JPH0922500A - Supporting device for collision avoiding navigation - Google Patents

Abstract

PROBLEM TO BE SOLVED: To present prediction information required for a collision avoiding navigation judgment to a vessel operator and support him to enter the avoiding navigation operation based on the quantitative judgement at a point of time when he has time and space to spare. SOLUTION: This device is provided with an other vessel navigation information calculation part 20 determining other vessel navigation information including the location and speed of the other vessels around a present vessel, a present vessel navigation information calculation part 22 determining present navigation information including the location and speed of the present vessel, an expected route setting part 24 setting the expected route of the present vessel and a status prediction calculation part 32 determining the prediction location of a future other vessel from other vessel navigation information, determining each location of the future present vessel when the vessel navigates along the expected route from the location of the present vessel by the speed of the present vessel and when the vessel navigates along the parallel route by displacing plural parallel routes which are parallel to the expected route and are apart for every fixed distance, and calculating the prediction information on the collision danger at the location of the future present vessel and at the predicted location of the future other vessel.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an escape assisting device useful for safe escape of ships and labor saving of ships in a bay or narrow water area where many ships are congested.

[0002]

2. Description of the Related Art As a conventional device for preventing a collision of a ship, a collision prevention assist device (Automatic Radar Plotting) is used.
Aids, hereinafter referred to as ARPA devices) are known. A
The RPA device has, for example, as shown in FIG. 6, a signal processor and a display including a CRT and the like. Relative position information of the other ship obtained from the radar device mounted on the ship, the ship speed and heading information obtained from the log speedometer and gyrocompass equipped on the ship are supplied to the signal processing device, In the signal processing device, the position and velocity vector of the other ship are obtained and displayed on the display.

[0003]

However, in the conventional ARPA device, although the current situation of another ship is simply known, the prediction information indicates the closest approach distance to another ship when the current course is continued. It was only displayed, and it did not provide enough prediction information for avoidance. In addition, the avoidance decision is left to the operator, and such forecast information is not always used effectively.Therefore, the number of bridge personnel will be reduced and safe escape of vessels in congested bays or narrow waters will be performed. It wasn't enough as a support device.

The present invention has been made in view of the above problems, and presents the predicted information necessary for the avoidance decision to the operator so that the avoidance operation can be started based on the quantitative decision at the time when there is a time and space margin. It is an object of the present invention to provide a flight avoidance assistance device capable of assisting a passenger.

[0005]

In order to achieve the above object, the avoidance assistance device of the present invention comprises another vessel navigation information calculation means for obtaining other vessel navigation information including the position and speed of another vessel around the own vessel. , Own ship navigation information calculation means for obtaining own ship navigation information including position and speed of own ship, planned route setting means for setting planned ship route of own ship, and predicted position of other ship in future from the other ship navigation information In addition to the case of traveling along the planned route from the position of the own ship at the speed of the own ship and the parallel route by displacing on a plurality of parallel routes that are parallel to the planned route and are separated by a constant distance. A situation predicting unit is provided which calculates the future position of the own ship when sailing along, and calculates the prediction information regarding the collision risk at the future position of the own ship and the predicted position of the other ship in the future.

[0006] The prediction information may be a degree of blockage of the escaping vessel, which is obtained from a collision risk at the future position of the own ship and the predicted position of another future ship. In addition, it is preferable to include a prediction status display unit that displays an image of the prediction information calculated by the status prediction unit. Alternatively, the predicted situation display means for displaying the predicted information calculated by the situation prediction means in an image, the other ship navigation information calculation means and the current other ship navigation information from the own ship navigation information calculation means, and the position and speed of the own ship are displayed. A current status display means for displaying may be provided.

Further, based on the position of the own ship from the own ship navigation information calculation means, a nautical chart information generating means for superimposing and displaying the nautical chart of the sea area in which the own ship is navigating on the predicted situation display means or the current situation display means. Can also be provided. Further, it is also possible to provide a route holding control means for detecting a route error between the planned route and the position of the own vessel from the own vessel navigation information calculation means and for commanding a command course to the steering device based on the route error.

