Method for operating an autonomous ship, risk analysis method, operating system, and risk analysis system

Abstract

To provide a sailing method and a sailing system for an automatic sailing ship, which are capable of sailing the automatic sailing ship safely and appropriately, and a risk analysis method and a risk analysis system for the automatic sailing ship, which are capable of appropriately performing a risk analysis related to the automatic sailing ship.SOLUTION: In a sailing method for an automatic sailing ship, a sailing design area is set in which an automatic sailing system 20 operates normally; own ship information and peripheral information of an automatic sailing ship 1 are acquired; a ship maneuvering plan is formulated based on a voyage plan, the own ship information, and the peripheral information by the automatic sailing system 20; the automatic sailing system presents the maneuvering plan to the automatic sailing ship 1 after approval by an onshore staff 3 of an onshore control center 2, and sails the automatic sailing ship 1 based on the maneuvering plan; and further, the automatic sailing system confirms the sailing design area based on the acquired own ship information and peripheral information; and alerts the onshore staff 3 in the event of deviation from the sailing design area; and the onshore staff 3 decides on a subsequent sailing.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to an operation method and an operation system for an autonomous ship operated according to a navigation plan, and a risk analysis method and a risk analysis system for an autonomous ship that models an autonomous ship operated according to a navigation plan and analyzes operational risks.

Background Art

[0002] The technological development towards the practical use of autonomous ships is still in progress. When constructing a large-scale and complex overall system such as an autonomous ship, in the initial design stage, it is considered important to conceptualize the operation method of the autonomous ship and the individual systems that realize it. By confirming whether there are significant hazards in terms of operation and the overall system concept in the initial design stage, it is possible to avoid rework in the subsequent detailed design stage of individual systems. A similar concept can also be seen in automobiles and other large-scale and complex systems. System-theoretic approaches such as STAMP / STPA (Systems-Theoretic Accident Model and Processes / System-Theoretic Process Analysis) have been proposed as methods for analyzing risks by treating an aggregate of various elements such as hardware, software, and humans as one overall system. Regarding points to be considered in the risk analysis of autonomous ships, considering the main differences from existing ships, for the ship's action plans and controls that were previously performed by human crew on existing ships, additional software for substituting and assisting these is introduced in autonomous ships, increasing the proportion of software tasks in ship operation. Software is considered to have a more complex interaction with humans compared to hardware, and it is important to consider human factors such as human errors that may occur due to the introduction of an automation system. Also, when assuming remote monitoring and remote control of an autonomous ship from an onshore control center, everything from the hardware of the onshore control center building and equipment to the software for monitoring, control, and ship-shore communication, and the staff in charge becomes a difference from existing ships. In the risk analysis for existing ships, a system configuration diagram centered on hardware was used, and hazards were identified by focusing on equipment failures. On the other hand, since autonomous ships have the differences from existing ships as described above, in order to comprehensively identify hazards in the entire system of autonomous ships, it is necessary to clearly define the tasks assigned to each component such as the hardware, software, and humans that make up the entire system, the information exchange between components, and the processes that require human approval. STAMP / STPA is an analysis method that focuses on the interaction between components and is considered suitable for risk analysis in the initial design stage of autonomous ships. However, there is relatively little support for analyzing hazards related to the information and internal functions of each component.

[0003] Here, Patent Document 1 discloses a software design requirement extraction support method that can reflect various non-functional requirements as the basis for design in the design, and a software design requirement determination support method that can efficiently determine the design requirements to be adopted by classifying and organizing the extracted design requirements. In Patent Document 1, the requirements from customers, etc. are classified into functional requirement items and non-functional requirement items, input and recorded, risk items are extracted and recorded for each combination of functional requirement items and architecture characteristic items, for each risk item, all non-functional requirement items are individually compared, possibilities, tolerances, and countermeasure plans are extracted and recorded, the countermeasure plans are classified and organized, important countermeasure plans and unimportant countermeasure plans at the current time are extracted and recorded, the relationships of important countermeasure plans are extracted and recorded, the selection of countermeasure plans is made based on the relationships, and the countermeasure plans to be adopted are determined. In addition, Patent Document 2 discloses a driving support device having an environment detection unit, a list generation unit, a line-of-sight detection unit, a risk evaluation unit, and an output control unit. The environment detection unit detects the environment around the vehicle driven by the driver. The list generation unit generates a hazard list of objects to be hazards based on the detected environment. The line-of-sight detection unit detects the line of sight of the driver. The risk evaluation unit evaluates the risk to the driver's driving for each object included in the hazard list based on the frequency of the objects included in the hazard list within the driver's field of view based on the detected line of sight. The output control unit outputs driving support information corresponding to the objects for which the evaluated risk is equal to or higher than the threshold value. In addition, Patent Document 3 stores travel data, which is data indicating the travel state of each of a plurality of vehicles for each date and time, and information on past accidents of the plurality of vehicles. Among the travel data, the travel data for a predetermined period before the accident date and the travel data on the accident date are extracted. Based on the extracted travel data, training data for each trip, which is the period from the start to the end of the vehicle, is generated. An accident risk diagnosis model, which is a machine learning model for diagnosing accident risks using the training data, is generated. The feature amount in the trip of the vehicle to be diagnosed for accident risks is input into the accident risk diagnosis model to diagnose the accident risks, and an accident risk diagnosis device that transmits the diagnosis result to the in-vehicle device mounted on the vehicle is disclosed. In addition, Patent Document 4 discloses a vehicle control system that controls a vehicle equipped with a plurality of external sensors for acquiring external information, a plurality of vehicle sensors for acquiring vehicle information, and map information. This vehicle control system includes a specification module that specifies a static ODD (Operational Design Domain) based on the vehicle information and the map information and a dynamic ODD based on the external information, and a control module that controls the operation of the vehicle based on the static ODD and the dynamic ODD. In addition, Non-Patent Document 1 discloses a case of model-driven development of an airship automatic navigation system using FMEA (Failure Mode and Effects Analysis), which is a method for reliability analysis of a system, for the hardware and software of the airship automatic navigation system in the development of the airship automatic navigation system using SysML (Systems Modeling Language), which is a modeling language extending UML (Unified Modeling Language). By applying FMEA, possible failures of the airship automatic navigation system are predicted, and exceptions to be considered are identified. Also, when performing FMEA, brainstorming is carried out by 2 to 4 people to prevent omission of failures.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Patent Document 2

Patent Document 3

Patent Document 4

Non-Patent Documents

[0005]

Non-Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0006] Patent Document 1 to Patent Document 4, and Non-Patent Document 1 do not attempt to perform risk analysis and operate an autonomous ship in consideration of tasks assigned to each component such as hardware, software, and humans that make up the overall system, information exchange between components, and processes that require human approval. Therefore, an object of the present invention is to provide an operation method and an operation system for an autonomous ship that can appropriately operate the autonomous ship while reducing risks, and a risk analysis method and a risk analysis system for an autonomous ship that can appropriately perform risk analysis related to the autonomous ship.

Means for Solving the Problem

[0007] In the operation method of an autonomous ship corresponding to Claim 1, it is an operation method of an autonomous ship operated according to a navigation plan, including steps where the autonomous operation system acquires the navigation plan, sets an operation design area where the autonomous operation system operates normally in the operation design area confirmation means, the own ship information acquisition means acquires the own ship information of the autonomous ship, the surrounding information acquisition means acquires the surrounding information, the autonomous operation system formulates a steering plan based on the navigation plan, own ship information, and surrounding information, requests approval of the steering plan from the onshore staff of the onshore control center, and transmits the approved steering plan to the presentation means, the ship control system that receives the steering plan from the presentation means operates the autonomous ship based on the steering plan, the operation design area confirmation means confirms the operation design area based on the acquired own ship information and surrounding information, and the determination / warning means determines whether it has deviated from the operation design area based on the confirmation result of the operation design area confirmation means, warns the onshore staff when it has deviated from the operation design area, and requests the onshore staff to determine whether to abort the subsequent autonomous operation. According to the present invention described in Claim 1, an autonomous ship can be appropriately operated while reducing risks.

[0008] The present invention described in Claim 2 is characterized in that the presentation means presents at least the steering plan and the judgment result of the onshore staff and requests confirmation from the onshore crew of the autonomous ship. According to the present invention described in claim 2, by allowing the on-board crew to confirm the navigation plan and the judgment results of the on-shore staff, the safety of operation can be enhanced.

[0009] The present invention described in claim 3 is characterized in that the own-ship information includes ship situation information including the position, course, and speed of the autonomous ship, cargo state information of the on-board cargo, and system state information of the ship control system having an actuator. According to the present invention described in claim 3, based on the situation of the own-ship of the autonomous ship, a navigation plan can be formulated more accurately, and a deviation determination from the operation design area can be made more accurately.

[0010] The present invention described in claim 4 is characterized in that the state of the on-board cargo is monitored by an on-board cargo monitoring system, and the own-ship information acquisition means acquires the cargo state information. According to the present invention described in claim 4, based on the acquired cargo state information, the on-board cargo can be appropriately managed to prevent cargo collapse and the like.

[0011] The present invention described in claim 5 is characterized in that the surrounding information includes meteorological and oceanographic information, obstacle information including other ships or floating objects, and distance information from the land. According to the present invention described in claim 5, based on the surrounding situation in which the autonomous ship is placed, a navigation plan can be formulated more accurately, and a deviation determination from the operation design area can be made more accurately.

[0012] The present invention described in claim 6 is characterized in that the meteorological and oceanographic information acquired by the autonomous ship and the wide-area meteorological and oceanographic information acquired separately are processed by a meteorological and oceanographic information providing system and presented as integrated meteorological and oceanographic information. According to the present invention described in claim 6, the navigation plan and the sailing plan can be modified with reference to the integrated meteorological and oceanographic information.

[0013] The present invention described in claim 7 is characterized in that the integrated meteorological and oceanographic information is taken into consideration when formulating a navigation plan in the autonomous ship system. According to the present invention described in claim 7, a more accurate ship operation plan considering the previous route can be obtained.

