Ship maneuvering support system

Abstract

A ship maneuvering support system (4) of one embodiment is a support system used when a main ship (1) is assisted by at least one tugboat (2) in a harbor, and includes a control device (31). The control device (31) calculates a local path for each of a plurality of ship maneuvering modes related to pushing, towing, and parallelism of the tugboat (2) to the main ship (1) based on main ship information related to the specifications of the main ship (1) and tugboat information related to the specifications of the tugboat (2) every prescribed time with reference to a temporary course of the main ship (1) from a start point to an end point in the harbor, and calculates an evaluation value related to at least one of the pushing distance of the main ship (1), the fuel efficiency of the tugboat (2), the distance from the end of the local path to the temporary course, and the safety of the main ship (1) and the tugboat (2), and determines the ship maneuvering mode with the smallest evaluation value among the plurality of ship maneuvering modes as the optimal ship maneuvering mode.

Description

TECHNICAL FIELD

[0001] The present application relates to a ship maneuvering support system used when a main ship is assisted by at least one tugboat in a harbor. BACKGROUND

[0002] In a harbor, a main ship is mostly assisted by at least one tugboat. The main ship is sometimes a self-propelled ship including at least one propeller, and sometimes a non-self-propelled ship not including a propeller or having a malfunctioning propeller.

[0003] Generally, in a harbor, a ship pilot or a commander such as a captain of the main ship commands how the main ship and / or the tugboat should be maneuvered. For example, as an assisting method of the tugboat, there are push, tow, and parallel, and the commander instructs the assisting method to the tugboat in due course.

[0004] For example, in Patent Literature 1, an automatic towing instruction device that automatically issues a ship maneuvering instruction to a plurality of tugboats assisting a main ship in a harbor is disclosed. In the automatic towing instruction device, a plurality of target positions are set on a route, and a total movement force required to move the main ship to the next target position is calculated. Then, the total movement force is distributed to the propeller of the main ship and the tugboats.

[0005] PRIOR ART DOCUMENTS

[0006] PATENT LITERATURE

[0007] Japanese Patent Application Publication No. H63-222994 SUMMARY

[0008] PROBLEMS TO BE SOLVED BY THE INVENTION

[0009] In the automatic towing instruction device disclosed in Patent Literature 1, a route is set in advance. In view of this, it is desirable to automatically determine an optimal route in a harbor taking into account the assisting method of the tugboat and the like.

[0010] Therefore, an object of the present application is to provide a ship maneuvering support system capable of automatically determining an optimal route in a harbor.

[0011] MEANS FOR SOLVING THE PROBLEMS

[0012] To solve the problem, a ship maneuvering support system according to one aspect of the present application is a system used when a main ship is assisted by at least one tugboat in a harbor, characterized by comprising a control device that, based on main ship information related to the specifications of the main ship and tugboat information related to the specifications of the at least one tugboat, calculates a local path for each of a plurality of ship maneuvering modes related to the pushing, pulling, and parallel movement of the main ship by the at least one tugboat, and calculates an evaluation value related to at least one of the propulsion distance of the main ship, the fuel efficiency of the at least one tugboat, the distance from the end of the local path to a temporary course of the main ship, and the safety of the main ship and the at least one tugboat, at predetermined intervals, and determines the ship maneuvering mode with the smallest evaluation value among the plurality of ship maneuvering modes as the optimal ship maneuvering mode.

[0013] According to the above structure, since the optimal ship maneuvering mode is determined at predetermined intervals, an optimal course is formed by connecting the local paths calculated for the optimal ship maneuvering modes. Also, the ship maneuvering mode relates to the assistance method of the tugboat. Therefore, the optimal course in the harbor can be automatically determined taking into account the assistance method of the tugboat.

[0014] Also, a ship maneuvering support system according to another aspect of the present application is a system used when a main ship including at least one propeller is assisted by at least one tugboat in a harbor, characterized by comprising a control device that, based on main ship information related to the specifications of the main ship and tugboat information related to the specifications of the at least one tugboat, calculates a local path for each of a plurality of ship maneuvering modes related to the pushing, pulling, and parallel movement of the main ship by the at least one tugboat, and the use of the at least one propeller, and calculates an evaluation value related to at least one of the propulsion distance of the main ship, the fuel efficiency of the main ship and the at least one tugboat, the distance from the end of the local path to a temporary course of the main ship, and the safety of the main ship and the at least one tugboat, at predetermined intervals, and determines the ship maneuvering mode with the smallest evaluation value among the plurality of ship maneuvering modes as the optimal ship maneuvering mode.

