Boat support device and boat support method

Abstract

The problem is to provide a boat support device that can display collision hazard zones that match the boatman's boating experience with a relatively small computational load. The solution is that the boat support device (1) includes a risk calculation unit (33) and a display data generation unit (41). The risk calculation unit (33) considers the physical size of at least one of the boat and another vessel, and calculates a collision risk value based on the distance between the predicted positions of the other vessel and the corresponding predicted positions of the boat at multiple future times. This value is used to determine whether to display areas where a collision between the boat and another vessel is highly likely to occur in the future, i.e., collision hazard zones. The display data generation unit (41) generates display data for displaying collision hazard zones at the predicted positions of other vessels based on the determination using the collision risk value.

Description

Technical Field

[0001] This invention relates to a boat-riding support device. Background Technology

[0002] A known navigation support device can calculate the area where a collision between the vessel and another vessel is likely to occur in the future, using navigation information from both the vessel and other vessels. Non-Patent Document 1 discloses a method for calculating this area using such a navigation support device.

[0003] Non-Patent Document 1 discloses a method for calculating the OZT (Obstacle Zone by Target) within the operating space of a self-vessel, which is obstructed by the presence and movement of an opposing vessel. The method for calculating the OZT in Non-Patent Document 1 is as follows: Considering the velocity errors caused by the self-vessel and the other vessel, an arrival time probability distribution is defined, representing the time of arrival of both the self-vessel and the other vessel at any point, thereby calculating the probability of simultaneous existence of both vessels at any point. Locations where this probability of simultaneous existence is higher than a predetermined probability value are designated as OZTs where collisions are likely to occur.

[0004] Prior art literature

[0005] Non-patent literature

[0006] Non-patent literature 1: Hayato Imatsu, Junji Fukudo, and Masayoshi Numano, “On the Interference Zone and Display of the Opposite Ship”, Proceedings of the Japan Navigation Society, Vol. 107, pp. 191-197, 2002.9. Summary of the Invention

[0007] The problem to be solved by the present invention

[0008] However, in the method of Non-Patent Document 1 mentioned above, the OZT is calculated by treating the ship and other ships as points, without taking into account the actual size of the ship and other ships. Therefore, even if the navigator navigates the ship in a way that avoids OZT on the display, abnormal closeness or collision between the ships may still occur because the ship and other ships have physical sizes in reality.

[0009] Furthermore, the method described in Non-Patent Document 1, which calculates the probability of simultaneous existence of the vessel and other vessels to obtain the OZT, involves an extremely high computational load. Therefore, from the perspective of computational load, it is difficult to increase the number of OZT calculation points and improve the spatial resolution of the OZT display in the method of Non-Patent Document 1.

[0010] The present invention was made in view of the above circumstances, and its object is to provide a boat control support device capable of generating display data that accurately represents the danger of a collision, and reducing the computational load of generating the display data.

[0011] Methods and effects used to solve problems

[0012] The problem to be solved by this invention is as described above. The means used to solve this problem and its effects will be described below.

[0013] According to the present invention, a navigation support device with the following configuration is provided. That is, the navigation support device includes a other vessel data acquisition unit, a other vessel future position prediction unit, a self-vehicle data acquisition unit, a self-vehicle future position prediction unit, a risk calculation unit, and a display data generation unit. The other vessel data acquisition unit acquires information related to the position and speed of other vessels. The other vessel future position prediction unit, based on the position and speed of the other vessels acquired by the other vessel data acquisition unit, predicts the positions of the other vessels at multiple future times if the other vessels continue to sail at the same course and speed. The self-vehicle data acquisition unit acquires information related to the position and speed of the self-vehicle. The self-vehicle future position prediction unit, based on the position and speed of the self-vehicle acquired by the self-vehicle data acquisition unit, predicts the position of the self-vehicle corresponding to the position of the other vessels predicted by the other vessel future position prediction unit, if the self-vehicle continues to sail at that position at an arbitrarily determined course and speed. The risk calculation unit calculates a collision risk value based on the distance between the predicted position of the other vessel and the corresponding predicted position of the own vessel at each of the predicted times. This value is used to determine whether to display an area where a collision between the own vessel and the other vessel is highly likely to occur in the future, i.e., a collision hazard zone. The display data generation unit generates display data for displaying the collision hazard zone at the predicted position of the other vessel based on the determination using the collision risk value.

[0014] Therefore, it is possible to generate display data showing the area where a collision between the vessel and other vessels may occur in the future, using the distance between the vessel and other vessels. This allows for the display of areas with high accuracy and that closely match the actual driving experience of the boatman. Furthermore, instead of calculating the probability of simultaneous existence of the vessel and other vessels based on speed errors, the collision risk value can be calculated using the distance between the vessel and other vessels as a benchmark. This reduces the computational load.

[0015] Preferably, in the aforementioned boat-riding support device, the distance between the two vessels is calculated as the distance between the predicted position of the other vessel at each of the aforementioned times and the corresponding predicted position of the own vessel.

[0016] Therefore, the danger of a collision can be reasonably assessed.

[0017] Preferably, in the aforementioned boat support device, the risk calculation unit calculates the collision risk value by taking into account the physical size of at least one of the boat and the other boat.

[0018] This will further improve the appropriateness of the area display.