[0014] The present invention described in claim 8 is characterized in that the operation design area includes the water area conditions, environmental conditions, and internal state of the autonomous ship. According to the present invention described in claim 8, the operation design area can be set more appropriately.

[0015] The present invention described in claim 9 is characterized in that, in the autonomous operation system, when classifying the series of operation flows from the formulation of the ship operation plan of the autonomous ship to departure from shore, navigation, and arrival at shore into three operation phases: at the time of planning, at the time of departure / arrival, and during navigation, the modes of the autonomous operation system corresponding to the three operation phases include a planning mode, a departure / arrival mode, and a navigation mode. According to the present invention described in claim 9, the autonomous ship can be operated more appropriately throughout the route.

[0016] In the risk analysis method of an autonomous ship corresponding to claim 10, it is a risk analysis method of an autonomous ship that models an autonomous ship operated according to a navigation plan by the operation method of the autonomous ship and analyzes the operation risks, including an operation design area confirmation means related to the operation design area, an autonomous operation system, a self-ship information acquisition means related to the self-ship information, a surrounding information acquisition means related to the surrounding information, and the information held by onshore staff, a component setting step of clarifying the functions or roles and setting them as components, an element relationship setting step of setting the mutual relationship between the components, a charting step in which the charting means expresses the information held by the components, the functions or roles, and the mutual relationship between the components as a chart used to identify the operation hazards of the autonomous ship and analyze the risks, and a chart presentation step in which the chart presentation means presents the chart. According to the present invention described in claim 10, the risk analysis regarding the autonomous ship can be appropriately performed.

[0017] According to the present invention described in claim 11, when expressing as a chart in the charting step, the class diagram of UML (Unified Modeling Language) is applied to represent the information held by the components, the functions or roles, and the interrelationships between the components, and it is characterized by modeling an autonomous ship and an onshore control center. According to the present invention described in claim 11, by applying UML, the information held by each component, the functions or roles, and the interrelationships are decomposed and described, making it easier to perform risk analysis in order to model an autonomous ship and an onshore control center.

[0018] The present invention described in claim 12 is characterized in that the charting means creates a chart subjected to modeling, which is used when performing brainstorming for identifying hazards and analyzing risks related to the hazards. According to the present invention described in claim 12, for example, by conducting brainstorming by an expert team, risks related to hazards can be accurately analyzed.

[0019] The present invention described in claim 13 is characterized in that the charting means generates a worksheet that summarizes in a list a system column divided into an autonomous ship and an onshore control center for use in performing brainstorming, a cause column for describing hazards related to the components to be analyzed and their causes, results, and countermeasures, a result column, and a countermeasure column. According to the present invention described in claim 13, risks related to hazards can be analyzed more accurately.

[0020] The present invention described in claim 14 is characterized in that the charting means creates worksheets for three operation phases: during the planning of the operation of the autonomous ship, during departure and arrival at the shore, and during navigation. According to the present invention described in claim 14, hazards can be accurately analyzed according to the operation phases throughout the route.

[0021] According to the present invention described in claim 15, the charting means is characterized in that it generates on a worksheet, including existing protective means against hazards, the severity index (SI) of the result, the frequency index (FI), and the risk index (RI) calculated from the severity index (SI) and the frequency index (FI). According to the present invention described in claim 15, the magnitude of the risk can be semi-quantitatively evaluated by these indices. For example, for hazards with a large current risk index (RI), the effectiveness of additional countermeasures can be evaluated by considering additional countermeasures and estimating the risk index (RI) after the introduction of the countermeasures.

[0022] In an operation system of an autonomous ship corresponding to claim 16, it is an operation system of an autonomous ship operated according to a navigation plan, including an operation design area confirmation means for confirming an operation design area where the set autonomous operation system operates normally, an autonomous operation system for planning the operation, a own ship information acquisition means for acquiring the own ship information of the autonomous ship, a surrounding information acquisition means for acquiring surrounding information, a planning means of the autonomous operation system for formulating a steering plan based on the navigation plan, the own ship information, and the surrounding information and requesting approval of the steering plan from the onshore staff of the onshore control center, a presentation means for presenting the approved steering plan to the autonomous ship, a ship control system for steering the autonomous ship based on the presented steering plan, and a judgment / warning means for judging whether it has deviated from the operation design area based on the result of confirming the operation design area based on the further acquired own ship information and surrounding information, warning the onshore staff of the onshore control center in case of deviation, and requesting the onshore staff to judge whether to abort the subsequent autonomous operation. According to the present invention described in claim 16, the autonomous ship can be operated appropriately with reduced risk.

[0023] According to the present invention described in claim 17, the autonomous ship is characterized in that it is provided with a display means for displaying the judgment result of the onshore staff in addition to the steering plan as the presentation means. According to the present invention described in claim 17, the safety of the operation can be enhanced by the onshore crew checking the steering plan and the judgment result of the onshore staff.