[0015] According to the above structure, since the optimal ship maneuvering mode is determined at predetermined intervals, an optimal course is formed by connecting the local paths calculated for the optimal ship maneuvering modes. Also, the ship maneuvering mode relates to the assistance method of the tugboat. Therefore, the optimal course in the harbor can be automatically determined taking into account the assistance method of the tugboat.

[0016] Inventive Effects

[0017] According to the present application, the optimum route in a harbor can be automatically determined. BRIEF DESCRIPTION OF DRAWINGS

[0018] Figure 1 is a schematic configuration diagram of a ship maneuvering support system which is one embodiment of the present application.

[0019] Figure 2 is a diagram showing a temporary route in a harbor.

[0020] Figure 3 is a plan view of a main ship.

[0021] Figure 4 is a diagram showing a part of a temporary route and a local path.

[0022] Figure 5 (a) to (c) of is a diagram showing a ship maneuvering mode. DETAILED DESCRIPTION

[0023] Figure 1 A ship maneuvering support system 4 which is one embodiment of the present application is shown. The ship maneuvering support system 4 is a system used when a main ship 1 is assisted by at least one tugboat 2 in a harbor.

[0024] The number of the tugboats 2 used in the assistance of the main ship 1 is determined in advance according to the kind of the main ship 1, harbor rules, sea condition, and the like. In the present embodiment, as an example, a case where the tugboats 2 are two is depicted. Figure 1

[0025] In the present embodiment, the ship maneuvering support system 4 includes a terminal device 3 which is carried by a ship pilot or provided to a land facility, independently of the main ship 1 and the at least one tugboat 2. In addition, in the present embodiment, it is assumed that the main ship 1 and the at least one tugboat 2 are manned ships.

[0026] The main ship 1 is equipped with a control device 11, a display device 12 (corresponding to a main ship display device of the present application), and a communication device 13. Similarly, the at least one tugboat 2 is equipped with a control device 21, a display device 22 (corresponding to a tugboat display device of the present application), and a communication device 23. These devices, together with the terminal device 3, constitute the ship maneuvering support system 4. For example, the control device 11 and the display device 12 of the main ship 1 are assembled into a bridge console of the main ship 1, and the control device 21 and the display device 22 of the tugboat 2 are assembled into a bridge console of the tugboat 2.

[0027] ​The terminal device 3 includes a control device 31, a display device (corresponding to the terminal display device of the present application) 32, a communication device 33, and an input device 34. The terminal device 3 can be, for example, a tablet computer or a notebook computer.

[0028] The control device 31 has, for example, a memory such as a ROM, a RAM, a memory such as an HDD, an SSD, and a CPU, and executes a program stored in the ROM or the memory by the CPU. The control device 11 mounted on the main ship 1 and the control device 21 mounted on at least one of the tugboats 2 also have the same structure.

[0029] Although not illustrated, the display device 32 has a screen. Similarly, the display device 12 mounted on the main ship 1 and the display device 22 mounted on at least one of the tugboats 2 also have a screen.

[0030] The communication device 33 of the terminal device 3 can perform wireless communication with the communication device 13 of the main ship 1 and the communication device 23 of at least one of the tugboats 2. The wireless communication can be communication via an AIS (Automatic Identification System), direct communication between ships, or ship-to-land communication via a ground base station.

[0031] Although described later in detail, in the present embodiment, the control device 31 of the terminal device 3 determines the optimum course of the main ship 1. Therefore, the control device 31 includes a database (not illustrated) that stores various information.

[0032] However, the determination of the optimum course of the main ship 1 can also be performed by the control device 11 mounted on the main ship 1 or the control device 21 mounted on the tugboat 2. In this case, the database can also be included in the control device (11 or 21) that determines the optimum course. Alternatively, in the case where the determination of the optimum course of the main ship 1 is performed by the control device 11 mounted on the main ship 1 or the control device 21 mounted on the tugboat 2, the database can also be included in the control device 31 of the terminal device 3, and information stored in the database can be transmitted to the control device (11 or 21) that determines the optimum course through the wireless communication described above.

