Navigation support equipment, navigation support methods, programs

Abstract

To understand the proper handling of the vessel until it is brought to a stop. [Solution] The system includes a display control unit that displays display information on a display device in different display modes for each region, which is divided according to a safety margin indicating the degree to which the ship can stop safely, based on the target area determined according to the ship's position and destination.

Description

Technical Field

[0001] The present invention relates to a navigation support device, a navigation support method, and a program.

Background Art

[0002] When stopping a ship at a mooring facility such as a quay, the operator needs to operate the ship carefully. For example, the operator gradually decelerates the speed of the ship while considering the positional relationship between the ship and the quay, the distance to the stopping position, and the size and inertia of the own ship, and must accurately stop the ship at the stopping position while keeping the course and attitude of the ship in a stable state. As a method for assisting such ship mooring, for example, Patent Document 1 discloses a technique for easily and accurately grasping the positional relationship between a ship and a quay, the speed and azimuth of the ship, and the like.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, even if the positional relationship between the ship and the quay, the speed and azimuth of the ship, etc. can be grasped, the operator has to judge by himself whether the operation until the ship stops is appropriate. Therefore, there has been a burden in ship operation.

[0005] The present invention has been made in view of such circumstances, and an object thereof is to provide a navigation support device, a navigation support method, and a program capable of grasping the appropriateness of the operation until the ship stops.

Means for Solving the Problems

[0006] To solve the above-mentioned problems, one aspect of the present invention is a navigation support device comprising a display control unit that displays display information on a display device in different display modes for each region, which is divided according to a safety margin indicating the degree to which the ship can stop safely, within a target area determined according to the position and destination of the ship.

[0007] Furthermore, one aspect of the present invention is a ship navigation support method executed by a computer, wherein the method displays display information on a display device that shows a target area determined according to the position and destination of the ship, divided according to a safety margin indicating the degree to which the ship can stop safely, in a different display manner for each area.

[0008] Furthermore, one aspect of the present invention is a program that causes a computer to display display information on a display device, which is divided into target areas according to the position and destination of a ship, and the areas are divided according to a safety margin indicating the degree to which the ship can stop safely, with each area being displayed in a different display manner. [Effects of the Invention]

[0009] As explained above, it is possible to assess the appropriateness of the ship's handling up to the point of stopping. [Brief explanation of the drawing]

[0010] [Figure 1] This block diagram shows an example of a system configuration using the navigation support device 20. [Figure 2] This is a block diagram showing an example configuration of the data input unit 21 of the navigation support device 20. [Figure 3] This figure shows an example of a display screen 100 that is displayed on a display device. [Figure 4] This is a flowchart explaining the operation of the navigation support system 20. [Figure 5] This figure shows another example of the display screen 200 shown on the display device. [Figure 6] This figure shows another example of the display screen 300 shown on the display device. [Figure 7]This figure shows another example of the display screen 400 shown on the display device. [Figure 8] This figure shows another example of the display screen 500 that can be displayed on the display device. [Figure 9] This figure shows another example of the display screen 600 shown on the display device. [Modes for carrying out the invention]

[0011] Hereinafter, an estimation device according to one embodiment of the present invention will be described with reference to the drawings. Figure 1 is a block diagram showing an example of the configuration of a system using a navigation support device according to one embodiment of the present invention. The navigation management system 10 and the navigation support device 20 are connected in a way that allows them to communicate with each other. The navigation management system 10 includes sensors such as radar (TT, Target Tracking), automatic identification system (AIS, Automatic Identification System), gyroscope (GYRO), and ship speed / distance meter. The navigation management system 10 supplies the results obtained from the various sensors to the navigation support device 20. The navigation support device 20 may also include an electronic chart display and information system (ECDIS), a ship radar system, etc. The navigation support device 20 may also include a navigation information display (Conning Display) and / or a course avoidance suggestion system, a portable pilot unit (PPU), or a pilot support unit (PSU), etc.

[0012] The navigation support device 20 may be a computer, or it may be built into a radar or ECDIS as a module, or the output of the navigation support device 20 may be displayed on the radar or ECDIS. Alternatively, the functions of the navigation support device 20 may be realized by installing and running application software on a portable terminal device such as a smartphone or tablet. Such a navigation support device 20 may be installed on a ship O, or it may be installed on a device located on land (land-based device). Examples of land-based devices include mooring monitoring devices that manage mooring facilities and ship management devices managed by ship management companies. The navigation support device 20 installed on land communicates with the ship O and makes a determination, for example, whether to allow the ship O to moor at a mooring facility based on weather information and the ship O's navigation status. Alternatively, the navigation support device 20 installed on land does not need to have a communication function with the ship O, and may make a determination, for example, whether to allow the ship O to moor at a mooring facility based on weather information and the ship O's navigation status, and the determination result may be notified to the ship O by another management device. The vessel O may be a vessel operated by a crew, or it may be an autonomous vessel, also known as an automated or autonomous ship, that can be operated without direct crew intervention. The vessel O equipped with the navigation support device 20 is the subject of evaluation as the appropriateness of its operation until it stops at a mooring facility, and how much safety is ensured during operation.

[0013] The navigation support device 20 includes a data input unit 21, an operation input unit 22, a storage unit 23, a calculation unit 24, a display control unit 25, and an output unit 26.

[0014] The data input unit 21 acquires various types of data. For example, the data input unit 21 acquires results from the navigation management system 10, specifically from the various sensors in the navigation management system 10.