[0024] According to the present invention described in claim 18, the own-ship information acquisition means includes a ship situation acquisition means for acquiring the position, course, and speed of the autonomous ship, an on-board cargo state acquisition means for acquiring the state of the on-board cargo, and a system state information acquisition means for acquiring the state of the ship control system. According to the present invention described in claim 18, based on the situation of the own ship of the autonomous ship, a more accurate navigation plan can be formulated, and a more accurate determination of deviation from the navigation design area can be made.

[0025] According to the present invention described in claim 19, an on-board cargo monitoring system for monitoring the state of the on-board cargo is provided based on the state of the on-board cargo acquired by the on-board cargo state acquisition means. According to the present invention described in claim 19, based on the acquired cargo state information, the on-board cargo can be appropriately managed to prevent cargo collapse and the like.

[0026] According to the present invention described in claim 20, the surrounding information acquisition means includes a meteorological and oceanographic information acquisition means, an obstacle information acquisition means for detecting other ships and floating objects, and a distance information acquisition means for acquiring the distance information from land. According to the present invention described in claim 20, based on the surrounding situation in which the autonomous ship is placed, a more accurate navigation plan can be formulated, and a more accurate determination of deviation from the navigation design area can be made.

[0027] According to the present invention described in claim 21, a meteorological and oceanographic information providing system for generating integrated meteorological and oceanographic information based on the meteorological and oceanographic information acquired by the meteorological and oceanographic information acquisition means and the wide-area meteorological and oceanographic information separately acquired is provided. According to the present invention described in claim 21, the navigation plan and the voyage plan can be corrected with reference to the integrated meteorological and oceanographic information. In addition, in the autonomous navigation system, since the navigation plan can be formulated in consideration of the integrated meteorological and oceanographic information, a more accurate navigation plan considering the previous route can be obtained.

[0028] The present invention according to claim 22 is characterized in that it is provided with an automatic operation system, an operation design area confirmation means, and a determination / warning means in an onshore control center. According to the present invention described in claim 22, by providing an onshore control center with a function of making higher-level decisions, for example, it becomes easier for onshore staff to quickly grasp various information and make appropriate judgments.

[0029] In a risk analysis system for an autonomous ship corresponding to claim 23, it is a risk analysis system for an autonomous ship that executes a risk analysis method for an autonomous ship, and includes, as components, an operation design area confirmation means, an autonomous operation system, a self-ship information acquisition means, a surrounding information acquisition means, and information held by onshore staff, a component setting means for setting functions or roles, an element relationship setting means for setting the mutual relationships between components, information held by components, functions or roles, and a charting means for expressing, as a chart, the mutual relationships between components for identifying risks in the operation of an autonomous ship and analyzing risks, and a chart presentation means for presenting the expressed chart. According to the present invention described in claim 23, it is possible to appropriately perform a risk analysis regarding an autonomous ship based on the presented chart.

[0030] The present invention according to claim 24 is characterized in that the charting means creates a chart by applying a class diagram of UML (Unified Modeling Language) to model an autonomous ship and an onshore control center. According to the present invention described in claim 24, by applying UML, the information held by each component, functions or roles, and mutual relationships are decomposed and described, making it easier to perform risk analysis for modeling an autonomous ship and an onshore control center.

[0031] According to the present invention described in claim 25, the charting means identifies and analyzes hazards as a worksheet for identifying and analyzing hazards by a method of repeatedly extracting deviations from the normal by brainstorming hypothetical questions, and includes a system column divided into an autonomous ship and an onshore control center, and a cause column, a result column, and a countermeasure column that summarize a list of hazards related to the components to be analyzed, their causes, results, and countermeasures. According to the present invention described in claim 25, for example, when an expert team performs brainstorming based on the worksheet, the risks related to hazards can be accurately analyzed.

[0032] The present invention described in claim 26 is characterized in that it includes a computer as charting means, the input means of the computer functions as component setting means and element relationship setting means, and the output means of the computer functions as chart presentation means. According to the present invention described in claim 26, a chart for risk analysis can be accurately and quickly presented by the computer.

[0033] The present invention described in claim 27 is characterized in that the chart presentation means provides a format of predetermined components and interrelationships. According to the present invention described in claim 27, based on the format, components and interrelationships can be input, so that work efficiency can be improved.

[0034] Claim 28 The present invention described is characterized in that the computer, input means, and output means are installed at different locations via an information communication network. Claim 28 According to the present invention described, it is possible to perform risk analysis without completing the process from input to output with a single computer, reducing the introduction burden of the risk analysis system. For example, it can be used by multiple users via an information communication network.

Advantages of the Invention

[0035] According to the operation method of the autonomous ship of the present invention, the autonomous ship can be appropriately operated while reducing risks.

[0036] In addition, when the presentation means presents at least the navigation plan and the judgment result of the onshore staff and requests confirmation from the onshore staff of the autonomous ship, the safety of the operation can be enhanced by the onshore staff confirming the navigation plan and the judgment result of the onshore staff.