[0033] The database stores main ship information related to the specifications of the main ship 1 and tugboat information related to the specifications of at least one of the tugboats 2. The specifications of the main ship 1 are, for example, the shape, weight, and draft of the main ship 1, the number, position, and capacity of the propellers, and the like. In addition, in the main ship 1, as indicated by the black circle in FIG. 1, the tugboat connectable position 10 is determined in advance, and the tugboat connectable position 10 is also included in the specifications of the main ship 1. The specifications of the tugboat 2 are, for example, the shape of the tugboat 2, the number and capacity of the propellers, and the like. Figure 3 The database stores main ship information related to the specifications of the main ship 1 and tugboat information related to the specifications of at least one of the tugboats 2. The specifications of the main ship 1 are, for example, the shape, weight, and draft of the main ship 1, the number, position, and capacity of the propellers, and the like. In addition, in the main ship 1, as indicated by the black circle in FIG. 1, the tugboat connectable position 10 is determined in advance, and the tugboat connectable position 10 is also included in the specifications of the main ship 1. The specifications of the tugboat 2 are, for example, the shape of the tugboat 2, the number and capacity of the propellers, and the like.

[0034] The information stored in the database can be updated as information related to the main ship 1 (main ship information and tug information) each time the main ship 1 enters the harbor. Alternatively, information related to all main ships 1 that are expected to enter the harbor can be stored in advance in the database.

[0035] As shown in Fig. 1, the control device 31 calculates a local path 5 for each of a plurality of ship maneuvering modes based on the main ship information and the tug information stored in the database with reference to a temporary course 51 from a departure point 1A to a destination point 1B in the harbor at regular intervals (for example, several seconds to several hours, preferably several minutes). Figure 2 Figure 4

[0036] Further, in the present embodiment, the control device 31 calculates the local path 5 for each of the plurality of ship maneuvering modes based on not only the main ship information and the tug information but also environmental information including weather information such as wind information in the harbor and / or sea state information such as wave information, tidal current information in the harbor. For example, the control device 31 acquires the environmental information from an external agency such as a weather bureau, NOAA (National Ocean and Atmospheric Administory) via the communication device 33 and the Internet. However, the control device 31 can calculate the local path 5 based on only the main ship information and the tug information.

[0037] The temporary course 51 can also be input to the control device 31 by an operator such as a ship pilot via the input device 34 together with the departure point 1A and the destination point 1B. Alternatively, only the departure point 1A and the destination point 1B can be input to the control device 31, and the control device 31 determines the temporary course 51 in such a manner that the main ship 1 avoids obstacles such as a breakwater 62, a fixed net 63 and approaches a quay wall 61. The destination point 1B is generally a position where the main ship 1 is moored to the quay wall 61.

[0038] In the case where the control device 31 determines the temporary course 51, the control device 31 preferably determines the temporary course 51 in such a manner that the main ship 1 does not collide with other ships 64. In this case, the control device 31 acquires other ship current information related to the positions, orientations and speeds of the other ships 64 via the communication device 33.

[0039] The departure point 1A can also be a current position of the main ship 1. In this case, the control device 31 acquires main ship current information related to the position, orientation and speed of the main ship 1 via the communication device 33.

[0040] ​​More specifically, the master ship current information relating to the position, orientation and speed of the master ship 1 is stored in the control device 11 of the master ship 1 in real time. The position of the master ship 1 is measured by a GNSS (Global Navigation Satellite System), and the orientation of the master ship 1 is measured by an orientation meter provided in the master ship 1. The speed of the master ship 1 is calculated from the amount of change in the position of the master ship 1 and the time thereof. The master ship current information is transmitted from the communication device 13 of the master ship 1 to the communication device 33 of the terminal device 3.

[0041] In addition, the tug ship current information relating to the position, orientation and speed of at least one of the tug ships 2 is stored in the control device 21 of the tug ship 2 in real time. The position of the tug ship 2 is measured by a GNSS, and the orientation of the tug ship 2 is measured by an orientation meter provided in the tug ship 2. The speed of the tug ship 2 is calculated from the amount of change in the position of the tug ship 2 and the time thereof. The tug ship current information is transmitted from the communication device 23 of the tug ship 2 to the communication device 33 of the terminal device 3.

[0042] The ship handling mode relates to the pushing, towing and parallel (assistance method) of the master ship 1 by at least one of the tug ships 2. In the present embodiment, as shown in Figure 3 , the master ship 1 includes two propellers (the main propeller la and the side propeller lc). Therefore, the ship handling mode also relates to the use or non-use of the two propellers of the master ship 1 (use method). In addition, in the case where the main propeller la is used, it is also decided how to operate the rudder lb. However, the number of propellers of the master ship 1 can be one or more than three. In addition, the main propeller la can also be an orientation propeller that does not require the rudder lb.