[0019] In the aforementioned boat-handling support device, the following configuration is preferred: The risk calculation unit is able to consider the physical size of the vessel and the size of the warning range that can be set forward and / or aft of the vessel, and based on the distance between them, calculate a warning risk value for determining whether to display an area—a warning zone—where the likelihood of another vessel intruding into the warning range in the future is high. The display data generation unit is able to generate display data based on the determination using the warning risk value, for displaying the warning zone at the predicted location of the other vessel in a manner distinguishable from the collision hazard zone.

[0020] Therefore, when the boat operator or others have established a warning zone on the bow and / or stern of their vessel as a zone they do not wish to be intruded upon by other vessels, the warning zone where the likelihood of another vessel intruding into that zone is high can be displayed together with the collision hazard zone. This allows for better support for the boat operator. Furthermore, the warning zone and the collision hazard zone are displayed separately, making it easier for the boat operator to understand.

[0021] Preferably, in the aforementioned boat support device, the display data generation unit generates display data for displaying the warning area when the warning risk value is above a predetermined threshold.

[0022] Therefore, it is possible to display a warning zone for areas where the likelihood of other vessels intruding into the warning zone in the future is at or above a certain level.

[0023] Preferably, in the aforementioned boat support device, the collision hazard area and the warning area, as displayed on the screen, are at least different in color.

[0024] As a result, the boat operator can easily distinguish and identify the warning areas and collision danger zones that are displayed in different colors.

[0025] Preferably, in the aforementioned boat control support device, the size of the warning range varies according to the speed of the vessel.

[0026] This allows for the display of a warning zone that flexibly adapts to the boat's speed and the driver's perception. Attached Figure Description

[0027] Figure 1 This is a block diagram showing the electrical configuration of the boat support device according to the first embodiment.

[0028] Figure 2 This is a diagram illustrating an example of calculating the distance between two points.

[0029] Figure 3 This is a diagram illustrating an example of a risk function used to convert distances into risk values.

[0030] Figure 4 It means Figure 2 The diagram shows an example of a collision hazard zone and a warning zone under certain conditions.

[0031] Figure 5 This diagram compares the display of the collision hazard area and warning area in this embodiment with the conventional OZT display.

[0032] Figure 6 This is a block diagram showing the electrical configuration of the boat support device according to the second embodiment. Detailed Implementation

[0033] Next, embodiments of the present invention will be described with reference to the accompanying drawings. Figure 1 This is a block diagram showing the electrical configuration of the boat support device 1.

[0034] First, the first embodiment will be described. Figure 1 The boat support device 1 of the first embodiment shown is installed on a vessel moving on water.

[0035] A display device 5 is connected to the boat handling support device 1. The display device 5 is configured as, for example, a liquid crystal display (LCD) and displays information providing support for boat handling. The boat handling support device 1 generates display data for displaying collision hazard areas and warning areas on the display device 5 and outputs it to the display device 5.

[0036] The collision hazard zone is an area where the probability of a collision between the vessel and another vessel is high in the future. The warning zone is an area where, although the probability of a collision is low, the probability of another vessel encroaching on a designated private area in the future, based on its relationship with the vessel, is high. These zones (OZT) are areas where the vessel would be obstructed by another vessel if it changed course relative to the vessel, and are calculated using a method different from that described in Non-Patent Document 1. Further details regarding the collision hazard zone and the warning zone will be described later.

[0037] The boat support device 1 includes a data processing unit 11 for other vessels, a data processing unit 21 for the vessel itself, a set length storage unit 26, a calculation processing unit 31, and a display data generation unit 41.

[0038] Specifically, the boat control support device 1, as a known computer, includes a CPU, ROM, RAM, etc. The ROM stores a program for generating display data for the aforementioned collision hazard zone and warning zone. Through the coordinated operation of the hardware and software, the boat control support device 1 can function as a data processing unit 11 for other vessels, a data processing unit 21 for its own vessel, a length setting storage unit 26, a calculation processing unit 31, and a display data generation unit 41.

[0039] The other vessel data processing unit 11 acquires data about other vessels existing around the vessel, which is necessary to display the collision hazard zone and warning zone. The other vessel data processing unit 11 includes a other vessel data acquisition unit 12 and a other vessel future position prediction unit 13.

[0040] Other ship data acquisition department 12 such Figure 2 As shown in the relationship between the self-ship 2 and the other ship 3, the position of the other ship 3, Pr0, is obtained as the current position of the other ship 3, and the speed vector of the other ship, Vt, is obtained as the speed vector of the other ship 3.

[0041] To explain in detail, Figure 1 The ship navigation support device 1 is connected to a radar device (illustrated incomplete) that detects the area around the ship 2 and generates radar images. This radar device has a TT (target tracking) function, which detects and tracks the movement of detected targets (other ships 3). The TT function is well-known, so it will be explained simply: the TT function calculates the position and velocity vectors of targets (other ships 3) around the ship based on changes in past radar images.

[0042] The radar device outputs the position and velocity of a representative point as the position and velocity of the other vessel 3. The position of the representative point is, for example, the position of the center of the echo image of the other vessel 3 as reflected in the radar image.

[0043] The radar device acquires the position and velocity of the other vessel 3 relative to the own vessel 2. However, based on the position and bow bearing of the own vessel 2 obtained by appropriate means (such as a known GNSS positioning device and bearing sensor), the position and velocity vectors of the other vessel 3 input to the other vessel data acquisition unit 12 are pre-converted to a ground reference. The other vessel data acquisition unit 12 outputs the obtained other vessel position Pr0 and other vessel velocity vector Vt to the other vessel future position prediction unit 13 for each detected object.