[0015] FIG. 2 is a block diagram showing a configuration example of an input unit of a navigation support device. As shown in FIG. 2, a data input unit 21 includes a functional unit for acquiring ship data and a functional unit for acquiring external environment data. The ship data is information regarding the ship. The external environment data is information regarding an external environment including geographical information indicating an area (sea area) in which the ship O sails, and here, it is information (sensor data) acquired by a nautical chart or a sensor provided on the ship O (an external environment acquisition sensor described later).

[0016] The functional unit for acquiring ship data includes a ship shape data input unit 210, a draft data input unit 211, a braking ability data input unit 212, an auxiliary braking ability data input unit 213, an external force data input unit 214, a ship position information input unit 215, a ship speed information input unit 216, and a ship's head azimuth information input unit 217.

[0017] The ship shape data input unit 210 acquires shape data indicating the shape of the ship. The draft data input unit 211 acquires draft data indicating the position of the waterline on the ship O. The braking ability data input unit 212 acquires braking ability data indicating the braking ability of the ship O. The braking ability here is the ability of a brake (astern thrust) that decelerates the speed of the ship O moving in the forward direction by rotating the propulsion screw propeller provided on the main engine of the ship O in the reverse direction. In the present embodiment, the braking force of the ship O is controlled stepwise and is controlled to any one of four braking forces: the weakest level (Dead Slow Astern), the weak level (slow astern), the strong level (Half Astern), and the strongest level (Full Astern). The braking ability data indicates the braking force corresponding to these four levels. The auxiliary braking ability data input unit 213 acquires auxiliary braking ability data indicating the braking ability of a tugboat (or the thruster when the ship O is equipped with a thruster) that assists in the landing of the ship O or the like. Shape data, draft data, braking capacity data, and auxiliary braking capacity data are all data that are input into the navigation support device 20 by users such as the crew of vessel O before vessel O begins sailing, and do not change while vessel O is sailing. Furthermore, the data input unit 21 may acquire weight data indicating the weight of the vessel O as vessel data. The weight data is data that is input to the navigation support device 20 by a user such as the crew of the vessel O before the vessel O starts sailing.

[0018] The external force data input unit 214 acquires external data indicating the direction and magnitude of forces acting on the vessel O from the outside during navigation. This external data includes, for example, wind direction, wind speed, tidal direction, and tidal speed. This external data can be acquired from wind direction sensors, wind speed sensors, tidal direction sensors, current sensors, etc., installed on the vessel O. The ship position information input unit 215 acquires ship position information indicating the current position of the ship O. The ship speed information input unit 216 acquires ship speed information indicating the current speed of the ship O. The ship heading information input unit 217 acquires ship heading information indicating the direction in which the bow of the ship O is pointing. Ship position information, ship speed information, and ship heading information can be obtained from information output from GPS (Global Positioning System), AIS (Automatic Identification System), etc., installed on the ship O.

[0019] The function unit for acquiring external environmental data includes a chart data input unit 218 and a sensor data input unit 219. The chart data input unit 218 acquires chart data showing the sea area in which the vessel O is navigating as external environmental data. Chart data can be acquired, for example, from ECDIS. The sensor data input unit 219 acquires sensor data obtained by the external environment acquisition sensor as external environment data. Here, we will explain the external environment acquisition sensor. The external environment acquisition sensor is a sensor that acquires the surrounding environment in which a vessel O is navigating. The external environment acquisition sensor includes, for example, a camera installed on the vessel O that images the sea area in which the vessel O is navigating, and / or a LiDAR (Light Detection And Ranging) that measures the distance to objects around the vessel (other vessels, stationary targets such as land or shoals, etc.). Here, LiDAR is an example of a "distance measuring device". For example, the sensor data input unit 219 uses a camera as an external environment acquisition sensor to acquire camera image data of the sea area in which the vessel O is navigating as sensor data. Alternatively, the sensor data input unit 219 uses a LiDAR as an external environment acquisition sensor to acquire distance map data, which maps the distances to objects around the vessel O, as sensor data.

[0020] Returning to the explanation of Figure 1, the operation input unit 22 receives operation input from the operator according to the content of the operation. The operation input unit 22 acquires input data from at least one of various input devices such as a touch panel, keyboard, or mouse.

[0021] The memory unit 23 stores various types of data. For example, the memory unit 23 stores various types of data input from the data input unit 21, calculation results from the calculation unit 24, and so on. The storage unit 23 is composed of a storage medium, such as an HDD (Hard Disk Drive), flash memory, EEPROM (Electrically Erasable Programmable Read Only Memory), RAM (Random Access read / write Memory), ROM (Read Only Memory), or any combination of these storage media. This storage unit 23 can, for example, use non-volatile memory.

[0022] The calculation unit 24 calculates the safety margin R and uses the calculated safety margin R to divide the target region into speed regions. Safety margin R is an index that indicates the degree to which a vessel can stop safely. More specifically, safety margin R is a numerical index that indicates how much margin there is in maneuvering a vessel to stop at a planned stopping position such as a mooring facility before a situation that could lead to an accident occurs. An accident here refers to a situation where the vessel O comes into contact with a mooring facility due to excessive speed, etc. The safety margin R can be calculated based on the relationship between the inertial motion of the hull and the braking force. Here, existing technologies (Kinji Inoue, Hiroaki Seta, Kenji Masuda, "Research on Guidelines for Speed ​​Reduction During Approach Maneuvers," [online], 106th Proceedings of the Japan Institute of Navigation, May 16, 2002, [Retrieved August 15, 2024], Internet)<https: / / www.jstage.jst.go.jp / article / jin / 107 / 0 / 107_KJ00004696602 / _pdf / -char / ja> We will illustrate and explain the case where the safety margin R is calculated using ). However, it is not limited to this. The safety margin R can be any index calculated based on the relationship between the inertial motion of the hull and the braking force, and in this embodiment, a safety margin R calculated using any method can be used.

