JPS6217900A - Collision preventor - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a double collision preventive device for safe navigation of ships and the like.

[Conventional tO~]

Collision risk conditions (Min CAP, Min TCPA) determined in advance by conventional radar-based collision prevention systems
etc.) When a ship in
Orui was limited to displaying the collision avoidance route and displaying the safe area (44=), and providing information on the ship's maneuvering name.

[Problem that the invention seeks to solve]

In this way, the conventional collision prevention system HS limited to providing information on the movement of the ship, and the collision avoidance operation itself controlled the rudder angle based on human intuition.

Unfortunately, even after evasive maneuvers, returning to the original course often required a sense of frustration, and it took time to decide whether or not I had returned to the planned route correctly. GaZ・
0 [Means for solving the problem] Trap the object using the collision prevention device Harada etc. of the unexploded J.
In addition to the device that tracks and outputs III information when an object that satisfies preset collision risk conditions is detected, it should be based on the ship's position data that is output from the device that sets the planned route and the side device. The device that calculates the course speed and the device that sends control signals to the autopilot device and engine control device have been destroyed.

[Example]

Next, specific examples of the present invention will be described. FIG. 1 is a block diagram of a crash prevention device (hereinafter abbreviated as the present device) based on the present invention. The parts surrounded by solid lines in the figure are each component of this device, and the parts surrounded by dotted lines are the 4 conventional marine equipment required for this device. The operation will be explained.

A route setting board 11 is used to set a scheduled route to be navigated between a necessary departure point and a destination point prior to the voyage. Planned route, waypoint data (latitude).

(longitude) and allowable channel width data.

The scheduled route generating device 12 calculates the current L route and iFF capacity route width from the pre-braid data registered on the route setting board 11 and based on the ship's current position obtained from the side device 13. Extract the circuit to be extracted. Historically, in order to navigate on the on-route, this generating section has been constructed according to a characteristic curve with the distance from the modal force setting starch road to the 9th way point of the first cover as a pacimeter as shown in Figure 2. A circuit that quickly moves the kth optimal rudder angle onto the planned route, and this result is shared with Kushiro and [7
It consists of an interface section for outputting the steering angle and speed to the speed converting device 14. When there is no saturation of a collision with another ship, this routine operates and controls the autopilot system @24. - In order to avoid a collision with another vessel, navigation on the scheduled route will be canceled.

On the danger condition setting panel 15, set the danger conditions necessary to prevent collisions with other ships, such as the minimum approach distance limit (Min CAP) and the time limit for reaching the closest point of approach (Min TCPA 3, etc.). The operator can change it arbitrarily depending on the situation in the sea area.

The signal processing unit 16 digitally processes the radar signal, calculates the position* and speed of other ships surrounding the main ship, and calculates the Min CP
A position/velocity calculation circuit for calculating A and M in T CP A is provided. Min set on the danger condition setting panel
Fixed the dangerous condition judgment circuit 18 that constantly checks for the appearance of other ships beyond the CPA and Min'l'cPA.

An interface that operates an avoidance course calculation circuit 19 that calculates a course to avoid a collision-dangerous ship when a collision-dangerous ship appears, and at the same time sends a switching signal to the scheduled route generation unit 12 to cancel the scheduled route navigation mode. Circuit 21 is activated.

In the avoidance Kushiro calculation circuit 19 in the signal processing device 16,
Kali performs the following actions. Add the own ship's course so that it takes a course outside of the tangent to the Min CPA circle for avoidance. Therefore, the ship's course (see Figure 81-3) is determined using the following formula.