[0044] The other vessel future position prediction unit 13 predicts the future position of the other vessel 3. The predicted position of the other vessel 3 becomes the position reference for determining whether a collision hazard zone and warning zone should be displayed at that position. In the following description, this position is sometimes referred to as the decision point.

[0045] The following is a detailed explanation. (The following is a separate section:) The future position prediction department for other ships, as shown in section 13... Figure 2As shown, taking the reference time T0 (specifically the current time) as the starting point for obtaining the position and speed of the other ship 3, and separating it by appropriate time intervals ΔT, multiple future times T1, T2, ... are determined. Then, the other ship future position prediction unit 13 predicts the other ship positions Pr1, Pr2, ... at the aforementioned future times T1, T2, ... based on the position and speed of the other ship 3 at the reference time T0 (other ship position Pr0 and other ship speed vector Vt). The other ship positions Pr1, Pr2, ... obtained through prediction become decision points D1, D2, ...

[0046] When determining the positions of other ships Pr1, Pr2, ... (determination points D1, D2, ...), the future position prediction unit 13 assumes that other ship 3 moves from its position Pr0 while maintaining the magnitude and orientation of its ship velocity vector Vt obtained at reference time T0. That is, it is considered that other ship 3 continues sailing with the same heading and speed as at reference time T0. Therefore, the positions of other ships Pr1, Pr2, ... can be easily determined.

[0047] The positions of other ships are Pr1, Pr2, ..., as follows: Figure 2 As shown, it is determined that the vessels are arranged at appropriate intervals along the straight line obtained by extending the other vessel's velocity vector Vt from its position Pr0, i.e., the heading C. Figure 2 In this example, the positions of other ships Pr1, Pr2, ... are arranged at equal intervals, but this is just one example, and the details will be described later. The other ship future position prediction unit 13 outputs data representing the positions of the other ships Pr1, Pr2, ... (determination points D1, D2, ...) to the calculation processing unit 31 and the display data generation unit 41.

[0048] The ship data processing unit 21 acquires data from the ship 2 required to display the collision hazard zone and warning zone. The ship data processing unit 21 includes a ship data acquisition unit 22 and a ship future position prediction unit 23.

[0049] The ship data acquisition unit 22 is input with data related to the ship's position P0, which is the ship's position, and the ship's speed vector V.

[0050] The ship's position P0 is the current position of the ship 2. A GNSS positioning device (not shown) is connected to the ship support device 1, and the ship data acquisition unit 22 can obtain the ship's position P0, which is the position of the ship 2, based on the positioning result input from the GNSS positioning device.

[0051] The ship speed vector V is the current speed of the ship 2. The ship data acquisition unit 22 can obtain the ship speed vector V, which is the speed of the ship 2, by calculating the position change obtained from the GNSS positioning device.

[0052] The ship's position P0 and velocity vector V represent the location and velocity of the ship's representative point, specifically the location where the GNSS antenna (not shown) is installed. The ship's data acquisition unit 22 outputs the obtained ship position P0 and velocity vector V to the ship's future position prediction unit 23.

[0053] The self-ship future position prediction unit 23 predicts the self-ship's future position at multiple times T1, T2, ... as described in the other-ship future position prediction unit 13. Each predicted self-ship position P1, P2, ... corresponds to the other-ship positions Pr1, Pr2, ... predicted by the other-ship future position prediction unit 13 at each time T1, T2, ...

[0054] When determining the ship's positions P1, P2, ..., the ship's future position prediction unit 23 assumes that: the magnitude of the ship's speed vector V obtained at the reference time T0 is constant, while the orientation of the ship's speed vector V changes to an arbitrary orientation at the reference time T0, after which the ship 2 continues to sail from its position P0 with a certain orientation. That is, it is considered that the ship 2 arbitrarily determines its course at its position P0, and then continues to sail with that course and the same speed. Therefore, the estimated ship positions P1, P2, ... are all located on concentric circles centered on the ship's position P0 at the reference time T0.

[0055] exist Figure 2 In this diagram, the estimated positions of the ship, P1, P2, ..., are represented by small circles. The radius of the circle containing the predicted ship positions P1, P2, ... (hereinafter sometimes referred to as the candidate ship position circles E1, E2, ...) is equal to the product of the time from the reference time T0 to each time T1, T2, ... and the magnitude of the ship's velocity vector V.

[0056] Like this, Figure 1 The ship's future position prediction unit 23 calculates the candidate circles E1, E2, ... for each time T1, T2, ... The ship's future position prediction unit 23 outputs the data related to the candidate circles E1, E2, ... as the predicted ship positions P1, P2, ... to the calculation and processing unit 31.

[0057] The length storage unit 26 stores the ship length L and the private length PL.

[0058] Length of the vessel L as follows Figure 3As shown in (a), the total length of the vessel 2 in the fore-and-aft direction is shown. The vessel length L represents the physical size of the vessel 2 in the fore-and-aft direction. In this embodiment, if another vessel 3 is present within the range of the vessel length L, it is assumed that the vessel 2 will collide with the other vessel 3. Furthermore, the vessel position P0 acquired by the vessel data acquisition unit 22 and the vessel positions P1, P2, ... predicted by the vessel future position prediction unit 23 represent the installation position of the GNSS antenna toward the hull, which (the aforementioned representative point, hereinafter referred to as the vessel reference position) is usually located in the middle of the vessel length L. Therefore, the parameter of the vessel length L is a combination of the length L1 from the aforementioned vessel reference position to the bow and the length L2 from the aforementioned vessel reference position to the stern. The two lengths L1 and L2 are appropriately set in advance to the navigation support device 1.