[0023] The calculation unit 24 calculates the safety margin R based on equation (1) below.

[0024] R=A / D…(1) formula however, R represents the safety margin. A is the remaining distance from the position where the ship stopped to the planned stopping position. D is the distance from the ship's current position to the planned stopping position.

[0025] The safety margin R is represented by a number between 0 (zero) and 1. A safety margin R value of 1 means that the vessel O will stop immediately after braking begins, and is judged to be the state with the maximum margin. A safety margin R value of 0 means that after braking begins, the vessel will sail to the intended stopping position and then stop, and in this case, the safety margin is judged to be the minimum (zero). Furthermore, if the vessel stops past the intended stopping position, the variable A (the remaining distance from the stopping position to the intended stopping position) can be expressed as a negative value. In this case, the safety margin R when the vessel stops past the intended stopping position will be a negative value.

[0026] The parameter used to determine the safety margin is the braking force possessed by the vessel O. Here, the braking force refers to one of four braking forces provided to the vessel O as astern thrust: the weakest level (Dead Slow Astern), the weakest level (Slow Astern), the strongest level (Half Astern), and the strongest level (Full Astern). Note that the braking force of vessel O includes auxiliary braking force from tugboats (or thrusters if vessel O is equipped with them). However, auxiliary braking force will not be considered here. The case where auxiliary braking force is used will be explained later.

[0027] The calculation unit 24 calculates a safety margin R based on the current navigation conditions and the planned stopping position. The current navigation conditions here include, for example, the distance to the planned stopping position at the mooring facility, the speed and direction of the vessel O during current navigation, the weight of the vessel O, and the external forces acting on the vessel O from wind, etc.

[0028] In this embodiment, the calculation unit 24 divides the target region into one of the speed ranges using a safety margin R. The area of ​​interest here is the area to be divided according to the speed range, and is a sea area determined by the ship's position (current position) and destination (e.g., mooring facility). The calculation unit 24 may, for example, consider the entire sea area between the ship's current position and its destination as its target area, or it may consider the sea area along the planned route from the ship O's current position to its destination as its target area. In addition, the calculation unit 24 may include not only the sea area along the planned route, but also the sea area that could become the route after the planned route is changed, in case the planned route is changed. The route after the change would be, for example, an avoidance route in the event that the route is changed to avoid a collision with another ship leaving a mooring facility. The calculation unit 24 acquires a diagram including the target area, which includes the route from the ship's position (current position) to the destination (e.g., mooring facility). The calculation unit 24 can acquire, for example, nautical chart data acquired by the nautical chart data input unit 218, or sensor data acquired by the sensor data input unit 219, as a diagram including the target area. Based on the acquired diagram including the target area, the calculation unit 24 identifies the target area.

[0029] Here, the method by which the calculation unit 24 divides the target area into one of the speed ranges will be explained. The calculation unit 24 divides the target area into the following four areas based on the braking force used to stop the vessel O, assuming each position in the target area is the planned stopping position, and the safety margin R when using that braking force.

[0030] 1st area: Available speed area 2nd area: Recommendable speed area Third area: Amber Color speed area 4th area: Red color speed area

[0031] The first domain, the Available Speed ​​Domain, is the domain in which, when the vessel O is braked with the weakest level of braking force (Dead Slow Astern) without using auxiliary braking force, the safety margin R is in the range of 0 to 0.3 or 0.6 to 1.0. The second recommended speed range is the range in which, when the vessel O is braked with the weakest level of braking force (Dead Slow Astern) without using auxiliary braking force, the safety margin R is in the range of 0.3 to 0.6. The third region, the Amber Color speed range, is a region in which a vessel O can be stopped using a weak level (Slow Astern) or a greater braking force, i.e., a strong level (Half Astern) or a maximum level (Full Astern), without the use of auxiliary braking force (when the weakest level (Dead Slow Astern) braking force is used, the safety margin R becomes negative). The fourth domain, the Red Color speed range, is the region where, even with the strongest braking force (Full Astern) applied without the use of auxiliary braking force, it is impossible to stop the vessel O.

[0032] The calculation unit 24 generates classification information that associates the speed ranges classified based on the above with each position included in the target region. The calculation unit 24 outputs the generated classification information to the display control unit 25.

[0033] Here, the calculation unit 24 may include in the classification information information information indicating the speed range, and / or text information (labels) indicating the means that can be taken if the vessel is to be stopped in the speed range. Information indicating the speed range refers to information that shows which region the speed range falls within. Information indicating the means that can be taken depending on the speed range refers to information regarding the maneuvering required to stop the vessel O in each speed range. For example, the following labels can be included in the classification information, corresponding to the first region. • "Available Area" · “Area where ships can be stopped” • "Can be stopped in Dead Slow Astern" For example, the following labels can be included in the classification information, corresponding to the second area. • "Recommended Area" • "Recommended stopping area" • "Can be properly stopped in Dead Slow Astern." For example, the following labels can be included in the classification information, corresponding to the third domain. • "Amber Color Area" ·"Ship suspension warning area" • "It cannot be stopped in Dead Slow Astern." • Can be stopped using Slow / Half / Full Astern settings. For example, the following labels can be included in the classification information, corresponding to the fourth domain. • "Red Color Area" ·“Difficult to stop area” "Even with Full Assurance, stopping it is impossible."

[0034] The above explanation uses the example of dividing the target area into four speed ranges, but is not limited to this. It is sufficient if the target area can be divided into at least several speed ranges corresponding to the safety margin R. The calculation unit 24 may divide the target area into two or three speed ranges, or into five or more speed ranges.