[0043] With respect to the assistance method of the tug ship 2, regardless of the case where the tug ship 2 pushes the master ship 1 or the case where the tug ship 2 tows the master ship 1, the assistance method (i.e., the ship handling mode) is different depending on which position in the tug ship connectable position 10 the tug ship 2 pushes or tows the master ship 1. In addition, in the case where the force with which the tug ship 2 pushes or tows the master ship 1 is different, the assistance method is also different. In addition, in the case where the tug ship 2 tows the master ship 1, the tug ship 2 is connected to the tug ship connectable position 10 of the master ship 1 via the tug line 15 (refer to Figure 5 of (b)).

[0044] In addition, with respect to the use method of the propeller (the main propeller la and the side propeller lc in the present embodiment), if the direction of the thrust generated by the propeller (e.g., the direction of the rudder lb in the main propeller la) and / or the magnitude of the thrust is different, the use method (i.e., the ship handling mode) is different.

[0045] For example, three ship handling modes in one prescribed time are shown in (a) to (c) of Figure 5 . In addition, in the case where the tug ship 2 tows the master ship 1, the tug ship 2 is connected to the tug ship connectable position 10 of the master ship 1 via the tug line 15 (refer toFigure 5 In (a) to (c), solid lines represent the propellers of the main ship 1 and the tugboats to be used in the tugboat 2, while dashed lines represent tugboats not in use. The number of tugboats 2 used in the auxiliary operations of the main ship 1 is... Figure 5 In the examples shown in (a) and (c), there are 2 ships. Figure 5 In example (b), there is one ship.

[0046] Specifically, in Figure 5 In the example shown in (a), at the beginning of the specified time, while adjusting the course using rudder 1b, the main ship 1 uses main propeller 1a to move. Therefore, the two tugboats 2 are parallel to the main ship 1. In the middle of the specified time, while using main propeller 1a, the two tugboats 2 are positioned near the center of the port side of the main ship 1 at tugboat engagement position 10a (see reference 10a). Figure 3 The tugboats near the center of the starboard side can be connected at position 10b (see reference). Figure 3 At the end of the specified time, while the main ship 1 continues to move due to inertia without using its propellers, the two tugboats 2 push against the main ship 1.

[0047] exist Figure 5 In the example shown in (b), the position of rudder 1b remains constant throughout the specified time. At the beginning of the specified time, compared to... Figure 5 Similarly, in (a) the main vessel 1 travels using the main propulsion 1a. During the middle of the prescribed time, while using the main propulsion 1a, a tugboat 2 is positioned near the forward starboard end of the tugboat engagement position 10c of the main vessel 1 (see reference). Figure 3 The tugboat 2 is then pushed forward. At the end of the specified time, the tugboat 2 is connected to the tugboat connection point 10c of the main vessel 1 via the tugboat line 15. Then, while the main vessel 1 is propelled by inertia without using its propeller, the tugboat 2 tows the main vessel 1.

[0048] exist Figure 5 In the example shown in (c), the position of rudder 1b remains constant throughout the specified time. At the beginning of the specified time, compared to... Figure 5 Similarly, in (a) the main vessel 1 travels using the main propulsion 1a. During the middle of the prescribed time, the two tugboats 2 are connected via tug line 15 to tugboat docking positions 10c and 10d near the forward and center of the starboard side of tugboat docking positions 10 (see reference). Figure 3 The main vessel 1 is then connected. Simultaneously, while using the main thruster 1a, two tugboats 2 tow the main vessel 1. At the end of the specified time, the two tugboats 2 are connected to the main vessel at positions 10c and 10d (refer to...). Figure 3 In the connected state, while the main ship 1 is moving by inertia without using the main ship 1's propeller, the tugboat 2 tows the main ship 1.

[0049] Apart from Figure 5 In addition to the ship handling modes shown in (a) to (c), various other ship handling modes exist. For example, at least one tugboat 2 may always be pushing or towing the main ship 1 for a specified period of time. Alternatively, the position of the tugboat 2 may change from the port side to the starboard side of the main ship 1 during a specified period of time.

[0050] For example, in the process Figure 5 The prescribed time for the ship maneuvering modes shown in (a) to (c) is the initially prescribed time (i.e., immediately after the main ship 1 departs from departure point 1A), such as Figure 4 As shown, for Figure 5 The ship maneuvering mode (a) calculates the local path 5a, for Figure 5 The ship maneuvering mode (b) calculates the local path 5b, for Figure 5 The local path 5c is calculated for the ship maneuvering mode (c).

[0051] After calculating the local path 5 for a specific ship maneuvering mode, the control device 31 calculates an evaluation value J for the specific ship maneuvering mode based on the main ship information and the tugboat information. As described above, in this embodiment, the control device 31 calculates the local path 5 based not only on the main ship information and the tugboat information, but also on the environmental information. Therefore, the control device 31 calculates the evaluation value J for the specific ship maneuvering mode based not only on the main ship information and the tugboat information, but also on the environmental information.

