WO2022234712A1 - Système et procédé de surveillance de navires, dispositif de traitement d'information et programme - Google Patents

Système et procédé de surveillance de navires, dispositif de traitement d'information et programme Download PDF

Info

Publication number
WO2022234712A1
WO2022234712A1 PCT/JP2022/008559 JP2022008559W WO2022234712A1 WO 2022234712 A1 WO2022234712 A1 WO 2022234712A1 JP 2022008559 W JP2022008559 W JP 2022008559W WO 2022234712 A1 WO2022234712 A1 WO 2022234712A1
Authority
WO
WIPO (PCT)
Prior art keywords
ship
vessel
leg
risk value
waypoint
Prior art date
Application number
PCT/JP2022/008559
Other languages
English (en)
Japanese (ja)
Inventor
優一 竹林
和也 中川
悠太 高橋
Original Assignee
古野電気株式会社
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 古野電気株式会社 filed Critical 古野電気株式会社
Priority to JP2023518624A priority Critical patent/JPWO2022234712A1/ja
Publication of WO2022234712A1 publication Critical patent/WO2022234712A1/fr

Links

Images

Classifications

    • 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
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G3/00—Traffic control systems for marine craft
    • G08G3/02—Anti-collision systems

Definitions

  • the present invention relates to a ship monitoring system, a ship monitoring method, an information processing device, and a program.
  • Non-Patent Document 1 discloses a method of displaying an OZT (Obstacle Zone by Target).
  • a ship may navigate along a planned route that is set to follow multiple waypoints in order.
  • the present invention has been made in view of the above problems, and its main purpose is to provide a ship monitoring system, a ship monitoring method, and a ship monitoring system capable of evaluating the risk of collision for a ship navigating a planned route including a turning point.
  • An object of the present invention is to provide an information processing device and a program.
  • a ship monitoring system includes: a first data generation unit that generates first ship data representing the position and speed of a first ship; a second data generator for generating second vessel data representing the first leg from the position of the first vessel to the first waypoint and the second leg from the first waypoint to the second waypoint, the a scheduled route generation unit that generates scheduled route data representing a scheduled route of a first vessel; a risk value calculation unit for arranging a virtual first vessel on a virtual first leg extending in a direction opposite to the leg and calculating a risk value representing a risk of collision between the virtual first vessel and the second vessel; and an alarm unit that issues an alarm according to the value.
  • the first data generation unit generates first ship data representing the position and speed of the first ship
  • the second data generation unit generates position data of the second ship.
  • the second vessel data representing the speed
  • the planned route generation unit generates the first leg from the position of the first vessel to the first waypoint and the second leg from the first waypoint to the second waypoint and generating scheduled route data representing the scheduled route of the first ship, based on the first ship data, the second ship data, and the scheduled route data, from the first waypoint to the second leg and arranges the virtual first vessel on the virtual first leg extending in the opposite direction, calculates a risk value representing the risk of collision between the virtual first vessel and the second vessel, and issues an alarm according to the risk value report.
  • an information processing apparatus provides first ship data representing the position and speed of a first ship, second ship data representing the position and speed of a second ship, and from the position of the first ship Based on the scheduled route data representing the scheduled route of the first vessel, including the first leg to the first waypoint and the second leg from the first waypoint to the second waypoint, from the first waypoint to the a risk value calculation unit for arranging a first virtual vessel on a virtual first leg extending in a direction opposite to a second leg and calculating a risk value representing a risk of collision between the first virtual vessel and the second vessel; and an alarm determination unit that outputs an alarm command to the alarm unit according to the risk value.
  • a program includes first ship data representing the position and speed of a first ship, second ship data representing the position and speed of a second ship, and from the position of the first ship to the first ship data. Based on the scheduled route data representing the scheduled route of the first vessel including the first leg to the waypoint and the second leg from the first waypoint to the second waypoint, the route from the first waypoint to the second waypoint is determined. arranging a virtual first vessel on a virtual first leg extending in a direction opposite to the leg, calculating a risk value representing a risk of collision between the virtual first vessel and the second vessel; The computer is caused to output an alarm command to the alarm unit in response.
  • FIG. 1 It is a figure which shows the structural example of the ship monitoring system which concerns on embodiment. It is a figure which shows the example of another ship management database. It is a figure for demonstrating a prior art example. It is a figure for demonstrating a prior art example. It is a figure which shows the structural example of the information processing apparatus which concerns on embodiment. It is a figure which shows the structural example of a risk value calculation part. It is a figure for demonstrating the risk value calculation which concerns on embodiment. It is a figure for demonstrating the risk value calculation which concerns on embodiment. It is a figure which shows the procedure example of the ship monitoring method which concerns on embodiment. It is a figure which shows the example of a virtual leg and a virtual own ship. FIG.