[0035] The display control unit 25 controls the display on the display device. The display information shown on the display device includes at least one of image information and text information. The image information includes image information that shows the speed ranges divided in the target area using colors and patterns. The text information includes information that shows words (labels) indicating what kind of speed ranges the divided speed ranges in the target area are. The display control unit 25 generates display image data for displaying information on the display device, and outputs the generated display image data to the display device via the output unit 26. This causes the display control unit 25 to display an image corresponding to the display image data on the display device.

[0036] The display control unit 25 ensures that a diagram (a nautical chart or an image of the sea area captured by a camera mounted on the ship O) including the target area is displayed on the display device, and within the diagram including the target area, the display is made to show each speed range, which has been divided by the calculation unit 24, in a different display manner. For example, the display control unit 25 acquires classification information from the calculation unit 24. The display control unit 25 also acquires chart data acquired by the chart data input unit 218 or sensor data acquired by the sensor data input unit 219 as a diagram including the target area. The display control unit 25 associates position information indicating the target area in the diagram including the target area with classification information indicating which speed range each position in the target area belongs to, and outputs this as display image data to the display device via the output unit 26 for displaying an image on the display device. As a result, the display control unit 25 controls the diagram including the target area displayed by the display device so that the target area is displayed in different display modes for each speed range. Furthermore, it can control the display to show labels indicating the speed ranges classified within the target area, or labels indicating what maneuvering means are possible if the ship O is to be stopped in a speed range.

[0037] The display control unit 25 displays images indicating speed ranges in different display modes for each target area according to the speed range, for example, by using different colors or patterns. For example, when displaying speed ranges in different colors, the display control unit 25 displays the first area in green, the second area in yellow, the third area in orange, and the fourth area in red.

[0038] Furthermore, the display control unit 25 may either clearly switch to a display mode corresponding to each speed range at the boundary of the speed range, or it may use a gradient display that gradually changes to a display mode corresponding to the speed range. Furthermore, the display control unit 25 may display one speed range in different display modes depending on the safety margin R. For example, suppose the first region is displayed in green and the second region is displayed in yellow. In this case, the display control unit 25 may display the region where the safety margin R is close to the lower limit (0.3) in yellow with a large green component, and the region where it is close to the upper limit (0.6) in yellow with a small green component. Furthermore, the display control unit 25 may switch the speed range in the target area to either a hidden state or a displayed state in response to instructions input from the operation input unit 22. Furthermore, the display control unit 25 may switch the display mode of the speed range in the target area in response to instructions input from the operation input unit 22. For example, it may switch from a display in which the speed range is superimposed on nautical chart data, as shown in Figure 3 (described later), to a display in which the speed range is superimposed on camera image data, as shown in Figure 8. Furthermore, the display control unit 25 may switch the state of the labels (labels indicating the speed range in the target area, and / or labels indicating the means that can be taken when attempting to stop the vessel in the speed range) to either a hidden state or a displayed state, in response to instructions input from the operation input unit 22. Furthermore, the display control unit 25 may switch the labels from legend display to tagged display in response to instructions input from the operation input unit 22. Tagged display here means displaying labels in association with locations corresponding to each speed range in the target area, for example, by displaying labels via leader lines at locations corresponding to each speed range. Furthermore, the display control unit 25 may display a composite image on the display device that has additional information added to the nautical chart or sensor data, and then has information or labels that divide the speed range superimposed on it. The additional information here includes information indicating direction, information indicating the object, and ship data. For example, the display control unit 25 generates a composite image by combining an image corresponding to sensor data, such as an image captured by a camera or a distance map acquired by LiDAR, with virtual objects corresponding to additional information (for example, marks indicating direction, wind direction, current position, current speed, heading, etc., generated based on ship data, etc.). The display control unit 25 can generate a composite image by, for example, using AR (Augmented Reality) or VR (Virtual Reality) technology to combine information indicating direction, information indicating objects, and virtual objects corresponding to ship data, etc., as additional image information with an image corresponding to sensor data. The display control unit 25 outputs the image information of the composite image, which is created by adding additional information to the sensor data and then superimposing information that further divides the speed range, as display image data to the display device via the output unit 26. This allows the display control unit 25 to control the composite image, in which virtual objects are added to the nautical chart or sensor data, so that the target area is displayed in different display modes for each speed range.

[0039] The output unit 26 outputs data (display image data generated by the display control unit 25 for displaying an image on the display device) to the display device. As a result, the display device displays an image that includes the target area, in which the target area is displayed in different display modes for each speed range. For example, if the navigation support device 20 is equipped with a display device, the output unit 26 outputs data to this display device to display various data. The output unit 26 may also output data to an electronic chart display system (ECDIS) or a ship's radar system to display images on the ECDIS or ship's radar system. Furthermore, the output unit 26 may output data to a navigation information display system (Conning Display) and / or a course avoidance system, a Portable Pilot Unit (PPU), or a Pilot Support Unit (PSU), to display images on a navigation information display system or a system that supports the ship's operator.

[0040] The calculation unit 24 and the display control unit 25 can be configured, for example, by a processing unit such as a CPU (Central Processing Unit) provided in the navigation support system 20, or by a dedicated electronic circuit.

[0041] Figure 3 shows an example of a display screen 100 shown on a display device. This figure shows the case where the target area is the sea area along the route of ship O in the nautical chart data. The display screen 100 shows the vessel O, the planned stopping position SP, the route E, multiple waypoints WP (waypoints WP1 to WP5) along the route E, and land G including mooring facilities, etc. It also displays the current position of the vessel O, the positions of each of the multiple waypoints WP, and multiple target areas TR (target areas TR1 to TR6) corresponding to the planned stopping position SP.