[0059] The private length PL is not included in the aforementioned self-vessel length L, and therefore there is no physical contact between self-vessel 2 and other vessel 3. However, it signifies the length of the private area (warning zone) in the fore-and-aft direction that the navigator psychologically feels they do not wish to have intruded upon by other vessel 3. The private area can be likened to a personal zone that would generate wariness if another vessel were to approach one's front or back, taking into account the distance between people. The private length PL is set by the navigator at least on one side of the self-vessel length L, at any length. For example, the navigator can set a private length PL of 0.5 nautical miles on the front side of the self-vessel length L.

[0060] Figure 1 The set length storage unit 26 shown outputs the stored ship length L and private length PL to the calculation and processing unit 31.

[0061] Next, the calculation processing unit 31 will be described. The calculation processing unit 31 uses the data output from the data processing unit 11 of the other ship and the data processing unit 21 of the ship to calculate and determine whether a collision danger zone or a warning zone is displayed at the aforementioned determination points D1, D2, ...

[0062] The calculation and processing unit 31 includes a distance calculation unit 32, a risk calculation unit 33, and a region display and determination unit 34.

[0063] The distance calculation unit 32 calculates the distances, i.e., the distances R1, R2, ..., between the positions of other ships Pr1, Pr2, ..., which are predicted to be reached at future times T1, T2, ..., and the corresponding positions of its own ship P1, P2, ..., which are predicted to be reached at future times T1, T2, ..., respectively.

[0064] The distances R1, R2, ... are used to evaluate the risk of collision. Therefore, among the various predicted scenarios, it is reasonable to consider the scenario where the ship 2 is closest to the other ship 3. Thus, for example, when calculating the distance R1 at time T1, the distance calculation unit 32 selects the position closest to the other ship's position Pr1 at time T1 from among the multiple predicted positions P1 of the ship at that time T1.

[0065] exist Figure 2 In the diagram, a black circle represents the selected self-ship position P1 from multiple predicted self-ship positions P1 for calculating the distance R1 between them. The distance R1 is calculated as the distance between the position marked with the black circle among the self-ship positions P1 and the position Pr1 of another ship.

[0066] Taking time T1 as an example, the distance R1 represents the minimum distance between a point on the candidate circle E1 of the ship's own position and the position Pr1 of another ship. By calculating the distance between the position Pr1 of the other ship at time T1 and the position P0 of the ship at the reference time T0 (the center of the candidate circle E1 of the ship's own position), and subtracting the radius of the candidate circle E1 from this distance, the distance R1 at time T1 can be easily calculated. The distances R2, ... at other times T2 are calculated in the same way.

[0067] In this way, the distance calculation unit 32 assumes that the speeds of both the ship 2 and the other ship 3 are constant, and calculates the distance Rn between the predicted future positions of the ship 2 and the other ship 3. Therefore, the distance Rn can be obtained by simple geometric calculation.

[0068] The distance Rn is calculated using the method described above, and therefore its value can be either positive or negative. A positive distance Rn means that the ship's position Pn is closer to its own position P0 at reference time T0 than the other ship's position Prn. A negative distance Rn means that the ship's position Pn is farther from its own position P0 at reference time T0 than the other ship's position Prn. Figure 2 In the example, the distances R1, R2, R3, and R4 are positive, and the distance R5 is negative.

[0069] A positive distance Rn indicates that, in the case where ship 2 is closest to ship 3, ship 3 is on the bow side of ship 2. A negative distance Rn indicates that, in the case where ship 2 is closest to ship 3, ship 3 is on the stern side of ship 2.

[0070] In this embodiment, during the stage where the distance calculation unit 32 calculates the distance Rn, both the ship 2 and the other ship 3 are treated as points, and their physical size is not considered. The distance Rn is expressed as the distance between the reference position of the ship 2 (as a representative point) and the representative point of the other ship 3.

[0071] Figure 1 The risk calculation unit 33 calculates the risk value (collision risk value, warning risk value) RPn, which is used to determine whether to display a collision hazard zone and a warning zone. Specifically, the risk calculation unit 33 uses a predetermined risk function FR to convert the various distances Rn calculated by the distance calculation unit 32 into the risk value RPn. The risk value RPn is a value between 0 and 1, where 0 indicates that there is no possibility of collision between vessel 2 and other vessel 3, and 1 indicates that vessel 2 will collide with other vessel 3.

[0072] The risk function FR used in the risk calculation by the risk calculation unit 33 is determined by referring to the stored content of the set length storage unit 26. Figure 3 In (b), with Figure 3 The origin is the self-ship reference position of (a), the horizontal axis is the distance R, the vertical axis is the risk value RP, and the risk function FR used in this embodiment is represented by a curve.

[0073] like Figure 3 As shown in (b), when the distance R is within the range corresponding to the ship's length L (-L2 ≤ R ≤ L1), the risk function FR is 1. Furthermore, when the distance R is within the range corresponding to the private length PL (L1 < R < L1 + PL), the risk function FR takes a value greater than 0 and less than 1, and this value decreases monotonically as the distance R increases. When the distance R is within the range that corresponds to neither the ship's length L nor the private length PL (R < -L2, or R ≥ L1 + PL), the risk function FR is 0.

[0074] In this embodiment, the risk calculation unit 33 uses a risk function FR, which has a value of 1 when the distance R is within the range equivalent to the length L of the vessel itself, to calculate the risk value RP. Therefore, the probability of a collision can be evaluated considering the physical length of the vessel itself.