[0052] Evaluation value J involves at least one of the following: the propulsion distance of the main vessel 1, the fuel efficiency of the main vessel 1 and at least one tugboat 2, the distance from the end of the local path 5 to the temporary route 51, and the safety of the main vessel 1 and at least one tugboat 2. However, if the main vessel 1 does not contain a propeller, "fuel efficiency of the main vessel 1 and at least one tugboat 2" is changed to "fuel efficiency of at least one tugboat 2".

[0053] In this embodiment, the evaluation value J is the sum of the evaluation value J1 related to the propulsion distance of the main vessel 1, the evaluation value J2 related to the fuel efficiency of the main vessel 1 and at least one tugboat 2, the evaluation value J3 related to the distance from the end of the local path 5 to the temporary route 51, and the evaluation value J4 related to the safety of the main vessel 1 and at least one tugboat 2 (J = J1 + J2 + J3 + J4). However, the evaluation values ​​J1 to J4 can also be multiplied by weighting coefficients respectively.

[0054] The longer the propulsion distance of the main ship 1, the smaller the evaluation value J1 related to the propulsion distance of the main ship 1. For example, in Figure 4 Local paths 5a to 5c (i.e.) Figure 5Among the ship maneuvering patterns of (a) to (c), the evaluation value J1 of the local path 5a is the largest, and the evaluation value J1 of the local path 5b is the smallest.

[0055] The better the fuel efficiency (i.e., the smaller the fuel consumption), the smaller the evaluation value J2 related to the fuel efficiency of the main ship 1 and the at least one tugboat 2.

[0056] The farther the terminal of the local path 5 is from the temporary route 51, the larger the evaluation value J3 related to the distance from the terminal of the local path 5 (a position on the local path 5 after a prescribed time) to the temporary route 51 (i.e., the length of a perpendicular line dropping from the terminal to the temporary route 51). For example, in the local paths 5a to 5c in Figure 4 Among the local paths 5a to 5c in, the evaluation value J3 of the local path 5a is the smallest, and the evaluation value J3 of the local path 5b is the largest.

[0057] In addition, instead of the evaluation value J3 related to the distance from the terminal of the local path 5 to the temporary route 51, an evaluation value J3' related to the area between the local path 5 and the temporary route 51 can also be used. That is, the evaluation value J can also be the sum of the evaluation value J1 related to the propulsion distance of the main ship 1, the evaluation value J2 related to the fuel efficiency of the main ship 1 and the at least one tugboat 2, the evaluation value J3' related to the area between the local path 5 and the temporary route 51, and the evaluation value J4 related to the safety of the main ship 1 and the at least one tugboat 2 (J = J1 + J2 + J3' + J4). The larger the area between the local path 5 and the temporary route 51, the larger the evaluation value J3'. In addition, the area between the local path 5 and the temporary route 51 is found by integrating the absolute value of their difference.

[0058] Regarding the evaluation value J4 related to the safety of the main ship 1 and the at least one tugboat 2, the higher the safety, the smaller the value. This evaluation value J4 can be calculated by various methods. As a first example, the distance from the local path 5 to an obstacle can be used as the evaluation value J4. As a second example, a value obtained by dividing the distance from the quay wall 61 to the main ship 1 by the speed at which the main ship 1 approaches the quay wall 61 (an upper limit value is set assuming the distance is zero) can be used as the evaluation value J4. As a third example, the magnitude of the sway of the main ship 1 and the tugboat 2 under the influence of the wind and the waves can be calculated, and the probability of occurrence of a failure such as overturning or collapse of the cargo can be found, multiplied by a weight coefficient, and added, and the resulting value can be used as the evaluation value J4.

[0059] After the local path 5 and the evaluation value J for a specific ship maneuvering pattern are calculated, the control device 31 calculates the local path 5 and the evaluation value J for the other ship maneuvering patterns in the same manner as described above. This operation is repeated, and the control device 31 calculates the local path 5 and the evaluation value J for each of the plurality of ship maneuvering patterns.

[0060] For example, the control device 31 can also set the ship maneuvering mode that was the operation target before as the above-mentioned specific ship maneuvering mode, and generate a new ship maneuvering mode as the above-mentioned other ship maneuvering mode based on the evaluation value J of the specific ship maneuvering mode, thereby obtaining a plurality of ship maneuvering modes. According to this configuration, it is possible to search for a ship maneuvering mode in a manner that improves the evaluation value.