[0042] Target area TR1 is the area along the route E, including the distance from the current position of vessel O to waypoint WP1. In target area TR1, the area close to the current position of vessel O is displayed in a display mode corresponding to the fourth area, and the area close to waypoint WP1 is displayed in a display mode corresponding to the third area. This shows that, if braking is initiated from the current position of vessel O, even with the strongest braking force (Full Astern), it is not possible to stop vessel O in the fourth region of the target region TR1. Furthermore, it is shown that, if braking is initiated from the current position of vessel O, using a weak braking force (Slow Astern), or a greater braking force, i.e., a strong braking force (Half Astern) or the strongest braking force (Full Astern), it is physically possible to stop vessel O in the third region of the target region TR1.

[0043] Target area TR2 is the area along route E, including waypoints WP1 and WP2. In target area TR2, the area close to waypoint WP1 is displayed in a display mode corresponding to the third area, and the area close to waypoint WP2 is displayed in a display mode corresponding to the first area. This shows that, if braking is initiated from the current position of vessel O, it is physically possible to stop vessel O in the third region of the target region TR2 using a weak braking force (Slow Astern) or a greater braking force, i.e., a strong braking force (Half Astern) or a maximum braking force (Full Astern). When using the weakest braking force (Dead Slow Astern), the safety margin R in the first region of the target region TR2 is between 0 and 0.3, indicating that it is possible to stop vessel O, although the margin is small.

[0044] Target area TR3 is the area along route E, including waypoints WP2 and WP3. In target area TR3, the area close to waypoint WP2 is displayed in the display mode corresponding to the first area, and the area close to waypoint WP3 is displayed in the display mode corresponding to the second area. Here, when braking is initiated from the current position of vessel O and the vessel O is braked with the weakest level of braking force (Dead Slow Astern), the safety margin R in the first region near waypoint WP2 is between 0 and 0.3, indicating that although the margin is small, it is possible to stop vessel O in this region. The safety margin R in the second region near waypoint WP3 is between 0.3 and 0.6, indicating that it is possible to stop vessel O with a margin of safety.

[0045] Target area TR4 is the area along route E, including waypoints WP3 to WP4. Target area TR5 is the area along route E, including waypoints WP4 to WP5. In target areas TR4 to TR5, all areas are displayed in the display mode corresponding to the second area. Here, the target region TR4 to TR5 indicates that, if braking is initiated from the vessel O's current position and applied with the weakest level of braking force (Dead Slow Astern), the vessel O can be stopped before the intended stopping position. By using the weakest level of braking force (Dead Slow Astern), it is possible to avoid the possibility of the ship turning sharply due to strong braking, which could make attitude control difficult, and to stop the ship O in the target area TR4 to TR5 in a practical state where it is not difficult to maintain the ship O's attitude due to the influence of external forces.

[0046] Target area TR6 is the area along route E, including the distance from waypoint WP5 to the planned stopping position SP. In target area TR6, the area close to waypoint WP5 is displayed in the display mode corresponding to the second area, while the area close to waypoint WP2 is displayed in the display mode corresponding to the first area. The region close to the planned stopping position SP (the first region) here indicates that, if braking is initiated from the current position of the vessel O and the vessel O is braked with the weakest level of braking force (Dead Slow Astern), the safety margin R will be between 0.6 and 1.0, and it is possible to stop the vessel O well before the planned stopping position.

[0047] The operator can view the display screen 100 shown in this diagram and understand the positional relationship between their own ship's position, the second area, and the planned stopping position. This makes it easy to determine whether, when steering the ship O from its current position with the weakest braking force (Dead Slow Astern) to stop at the planned stopping position SP, the ship O can be stopped before the planned stopping position SP without causing an accident such as contact with the mooring facility.

[0048] Generally, docking is performed by a captain or pilot skilled in ship handling, but this is based on years of experience and does not involve maneuvering based on precise calculations of the relationship between the ship's inertial motion and control forces. Furthermore, external environmental factors such as wind and currents, as well as human characteristics and limitations, known as the "Human Factor," can make it difficult for humans to consistently perform at a stable level.

[0049] In response to these challenges, this embodiment allows the display device to show a diagram that divides the target area according to the speed range, making it easy to understand whether stable and appropriate ship handling is being performed regardless of the circumstances surrounding the person. Furthermore, by showing the actions and means that can be taken when attempting to stop the ship O, it becomes possible to support human operation.

[0050] Furthermore, generally speaking, facilities such as piers and wharves that serve as receiving terminals at mooring facilities have few alternative facilities and could become unusable after a single accident. In addition, the cost of repairing the damage and the opportunity cost due to the inability to operate the mooring facilities can be enormous. In contrast, by using the display function in this embodiment, it is possible to prevent accidents during docking / berthing and avoid situations in which large costs are incurred as a result of accidents.

[0051] In this embodiment, an image with a display mode corresponding to the speed range is superimposed on the electronic chart (chart data), and actions and means that can be taken when attempting to stop the vessel O are shown, so that a person can intuitively grasp the current motion (navigation state) of the vessel and the range in which braking control is possible by looking at the information displayed on the display screen (display information). By using features such as the collision risk area display function (SZV, Safety Zone Viewer) and evasive route suggestions, collision prevention during navigation and collision prevention with mooring facilities during docking / berthing can be seamlessly integrated, enabling a series of navigational support functions. The display function according to this embodiment may be installed not only on board the ship but also in support equipment on the terminal (mooring facility) side. This would enable the development of new customers, including not only ship personnel but also port personnel and pilots on the terminal side. Furthermore, since the display function according to this embodiment can be interpreted as not being an equipment mandated by the International Convention for the Safety of Life at Sea (SOLAS Convention), an international treaty aimed at ensuring the safety of ships, there is a high degree of freedom in development, and it can be developed without using dedicated hardware. Therefore, it is possible to suppress the increase in development costs.