  • FIG. 4 is a diagram for explaining a method of determining a reference own ship position;
  • FIG. 4 is a diagram for explaining a method of determining a reference own ship position;
  • FIG. 10 is a diagram showing a display example of OZT;
  • FIG. 4 is a diagram for explaining the synthesis of risk values;
  • FIG. It is a figure for explaining other embodiments. It is a figure which shows the example of a procedure of setting a waypoint. It is a figure for demonstrating the setting of a new waypoint.
  • FIG. 5 is a diagram for explaining change of a waypoint;
  • FIG. 5 is a diagram for explaining change of a waypoint;
  • It is a figure which shows the example of a procedure of setting a waypoint.
  • FIG. 10 is a diagram showing a display example of OZT;
  • FIG. 4 is a diagram for explaining the synthesis of risk values;
  • FIG. It is a figure for explaining other embodiments. It is a figure which shows the example
  • FIG. 4 is a diagram for explaining generation of an intermediate waypoint;
  • FIG. 4 is a diagram for explaining generation of an intermediate waypoint;
  • FIG. 10 is a diagram showing an example procedure of trial ship maneuvering;
  • FIG. 10 is a diagram for explaining a display before boat speed change;
  • FIG. 10 is a diagram for explaining a display after boat speed change; It is a figure for demonstrating the display before time change. It is a figure for demonstrating the display after time change.
  • FIG. 1 is a block diagram showing a configuration example of a ship monitoring system 100 according to an embodiment.
  • a ship monitoring method according to the embodiment is implemented in a ship monitoring system 100 .
  • the ship monitoring system 100 is a system that is mounted on a ship and monitors surrounding ships.
  • the ship on which the ship monitoring system 100 is installed is an example of the first ship, and will be referred to as "own ship” in the following description.
  • ships existing around the own ship are examples of the second ship, and are referred to as “other ships” in the following description.
  • speed is a vector quantity representing speed and direction (so-called ship speed vector), and "speed” is a scalar quantity.
  • the ship monitoring system 100 includes an information processing device 1, a display unit 2, a radar 3, an AIS 4, a GNSS receiver 5, a gyrocompass 6, an ECDIS 7, and an alarm unit 8. These devices are connected to a network N such as a LAN, and are capable of network communication with each other.
  • a network N such as a LAN
  • the information processing device 1 is a computer including a CPU, RAM, ROM, non-volatile memory, an input/output interface, and the like.
  • the CPU of the information processing device 1 executes information processing according to a program loaded from the ROM or nonvolatile memory to the RAM.
  • the program may be supplied via an information storage medium such as an optical disk or memory card, or may be supplied via a communication network such as the Internet or LAN.
  • the display unit 2 is, for example, a display device with a touch sensor.
  • the touch sensor detects a position within the screen indicated by a finger or the like.
  • the indicated position may be input by a trackball or the like instead of the touch sensor.
  • the radar 3 emits radio waves around its own ship, receives the reflected waves, and generates echo data based on the received signals.
  • the radar 3 also identifies the target from the echo data and generates target tracking data (TT data) representing the position and speed of the target.
  • TT data target tracking data
  • the AIS (Automatic Identification System) 4 receives AIS data from other ships around the ship or from land control. Not limited to AIS, VDES (VHF Data Exchange System) may be used. AIS data includes the positions and velocities of other ships.
  • VDES VHF Data Exchange System
  • the GNSS receiver 5 detects the position of the own ship based on radio waves received from the GNSS (Global Navigation Satellite System).
  • the gyrocompass 6 detects the bearing of the own ship.
  • a GPS compass or a magnetic compass may be used instead of the gyrocompass.
  • the ECDIS (Electronic Chart Display and Information System) 7 acquires the ship's position from the GNSS receiver 5 and displays the ship's position on the electronic chart.
  • the ECDIS 7 also displays the scheduled route of the own ship on the electronic chart.
  • a GNSS plotter may be used.
  • the alarm unit 8 issues an alarm when there is a risk of the own ship colliding with another ship.
  • the alarm unit 8 may be, for example, an alarm by display, or may be an alarm by sound or light.
  • the display warning may be given on the display unit 2 . That is, the display unit 2 may also serve as the alarm unit 8 .
  • the information processing device 1 is an independent device, but it is not limited to this, and may be integrated with other devices such as ECDIS 7 . That is, the functional units of the information processing device 1 may be implemented by other devices such as the ECDIS 7 .
  • the display unit 2 is also an independent device, but the display unit is not limited to this, and a display unit of another device such as the ECDIS 7 may be used as the display unit 2 for displaying the image generated by the information processing device 1. .