[0061] Then, the control device 31 determines the ship maneuvering mode with the smallest evaluation value J among the plurality of ship maneuvering modes as the optimal ship maneuvering mode.

[0062] After the control device 31 determines the optimal ship maneuvering mode for the initial prescribed time, it determines the optimal ship maneuvering mode for the next prescribed time from the start point of the terminal of the local path 5 of the optimal ship maneuvering mode, in the same manner as described above. For example, as shown in FIG. 5, in the case where the local path 5a is the local path of the optimal ship maneuvering mode, the control device 31 calculates a plurality of local paths 5d to 5f from the start point of the terminal of the local path 5a. By repeating this processing for each prescribed time, the control device 31 determines the optimal ship maneuvering mode from the departure point 1A to the arrival point 1B. Figure 4

[0063] Thus, in the ship maneuvering support system 4 of the present embodiment, since the optimal ship maneuvering mode is determined every prescribed time, the optimal route is configured by connecting the local paths 5 calculated for these optimal ship maneuvering modes. Also, the ship maneuvering mode relates to the usage method of the propeller of the main ship 1 and the assisting method of the tugboat 2. Therefore, it is possible to automatically determine the optimal route in the harbor while taking into consideration the usage method of the propeller of the main ship 1 and the assisting method of the tugboat 2.

[0064] In addition, in the case where the main ship 1 does not include a propeller, the ship maneuvering mode relates only to the pushing, pulling, and parallel movement of the main ship 1 by the tugboat 2. In this case, it is possible to automatically determine the optimal route in the harbor while taking into consideration the assisting method of the tugboat 2.

[0065] Also, in the present embodiment, the control device 31 calculates the local path 5 and the evaluation value J for each of the plurality of ship maneuvering modes based on not only the main ship information and the tugboat information but also the environmental information, so it is possible to determine the optimal operation mode while taking into consideration the environmental information.

[0066] The control device 31 can also display the determined optimal ship maneuvering mode and / or the local path 5 under the optimal ship maneuvering mode on the screen of the display device 32. In this way, the commander such as the ship pilot can perform ship maneuvering command while visually confirming the optimal ship maneuvering mode and the local path 5 (optimal route) resulting therefrom.

[0067] ​Alternatively, the control device 31 can also transmit information related to the determined optimal ship maneuvering pattern and / or the local path 5 under the optimal ship maneuvering pattern to the control device 11 of the main ship 1 via the communication device 33 and the communication device 13 of the main ship 1, and display the determined optimal ship maneuvering pattern and / or the local path 5 under the optimal ship maneuvering pattern on the screen of the display device 12 via the control device 11 of the main ship 1. In this way, in the case where the captain of the main ship 1 is the commander, the captain can perform the ship maneuvering command while visually confirming the optimal ship maneuvering pattern and the local path 5 (optimal route) resulting therefrom.

[0068] Further, the control device 31 can display the determined optimal ship maneuvering pattern and / or the local path 5 under the optimal ship maneuvering pattern not only on the screen of the display device 12 of the main ship 1 but also on the screen of the display device 22 of at least one tugboat 2. In this way, the ship maneuverer of the main ship 1 and the ship maneuverer of the tugboat 2 can share information related to the optimal ship maneuvering pattern and / or the local path 5 under the optimal ship maneuvering pattern (optimal route).

[0069] (Other Embodiments)

[0070] The present application is not limited to the above-described embodiments, and various modifications can be made without departing from the spirit of the present application.

[0071] For example, in the case where the determination of the optimal route of the main ship 1 is performed by the control device 11 mounted on the main ship 1 or the control device 21 mounted on one tugboat 2, the ship maneuvering support system 4 can not include the terminal device 3. However, if the ship maneuvering support system 4 includes the terminal device 3 and the optimal ship maneuvering pattern and / or the local path 5 under the optimal ship maneuvering pattern are displayed on the screen of the display device 32 of the terminal device 3, as in the above-described embodiments, the commander can perform the ship maneuvering command while observing the screen of the display device 32 of the terminal device 3 without boarding the main ship 1 or the tugboat 2.

[0072] In addition, the main ship 1 can be an unmanned ship. In this case, the display device 12 mounted on the main ship 1 is not needed. In addition, the tugboat 2 can be an unmanned ship. In this case, the display device 22 mounted on the tugboat 2 is not needed. Further, in the case where the ship maneuvering command in the harbor is performed automatically, the ship maneuvering support system 4 can not include the display device.