[0052] Furthermore, the operator can visually inspect the display screen 100 shown in this diagram and understand the positional relationship between their own vessel and each speed range in the target area TR. This allows them to understand the area in which they can stop safely and with ample margin, in preparation for situations where the vessel O may need to be temporarily stopped at a specific location different from the originally planned stopping position SP. For example, depending on the shape of the bay entrance at the mooring facility or the density of vessels docking or departing from the mooring facility, the vessel may need to be temporarily stopped at a specific location (Point of no-return) where it is difficult to reverse direction when navigating to the mooring facility. For example, the operator may need to make a final decision on whether to continue navigating towards the mooring facility after passing the specific location, to temporarily stop navigating to the mooring facility and resume later due to the large number of passing vessels, or to reverse to adjust the heading and restart navigating to the mooring facility. In this case, the vessel O may need to be temporarily stopped at a specific location different from the originally planned stopping position SP. In preparation for situations where the vessel O may need to be temporarily stopped at a specific location different from the originally planned stopping position SP, the operator can easily determine whether the vessel O can be stopped safely and with ample margin at the specific location by viewing the display screen 100. Here, the planned stopping position SP and the specific location are examples of "destinations".

[0053] Next, the operation of the navigation support system 20 will be explained. Figure 4 is a flowchart illustrating the operation of the navigation support system 20. The data input unit 21 of the navigation support device 20 acquires ship data from the navigation management system 10 (step S10). The ship data acquired here includes, for example, ship shape data, draft data, braking capacity data, auxiliary braking capacity data, external force data, ship position information, ship speed information, ship heading information, and weight data. The data input unit 21 also acquires external environment data (step S11). The external environment data acquired here includes, for example, nautical chart data and sensor data. The calculation unit 24 extracts the target area (step S12). Based on the external environment data acquired in step S11, the calculation unit 24 extracts the area determined by the ship's position (current position) and destination (e.g., mooring facility) as the target area. The calculation unit 24 also divides the target area into speed ranges according to the safety margin (step S13). The calculation unit 24 divides the target area into the following four speed ranges based on the braking force used to stop the ship O when each position in the target area is the planned stopping position, and the safety margin R when using that braking force. The display control unit 25 displays the speed range in the target area in a display manner corresponding to that speed range (step S14). For example, the display control unit 25 displays images in the target area that indicate the speed range with different colors or patterns according to the speed range. The navigation support device 20 determines whether it is time to acquire the next data (step S15). For example, if a certain amount of time has elapsed since the time when ship data was acquired in step S11, the navigation support device 20 determines that it is time to acquire the next data and returns to step S11 to acquire ship data.

[0054] Figure 5 shows another example of the display screen 200 shown on the display device. This figure illustrates a case where a vessel O is assisted in docking at a mooring facility by a tugboat or thruster. The display screen 200 shows the vessel O, the planned stopping position SP, the route E, multiple tugboats TB (tugboats TB1, TB2), and land G including mooring facilities. In addition, multiple target areas TR (target areas TR11~TR13) are displayed, which are sections of the sea area from the starboard side of vessel O to land G, divided according to the safety margin R.

[0055] When navigating to dock a vessel O at a mooring facility using braking by a tugboat TB (or thruster), the calculation unit 24 calculates the safety margin R based on the relationship between the inertial motion of the hull and the auxiliary braking force, which is the braking force from the tugboat TB (or thruster). In this case, the calculation unit 24 can use the above-mentioned equation (1) as the formula for calculating the safety margin R.

[0056] Unlike the braking force (four levels of braking force) provided as the main engine of the vessel O, the auxiliary braking force can be continuously changed. The calculation unit 24 divides the target region into multiple speed ranges based on the inertial motion of the vessel O and the safety margin R when the auxiliary braking force is used in addition to the braking force (four levels of braking force) provided as the main engine of the vessel O. Specifically, the calculation unit 24 designates each position in the target area as a planned stopping position and divides the target area into the following four areas based on the safety margin R when using the auxiliary braking force and the braking force (brake force) provided as the main engine of the ship O.

[0057] 5th area: Available speed area with auxiliary braking force Area 6: With auxiliary braking force. Recommended speed range. Domain 7: Amber Color Speed ​​Range with Auxiliary Braking Area 8: With auxiliary braking force Red Color Speed ​​range

[0058] The fifth domain, the Available Speed ​​Range with Auxiliary Braking Force, is the range in which, when the vessel O is braked by the auxiliary braking force and the weakest level (Dead Slow Astern) braking force provided as the main engine of the vessel O, the safety margin R is in the range of 0 to 0.3 or 0.6 to 1.0. The sixth domain, the Recommended Speed ​​Range with Auxiliary Braking Force, is the region where, when the vessel O is braked using auxiliary braking force and the weakest level (Dead Slow Astern) braking force provided for the vessel O's main engine, the safety margin R is in the range of 0.3 to 0.6. The seventh region, the Amber Color speed range with auxiliary braking force, is a region in which the vessel can be stopped by using the auxiliary braking force and the braking force provided as the main engine of the vessel O (Slow Astern), or a greater braking force (when the weakest level of braking force (Dead Slow Astern) is used, the safety margin R becomes negative). The eighth zone, the Red Color speed zone with auxiliary braking, is a region where, even with auxiliary braking and the strongest level of braking force (Full Astern), it is not possible to stop the vessel O.