  • the set of the GNSS receiver 5 and the ECDIS 7 is an example of the first data generation unit, and generates own ship data representing the position and speed of the own ship. Specifically, the GNSS receiver 5 detects the position of the own ship, and the ECDIS 7 detects the speed of the own ship from the time change of the position of the own ship.
  • the speed of the own ship may be detected based on the bearing of the own ship detected by the gyrocompass 6 and the speed of the own ship detected by a speedometer (not shown).
  • the radar 3 or AIS 4 is an example of a second data generation unit, and generates other ship data representing the position and speed of another ship.
  • the TT data generated by the radar 3 corresponds to other ship data.
  • AIS data generated by the AIS 4 also corresponds to other ship data.
  • FIG. 2 is a diagram showing an example of the other ship management database constructed in the memory of the information processing device 1.
  • FIG. Other ship data generated by the radar 3 or AIS 4 is registered in the other ship management database.
  • the other ship management database includes fields such as "other ship identifier”, "position”, “speed”, and “azimuth”.
  • the position and direction of the other ship detected by the radar 3 are converted into the same coordinate system as GNSS.
  • FIG. 3A shows the scheduled route of the own ship and other ships 1 to 3 existing around it.
  • the scheduled course of the own ship is set so as to follow a plurality of waypoints WP (waypoints) in order.
  • FIG. 3B shows changes over time in risk values for the own ship to collide with other ships 1-3.
  • the risk value is calculated based on the assumption that the own ship and other ships are going straight from the current position, and it does not consider that the own ship will change course. Therefore, as shown in FIG. 3B, the risk value may fluctuate abruptly when changing course.
  • the calculated risk value remains 0 until it reaches the first waypoint WP1, even though there should actually be a risk of collision. Therefore, when the course is changed at the second course point WP2, the vehicle speed rises sharply.
  • the risk value is calculated in consideration of the course change of the own ship at the change point of the planned route.
  • FIG. 4 is a diagram showing a configuration example of the information processing device 1 according to the embodiment.
  • the information processing device 1 includes a scheduled route generation unit 11 , a risk value calculation unit 12 , an alarm determination unit 13 and a display control unit 14 .
  • FIG. 5 is a diagram showing a specific configuration example of the risk value calculation unit 12.
  • the risk value calculation unit 12 includes a virtual own ship placement unit 121 , a reference own ship position determination unit 122 , a risk value determination unit 123 and an OZT calculation unit 124 .
  • FIGS. 4 and 5 are implemented by the CPU of the information processing device 1 executing information processing according to programs.
  • the scheduled route generation unit 11 generates scheduled route data for the own ship based on the user's instructions.
  • the information processing device 1 may acquire the scheduled route data of its own ship from the ECDIS 7 (see FIG. 1 above).
  • the ECDIS 7 is an example of the scheduled route generator.
  • the scheduled route of own ship includes multiple legs LG.
  • the leg LG is a general term for the first leg LG1 to the third leg LG3.
  • the scheduled course of the own ship includes the first leg LG1 from the current position of the own ship to the first waypoint WP1, the second leg LG2 from the first waypoint WP1 to the second waypoint WP2, and the second leg LG2 from the first waypoint WP1 to the second waypoint WP2.
  • the risk value calculation unit 12 calculates a risk value representing the risk of collision between the own ship and other ships based on the own ship data, the other ship data, and the scheduled route data. A specific method for calculating the risk value will be described later.
  • the alarm determination unit 13 outputs an alarm command to the alarm unit 8 according to the risk value calculated by the risk value calculation unit 12 .
  • the alarm unit 8 issues an alarm when receiving an alarm command.
  • the display control unit 14 generates an image showing the positions of the own ship, other ships, and the planned route based on the own ship data, the other ship data, and the planned route data, and outputs the images to the display unit 2 .
  • FIGS. 6A and 6B are diagrams for explaining a specific example of risk value calculation in the embodiment. Similar to Figures 3A and 3B above, Figure 6A shows the scheduled route of the own ship and other ships 1 to 3 existing around it, and Figure 6B shows the risk of the own ship colliding with the other ships 1 to 3. It shows the time change of the value.
  • the risk value calculation unit 12 sets a virtual first leg VLG1 extending from the first waypoint WP1 in the direction opposite to the second leg LG2, and sets the virtual first leg VLG1.
  • a virtual own ship is arranged and a risk value of collision between the virtual own ship and other ships 2 and 3 is calculated.
  • the risk value is calculated based on the virtual own ship on the virtual first leg VLG1, so that the risk value increases even before the own ship reaches the first waypoint WP1. It is possible to continuously set the risk value around the first turning point WP1 without doing so.