[0075] The risk calculation unit 33 outputs risk values ​​RP1, RP2, ... to the area display and determination unit 34, which are obtained by substituting the distances R1, R2, ... into the risk function FR mentioned above.

[0076] The area display determination unit 34 determines, based on the risk values ​​RP1, RP2, ... output from the risk calculation unit 33, whether to display a collision danger zone, a warning zone, or nothing at each determination point D1, D2, ...

[0077] Specifically, the area display determination unit 34 determines that a collision hazard area needs to be displayed when the risk value RPn output from the risk calculation unit 33 is 1. The area display determination unit 34 determines that a warning area needs to be displayed when the risk value RPn output from the risk calculation unit 33 is less than 1 and greater than 0. The area display determination unit 34 determines that neither a collision hazard area nor a warning area needs to be displayed when the risk value RPn is 0.

[0078] In this embodiment, the calculation processing unit 31 does not consider speed errors when calculating the probability distribution as used in conventional OZT. Instead, assuming no errors in the ship's speed vector V and the other ship's speed vector Vt, the calculation processing unit 31 determines whether to display a collision hazard zone and a warning zone based solely on whether the positional relationship between the reference position of the ship 2 (represented by a distance Rn) and the representative point of the other ship 3 is included within the ship's length L or within the ship's length PL. Therefore, the computational load required for this determination can be significantly reduced.

[0079] Next, the data generation unit 41 will be explained. Figure 4 It means Figure 2 The diagram shows an example of a collision hazard zone 91 and a warning zone 92 under certain conditions. Figure 5 This diagram compares the display of the collision hazard zone 91 and warning zone 92 in this embodiment with the conventional OZT display.

[0080] The display data generation unit 41 generates display data for displaying information used to support the boat operator on the display device 5, and outputs it to the display device 5 via a suitable interface.

[0081] exist Figure 4 The image shown is an example of a display screen in display device 5. The display data generation unit 41 is as follows: Figure 4 As shown, display data is generated graphically to represent the position and speed of the vessel 2, the position and speed of the other vessel 3, etc. The display data generation unit 41 then displays the collision danger zone 91 or the warning zone 92 at each judgment point D1, D2, ... in accordance with the judgment result of the area display judgment unit 34.

[0082] exist Figure 4 In, it means in Figure 2 An example of a display device 5 in which the risk value RP4 corresponding to the distance R4 is 1, the risk value corresponding to the distance R3 is 0.3, and the risk values ​​corresponding to the other distances R1, R2, and R5 are all 0.

[0083] like Figure 4 As shown, at decision point D4, a graphic representing the collision hazard zone 91 is displayed, and at decision point D3, a graphic representing the warning zone 92 is displayed. No graphics are displayed at the other decision points D1, D2, and D5. Furthermore, decision points D1, D2, ... are points used as the basis for calculation, and therefore are depicted for illustrative purposes. Figure 4 It appears in the middle, but is not actually displayed on the screen.

[0084] The collision hazard zone 91 and the warning zone 92 are graphically displayed as circles centered on the decision point Dn. The size of the circles is appropriately determined to be neither too small nor too small. For example, the size of the circles can be determined to be such that their diameter is equal to the length L of the vessel.

[0085] When two adjacent decision points Dn each display a circle representing, for example, a collision hazard area 91, it is undesirable for gaps to exist between the circles. Therefore, considering the size of the circles and the magnitude of the other vessel's velocity vector Vt, the time interval ΔT when the other vessel's future position prediction unit 13 calculates the decision point Dn is determined so that the distance between adjacent decision points Dn is sufficiently short. This ensures the continuity of the displayed range of the collision hazard area 91 or the warning area 92.

[0086] The positions of the self-ship (P0), its own speed vector (V), and the positions and speed vectors of other ships (Pr0 and Vt) input to the navigation support device 1 are constantly changing, requiring real-time updates to the display of the collision hazard zone 91 and the warning zone 92. Furthermore, considering the possibility of multiple other ships (3) surrounding the self-ship 2, the display of the collision hazard zone 91 and the warning zone 92 must be processed for each of the other ships (3). Therefore, reducing the computational load required for this process is crucial.

[0087] Theoretically, the other vessel future position prediction unit 13 can generate an unlimited number of decision points Dn. However, if the number of decision points Dn is large, the computational load becomes heavy. Therefore, in this embodiment, a predetermined decision limit distance is determined, limiting the position of the decision points Dn output by the other vessel future position prediction unit 13 to within the decision limit distance relative to the other vessel's position Pr0. This prevents the computational load from becoming excessive.

[0088] However, in this embodiment, the computational load required to determine whether the collision hazard area 91 and the warning area 92 should be displayed at each decision point Dn is reduced compared to the past, as described above. Therefore, even when a large number of decision points Dn are generated by shortening the distance between adjacent decision points Dn or lengthening the decision limit distance, processing can be performed in real time without problems. As a result, the resolution of the displayed collision hazard area 91 and the warning area 92 can be improved, or the collision hazard area 91 and the warning area 92 predicted based on the more distant future can be displayed.

[0089] The display data generated by the display data generation unit 41 enables the colors displayed by the display device 5 to differ between the collision hazard zone 91 and the warning zone 92. Figure 4 For ease of illustration, solid and dashed lines are used to indicate different colors in the collision hazard zone 91 and the warning zone 92. This allows the boat operator to clearly distinguish between areas where a collision with another vessel 3 is highly probable and areas where, although a collision is unlikely, another vessel 3 is highly probable to enter the aforementioned private length PL, thus facilitating a better understanding of the situation.