[0059] In Figure 5, the target region TR11 corresponds to the seventh region. This indicates that if braking is initiated from the current position of the vessel O, the vessel O can be stopped in the target region TR11 by using a tugboat TB and a braking force greater than the weak level (Slow Astern). In Figure 5, the target region TR12 corresponds to the sixth region. This indicates that if braking is initiated from the current position of the vessel O, the vessel O can be stopped in the target region TR12 even using the tugboat TB and the weakest level of braking force (Dead Slow Astern). In Figure 5, the target region TR13 corresponds to the fifth region. This indicates that if braking is initiated from the current position of the vessel O, the vessel O can be stopped before the target region TR13, even using the tugboat TB and the weakest level of braking force (Dead Slow Astern).

[0060] Figure 6 shows another example of the display screen 300 shown on the display device. This figure shows the case where the target area is the sea area that a vessel O can navigate when it changes course from its planned route. The display screen 300 shows a sector-shaped area starting from the current position of the vessel O and the waypoint WP established along the route E. This sector-shaped area represents the sea area in which the vessel O can navigate if its course is changed, and in this case, it is the area set as the target area. For example, using the current position of vessel O as a reference, the target area TR21 is defined as the range from the current position of vessel O to waypoint WP1, including a 0-degree course along the shipping route E, and a range of approximately 20 degrees to the starboard side and 10 degrees to the port side. In this diagram, in the target region TR21, the region close to the current position of the ship O is displayed in a display mode corresponding to the fourth region, and the region close to waypoint WP1 is displayed in a display mode corresponding to the third region.

[0061] With waypoint WP1 as the reference point, the area TR22 is defined as a 0-degree course along route E, and a 15-degree range on each side of the ship, from waypoint WP1 to WP2. In this diagram, in the target region TR22, all regions are displayed in a display mode corresponding to the third region.

[0062] With waypoint WP2 as the reference point, the area TR23 is defined as a 0-degree course along route E, and a 15-degree range on each side of the ship, from waypoint WP2 to WP4. In this diagram, in the target region TR23, the area close to waypoint WP2 is displayed in a display mode corresponding to the third region, and the area close to waypoint WP4 is displayed in a display mode corresponding to the second region.

[0063] Using waypoint WP4 as a reference, the area TR24 is defined as the range from waypoint WP4 to WP5, encompassing a 0-degree course along route E, and a range of approximately 10 degrees to the starboard side and 20 degrees to the port side. In this diagram, in the target region TR24, the area close to waypoint WP4 is displayed in a display mode corresponding to the second region, and the area close to waypoint WP5 is displayed in a display mode corresponding to the first region.

[0064] With waypoint WP5 as the reference point, the area TR25 is defined as a 0-degree course along the route E, and a 15-degree range on each side of the ship, from waypoint WP5 to the planned stopping position SP. In this figure, in the target region TR25, all regions are displayed in the display mode corresponding to the first region.

[0065] Figure 7 shows another example of the display screen 400 shown on the display device. This figure shows the case where the target area is the sea area from the current position of the vessel O to the planned stopping position SP at the mooring facility. This figure also shows an example where gradient display is not used, and the boundaries of the speed ranges are clearly switched to display modes corresponding to each speed range. In this diagram, the target region TR31 corresponds to the fourth region, and it is a region in which, even if braking is initiated from the current position of the vessel O and the vessel sails toward each position in the target region TR31 (independent of the course E), it is not possible to stop even with the strongest level of braking force (Full Astern). In this diagram, the target region TR32 corresponds to the third region, and it is a region in which, if braking is initiated from the current position of the vessel O and the vessel sails toward each position in the target region TR32 (independent of the course E), it is possible to stop using a weak level (Slow Astern) or greater braking force. In this diagram, the target region TR33 corresponds to the second region, and it is the region in which, if braking is initiated from the current position of the vessel O and the vessel sails toward each position in the target region TR33 (independent of the course E), it is possible to stop safely with an appropriate margin (safety margin R of 0.3 to 0.6) using the weakest level of braking force (Dead Slow Astern). In this diagram, the target region TR34 corresponds to the first region, and it is a region in which, if braking is initiated from the current position of the vessel O and the vessel sails toward each position in the target region TR34 independently of the course E, it is possible to stop safely with a considerable margin (safety margin R of 0.6 to 1.0) using the weakest level of braking force (Dead Slow Astern).

[0066] Figure 8 shows another example of the display screen 500 shown on the display device. This figure shows the case where sensor data (in this case, camera image data) is used. The display screen 500 shows the target area in the image (which may be a moving image such as video or a still image) taken by the camera mounted on the ship O, displayed in a manner corresponding to the speed range. The bow portion of the ship O is shown in the lower center of the display screen 500. Also, land G such as mooring facilities is shown in the upper left of the display screen 500. Multiple target areas TR (target areas TR41~TR44) are displayed in the sea area from the current position of the ship O to land G on the display screen 500. Target region TR41 corresponds to the fourth region, and is a region in which, even if braking is initiated from the current position of the vessel O and the strongest level of braking force (Full Astern) is used, the vessel O cannot be stopped. Target region TR42 corresponds to the third region, and is a region in which the vessel O can be stopped by starting braking from its current position and using a weak level (Slow Astern) or a greater braking force, i.e., a strong level (Half Astern) or a maximum level (Full Astern) braking force. Target region TR43 corresponds to region 2, and is a region in which it is possible to start braking from the current position of the vessel O and stop safely with an appropriate margin (safety margin R of 0.3 to 0.6) using the weakest level of braking force (Dead Slow Astern). Target region TR44 corresponds to the first region, and is a region in which it is possible to start braking from the current position of the vessel O and stop safely with a considerable margin (safety margin R of 0.6 to 1.0) using the weakest level of braking force (Dead Slow Astern). The area between target areas TR42 and TR43 corresponds to the first area, where braking can be initiated from the current position of the vessel O, and the weakest level of braking force (Dead Slow Astern) can be used to stop the vessel, albeit with little margin (safety margin R of 0 to 0.3).

