JPWO2020070841A1 - Systems and programs to help prevent collisions with ship mooring facilities - Google Patents

Abstract

The system according to the present invention shows shape data indicating the shape of a ship sailing toward a mooring facility, weight data indicating the weight of the ship, braking ability data indicating the braking ability of the ship, and the distance between the ship and the mooring facility. Distance data and speed data indicating the speed of the ship are acquired, and the data are used to identify the risk of the ship colliding with the mooring facility. In the system according to the embodiment of the present invention, the horizontal axis indicates the distance between the ship and the mooring facility, and the vertical axis indicates the speed of the ship. A graph is displayed in which lines L1 to L6 showing the boundary line of the degree of danger and a line M showing the actual results of the combination of the distance and speed of the ship that change with navigation are arranged. The operator adjusts the speed of the ship while looking at this graph.

Description

The present invention relates to a technique for preventing a collision of a ship colliding with a mooring facility such as a quay.

When a ship approaches to be moored at a mooring facility such as a quay, an accident occurs in which the ship collides with the mooring facility due to reasons such as the operator making a mistake in the timing of decelerating the speed of the ship. ing. Such accidents result in significant financial losses and need to be prevented.

Therefore, a technique for preventing a ship from colliding with a mooring facility has been proposed. For example, in Patent Document 1, the position of the ship obtained by a plurality of GPS units is superimposed on the image of the port where the ship takes off and landing, and the quay or pier and the ship on which the ship takes off and landing are displayed. A system has been proposed that displays the distance, the detected ship's ground speed, and the bow orientation.

Japanese Unexamined Patent Publication No. 2006-137309

According to the system described in Patent Document 1, the operator is provided with information that is the basis for determining the timing for decelerating the speed of the ship and the degree of deceleration so that the operator does not collide with the mooring facility. .. Therefore, the possibility of the ship colliding with the mooring facility is reduced as compared with the case where the operator approaches the ship to the mooring facility in the situation where such information is not given.

However, in the case of the system described in Patent Document 1, the ship operator must determine when and how much the ship should be decelerated based on his / her own experience, etc., based on the information provided by the system. It doesn't become. If the operator makes a mistake, there is a risk that the ship will collide with the mooring facility.

In view of the above circumstances, the present invention provides a means capable of preventing a ship from colliding with a mooring facility with a high probability.

In order to solve the above problems, the present invention presents the shape data indicating the shape of a ship sailing toward a mooring facility, the weight data indicating the weight of the ship, the braking ability data indicating the braking ability of the ship, and the ship. Using the distance data indicating the distance of the mooring facility, the acquisition means for acquiring the speed data indicating the speed of the ship, the shape data, the weight data, the braking ability data, the distance data, and the speed data. A system including a specific means for identifying the risk of the ship colliding with the mooring facility is proposed as the first aspect.

According to the system according to the first aspect, it is specified how far the ship is from the mooring facility and at what speed the ship is at high risk of colliding with the mooring facility. Therefore, for example, the operator can know when and how to reduce the speed of a ship sailing toward the mooring facility in order to prevent the ship from colliding with the mooring facility. As a result, according to the system, collisions of ships with mooring facilities are likely to be prevented.

In the system according to the first aspect, the acquisition means acquires draft data indicating the draft of the ship, and the specific means identifies the risk level using the draft data. It may be adopted as the second aspect.

According to the system according to the second aspect, considering the draft of the ship, what is the risk of the ship colliding with the mooring facility at what distance and at what speed? Whether it is high or not is specified.

In the system according to the first or second aspect, the acquisition means acquires auxiliary braking ability data indicating the braking ability of the auxiliary ship that assists the braking of the ship, and the specific means obtains the auxiliary braking ability. A configuration in which the degree of risk is specified using data may be adopted as the third aspect.

According to the system according to the third aspect, the vessel collides with the mooring facility at what speed and at what distance from the mooring facility, taking into consideration the braking ability of the available auxiliary vessel. The degree of risk of doing so is identified.

In the system according to any one of the first to third aspects, the acquisition means continuously acquires ship position data indicating the current position of the ship that changes over time, and the acquisition means is the ship. Acquired by continuously generating the speed data indicating the current speed of the ship and the distance data indicating the current distance between the ship and the mooring facility using the position data, the specific means is the current. A configuration in which the degree of risk is continuously specified may be adopted as the fourth aspect.

According to the system according to the fourth aspect, the risk of the ship colliding with the mooring facility is continuously specified based on the position of the ship continuously measured by using a satellite positioning system or the like. Therefore, for example, the ship is maneuvered. One can know whether or not the speed of the current vessel should be reduced.

In the system according to the fourth aspect, the acquisition means continuously acquires parameter data indicating the values of parameters that change with time that affect the braking distance of the ship, and the specific means obtains the parameter data. The configuration in which the current degree of risk is continuously specified using the above may be adopted as the fifth aspect.

According to the system according to the fifth aspect, the risk of the ship colliding with the mooring facility is continuously specified after considering the influence of the ever-changing parameters such as the wind direction and the wind speed.

In the system according to the fourth or fifth aspect, the configuration in which the specific means estimates the future risk level based on the risk level specified in the past may be adopted as the sixth aspect.

According to the system according to the sixth aspect, the ship collides with the mooring facility after considering how the risk of the ship colliding with the mooring facility changes according to the change in the speed of the ship and the like. The risk of doing so is continuously identified.

In the system according to any one of the first to sixth aspects, the configuration in which the display means for displaying the risk level specified by the specific means is provided may be adopted as the seventh aspect.

According to the system according to the seventh aspect, there is information for determining when and how to reduce the speed of a ship sailing toward the mooring facility in order to prevent the ship from colliding with the mooring facility. Be visualized.

In the system according to the seventh aspect, the distance data indicates a virtual distance between the plurality of ships and the mooring facility, and the actual distance between the ship and the mooring facility, and the speed data is virtual. The speed of the plurality of vessels and the actual speed of the vessel are shown, and the specific means includes each of the distance data and the plurality of combinations of virtual distances and speeds indicated by the speed data, and the actual speed. With respect to the combination of distance and speed, the degree of danger when the ship is navigating at the speed at the position of the distance from the mooring facility is specified, and the display means indicates the distance between the ship and the mooring facility. The axis has an axis and an axis indicating the speed of the ship, and the risk degree specified by the specific means for each of the plurality of combinations of the virtual distance and the speed, and the actual combination of the distance and the speed are described. A configuration in which a graph showing the degree of risk specified by the specific means is displayed may be adopted as the eighth aspect.

According to the system according to the eighth aspect, information on how far the ship is from the mooring facility and at what speed the risk of the ship colliding with the mooring facility is displayed in a graph. Therefore, for example, the operator can intuitively grasp the information.

In the system according to any one of the first to eighth aspects, the ninth aspect is that the system includes a braking control means for controlling a braking system for braking the ship using the risk level specified by the specific means. It may be adopted as an aspect of.

According to the system according to the ninth aspect, the braking of the ship is automatically controlled so that the risk of the ship colliding with the mooring facility is within the permissible range. Therefore, for example, the operator controls the braking of the ship. The burden is reduced.

In the system according to the ninth aspect, the tenth configuration is that the braking control means controls the operation of the auxiliary ship that assists the braking of the ship by using the risk level specified by the specific means. It may be adopted as an embodiment.

According to the system according to the tenth aspect, the braking of the auxiliary vessel is automatically controlled so that the risk of the vessel colliding with the mooring facility is within the permissible range. Therefore, for example, the operator of the auxiliary vessel is the auxiliary vessel. The burden of controlling the braking of the vehicle is reduced.

In the system according to any one of the first to sixth aspects, the distance data indicates the distance between the virtual plurality of the ships and the mooring facility, and the speed data is the virtual plurality of the ships. The specific means sails at the speed at a position of the distance from the mooring facility with respect to each of the distance data and the plurality of combinations of virtual distances and speeds indicated by the speed data. When the distance between the ship and the mooring facility is the distance for each of the plurality of distances based on the identified risk level, the ship is attached to the mooring facility. A configuration in which the speed of the ship at which the risk of collision is a predetermined value is specified as the guide speed may be adopted as the eleventh aspect.

According to the system according to the eleventh aspect, it is specified how far and at what speed the ship should navigate from the mooring facility in order to keep the risk of the ship colliding with the mooring facility sufficiently low. NS. Therefore, for example, the operator can know when and how to reduce the speed of a ship sailing toward the mooring facility in order to prevent the ship from colliding with the mooring facility. As a result, according to the system, collisions of ships with mooring facilities are likely to be prevented.

In the system according to the eleventh aspect, the speed data indicates the actual speed of the ship in addition to the virtual speeds of the plurality of ships, and the guide speed and the speed specified by the specific means. A twelfth aspect may be adopted in which a display means for displaying the actual speed of the ship indicated by the data is provided.

According to the system according to the twelfth aspect, for example, the operator can easily know whether or not the speed of the current ship should be reduced.

In the system according to the eleventh or twelfth aspect described above, a configuration in which a braking control means for controlling a braking system for braking the ship by using the guide speed specified by the specific means is provided is adopted as the thirteenth aspect. May be done.

According to the system according to the thirteenth aspect, the braking of the ship is automatically controlled so that the risk of the ship colliding with the mooring facility is within the permissible range. Therefore, for example, the operator controls the braking of the ship. The burden is reduced.

In the system according to the thirteenth aspect, the fourteenth configuration is that the braking control means controls the operation of the auxiliary ship that assists the braking of the ship by using the guide speed specified by the specific means. It may be adopted as an embodiment.

According to the system according to the fourteenth aspect, the braking of the auxiliary vessel is automatically controlled so that the risk of the vessel colliding with the mooring facility is within the permissible range. Therefore, for example, the operator of the auxiliary vessel is the auxiliary vessel. The burden of controlling the braking of the vehicle is reduced.

The present invention also proposes, as a fifteenth aspect, the acquisition means provided in the system according to any one of the first to sixth and eleventh aspects described above, and a program for causing the computer to function as the specific means. ..

According to the program according to the fifteenth aspect, the system according to any one of the first to sixth and eleventh aspects is realized by using a computer.

According to the present invention, a ship collision with a mooring facility is prevented with a high probability.

The figure which showed the state which the system which concerns on one Embodiment was arranged in the maneuvering room of a ship. The figure which showed the structure of the computer used for the realization of the system which concerns on one Embodiment. The figure which showed the functional structure of the system which concerns on one Embodiment. The figure for demonstrating the data which the system which concerns on one Embodiment uses to identify the degree of risk. A diagram illustrating an image showing the current danger level displayed by the system according to one embodiment. A graph displayed by the system according to a modified example. A graph displayed by the system according to a modified example. The figure which showed how the graph which is displayed changes according to the data input to the system which concerns on one modification. The figure which showed the state which the system 1 which concerns on one modification is arranged in the maneuvering room of a ship. The figure which showed the functional structure of the system which concerns on one modification. A graph displayed by the system according to a modified example.

[Embodiment]
The system 1 according to the embodiment of the present invention will be described below. FIG. 1 is a diagram showing a state in which the system 1 is arranged in the maneuvering room of the ship 8 sailing toward the mooring facility 9 (quay, pier, etc.). In the present embodiment, the system 1 is realized by one computer having a built-in display, keyboard, and the like executing processing according to a program.

The GNSS unit 2 and the GNSS unit 3 are installed at different positions on the ship 8. The GNSS unit 2 and the GNSS unit 3 are receiving units of the GNSS (Global Navigation Satellite System), receive radio waves transmitted from artificial satellites of the satellite positioning system, and use the received radio waves to position the own device on the earth. It is a device that measures (latitude, longitude). The system 1 continuously receives ship position data indicating the position measured by those devices from each of the GNSS unit 2 and the GNSS unit 3 by wire or wirelessly.

The installation positions of the GNSS unit 2 and the GNSS unit 3 on the ship 8 are known, and the system 1 is based on the ship position data received from the GNSS unit 2 and the ship position data received from the GNSS unit 3 on the earth of the ship 8. The position and the direction in which the bow of the ship 8 is facing can be specified.

A wind direction anemometer 4 for measuring a wind direction and a wind speed is further arranged on the ship 8. The system 1 continuously receives wind direction and wind speed data indicating the wind direction and speed measured by the wind direction and anemometer 4 from the wind direction and anemometer 4 by wire or wirelessly. The wind direction and the wind speed measured by the anemometer 4 are examples of parameters that change with time, which affect the braking distance of the ship 8. Further, the wind direction and speed data is an example of parameter data showing the values of parameters that change with time, which affect the braking distance of the ship 8.

FIG. 2 is a diagram showing a configuration of a computer 10 used for realizing the system 1. The computer 10 has a processor 101 that processes data according to a program, a memory 102 that stores various data including the program, a communication interface 103 that performs data communication between an external device by wire or wirelessly, and a display such as a liquid crystal display. A device 104 and an operating device 105 that accepts user operations such as a keyboard are provided.

FIG. 3 is a diagram showing a functional configuration of the system 1. When the processor 101 of the computer 10 performs data processing according to the program according to the present embodiment, it operates as a device having the configuration shown in FIG. The functional configuration of the system 1 will be described below.

The acquisition unit 11 is realized mainly by the communication interface 103 that operates under the control of the processor 101, and acquires various data from an external device. The acquisition unit 11 includes a mooring facility data acquisition unit 100 that acquires mooring facility data indicating the two-dimensional shape and position of the mooring facility 9, a shape data acquisition unit 110 that acquires shape data indicating the three-dimensional shape of the ship 8. The weight data acquisition unit 111 indicating the weight of the ship 8, the braking ability data acquisition unit 112 that acquires the braking ability data indicating the braking ability of the ship 8, and the braking ability of the auxiliary ship that assists the braking of the ship 8 such as a tag boat. The auxiliary braking ability data acquisition unit 113 for acquiring the auxiliary braking ability data to be shown, and the water supply data acquisition unit 114 for acquiring the water supply data indicating the water supply of the ship 8 are provided.

In the present embodiment, the braking force of the ship 8 cannot be changed continuously, and there are four levels: the weakest level (Dead Slow Astern), the weak level (Slow Astern), the strong level (Half Astern), and the strongest level (Full Astern). It shall be selected from among. The braking ability data shows the braking force according to these four levels. On the other hand, the braking force of the auxiliary vessel can be changed continuously. In addition, multiple auxiliary vessels can be used. Therefore, the auxiliary braking capability data indicates the maximum braking force of each of the plurality of auxiliary vessels available.

The data acquired by the mooring facility data acquisition unit 100, the shape data acquisition unit 110, the weight data acquisition unit 111, the braking ability data acquisition unit 112, the auxiliary braking ability data acquisition unit 113, and the watering data acquisition unit 114 is usually obtained by the ship 8. This is data input to the system 1 by a user such as a crew member of the ship 8 before the start of navigation, and does not change during the navigation of the ship 8.

The acquisition unit 11 further includes a ship position data acquisition unit 115 that continuously acquires ship position data from the GNSS unit 2 and the GNSS unit 3 while the ship 8 is navigating, and a ship position acquired by the ship position data acquisition unit 115. Acquired by the speed data generation unit 116 that continuously generates speed data indicating the current speed of the ship 8 using the data, and the mooring facility data and ship position data acquisition unit 115 acquired by the mooring facility data acquisition unit 100. Using the distance data generation unit 117 that continuously generates distance data indicating the current distance between the ship 8 and the mooring facility 9 using the ship position data, and the ship position data acquired by the ship position data acquisition unit 115. A navigation direction data generation unit 118 that continuously generates navigation direction data indicating the navigation direction of the ship 8 and a parameter data acquisition unit 119 that continuously acquires wind direction and wind speed data from the wind direction and wind speed meter 4 while the ship 8 is sailing. Be prepared.

The speed data generation unit 116, the distance data generation unit 117, and the navigation direction data generation unit 118 are realized by the processor 101.

The storage unit 12 is realized by a memory 102 that operates under the control of the processor 101, stores various data acquired or generated by the acquisition unit 11, and the ship 8 specified by the specific unit 13 collides with the mooring facility 9. Stores risk data indicating the risk of processing.

The specific unit 13 is realized by the processor 101, and the risk level that the ship 8 collides with the mooring facility 9 using various data acquired by the acquisition unit 11 and stored in the storage unit 12 (hereinafter, simply “risk level”). ”) Is specified, and risk data indicating the identified risk is generated.

The display unit 14 is realized by a display device 104 that operates under the control of the processor 101, and displays the degree of danger specified by the specific unit 13.

FIG. 4 is a diagram for explaining data used by the identification unit 13 to specify the degree of risk. The identification unit 13 identifies the degree of risk using the following data.
(A) Mooring facility data showing the two-dimensional shape and position of the mooring facility 9 (b) Shape data showing the three-dimensional shape of the ship 8 (c) Weight data showing the weight of the ship 8 (d) Braking ability of the ship 8. Braking ability data to be shown (e) Auxiliary braking ability data to show the braking ability of the auxiliary ship (f) Watering data to show the watering of the ship 8 (g) Ship position data showing the current position of the ship 8 (h) Current state of the ship 8 Speed data indicating the speed of (i) Distance data indicating the current distance between the ship 8 and the mooring facility 9 (j) Navigation direction data indicating the navigation direction of the ship 8 (k) Wind direction in the environment where the ship 8 is placed Wind direction and speed data showing wind speed

The two-dimensional shape and position of the mooring facility 9 (for example, the representative position of the mooring facility 9 indicated by the point B) are specified by the mooring facility data. The position of the ship 8 (for example, the representative position of the ship 8 indicated by the point P) is specified by the ship position data. The distance (length of arrow D) between the ship 8 and the mooring facility 9 is specified by the distance data.

The current navigation direction of the vessel 8 (direction of arrow V ₁ ) is specified by the navigation direction data, and the speed of navigation ( _{length of arrow V 1} ) is specified by the speed data. The weight of vessel 8 is specified by weight data.

The direction of the wind (direction of arrow V ₂ ) and velocity ( _{length of arrow V 2} ) received by the ship 8 are specified by the wind direction and wind speed data.

The wind of the direction and velocity indicated by the arrow V ₂ hits the portion of the vessel 8 that is above the water, and applies the thrust indicated by the _{arrow V 3 to the vessel 8.} The identification unit 13 uses the three-dimensional shape of the portion of the ship 8 that is exposed on the water specified by the shape data and the water intake data, and the direction and speed of the wind specified by the wind direction and wind speed data. Specify the direction (direction of arrow V ₃ ) and strength ( _{length of arrow V 3} ) of the thrust to be received.

In the identification unit 13, as described above, the vessel 8 whose distance to the mooring facility 9, the speed and direction of the current sailing, the weight, and the thrust received by the wind are specified is the braking of the vessel 8 specified by the braking ability data. It is specified which of the braking ability of the auxiliary vessel specified by the ability and the auxiliary braking ability data should be used to stand still in front of the mooring facility 9.

In this embodiment, the degree of risk is indicated by any of the natural numbers "1" to "7". The contents indicated by the risk value are as follows.
(Danger level "1") The braking force of the auxiliary vessel is not used, and the weakest level braking force of the vessel 8 can be used to stand still at a distance of less than 40% of the distance to the mooring facility 9.
(Danger level "2") The braking force of the auxiliary vessel is not used, and the weakest level braking force of the vessel 8 can be used to stand still at a distance of 40% or more and less than 70% of the distance to the mooring facility 9.
(Danger level "3") The braking force of the auxiliary vessel is not used, and the weakest level braking force of the vessel 8 can be used to stand still at a distance of 70% or more and less than 100% of the distance to the mooring facility 9.
(Danger level "4") The braking force of one auxiliary vessel and the weak level braking force of the vessel 8 can be used to stand still in front of the mooring facility 9.
(Danger level "5") The braking force of one auxiliary vessel and the strong level braking force of the vessel 8 can be used to stand still in front of the mooring facility 9.
(Danger level "6") The braking force of all the auxiliary vessels and the strongest level braking force of the vessel 8 can be used to stand still in front of the mooring facility 9.
(Danger level "7") Even if the braking force of all the auxiliary vessels and the strongest level braking force of the vessel 8 are used, it cannot be stopped in front of the mooring facility 9.

For example, the specific unit 13 first determines whether or not the current danger level of the ship 8 is "1". Specifically, when the ship 8 is braked by using the weakest level braking force of the ship 8 without using the braking force of the auxiliary ship, the specific unit 13 requires until the ship 8 comes to rest. Calculate the distance.

The distance required for the ship 8 to come to rest varies depending on the viscous resistance that the ship 8 receives from water. The viscous resistance that the ship 8 receives from the water is the resistance that occurs when the part submerged under the surface of the ship 8 pushes the water away, and the part that is above the water of the ship 8 specified by the shape data and the draft data. It is calculated according to a known calculation formula using the three-dimensional shape and the navigation speed and direction of the ship 8.

The identification unit 13 calculates the viscous resistance with respect to the current speed of the ship 8 specified by the speed data, calculates the speed of the ship 8 after the lapse of a unit time (for example, 1 second), and relates to the speed of the ship 8 at that time. The viscous resistance is calculated, and so on, the speed of the ship 8 that changes with time is sequentially calculated. Then, the specific unit 13 calculates the distance traveled by the ship 8 until the speed of the ship 8 reaches 0 knots by summing the product of the speed and the unit time in each unit time.

If the distance calculated as described above is less than 40% of the distance to the mooring facility 9, the specific unit 13 has a risk of "1", and if it is 40% or more, the risk is higher than "1". judge.

When the specific unit 13 determines that the danger level is higher than "1", it determines whether or not the current danger level of the ship 8 is "2", and when it determines that the danger level is higher than "2". Determines whether or not the danger level is "3", and so on, until the risk level is specified, a judgment is made according to the content of the risk level with respect to the higher risk level. As a result, the identification unit 13 can specify which of the "1" to "7" the current danger level of the ship 8 is.

The risk level data indicating the risk level specified by the specific unit 13 is stored in the storage unit 12 in association with the distance data indicating the distance between the ship 8 and the mooring facility 9 at that time. The display unit 14 displays the risk level indicated by the latest risk level data among the risk level data sequentially stored in the storage unit 12. FIG. 5 is a diagram illustrating an image showing the current danger level displayed by the display unit 14.

For example, the operator of the ship 8 looks at the degree of danger shown in the image of FIG. 5 to determine whether or not the speed of the ship 8 should be reduced, and if so, how much the speed should be reduced. Can be done. For example, the operator of the ship 8 increases the speed of the ship 8 if the risk level is "1" or "2", and maintains the speed of the ship 8 as it is if the risk level is "3". If is "4" to "7", the output of the main engine and thruster of the ship 8 is adjusted so as to reduce the speed of the ship 8, and if necessary, the ship 8 is braked against the operator of the auxiliary ship. And give instructions.

If the operator monitors the image of FIG. 5 at a sufficiently high frequency and adjusts the speed of the vessel 8 correctly, the risk level will not reach "6" or "7". Therefore, the ship 8 can be reliably stopped in front of the mooring facility 9.

[Modification example]
The above-described embodiments can be variously modified within the scope of the technical idea of the present invention. Examples of these modifications are shown below. Two or more of the following modifications may be combined.

(1) In the above-described embodiment, the specific unit 13 indicates the degree of risk discretely by any of the natural numbers "1" to "7", but the specific unit 13 changes substantially continuously. The degree of risk may be indicated by a numerical value.

For example, in the above-described embodiment, "the braking force of the auxiliary vessel is not used, and the weakest level braking force of the vessel 8 can be used to stand still at a distance of less than 40% of the distance to the mooring facility 9." If the conditions are met, the risk level is uniformly set to "1". Instead of this, for example, the risk level subdivided as follows may be specified by the specific unit 13.

(Danger level "0.1") "The braking force of the auxiliary vessel is not used, and the weakest level braking force of the vessel 8 can be used to stand still at a distance of less than 4% of the distance to the mooring facility 9."
(Danger level "0.2") "The braking force of the auxiliary vessel is not used, and the weakest level braking force of the vessel 8 can be used to stand still at a distance of 4% or more and less than 8% of the distance to the mooring facility 9. . "
(Danger level "0.3") "The braking force of the auxiliary vessel is not used, and the weakest level braking force of the vessel 8 can be used to stand still at a distance of 8% or more and less than 12% of the distance to the mooring facility 9. . "
(Danger level "0.4") "The braking force of the auxiliary vessel is not used, and the weakest level braking force of the vessel 8 can be used to stand still at a distance of 12% or more and less than 16% of the distance to the mooring facility 9. . "
(Danger level "0.5") "The braking force of the auxiliary vessel is not used, and the weakest level braking force of the vessel 8 can be used to stand still at a distance of 16% or more and less than 20% of the distance to the mooring facility 9. . "
(Danger level "0.6") "The braking force of the auxiliary vessel is not used, and the weakest level braking force of the vessel 8 can be used to stand still at a distance of 20% or more and less than 24% of the distance to the mooring facility 9. . "
(Danger level "0.7") "The braking force of the auxiliary vessel is not used, and the weakest level braking force of the vessel 8 can be used to stand still at a distance of 24% or more and less than 28% of the distance to the mooring facility 9. . "
(Danger level "0.8") "The braking force of the auxiliary vessel is not used, and the weakest level braking force of the vessel 8 can be used to stand still at a distance of 28% or more and less than 32% of the distance to the mooring facility 9. . "
(Danger level "0.9") "The braking force of the auxiliary vessel is not used, and the weakest level braking force of the vessel 8 can be used to stand still at a distance of 32% or more and less than 36% of the distance to the mooring facility 9. . "
(Danger level "1.0") "The braking force of the auxiliary vessel is not used, and the weakest level braking force of the vessel 8 can be used to stand still at a distance of 36% or more and less than 40% of the distance to the mooring facility 9. . "

Regarding the conditions in which the specific unit 13 is classified into any of the risk levels "2" to "7" in the above-described embodiment, specify the risk levels finely classified as described above with respect to the risk level "1". For example, the degree of risk is expressed by a numerical value that changes substantially continuously.

Further, the specific unit 13 determines the ratio of the braking force of the ship 8 required for the ship 8 to stand still without colliding with the mooring facility 9 and the auxiliary braking with respect to the maximum braking force of the ship 8 indicated by the braking ability data. The degree of risk is specified based on at least one of the ratio of the braking force of the auxiliary vessel required for the vessel 8 to stand still without colliding with the mooring facility 9 to the maximum braking force of the auxiliary vessel indicated by the capability data. You may.

The following formula 1 is an example of a formula used by the specific unit 13 to specify the degree of risk.
R = B / B _max x 0.7 + C / C _max x 0.3 ... (Equation 1)

However,
R: Danger B _max : Maximum braking force of ship 8 B: Braking force of ship 8 required for ship 8 to stand still without colliding with mooring facility 9 C _max : Maximum braking force of auxiliary ship C: It is the braking force of the auxiliary ship required for the ship 8 to stand still without colliding with the mooring facility 9, and the braking force of the ship 8 shall be used preferentially.

The degree of risk specified by the specific unit 13 according to, for example, Equation 1 is expressed by a numerical value that changes substantially continuously.

(2) In the above-described embodiment, the display unit 14 displays only the current danger level of the ship 8 as illustrated in FIG. In addition to the current danger level of the ship 8, the display unit 14 may display a change in the risk level specified in the past by the specific unit 13. In addition, the specific unit 13 estimates the future risk based on the risk identified in the past, and the display unit 14 displays the future risk estimated by the specific unit 13 in addition to the current danger of the ship 8. You may.

FIG. 6 is an example of a graph displayed by the display unit 14 of the system 1 according to this modified example. The horizontal axis of the graph of FIG. 6 indicates the distance between the ship 8 and the mooring facility 9, and the vertical axis indicates the degree of danger specified or estimated by the specific unit 13.

The solid line portion of the graph of FIG. 6 shows the time course of the actual risk level identified by the specific unit 13 in the past. On the other hand, the broken line portion of the graph of FIG. 6 shows the time course of the future risk level estimated by the specific unit 13 based on the risk level specified in the past.

As a method of estimating the future risk based on the risk identified by the specific unit 13 in the past, for example, when the braking force of the currently used ship 8 and the braking force of the auxiliary ship are continuously used. One example is a method of estimating future risk.

Looking at the graph of FIG. 6, the ship operator or the like should maintain the status quo or reduce the speed of the ship 8 by using a larger braking force in order to ensure that the ship 8 is stationary in front of the mooring facility 9. At that time, it is possible to correctly judge how much the braking force to be used should be increased.

(3) A configuration may be adopted in which the display unit 14 displays a graph in the format shown in FIG. 7. The horizontal axis of the graph of FIG. 7 indicates the distance between the ship and the mooring facility 9 (hereinafter, simply referred to as “distance”), and the vertical axis indicates the speed of the ship (hereinafter, simply referred to as “speed”).

_{Lines L 1 to} L _{6 in} FIG. 7 show the following.
(Line L ₁ ) Boundary between risk levels "1" and "2" (Line L ₂ ) Boundary line between risk levels "2" and "3" (Line L ₃ ) Boundary line between risk levels "3" and "4" Line (line L ₄ ) Boundary between risk levels "4" and "5" (line L ₅ ) Boundary line between risk levels "5" and "6" (line L ₆ ) Boundary lines between risk levels "6" and "7" border

Line S in FIG. 7 shows the relationship between the reference distance and speed presented by the manager of the mooring facility 9. Line M in FIG. 7 shows the time course (actual results) of the distance and speed of the ship 8 up to the present.

_{In the lines L 1 to} L ₆ drawn by the display unit 14 in FIG. 7, the specific unit 13 is a combination of various virtual distances and velocities (distances and velocities corresponding to various points on the graph plane of FIG. 7). It is a boundary line determined by specifying the degree of danger when the ship 8 is navigating at that speed at the position of the distance.

While the vessel 8 is navigating, the identification unit 13 continuously repeatedly identifies the risk of a plurality of virtual combinations of various distances and velocities in response to the ever-changing wind direction and speed, and lines L _{1 to} L ₆ To re-determine. Therefore, if the wind direction and speed change, the shapes _{of the lines L 1 to} L _{6 in the graph displayed by the display unit 14 change.}

Further, while the ship 8 is navigating, the specific unit 13 continuously repeats the identification of the current danger level of the ship 8 according to the wind direction and the wind speed that changes from moment to moment and the current distance and speed of the ship 8. Therefore, as the ship 8 sails, the line M in the graph displayed by the display unit 14 extends to the lower left.

According to the system 1 according to this modification, for example, the ship operator can use the current danger distribution according to the wind direction and wind speed that changes from moment to moment while the ship 8 is sailing, and the current danger of the ship 8 in the distribution. At the same time, it is possible to intuitively know the degree and the change over time in the danger level of the ship 8 from the past to the present. The ship operator, for example, if the line M comes above the line L _3, and adjusts the output of the main engine and thruster of the boat 8 to decelerate the velocity of the ship 8, if necessary, auxiliary ship The operator is instructed to brake the ship 8. _{At that time, the operator can see the inclination of the lines L 1 to} L ₆ at the current distance (position on the horizontal axis) of the ship 8 and know how much the ship 8 needs to be decelerated.

Further, according to the system 1 according to this modification, the ship operator assists the ship 8 to safely stand still in front of the mooring facility 9 before the ship 8 starts sailing toward the mooring facility 9. Information can be obtained to determine the braking capacity and number of vessels.

The operator inputs the wind direction and wind speed data indicating the predicted wind direction and wind speed when the ship 8 heads for the mooring facility 9 into the system 1. Further, the marine operator inputs the auxiliary braking ability data indicating the braking ability for each of the auxiliary vessels that are candidates for procurement among the auxiliary vessels that can be procured into the system 1. _{On the display unit 14 of the system 1, lines L 1 to} L ₆ corresponding to the wind direction and wind speed indicated by the data input by the operator and the braking ability of the auxiliary vessel are displayed.

FIG. 8 is a diagram showing how the graph displayed on the display unit 14 changes according to the data input to the system 1. The graph on the left side of FIG. 8 illustrates a graph displayed by the display unit 14 when only wind direction and wind speed data is input. The graph in the center of FIG. 8 illustrates a graph displayed by the display unit 14 when auxiliary braking capability data for one of the procurable auxiliary vessels is input in addition to the wind direction and wind speed data. The graph on the right side of FIG. 8 illustrates a graph displayed by the display unit 14 when the auxiliary braking capacity data for another one of the procurable auxiliary vessels is additionally input.

Marine vessel operator, after entering the wind speed and direction data, is sufficiently wide spacing of the vertical axis direction of the line L ₁ ~L _6, is not difficult to keep the risk of the ship 8 always line L ₃ or less, a determination Additional auxiliary braking capability data is input until the graph is displayed. _{For example, when the vertical spacing of lines L 1 to} L ₆ in the center graph of FIG. 8 is too narrow, but the vertical spacing of lines L _{1 to} L ₆ in the graph on the right side of FIG. 8 is sufficiently wide. , The operator can determine that it is necessary to procure two auxiliary vessels for which the auxiliary braking capability data has been input.

(4) The system 1 may include a braking control means for controlling a braking system for braking the ship 8 by using the risk level continuously specified by the specific unit 13 during the navigation of the ship 8. Further, the system 1 may include a braking control means for controlling the operation of the auxiliary ship by using the risk level continuously specified by the specific unit 13 during the navigation of the ship 8.

FIG. 9 is a diagram showing a state in which the system 1 according to this modified example is arranged in the maneuvering room of the ship 8.

The system 1 according to this modification transmits a control signal to the braking system 81 included in the ship 8 by wire or wirelessly. Further, the system 1 according to this modification wirelessly transmits a control signal to the operation control system 71 that controls the operation of the auxiliary vessel 7.

FIG. 10 is a diagram showing a functional configuration of the system 1 according to this modified example. When a new risk level is specified by the specific unit 13 and the risk level data indicating the risk level is stored in the storage unit 12, the braking control unit 15 reads the latest risk level data from the storage unit 12 and reads it out. Control instruction data for the braking system 81 or the operation control system 71 is generated according to the risk level indicated by the risk level data. The communication unit 16 transmits the control instruction data generated by the braking control unit 15 to the braking system 81 or the operation control system 71. The braking control unit 15 is realized by the processor 101. Further, the communication unit 16 is realized by a communication interface 103 that operates under the control of the processor 101.

The braking control unit 15 generates control instruction data according to, for example, the following rules.
(When the risk level is "1" to "3") Control instruction data is not generated.
(When the degree of danger is "4") Control instruction data for the braking system 81 instructing to brake the ship 8 with a weak level of braking force is generated.
(When the degree of danger is "5") Control instruction data for the braking system 81 instructing to brake the ship 8 with a strong level of braking force is generated. In addition, control instruction data for the operation control system 71 that instructs the operation of braking the vessel 8 with a braking force that is half the maximum braking force of the auxiliary vessel 7 is generated.
(When the degree of danger is "6" to "7") Control instruction data for the braking system 81 instructing to brake the ship 8 with the strongest level of braking force is generated. In addition, control instruction data for the operation control system 71 that instructs the operation of braking the vessel 8 with the maximum braking force of the auxiliary vessel 7 is generated.

The above-mentioned rule is an example. For example, the braking control unit 15 may determine the content of control instructed to the braking system 81 or the operation control system 71 based on the control instruction data based on the change in the degree of risk specified by the specific unit 13 in the past. For example, when the danger level is continuously specified as "4" by the specific unit 13 a predetermined number of times, control instruction data for instructing the ship 8 to be braked with a strong level braking force instead of a weak level is generated. The rules may be adopted.

When the braking control unit 15 generates control instruction data, the control instruction data is transmitted by the communication unit 16 to the braking system 81 or the operation control system 71. When the braking system 81 receives the control instruction data from the system 1, the braking system 81 controls the braking device (main engine, thruster, etc.) of the ship 8 according to the instruction indicated by the received control instruction data. When the operation control system 71 receives the control instruction data from the system 1, the operation control system 71 controls the braking device (thruster or the like) of the auxiliary vessel 7 according to the instruction indicated by the received control instruction data.

According to the system 1 according to this modification, the burden of the work of the operator monitoring the degree of danger displayed on the display unit 14 and adjusting the speed of the ship 8 is reduced.

(5) The specific unit 13 specifies the speed of the ship 8 whose risk level according to the distance from the mooring facility 9 of the ship 8 is a predetermined value as the guide speed, and the display unit 14 is specified by the specific unit 13. The guide speed may be displayed.

FIG. 11 is an example of a graph displayed by the display unit 14 in this modified example. The graph of FIG. 11 shows the lines L ₃ and M of FIG. 11 extracted. _{Line L 3 in} FIG. 11 is an example of a line showing the guide speed according to the distance from the mooring facility 9 of the ship 8.

By monitoring the graph of the format shown in FIG. 11 displayed on the display unit 14, the operator can know when and how much the speed of the ship 8 should be reduced.

In the example of FIG. 11, the line L ₃ showing the guide speed indicates the speed of the ship 8 when the degree of danger according to the distance from the mooring facility 9 of the ship 8 is the boundary value between “3” and “4”. It is a graph which shows. Line L ₃ is an example of a graph showing the guide speed according to the distance from the mooring facility 9 of the ship 8, and is, for example, _{an intermediate line between line L 2} and line L ₃ (in the region of risk level “3”). A line passing through the center in the vertical axis direction) may be displayed as a graph showing the guide speed according to the distance from the mooring facility 9 of the ship 8. Further, as a graph showing the guide speed according to the distance from the mooring facility 9 of the ship 8, instead of displaying one line, an area (that is, two lines) may be displayed. For example, _{the area between line L 2} and line L ₃ may be displayed as a graph showing the guide speed according to the distance of the ship 8 from the mooring facility 9.

Further, a configuration may be adopted in which the braking control unit 15 of the system 1 of the above-described modification (4) controls the braking system 81 and the operation control system 71 by using the guide speed instead of the degree of danger. In this modification, the braking control unit 15 generates control instruction data according to, for example, the following rules.
(When the current speed is less than or equal to the guide speed) Do not generate control instruction data.
(When the current speed exceeds the guide speed) Control instruction data for the braking system 81 that instructs the braking system 81 to brake the ship 8 with a predetermined level of braking force, and an operation of braking the ship 8 with a predetermined level of braking force. Generates control instruction data for the operation control system 71 to be instructed.

(6) In the above-described embodiment, the specific unit 13 uses the wind direction and wind speed, which is a parameter that changes with time, which affects the braking distance of the ship, to specify the degree of danger. The type of parameter used by the specific unit 13 is not limited to the wind direction and speed. For example, the specific unit 13 may use the tide direction and tide speed to specify the degree of danger in addition to the wind direction and wind speed.

In this case, the ship 8 is provided with a tide tide meter for measuring the tide speed. The system 1 continuously receives the tide direction tide speed data indicating the tide direction tide speed measured by the tide direction tide meter from the tide direction tide meter while the ship 8 is navigating, and the ship 8 receives the tide direction tide speed data from the water. Used to calculate viscous resistance.

When the anti-water vessel speed meter is installed on the vessel 8, it is specified from the difference between the ground vessel speed of the vessel 8 indicated by the speed data and the anti-water vessel speed of the vessel 8 measured by the anti-water vessel speed meter. The tide direction and tide speed may be used to identify the degree of danger.

(7) In the above-described embodiment, the system 1 is realized by one computer. Instead of this, the system 1 may be realized by a plurality of devices.

(8) After the ship 8 has stopped in front of the mooring facility 9, the ship 8 is usually pushed from the side by the auxiliary ship with the main engine stopped and placed next to the mooring facility 9. That is, the navigation until the ship 8 is moored at the mooring facility 9 is a process in which the ship 8 moves toward the mooring facility 9 in the bow direction (hereinafter referred to as "approach") and temporarily stops in front of the mooring facility 9. Vessel 8 is classified into a process of being pushed by an auxiliary vessel and moving in the starboard or port direction (hereinafter referred to as "versing").

The risk level specified by the system 1 in the above-described embodiment is the risk level in the approach. The system 1 may also specify the degree of risk in versing and display the specified degree of risk in the format shown in FIG. 7, for example.

In the berthing, of the braking ability of the ship 8, the braking ability of the main engine is not used. Therefore, when the ship 8 is provided with a thruster, the identification unit 13 identifies the degree of danger by using only the braking ability of the thruster among the braking ability of the ship 8 indicated by the braking ability data. Further, when the ship 8 does not have a thruster, the identification unit 13 specifies the degree of danger without using the braking ability of the ship 8 indicated by the braking ability data.

Further, in the versing, the moving direction of the ship 8 is different from that in the approach. Therefore, in versing, the identification unit 13 changes the direction of movement of the three-dimensional shape of the ship 8 indicated by the shape data to the starboard or port side in specifying the viscous resistance that the ship 8 receives from water.

Further, in versing, since the distance between the ship 8 and the mooring facility 9 is short, the display unit 14 enlarges the scale on the horizontal axis when displaying the graph of FIG. 7.

The system 1 switches the display of the graph in the approach and the graph in the versing according to the operation of the system 1 by, for example, the ship operator. Further, the system 1 detects, for example, that the distance between the ship 8 and the mooring facility 9 indicated by the distance data is equal to or less than a predetermined value, and the speed of the vessel 8 indicated by the speed data is equal to or less than a predetermined value, and displays the graph. May be switched automatically.

(9) In the above-described embodiment, the weight data acquisition unit 111 of the system 1 acquires the weight data input to the system 1 by the user. Instead, the weight data acquisition unit 111 identifies the weight of the ship 8 from the draft indicated by the draft data acquired by the draft data acquisition unit 114, and generates weight data indicating the specified weight to generate the weight data. You may get it.

(10) In the above-described embodiment, the system 1 adopts a configuration realized by causing a general computer to execute processing according to a program. Instead of this, the system 1 may be configured as a so-called dedicated device.

The present invention is grasped as each of a system 1, a program for making a computer function as the system 1, a computer-readable recording medium for continuously recording the program, and a processing method executed by the system 1.

1 ... system, 2 ... GNSS unit, 3 ... GNSS unit, 4 ... wind direction and speed meter, 7 ... auxiliary ship, 8 ... ship, 9 ... mooring facility, 10 ... computer, 11 ... acquisition unit, 12 ... storage unit, 13 ... Specific unit, 14 ... Display unit, 15 ... Braking control unit, 16 ... Communication unit, 71 ... Operation control system, 81 ... Braking system, 101 ... Processor, 102 ... Memory, 103 ... Communication interface, 104 ... Display device, 105 ... Operation device, 100 ... mooring facility data acquisition unit, 110 ... shape data acquisition unit, 111 ... weight data acquisition unit, 112 ... braking ability data acquisition unit, 113 ... auxiliary braking ability data acquisition unit, 114 ... water supply data acquisition unit, 115 ... Ship position data acquisition unit, 116 ... Speed data generation unit, 117 ... Distance data generation unit, 118 ... Navigation direction data generation unit, 119 ... Parameter data acquisition unit.

Claims (15)

Shape data showing the shape of a ship sailing toward a mooring facility, weight data showing the weight of the ship, braking ability data showing the braking ability of the ship, and distance data showing the distance between the ship and the mooring facility. , An acquisition means for acquiring speed data indicating the speed of the ship, and
A system including a specific means for identifying a risk of a ship colliding with a mooring facility by using the shape data, the weight data, the braking ability data, the distance data, and the speed data. The acquisition means acquires draft data indicating the draft of the ship, and obtains draft data.
The system according to claim 1, wherein the specifying means uses the draft data to specify the degree of risk. The acquisition means acquires auxiliary braking ability data indicating the braking ability of the auxiliary ship that assists the braking of the ship, and obtains auxiliary braking ability data.
The system according to claim 1 or 2, wherein the specific means identifies the degree of risk by using the auxiliary braking ability data. The acquisition means continuously acquires ship position data indicating the current position of the ship that changes over time.
The acquisition means acquires by continuously generating the speed data indicating the current speed of the ship and the distance data indicating the current distance between the ship and the mooring facility using the ship position data.
The system according to any one of claims 1 to 3, wherein the specific means continuously identifies the current degree of risk. The acquisition means continuously acquires parameter data indicating the values of parameters that change with time that affect the braking distance of the ship.
The system according to claim 4, wherein the specifying means continuously identifies the current degree of risk using the parameter data. The system according to claim 4 or 5, wherein the specific means estimates a future risk based on the risk identified in the past. The system according to any one of claims 1 to 6, further comprising a display means for displaying the degree of risk specified by the specific means. The distance data indicates the virtual distance between the ship and the mooring facility and the actual distance between the ship and the mooring facility.
The speed data shows the virtual speeds of the plurality of ships and the actual speeds of the ships.
The specific means means that the vessel is at a position at that distance from the mooring facility with respect to each of the plurality of combinations of virtual distance and speed indicated by the distance data and the speed data, and the actual combination of distance and speed. Identify the degree of danger when navigating at that speed,
The display means has an axis indicating the distance between the ship and the mooring facility, and an axis indicating the speed of the ship, and the specific means has specified each of a plurality of combinations of the virtual distance and speed. The system according to claim 7, which displays a graph showing the degree of danger and the degree of danger specified by the specific means with respect to the combination of the actual distance and speed. The system according to any one of claims 1 to 8, further comprising a braking control means for controlling a braking system for braking the ship using the risk degree specified by the specific means. The system according to claim 9, wherein the braking control means controls the operation of an auxiliary ship that assists the braking of the ship by using the risk level specified by the specific means. The distance data indicates the distance between the plurality of virtual vessels and the mooring facility.
The speed data indicates the speeds of a plurality of virtual vessels.
The specific means is the case where the ship is navigating at the speed at the position of the distance from the mooring facility with respect to each of the plurality of combinations of the virtual distance and the speed indicated by the distance data and the speed data. The risk of the ship colliding with the mooring facility when the distance between the ship and the mooring facility is the distance for each of the plurality of distances based on the specified risk. The system according to any one of claims 1 to 6, wherein the speed of the ship, which is a predetermined value, is specified as a guide speed. The speed data indicates the actual speed of the ship in addition to the virtual speeds of the plurality of ships.
The system according to claim 11, further comprising a display means for displaying the guide speed specified by the specific means and the actual speed of the ship indicated by the speed data. The system according to claim 11 or 12, further comprising a braking control means for controlling a braking system for braking the ship using the guide speed specified by the specific means. The system according to claim 13, wherein the braking control means controls the operation of an auxiliary ship that assists the braking of the ship by using the guide speed specified by the specific means. Computer,
A program for functioning as the acquisition means and the specific means included in the system according to any one of claims 1 to 6 and 11.

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