  • the risk value is calculated based on the virtual own ship on the virtual first leg VLG1, and the risk value increases before the own ship reaches the first waypoint WP1. It is possible to make the risk value continuous around the first turning point WP1.
  • FIG. 7 is a diagram showing a procedure example of a ship monitoring method according to an embodiment implemented in the ship monitoring system 100.
  • the information processing apparatus 1 executes the information processing shown in the figure according to a program.
  • the information processing device 1 plots the own ship, the other ship, and the planned route in a two-dimensional virtual space based on the position of the own ship. (S11).
  • the information processing device 1 sets a virtual leg in the two-dimensional virtual space and arranges the virtual own ship (S12: processing by the virtual own ship arrangement unit 121).
  • the virtual first leg VLG1 is connected to the first turning point WP1 between the first leg LG1 and the second leg LG2.
  • the virtual first leg VLG1 extends from the first waypoint WP1 in the opposite direction to the second leg LG2.
  • the virtual first leg VLG1 and the second leg LG2 are aligned in a straight line.
  • the length d1 of the virtual first leg VLG1 is the same as the length of the first leg LG1.
  • a virtual own ship 1 is arranged on the virtual first leg VLG1. Specifically, the virtual own ship 1 is arranged at the end opposite to the first turning point WP1 of the virtual first leg VLG1, and moves on the virtual first leg VLG1 at the same speed as the own ship.
  • a virtual second leg VLG2 is connected to the second turning point WP2 between the second leg LG2 and the third leg LG3.
  • the virtual second leg VLG2 extends from the second turning point WP2 in the opposite direction to the third leg LG3.
  • the imaginary second leg VLG2 and the imaginary third leg LG3 are aligned in a straight line.
  • the length d2 of the virtual second leg VLG2 is the same as the total length of the first leg LG1 and the second leg LG2.
  • the virtual own ship 2 is arranged on the virtual second leg VLG2. Specifically, the virtual own ship 2 is arranged at the end of the virtual second leg VLG2 opposite to the second turning point WP2, and moves on the virtual second leg VLG2 at the same speed as the own ship.
  • the information processing device 1 determines the position of the own ship or the virtual own ship (hereinafter referred to as the reference own ship position) to be used for calculating the risk value, out of the own ship and the virtual own ship (S13: processing as the position determining unit 122).
  • Figures 9A and 9B are diagrams for explaining an example of a method for determining the reference own ship position.
  • a known calculation method for displaying OZT (Obstacle Zone by Target), for example, is applied to determine the reference own ship position.
  • the OZT calculation is performed by the OZT calculation unit 124 (see FIG. 5). For each decision point on the predicted course of the other ship, the OZT calculation unit 124 determines that the own ship (or the virtual own ship) changes course from the current position while maintaining speed and reaches the decision point, and the other ship Calculate the probability that own ship (or imaginary own ship) and another ship are at the decision point at the same time as the risk value of collision when it is assumed that the speed is maintained from the current position and the decision point is reached. A point equal to or greater than the threshold is set as an OZT display point.
  • Fig. 9A shows the distance dcurrent between the OZT display point and the first leg LG1 calculated based on the own ship on the predicted course of the other ship.
  • the distance between the first waypoint WP1 at the tip of the first leg LG1 and the OZT display point closest to the first waypoint WP1 among the plurality of OZT display points is the distance dcurrent.
  • FIG. 9B shows the distance dvirtual between the OZT display point and the second leg LG2 calculated based on the virtual own ship on the predicted course of the other ship.
  • the distance between the second leg LG2 and the OZT display point closest to the second leg LG2 among the plurality of OZT display points is the distance dvirtual.
  • the reference own ship position is determined by comparing the distance dcurrent and the distance dvirtual. Specifically, when the distance dcurrent is smaller than the distance dvirtual, the own ship is used to calculate the risk value. On the other hand, as in the examples of FIGS. 9A and 9B, when the distance dvirtual is smaller than the distance dcurrent, the virtual own ship is used to calculate the risk value.
  • the information processing device 1 calculates a risk value based on the reference own ship position determined in S13 (S14: processing by the risk value determining unit 123).
  • the information processing device 1 calculates a risk value representing the risk of collision between the own ship and another ship.
  • the information processing device 1 calculates a risk value representing the risk of collision between the virtual own ship and another ship.
  • TCPA Time to Closest Point of Approach
  • DCPA Distance to Closest Point of Approach
  • SJ Subject Judgment
  • the information processing device 1 determines whether or not the risk value calculated in S14 is equal to or greater than the threshold, and outputs an alarm command to the alarm unit 8 when the risk value is equal to or greater than the threshold ( S15, S16: processing as the alarm determination unit 13).
  • the alarm unit 8 issues an alarm when receiving an alarm command.
  • the warning is issued by, for example, changing the color of the symbol of the other ship, blinking it, or adding a frame indicating that it is the target of the warning in the display unit 2 that also serves as the warning unit 8. It is realized by doing In this case, the warning command is a display command for highlighting.
  • a collision warning by OZT may be used for issuing the warning.
  • An alarm is issued when an OZT exists on the course of the own ship and the arrival time to the OZT is less than or equal to a threshold. Whether the OZT based on the own ship or the virtual own ship is displayed is determined by comparing the distance dcurrent and the distance dvirtual shown in FIGS. 9A and 9B.
  • FIG. 10 shows an example in which the OZT based on the virtual own ship is displayed.
  • the risk value used for the collision warning is a composite risk value obtained by combining the risk value calculated based on the own ship and the risk value calculated based on the virtual own ship. good. According to this, it is possible to set a risk value that takes into consideration the fact that the own ship goes straight ahead out of the route.
  • the space containing the own ship, other ships, and the scheduled route is converted so that the scheduled routes are aligned in a straight line ( processing as a space transformer), and may calculate a risk value in the transformed space. This also makes it possible to suppress sudden fluctuations in the risk value when changing course.
  • each of the area AR1 belonging to the first leg LG1, the area AR2 belonging to the second leg LG2, and the area AR3 belonging to the third leg LG3 is , Rotate and move so that the planned route is aligned on a straight line.
  • the area AR belonging to the leg LG is, for example, a rectangular area extending in the width direction with the leg LG as the center.
  • FIG. 13 is a diagram showing a procedure example of setting a waypoint.
  • the information processing device 1 functions as a scheduled route generation unit 11 by executing the information processing shown in the figure according to a program.
  • FIG. 14 is a diagram for explaining setting of a new waypoint.
  • 15A and 15B are diagrams for explaining the change of the waypoint.
  • the information processing apparatus 1 receives an instruction of the position of the new waypoint WPn from the user (S21: YES), it generates a scheduled route toward the new waypoint WPn (S22: processing as the scheduled route generation unit 11).
  • the position of the new waypoint WPn is input, for example, by pointing the position on the image displayed on the display unit 2 with the user's finger or the like.
  • the scheduled route toward the new waypoint WPn may be a scheduled route from the own ship to the new waypoint WPn, or may be a scheduled route from the previous waypoint to the new waypoint WPn.
  • the information processing device 1 calculates the risk value of collision between the own ship and another ship on the planned route toward the new waypoint WPn generated in S22 (S23: processing by the risk value calculation unit 12 ).
  • TCPA/DCPA collision warning or SJ value collision warning is used to calculate the risk value.
  • collision warning by OZT may be used for calculating the risk value.
  • the information processing device 1 determines the display mode of the other ship according to the risk value calculated in S23 above, and updates the display (S24, S25: processing as the display control unit 14). Specifically, the display mode of the symbol of the other ship, such as the shade, color, or texture, is changed. For example, the higher the risk value, the darker the symbol of the other ship is displayed.
  • a planned route from the previous waypoint WPp to the new waypoint WPn is generated, and the risk value for the planned route is calculated.
  • other ships are displayed in a display mode according to the risk value.
  • the OZT are displayed in a display mode according to the risk value.
  • the user can recognize that there is a risk of collision on the scheduled route toward the new waypoint WPn from the display mode of the other ship and the OZT. Furthermore, the user can change the position of waypoints WPn to avoid the risk of collision.
  • FIG. 15B when the position of the waypoint WPn is changed by the user, a planned route from the previous waypoint WPp to the changed waypoint WPn is generated, and the risk value for the planned route is calculated, Other ships are displayed in a display mode according to the risk value.
  • the figure shows a state in which the risk value approaches zero as a result of changing the position of the waypoint WPn.
  • the user can set the planned route while avoiding areas where there is a risk of collision between the own ship and other ships.
  • FIG. 16 is a diagram showing another procedure example of setting a waypoint. Processing that overlaps with the above example is given the same number, and detailed description thereof will be omitted. 17A and 17B are diagrams for explaining the generation of an intermediate waypoint.
  • the information processing apparatus 1 receives an instruction of the position of the new waypoint WPn from the user (S21: YES), it generates a scheduled route toward the new waypoint WPn (S22). , the risk value for the scheduled route is calculated (S23). Next, the information processing device 1 determines the display mode of the other ship according to the risk value, and updates the display (S24, S25).
  • the information processing device 1 when the risk value is equal to or greater than the threshold (S36: YES), the information processing device 1 generates an intermediate waypoint WPm on the planned route (S37). Specifically, an intermediate waypoint WPm is generated between the immediately preceding waypoint WPp on the planned route and the new waypoint WPn.
  • the planned route via the intermediate waypoint WPm is the planned route including the planned route from the immediately preceding waypoint WPp to the intermediate waypoint WPm and the planned route from the intermediate waypoint WPm to the new waypoint WPn.
  • FIG. 17A shows an example where the planned route from the previous waypoint WPp to the new waypoint WPn intersects the OZT of the other ship 1 .
  • the risk value becomes equal to or greater than the threshold, and an intermediate waypoint WPm is generated between the previous waypoint WPp and the new waypoint WPn on the planned route.
  • the user can recognize that there is a risk of collision on the scheduled route toward the new waypoint WPn from the display mode of the other ship and the OZT. Furthermore, the user can change the position of the intermediate waypoint WPm to avoid the risk of collision.
  • FIG. 17B when the position of the intermediate waypoint WPm is changed, a planned route passing through the intermediate waypoint WPm is generated, the risk value on the planned route is calculated, and other ships respond to the risk value. It is displayed in the display mode.
  • the figure shows a state in which the risk value approaches zero as a result of changing the position of the intermediate waypoint WPm.
  • Trial maneuvering is a function of simulating how the relationship with other ships changes when the own ship's speed or time is changed.
  • FIG. 18 is a diagram showing an example of the trial ship maneuvering procedure.
  • the information processing device 1 functions as a scheduled route generation unit 11 by executing the information processing shown in the figure according to a program. Processing that overlaps with the above example is given the same number, and detailed description thereof will be omitted.
  • Figs. 19A and 19B are diagrams for explaining the display before and after the boat speed change.
  • the display unit 2 displays a speed change panel SC for changing the target speed of the own ship in trial maneuvers on the image showing the positions of the own ship and other ships.
  • the target ship speed is expressed, for example, as an increase or decrease based on the current ship speed.
  • Figs. 20A and 20B are diagrams for explaining the display before and after the time change.
  • a time change panel TC for changing the elapsed time in the trial maneuver is displayed on the image showing the positions of the own ship and other ships.
  • Elapsed time represents the elapsed time from the current time.
  • the information processing apparatus 1 receives an instruction of the position of the new waypoint WPn from the user (S21: YES), it generates a scheduled route toward the new waypoint WPn (S22). , the risk value for the scheduled route is calculated (S23). Next, the information processing device 1 determines the display mode of the other ship according to the risk value, and updates the display (S24, S25).
  • the information processing device 1 accepts a change in the target ship speed (S46: YES)
  • the processing of S23 to S25 described above is executed again. That is, the information processing device 1 calculates the risk value using the changed target ship speed of the own ship, and changes the display mode of the other ship according to the calculated risk value.
  • the risk value is calculated using the current ship speed of the own ship, and the other ships are displayed in a display mode according to the calculated risk value.
  • the risk value using the changed target ship speed of the own ship is calculated.
  • the other ships are displayed in a display mode according to the risk value that has been set.
  • the risk value of the other ship 2 is calculated to be higher than those of the other ships 1 and 3, and accordingly, the other ship 2 is displayed darker than the other ships 1 and 3. showing.
  • the user can recognize the risk of collision between the own ship and other ships when the target ship speed of the own ship changes.
  • the risk value is not limited to this, and may be calculated when the ship speed of another ship is changed.
  • the information processing device 1 displays the positions of the own ship and the other ship after the specified time has passed (S48). Specifically, the information processing device 1 calculates and displays the positions of each of the own ship and the other ship when moving from the current position for a specified time while maintaining the ship speed.
  • the current positions of own ship and other ships are displayed before the elapsed time is changed.
  • FIG. 20B when the elapsed time is changed by operating the time change panel TC with the user's finger or the like, the positions of the own ship and the other ship after the specified time has passed are displayed.
  • the user can recognize the positions of his own ship and other ships when the specified time has passed.
  • the change in the elapsed time may be combined with the change in the target ship speed described above.
  • the position may be displayed when the boat has moved for a specified time at the changed target boat speed.
  • 1 Information processing device 2 Display unit, 3 Radar, 4 AIS, 5 GNSS receiver, 6 Gyro compass, 7 ECDIS, 8 Alarm unit, 11 Planned route generation unit, 12 Risk value calculation unit, 13 Alarm determination unit, 14 Display control unit, 121 virtual own ship placement unit, 122 reference own ship position determination unit, 123 risk value determination unit, 124 OZT calculation unit, 100 ship monitoring system

Landscapes

  • Engineering & Computer Science (AREA)
  • Ocean & Marine Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Traffic Control Systems (AREA)

Abstract

La présente invention vise à fournir un système de surveillance de navires capable d'évaluer le risque de collision pour des navires naviguant selon des routes programmées comprenant des points de cheminement. À cet effet, selon l'invention concerne un système de surveillance de navires qui comprend: une première unité de génération de données qui génère des premières données de navires indiquant la position et la vitesse d'un premier navire; une seconde unité de génération de données qui génère des secondes données de navires indiquant la position et la vitesse d'un second navire; une unité de génération de programme de planification qui génère des données de route programmée qui indiquent une route programmée pour le premier navire comprenant une première portion de route à partir de la position du premier navire jusqu'à un premier point de cheminement et une seconde portion de route depuis le premier point de cheminement jusqu'à un second point de cheminement; une unité de calcul de valeur de risque qui, sur la base des premières données de navire, des secondes données de navire, et des données de route programmée, dispose un premier navire virtuel dans une première portion de route virtuelle se prolongeant depuis le premier point de cheminement vers une direction opposée à la seconde portion de route, et calcule une valeur de risque indiquant le risque de collision entre le premier navire virtuel et le second navire; et une unité d'avertissement qui émet un avertissement en fonction de la valeur de risque.
PCT/JP2022/008559 2021-05-06 2022-03-01 Système et procédé de surveillance de navires, dispositif de traitement d'information et programme WO2022234712A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2023518624A JPWO2022234712A1 (fr) 2021-05-06 2022-03-01

