JPS6173016A - Channel setting assisting device - Google Patents

Abstract

PURPOSE:To set a channel speedily with high reliability and high precision, to prevent a collosion and grounding and to improve the safety, and reduce the crew in charge of navigation by displaying an expected channel, navigable range, etc., in consideration of wind pressure and wave draft force in addition to collision assumed sea areas and grounding dangerous sea areas. CONSTITUTION:An arithmetic unit 102 collates all data inputted from a sensor part 200 with hull motion performance data stored in a memory 108. Then, a channel expected on the basis of the hull motion performance when navigation is carried on in the current state, the motion range of the hull when a rudder and screw machine is operated optionally, and grounding dangerous areas and collosion assumed sea areas are calculated respectively and displayed on a CRT dispaly device 116. Then, arithmetic units 104 and 106 outputs arithmetic outputs, so that the display device 115 displays the navigable sea area of ship performance in consideration of the movement extent of the hull due to wind pressure and the navigable sea area of ship performance in consideration of the wave draft force respectively.

Description

[Detailed Description of the Invention] [Industrial Field of Application] The present invention is applicable to cases where danger such as collision with another ship is predicted.
The present invention relates to a route setting support device that supports setting of a route for ships to avoid such risks.

[Conventional technology]

Conventional collision prevention measures include the navigation officer's experience and judgment, such as the navigation officer's ability to identify other ships from radar images, the use of radar collision prevention aids, the navigation officer's lookout, and the confirmation of surrounding conditions by the navigation officer. The reality is that changes are being made to avoid dangers such as collisions with other ships.

However, in a shallow water area such as a harbor or a narrow waterway, especially when the water depth is less than 1.2 times the draft, the motion characteristics of the ship are significantly different from those in deep water. As a result, the ship's hull may not move as expected by the navigator, or may move in an unexpected manner.

Furthermore, when ships are navigating at low speed in a crowded sea area such as in a port, the motion characteristics of the ship are significantly different from those during high-speed navigation, as in the case described above.

For this reason, when navigating at low speeds in shallow water, it is not always easy for the navigator to make accurate judgments about the movement of the ship, and it is difficult to control the ship's maneuvering means such as operating the rudder or operating the propulsion equipment. I feel sick.

Furthermore, to prevent strandings, the risk of stranding is determined by reading shallow waters on nautical charts. However, it is necessary to take into account the effects of tide level or draft, and similar inconveniences arise when trying to avoid the risk of running aground while navigating at low speed in shallow water.

[Problem that the invention seeks to solve]

It would be a good idea to clarify a ship's maneuverable range (movement range) and stranding risk area throughout the surrounding area of the ship. This is an attempt to make Norman Watch possible.

[Failure to solve the problem]

The present invention includes a first sensor means for detecting the navigation state, bottom clearance and draft amount of a ship, a second sensor means for detecting wind pressure, a third sensor means for detecting wave drifting force, and a ship body. Based on the data of the first memory means, the motion performance data, water depth data, and tide level data of the vessel are stored, and the stranding danger area, collision predicted area with other vessels 5 expected route, and drivable area are calculated and output. a first arithmetic unit, a predicted route taking into account wind pressure based on the output of the second sensor means and the data of the second proboscis ≠ ÷ number axis → first ≠ ≠ device memory means; and a second arithmetic unit that calculates and outputs the operational sea area, and a predicted route and operational availability based on the output of the sixth sensor means and the data of the third memory means, taking into account wave drifting force. [A third calculation unit that calculates and outputs the sea area; The Irf feature includes display means for displaying the outputs of the second and third arithmetic units.

[For production]

According to the present invention, the stranding danger area, expected collision area, expected route, and drivable area in the surrounding sea area of the ship are displayed on the display means. In addition, the display means may include wind pressure or e.g.
The predicted route taking into consideration the current force and the operational area are also displayed.

〔Example〕

DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, a route setting support device according to the present invention will be described in detail based on embodiments shown in the accompanying drawings.