[0067] Figure 9 shows another example of the display screen 600 shown on the display device. This figure shows the case where assistance from a tugboat TB is received and sensor data (in this case, camera image data) is used. The display screen 600 shows the target area in the image (which may be a moving image such as video or a still image) taken by a camera mounted on the ship O, displayed in a manner corresponding to the speed range. The lower part of the display screen 600 shows the deck area of ​​the ship O. The upper part of the display screen 600 shows land G such as mooring facilities. On the display screen 600, multiple target areas TR (target areas TR51~TR54) are displayed in the sea area from the current position of the ship O to land G. Target region TR51 corresponds to region 8, and is a region in which, even if braking is initiated from the current position of vessel O and auxiliary braking force and the strongest level (Full Astern) braking force are used, vessel O cannot be stopped. Target region TR52 corresponds to region 7, and is a region in which the vessel O can be stopped by starting braking from its current position and using auxiliary braking force and a weak level (Slow Astern) or greater braking force. Target region TR53 corresponds to region 6, and is a region in which it is possible to start braking from the current position of the vessel O and stop safely with an appropriate margin (safety margin R of 0.3 to 0.6) using auxiliary braking force and the weakest level of braking force (Dead Slow Astern). Target region TR54 corresponds to the fifth region, and is a region in which it is possible to start braking from the current position of the vessel O and stop safely with considerable margin (safety margin R of 0.6 to 1.0) using auxiliary braking force and the weakest level of braking force (Dead Slow Astern). Furthermore, the region between target regions TR52 and TR53 corresponds to the first region, and is a region in which it is possible to start braking from the current position of the vessel O and stop using auxiliary braking force and the weakest level (Dead Slow Astern) braking force, although with little margin (safety margin R is 0 to 0.3).

[0068] According to the embodiments described above, the display control unit 25 can display display information (for example, diagrams or labels showing speed ranges) on the display device, showing each of the regions into which the target region TR is divided according to the safety margin R, in a different display manner. For example, when braking to stop the vessel O is initiated, the display control unit 25 can display on the display device the safe regions (for example, the first region and / or the second region) in which the vessel can be safely stopped within the target region, and can also display on the display device regions (for example, the third region and / or the fourth region) in a different display manner than the safe regions. Therefore, it is possible to assist in maneuvering the vessel O to the mooring facility.

[0069] While embodiments of this invention have been described in detail above with reference to the drawings, the specific configuration is not limited to these embodiments and includes designs and the like that do not depart from the spirit of this invention. [Explanation of symbols]

[0070] 1…Navigation support system, 10…Navigation management system, 20…Navigation support device, 21…Data input unit, 22…Operation input unit, 23…Storage unit, 24…Calculation unit, 25…Display control unit, 26…Output unit

Claims

1. A display control unit displays display information on a display device, showing each of the areas, which are determined according to the position and destination of the vessel, in a different display manner, according to the safety margin that indicates the degree to which the vessel can stop safely. A navigation support system equipped with [a specific feature].

2. The display information includes at least one of the following: image information that shows the regions divided based on the safety margin in different colors or patterns, and text information that shows words relating to the regions divided based on the safety margin. Navigation support device according to claim 1.

3. When braking to stop a vessel is initiated, the display control unit displays on the display device the safe area in the target area, which is divided based on the safety margin, in which it is possible to stop the vessel safely, and displays on the display device the area in which it is more difficult to stop the vessel safely than the safe area, using a different display method than the safe area. Navigation support device according to claim 1.

4. The display control unit designates the sea area along the ship's route as the target area, and displays the ship's position, planned stopping position, and specific positions along the route on the display device, along with the target area divided according to the safety margin. Navigation support device according to claim 1.

5. The display control unit defines the target area as the sea area in which the vessel can navigate during its journey to the planned stopping position. Navigation support device according to claim 1.

6. The display control unit causes the display device to display the target area, which is divided according to the safety margin calculated based on the relationship between the inertial motion of the ship and the braking force. Navigation support device according to claim 1.

7. The display control unit causes the display device to display the target area, which is divided according to the safety margin calculated based on the relationship between the inertial motion of the vessel and the auxiliary braking force, which is the braking capacity of an auxiliary vessel or thruster that assists in braking the vessel. Navigation support device according to claim 1.

8. The display control unit causes the display information, which divides the target area on the nautical chart based on the safety margin, to be displayed on the display device. Navigation support device according to claim 1.

9. The display control unit causes the display information, which is obtained by dividing the target area captured by a sensor that acquires the external environment of the ship based on the safety margin, to be displayed on the display device. Navigation support device according to claim 1.

10. The sensor includes at least one of a camera mounted on a ship and a distance measuring device for measuring the distance to an object. Navigation support device according to claim 9.

11. A computer-based navigation assistance method, The display device displays information on each of the areas, which are divided according to the safety margin that indicates the degree to which the vessel can stop safely, based on the vessel's position and destination, using different display modes for each area. Navigation aid methods.

12. On the computer, The display device displays information on each of the areas, which are divided according to the safety margin that indicates the degree to which the vessel can stop safely, based on the vessel's position and destination, using different display modes for each area. program.

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