[0090] Furthermore, the display method for altering the appearance in the collision hazard area 91 and the warning area 92 on the display device is not limited to changing the color. For example, in the collision hazard area 91 and the warning area 92, the display can be altered by changing whether the area is painted, the transparency of the painted portion, or the pattern. Figure 4 As depicted, the outlines of the areas can be distinguished by using solid or dashed lines. Additionally, characters, symbols, or small markings can be added to the areas to allow the navigator to differentiate between the collision hazard zone 91 and the warning zone 92.

[0091] Warning zone 92 corresponds to a risk value RP greater than 0 and less than 1. The display data generation unit 41 can also generate display data for warning zone 92, causing the display method to differ according to the magnitude of the risk value RP. For example, as the risk value RP decreases, the transparency of the outline or the internal color of the displayed warning zone 92 can gradually increase. Alternatively, the collision hazard zone 91 can be displayed in red, and as the risk value RP decreases, the warning zone 92 can be displayed by gradually changing color from red to yellow.

[0092] The warning zone display can also be changed from uniformly displaying a risk value RP greater than 0 and less than 1 to only displaying it when the risk value RP is greater than a threshold set by the boat operator. This allows for a display that is tailored to the boat operator's preferences.

[0093] In addition, it can also display the collision hazard zone 91 and the warning zone 92 in the exact same way.

[0094] As described above, in this embodiment, the collision risk assessment is performed considering the vessel's own length L in the risk function FR. That is, the vessel 2 is not treated as a point, but as a slender straight line with a length L in the forward and backward direction. Therefore, even in the case of large vessels with a considerably long vessel length L, it is possible to consider the actual size of the vessel and appropriately indicate the range of high collision risk.

[0095] exist Figure 5 The text indicates a comparison between the collision hazard area 91 of this embodiment and the conventional OZT under the same conditions. (Example:) Figure 5 As shown in (a), the collision hazard zone 91 in this embodiment is determined by taking into account the length L of the vessel itself, and... Figure 5 Compared to the conventional OZT shown in (b), the area extends towards the side closer to the other vessel 3 (extension 91e). This display indicates that, taking into account the actual length L of the vessel itself, in order to avoid collision with the other vessel 3, the vessel 2 should not be driven not only in the section that overlaps with the conventional OZT, but also in the extension 91e that extends from that section.

[0096] exist Figure 5 In the explicit example of this embodiment shown in (a), the warning zone 92, which is created by setting a private length PL in front of the vessel 2, is displayed closer to the other vessel 3 than the collision hazard zone 91. This display indicates that if the vessel is navigating within the warning zone 92, there is a high probability that the other vessel 3 will enter the area in front of the vessel 2 equivalent to the private length PL.

[0097] In addition, Figure 5 In the explicit example of this embodiment shown in (a), in relation to Figure 5 (b) shows the area N1, which is the left end of the conventional OZT, where the collision hazard zone 91 is not shown. This is because the risk calculation unit 33 in this embodiment appropriately considers that the length L2 of the portion of the ship's length L that is closer to the stern than the ship's reference position is relatively short. Figure 5 Example (a) shows a case where no private length PL is set behind the ship 2, but if the private length PL behind is set appropriately, a warning zone 92 will be displayed in the aforementioned location N1.

[0098] In the above explanation, the position of the radar antenna of the radar device is considered to be the same as the position of the GNSS antenna of the GNSS positioning device (in other words, the ship's reference position) when assessing the collision risk. However, when the distance between the installation positions of the radar antenna and the GNSS antenna cannot be ignored, it is preferable to recalculate the position of the other ship obtained by the other ship data acquisition unit 12 to make the position of the GNSS antenna the reference, which allows for more accurate collision calculations. On the other hand, the ship's reference position can also be determined to be consistent with the position of the radar antenna rather than the position of the GNSS antenna. In this case, the ship's position, etc., obtained by the ship data acquisition unit 22 is recalculated to make the position of the radar antenna the reference.

[0099] As described above, the boat navigation support device 1 of this embodiment includes a other vessel data acquisition unit 12, a other vessel future position prediction unit 13, a self-vehicle data acquisition unit 22, a self-vehicle future position prediction unit 23, a risk calculation unit 33, and a display data generation unit 41. The other vessel data acquisition unit 12 acquires information related to the position and speed of the other vessel 3 (other vessel position Pr0 and other vessel speed vector Vt). The other vessel future position prediction unit 13, based on the other vessel position Pr0 and other vessel speed vector Vt acquired by the other vessel data acquisition unit 12, predicts the other vessel positions Pr1, Pr2, ... at multiple future times T1, T2, ... assuming that the other vessel 3 continues to sail at the same course and the same speed. The self-vehicle data acquisition unit 22 acquires information related to the position and speed of the self-vehicle 2 (self-vehicle position P0 and self-vehicle speed vector V). The self-ship future position prediction unit 23, based on the self-ship position P0 and self-ship speed vector V acquired by the self-ship data acquisition unit 22, predicts the self-ship positions P1, P2, ... corresponding to the other-ship positions Pr1, Pr2, ... predicted by the other-ship future position prediction unit 13, assuming the self-ship 2 continues to sail at the self-ship position P0 with an arbitrarily determined course and the same speed. The risk calculation unit 33, based on the distances R1, R2, ... between the predicted other-ship positions Pr1, Pr2, ... at each time T1, T2, ... and the corresponding predicted self-ship positions P1, P2, ..., calculates a risk value RP to determine whether to display the area where a collision between self-ship 2 and other-ship 3 is highly likely to occur in the future, i.e., the collision hazard zone 91. The display data generation unit 41, based on the determination using the risk value RP, generates display data for displaying the collision hazard zone 91 at the predicted other-ship positions Pr1, Pr2, ...