CPA=RIVosin H+VT sin Al/D
1/2D =V, +VT+2V0VT CO8(A
-B) Here, V and U indicate the water speed of own ship, VT shows the water speed of the other ship, A is the other ship's course, and B#'i own ship's course, which connects own ship and other ship, respectively. Measurement shall be made using a straight line (distance R) as the base line. The ship's course B determined from these two equations is Mi
n In order to prevent another vessel from entering the CPA, choose the appropriate one of the two limit courses F, , F, which complies with this rule. Furthermore, if the difference between the current course and the limit course is, for example, 5
° As shown below, it is difficult for other ships to notice changes in the ship's course, so a certain amount of course (for example, 10°) is added to calculate the actual course to be taken. decide. This course is based on the assumption that there is only one other ship; in actual sea areas, there are often multiple ships at risk of collision. Therefore, in this signal processing device,
The dangerous condition determination circuit 18 is used to check again whether a new collision risk will occur if this course is taken, and the optimal course is determined for the preset number of other ships.Z2゜Note that when the optimum course cannot be determined by changing the course alone, the avoidance speed calculation circuit 20 operates to decelerate the ship, calculates the optimum amount of deceleration for the current speed, and determines the optimum ship speed. Once the optimal avoidance Kushiro and optimal ship speed are determined, a switching signal is sent to cancel the scheduled route navigation mode when the scheduled route occurs, and the course and speed are changed to the rudder angle and It is sent to the autopilot device 24 and engine control device 25 via the speed converter 14.

As a result, the ship temporarily deviates from its planned route to avoid a collision with another ship. When the TCPA with another ship is shortened and exceeds the value t, it is determined that the ship is out of a dangerous situation.
In order to return to the scheduled route navigation mode and send all switching signals to the scheduled route generator 12, and at the same time return to the ship's own speed for avoidance,
Send No. 18 to engine control system f25.

The rudder angle and speed conversion device 14 sends the optimum deceleration l for avoiding collision-dangerous ships obtained by the signal processing device ff116 to the autopilot device 24 and the engine control device 25. The data monitoring display section 26 displays either the radar video image and the signal-processed position and speed of other ships converted into symbols and vectors, or the planned route.

〔Effect of the invention〕

As explained above, the present invention 6 goes one step further than the fact that the collision prevention device in the trench is merely providing information about the other ship, and combines this tl with the avoidance operation and the operation of returning to the set course after the avoidance. This makes it possible to identify the possibility of a side collision, especially for ships navigating over a wide area, and make it possible to avoid the collision safely in the direction that takes collision prevention measures into consideration. This has the effect of significantly improving safety and labor saving.

[Brief explanation of drawings]

FIG. 1 shows a configuration diagram of an apparatus according to the present invention. Figure 2 is a diagram showing the characteristic curve of the slip amount ε and the deviation itF from the planned route with respect to the ship speed V, and Figure 3 is a diagram showing the emergence of the collision avoidance route. 11... Route setting board, 12... Scheduled route generator, 13... Performance 1j device, 14...
... Rudder angle, speed conversion device, 15 ... Danger condition setting panel, 16 ... Signal processing device, 17 ...
. . . Position speed calculation circuit, 18 . . . Dangerous condition determination circuit, 19 . . . Avoidance course performance circuit, 20 . .
...Escape speed calculation circuit, 21...Interface circuit u, 22.Old...Sensor interface, 23
...Radar interface, 24...
Autopilot device, 25...Engine control device, 26...Data monitoring display unit, 27...
...Electromagnetic log, 2B...Gyro, 29...
···radar. and (E2 E3 E4 Kotobuki 2 figure half 3 concave

Claims (1)

[Claims] A ship-mounted device that captures and tracks objects and outputs their position, speed, etc., includes a route setting board that sets the planned route to the destination, and a plan that calculates the deviation from the planned route based on the current position. A route generating device, a rudder angle and speed conversion device that controls the rudder angle and speed for navigating on the route, a danger condition setting board that sets the risk limit for collision with an object, and a device that detects objects within the same danger condition. Equipped with a signal processing device that calculates the course and speed to avoid collisions, and a data monitoring display that displays information such as the object's position and speed, it is equipped with a data monitoring display that displays information such as the object's position and speed. A collision prevention device characterized by returning to the route and allowing the ship to navigate.