The planned route setting means sets a planned route which is an action plan to be taken by the ship. In the situation predicting means, the vessel travels along the planned route from the current position of the vessel at its own speed, and when the vehicle is displaced on a plurality of parallel channels that are parallel to the planned route and are separated at regular intervals. The future position of the own ship when sailing along is calculated, and the prediction information regarding the collision risk is calculated based on the future position of the own ship and the predicted position of the other ship in the future.

Since the collision risk is calculated based on the future position of the own ship along the planned route and the predicted position of the other ship in the future, the collision risk at each future point in time when the planned route is sailed as it is. The operator understands the sex. In addition, since the collision risk is calculated based on the future position of the own ship along with the predicted position of another ship along the parallel route parallel to the planned route, the amount of route correction necessary to avoid the collision can be calculated. I understand. Therefore, the ship operator can quantitatively know the correction amount for risk avoidance, and can assist the correction of the planned route for risk avoidance at the time when there is a time and space margin.

[0010]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the escape assisting apparatus of the present invention will be described below with reference to the drawings. FIG. 1 is a block diagram showing an embodiment. In the figure, reference numeral 10 is an escape assisting device, which includes a control unit 12 and a radar display 1.
3, color graphic display 14 and route input unit 16
Is provided. Outputs from the radar device 1, the speed log 2, the gyro compass 3 and the GPS receiver 4 are given to the control unit 12. The radar device 1 outputs a signal regarding the relative position of another ship around the own ship, the speed log 2 indicates the speed of the own ship, the gyro compass 3 indicates the heading of the own ship, and the GPS receiver 4 indicates each signal related to the position of the own ship. Is output.

A steering device 6 is connected to the control unit 12. The control unit 12 has a built-in computer unit that is executed by program control, and is executed by program control, the other vessel navigation information calculation unit 20, the own vessel navigation information calculation unit 22, the planned route setting unit 24, the route holding control unit. 28, chart information generation unit 30
And a situation prediction calculation unit 32.

The other ship navigation information calculation unit 20 and the own ship navigation information calculation unit 22 detect and track other ships around the own ship from the radar video signal sent from the radar device 1 to detect the relative position and the relative position of the other ship. In addition to obtaining the velocity vector, the position of the own ship, the own ship's speed and the heading are obtained from the signals from the speed log 2, the gyro compass 3 and the GPS receiver 4,
Other ship navigation information such as the position of another ship, speed vector of other ship (speed, traveling direction) and own ship navigation information such as position of own ship, speed vector of own ship (speed, traveling direction) are obtained.

The planned route setting section 24 has a planned route in which a plurality of change points from the starting point to the target point for each voyage are connected in advance. When changing the scheduled route due to the necessity of evasion, use the route input unit 16 composed of a trackball or a joystick to move the marker on the display 13 or 14 to the screen, Enter the return point to the original scheduled route. The planned route setting unit 24
Planned route data consisting of the latitude and longitude of the ship position that gives the planned route is created based on the input turning point and return point.

The route holding control unit 28 includes a planned route setting unit 2
Based on the planned route data of No. 4 and the own ship position obtained by the own ship navigation information calculation unit 22, the steering device 6 is output with a command course for automatically traveling the own ship along the planned route. That is, for example, according to the method described in Japanese Examined Patent Publication No. 4-38635, in order to guide the ship position so as to maintain the ship position along the scheduled route, the route error Δl of the own ship with respect to the scheduled route is detected at regular time intervals to determine the route. Amount of change in error Δl and Δ
The corrected course angle Δθ is sent to the steering device 6 from an amount proportional to l.

The nautical chart information generation unit 30 has a function of displaying an image of the nautical chart of the sea area in which the own ship is navigating, based on the own ship position obtained by the own ship navigation information calculation unit 22. The situation prediction calculation unit 32, based on the planned route data from the planned route setting unit 24, the position and velocity vector of the other ship from the other ship navigation information calculation unit 20 and the own ship navigation information calculation unit 22 and the own ship speed, Prediction information regarding collision risk is calculated for each of the planned route and a plurality of parallel routes separated by a predetermined distance from the planned route, and the display 1
The image is displayed on 4.

An example of this situation prediction calculation procedure will be described with reference to the flowchart shown in FIG. First, the ship position,
Own ship speed (V ₀ ), planned route, other ship position, other ship speed vector (speed V _T , traveling direction) are read (step 4
0), a plurality of parallel routes that have been translated in parallel to the planned route at regular intervals are obtained, and the obtained parallel route data are stored including the planned route data itself (step 41). There are various methods of laterally displacing the current position of the own ship in order to obtain this parallel route.

FIG. 3 is an explanatory view showing a concrete example of these parallel routes and the method of lateral displacement thereof, and FIGS.
(D) shows an example of each route laterally displaced to the parallel routes 34, 34, ... With respect to the planned route 33 having the turning point WP.
3 (A) and 3 (D), the needles are changed so that the lateral displacement is completed while traveling the distance L _T along the planned route 33 before and after the change point WP, respectively. Route 33
It is an example of a route which becomes a parallel route 34 of. FIG. 3B shows that the distance from the point of approach to the needle change point WP within a distance L ₁
In the case of (A), it is an example of a route which is laterally displaced so as to directly go to the turning point 36 of each parallel route 34. Furthermore, FIG.
Is the parallel route 34 which requires a change of course outside when viewed from the own ship's position from a point approaching the change point WP within the distance L _2.
-1, ... 34-1 due to extension of planned route 3
3'or a parallel route 34-2 which requires lateral deflection by changing the course from above the planned route 33 and requires a change inward as viewed from the ship's position.
For ... 34-2 and veering so that the lateral displacement is completed between advance distance L _T min along the planned route from veering point WP,
This is an example of taking a route parallel to the planned route 33 after passing through the change point 36. As an example other than the above, various examples are conceivable in which the operator changes the scheduled route and simulates an operation pattern for avoiding a voyage.

The obtained parallel routes are stored as parallel route data consisting of latitude and longitude in the same manner as the planned route.
Next, the parallel route data of one parallel route is extracted, and the positions of the own ship and other ships are set as the current positions (step 4
2), advance the prediction time by Δt seconds (step 43),
The position of the own ship is advanced by a distance of Δt · V _O along the parallel route, and the position of another ship is advanced by a distance of Δt · V _{T in} the current traveling direction (step 44). Next, the collision risk of the own ship and the other ship and the degree of blockage of the escaping maneuver are obtained as prediction information regarding the collision risk at the time when the predicted time Δt is advanced (step 45). There are various methods for calculating the collision risk and the degree of blockage, but for example, the method of Nagasawa can be applied (Journal of Japan Society of Navigation 88, "Difficulty of Escape Ship Maneuvering Environment II", p. 144 pages, 1993 3
Month). In such a method, first, the collision risk is obtained by the following equation.

[0019]

[Equation 1]

Here, FIG. 7 is an explanatory view for calculating the collision risk level, and the elliptical area in the figure shows an exclusive area formed around the ship that does not attract other ships, and Rx and Ry.
Indicates the degree of infringement in the forward and lateral directions and the degree of invasion in the bow-stern direction of the own ship. Collision risk R is Rx
And Ry are larger, and weighting is performed using the ratio of the time (Tcpa) to the closest approach distance to a certain fixed time (Wtcpa) to reflect the time margin. The relative motion direction of the own ship in FIG. 7 is the relative motion direction of the own ship with respect to the other ship. The own ship travels along the parallel route at the speed V _O , and the other ship moves at the speed V _T in the present traveling direction. It is the direction of relative movement when moving along.

In order to obtain this Nagasawa's equation, the values of the total length of the own ship and the total length of the other ship are required to determine the size of the ellipse and the position of the ellipse with respect to the other ship. Regarding the total length of the other ship, we do not know the exact value, so set the same as that of the own ship or set the other ship's total length into 3 stages of large, medium and small based on the information obtained visually. It is considered to be sufficient by approximation.

In a traffic environment in which there are a plurality of other ships around the own ship, the collision risk is set to the maximum value among the collision risks with all other ships. That is, the collision risk Rk of the kth other ship
And the risk of collision considering all other ships around the ship is Rt
given that,

[Equation 2] Becomes

Next, the degree of obstruction of evasion maneuvering is an index for evaluating the traffic environment formed around the own ship as the psychological burden of the operator, and to what extent the avoidance behavior that can be taken at that time is obstructed. It indicates whether or not. The degree of blockage is obtained by the following equation using the above-mentioned collision risk.

[0024]

(Equation 3)

Here, Δψ _I is the amount of change in angle for changing the route, for example, a group of selective action elements discretized at intervals of 5 ° within a range of ± 45 °, and individually identified as No. (I).
Therefore, Rt (Δψ _I) means a collision risk with other vessels in the case of changing the route in veering angle amount [Delta] [phi] _I, the already heading angle in the collision risk calculation expression described straight changing [Delta] [phi] _I min It is the calculated value of the collision risk when the Pb (Δ
ψ _I ) is an evaluation weight corresponding to each amount of change in needle angle Δψ _I , and represents a general preference order of the operator by an exponential function. Furthermore, the preference difference between the left and right needle changes is expressed by the difference in ac. The calculated degree of blockage and the own ship position at that time are stored (step 46).

After that, a sufficient prediction time (for example, 15 minutes)
It is determined whether the predictions up to (1) have been performed (step 47). If not, the process returns to step 43, and the process for advancing by Δt seconds is performed. Finally, it is determined whether the degree of blockage has been calculated for all parallel routes and the planned route (step 4
8) If not, return to step 42 and perform the process relating to the next parallel route data or predicted route data. As for the planned route, similarly to the parallel route, a process of obtaining the degree of blockage at the own ship position advanced by Δt · V _O along the planned route is performed.

The degree of obstruction calculated by the situation prediction calculation unit 32 as described above is sent to the display unit 14, and the display unit 14 displays the position of the own ship, the velocity vector, the position of another ship, the velocity vector,
It is displayed together with the planned route (step 49). FIG.
Is an example of the display, 60 is the current position of the own ship, 61 is the current position of the other ship, and 62 is the velocity vector of the other ship. When the own vessel sails along the planned route 63 as it is, or when the planned route is changed and the vessel travels along the parallel route 64,
It represents the prediction information about the collision risk of where and how much the degree of blockage is on each route. Depending on the degree of blockage along the planned route 63 and the parallel route 64 obtained by the situation prediction / calculation unit 32, for example, when the blockage is 0.7 or more, the red symbols 70 and 0.3 are larger than 0. .7
If it is less than, it is displayed with a yellow symbol 71.

FIG. 5 is another display example. From the degree of blockage at each position, a blockage contour line 73 is calculated in steps of 0.2 from 0.4 to 1.0, and the degree of blockage is displayed in color. . As a result, it is possible to present information linked to a plane (two-dimensional) display that shows a dead end, which is a collision danger blockage area, and is the same dimension as a grounding danger area due to the two-dimensional topographic effect. You can easily and definitely modify the planned route to avoid either.

Since the collision risk blockage area is calculated along the parallel route, the correction of the planned route from the current position and the correction after that result in the same time delay and extended distance, so that The prediction results will be the same. That is, the scheduled route can be corrected from an appropriate place. On the other hand, the display 13 displays a radar image, and also displays the position, velocity vector and planned route of another ship.

In the present embodiment, both the display 13 for displaying the current status and the display 14 for displaying the predicted status are provided, so that the operator 13 can obtain the visual information obtained from the display 13 and the bridge visually. After checking the reliability of the device in a short time and mainly watching the display 14, it is possible to determine the avoidance decision by unifying the information and prevent human error and judgment error.

The displays 13 and 14 can also display the nautical chart from the nautical chart information generator 30. As a result, when a vessel operator makes a decision to avoid a voyage, he can refer to the shore vessels and the escape depth line that should be avoided, prevent grounding, and refer to the separated lanes and route signs, etc. Can be reduced. In the present embodiment,
Since the vessel holding control unit 28 is provided, it is not necessary for the vessel operator to give a command to the steering device 6 at the right timing to steer, so that the vessel operator can concentrate on the safety confirmation and the avoidance decision, thus saving manpower. Is effective for.

[0032]

As described above, according to the present invention,
The situation predicting means travels along the planned route from the current position of the own ship at its own speed, and when it is displaced on a plurality of parallel routes parallel to the planned route and separated by a fixed distance. Since it was decided to calculate the prediction information about the collision risk based on the future position of the own ship and the predicted position of the other ship in the future when traveling along the ship, the collision risk at each future time point will be calculated. Therefore, it is possible to quantitatively inform the correction setting of the planned route for risk avoidance at a time when there is a time and space margin, and it is possible to assist the avoidance vessel maneuvering.

[Brief description of drawings]

FIG. 1 is a block diagram showing an embodiment of a avoidance assistance device of the present invention.

FIG. 2 is a flowchart showing an example of a calculation procedure of a situation prediction calculation unit in FIG.

FIG. 3 is an explanatory view showing a specific example of a parallel route and a method of lateral displacement thereof together with a planned route.

4 is a display example of a color graphic display device 14 of FIG.

5 is another display example of the color graphic display device 14 of FIG.

FIG. 6 is a block diagram of a conventional collision prevention assistance device.

FIG. 7 is an explanatory diagram for calculating a collision risk level.

[Explanation of symbols]

 10 Evacuation assistance device 13 Display 14 Display 20 Other vessel navigation information calculation section (other vessel navigation information calculation means) 22 Own vessel navigation information calculation section (own vessel navigation information calculation means) 24 Scheduled route setting section (planned route setting means) ) 28 route holding control unit (route holding control means) 30 nautical chart information generation unit (nautical chart information generation means) 32 situation prediction calculation unit (state prediction means)

 ─────────────────────────────────────────────────── ─── Continuation of the front page (71) Applicant 594078674 Shimpei Nomura 9632-7 Kurihara-cho, Onomichi-shi, Hiroshima (71) Applicant 591039230 Yusen Marine Science Co., Ltd. 2-3-6 Minami-Shinagawa, Shinagawa-ku, Tokyo (72) ) Inventor Hidemitsu Yamada 2-16-46 Minami Kamata, Ota-ku, Tokyo Within Tokimec Co., Ltd. (72) Kenji Sugano 2-16-46 Minami Kamata, Ota-ku, Tokyo (72) Inventor Kose Kuniharu 2-26-602, Oshu 5-26, Minami-ku, Hiroshima-shi, Hiroshima (72) Inventor Hiroaki Kobayashi 3116-167 Kashiwara, Sayama-shi, Saitama (72) Inventor Sadami Teramoto 2-353, Kumano-cho, Aki-gun, Hiroshima (72) ) Inventor Shihei Nomura 9632-7 Kurihara Town, Onomichi City, Hiroshima Prefecture (72) Inventor Tatsu Udagawa 2-3-6 Minamishinagawa, Shinagawa-ku, Tokyo Yusen Marine Science Co., Ltd.

Claims (6)

[Claims] Claims: 1. Another vessel navigation information calculation means for obtaining other vessel navigation information including position and speed of another vessel around the own vessel, and own vessel navigation information calculation for obtaining own vessel navigation information including position and speed of own vessel. Means, a planned route setting means for setting the planned route of the own ship, and a predicted position of another future ship from the other ship navigation information, and along the planned route from the own ship position at the own ship speed. The future position of the own ship is calculated for each of the case of traveling and the case of traveling along a parallel route by displacing on a plurality of parallel routes that are parallel to the planned route and are separated by a certain distance. An escape avoidance support device comprising: situation prediction means for calculating prediction information regarding a collision risk between a ship position and a predicted position of another ship in the future. 2. The avoidance assistance device according to claim 1, wherein the prediction information is a degree of blockage of the avoidance vessel, which is obtained from a collision risk at a position of the future own ship and a predicted position of another future ship. 3. The prediction status display means for displaying the prediction information calculated by the status prediction means as an image.
Or the escape support device described in 2. 4. Prediction status display means for displaying the prediction information calculated by the status prediction means as an image, other vessel navigation information calculation means and current other vessel navigation information from the own vessel navigation information calculation means and the position of the vessel. 3. The escaping support device according to claim 1, further comprising a current situation display means for displaying the speed. 5. A nautical chart information generation means for superimposing a nautical chart of the sea area in which the nautical vessel is sailing on the predicted situation display means or the current situation display means on the basis of the nautical vessel position from the nautical vessel navigation information calculation means. The escape support apparatus according to claim 3 or 4, further comprising: 6. A route holding control means for detecting a route error between the planned route and the position of the own vessel from the own vessel navigation information calculating means, and for issuing a command course to a steering device based on the route error. Item 6. The escape assisting device according to any one of items 1 to 5.