[0100] Therefore, by utilizing the size of the vessel 2 and the distances R1, R2, ... between the vessel 2 and the other vessel 3, the display device 5 can display the area where a collision between the vessel 2 and the other vessel 3 is likely to occur in the future, i.e., the collision hazard zone 91. That is, by taking the size of the vessel 2 into account, a collision hazard zone 91 that more accurately matches the actual driving experience of the boat operator can be displayed. Furthermore, instead of calculating the probability of simultaneous existence of the vessel and the other vessel by considering speed errors as in the past, the display determination of the collision hazard zone 91 is based on the distances R1, R2, ... between the vessel 2 and the other vessel 3, thus significantly reducing the computational load.

[0101] Next, the second implementation method will be described. Figure 6 This is a block diagram showing the electrical configuration of the boat support device 1x according to the second embodiment. Furthermore, in the description of the second embodiment, the same reference numerals are used for components that are the same as or similar to those in the first embodiment described above, and sometimes descriptions are omitted.

[0102] exist Figure 6 In the second embodiment of the ship navigation support device 1x shown, the other ship data acquisition unit 12 acquires the position and speed information of the other ship 3 from the AIS device rather than the radar device. The AIS device is an automatic identification device for exchanging navigation information of multiple ships, and can acquire data such as the position, ground speed, ship name, ship length and width, and the position of the positioning antenna of the other ship 3.

[0103] The other vessel data acquisition unit 12 acquires not only the position and speed of the other vessel 3, but also the length of the other vessel 3 and the position of the positioning antenna in the fore-and-aft direction. Based on the information of the length of the other vessel 3 and the position of the positioning antenna, the other vessel data acquisition unit 12 outputs the length of the other vessel 3 from the position of the positioning antenna to the bow and the length from the position of the positioning antenna to the stern to the risk calculation unit 33.

[0104] The risk calculation unit 33 calculates the risk value RP using the ship's own length L and private length PL obtained from the set length storage unit 26, and the length of the other ship obtained from the other ship data acquisition unit 12. The risk function FR used in this embodiment is based on... Figure 3 The curve of (b) can be obtained by appropriately expanding the range of the distance R between the risk value RP and 1 in the forward and backward directions of the vessel 2, taking into account the length of the other vessel 3.

[0105] In this embodiment, the likelihood of a collision is evaluated not only for the vessel 2 but also for the other vessel 3, rather than as a point, but as a long, thin straight line of that length in the forward and backward direction. Therefore, the display of the collision hazard zone 91 and the warning zone 92 can be made to better match the actual driving experience of the boat operator.

[0106] The information about the other vessel 3 obtained through AIS sometimes does not include information related to its size. In this case, the risk calculation unit 33 can uniformly consider the length of the other vessel 3 as equal to the length appropriately set in advance by the navigator to calculate the risk value RP.

[0107] The preferred embodiments of the present invention have been described above, but the above configuration can be modified, for example, as follows.

[0108] The other vessel future position prediction unit 13 determines the other vessel positions Pr1, Pr2, ... (determination points D1, D2, ...) on the course C of the other vessel's position Pr0, and is not limited to such... Figure 2 While the lines can be arranged at equal intervals, they can also be arranged at unequal intervals. For example, multiple virtual straight lines can be arranged radially from the position of vessel 2 at equal angular intervals, with the positions of other vessels Pr1, Pr2, ... determined as the points where each virtual straight line intersects the aforementioned heading C. In this case, multiple virtual straight lines can be configured such that the angular intervals of virtual straight lines closer to the current heading of vessel 2 (e.g., virtual straight lines within 10° to the left or right of the heading of vessel 2) are smaller than the angular intervals of other virtual straight lines. In this case, the decision points D1, D2, ... can be densely determined within the range that is likely to interfere with the current heading of vessel 2, thus improving the spatial resolution for displaying collision hazard zones and warning zones near the predetermined heading of vessel 2.

[0109] As mentioned above, the positions of other ships Pr1, Pr2, ... correspond to multiple future times T1, T2, ... Therefore, depending on how the positions of other ships Pr1, Pr2, ... are determined, the sizes of the corresponding candidate circles for the positions of the self ships E1, E2, ... also change.

[0110] The reference position of the vessel is not limited to the position described in the above embodiments, and can be determined as any point on the vessel 2. For example, the reference position of the vessel can be set as the position that becomes the axis when the vessel 2 turns around (the position of the center of rotation during the movement of the hull).

[0111] In actual navigation, when sailing at high speeds, attention should be paid to other vessels 3 further ahead compared to when sailing at low speeds. Taking this into account, it is also possible to configure the vessel 2 such that its private length PL, specifically set on the forward side, automatically changes in accordance with the magnitude of its own speed vector V.

[0112] In the second embodiment, the other vessel data processing unit 11 can also be configured such that, instead of obtaining the length of the other vessel 3 from the AIS, the length of the other vessel 3 is obtained from the radar device described in the first embodiment based on the shape of the echo image tracked using the TT function.

[0113] The display of the collision hazard zone 91 can be determined by considering not only the length of the vessel 2 but also its width. Similarly, the display of the warning zone 92 can be determined by considering not only the length of the private area but also its width. Likewise, the display of the other vessel 3 can be determined by considering not only its length but also its width.

[0114] The risk value (collision risk value) used to determine whether to display the collision hazard zone 91 and the risk value (warning risk value) used to determine whether to display the warning zone 92 can also be obtained using separate functions instead of the common risk function FR.

[0115] The collision hazard zone 91 and the warning zone 92 can be displayed in any manner. For example, instead of a circle centered on the decision point Dn, a line connecting the decision points Dn can be used. Furthermore, the thickness of this line can be appropriately set.

[0116] In the risk function FR, the risk value RP in the private length PL can also be replaced by, for example... Figure 3 As shown in (b), the decrease is linear, but for example, it decreases curvilinearly.

[0117] In the first embodiment, the calculation processing unit 31 calculates the risk value RP by the risk calculation unit 33 considering the physical size of the vessel 2. Alternatively, the physical size of the vessel 2 can be considered during the stage where the distance calculation unit 32 calculates the distance Rn. For example, the distance calculation unit 32 can consider the length L1 from the vessel's reference position to its bow, and calculate the minimum distance between the position of the predicted representative point of the other vessel 3 and the predicted future forward position of the bow of the vessel 2 as the distance Rn.

[0118] The boat support device 1 can also be integrated with the display device 5.

[0119] Explanation of reference numerals in the attached figures:

[0120] 1. Boat support equipment

[0121] 11 Other Ship Data Processing Department

[0122] 32. Distance Calculation Unit

[0123] 33 Risk Calculation Department

[0124] 41 Display Data Generation Department

Claims

1. A boat-riding support device, characterized in that, have: The data acquisition department acquires information related to the position and speed of other vessels. The other vessel future position prediction unit, based on the position and speed of the other vessel obtained by the other vessel data acquisition unit, predicts the position of the other vessel at multiple future moments if the other vessel continues to sail at the same course and speed. The ship's data acquisition unit acquires information related to the ship's position and speed; The self-ship future position prediction unit, based on the self-ship's position and speed obtained by the self-ship data acquisition unit, predicts multiple positions of the self-ship at each time corresponding to the multiple course directions at the self-ship's position. These multiple positions are then compared with the positions of the other ships predicted by the other ship future position prediction unit at each time. The risk calculation unit calculates a collision risk value to determine whether to display a collision hazard zone, based on the distance between the predicted position of the other vessel at each time and the position of the self vessel at that time, which is the closest to the position of the other vessel among the multiple predicted positions of the self vessel corresponding to the multiple headings at that time. The collision hazard zone is an area where the self vessel and the other vessel are highly likely to collide in the future. as well as The display data generation unit, based on the judgment using the collision risk value, generates display data for showing the collision hazard zone at the predicted location of the other vessel. The risk calculation unit can take into account the physical size of the vessel and the size of the warning range that can be set on the front and / or rear of the vessel. Based on the distance between the warning range and the vessel, it calculates a warning risk value to determine whether to display a warning area, which is an area where other vessels are highly likely to intrude into the warning range in the future. The display data generation unit is able to generate display data based on the judgment using the warning risk value, for displaying the warning area at the predicted location of the other vessel in a manner that can distinguish it from the collision hazard area.

2. The boat-riding support device as described in claim 1, characterized in that, The distance between them is calculated as the minimum distance between the predicted position of the other ship and the corresponding predicted position of the own ship at each of the said times.

3. The boat-riding support device as described in claim 1 or 2, characterized in that, The risk calculation unit also considers the physical size of the other vessel when calculating the collision risk value.

4. The boat-riding support device as described in claim 1, characterized in that, When the warning risk value is above a predetermined threshold, the display data generation unit generates display data for displaying the warning area.

5. The boat-riding support device as described in claim 1 or 4, characterized in that, The collision hazard zone and the warning zone, as shown by the displayed data, are at least different in color.

6. The boat-riding support device as described in claim 1 or 2, characterized in that, The size of the warning range varies depending on the speed of the vessel.

7. A method for providing boat support, characterized in that, have: Obtain information related to the position and speed of other ships; Based on the obtained position and speed of the other vessel, predict the position of the other vessel at multiple future moments if the other vessel continues to sail on the same course and at the same speed. Obtain information related to the vessel's position and speed; Based on the obtained position and speed of the self-ship, predict multiple positions of the self-ship at each of the said times corresponding to the multiple directions at the same speed, when the self-ship continues to sail at that position with multiple arbitrarily determined directions, and these positions are used as multiple positions of the self-ship corresponding to the predicted positions of the other ship at each of the said times. Based on the distance between the predicted position of the other vessel at each of the aforementioned times and the position of the self vessel at that time that is closest to the position of the other vessel among the multiple predicted positions of the self vessel corresponding to the multiple headings respectively, a collision risk value is calculated to determine whether to display a collision hazard zone, which is an area where the self vessel and the other vessel are highly likely to collide in the future. as well as Based on the assessment using the collision risk value, display data is generated to show the collision hazard zone at the predicted location of the other vessel. In the aforementioned boat support method, When calculating the collision risk value, the physical size of the vessel and the size of the warning zone that can be set forward and / or aft of the vessel can be considered. Based on the distance between the two sides, a warning risk value is calculated to determine whether to display a warning zone, which is an area where other vessels are highly likely to intrude into the warning zone in the future. When generating the display data, it is possible to generate display data based on the judgment using the warning risk value, so as to display the warning area at the predicted location of the other vessel in a manner that can be distinguished from the collision hazard area.

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