[0037] In addition, when the own ship information includes ship situation information including the position, course, and speed of the autonomous ship, cargo state information of the on-board cargo, and system state information of the ship control system having an actuator, based on the situation of the own ship of the autonomous ship, a navigation plan can be formulated more accurately, and a deviation determination from the operation design area can be made more accurately.

[0038] In addition, when the state of the on-board cargo is monitored by an on-board cargo monitoring system and the own ship information acquisition means acquires the cargo state information, based on the acquired cargo state information, the on-board cargo can be appropriately managed to prevent cargo collapse and the like.

[0039] In addition, when the surrounding information includes meteorological and oceanographic information, obstacle information including other ships or floating objects, and distance information from land, based on the surrounding situation in which the autonomous ship is placed, a navigation plan can be formulated more accurately, and a deviation determination from the operation design area can be made more accurately.

[0040] In addition, when the meteorological and oceanographic information acquired by the autonomous ship and the wide-area meteorological and oceanographic information acquired separately are processed by a meteorological and oceanographic information providing system and presented as integrated meteorological and oceanographic information, the navigation plan and the sailing plan can be corrected with reference to the integrated meteorological and oceanographic information.

[0041] In addition, when considering the integrated meteorological and oceanographic information in formulating the navigation plan in the autonomous navigation system, a more accurate navigation plan considering the previous route can be obtained.

[0042] In addition, in the operation design area, when including the water area conditions, environmental conditions, and internal state of the autonomous ship, the operation design area can be set more appropriately.

[0043] In addition, in the autonomous operation system, when classifying the series of operation processes from the determination of the ship operation plan of the autonomous ship to departure from shore, navigation, and arrival at shore into three operation phases: at the time of planning, at the time of departure and arrival, and during navigation, if it includes a planning mode, a departure / arrival mode, and a navigation mode as the modes of the autonomous operation system corresponding to the three operation phases, the autonomous ship can be operated more appropriately throughout the entire route.

[0044] In addition, according to the risk analysis method of the autonomous ship of the present invention, risk analysis regarding the autonomous ship can be appropriately performed.

[0045] In addition, when expressing as a chart in the charting step, when applying the class diagram of UML (Unified Modeling Language) to express the held information of the components, the functions or roles, and the mutual relationships between the components, and modeling the autonomous ship and the onshore control center, by applying UML to decompose and describe the held information, functions or roles, and mutual relationships of each component, risk analysis becomes easier for modeling the autonomous ship and the onshore control center.

[0046] In addition, when the charting means creates a chart subjected to modeling for use in performing brainstorming for identifying hazards and analyzing risks related to the hazards, for example, by conducting brainstorming by an expert team, the risks related to the hazards can be analyzed accurately.

[0047] In addition, when the charting means generates a worksheet that summarizes in a list a system column divided into an autonomous ship and an onshore control center for use in performing brainstorming, a cause column, a result column, and a countermeasure column that describe the hazards related to the components to be analyzed and their causes, results, and countermeasures, the risks related to the hazards can be analyzed more accurately.

[0048] In addition, when the charting means creates worksheets for three operation phases, i.e., during the planning of the operation of the autonomous ship, during departure and arrival, and during navigation, it can accurately analyze hazards according to the operation phase throughout the route.

[0049] In addition, when the charting means generates a worksheet including existing defense measures against hazards, a severity index (SI), a frequency index (FI), and a risk index (RI) calculated from the severity index (SI) and the frequency index (FI), the magnitude of the risk can be semi-quantitatively evaluated by these indices. For example, for hazards with a large current risk index (RI), the effectiveness of additional countermeasures can be evaluated by considering additional countermeasures and estimating the risk index (RI) after the introduction of the countermeasures.

[0050] In addition, according to the operation system of the autonomous ship of the present invention, the autonomous ship can be operated appropriately with reduced risk.

[0051] In addition, when the autonomous ship is equipped with display means for displaying the judgment results of onshore staff in addition to the operation plan as presentation means, the safety of the operation can be enhanced by having the on-board staff confirm the operation plan and the judgment results of the onshore staff.

[0052] In addition, when the own-ship information acquisition means includes ship situation acquisition means for acquiring the position, course, and speed of the autonomous ship, on-board cargo state acquisition means for acquiring the state of the on-board cargo, and system state information acquisition means for acquiring the state of the ship control system, based on the situation of the own ship of the autonomous ship, the operation plan can be formulated more accurately, and the determination of deviation from the operation design area can be made more accurately.

[0053] In addition, when an on-board cargo monitoring system for monitoring the state of the on-board cargo is provided based on the state of the on-board cargo acquired by the on-board cargo state acquisition means, the on-board cargo can be appropriately managed based on the acquired cargo state information to prevent cargo collapse and the like.

[0054] In addition, when the surrounding information acquisition means includes a meteorological and oceanographic information acquisition means, an obstacle information acquisition means for detecting other ships and drifting objects, and a distance information acquisition means for acquiring distance information from land, based on the surrounding situation where the autonomous ship is located, a more accurate navigation plan can be formulated, and a deviation determination from the navigation design area can be made more accurately.

[0055] In addition, when a meteorological and oceanographic information providing system for generating integrated meteorological and oceanographic information based on the meteorological and oceanographic information acquired by the meteorological and oceanographic information acquisition means and separately acquired wide-area meteorological and oceanographic information is provided, the navigation plan and the sailing plan can be corrected with reference to the integrated meteorological and oceanographic information. Also, in the autonomous navigation system, since the navigation plan can be formulated in consideration of the integrated meteorological and oceanographic information, a more accurate navigation plan considering the previous route can be obtained.

[0056] In addition, when the autonomous navigation system, the navigation design area confirmation means, and the determination / warning means are provided in the onshore control center, by providing the onshore control center with the function of making higher-level decisions, for example, it becomes easier for onshore staff to quickly grasp various information and make appropriate decisions.

[0057] In addition, according to the risk analysis system of the autonomous ship of the present invention, it is possible to appropriately perform risk analysis regarding the autonomous ship based on the presented charts.

[0058] In addition, when the charting means creates a chart by modeling the autonomous ship and the onshore control center by applying the class diagram of UML (Unified Modeling Language), it decomposes and describes the information held by each component, functions or roles, and mutual relationships by applying UML, making it easier to perform risk analysis for modeling the autonomous ship and the onshore control center.

[0059] In addition, when the charting means identifies and analyzes hazards by repeating hypothetical questions and extracting deviations from the norm through brainstorming, and generates a list combining a system column divided into an autonomous ship and an onshore control center, and a cause column, a result column, and a countermeasure column that describe the hazards, causes, results, and countermeasures related to the components to be analyzed, for example, an expert team can perform accurate risk analysis related to hazards by conducting brainstorming based on the worksheet.

[0060] In addition, when a computer is provided as the charting means, and the input means of the computer functions as component setting means and element relationship setting means, and the output means of the computer functions as chart presentation means, the computer can accurately and quickly present a chart for risk analysis.

[0061] In addition, when the chart presentation means provides a format for predetermined components and interrelationships, the work efficiency can be improved because the components and interrelationships can be input based on the format.

[0062] In addition, when the computer, input means, and output means are installed at different locations via an information communication network, it becomes possible to perform risk analysis without completing the process from input to output with a single computer, reducing the introduction burden of the risk analysis system. For example, it becomes possible for multiple users to use it via the information communication network.

Brief Description of Drawings

[0063]

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Mode for Carrying Out the Invention

[0064] The operation method, risk analysis method, operation system, and risk analysis system of an autonomous ship according to an embodiment of the present invention will be described.

[0065] FIG. 1 is a configuration diagram of the operation system of an autonomous ship according to the present embodiment, and FIG. 2 is a diagram showing the operation method of the autonomous ship. In the present embodiment, the operation method of the autonomous ship (hereinafter, also simply referred to as the "operation method") uses the operation system of the autonomous ship shown in FIG. 1 (hereinafter, also simply referred to as the "operation system"). The operation system is applied to the autonomous ship 1 that is operated according to the navigation plan, and includes an operation design area confirmation means 10 for confirming the set operation design area, an autonomous operation system 20 for planning the operation of the autonomous ship 1, a self-ship information acquisition means 30 for acquiring the self-ship information of the autonomous ship 1, a surrounding information acquisition means 40 for acquiring the surrounding information of the autonomous ship 1, a presentation means 50 having a display means 51, a ship control system 60 having an actuator 61 such as a rudder and an engine, a judgment / warning means 70, an on-board cargo monitoring system 80, a meteorological and oceanographic information providing system 90, a control means 100, and a transmission unit 110. Among these, the operation design area confirmation means 10, the autonomous navigation system 20, the judgment / warning means 70, the on-board cargo monitoring system 80, and the meteorological and oceanographic information providing system 90 are provided in the onshore control center 2. Further, the own ship information acquisition means 30, the surrounding information acquisition means 40, the presentation means 50, the ship control system 60, the control means 100, and the transmission unit 110 are provided on the autonomous navigation ship 1. Note that although the given navigation plan obtained from the shipping company is the basis of the navigation plan, it is also possible to formulate it at the onshore control center 2 or the autonomous navigation ship 1. Onshore staff 3 are arranged at the onshore control center 2, and on-board crew 4 are arranged on the autonomous navigation ship 1. The onshore staff 3 are the persons in charge (captains) who make decisions regarding all aspects of the operation, including whether to conduct the operation. They are responsible for confirming that the automated functions (tasks) are executed smoothly and for making higher-level decisions in responding to unexpected situations. The on-board crew 4 are, for example, navigators as shadow staff, who are responsible for tasks such as monitoring the status of the on-board operation system, and in the event of an emergency, substitute for the functions (tasks) of the operation system by switching to manual operation.

[0066] The autonomous navigation system 20 has a plan formulation means 21. The plan formulation means 21 formulates a steering plan based on the navigation plan, the own ship information, and the surrounding information, and transmits the formulated steering plan to the presentation means 50. The presentation means 50 presents the steering plan formulated by the plan formulation means 21 to the autonomous navigation ship 1. The presented steering plan is displayed on a display means 51 such as a monitor or a display. Further, the steering plan transmitted to the presentation means 50 is input to the control means 100 after being confirmed by the on-board crew 4, and the control means 100 controls the ship control system 60 based on the steering plan. The ship control system 60 steers the autonomous navigation ship 1 under the control of the control means 100. Thereby, the operation of the autonomous navigation ship 1 is carried out.

[0067] The own ship information acquired by the own ship information acquisition means 30 is transmitted to the autonomous navigation system 20 and the operation design area confirmation means 10 via the transmission unit 110. The own-ship information acquisition means 30 in this embodiment includes a ship situation acquisition means 31 that acquires the position, course, and speed of the autonomous ship 1 as ship situation information, a shipboard cargo status acquisition means 32 that acquires the status of the shipboard cargo as the cargo status information of the shipboard cargo, and a system status information acquisition means 33 that acquires the status of the ship control system 60 as the system status information of the ship control system 60. The own-ship information includes ship situation information, cargo status information of the shipboard cargo, and system status information of the ship control system 60. By including the ship situation information, the cargo status information of the shipboard cargo, and the system status information of the ship control system 60 in the own-ship information, the navigation plan can be formulated more accurately based on the situation of the own ship of the autonomous ship 1, and the deviation determination from the navigation design area can be performed more accurately.

[0068] The surrounding information acquired by the surrounding information acquisition means 40 is transmitted to the autonomous operation system 20 and the navigation design area confirmation means 10 via the transmission unit 110. The surrounding information acquisition means 40 in this embodiment includes a meteorological and oceanographic information acquisition means 41 that acquires meteorological and oceanographic information, an obstacle information acquisition means 42 that detects other ships and floating objects as obstacle information, and a distance information acquisition means 43 that acquires the distance information from the land. The surrounding information includes meteorological and oceanographic information, obstacle information, and distance information from the land. By including the meteorological and oceanographic information, the obstacle information, and the distance information from the land in the surrounding information, the navigation plan can be formulated more accurately based on the surrounding situation where the autonomous ship 1 is located, and the deviation determination from the navigation design area can be performed more accurately.

[0069] Among the own-ship information acquired by the own-ship information acquisition means 30, the cargo status information of the shipboard cargo is also transmitted to the shipboard cargo monitoring system 80 via the transmission unit 110. The shipboard cargo monitoring system 80 monitors the status of the shipboard cargo based on the status of the shipboard cargo. Also, the shipboard cargo monitoring system 80 presents the acquired information to the onshore staff 3 as cargo status information. Thereby, based on the acquired cargo status information, the shipboard cargo can be appropriately managed to prevent cargo collapse and the like.

[0070] Among the peripheral information acquired by the peripheral information acquisition means 40, the meteorological and oceanographic information is also transmitted to the meteorological and oceanographic information providing system 90 via the transmission unit 110. The meteorological and oceanographic information providing system 90 generates integrated meteorological and oceanographic information based on the meteorological and oceanographic information acquired by the meteorological and oceanographic information acquisition means 41 and the wide-area meteorological and oceanographic information separately acquired from the contract partner, the Internet, etc. In addition, the meteorological and oceanographic information providing system 90 presents the generated integrated meteorological and oceanographic information to the onshore staff 3 and transmits it to the automatic operation system 20. Thereby, the ship operation plan and the navigation plan can be corrected with reference to the integrated meteorological and oceanographic information. Also, in the automatic operation system 20, since the ship operation plan can be formulated in consideration of the integrated meteorological and oceanographic information, a more accurate ship operation plan considering the previous route can be obtained.

[0071] The operation design area confirmation means 10 monitors whether the autonomous ship 1 has deviated from the operation design area (ODD: Operational Design Domain) set so that the automatic operation system 20 operates normally. The onshore staff 3 can confirm the operation design area using the operation design area confirmation means 10. The determination / alarm means 70 determines whether it has deviated from the operation design area based on the acquired own ship information and peripheral information, and alarms the onshore staff 3 when it is determined that it has deviated. The onshore staff 3 who has received the alarm determines the subsequent cancellation of the automatic operation and communicates the determination result to the onboard staff 4. By switching to manual operation by the onboard staff 4 who has received the notice of cancellation of the automatic operation, the safety of the operation can be enhanced.

[0072] In the operation of a ship, the functions (tasks) to be performed vary depending on the situation, and even when the same input information is received, the data used as the basis for judgment and the method of deriving the response may differ depending on the situation at the time of reception. For example, the response method when an obstacle is observed around is considered to be different between when leaving / approaching the shore and during navigation. When the operation system shares such operations, it is necessary to select and use data and derivation methods that are consistent with the situation. Therefore, in order to organize this condition, it is preferable to define operation phases according to the operation situation. The autonomous operation system 20 in this embodiment has, as modes, a planning mode, a departure / arrival mode, and a navigation mode. These modes correspond to each operation phase when classifying a series of ship operation processes from the formulation of the navigation plan to departure, navigation, and arrival into three operation phases: during planning, at departure / arrival, and during navigation. Thereby, the autonomous ship 1 can be operated more appropriately over the entire route. "During planning" refers to the state before departure. "At departure" refers to the state where the autonomous ship 1 is about to leave the quay where it was moored, and it is the range from the quay to the center of the waterway. "During navigation" refers to the state where the autonomous ship 1 has completed departure and is navigating the route until it starts arrival. "At arrival" refers to the state where the ship is about to dock at the quay, and it is the range from the center of the waterway to docking at the quay.