FIG. 1 shows an embodiment of a route setting support device according to the present invention. Further, FIG. 2 shows an example of the arrangement of the apparatus shown in FIG. 1 on a ship.

In FIGS. 1 and 2, the route setting support device is composed of an arithmetic processing section 100 and a sensor section 200. First, the arithmetic processing section 10.0 will be explained. This arithmetic processing section 100, the first. The calculation unit 102, which has second and sixth hull movement amount calculation units 102, 104, 106, includes memories 108, 11.
Data at 0.112 o'clock is stored, and this performance data is input to the calculation unit 102.

Similarly, Memo 1J11DK stores electronic chart digital data including water depth data, and Memory 1J11DK stores electronic chart digital data including water depth data.
12 stores tidal data, and among these data, particularly water depth data and tidal level data are input to the calculation unit 102. Furthermore, a digital clock 114 is connected to one calculation unit 102, and time data (1+) is input thereto.
The output of (dx.

d) is displayed on the CRT display device 116.

Next, a memory 118 is connected to the second arithmetic unit 104 . This memo 13118 stores the ship shape mathematical model for wind pressure, and this data can be input to the calculation unit 104. The output of the arithmetic unit 104 (d 1 + dγ,) is C
It is adapted to be displayed on the RT display device 116.

Furthermore, a memory 120 is connected to the third arithmetic unit 106. This memo IJ 120 stores a mathematical model of the ship shape for wave drifting force, and this data is input to the calculation unit 106. The output of the arithmetic unit 1o6 (d-1+d-a,) is also
It is adapted to be displayed on a CRT display device 116.

Next, the sensor section 200 will be explained. First, the rudder angle transmitter 202 is placed at the stern of the ship, as shown in FIG. This steering angle transmitter 202 is connected to the first calculation unit 102, and has steering angle data (θ.).
is input to the arithmetic unit 102.

The gyro compass 204 is arranged in the bridge together with the arithmetic processing section 100. This gyro compass 204 is connected to a calculation unit 102, and is used to calculate turning angular velocity (ωo), heading angle (ψ, ), and heading angle (ψ, ).
is inputted to the arithmetic unit 102.

The Doppler speed log 206 is placed on the bottom of the ship in the direction of the ship's fare. This Doppler speed log 206 is connected to the arithmetic unit 102, and longitudinal velocity data (macro
) and latitudinal speed data (vy) are processed by the calculation unit 1.
02.

The Doppler runner 208 is placed close to the Doppler speed log 206. This drain runner 20th is also connected to the calculation unit 102, and bottom clearance data (peaks) are input to the calculation unit 102.

Draft gauges 210 and 212 are placed at the front and rear of the bottom of the ship, respectively. These draft gauges 210° 212 are also connected to the calculation unit 102, and draft data (Dr.
) and (Da) are each input to the arithmetic unit 102.

Next, an anemometer 214 is placed at an appropriate position on the mast. This wind direction anemometer 214 is connected to the second calculation unit 104, and the wind direction data (ωa), Ji
t speed data (ω8 cutting calculation unit 104□).

Furthermore, a wave radar 216 is also placed at an appropriate position on the mast. This wave radar 216 is connected to the third arithmetic unit 106 so that wave height data (ωh)+wave height data (ωd) are input to the arithmetic unit 106.

Next, the overall operation of the above embodiment will be explained. First, the first switch (not shown) by the operator is the sensor unit 2.
6 data inputted from 00 and memory 108,1
10. Calculation processing is performed based on the data input from 112. The water depth data read from the memory 110 is
Real-time correction can be made using the tide level data read from the memory 112 and the time data output from the digital clock 114. Then, in the calculation unit 102, all the input data is compared with the hull motion performance data stored in the memory 108! E is done. 1. If the ship continues to sail as it is, the estimated course based on the ship's motion performance and the maneuverable range of the ship, i.e. the rudder, propulsion equipment, etc., can be set as desired! The range in which the ship can move when the ship is maneuvered, the risk area of running aground, and the area where collisions with other ships are expected are determined and output to the OR'l' display device 116.
For example, it is displayed as shown in FIG. This display is performed, for example, by classifying each area into different colors. w In Figure 6, LA represents the coastline. The red area surrounded by LB is the stranding-type dangerous area), and the LC located outside it is 11.
The orange area surrounded by is the stranding danger area. Also,
The red closed area LD is an area where collisions with other ships are expected. The inside of the area indicated by the color scheme LE is the sea area in which the ship can move in terms of hull performance, and the blue arrow FA is the expected route in the current state.

