other amendments than the above 100

Claims (1)

[Claims] A navigation calculation processing device that can determine multiple route plans based on the ship's departure and arrival points, and analyzes the energy required to navigate along these route plans and selects the one with the lowest energy as the route. In order to maintain the above-mentioned route based on a route analysis processing device, a signal regarding the route selected by the route analysis processing device, and a signal regarding the actual ship position determined by the ship position determination processing device, based on these signals. a course maintenance processing device capable of transmitting control signals to the main engine control system and the steering system, and a sea condition data maintenance device capable of supplying sea condition data as part of the data for selecting the course, connected to the course analysis processing device. An optimal route setting holding device characterized by: