WO2021199539A1 - Système d'aide à la manœuvre de navire - Google Patents

Système d'aide à la manœuvre de navire Download PDF

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Publication number
WO2021199539A1
WO2021199539A1 PCT/JP2020/048832 JP2020048832W WO2021199539A1 WO 2021199539 A1 WO2021199539 A1 WO 2021199539A1 JP 2020048832 W JP2020048832 W JP 2020048832W WO 2021199539 A1 WO2021199539 A1 WO 2021199539A1
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WO
WIPO (PCT)
Prior art keywords
ship
tugboat
maneuvering
route
evaluation value
Prior art date
Application number
PCT/JP2020/048832
Other languages
English (en)
Japanese (ja)
Inventor
武憲 檜野
芳輝 原田
悠介 絹川
毅 古賀
健太郎 坂田
Original Assignee
川崎重工業株式会社
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 川崎重工業株式会社 filed Critical 川崎重工業株式会社
Priority to KR1020227035387A priority Critical patent/KR20220156858A/ko
Priority to CN202080099053.7A priority patent/CN115335284A/zh
Publication of WO2021199539A1 publication Critical patent/WO2021199539A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B79/00—Monitoring properties or operating parameters of vessels in operation
    • B63B79/40—Monitoring properties or operating parameters of vessels in operation for controlling the operation of vessels, e.g. monitoring their speed, routing or maintenance schedules
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B21/00—Tying-up; Shifting, towing, or pushing equipment; Anchoring
    • B63B21/56—Towing or pushing equipment
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B35/00—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for
    • B63B35/66—Tugs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B49/00—Arrangements of nautical instruments or navigational aids
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
    • B63H25/02—Initiating means for steering, for slowing down, otherwise than by use of propulsive elements, or for dynamic anchoring
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
    • B63H25/02—Initiating means for steering, for slowing down, otherwise than by use of propulsive elements, or for dynamic anchoring
    • B63H25/04—Initiating means for steering, for slowing down, otherwise than by use of propulsive elements, or for dynamic anchoring automatic, e.g. reacting to compass

Definitions

  • the present invention relates to a ship maneuvering support system used when the ship is assisted by at least one tugboat in the harbor.
  • the vessel may be a self-propelled vessel that includes at least one propulsion device, or may be a self-propelled vessel that does not include a propulsion device or has a failed propulsion device.
  • a pilot such as a pilot or the captain of the vessel, directs how the vessel and / or tugboat should be maneuvered.
  • the tugboat assist method includes pushing, towing, and parallel running, and the conductor instructs the tugboat on the assist method in a timely manner.
  • Patent Document 1 discloses an automatic towing command device that automatically sends a ship maneuvering command to a plurality of tugboats that assist the ship in a port.
  • this automatic towing command device a plurality of target positions are set on the route, and the total movement force required to move the ship to the next target position is required. The total movement power is then distributed to the ship's propulsion aircraft and tugboat.
  • an object of the present invention is to provide a ship maneuvering support system capable of automatically determining the optimum route in a port.
  • the ship maneuvering support system from one aspect of the present invention is a ship maneuvering support system used when the ship is assisted by at least one tugboat in the port. Based on the temporary route from the start point to the end point of the ship within the ship, and based on the ship information regarding the specifications of the ship and the tugboat information regarding the specifications of at least one tugboat, at least one of the above at predetermined time intervals. Local routes are calculated for each of the plurality of tugboat maneuvering patterns relating to pushing, towing, and parallel running of the tugboat, and from the propulsion distance of the tugboat, the fuel consumption of at least one tugboat, and the end of the local route.
  • One evaluation value regarding the distance to the provisional route and at least one of the safety of the ship and at least one tugboat is calculated, and the ship maneuvering pattern in which the evaluation value is the smallest among the plurality of maneuvering patterns is calculated. Is provided with a control device for determining the optimum ship maneuvering pattern.
  • the optimum ship maneuvering pattern is determined at predetermined time intervals, and the optimum route is constructed by connecting the local routes calculated for those optimum ship maneuvering patterns. Moreover, the ship maneuvering pattern relates to the tugboat assist method. Therefore, the optimum route in the port can be automatically determined in consideration of the tugboat assist method.
  • the ship maneuvering support system from another aspect of the present invention is a ship maneuvering support system used when the ship including at least one propulsion device is assisted by at least one tugboat in the port. Based on the temporary route from the start point to the end point of the ship in the port, based on the ship information regarding the specifications of the ship and the tugboat information regarding the specifications of at least one tugboat, at least at predetermined time intervals. Local routes are calculated for each of the plurality of maneuvering patterns relating to the use or absence of one propulsion machine and the push, tow, and parallel running of at least one tugboat with respect to the ship, and the propulsion distance of the ship, the ship, and the ship.
  • One evaluation value regarding at least one of the fuel efficiency of the at least one tugboat, the distance from the end of the local route to the provisional route, and the safety of the ship and at least one tugboat is calculated, and the plurality of values are calculated. It is characterized by including a control device for determining the ship maneuvering pattern having the smallest evaluation value among the ship maneuvering patterns as the optimum ship maneuvering pattern.
  • the optimum ship maneuvering pattern is determined at predetermined time intervals, and the optimum route is constructed by connecting the local routes calculated for those optimum ship maneuvering patterns.
  • the ship maneuvering pattern relates to the method of using the propulsion machine of the ship and the method of assisting the tugboat. Therefore, the optimum route in the port can be automatically determined in consideration of the method of using the propulsion machine of the ship and the method of assisting the tugboat.
  • the optimum route in the port can be automatically determined.
  • FIG. 1 It is a schematic block diagram of the ship maneuvering support system which concerns on one Embodiment of this invention. It is a figure which shows the temporary route in a harbor. It is a plan view of the ship. It is a figure which shows a part of a temporary route and a local route. (A) to (c) are diagrams showing the ship maneuvering pattern.
  • FIG. 1 shows a ship maneuvering support system 4 according to an embodiment of the present invention. This ship maneuvering support system 4 is used when the ship 1 is assisted by at least one tugboat 2 in the harbor.
  • the number of tugboats 2 used to assist the ship 1 is predetermined according to the type of the ship 1, port rules, sea conditions, etc.
  • FIG. 1 illustrates a case where there are two tugboats 2 as an example.
  • the ship maneuvering support system 4 includes a terminal device 3 which is carried by a pilot or installed on land equipment and is independent of the ship 1 and at least one tugboat 2. Further, in the present embodiment, it is assumed that the ship 1 and at least one tugboat 2 are manned ships.
  • the ship 1 is equipped with a control device 11, a display device 12 (corresponding to the ship display device of the present invention), and a communication device 13.
  • at least one tugboat 2 is equipped with a control device 21, a display device 22 (corresponding to the tugboat display device of the present invention), and a communication device 23.
  • These devices together with the terminal device 3 constitute the ship maneuvering support system 4.
  • the control device 11 and the display device 12 of the ship 1 are incorporated in the bridge console of the ship 1, and the control device 21 and the display device 22 of the tugboat 2 are incorporated in the bridge console of the tugboat 2.
  • the terminal device 3 includes a control device 31, a display device (corresponding to the terminal display device of the present invention) 32, a communication device 33, and an input device 34.
  • the terminal device 3 may be a portable tablet computer or a notebook computer.
  • the control device 31 has, for example, a memory such as a ROM or RAM, a storage such as an HDD or SSD, and a CPU, and the CPU executes a program stored in the ROM or the storage.
  • the control device 11 mounted on the ship 1 and the control device 21 mounted on at least one tugboat 2 have the same configuration.
  • the display device 32 has a screen. Similarly, the display device 32 mounted on the ship 1 and the display device 22 mounted on at least one tugboat 2 also have a screen.
  • the communication device 33 of the terminal device 3 is capable of wireless communication with the communication device 13 of the ship 1 and the communication device 23 of at least one tugboat 2.
  • This wireless communication may be communication via AIS (Automatic Identification System), direct communication between ships, or land-to-ship communication via a ground base station. It may be.
  • AIS Automatic Identification System
  • control device 31 of the terminal device 3 determines the optimum route of the ship 1. Therefore, the control device 31 includes a database (not shown) for storing various types of information.
  • the optimum route of the ship 1 may be determined by the control device 11 mounted on the ship 1 or the control device 21 mounted on the tugboat 2.
  • the database may be included in the controller (11 or 21) that determines the optimum route.
  • the database is included in the control device 31 of the terminal device 3 and is stored in the database. The stored information may be transmitted to the control device (11 or 21) that determines the optimum route by the above wireless communication.
  • the database stores the ship information regarding the specifications of the ship 1 and the tugboat information regarding the specifications of at least one tugboat 2.
  • the specifications of the ship 1 include, for example, the shape, weight and draft of the ship 1, the number of propulsion machines, the position and the capacity, and the like. Further, in the ship 1, as shown by black circles in FIG. 3, the structural tugboat connectable position 10 is predetermined, and this tugboat connectable position 10 is also included in the specifications of the ship 1.
  • the specifications of the tugboat 2 are, for example, the shape of the tugboat 2, the number and capacity of propulsion machines, and the like.
  • the information stored in the database may be updated with information related to the ship 1 (ship information and tugboat information) each time the ship 1 enters the port.
  • the database may store in advance information about all the vessels 1 that are expected to enter the port.
  • the control device 31 is set every predetermined time (for example, several seconds to several hours, preferably several minutes) with reference to the provisional route 51 from the starting point 1A to the ending point 1B in the port.
  • the local route 5 is calculated for each of the plurality of ship maneuvering patterns.
  • the control device 31 provides not only ship information and tugboat information, but also weather information such as wind information in the harbor and / or environmental information including sea condition information such as wave information and tidal current information in the harbor.
  • the local route 5 is calculated for each of the plurality of ship maneuvering patterns based on the above.
  • the control device 31 acquires environmental information from an external organization such as the Japan Meteorological Agency or NOAA (National Ocean and Atmospheric Administration) via the communication device 33 and the Internet.
  • NOAA National Ocean and Atmospheric Administration
  • the control device 31 may calculate the local route 5 based only on the ship information and the tugboat information.
  • the temporary route 51 may be input to the control device 31 through the input device 34 together with the start point 1A and the end point 1B by a conductor such as a pilot.
  • a conductor such as a pilot.
  • only the starting point 1A and the ending point 1B are input to the control device 31, and the control device 31 sets the temporary route 51 so that the ship 1 approaches the quay 61 while avoiding obstacles such as the breakwater 62 and the fixed net 63. You may decide.
  • the end point 1B is generally the position where the ship 1 is moored at the quay 61.
  • control device 31 determines the temporary route 51
  • the control device 31 acquires the other ship's current information regarding the position, direction, and speed of the other ship 64 via the communication device 33.
  • the starting point 1A may be the current position of the ship 1.
  • the control device 31 acquires the ship's current information regarding the position, direction, and speed of the ship 1 via the communication device 33.
  • control device 11 of the ship 1 stores the current information of the ship regarding the position, direction and speed of the ship 1 in real time.
  • the position of the ship 1 is measured by GNSS (Global Navigation Satellite System), and the direction of the ship 1 is measured by the directional meter provided on the ship 1.
  • the speed of the ship 1 is calculated from the amount of change in the position of the ship 1 and the time.
  • the current information of the ship is transmitted from the communication device 13 of the ship 1 to the communication device 33 of the terminal device 3.
  • control device 21 of at least one tugboat 2 stores the current tugboat information regarding the position, direction and speed of the tugboat 2 in real time.
  • the position of the tugboat 2 is measured by GNSS, and the orientation of the tugboat 2 is measured by an azimuth meter provided on the tugboat 2.
  • the speed of the tugboat 2 is calculated from the amount of change in the position of the tugboat 2 and the time.
  • the tugboat current information is transmitted from the communication device 23 of the tugboat 2 to the communication device 33 of the terminal device 3.
  • the ship maneuvering pattern relates to pushing, pulling, and parallel running (assist method) of at least one tugboat 2 with respect to the ship 1.
  • the ship 1 includes two propulsion machines (main propulsion machine 1a and side propulsion machine 1c). Therefore, the ship maneuvering pattern also relates to the presence / absence (usage method) of the two propulsion machines of the ship 1.
  • the main propulsion machine 1a When the main propulsion machine 1a is used, how to operate the rudder 1b is also determined.
  • the number of propulsion machines of the ship 1 may be one or three or more.
  • the main propulsion machine 1a may be an azimuth thruster that does not require a rudder 1b.
  • the assist method (that is, the ship maneuvering pattern) depends on which position of the tugboat connectable positions 10 the tugboat 2 pushes or pulls the tugboat 1. Is different. Further, when the tugboat 2 pushes or pulls the ship 1 differently, the assist method is also different. When the tugboat 2 pulls the tugboat 1, the tugboat 2 is connected to the tugboat connectable position 10 of the tugboat 1 via the tag line 15 (see FIG. 5B).
  • the direction of thrust by the propulsion machine for example, the direction of the rudder 1b in the main propulsion machine 1a
  • the magnitude of the thrust for example, the direction of the rudder 1b in the main propulsion machine 1a
  • Different methods of use ie, ship maneuvering patterns
  • FIGS. 5A to 5C show three ship maneuvering patterns at one predetermined time.
  • the propulsion machine and the tugboat 2 of the ship 1 are shown by a solid line, and the ones that are not used are shown by a broken line.
  • the number of tugboats 2 used to assist the ship 1 is two in the examples shown in FIGS. 5 (a) and 5 (c), and one in the example shown in FIG. 5 (b).
  • the ship 1 travels using the main propulsion machine 1a while adjusting the traveling direction with the rudder 1b. Therefore, the two tugboats 2 run in parallel with the ship 1.
  • the two tugboats 2 are on the tugboat connectable position 10a (see FIG. 3) and starboard side of the tugboat connectable position 10 of the ship 1 near the center of the port side. Press the tugboat connectable position 10b (see FIG. 3) near the center of.
  • two tugboats 2 push the ship 1 while the ship 1 is running on a mitage without using the propulsion machine of the ship 1.
  • the position of the rudder 1b is always constant during a predetermined time.
  • the ship 1 travels using the main propulsion machine 1a.
  • one tugboat 2 pushes the tugboat connectable position 10c (see FIG. 3) near the tip of the starboard side of the tugboat connectable position 10 of the ship 1 while using the main propulsion machine 1a. ..
  • the tugboat 2 is connected to the tugboat connectable position 10c of the ship 1 via the tugline 15. Then, the tugboat 2 pulls the ship 1 while running the ship 1 on a mitage without using the propulsion machine of the ship 1.
  • the position of the rudder 1b is always constant during the predetermined time.
  • the ship 1 travels using the main propulsion machine 1a.
  • the two tugboats 2 are connected to the tugboat connectable positions 10c and 10d (see FIG. 3) near the tip and center of the starboard side of the tugboat connectable positions 10 via the tag line 15. NS.
  • two tugboats 2 pull the ship 1 while using the main propulsion machine 1a.
  • the tugboats 2 are connected to the tugboat connectable positions 10c and 10d (see FIG. 3), and the tugboat 1 is run on a mitage without using the propulsion machine of the tugboat 1. 2 pulls the ship 1.
  • At least one tugboat 2 may push or pull the vessel 1 at any time during a predetermined time.
  • the position of the tugboat 2 may change from the port side of the ship 1 to the starboard side or vice versa during a predetermined time.
  • the predetermined time during which the ship maneuvering patterns shown in FIGS. 5A to 5C are performed is the first predetermined time (that is, immediately after the ship 1 departs from the departure point 1A), as shown in FIG.
  • the local route 5a is calculated for the ship maneuvering pattern of FIG. 5 (a)
  • the local route 5b is calculated for the ship maneuvering pattern of FIG. 5 (b)
  • the local route 5c is calculated for the ship maneuvering pattern of FIG. 5 (c). Calculated.
  • the control device 31 calculates the local route 5 for the specific ship maneuvering pattern, and then calculates one evaluation value J for the specific ship maneuvering pattern based on the ship information and the tugboat information. As described above, in the present embodiment, since the control device 31 calculates the local route 5 based on not only the ship information and the tugboat information but also the environmental information, the control device 31 calculates not only the ship information and the tugboat information but also the environmental information.
  • the evaluation value J is calculated for a specific ship maneuvering pattern based on the above.
  • the evaluation value J is the propulsion distance of the ship 1, the fuel consumption of the ship 1 and at least one tugboat 2, the distance from the end of the local route 5 to the temporary route 51, and the safety of the ship 1 and at least one tugboat 2. It concerns at least one. However, if the ship 1 does not include a propulsion device, the "fuel consumption of the ship 1 and at least one tugboat 2" is changed to "fuel consumption of at least one tugboat 2.”
  • the evaluation value J1 regarding the propulsion distance of the ship 1 becomes smaller as the propulsion distance of the ship 1 becomes longer.
  • the evaluation value J1 of the local route 5a is the largest and the evaluation value J1 of the local route 5b is the smallest. ..
  • the evaluation value J2 regarding the fuel efficiency of the ship 1 and at least one tugboat 2 becomes smaller as the fuel efficiency becomes better (that is, as the fuel consumption decreases).
  • the evaluation value J3 regarding the distance from the end of the local route 5 (position on the local route 5 after a predetermined time) to the provisional route 51 (that is, the length of the perpendicular line drawn from the end to the provisional route 51) is the evaluation value J3 of the local route 5.
  • the evaluation value J3 of the local route 5a is the smallest, and the evaluation value J3 of the local route 5b is the largest.
  • the evaluation value J3'related to the area between the local route 5 and the temporary route 51 is an evaluation value J1 regarding the propulsion distance of the ship 1, an evaluation value J2 regarding the fuel consumption of the ship 1 and at least one tugboat 2, and an evaluation value J3 regarding the area between the local route 5 and the provisional route 51.
  • the area between the local route 5 and the provisional route 51 can be obtained by integrating the absolute values of the differences between them.
  • the safety evaluation value J4 for the ship 1 and at least one tugboat 2 becomes smaller as the safety increases.
  • This evaluation value J4 can be calculated by various methods.
  • the distance from the local route 5 to the obstacle may be used as the evaluation value J4.
  • the value obtained by dividing the speed at which the ship 1 approaches the quay 61 by the distance from the quay 61 to the ship 1 (the upper limit is set assuming that the distance becomes zero) is set as the evaluation value J4. You may use it.
  • the magnitude of the sway of the ship 1 and the tugboat 2 due to the influence of wind and waves is calculated, and the probability of trouble such as capsizing or collapse of the cargo is calculated, and these are multiplied by the weighting coefficient and added.
  • the combined value may be used as the evaluation value J4.
  • the control device 31 After calculating the local route 5 and the evaluation value J for the specific ship maneuvering pattern, the control device 31 calculates the local route 5 and the evaluation value J for another ship maneuvering pattern in the same manner as described above. By repeating this calculation, the control device 31 calculates the local route 5 and the evaluation value J for each of the plurality of ship maneuvering patterns.
  • control device 31 sets the ship maneuvering pattern that was calculated immediately before as the above-mentioned specific ship maneuvering pattern, and creates a new ship maneuvering pattern as the above-mentioned other ship maneuvering pattern based on the evaluation value J of the specific ship maneuvering pattern.
  • a plurality of ship maneuvering patterns may be obtained.
  • the ship maneuvering pattern can be searched so that the evaluation value is improved.
  • control device 31 determines the ship maneuvering pattern in which the evaluation value J is the smallest among the plurality of ship maneuvering patterns as the optimum ship maneuvering pattern.
  • the control device 31 After determining the optimum ship maneuvering pattern in the first predetermined time, the control device 31 determines the optimum ship maneuvering pattern in the next predetermined time in the same manner as described above, starting from the end of the local path 5 of the optimum ship maneuvering pattern. .. For example, as shown in FIG. 4, when the local route 5a is the local route of the optimum ship maneuvering pattern, the control device 31 calculates a plurality of local routes 5d to 5f starting from the end of the local route 5a. By repeating such processing at predetermined time intervals, the control device 31 determines the optimum ship maneuvering pattern from the starting point 1A to the ending point 1B.
  • the optimum ship maneuvering patterns are determined at predetermined time intervals, and therefore the optimum route is constructed by connecting the local routes 5 calculated for those optimum ship maneuvering patterns.
  • the ship maneuvering pattern relates to a method of using the propulsion machine of the ship 1 and a method of assisting the tugboat 2. Therefore, the optimum route in the port can be automatically determined in consideration of the method of using the propulsion machine of the ship 1 and the method of assisting the tugboat 2.
  • the ship maneuvering pattern is only related to pushing, pulling, and parallel running of the tugboat 2 with respect to the ship 1.
  • the optimum route in the port can be automatically determined in consideration of the assist method of the tugboat 2.
  • control device 31 calculates the local route 5 and the evaluation value J for each of the plurality of ship maneuvering patterns based on not only the ship information and the tugboat information but also the environmental information, so that the environmental information is taken into consideration.
  • the optimum operation pattern can be determined.
  • the control device 31 may display the determined optimum ship maneuvering pattern and / or the local route 5 for the optimum ship maneuvering pattern on the screen of the display device 32. In this way, a conductor such as a pilot can command the ship maneuvering while visually recognizing the optimum ship maneuvering pattern and the local route 5 (optimum route) according to the optimum ship maneuvering pattern.
  • control device 31 transmits information about the determined optimum ship maneuvering pattern and / or the local route 5 for the optimum ship maneuvering pattern to the control device 11 via the communication device 33 and the communication device 13 of the ship 1, and the ship.
  • the local route 5 for the determined optimum ship maneuvering pattern and / or the optimum ship maneuvering pattern may be displayed on the screen of the display device 12 via the control device 11 of 1. In this way, when the captain of the ship 1 is the commander, the captain can command the ship while visually recognizing the optimum ship maneuvering pattern and the local route 5 (optimum route).
  • control device 31 displays the determined optimum ship maneuvering pattern and / or the local route 5 for the optimum ship maneuvering pattern not only on the screen of the display device 12 of the ship 1 but also by the display device of at least one tugboat 2. It may also be displayed on the screen of 22. According to this, the operator of the ship 1 and the operator of the tugboat 2 can share information on the optimum ship maneuvering pattern and / or the local route 5 (optimum route) for the optimum ship maneuvering pattern.
  • the ship maneuvering support system 4 does not include the terminal device 3. good.
  • the ship maneuvering support system 4 includes the terminal device 3, and the optimum ship maneuvering pattern and / or the local route 5 about the optimum ship maneuvering pattern is displayed on the screen of the display device 32 of the terminal device 3.
  • the conductor can command the ship maneuvering while looking at the screen of the display device 32 of the terminal device 3 without boarding the ship 1 or the tag boat 2.
  • the vessel 1 may be an unmanned vessel.
  • the display device 12 mounted on the ship 1 is unnecessary.
  • the tugboat 2 may also be an unmanned ship. In this case, the display device 22 mounted on the tugboat 2 is unnecessary.
  • the ship maneuvering support system 4 does not have to include a display device.
  • the ship maneuvering support system from one aspect of the present invention is a ship maneuvering support system used when the ship is assisted by at least one tugboat in the port, and is a starting point of the ship in the port. Pushing the at least one tugboat against the ship at predetermined time intervals based on the ship information regarding the specifications of the ship and the tagboat information regarding the specifications of at least one tugboat based on the provisional route from to the end point.
  • the local route is calculated, the propulsion distance of the ship, the fuel consumption of at least one tugboat, the distance from the end of the local route to the provisional route, and
  • One evaluation value regarding at least one of the safety of the ship and at least one tugboat is calculated, and the ship maneuvering pattern having the smallest evaluation value among the plurality of ship maneuvering patterns is determined as the optimum ship maneuvering pattern. It is characterized by being provided with a control device.
  • the optimum ship maneuvering pattern is determined at predetermined time intervals, and the optimum route is constructed by connecting the local routes calculated for those optimum ship maneuvering patterns. Moreover, the ship maneuvering pattern relates to the tugboat assist method. Therefore, the optimum route in the port can be automatically determined in consideration of the tugboat assist method.
  • the ship maneuvering support system from another aspect of the present invention is a ship maneuvering support system used when the ship including at least one propulsion device is assisted by at least one tugboat in the port. Based on the temporary route from the start point to the end point of the ship in the port, based on the ship information regarding the specifications of the ship and the tugboat information regarding the specifications of at least one tugboat, at least at predetermined time intervals. Local routes are calculated for each of the plurality of maneuvering patterns relating to the use or absence of one propulsion machine and the push, towing, and parallel running of the at least one tugboat with respect to the ship, and for each of the plurality of tugboats.
  • the optimum ship maneuvering pattern is determined at predetermined time intervals, and the optimum route is constructed by connecting the local routes calculated for those optimum ship maneuvering patterns.
  • the ship maneuvering pattern relates to the method of using the propulsion machine of the ship and the method of assisting the tugboat. Therefore, the optimum route in the port can be automatically determined in consideration of the method of using the propulsion machine of the ship and the method of assisting the tugboat.
  • the control device may obtain the plurality of ship maneuvering patterns by calculating the evaluation value for a specific ship maneuvering pattern and then creating a new ship maneuvering pattern based on the calculated evaluation value. According to this configuration, the ship maneuvering pattern can be searched so that the evaluation value is improved.
  • the control device calculates the local route and the evaluation value for each of the plurality of ship maneuvering patterns based on not only the ship information and the tugboat information but also environmental information including meteorological information and / or sea condition information. You may. According to this configuration, the optimum operation pattern can be determined in consideration of the environmental information.
  • the ship maneuvering support system further includes at least one display device having a screen, and the control device displays the optimum ship maneuvering pattern and / or a local route calculated for the optimum ship maneuvering pattern on the screen. You may. A pilot such as a pilot or the captain of the ship can command the ship while visually recognizing the optimum ship maneuvering pattern and the local route (optimum route).
  • the at least one display device may include a ship display device mounted on the ship and at least one tugboat display device mounted on the at least one tugboat. According to this configuration, the operator of the ship and the operator of the tugboat can share information on the optimum ship maneuvering pattern and / or the local route (optimal route) for the optimum ship maneuvering pattern.
  • the at least one display device may include a terminal display device included in a terminal device independent of the ship and the at least one tugboat. According to this configuration, the conductor can command the ship while looking at the screen of the terminal display device without boarding the ship or the tugboat.
  • Control device 12 Display device (Vessel display device) 2 Tugboat 21 Control device 22 Display device (Tugboat display device) 3 Terminal device 31 Control device 32 Display device (terminal display device) 4 Ship maneuvering support system 5 Local route 51 Temporary route

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Traffic Control Systems (AREA)
  • Selective Calling Equipment (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)

Abstract

Selon un mode de réalisation, la présente invention concerne un système d'aide à la manœuvre de navire (4) qui est utilisé lorsqu'un navire (1) est assisté par au moins un remorqueur (2) à l'intérieur d'un port, et qui comprend un dispositif de commande (31). Le dispositif de commande (31) : traite une trajectoire provisoire d'un point de départ jusqu'à un point d'arrivée du navire (1) à l'intérieur du port en tant que référence et sur la base d'informations de navire relatives aux spécifications du navire (1) et d'informations de remorqueur relatives aux spécifications du remorqueur (2) ; pour chaque temps prédéterminé, calcule un itinéraire local pour chacun d'une pluralité de configurations de manœuvre relatives au remorqueur (2) poussant, tirant ou circulant le long du navire (1), et calcule également une valeur d'évaluation relative à au moins l'une de la distance de propulsion du navire (1), de la consommation de carburant du remorqueur (2), de la distance entre l'arrivée de l'itinéraire local et la trajectoire provisoire, et de la sécurité du navire (1) et du remorqueur (2) ; et détermine la configuration de manœuvre pour laquelle la valeur d'évaluation est réduite au minimum parmi la pluralité de configurations de manœuvre comme une configuration de manœuvre optimale.
PCT/JP2020/048832 2020-03-31 2020-12-25 Système d'aide à la manœuvre de navire WO2021199539A1 (fr)

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