WO2020070841A1 - 船舶の係留施設に対する衝突の防止を支援するためのシステム及びプログラム - Google Patents

船舶の係留施設に対する衝突の防止を支援するためのシステム及びプログラム

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Publication number
WO2020070841A1
WO2020070841A1 PCT/JP2018/037107 JP2018037107W WO2020070841A1 WO 2020070841 A1 WO2020070841 A1 WO 2020070841A1 JP 2018037107 W JP2018037107 W JP 2018037107W WO 2020070841 A1 WO2020070841 A1 WO 2020070841A1
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WO
WIPO (PCT)
Prior art keywords
ship
speed
distance
data
risk
Prior art date
Application number
PCT/JP2018/037107
Other languages
English (en)
French (fr)
Japanese (ja)
Other versions
WO2020070841A8 (ja
Inventor
弘二 沓名
Original Assignee
株式会社日本海洋科学
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 株式会社日本海洋科学 filed Critical 株式会社日本海洋科学
Priority to JP2020551021A priority Critical patent/JP7127145B2/ja
Priority to PCT/JP2018/037107 priority patent/WO2020070841A1/ja
Priority to CH00334/21A priority patent/CH716801B1/de
Priority to FI20215504A priority patent/FI130714B1/fi
Priority to NO20210533A priority patent/NO20210533A1/en
Publication of WO2020070841A1 publication Critical patent/WO2020070841A1/ja
Publication of WO2020070841A8 publication Critical patent/WO2020070841A8/ja

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Classifications

    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/02—Control of position or course in two dimensions
    • G05D1/0206—Control of position or course in two dimensions specially adapted to water vehicles
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B43/00—Improving safety of vessels, e.g. damage control, not otherwise provided for
    • B63B43/18—Improving safety of vessels, e.g. damage control, not otherwise provided for preventing collision or grounding; reducing collision damage
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
    • Y02A30/00—Adapting or protecting infrastructure or their operation
    • Y02A30/30—Adapting or protecting infrastructure or their operation in transportation, e.g. on roads, waterways or railways

Definitions

  • the present invention relates to a technology for preventing collision of a ship colliding with a mooring facility such as a quay.
  • Patent Literature 1 the position of a ship obtained by a plurality of GPS units is superimposed and displayed on a previously obtained image of a port at which a ship arrives and departs, and the ship and a quay or pier at which the ship arrives and departs.
  • a system has been proposed which displays the distance of the ship, the detected ground speed of the ship, and the heading.
  • the present invention provides a means that can prevent a collision of a ship with a mooring facility with a high probability.
  • the present invention provides a shape data indicating a shape of a ship navigating to a mooring facility, a weight data indicating a weight of the ship, a braking capability data indicating a braking capability of the ship, And distance data indicating the distance of the mooring facility, acquisition means for acquiring speed data indicating the speed of the ship, using the shape data, the weight data, the braking capacity data, the distance data, and the speed data. And a specifying means for specifying a risk of the ship colliding with the mooring facility.
  • the system it is specified how high the risk of the ship colliding with the mooring facility is, if the boat navigates at the mooring facility at what distance and at what speed. Therefore, for example, the ship operator can know at what timing and how to reduce the boat speed of the ship traveling toward the mooring facility so that the ship does not collide with the mooring facility. As a result, according to the system, a collision of the ship with the mooring facility is prevented with a high probability.
  • the acquisition unit acquires draft data indicating a draft of the ship, and the identification unit identifies the degree of risk using the draft data.
  • the second aspect may be adopted.
  • the risk of the ship colliding with the mooring facility is The degree is high.
  • the obtaining unit obtains auxiliary braking capability data indicating a braking capability of an auxiliary boat that assists braking of the boat, and the specifying unit performs the auxiliary braking capability.
  • auxiliary braking capability data indicating a braking capability of an auxiliary boat that assists braking of the boat
  • the specifying unit performs the auxiliary braking capability.
  • a configuration in which the risk is specified using data may be adopted as a third aspect.
  • the vessel collides with the mooring facility when the vessel navigates at what distance and at what speed from the mooring facility.
  • the degree of risk of occurrence is specified.
  • the acquisition unit continuously acquires ship position data indicating a current position of the ship that changes over time, and the acquisition unit includes the ship ship.
  • the position data is used to continuously obtain 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.
  • a configuration in which the risk level is continuously specified may be adopted as a fourth mode.
  • the risk of the ship colliding with the mooring facility is continuously specified based on the position of the ship continuously measured using the satellite positioning system or the like. Can know if the current speed of the ship should be reduced.
  • the acquisition unit continuously acquires parameter data indicating a value of a parameter that changes with time that affects the braking distance of the ship, and the identification unit includes the parameter data.
  • a configuration in which the current risk level is continuously specified by using the third method may be adopted as the fifth mode.
  • the risk of the ship colliding with the mooring facility is continuously specified while taking into account the influence of the ever-changing parameters such as the wind direction and the wind speed.
  • a configuration in which the specifying unit estimates a future risk based on the risk specified in the past may be employed as a sixth aspect.
  • the ship collides with the mooring facility after considering how the degree of risk of the vessel colliding with the mooring facility has been changed in accordance with a change in the speed of the vessel.
  • the danger level to be performed is specified continuously.
  • a configuration including a display unit that displays the degree of risk identified by the identification unit may be adopted as a seventh aspect.
  • the information for determining how and when to reduce the boat speed of the ship navigating to the mooring facility is provided. Be visualized.
  • the distance data indicates the distance between the plurality of virtual ships and the mooring facility, and the actual distance between the ships and the mooring facility, and the speed data is virtual.
  • the specifying means indicates the distance data and the speed data, each of a plurality of combinations of virtual distance and speed, the actual For the combination of distance and speed, the risk is specified when the ship is navigating at the speed at the position at the distance from the mooring facility, and the display means indicates the distance between the ship and the mooring facility.
  • An axis and an axis indicating the speed of the vessel, and the combination of the degree of risk identified by the identifying means with respect to each of the plurality of combinations of the virtual distance and the speed, and the actual distance and the speed The specific means for displaying a graph showing a the risk identified, configuration that may be employed as the eighth aspect relates.
  • information indicating how high the risk of the ship colliding with the mooring facility if the vessel navigates at what distance and at what speed from the mooring facility is displayed in a graph. Therefore, for example, the ship operator can intuitively grasp such information.
  • the system according to any one of the first to eighth aspects further including a braking control unit that controls a braking system that brakes the ship using the degree of danger specified by the specifying unit. May be adopted.
  • the ship operator controls the braking of the ship. The burden is reduced.
  • the braking control unit may control an operation of an auxiliary boat that assists braking of the boat using the degree of danger specified by the specifying unit. It may be adopted as an aspect.
  • the operator of the auxiliary vessel can The burden of controlling the braking of the vehicle is reduced.
  • the distance data indicates a distance between the plurality of virtual ships and the mooring facility
  • the speed data indicates a plurality of virtual ships.
  • the specifying means for each of a plurality of combinations of a virtual distance and a speed indicated by the distance data and the speed data, the ship sails at the position at the distance from the mooring facility at the speed.
  • the risk is specified, based on the specified risk, for each of a plurality of distances, when the distance between the ship and the mooring facility is the distance, the ship is connected to the mooring facility.
  • a configuration in which the speed of the boat at which the risk of collision becomes a predetermined value is specified as the guide speed may be adopted as an eleventh aspect.
  • the ship operator in order to keep the risk of the ship colliding with the mooring facility sufficiently low, it is specified at what distance and at what speed the vessel should sail from the mooring facility. You. Therefore, for example, the ship operator can know at what timing and how to reduce the boat speed of the ship traveling toward the mooring facility so that the ship does not collide with the mooring facility. As a result, according to the system, a collision of the ship with the mooring facility is prevented with a high probability.
  • the speed data indicates an 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 specifying unit.
  • a configuration in which display means for displaying the actual speed of the ship indicated by the data may be provided as the twelfth aspect.
  • the boat operator can easily know whether or not the current speed of the ship should be reduced.
  • a configuration including a braking control unit that controls a braking system that brakes the boat using the guide speed specified by the specifying unit is adopted. May be done.
  • the ship operator controls the braking of the ship. The burden is reduced.
  • the braking control unit controls an operation of an auxiliary boat that assists braking of the boat using the guide speed specified by the specifying unit. It may be adopted as an aspect.
  • the braking of the auxiliary vessel is automatically controlled so that the risk of the vessel colliding with the mooring facility falls within the allowable range.
  • the burden of controlling the braking of the vehicle is reduced.
  • the present invention also proposes, as a fifteenth aspect, a program for causing a computer to function as the acquisition unit and the identification unit included in the system according to any one of the first to sixth and eleventh aspects. .
  • the system according to any one of the first to sixth and eleventh aspects is realized using a computer.
  • a collision of a ship with a mooring facility is prevented with a high probability.
  • FIG. 1 is an exemplary view showing a configuration of a computer used to realize a system according to an embodiment.
  • FIG. 1 is a diagram illustrating a functional configuration of a system according to an embodiment.
  • 9 is a graph displayed by a system according to a modification.
  • 9 is a graph displayed by a system according to a modification.
  • the figure showing the state where system 1 concerning one modification was arranged in the cab of a ship.
  • the figure showing the functional composition of the system concerning a modification. 9 is a graph displayed by a system according to a modification.
  • FIG. 1 is a diagram showing a state in which the system 1 is disposed in a yard of a ship 8 traveling toward a mooring facility 9 (quay, pier, etc.).
  • the system 1 is realized by a single computer having a built-in display, keyboard and the like executing a process 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 determine the position of the own device on the earth. (Latitude, longitude).
  • the system 1 continuously receives ship position data indicating the positions measured by the 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 uses the ship position data received from the GNSS unit 2 and the ship position data received from the GNSS unit 3 to determine the position of the ship 8 on the earth.
  • the position and the direction in which the bow of the ship 8 is pointing can be specified.
  • the ship 8 is further provided with an anemometer 4 for measuring the wind direction and the wind speed.
  • the system 1 continuously receives the wind direction and wind speed data indicating the wind direction and the wind speed measured by the wind direction anemometer 4 from the wind direction anemometer 4 by wire or wirelessly.
  • the wind direction and the wind speed measured by the wind direction anemometer 4 are examples of parameters that change with time that affect the braking distance of the boat 8.
  • the wind direction data is an example of parameter data indicating the value of a parameter that changes with time that affects the braking distance of the ship 8.
  • FIG. 2 is a diagram showing a configuration of the computer 10 used for realizing the system 1.
  • the computer 10 includes a processor 101 that performs data processing according to a program, a memory 102 that stores various data including the program, a communication interface 103 that performs data communication with a wired or wireless external device, and a display such as a liquid crystal display.
  • the device includes a device 104 and an operation device 105 that receives a user operation such as a keyboard.
  • FIG. 3 is a diagram showing a functional configuration of the system 1.
  • 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.
  • a functional configuration of the system 1 will be described.
  • the acquisition unit 11 is realized mainly by the communication interface 103 operating 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 a three-dimensional shape of the ship 8, A weight data acquisition unit 111 that indicates the weight of the ship 8, a braking capability data acquisition unit 112 that acquires braking capability data that indicates the braking capability of the ship 8, and a braking capability of an auxiliary ship that assists the braking of the ship 8 such as a tug boat.
  • An auxiliary braking capability data acquisition unit 113 for acquiring the auxiliary braking capability data shown in FIG. 1 and a draft data acquisition unit 114 for acquiring draft data indicating the draft of the ship 8 are provided.
  • the braking force of the ship 8 cannot be continuously changed, and the four levels of 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 them.
  • the braking ability data indicates the braking force according to these four levels.
  • the braking force of the auxiliary ship can be continuously changed.
  • a plurality of auxiliary vessels can be used. Accordingly, the auxiliary braking capacity data indicates the maximum braking force of each of the plurality of available auxiliary vessels.
  • 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 capacity data acquisition unit 112, the auxiliary braking capacity data acquisition unit 113, and the draft data acquisition unit 114 are usually obtained by the ship 8
  • the data is input to the system 1 by a user such as a crew of the boat 8 before the navigation starts, and does not change during the navigation of the boat 8.
  • the acquisition unit 11 further includes a vessel position data acquisition unit 115 that continuously acquires vessel position data during navigation of the vessel 8 from the GNSS unit 2 and the GNSS unit 3, and a vessel position acquired by the vessel position data acquisition unit 115.
  • the speed data generation unit 116 that continuously generates speed data indicating the current speed of the ship 8 using the data, the mooring facility data acquired by the mooring facility data acquisition unit 100, and the speed data generation unit 116 that is acquired by the ship position data acquisition unit 115.
  • a 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 obtained ship position data, and using 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 ship During 8 sailing comprising continuously parameter data acquisition unit 119 for acquiring Wind data.
  • 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 the memory 102 operating under the control of the processor 101, stores various data acquired or generated by the acquisition unit 11, and causes the ship 8 identified by the identification unit 13 to collide with the mooring facility 9.
  • the danger level data indicating the danger level to be performed is stored.
  • the identification unit 13 is realized by the processor 101, and uses the various data acquired by the acquisition unit 11 and stored in the storage unit 12 to use the danger degree of the ship 8 colliding with the mooring facility 9 (hereinafter, simply referred to as “danger degree”). ”) And generates danger level data indicating the specified danger level.
  • the display unit 14 is realized by the display device 104 operating under the control of the processor 101, and displays the degree of danger specified by the specifying unit 13.
  • FIG. 4 is a diagram for explaining data used by the specifying unit 13 to specify the degree of risk.
  • the specifying unit 13 specifies the risk using the following data.
  • Draft data indicating the draft of the ship 8
  • 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) is 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.
  • Direction of the current navigation of the ship 8 (direction of the arrow V 1) is identified by the navigation orientation data, the speed of navigation (length of the arrow V 1) is specified by the velocity data.
  • the weight of the ship 8 is specified by the weight data.
  • Speed and direction of wind ship 8 is subjected (the direction of the arrow V 2) (length of the arrow V 2) is specified by wind speed and direction data.
  • the identification unit 13 uses the three-dimensional shape of the part of the ship 8 that is above the water specified by the shape data and the draft data and the direction and speed of the wind specified by the wind direction and wind speed data, and identifying receiving direction of thrust (the direction of arrow V 3) and strength (length of the arrow V 3).
  • the specifying unit 13 is configured to brake the vessel 8 in which the distance to the mooring facility 9, the current speed and direction of the navigation, the weight, and the thrust received by the wind are specified. It is specified which of the capacity and the braking capacity of the auxiliary ship specified by the auxiliary braking capacity data should be used and how much can be stopped before the mooring facility 9.
  • the degree of risk is indicated by any one of natural numbers “1” to “7”.
  • the contents indicated by the risk values are as follows.
  • (Risk “1”) The vehicle can be stopped at a distance of less than 40% of the distance to the mooring facility 9 by using the weakest braking force of the ship 8 without using the braking force of the auxiliary ship.
  • (Risk “2”) The vehicle can be stopped at a distance of 40% or more and less than 70% of the distance to the mooring facility 9 using the weakest braking force of the ship 8 without using the braking force of the auxiliary ship.
  • the weakest braking force of the ship 8 can be used to stop at a distance of 70% or more and less than 100% of the distance to the mooring facility 9.
  • the vehicle can be stopped before the mooring facility 9.
  • the vehicle can be stopped before the mooring facility 9 by using the braking force of one auxiliary ship and the strong braking force of the ship 8.
  • the vehicle can be stopped before the mooring facility 9 by using the braking force of all the auxiliary ships and the strongest braking force of the ship 8.
  • Risk “7”) Even when the braking force of all the auxiliary vessels and the strongest braking force of the vessel 8 are used, it is impossible to stop before the mooring facility 9.
  • the identifying unit 13 first determines, for example, whether or not the current risk level of the ship 8 is “1”. Specifically, when the marine vessel 8 is braked using the weakest level braking force of the marine vessel 8 without using the marine vessel 8 using the braking force of the auxiliary marine vessel, the specifying unit 13 requires the marine vessel 8 to stand still. 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 a resistance generated when a portion of the ship 8 submerged below the water surface displaces the water, and the viscous resistance of the portion of the ship 8 that is above the water specified by the shape data and the draft data Using the three-dimensional shape and the traveling speed and direction of the ship 8, the calculation is performed according to a known calculation formula.
  • the specifying 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 a lapse of a unit time (for example, one second), and calculates the speed of the ship 8 at that time. The viscous resistance is calculated, and so on, and the speed of the ship 8 that changes with time is sequentially calculated. Then, the specifying 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.
  • a unit time for example, one second
  • the identifying unit 13 determines that the risk is “1” if the distance calculated as described above is less than 40% of the distance to the mooring facility 9 and that the risk is higher than “1” if the distance is 40% or more. judge.
  • the determining unit 13 determines whether the current risk of the ship 8 is “2”, and determines that the risk is higher than “2”. Determines whether or not the risk is “3”, and so on, until the risk is specified, makes a determination according to the content of the risk with respect to the higher risk. As a result, the specifying unit 13 can specify whether the current risk level of the ship 8 is “1” to “7”.
  • the risk data indicating the risk specified by the specifying 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 danger indicated by the latest danger data among the danger data sequentially stored in the storage unit 12.
  • FIG. 5 is a diagram exemplifying an image indicating the current degree of danger displayed by the display unit 14.
  • the operator of the boat 8 looks at the risk shown in the image of FIG. 5 and determines whether or not the speed of the boat 8 should be reduced, and if so, how much. Can be. For example, the operator of the ship 8 increases the speed of the ship 8 if the risk is “1” or “2”, and maintains the speed of the ship 8 as it is if the risk is “3”. If “4” to “7”, the output of the main engine and the thruster of the vessel 8 is adjusted so as to reduce the speed of the vessel 8, and the vessel 8 is braked to the operator of the auxiliary vessel as necessary. And so on.
  • the identification unit 13 discretely indicates the degree of danger by any of natural numbers “1” to “7”, but the identification unit 13 changes substantially continuously.
  • the risk may be indicated by a numerical value.
  • the vehicle can be stopped at a distance of less than 40% of the distance to the mooring facility 9 by using the weakest level of the braking force of the ship 8 without using the braking force of the auxiliary ship". If the condition is satisfied, the risk is uniformly set to “1”. Instead of this, for example, the risk that is finely divided as described below may be specified by the specifying unit 13.
  • (Risk “0.1”) “Can be stopped at a distance of less than 4% of the distance to mooring facility 9 using the weakest level of braking force of vessel 8 without using the braking force of auxiliary vessel.” (Risk level “0.2”) "Can be stopped at a distance of 4% or more and less than 8% of the distance to the mooring facility 9 using the weakest braking force of the ship 8 without using the braking force of the auxiliary ship. . " (Risk “0.3”) “Can be stopped at a distance of 8% or more and less than 12% of the distance to mooring facility 9 using the weakest level of braking force of vessel 8 without using the braking force of auxiliary vessel. .
  • (Risk “0.4”) “Can be stopped at a distance of 12% or more and less than 16% of the distance to mooring facility 9 using the weakest level of braking force of vessel 8 without using the braking force of auxiliary vessel. . " (Risk “0.5”) “Can be stopped at a distance of 16% or more and less than 20% of the distance to mooring facility 9 using the weakest level of braking force of vessel 8 without using the braking force of auxiliary vessel. . “ (Risk “0.6”) “Can be stopped at a distance of 20% or more and less than 24% of the distance to the mooring facility 9 using the weakest braking force of the ship 8 without using the braking force of the auxiliary ship. .
  • (Risk “0.7”) “Can be stopped at a distance of 24% or more and less than 28% of the distance to mooring facility 9 using the weakest level of braking force of vessel 8 without using the braking force of auxiliary vessel. . " (Risk “0.8”) “Can be stopped at a distance of 28% or more and less than 32% of the distance to the mooring facility 9 using the weakest braking force of the ship 8 without using the braking force of the auxiliary ship. . “ (Risk “0.9”) “Can be stopped at a distance of 32% or more and less than 36% of the distance to the mooring facility 9 using the weakest braking force of the ship 8 without using the braking force of the auxiliary ship. . “ (Risk “1.0”) “Can be stopped at a distance of 36% or more and less than 40% of the distance to mooring facility 9 using the weakest level of braking force of vessel 8 without using the braking force of auxiliary vessel. . "
  • the specifying unit 13 specifies the risk level that is finely classified as described above with respect to the risk level “1”.
  • the risk is represented by a numerical value that changes substantially continuously.
  • the identification unit 13 determines the ratio of the braking force of the ship 8 required for the ship 8 to stop without colliding with the mooring facility 9 with respect to the maximum braking force of the ship 8 indicated by the braking capacity data, The risk is specified based on at least one of the ratio of the braking force of the auxiliary ship required for the ship 8 to stop without colliding with the mooring facility 9 with respect to the maximum braking force of the auxiliary ship indicated by the performance data. May be.
  • Equation 1 is an example of an equation used by the identifying unit 13 to identify the degree of risk.
  • R B / Bmax ⁇ 0.7 + C / Cmax ⁇ 0.3 (Equation 1)
  • R degree of risk
  • B max maximum braking force of vessel 8
  • B braking force of vessel 8 required for vessel 8 to stop without colliding with mooring facility 9
  • C max maximum braking force of auxiliary vessel C: This is the braking force of the auxiliary ship necessary for the ship 8 to stop without colliding with the mooring facility 9, and the braking force of the ship 8 is used with priority.
  • Equation 1 The risk specified by the specifying unit 13 according to, for example, Equation 1 is represented by a numerical value that changes substantially continuously.
  • the display unit 14 displays only the current danger level of the boat 8 as illustrated in FIG.
  • the display unit 14 may display, in addition to the current risk level of the ship 8, a change in the risk level specified in the past by the specifying unit 13.
  • the identifying unit 13 estimates a future risk based on the risk identified in the past, and the display unit 14 displays the future risk estimated by the identifying unit 13 in addition to the current risk of the ship 8. May be.
  • FIG. 6 is an example of a graph displayed on the display unit 14 of the system 1 according to this modification.
  • the horizontal axis of the graph in FIG. 6 indicates the distance between the ship 8 and the mooring facility 9, and the vertical axis indicates the degree of risk specified or estimated by the specifying unit 13.
  • the solid line in the graph of FIG. 6 indicates a change over time in the actual result of the risk level specified by the specifying unit 13 in the past.
  • the broken line portion in the graph of FIG. 6 indicates a temporal change of the future risk estimated by the specifying unit 13 based on the risk specified in the past.
  • the ship operator looking at the graph of FIG. 6, should maintain the current state or reduce the speed of the ship 8 by using a larger braking force in order to reliably stop the ship 8 in front of the mooring facility 9. At this time, it is possible to correctly determine how much the braking force to be used should be increased.
  • a configuration in which the display unit 14 displays a graph in the format shown in FIG. 7 may be employed.
  • the horizontal axis of the graph in 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 indicate the following.
  • (Line L 1 ) Boundary line between danger levels “1” and “2” (line L 2 ) Boundary line between danger levels “2” and “3” (line L 3 ) Boundary between danger levels “3” and “4”
  • Line (line L 4 ) Boundary line between lines “4” and “5” (line L 5 ) Boundary line between lines “5” and “6” (line L 6 ) Line between lines “6” and “7” border
  • Line S in FIG. 7 shows the relationship between the reference distance and the speed presented by the manager of the mooring facility 9.
  • a line M in FIG. 7 shows a temporal change (actual) of the distance and the speed of the ship 8 up to the present.
  • the lines L 1 to L 6 drawn by the display unit 14 in FIG. 7 indicate the combination of a plurality of virtual distances and speeds (distances and speeds corresponding to various points on the graph plane in FIG. 7). ) Is a boundary line determined by specifying the degree of risk when the ship 8 is navigating at the speed at the position at the distance.
  • the identification unit 13 continuously repeats the identification of the danger degree relating to a plurality of virtual combinations of various distances and speeds according to the wind direction and the wind speed that change moment by moment, and the lines L 1 to L 6 Is determined again. Therefore, when the wind direction and the wind speed change, the shapes of the lines L 1 to L 6 in the graph displayed by the display unit 14 change.
  • the specifying unit 13 continuously repeats the specification of the current danger level of the ship 8 according to the wind direction and the wind speed that change every moment, and the current distance and speed of the ship 8. Accordingly, the line M in the graph displayed on the display unit 14 extends to the lower left as the ship 8 sails.
  • the ship operator can distribute the current danger level according to the wind direction and the wind speed that change every moment, and the current danger of the ship 8 in the distribution.
  • the degree and the temporal change of the degree of danger of the ship 8 from the past to the present can be simultaneously intuitively known.
  • 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 instructs the ship operator to brake the ship 8. At that time, the boat operator can see the inclination of the lines L 1 to L 6 at the current distance (position on the horizontal axis) of the boat 8 and know how much the boat 8 needs to be decelerated.
  • the ship operator needs the assistance necessary for safely stopping the boat 8 in front of the mooring facility 9 before the boat 8 starts sailing toward the mooring facility 9.
  • Information can be obtained to determine the braking capacity and number of the ship.
  • the ship operator inputs wind direction and wind speed data indicating the predicted wind direction and wind speed when the ship 8 heads to the mooring facility 9.
  • the ship operator inputs auxiliary braking capability data indicating the braking capability for each of the auxiliary vessels that are procurement candidates among the available auxiliary vessels to the system 1.
  • the display unit 14 of the system 1 displays lines L 1 to L 6 according to the wind direction and wind speed indicated by the data input by the boat operator and the braking capacity of the auxiliary boat.
  • FIG. 8 is a diagram showing how a graph displayed on the display unit 14 changes according to data input to the system 1.
  • the graph on the left side of FIG. 8 illustrates a graph displayed on the display unit 14 when only wind direction and wind speed data are input.
  • the middle graph in FIG. 8 illustrates a graph displayed on the display unit 14 when auxiliary braking capability data on one of the procurable auxiliary ships is input in addition to the wind direction and wind speed data.
  • the graph on the right side of FIG. 8 exemplifies a graph displayed by the display unit 14 when auxiliary braking capacity data regarding another one of the procurable auxiliary ships is additionally input.
  • the auxiliary braking capacity data is additionally input. For example, when the interval in the vertical axis direction of the lines L 1 to L 6 in the center graph of FIG. 8 is too narrow, but the interval in the vertical axis direction of the lines L 1 to L 6 in the right graph of FIG. The operator can determine that it is necessary to procure two auxiliary vessels to which the auxiliary braking capacity data has been input.
  • the system 1 may include a braking control unit that controls a braking system that brakes the marine vessel 8 using the risk level continuously specified by the identifying unit 13 while the marine vessel 8 is traveling.
  • the system 1 may include a braking control unit that controls the operation of the auxiliary boat using the degree of danger that the specifying unit 13 continuously specifies while the boat 8 is navigating.
  • FIG. 9 is a diagram showing a state in which the system 1 according to this modified example is arranged in a cab of a boat 8.
  • the system 1 according to this modification transmits a control signal to the braking system 81 of the ship 8 by wire or wirelessly. Further, the system 1 according to this modification transmits a control signal wirelessly to an operation control system 71 that controls the operation of the auxiliary boat 7.
  • FIG. 10 is a diagram showing a functional configuration of a system 1 according to this modified example.
  • the braking control unit 15 reads out the latest risk data from the storage unit 12 and reads the data.
  • Control instruction data for the braking system 81 or the operation control system 71 is generated according to the risk indicated by the risk 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.
  • the communication unit 16 is realized by the 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 is “1” to “3”) No control instruction data is generated. (When the degree of danger is “4”) Control instruction data for the braking system 81 that instructs the boat 8 to be braked with a low level of braking force is generated. (When the degree of danger is "5") Control instruction data is generated for a braking system 81 that instructs the ship 8 to be braked with a high level of braking force. In addition, control instruction data for an operation control system 71 that instructs an operation of braking the boat 8 with a braking force that is half the maximum braking force of the auxiliary boat 7 is generated.
  • Control instruction data is generated for the braking system 81 that instructs the ship 8 to be braked with the strongest level of braking force. Further, control instruction data for an operation control system 71 for instructing an operation of braking the boat 8 with the maximum braking force of the auxiliary boat 7 is generated.
  • the braking control unit 15 may determine the content of control to instruct the braking system 81 or the operation control system 71 based on the control instruction data based on a change in the degree of danger specified by the specifying unit 13 in the past. For example, when the danger level is specified as “4” by the specifying unit 13 continuously for a predetermined number of times, control instruction data for instructing to brake the boat 8 with a braking force of a strong level instead of a weak level is generated. Rules may be adopted.
  • the control instruction data is transmitted to the braking system 81 or the operation control system 71 by the communication unit 16.
  • the braking system 81 controls the braking device (main engine, thruster, etc.) of the boat 8 according to the instruction indicated by the received control instruction data.
  • the operation control system 71 controls the braking device (thruster or the like) of the auxiliary boat 7 according to the instruction indicated by the received control instruction data.
  • the burden on the operator of monitoring the risk displayed on the display unit 14 and adjusting the speed of the boat 8 is reduced.
  • the specifying unit 13 specifies, as the guide speed, the speed of the ship 8 at which the risk according to the distance of the ship 8 from the mooring facility 9 becomes a predetermined value, and the display unit 14 is specified by the specifying unit 13. May be displayed.
  • FIG. 11 is an example of a graph displayed by the display unit 14 in this modified example.
  • Graph of Figure 11 is obtained by displaying an extracted line L 3 and the line M in FIG. 11.
  • Line L 3 in FIG. 11 is an example of a line indicating the guide speed according to the distance from the mooring facility 9 of the vessel 8.
  • the line L 3 showing the guide speed in the example of FIG. 11, the speed of the ship 8 when risk corresponding to the distance from the mooring facility 9 of the vessel 8 is a boundary value of "4" and "3" It is a graph shown.
  • the line L 3 is an example of a graph showing the guide speed according to the distance of the ship 8 from the mooring facility 9.
  • the line L 3 is an intermediate line between the line L 2 and the line L 3 (in the region of the risk degree “3”).
  • a line passing through the center in the vertical axis direction) may be displayed as a graph indicating the guide speed according to the distance of the ship 8 from the mooring facility 9.
  • an area (that is, two lines) may be displayed as a graph indicating the guide speed according to the distance of the ship 8 from the mooring facility 9.
  • the region between the line L 2 and the line L 3 may be displayed as a graph showing the guide speed according to the distance from the mooring facility 9 of the vessel 8.
  • the braking control unit 15 of the system 1 of the above-described modified example (4) controls the braking system 81 and the operation control system 71 using the guide speed instead of the degree of danger.
  • the braking control unit 15 generates control instruction data according to, for example, the following rules. (When the current speed is lower than the guide speed) Control instruction data is not generated. (When the current speed exceeds the guide speed) The control instruction data for the braking system 81 for instructing to brake the boat 8 with a predetermined level of braking force, and the operation of braking the boat 8 with a predetermined level of braking force. The control instruction data for the operation control system 71 to be instructed is generated.
  • the specifying unit 13 uses the wind direction and the wind speed, which are parameters that change with time that affect the braking distance of the ship, for specifying the degree of danger.
  • the type of the parameter used by the specifying unit 13 is not limited to the wind direction.
  • the specifying unit 13 may use the tide speed in addition to the wind direction to specify the degree of danger.
  • a tide gauge that measures the tide is arranged on the vessel 8.
  • the system 1 continuously receives, from the tide gauge, the tide data indicating the tide measured by the tide gauge while the vessel 8 is navigating, and the vessel 8 receives the data from the water. Used for calculating viscous drag.
  • the speed data is specified from the difference between the ground speed of the ship 8 indicated by the speed data and the speed of the watercraft 8 measured by the watercraft speedometer.
  • the tidal tide speed may be used to specify the degree of danger.
  • the system 1 is realized by one computer. Instead, the system 1 may be realized by a plurality of devices.
  • the vessel 8 After the vessel 8 comes to a stop before the mooring facility 9, usually, the vessel 8 is pushed from the side by the auxiliary vessel while the main engine is stopped, and is laid sideways on 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 in the bow direction toward the mooring facility 9 (hereinafter, referred to as “approach”), and temporarily stops before the mooring facility 9. The process is divided into a process in which the ship 8 is pushed by the auxiliary ship and moves in the starboard or port direction (hereinafter, referred to as “berthing”).
  • the risk specified by the system 1 in the above-described embodiment is the risk in the approach.
  • the system 1 may also specify the degree of danger in versing, and display the specified degree of danger in, for example, the format shown in FIG. 7.
  • the identifying unit 13 identifies the risk using only the braking ability of the thruster among the braking ability of the boat 8 indicated by the braking ability data.
  • the specifying unit 13 specifies the degree of danger without using the braking ability of the ship 8 indicated by the braking ability data.
  • the specifying 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 the water in berthing.
  • the display unit 14 enlarges the scale of the horizontal axis when displaying the graph of FIG.
  • the system 1 switches the display of the graph in the approach and the graph in the berthing according to an operation on the system 1 by, for example, a boat operator.
  • 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 that the speed of the ship 8 indicated by the speed data is equal to or less than a predetermined value, and displays the graph. May be automatically switched.
  • the weight data obtaining unit 111 of the system 1 obtains weight data input to the system 1 by a user. Instead, the weight data obtaining unit 111 specifies the weight of the ship 8 from the draft indicated by the draft data obtained by the draft data obtaining unit 114, and generates the weight data indicating the specified weight to generate the weight data. May be acquired.
  • the system 1 employs a configuration realized by causing a general computer to execute processing according to a program.
  • the system 1 may be configured as a so-called dedicated device.
  • the present invention is understood as a system 1, a program for causing a computer to function as the system 1, a computer-readable recording medium for continuously recording the program, and a processing method executed by the system 1.

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  • Engineering & Computer Science (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Public Health (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Health & Medical Sciences (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Traffic Control Systems (AREA)
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  • Control And Safety Of Cranes (AREA)
PCT/JP2018/037107 2018-10-03 2018-10-03 船舶の係留施設に対する衝突の防止を支援するためのシステム及びプログラム WO2020070841A1 (ja)

Priority Applications (5)

Application Number Priority Date Filing Date Title
JP2020551021A JP7127145B2 (ja) 2018-10-03 2018-10-03 船舶の係留施設に対する衝突の防止を支援するためのシステム及びプログラム
PCT/JP2018/037107 WO2020070841A1 (ja) 2018-10-03 2018-10-03 船舶の係留施設に対する衝突の防止を支援するためのシステム及びプログラム
CH00334/21A CH716801B1 (de) 2018-10-03 2018-10-03 Vorrichtung zur Unterstützung einer Verhinderung eines Zusammenstosses eines Schiffs mit einer Verankerungsanlage.
FI20215504A FI130714B1 (fi) 2018-10-03 2018-10-03 Systeemi ja ohjelmisto aluksen laiturifasiliteetteihin törmäämisen ehkäisyn avustamista varten.
NO20210533A NO20210533A1 (en) 2018-10-03 2018-10-03 System and program for assisting a ship's captain to prevent a ship from colliding with a mooring facility

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PCT/JP2018/037107 WO2020070841A1 (ja) 2018-10-03 2018-10-03 船舶の係留施設に対する衝突の防止を支援するためのシステム及びプログラム

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WO2020070841A8 WO2020070841A8 (ja) 2020-05-28

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Cited By (1)

* Cited by examiner, † Cited by third party
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WO2023233741A1 (ja) * 2022-06-03 2023-12-07 川崎重工業株式会社 着岸操船監視装置及び方法、並びに、操船システム及び方法

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JP2002245599A (ja) * 2001-02-16 2002-08-30 Taiheiyo Cement Corp 航路案内システム及び航路案内プログラム
US6734808B1 (en) * 1999-10-05 2004-05-11 Honeywell International Inc. Method, apparatus and computer program products for alerting submersible vessels to hazardous conditions
JP2004318380A (ja) * 2003-04-15 2004-11-11 Kinzo Inoue 航行安全性評価方法、航行安全性評価システム及び航行安全性評価用プログラム
JP3118329U (ja) * 2005-10-14 2006-01-26 株式会社戸▲高▼製作所 離着桟業務支援装置
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JP2010503908A (ja) * 2006-09-13 2010-02-04 マリン・アンド・リモート・センシング・ソリューションズ・（エムエーアールエスエス） 乗物または設備のための操舵および安全システム
US20150277442A1 (en) * 2013-02-08 2015-10-01 The Boeing Company Ship course obstruction warning transport

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JPH06286694A (ja) * 1993-04-02 1994-10-11 Japan Hamuwaaji Kk 船舶の自動着岸・離岸方法
US6734808B1 (en) * 1999-10-05 2004-05-11 Honeywell International Inc. Method, apparatus and computer program products for alerting submersible vessels to hazardous conditions
JP2002245599A (ja) * 2001-02-16 2002-08-30 Taiheiyo Cement Corp 航路案内システム及び航路案内プログラム
JP2004318380A (ja) * 2003-04-15 2004-11-11 Kinzo Inoue 航行安全性評価方法、航行安全性評価システム及び航行安全性評価用プログラム
JP2006137309A (ja) * 2004-11-12 2006-06-01 Mitsui Zosen Akishima Kenkyusho:Kk 船舶の入出港離着桟支援方法およびシステム
JP3118329U (ja) * 2005-10-14 2006-01-26 株式会社戸▲高▼製作所 離着桟業務支援装置
JP2010503908A (ja) * 2006-09-13 2010-02-04 マリン・アンド・リモート・センシング・ソリューションズ・（エムエーアールエスエス） 乗物または設備のための操舵および安全システム
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WO2023233741A1 (ja) * 2022-06-03 2023-12-07 川崎重工業株式会社 着岸操船監視装置及び方法、並びに、操船システム及び方法

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JP7127145B2 (ja) 2022-08-29
WO2020070841A8 (ja) 2020-05-28
JPWO2020070841A1 (ja) 2021-10-28
CH716801B1 (de) 2022-02-28
NO20210533A1 (en) 2021-04-30
FI130714B1 (fi) 2024-02-06

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