[0073] (Summary)

[0074] The ship maneuvering support system of one aspect of the present invention is a system used when a main ship is assisted by at least one tugboat within a harbor, characterized in that the ship maneuvering support system has a control device that, based on main ship information related to the specifications of the main ship and tugboat information related to the specifications of the at least one tugboat, calculates a local path for each of a plurality of ship maneuvering modes related to the pushing, pulling, and parallelism of the main ship by the at least one tugboat every prescribed time, based on a temporary course from a starting point to an end point of the main ship within the harbor, and calculates one evaluation value related to at least one of the propulsion distance of the main ship, the fuel efficiency of the at least one tugboat, the distance from the end of the local path to the temporary course, and the safety of the main ship and the at least one tugboat, and determines the ship maneuvering mode with the smallest evaluation value among the plurality of ship maneuvering modes as the optimal ship maneuvering mode.

[0075] According to the above structure, since the optimal ship maneuvering mode is determined every prescribed time, the optimal course is constituted by connecting the local paths calculated for these optimal ship maneuvering modes. Also, the ship maneuvering mode relates to the assistance method of the tugboat. Therefore, the optimal course within the harbor can be automatically determined taking into account the assistance method of the tugboat.

[0076] Also, the ship maneuvering support system of another aspect of the present invention is a system used when a main ship including at least one propeller is assisted by at least one tugboat within a harbor, characterized in that the ship maneuvering support system has a control device that, based on main ship information related to the specifications of the main ship and tugboat information related to the specifications of the at least one tugboat, calculates a local path for each of a plurality of ship maneuvering modes related to the pushing, pulling, and parallelism of the main ship by the at least one tugboat, and the use or non-use of the at least one propeller every prescribed time, based on a temporary course from a starting point to an end point of the main ship within the harbor, and calculates one evaluation value related to at least one of the propulsion distance of the main ship, the fuel efficiency of the main ship and the at least one tugboat, the distance from the end of the local path to the temporary course, and the safety of the main ship and the at least one tugboat, and determines the ship maneuvering mode with the smallest evaluation value among the plurality of ship maneuvering modes as the optimal ship maneuvering mode.

[0077] According to the above structure, since the optimal ship maneuvering mode is determined every prescribed time, the optimal course is constituted by connecting the local paths calculated for these optimal ship maneuvering modes. Also, the ship maneuvering mode relates to the use method of the propeller of the main ship and the assistance method of the tugboat. Therefore, the optimal course within the harbor can be automatically determined taking into account the use method of the propeller of the main ship and the assistance method of the tugboat.

[0078] Also, the control device can generate a new ship maneuvering pattern based on the evaluation value calculated for a specific ship maneuvering pattern, thereby obtaining the plurality of ship maneuvering patterns. According to this configuration, it is possible to search for a ship maneuvering pattern in a manner that improves the evaluation value.

[0079] Also, the control device can calculate the local path and the evaluation value for each of the plurality of ship maneuvering patterns based not only on the main ship information and the tugboat information but also on environmental information including weather information and / or sea state information. According to this configuration, it is possible to determine an optimal operation pattern taking into account environmental information.

[0080] Also, the ship maneuvering support system can further include at least one display device having a screen, and the control device can display the optimal ship maneuvering pattern and / or the local path calculated for the optimal ship maneuvering pattern on the screen. A ship guide or a commander such as a captain of the main ship can conduct ship maneuvering command while visually confirming the optimal ship maneuvering pattern and the local path (optimal route) resulting therefrom.

[0081] Also, the at least one display device can include a main ship display device mounted on the main ship and at least one tugboat display device mounted on the at least one tugboat. According to this configuration, the ship maneuverer of the main ship and the ship maneuverer of the tugboat can share information related to the optimal ship maneuvering pattern and / or the local path (optimal route) under the optimal ship maneuvering pattern.

[0082] Also, the at least one display device can include a terminal display device included in a terminal device independent of the main ship and the at least one tugboat. According to this configuration, a commander can conduct ship maneuvering command while observing a screen of the terminal display device without being on board the main ship or the tugboat.

[0083] Explanation of Reference Signs

[0084] 1: main ship; 1A: departure point; 1B: destination; 11: control device; 12: display device (main ship display device); 2: tugboat; 21: control device; 22: display device (tugboat display device); 3: terminal device; 31: control device; 32: display device (terminal display device); 4: ship maneuvering support system; 5: local path; 51: temporary route.

Claims

1. A ship maneuvering support system, wherein the ship maneuvering support system is used in a harbor when the main vessel is assisted by at least one tugboat, wherein, The ship maneuvering support system has a control device that, based on a temporary route from the departure point to the destination of the main vessel within the harbor, and using main vessel information related to the specifications of the main vessel and tugboat information related to the specifications of the at least one tugboat, calculates a local path at predetermined intervals for each of multiple ship maneuvering modes related to the pushing, towing, and parallel actions of the at least one tugboat on the main vessel. The control device also calculates an evaluation value related to at least one of the following: the propulsion distance of the main vessel, the fuel efficiency of the at least one tugboat, the distance from the end of the local path to the temporary route, and the safety of the main vessel and the at least one tugboat. The control device then determines the ship maneuvering mode with the lowest evaluation value among the multiple ship maneuvering modes as the optimal ship maneuvering mode. The longer the propulsion distance of the main vessel, the smaller the evaluation value related to the propulsion distance of the main vessel. The better the fuel efficiency, the lower the evaluation value associated with the fuel efficiency of the at least one tugboat. The further the terminal of the local path is from the temporary route, the higher the evaluation value related to the distance from the terminal of the local path to the temporary route. The higher the safety rating, the lower the rating associated with the safety of the main vessel and the at least one tugboat.

2. The ship maneuvering support system according to claim 1, wherein, After calculating the evaluation value for a specific ship handling mode, the control device generates a new ship handling mode based on the calculated evaluation value, thereby obtaining the multiple ship handling modes.

3. The ship maneuvering support system according to claim 1 or 2, wherein, The control device calculates the local path and the evaluation value for each of the multiple ship maneuvering modes based not only on the main ship information and the tugboat information, but also on environmental information including meteorological information and / or sea morphology information.

4. The ship maneuvering support system according to claim 1 or 2, wherein, The ship maneuvering support system also has at least one display device, which displays a screen. The control device displays the optimal ship handling mode and / or the local path calculated for the optimal ship handling mode on the screen.

5. The ship maneuvering support system according to claim 4, wherein, The at least one display device includes: Main ship display device, which is mounted on the main ship; and At least one tugboat display device is mounted on the at least one tugboat.

6. The ship maneuvering support system according to claim 4, wherein, The at least one display device includes a terminal display device, which is contained in a terminal device independent of the main ship and the at least one tugboat.

7. A ship maneuvering support system for use in a harbor when a main vessel including at least one propeller is assisted by at least one tugboat, wherein, The ship maneuvering support system has a control device that, based on a temporary route from the main vessel's departure point to its destination within the harbor, and using main vessel information related to the main vessel's specifications and tugboat information related to the specifications of the at least one tugboat, calculates a local path at predetermined intervals for each of multiple ship maneuvering modes related to whether or not the at least one propeller is used and the at least one tugboat's pushing, towing, and parallel actions on the main vessel. The control device also calculates an evaluation value related to at least one of the following: the main vessel's propulsion distance, the fuel efficiency of the main vessel and the at least one tugboat, the distance from the end of the local path to the temporary route, and the safety of the main vessel and the at least one tugboat. The control device then determines the ship maneuvering mode with the lowest evaluation value among the multiple ship maneuvering modes as the optimal ship maneuvering mode. The longer the propulsion distance of the main vessel, the smaller the evaluation value related to the propulsion distance of the main vessel. The better the fuel efficiency, the lower the evaluation value related to the fuel efficiency of the main vessel and the at least one tugboat. The further the terminal of the local path is from the temporary route, the higher the evaluation value related to the distance from the terminal of the local path to the temporary route. The higher the safety rating, the lower the rating associated with the safety of the main vessel and the at least one tugboat.

8. The ship maneuvering support system according to claim 7, wherein, After calculating the evaluation value for a specific ship handling mode, the control device generates a new ship handling mode based on the calculated evaluation value, thereby obtaining the multiple ship handling modes.

9. The ship maneuvering support system according to claim 7 or 8, wherein, The control device calculates the local path and the evaluation value for each of the multiple ship maneuvering modes based not only on the main ship information and the tugboat information, but also on environmental information including meteorological information and / or sea morphology information.

10. The ship maneuvering support system according to claim 7 or 8, wherein, The ship maneuvering support system also has at least one display device, which displays a screen. The control device displays the optimal ship handling mode and / or the local path calculated for the optimal ship handling mode on the screen.

11. The ship maneuvering support system according to claim 10, wherein, The at least one display device includes: Main ship display device, which is mounted on the main ship; and At least one tugboat display device is mounted on the at least one tugboat.

12. The ship maneuvering support system according to claim 10, wherein, The at least one display device includes a terminal display device, which is contained in a terminal device independent of the main ship and the at least one tugboat.

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