Subsequently, when a second switch means (not shown) is operated, the second and third arithmetic units 104 and 106 operate. First, the second arithmetic unit 104 operates on the wind direction and speed meter 2.
The wind direction data and wind speed data outputted from 14 are compared with the wind pressure ship shape mathematical model stored in memory 118, and the amount of hull movement due to wind pressure is output. The amount of hull movement due to this wind pressure is shown in purple F'B, L in Fig. 3.
Displayed as F. That is, the arrow FB is a predicted route that takes into consideration the influence of wind pressure, and the interior of the area indicated by LF is an operational sea area in terms of ship performance, taking into account the amount of movement of the ship due to wind pressure. On the other hand, the sixth arithmetic unit 106
compares and calculates the wave height data and wave direction data output from the wave radar 216 with the wave drifting force ship shape mathematical model stored in the memory 120, and outputs the amount of hull displacement due to the wave drifting force. The amount of movement of the hull due to this rtlTM fluid force is displayed as green FC and LG on the third side. That is, the arrow FC is a predicted route taking into account the effect of wave drifting force, and the inside of the area indicated by LG is the operational sea area in terms of ship performance, taking into account the amount of ship movement due to wave drifting force.

In the above embodiment, the amount of movement of the ship is 1, and the amount due to wind force and the amount due to wave drifting force are processed and displayed separately, but they may be combined and displayed.

〔Effect of the invention〕

As explained above, according to the route setting support device according to the present invention, in addition to areas where collision with other ships is expected and areas where there is a risk of running aground,
Since we have decided to display the predicted route - 0 maneuverable range etc. that takes into account wind pressure and wave drifting force, the necessary new route can be set accurately and quickly with high reliability, and other This has the effect of improving navigation safety by preventing collisions with ships and groundings, and reducing the number of personnel required to operate the ship.

[Brief explanation of drawings]

Fig. 1 is a system block diagram showing one embodiment of the route setting support device according to the present invention, Fig. 2 is an explanatory diagram showing an example of the arrangement of the device shown in Fig. 1 on a ship, and Fig. 3 is a CRT. FIG. 2 is an explanatory diagram showing a display example of a display device. 100... Arithmetic processing unit, 102, 104.106...
・Arithmetic unit, 108, 110, 112, 118°1
20...Memory, 116...CRT display device, 200...Sensor section.

Claims (1)

[Claims] A first sensor means for detecting the navigation state, bottom clearance and draft amount of the ship, a second sensor means for detecting wind pressure, a third sensor means for detecting wave drifting force, and motion performance data of the ship body. , a first memory means in which water depth data and tide level data are stored, a second memory means in which a ship shape mathematical model for wind pressure is stored, and a third memory means for storing a ship shape mathematical model for wave drifting force. memory means, an output of said first sensor means and said first sensor means;
a first arithmetic unit that calculates and outputs a stranding risk area, a predicted collision area with another ship, a predicted route, and a drivable area based on the data of the memory means; and the output of the second sensor means and the a second arithmetic unit that calculates and outputs an expected route and drivable sea area in consideration of wind pressure based on the data of the second memory means; and the output of the third sensor means and the third memory means. a third calculation unit that calculates and outputs an expected route and operational area based on wave drifting force based on the data; and display means that displays the outputs of the first, second, and third calculation units. A route setting support device comprising: