• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The system according to the present invention acquires shape data indicating a shape of a ship sailing toward a mooring facility, displacement data indicating a displacement of the ship, speed reduction ability data indicating a speed reduction ability of the ship, distance data indicating a distance between the ship and the mooring facility and speed data indicating a speed of the ship, and specifies a degree of danger of collision of the ship with the mooring facility using the acquired data. In one embodiment, the system displays a graph with a horizontal axis indicating distances between the ship and the mooring facility and a vertical axis indicating speeds of the ship showing Lines L1 to L6 each of which indicates a boundary between two consecutive values of degrees of danger determined based on the specified degrees of danger with respect to various combinations of distances and speeds, and Line M indicating a temporal change of the combination of the measured distance and the measured speed of the ship that change over time while the ship sails. The ship's captain monitors the graph and adjusts the speed of the ship as required.
    公开号:FI20215504A1
    申请号:FI20215504
    申请日:2018-10-03
    公开日:2021-04-30
    发明作者:Koji C/O Nippon Yusen Kabushiki Kaisha Kutsuna
    申请人:Nippon Yusen Kk；Japan Marine Science Inc；
    IPC主号:
    专利说明:

    [0001] [0001] The present invention relates to a technique for preventing a ship from colliding with a mooring facility such as a berth.BACKGROUND ART
    [0002] [0002] When a ship approaches a mooring facility such as a berth at which the ship is to be moored, an accident may occur such that the ship collides with the mooring facility due to a mistake in a timing at which the ship's captain slows down the speed of the ship. Occurrence of such an accident is to be prevented since it would result in significant economic loss.
    [0003] [0003] A technigue for preventing collision of a ship with a mooring facility has been proposed. For example, Patent Document 1 discloses a system in which a position of a ship determined by use of a plurality of GPS units is displayed in a superimposed manner on an image of a port at = which a ship is to berth, the image being obtained in advance. The N system also displays a distance between a berth or a pier at which the + = ship is to berth and the ship, a detected speed of the ship relative to the
    [0004] [0004] Patent Document 1: JP2006-137309ASUMMARY OF THE INVENTIONPROBLEM TO BE SOLVED BY THE INVENTION
    [0005] [0005] The system described in Patent Document 1 provides a ship's captain with information for determining a timing for reducing a speed of the ship and an amount of reduction of speed so that the ship's captain does not cause the ship to collide with the mooring facility. Accordingly, a possibility of the ship colliding with the mooring facility is reduced as compared to a case where the ship's captain brings the ship into approach with the mooring facility in a situation where such information is not provided.
    [0006] [0006] However, in the case where the system described in Patent Document I is utilized, based on the information provided from the system, it is necessary for the ship's captain to decide when and by what amount the speed of ship should be reduced based also on experience and the like. If the ship's captain makes an erroneous judgment, there is a danger that the ship may collide with the mooring facility.
    [0007] [0007] In view of the above-mentioned circumstances, the present invention enables with high probability prevention of collision of a ship with a mooring facility. _ MEANS FOR SOLVING THE PROBLEM R [0008] In order to solve the above-described problem, the present invention 3 proposes, as a first aspect, A system comprising: an acquiring means for = acquiring shape data indicating a shape of a ship sailing toward a < mooring facility, displacement data indicating a displacement of the O ship, speed reduction ability data indicating a speed reduction ability of ES the ship, distance data indicating a distance between the ship and the mooring facility and speed data indicating a speed of the ship; and a specifying means for specifying a degree of danger of collision of the ship with the mooring facility based on each of the shape data, the displacement data, the speed reduction ability data, the distance data and the speed data.
    [0009] [0009] In the system according to the first aspect, it is determined how high a danger of collision of the ship with the mooring facility is, under a state where the ship is sailing at a certain speed at a position that is a certain distance from the mooring facility. Accordingly, for example, the ship's captain can determine at what timing and by what amount to reduce the speed of the ship sailing towards the mooring facility so as to avoid collision of the ship with the mooring facility. As a result, the system enables with high probability prevention of collision of the ship with the mooring facility.
    [0010] [0010] In the system according to the above-described first aspect, as the second aspect, the acquiring means may acquire draft data indicating a draft of the ship; and the specifying means may specify the degree of danger using the draft data.
    [0011] [0011] In the system according to the second aspect, in consideration of the draft of the ship, it is specified how high the danger of collision of the ship with the mooring facility is when the ship is sailing at a certain speed at a position that is a certain distance from the mooring facility.
    [0012] [0012] In the system according to the above-described first or second aspect, S as the third aspect, the acguiring means may acguire auxiliary speed 3 reduction ability data indicating a speed reduction ability of an auxiliary & vessel that assists in reducing a speed of the ship; and the specifying E means may specify the degree of danger using the auxiliary speed 3 reduction ability data. N [0013] In the system according to the third aspect, in consideration of the - speed reduction ability of the available auxiliary vessels, it is specified how high the danger of collision of the ship with the mooring facility is when the ship is sailing at a certain speed at a position with a certain distance from the mooring facility.
    [0014] [0014] In the system according to any one of the above-described first to third aspect, as the fourth aspect, the acquiring means may continuously acquire ship position data indicating a present position of the ship which changes over time; the acquiring means may acquire the speed data indicating a present speed of the ship and the distance data indicating a present distance between the ship and the mooring facility by continuously generating the speed data and the distance data using the ship position data; and the specifying means may continuously specify the degree of danger at the present time.
    [0015] [0015] In the system according to the fourth aspect, since the danger of collision of the ship with the mooring facility is continuously specified based on the position of the ship, which is continuously measured by the satellite positioning system or the like, the ship's captain can determine, for example, whether the present speed of the ship should be reduced.
    [0016] [0016] In the system according to the above-described fourth aspect, as the fifth aspect, the acguiring means may continuously acguire parameter data indicating a value of a parameter that changes over time and affects a stopping distance of the ship; and the specifying means may continuously specify the degree of danger at the present time using the S parameter data.
    [0019] [0019] In the system according to the sixth aspect, the danger of collision of the ship with the mooring facility is continuously specified in consideration of how the danger of collision of the ship with the mooring facility changes in accordance with a change of the speed of the ship or the like.
    [0020] [0020] The system according to any one of the above-described first to sixth aspects may comprise, as the seventh aspect, a display means for displaying the degree of danger specified by the specifying means.
    [0021] [0021] In the system according to the seventh aspect, to prevent the ship from colliding with the mooring facility, information for determining at what timing and by what amount to decrease the speed of the ship sailing toward the mooring facility is visually provided to the user.
    [0022] [0022] — In the system according to the above-described seventh or fifth aspect, as the eighth aspect, the distance data may indicate various virtual distances between the ship and the mooring facility and a measured distance between the ship and the mooring facility; the speed data may indicate various virtual speeds of the ship and a measured speed of the ship; the specifying means may specify the degree of danger with respect to each of a plurality of combinations of the virtual distances and the virtual speeds and a combination of the measured distance and S the measured speed indicated by the distance data and the speed data, 3 the degree of danger indicating danger of collision of the ship with the & mooring facility when the ship is sailing at the speed of the combination : at a position of the distance of the combination from the mooring 3 facility; and the display means may display a graph with an axis N indicating distances between the ship and the mooring facility and an - axis indicating speeds of the ship showing the degree of danger specified by the specifying means for each of the plurality of combinations of the virtual distances and the virtual speeds and the degree of danger specified by the specifying means for the combination of the measured distance and the measured speed.
    [0023] [0023] In the system according to the eighth aspect, since the information on how the degree of danger of collision of the ship with the mooring facility is high when the ship is sailing at a certain speed at a certain distance from the mooring facility is displayed by a graph, the ship's captain can, for example, instantly comprehend the information.
    [0024] [0024] The system according to any one of the above-described first to eighth aspects may comprise, as the ninth aspect, a speed reduction control means for controlling a speed reduction system for reducing a speed of the ship using the degree of danger specified by the specifying means.
    [0025] [0025] In the system according to the ninth aspect, since the speed reduction of the ship is automatically controlled so that the danger of collision of the ship with the mooring facility falls within a safe range, for example, a burden on the ship's captain controlling the speed reduction of the ship 1s reduced.
    [0026] [0026] In the system according to the above-described ninth aspect, as the tenth aspect, the speed reduction control means may control operations of an auxiliary vessel that assists in reducing a speed of the ship using S the degree of danger specified by the specifying means.
    [0028] [0028] In the system according to any one of the above-described first to sixth aspects, as the eleventh aspect, the distance data may indicate various virtual distances between the ship and the mooring facility; the speed data may indicate various virtual speeds of the ship; the specifying means may specify the degree of danger with respect to each of a plurality of combinations of the virtual distances and the virtual speeds indicated by the distance data and the speed data, the degree of danger indicating danger of collision of the ship with the mooring facility when the ship is sailing at the speed of the combination at a position of the distance of the combination from the mooring facility, and specify a guide speed with respect to each of the virtual distances using the specified degrees of danger, the guide speed being a speed at which the ship is sailing at a position of the distance from the mooring facility so that the degree of danger of collision of the ship with the mooring facility becomes a predetermined value.
    [0029] [0029] In the system according to the eleventh aspect, it is specified at what distance from the mooring facility and at what speed the ship should sail in order to keep the danger of collision of the ship with the mooring facility sufficiently low. Thus, for example, the ship's captain can know at what timing and by amount to reduce the speed of the ship sailing towards the mooring facility so as prevent collision of the ship with the mooring facility. As a result, the system prevents with high probability S collision of the ship with the mooring facility.
    [0031] [0031] In the system according to the twelfth aspect, for example, the ship's captain can easily determine whether the speed of the ship should be reduced.
    [0032] [0032] The system according to the above-described eleventh or twelfth aspect may comprise, as the thirteenth aspect, a speed reduction control means for controlling a speed reduction system for reducing a speed of the ship using the guide speed specified by the specifying means.
    [0033] [0033] In the system according to the thirteenth aspect, since the speed reduction of the ship is automatically controlled so that the danger of collision of the ship with the mooring facility falls within the safe range, the burden on the ship's captain in controlling the speed reduction of the ship 1s reduced.
    [0034] [0034] In the system according to the above-described thirteenth aspect, as the fourteenth aspect, the speed reduction control means may control operations of an auxiliary vessel that assists in reducing a speed of the ship using the guide speed specified by the specifying means.
    [0035] [0035] In the system according to the fourteenth aspect, since the operations of the auxiliary vessel for assisting in reducing a speed of the ship is automatically controlled so that the danger of collision of the ship with the mooring facility falls within the safe range, the burden on the captain of the auxiliary vessel controlling the auxiliary vessel for assisting in reducing a speed of the ship is reduced.
    [0038] [0038] According to the present invention, there is prevented with high probability collision of a ship with a mooring facility.BRIEF EXPLANATION OF THE DRAWINGS
    [0039] [0039] [FIG. 1] Figure 1 illustrates a state in which a system according to an embodiment of the present invention is disposed in a maneuvering room of a ship. [FIG. 2] Figure 2 illustrates a configuration of a computer used to realize a system according to an embodiment of the present invention. [FIG. 3] Figure 3 illustrates a functional configuration of a system according to an embodiment of the present invention. [FIG. 4] Figure 4 is a diagram explaining data used by a system according to an embodiment of the present invention for specifying a degree of collision danger. [FIG. 5] Figure 5 shows an image illustrating a present degree of collision danger displayed by a system according to an embodiment of the present invention. [FIG. 6] Figure 6 is a graph displayed by a system according to a modified embodiment of the present invention. [FIG. 7] Figure 7 is a graph displayed by a system according to a modified embodiment of the present invention. N [FIG. 8] Figure 8 illustrates how a graph displayed by a system 3 according to a modified embodiment of the present invention changes in S accordance with data input into the system. E [FIG. 9] Figure 9 illustrates a state in which a system according to a 3 modified embodiment of the present invention is disposed in a 3 maneuvering room of a ship. N [FIG. 10] Figure 10 illustrates a functional configuration of a system according to a modified embodiment of the present invention.
    [0040] [0040] [Exemplary embodiment] System 1 according to an embodiment of the present invention will be described below. Figure 1 is a diagram illustrating a state in which System 1 is disposed in a maneuvering room of Ship 8 sailing toward Mooring Facility 9 (berth, pier, etc.). In the present embodiment, System 1 is realized by a computer with a built-in display, keyboard, and the like that executes processes according to a program.
    [0041] [0041] GNSS Unit 2 and GNSS Unit 3 are disposed at different positions in Ship 8. Each of GNSS Unit 2 and GNSS Unit 3 is a receiving unit of Global Navigation Satellite System (GNSS), which receives radio waves transmitted from artificial satellites of the satellite positioning system, and measures a present position (latitude and longitude) of its own unit on the earth by use of the received radio waves. System 1 continuously receives from each of GNSS Unit 2 and GNSS Unit 3, either by wire or wirelessly, ship position data indicating a present position of Ship 8 measured by these units.
    [0042] [0042] Dispositions of GNSS Unit 2 and GNSS Unit 3 in Ship 8 are known, N and System 1 can specify a present geographic position of Ship 8 and a 3 present direction in which the bow of Ship 8 faces based on ship S position data received from GNSS Unit 2 and ship position data E received from GNSS Unit 3. 3 [0043] Wind Direction Anemometer 4 for measuring a wind direction and a : wind speed is also disposed in Ship 8. System 1 continuously receives N from Wind Direction Anemometer 4, either by wire or wirelessly, wind direction/speed data indicating a wind direction and a wind speed measured by Wind Direction Anemometer 4. A wind direction and a wind speed measured by Wind Direction Anemometer 4 are examples of parameters that change over time and affect a stopping distance of Ship 8. Wind direction/speed data is an example of parameter data indicating a value of a parameter that changes over time and affects a stopping distance of Ship 8.
    [0044] [0044] Figure 2 is a diagram illustrating a configuration of Computer 10 used for realizing System 1. Computer 10 includes Processor 101 for performing data processing according to a program, Memory 102 for storing various data including a program, Communication Interface 103 for performing data communication with an external device either by wire or wirelessly, Display Device 104 such as a liguid crystal display, and Operating Device 105 for accepting a user's operations such as a keyboard.
    [0045] [0045] Figure 3 is a diagram illustrating a functional configuration of System
    [0046] [0046] Acguiring Unit 11 is realized mainly by Communication Interface 103, which operates under the control of Processor 101, and acguires S various types of data from an external device. Acguiring Unit 11 3 includes Mooring Facility Data Acquiring Unit 100 for acquiring & mooring facility data that indicates a two-dimensional shape and a E position of Mooring Facility 9, Shape Data Acguiring Unit 110 for 3 acquiring shape data that indicates a three-dimensional shape of Ship 8, S Displacement Data Acquiring Unit 111 for acquiring displacement data that indicates a displacement of Ship 8, Speed Reduction Ability Data Acquiring Unit 112 for acquiring speed reduction ability data that indicates a speed reduction ability of Ship 8, Auxiliary Speed Reduction Ability Data Acquiring Unit 113 for acquiring auxiliary speed reduction ability data that indicates a speed reduction ability of an auxiliary vessel such as a tugboat that assists in reducing a speed of Ship 8, and Draft Data Acquiring Unit 114 for acquiring draft data that indicates a draft of Ship 8.
    [0047] [0047] In the present embodiment, it is assumed that a speed reduction strength of Ship 8 cannot be continuously changed, and is selected from four levels: the weakest level (Dead Slow Astern), the weak level (Slow Astern), the strong level (Half Astern), and the strongest level (Full Astern). Speed reduction ability data indicates a speed reduction strength according to a level selected from the four levels. On the other hand, a speed reduction strength of the auxiliary vessel can be continuously changed. In addition, a plurality of auxiliary vessels can be used. Auxiliary speed reduction ability data indicates a maximum speed reduction strength of each available plural auxiliary vessels.
    [0048] [0048] Data acquired by Mooring Facility Data Acquiring Unit 100, Shape Data Acquiring Unit 110, Displacement Data Acquiring Unit 111, Speed Reduction Ability Data Acquiring Unit 112, Auxiliary Speed Reduction Ability Data Acquiring Unit 113, and Draft Data Acquiring Unit 114 1s usually data input to System 1 by a user such as a crew of Ship 8 before S Ship 8 starts sailing, and does not change during sailing of Ship 8.
    [0050] [0050] Speed Data Generating Unit 116, Distance Data Generating Unit 117, Sailing Direction Data Generating Unit 118 are realized by Processor
    [0051] [0051] Storage Unit 12 is realized by Memory 102 that operates under the control of Processor 101, stores various data acquired or generated by Acquiring Unit 11, and stores degree of danger data that indicates a degree of danger of collision of Ship 8 with Mooring Facility 9 specified by Specifying Unit 13.
    [0052] [0052] Specifying Unit 13 is realized by Processor 101, specifies a degree of danger of collision of Ship 8 with Mooring Facility 9 (hereinafter, simply referred to as "danger degree") using various data acquired by Acquiring Unit 11 and stored in Storage Unit 12, and generates danger S degree data indicating the specified danger degree. 3 [0053] Display Unit 14 is realized by Display Device 104 that operates & under the control of Processor 101, and displays a danger degree E specified by Specifying Unit 13. 3 [0054] Figure 4 is a diagram explaining data used by Specifying Unit 13 for S specifying a danger degree. Specifying Unit 13 specifies a danger degree by use of the following data: (a) mooring facility data indicating a two-dimensional shape and a position of Mooring Facility 9, (b) shape data indicating a three-dimensional shape of Ship 8, (c) displacement data indicating a displacement of Ship 8, (d) speed reduction ability data indicating a speed reduction ability of Ship 8, (e) auxiliary speed reduction ability data indicating a speed reduction ability of an auxiliary vessel, (f) draft data indicating a draft of Ship 8, (g) ship position data indicating a present position of Ship 8, (h) speed data indicating a present speed of Ship 8, (1) distance data indicating a present distance between Ship 8 and Mooring Facility 9, (j) sailing direction data indicating a sailing direction of Ship 8, and (k) wind direction/speed data indicating a wind direction and a wind speed in the environment where Ship 8 is located.
    [0055] [0055] A two-dimensional shape and a position of Mooring Facility 9, e.g., the representative position of Mooring Facility 9 indicated by Point B, are specified by mooring facility data. A position of Ship 8, for example, the representative position of Ship 8 indicated by Point P, is specified by ship position data. A distance between Ship 8 and Mooring Facility 9,
    [0058] [0058] Wind with a direction and a speed indicated by Arrow V, impacts the portion of Ship 8 that is above the water and provides thrust indicated by Arrow Vs. Specifying Unit 13 specifies a direction (direction of Arrow V3) and a strength (length of Arrow Vs) of thrust provided to Ship 8 by wind, using a three-dimensional shape of the portion of Ship 8 that is above the water specified by the shape data and the draft data, and a direction and a speed of wind specified by the wind direction/speed data.
    [0059] [0059] Specifying Unit 13 specifies a required extent of usage of speed reduction ability of Ship 8 specified by the speed reduction ability data and a required extent of usage of speed reduction ability of the auxiliary vessel specified by the auxiliary speed reduction ability data for stopping Ship 8, whose distance to Mooring Facility 9, present speed and direction of sailing, displacement and thrust provided by wind are specified as described above, before Mooring Facility 9.
    [0060] [0060] In the present embodiment, a danger degree 1s represented by any one of the natural numbers "1" to "7." Each number representing a danger degree means, respectively, the following: (Danger degree "1") Ship 8 can stop at a distance of less than 40% of the present distance to Mooring Facility 9 using the weakest level of the speed reduction strength of Ship 8 without using a speed reduction strength of any auxiliary vessel.
    [0061] [0061] For example, Specifying Unit 13 first determines whether the present danger degree of Ship 8 is "1." Specifically, Specifying Unit 13 calculates a sailing distance for Ship 8 until it stops when no speed reduction strength of an auxiliary vessel is used and the weakest level of the speed reduction strength of Ship 8 1s used.
    [0062] [0062] A sailing distance for Ship 8 until it stops varies depending on a viscous water resistance acting on Ship 8. The viscous water resistance acting on Ship 8 is a resistance generated when a portion of Ship 8 under the water moves through the water, and is calculated in accordance with a known eguation using the three-dimensional shape of S the portion of Ship 8 under the water specified by the shape data and the 3 draft data, a sailing speed of Ship 8 and a sailing direction of Ship 8. & [0063] Specifying Unit 13 sequentially calculates a speed of Ship 8, which E changes over time. Specifically, Specifying Unit 13 calculates a viscous 3 resistance with respect to the present sailing speed of Ship 8 specified S by the speed data, calculates a sailing speed of Ship 8 after the elapse of a unit time, for example, 1 second using the calculated viscous resistance, calculates a viscous resistance with respect to the calculated speed of Ship 8 at that time, and so on. Then, Specifying Unit 13 calculates the distance sailed by Ship 8 until the speed of Ship 8 reaches 0 knots by summing products of the speed and the unit time in each unit time.
    [0064] [0064] If the distance calculated as described above is less than 40% of the distance between the present position of Ship 8 and Mooring Facility 9, Specifying Unit 13 determines that the present danger degree is "1," and if the distance is 40% or more, the danger degree is higher than "1."
    [0065] [0065] Specifying Unit 13 determines whether the present danger degree of Ship 8 is "2" when the present danger degree is higher than "1," and determines whether the present danger degree is "3" when the present danger degree is higher than "2," and so on, repeating the determination with respect to the higher danger degree until the present danger degree 1s specified. As a result, Specifying Unit 13 can specify which of "1" to "7" the present danger degree is of Ship 8.
    [0066] [0066] Danger degree data indicating the present danger degree specified by Specifying Unit 13 is stored in Storage Unit 12 in association with distance data indicating the present distance between Ship 8 and Mooring Facility 9 when the present danger degree was specified. Display Unit 14 displays the danger degree indicated by the latest danger degree data among a plural set of danger degree data S seguentially stored in Storage Unit 12. Figure 5 illustrates an image 3 indicating the present danger degree displayed by Display Unit 14.
    [0068] [0068] If the ship's captain monitors the image of Figure 5 sufficiently frequently and correctly adjusts the speed of Ship 8, the danger degree does not reach "6" or "7." Thus, Ship 8 can reliably stop before Mooring Facility 9.
    [0069] [0069] [Modifications] The embodiments described above can be variously modified within the scope of the present invention. Examples of these modifications are given below. Two or more of the following modifications may be combined.
    [0070] [0070] (1) In the embodiment described above, the danger degree is indicated discretely by using any of the natural numbers of "1" to "7," but the danger degree may be indicated by a numerical value that changes substantially continuously.
    [0071] [0071] For example, in the above-described embodiment, when the condition that "Ship 8 can stop at a distance of less than 40% of the present distance to Mooring Facility 9 using the weakest level of speed reduction strength of Ship 8 without using a speed reduction strength of S any auxiliary vessel" is satisfied, the danger degree is uniformly set to 3 "1." Alternatively, for example, a danger degree that is finely divided as & follows may be specified by Specifying Unit 13. E [0072] (Danger degree "0.1") Ship 8 can stop at a distance of less than 4% of 3 the present distance to Mooring Facility 9 using the weakest level of the S speed reduction strength of Ship 8 without using the speed reduction strength of any auxiliary vessel. (Danger degree "0.2") Ship 8 can stop at a distance of 4% or more and less than 8% of the present distance to Mooring Facility 9 using the weakest level of the speed reduction strength of Ship 8 without using the speed reduction strength of any auxiliary vessel. (Danger degree "0.3") Ship 8 can stop at a distance of 8% or more and less than 12% of the present distance to Mooring Facility 9 using the weakest level of the speed reduction strength of Ship 8 without using the speed reduction strength of any auxiliary vessel. (Danger degree "0.4") Ship 8 can stop at a distance of 12% or more and less than 16% of the present distance to Mooring Facility 9 using the weakest level of the speed reduction strength of Ship 8 without using the speed reduction strength of any auxiliary vessel. (Danger degree "0.5") Ship 8 can stop at a distance of 16% or more and less than 20% of the present distance to Mooring Facility 9 using the weakest level of the speed reduction strength of Ship 8 without using the speed reduction strength of any auxiliary vessel. (Danger degree "0.6") Ship 8 can stop at a distance of 20% or more and less than 24% of the present distance to Mooring Facility 9 using the weakest level of the speed reduction strength of Ship 8 without using the speed reduction strength of any auxiliary vessel. (Danger degree "0.7") Ship 8 can stop at a distance of 24% or more and less than 28% of the present distance to Mooring Facility 9 using the S weakest level of the speed reduction strength of Ship 8 without using 3 the speed reduction strength of any auxiliary vessel. & (Danger degree "0.8") Ship 8 can stop at a distance of 28% or more and E less than 32% of the present distance to Mooring Facility 9 using the 3 weakest level of the speed reduction strength of Ship 8 without using N the speed reduction strength of any auxiliary vessel. - (Danger degree "0.9") Ship 8 can stop at a distance of 32% or more and less than 36% of the present distance to Mooring Facility 9 using the weakest level of the speed reduction strength of Ship 8 without using the speed reduction strength of any auxiliary vessel. (Danger degree "1.0") Ship 8 can stop at a distance of 36% or more and less than 40% of the present distance to Mooring Facility 9 using the weakest level of the speed reduction strength of Ship 8 without using the speed reduction strength of any auxiliary vessel.
    [0073] [0073] With respect to a danger degree represented by any one of the natural numbers "2" to "7" in the above-described embodiment, if Specifying Unit 13 specifies a danger degree using conditions finely classified as described above with respect to the hazard "1," the danger degree is expressed by a numerical value that changes substantially continuously.
    [0074] [0074] Further, Specifying Unit 13 may specify a danger degree based on at least one of a ratio of speed reduction strength of Ship 8 reguired for Ship 8 to stop without colliding with Mooring Facility 9 to the maximum speed reduction strength of Ship 8 indicated by the speed reduction ability data, and a ratio of speed reduction strength of the auxiliary vessels reguired for Ship 8 to stop without colliding with Mooring Facility 9 to the maximum speed reduction strength of the auxiliary vessels indicated by the auxiliary speed reduction ability data.
    [0075] [0075] The following Eguation 1 is an example of a functional formula used by Specifying Unit 13 to specify a danger degree. S (Equation 1) R = B/Bmax * 0.7 + C/Cmax * 0.3 3 [0076] — Here, & R represents a danger degree, E B max represents the maximum speed reduction strength of Ship 8, 3 B represents speed reduction strength of Ship 8 required for Ship 8 to S stop without colliding with Mooring Facility 9, Cmax represents the maximum speed reduction strength of the auxiliary vessels, and
    [0077] [0077] A danger degree specified by Specifying Unit 13 according to Equation 1, for example, is expressed by a substantially continuously changing numerical value.
    [0078] [0078] (2) In the embodiment described above, as illustrated in Figure 5, Display Unit 14 displays only the present danger degree of Ship 8. Display Unit 14 may display a temporal change in danger degree specified by Specifying Unit 13 in the past, in addition to the present danger degree of Ship 8. Further, Specific Unit 13 may estimate a danger degree in the future based on danger degrees specified in the past, and Display Unit 14 may display the danger degree in the future estimated by Specifying Unit 13 in addition to the present danger degree of Ship 8.
    [0079] [0079] Figure 6 is an example of a graph displayed by Display Unit 14 of System 1 according to this modification. In the graph of Figure 6, the horizontal axis represents a distance between Ship 8 and Mooring Facility 9, and the vertical axis represents a danger degree specified or estimated by Specifying Unit 13. S [0080] The solid line portion in the graph of Figure 6 indicates a temporal 3 change in danger degrees in the past specified by Specifying Unit 13. & On the other hand, a broken line portion in the graph of Figure 6 E indicates a temporal change in danger degrees in the future estimated by 3 Specifying Unit 13 based on the danger degrees in the past. S [0081] For example, Specifying Unit 13 may estimate danger degrees in the future based on the danger degrees specified in the past assuming that the speed reduction strength of Ship 8 and the speed reduction strength of the auxiliary vessels that are presently used will be continuously used in the future.
    [0082] [0082] The ship's captain or the like can correctly judge whether the present state of speed reduction strength should be maintained, whether a speed of Ship 8 should be reduced by using a greater speed reduction strength, and to what extent the speed reduction strength should be increased in order to reliably stop Ship 8 before Mooring Facility 9 by observing the graph as shown Figure 6.
    [0083] [0083] (3) Display Unit 14 may display a graph in the format shown in Figure
    [0084] [0084] Line L; in Figure 7 shows the boundary between danger degrees "1" and "9 n Line L, in Figure 7 shows the boundary between danger degrees "2" and "4 n Line L; in Figure 7 shows the boundary between danger degrees "3" and "4 n Line La. in Figure 7 shows the boundary between danger degrees "4" and "g n S Line Ls in Figure 7 shows the boundary between danger degrees "5" and 3 16. Line Le in Figure 7 shows the boundary between danger degrees "6" and E "7" 3 [0085] Line S in Figure 7 shows the reference distance-speed relationship N provided by the administrator of Mooring Facility 9. Line M in Figure 7 - shows a temporal change in distances and speeds of Ship 8 in the past up to the present.
    [0086] [0086] Lines Li to LÅ in Figure 7 displayed by Display Unit 14 are the boundary lines that Specifying Unit 13 determined by specifying a danger degree with respect to each of the combinations of various virtual distances and various virtual speeds corresponding to various points on the graph plane of Figure 7 assuming that Ship 8 sails at the position of the distance at the speed.
    [0087] [0087] While Ship 8 is sailing, Specifying Unit 13 continuously specifies danger degrees with respect to combinations of various virtual distances and various virtual speeds, and re-determines lines Li to Le in response to the wind direction and the wind speed each of which continuously change. Therefore, if the wind direction or the wind speed changes, the shape of Lines Li to Le in the graph displayed by Display Unit 14 changes.
    [0088] [0088] While Ship 8 is sailing, Specifying Unit 13 continuously repeats specifying of the present danger degree of Ship 8 that changes in response to the wind direction, the wind speed, the distance and the speed of Ship 8 that continuously change. Accordingly, Line M in the graph displayed by Display Unit 14 extends to the lower left while Ship 8 is sailing.
    [0089] [0089] According to System 1 in this modification, for example, the ship's captain can gauge the present distribution of danger degrees S corresponding to the present wind direction and the present wind speed 3 changing from moment to moment while Ship 8 is sailing, the present & danger degree of Ship 8 in the distribution, and the temporal change in E the danger degrees of Ship 8 in the past up to the present at the same 3 time. For example, when Line M comes out above Line Ls, the ship's N captain may adjust the outputs of the main engine and the thruster of - Ship 8 so as to slow down the speed of Ship 8, or instruct the captains of the auxiliary vessels to assist in reducing the speed of Ship 8, as required. The ship's captain can determine by what amount the speed of Ship 8 should be reduced by checking the gradient of Lines Li to Le at the present distance (horizontal axis position).
    [0090] [0090] In addition, according to System 1 of this modification, the ship's captain can obtain information to determine the speed reduction ability and the number of auxiliary vessels reguired for safely stopping Ship 8 without colliding with Mooring Facility 9 before Ship 8 starts to approach Mooring Facility 9.
    [0091] [0091] For the purpose of obtaining the above-described information, the ship's captain inputs into System 1 wind direction/speed data indicating a predicted wind direction and predicted wind speed at a time when Ship 8 will approach Mooring Facility 9. In addition, the ship's captain inputs into System 1 auxiliary speed reduction ability data indicating a speed reduction ability of each of the auxiliary vessels that are candidates for procurement selected from the procurable auxiliary vessels. Display Unit 14 of System 1 displays Lines Li to Le corresponding to the wind direction, the wind speed and the speed reduction ability of the auxiliary vessels indicated by the data input by the ship's captain.
    [0092] [0092] Figure 8 is a diagram showing how a graph displayed by Display Unit 14 changes in accordance with data input into System 1. The graph S on the left side of Figure 8 is a graph displayed by Display Unit 14 3 when only wind direction/speed data is input. The central graph of & Figure 8 is a graph displayed by Display Unit 14 when auxiliary speed E reduction ability data indicating speed reduction ability of one of the 3 procurable auxiliary vessels is input, in addition to wind direction/speed S data. The graph on the right side of Figure 8 is a graph displayed by Display Unit 14 when auxiliary speed reduction ability data indicating speed reduction abilities of two of the procurable auxiliary vessels is input, in addition to wind direction/speed data.
    [0093] [0093] After inputting the wind direction/speed data, the ship's captain repeatedly inputs auxiliary speed reduction ability data indicating speed reduction abilities of auxiliary vessels and increases the number of the auxiliary vessels one by one until a graph, in which the vertical distance between each of neighboring two lines of Lines Li to Le is sufficiently wide and it is shown that the danger degree of Ship 8 can be easily maintained below Line L3, is displayed. For example, if the vertical distance between each of neighboring two lines of Lines Li to Le in the center graph of Figure 8 is too narrow, but the vertical distance between each of neighboring two lines of Lines L: to Le in the graph on the right side of Figure 8 is sufficiently wide, the ship's captain can determine that it is necessary to procure two auxiliary vessels whose speed reduction ability is indicated by the auxiliary speed reduction ability data input into System 1 when the graph on the right side of Figure 8 is displayed.
    [0094] [0094] (4) System 1 may comprise a speed reduction control means for controlling the speed reduction system for reducing a speed of Ship 8 using danger degrees that Specifying Unit 13 continuously specifies while Ship 8 is sailing. System 1 may also comprise a speed reduction control means for controlling operations of the auxiliary vessels using S danger degrees that Specifying Unit 13 continuously specifies while 3 Ship 8 is sailing.
    [0097] [0097] Figure 10 is a diagram illustrating a functional configuration of System 1 according to this modification. When a danger degree is specified by Specifying Unit 13 and danger degree data indicating the newly specified danger degree is stored in Storage Unit 12, Speed Reduction Control Unit 15 reads the latest danger degree data from Storage Unit 12, and generates control instruction data for Speed Reduction System 81 or Operation Control System 71 in accordance with the danger degree indicated by the read danger degree data. Communication Unit 16 transmits the control instruction data generated by Speed Reduction Control Unit 15 to Speed Reduction System 81 or Operation Control System 71. Speed Reduction Control Unit 15 is realized by Processor 101. Communication Unit 16 is realized by Communication Interface 103 that operates under the control of Processor 101.
    [0098] [0098] Speed Reduction Control Unit 15 generates control instruction data according to, for example, the following rules. When the danger degree is any one of "1" to "3," Speed Reduction Control Unit 15 does not generate control instruction data. When the danger degree is "4," Speed Reduction Control Unit 15 generates control instruction data for instructing Speed Reduction S System 81 to reduce a speed of Ship 8 with a speed reduction strength 3 of the weak level. & When the danger degree is "5," Speed Reduction Control Unit 15 E generates control instruction data for instructing Speed Reduction 3 System 81 to reduce a speed of Ship 8 with a speed reduction strength N of the strong level. Further, Speed Reduction Control Unit 15 generates - control instruction data for instructing Operation Control System 71 to control operations of Auxiliary Vessel 7 so that Auxiliary Vessel 7 assists in reducing the speed of Ship 8 with a speed reduction strength at half of the maximum speed reduction strength of Auxiliary Vessel 7. When the danger degree 1s "6" or "7," Speed Reduction Control Unit generates control instruction data for instructing Speed Reduction System 81 to reduce the speed of Ship 8 with a speed reduction strength of the strongest level. Further, Speed Reduction Control Unit 15 generates control instruction data for instructing Operation Control System 71 to control operations of Auxiliary Vessel 7 so that Auxiliary Vessel 7 assists in reducing the speed of Ship 8 with the maximum speed reduction strength of Auxiliary Vessel 7.
    [0099] [0099] It is of note that the above-described rules are examples. For example, Speed Reduction Control Unit 15 may determine the content of control instructed by control instruction data to Speed Reduction System 81 or Operation Control System 71 based on the temporal change in the danger degrees specified by Specifying Unit 13 in the past. For example, if Specifying Unit 13 specifies danger degrees "4" a predetermined number of times in a row, Speed Reduction Control Unit 15 may generate control instruction data for instructing Speed Reduction System 81 to reduce the speed of Ship 8 with a speed reduction strength of the strong level instead of the weak level.
    [0100] [0100] When Speed Reduction Control Unit 15 generates control instruction S data, the control instruction data is transmitted to Speed Reduction 3 System 81 or Operation Control System 71 by Communication Unit 16. & When Speed Reduction System 81 receives the control instruction data E fron System 1, Speed Reduction System 81 controls the speed 3 reduction devices of Ship 8 (main engine, thruster, etc.) in accordance N with the instruction indicated by the control instruction data. When - Operation Control System 71 receives the control instruction data from System 1, Operation Control System 71 controls the speed reduction devices of Auxiliary Vessel 7 (thruster, etc.) in accordance with the instruction indicated by the control instruction data.
    [0101] [0101] According to System 1 of this modification, the burden on the ship's captain to monitor the danger degree displayed by Display Unit 14 and adjust the speed of Ship 8 is reduced.
    [0102] [0102] (5) Specifying Unit 13 may specify a guide speed of Ship 8 at which the danger degree corresponding to the distance between Ship 8 and Mooring Facility 9 becomes a predetermined value, and Display Unit 14 may display the guide speed specified by Specifying Unit 13.
    [0103] [0103] Figure 11 is an example of a graph displayed by Display Unit 14 in this modification. The graph of Figure 11 is a graph showing only Line L; and Line M shown in the graph of Figure 7. Line L; of Figure 11 is an example of a line showing guide speeds in accordance with various distances between Ship 8 and Mooring Facility 9.
    [0104] [0104] The ship's captain can determine when and by what amount the speed of Ship 8 should be reduced by monitoring the graph of Figure 11 displayed by Display Unit 14.
    [0105] [0105] The guide speeds shown by Line Ls in Figure 11 are speeds of Ship 8 when a danger degree corresponding to the distance between Ship 8 and Mooring Facility 9 is a boundary value of "3" and "4." Line L3 is an example of a graph showing the guide speeds in accordance with S distances between Ship 8 and Mooring Facility 9, and for example, a 3 line in the middle of Line L, and Line L3 (a line through the vertical & center of the area of danger degree "3") may be displayed as a line E showing guide speeds in accordance with distances between Ship 8 and 3 Mooring Facility 9. Instead of displaying one line showing guide speeds N in accordance with distances between Ship 8 and Mooring Facility 9, an - area (1.e., indicated by two lines) may be displayed. For example, the area between Line L, and Line L3 may be displayed as a graph showing guide speeds in accordance with distances between Ship 8 and Mooring Facility 9.
    [0106] [0106] Further, Speed Reduction Control Unit 15 of System 1 of the modification described in the above section (4) may control Speed Reduction System 81 and Operation Control System 71 using the guide speeds in place of the danger degrees. In this modification, Speed Reduction Control Unit 15 generates control instruction data according to, for example, the following rules.
    [0107] [0107] (6) In the above-described embodiment, Specifying Unit 13 uses a wind direction and a wind speed as parameters that continuously change and affect a stopping distance of Ship 8 to specify a danger degree. Types of S parameters used by Specifying Unit 13 to specify a danger degree are 3 not limited to a wind direction and a wind speed. For example, & Specifying Unit 13 may use a tidal direction and a tidal speed for E specifying a danger degree in addition to a wind direction and a wind + 3 speed.
    [0109] [0109] In the case where an anti-water speedometer is installed on Ship 8, a tidal direction and a tidal speed specified from the difference between the speed of Ship 8 to the ground indicated by the speed data and the speed of Ship 8 to the water measured by the anti-water speedometer may be used by Specifying Unit 13 to specify a danger degree.
    [0110] [0110] (7)In the embodiment described above, System 1 is realized by a single computer. Alternatively, System 1 may be realized by a plurality of devices.
    [0111] [0111] (8) After Ship 8 stops before Mooring Facility 9, Ship 8 is usually pushed by the auxiliary vessels from the opposite side of Mooring Facility 9 and laid up at Mooring Facility 9 in a state where the main engine of Ship 8 is stopped. Namely, sailing of Ship 8 for laying up at Mooring Facility 9 is divided into a stage in which Ship 8 sails toward Mooring Facility 9 in the bow direction (hereinafter referred to as "approaching stage"), and a stage in which Ship 8 that has stopped in front of Mooring Facility 9 is pushed by the auxiliary vessels and moves in the starboard or port direction (hereinafter referred to as "berthing stage").
    [0114] [0114] In addition, in the berthing stage, a moving direction of Ship 8 is different from that in the approaching stage. Therefore, Specifying Unit 13 changes the movement direction of the three-dimensional shape of Ship 8 indicated by the shape data to the starboard or the port direction for specifying a viscous resistance to the Ship 8 from the water in the berthing stage.
    [0115] [0115] Further, in the berthing stage, since Ship 8 and Mooring Facility 9 are close to each other, Display Unit 14 enlarges the scale of horizontal axis when it displays the graph of Figure 7.
    [0116] [0116] System 1 switches the graph to be displayed from the graph for the approaching stage to the graph for the berthing stage in response to an operation made to System 1 by, for example, the ship's captain or the like. System 1 may automatically switch the graph to be displayed from the graph for the approaching stage to the graph for the berthing stage, for example, when System 1 detects that the distance between Ship 8 S and Mooring Facility 9 indicated by the distance data becomes a 3 predetermined value or less and the speed of Ship 8 indicated by the & speed data becomes a predetermined value or less. E [0117] (9) In the embodiment described above, Displacement Data Acquiring 3 Unit 111 of System 1 acquires displacement data input to System 1 by a N user. Alternatively, Displacement Data Acguiring Unit 111 may acguire - displacement data by specifying a displacement of Ship 8 from a present draft of Ship 8 indicated by draft data acquired by Draft Data Acquiring
    [0118] [0118] (10) In the embodiment described above, System 1 is realized by a general computer to execute processing according to a program. Alternatively, System 1 may be configured as a so-called dedicated device.
    [0119] [0119] The present invention is understood as each of System 1, a program for causing a computer to function as System 1, a computer-readable recording medium for persistently recording the program, and a method of processing executed by System 1.DESCRIPTION OF REFERENCE NUMERALS
    [0120] [0120] 1...System, 2..GNSS Unit, 3..GNSS Unit, 4..Wind Direction Anemometer, 9... Mooring Facility, 10...Computer, 11... Acquiring Unit,
    12...Storage Unit, 13...Specifying Unit, 14. Display Unit, 15...Speed Reduction Control Unit, 16..Communication Unit, 71...Operation Control System, 81..Speed Reduction System, 101.. Processor,
    102... Memory, 103...Communication Interface, 104... Display Device,
    105..Operating Device, 100... Mooring Facility Data Acquiring Unit,
    110...Shape Data Acquiring Unit, 111...Displacement Data Acquiring Unit, 112..Speed Reduction Ability Data Acquiring Unit, N 113... Auxiliary Speed Reduction Ability Data Acquiring Unit, 3 114... Draft Data Acquiring Unit, 115...Ship Position Data Acquiring S Unit, 116...Speed Data Generating Unit, 117..Distance Data Generating E Unit, 118...Sailing Direction Data Generating Unit, 119...Parameter S Data Acguiring Unit.LOS
    权利要求:
    Claims (15)
    [1] CLAIMS [Claim 1] A system comprising: an acquiring means for acquiring shape data indicating a shape of a ship sailing toward a mooring facility, displacement data indicating a displacement of the ship, speed reduction ability data indicating a speed reduction ability of the ship, distance data indicating a distance between the ship and the mooring facility and speed data indicating a speed of the ship; and a specifying means for specifying a degree of danger of collision of the ship with the mooring facility based on each of the shape data, the displacement data, the speed reduction ability data, the distance data and the speed data. [Claim 2] The system according to claim 1, wherein the acquiring means acquires draft data indicating a draft of the ship; and the specifying means specifies the degree of danger using the draft data. [Claim 3] The system according to claim 1 or 2, wherein the acquiring means acquires auxiliary speed reduction ability = data indicating a speed reduction ability of an auxiliary vessel that N assists in reducing a speed of the ship: and 3 the specifying means specifies the degree of danger using the = auxiliary speed reduction ability data. x [Claim 4] The system according to any one of claims 1 to 3, wherein O the acguiring means continuously acguires ship position data ES indicating a present position of the ship which changes over time; the acquiring means acquires the speed data indicating a present speed of the ship and the distance data indicating a present distance between the ship and the mooring facility by continuously generating the speed data and the distance data using the ship position data; and the specifying means continuously specifies the degree of danger at a present time. [Claim 5] The system according to claim 4, wherein the acquiring means continuously acquires parameter data indicating a value of a parameter that changes over time and affects a stopping distance of the ship; and the specifying means continuously specifies the degree of danger at the present time using the parameter data. [Claim 6] The system according to claim 4 or 5, wherein the specifying means estimates the degree of danger in the future based on degrees of danger specified by the specifying means in the past. [Claim 7] The system according to any one of claims 1 to 6, comprising: a display means for displaying the degree of danger specified by the specifying means. [Claim 8] The system according to claim 7, wherein the distance data indicates various virtual distances between the ship and the mooring facility and a measured distance between S the ship and the mooring facility; 3 the speed data indicates various virtual speeds of the ship and & a measured speed of the ship; E the specifying means specifies the degree of danger with 3 respect to each of a plurality of combinations of the virtual N distances and the virtual speeds and a combination of the measured - distance and the measured speed indicated by the distance data and the speed data, the degree of danger indicating danger of collision of the ship with the mooring facility when the ship is sailing at the speed of the combination at a position of the distance of the combination from the mooring facility; and the display means displays a graph with an axis indicating distances between the ship and the mooring facility and an axis indicating speeds of the ship showing the degree of danger specified by the specifying means for each of the plurality of combinations of the virtual distances and the virtual speeds and the degree of danger specified by the specifying means for the combination of the measured distance and the measured speed. [Claim 9] The system according to any one of claims 1 to 8, comprising: a speed reduction control means for controlling a speed reduction system for reducing a speed of the ship using the degree of danger specified by the specifying means. [Claim 10] The system according to claim 9, wherein the speed reduction control means controls operations of an auxiliary vessel that assists in reducing a speed of the ship using the degree of danger specified by the specifying means. [Claim 11] The system according to any one of claims 1 to 6, wherein the distance data indicates various virtual distances between the ship and the mooring facility; S the speed data indicates various virtual speeds of the ship; 3 the specifying means specifies the degree of danger with & respect to each of a plurality of combinations of the virtual E distances and the virtual speeds indicated by the distance data and 3 the speed data, the degree of danger indicating danger of collision N of the ship with the mooring facility when the ship is sailing at the - speed of the combination at a position of the distance of the combination from the mooring facility, and specifies a guide speed with respect to each of the virtual distances using the specified degrees of danger, the guide speed being a speed at which the ship is sailing at a position of the distance from the mooring facility so that the degree of danger of collision of the ship with the mooring facility becomes a predetermined value. [Claim 12] The system according to claim 11, wherein the speed data indicates a measured speed of the ship in addition to the virtual speeds of the ship; and the system comprises a display means for displaying the guide speeds specified by the specifying means and the measured speed of the ship indicated by the speed data. [Claim 13] The system according to claim 11 or 12, comprising a speed reduction control means for controlling a speed reduction system for reducing a speed of the ship using the guide speed specified by the specifying means. [Claim 14] The system according to claim 13, wherein the speed reduction control means controls operations of an auxiliary vessel that assists in reducing a speed of the ship using the guide speed specified by the specifying means. [Claim 15] A program for causing a computer to function as the acquiring means and the specifying means of the system according to any O one of claims 1 to 6 and 11. + <Q
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    同族专利:
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    PCT/JP2018/037107|WO2020070841A1|2018-10-03|2018-10-03|System and program for assisting prevention of vessel from colliding with mooring facility|
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