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2021-078343 2021-05-06
JP2021078343 2021-05-06

Publications (1)

Publication Number Publication Date
WO2022234712A1 true WO2022234712A1 (fr) 2022-11-10

Family

ID=83932145

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2022/008559 WO2022234712A1 (fr) 2021-05-06 2022-03-01 Système et procédé de surveillance de navires, dispositif de traitement d'information et programme

Country Status (2)

Country Link
JP (1) JPWO2022234712A1 (fr)
WO (1) WO2022234712A1 (fr)

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH11272999A (ja) * 1998-03-24 1999-10-08 Tokimec Inc 船舶衝突予防援助装置及び船舶衝突予防援助方法
WO2018193596A1 (fr) * 2017-04-20 2018-10-25 富士通株式会社 Programme de calcul de risque de collision, procédé de calcul de risque de collision et dispositif de calcul de risque de collision

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH11272999A (ja) * 1998-03-24 1999-10-08 Tokimec Inc 船舶衝突予防援助装置及び船舶衝突予防援助方法
WO2018193596A1 (fr) * 2017-04-20 2018-10-25 富士通株式会社 Programme de calcul de risque de collision, procédé de calcul de risque de collision et dispositif de calcul de risque de collision

Also Published As

Publication number Publication date
JPWO2022234712A1 (fr) 2022-11-10

Similar Documents

Publication Publication Date Title
WO2020156314A1 (fr) Dispositif d'induction intelligent pour navigation marine sécuritaire
CN109947090A (zh) 用于自动驾驶车辆规划的非阻塞边界
US6408248B1 (en) Apparatus and method for providing accurate boundaries of predicted areas of danger for collision avoidance
US8319679B2 (en) Systems and methods for predicting locations of weather relative to an aircraft
JP6882243B2 (ja) 避航支援装置
WO2022113610A1 (fr) Système de surveillance de navire, procédé de surveillance de navire, dispositif de traitement d'informations et programme
WO2022085355A1 (fr) Système de surveillance de navire, procédé de surveillance de navire, dispositif de traitement d'informations et programme
JP5248292B2 (ja) 捜索作業支援システム及び捜索作業支援方法
WO2022234712A1 (fr) Système et procédé de surveillance de navires, dispositif de traitement d'information et programme
US20230260406A1 (en) Ship monitoring system, ship monitoring method, and information processing device
WO2022230332A1 (fr) Système de surveillance de navires, procédé de surveillance de navires, ainsi que dispositif de traitement d'informations et programme
WO2021161690A1 (fr) Système d'aide à la navigation de navire, procédé d'aide à la navigation de navire, dispositif d'aide à la navigation de navire et programme
WO2022239402A1 (fr) Système et procédé de surveillance de navires, dispositif de traitement d'informations et programme
CN113296099B (zh) 一种根据障碍物自动生成规避路径的方法及终端
WO2022264550A1 (fr) Système de surveillance de navire, procédé de surveillance de navire, dispositif de traitement d'informations et programme
WO2022239401A1 (fr) Système et procédé de surveillance de navires, et dispositif de traitement d'informations et programme
JP2022170015A (ja) 操船支援システム、操船支援方法、情報処理装置、及びプログラム
WO2022249632A1 (fr) Dispositif de surveillance de navire, procédé de surveillance de navire et programme
JP2020027343A (ja) 避航支援装置
JP2022170012A (ja) 船舶監視システム、船舶監視方法、情報処理装置、及びプログラム
WO2022249631A1 (fr) Dispositif de surveillance de navire, procédé de surveillance de navire et programme
JP7069371B2 (ja) 避航支援装置
JPH068855B2 (ja) 航海及び沿岸航行において衝突を起し兼ねない相手の危険な運動を指示するための方法
WO2024180877A1 (fr) Dispositif d'aide à la navigation, procédé d'aide à la navigation et programme
WO2022113606A1 (fr) Système de surveillance de navire, procédé de surveillance de navires, dispositif de traitement d'information et programme

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 22798819

Country of ref document: EP

Kind code of ref document: A1

WWE Wipo information: entry into national phase

Ref document number: 2023518624

Country of ref document: JP

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 22798819

Country of ref document: EP

Kind code of ref document: A1