[0073] The functions (tasks) of the autonomous operation system 20 in the planning mode are "modification of the navigation plan" and "mode switching". Among these, the modification of the navigation plan is composed of the following subtasks. · Acquisition of information from the meteorological and oceanographic information acquisition means 41 · Acquisition of the position of the autonomous ship 1 from the ship situation acquisition means 31 · Integration of information and presentation to the onshore staff 3 · Modification of the given navigation plan input by the onshore staff 3 (if necessary) · Presentation of the modification result and the intention of modification to the onshore staff 3 · Transmission of the navigation plan after approval by the onshore staff 3 and the integrated information, etc. to the autonomous ship 1 Also, the mode switching is composed of the following subtasks. · Switching to the departure / arrival mode after approval of the navigation plan · Presentation of the mode switching information to the onshore staff 3 and transmission to the autonomous ship 1

[0074] The functions (tasks) of the automatic navigation system 20 in the departure and approach mode are "formulating and modifying the navigation plan for departure and approach" and "mode switching". Among these, formulating and modifying the navigation plan for departure and approach consists of the following subtasks. · Obtaining information from the meteorological and oceanographic information acquisition means 41 · Obtaining the position of the autonomous navigation ship 1 from the ship situation acquisition means 31, obtaining the distance information from the land from the distance information acquisition means 43, obtaining the obstacle information from the obstacle information acquisition means 42, and obtaining the control information of the actuator 61 (rudder, engine, etc.) · Integrating the information and formulating the navigation plan for departure and approach · Calculating the deviation between the navigation plan and the actual ship position · Modifying the navigation plan for departure and approach based on the calculation result of the above deviation · Presenting the integrated information and the navigation plan for departure and approach (initial / modified) to the onshore staff 3 · Transmitting the navigation plan for departure and approach after approval by the onshore staff 3 and the integrated information, etc. to the autonomous navigation ship 1 Also, mode switching consists of the following subtasks. · Switching to the navigation mode after confirming the completion of departure · Presenting the mode switching information to the onshore staff 3 and transmitting it to the autonomous navigation ship 1

[0075] The functions (tasks) of the automatic navigation system 20 in the navigation mode are "formulating and modifying the navigation plan for collision avoidance" and "mode switching". Among these, formulating and modifying the navigation plan for collision avoidance consists of the following subtasks. · Obtaining information from the meteorological and oceanographic information acquisition means 41 · Obtaining the position of the autonomous navigation ship 1 from the ship situation acquisition means 31, obtaining the obstacle information from the obstacle information acquisition means 42, and obtaining the control information of the actuator 61 (rudder, engine, etc.) · Integrating the information and formulating the navigation plan for collision avoidance · Calculating the deviation between the navigation plan and the actual ship position · Modifying the navigation plan for collision avoidance based on the calculation result of the above deviation · Presenting the integrated information and the navigation plan for collision avoidance (initial / modified) to the onshore staff 3 · Transmit the navigation plan for evasion after approval by the onshore staff 3 and integrated information, etc. to the autonomous ship 1 Also, the mode switching is composed of the following subtasks. · Switch to the landing mode after confirming arrival near the destination · Present the mode switching information to the onshore staff 3 and transmit it to the autonomous ship 1

[0076] The function (task) of the meteorological and oceanographic information providing system 90 in each mode is "acquisition and presentation of meteorological and oceanographic information and meteorological and oceanographic prediction information", and it is composed of the following subtasks. · Acquire the meteorological and oceanographic information at the current location of the autonomous ship 1 from the meteorological and oceanographic information acquisition means 41 · Acquire the current meteorological and oceanographic information of the waypoint / destination · Acquire the meteorological and oceanographic prediction information of the current location / waypoint / destination · Integrate and accumulate the information · Transmit the information to the autonomous navigation system 20 · Present the information to the onshore staff 3

[0077] The function (task) of the navigation design area confirmation means 10 and the judgment / warning means 70 in each mode is "monitoring of deviation from the navigation design area", and it is composed of the following subtasks. · Monitor the states of the various means, etc. equipped on the autonomous ship 1 · Compare the information acquired by the various means, etc. equipped on the autonomous ship 1 with the various conditional values of the navigation design area · Issue a warning to notify the onshore staff 3 of deviation from the navigation design area

[0078] The function (task) of the on-board cargo monitoring system 80 in each mode is "monitoring the state of the on-board cargo", and it is composed of the following subtasks. · Acquire the cargo state information of the on-board cargo · Present it to the onshore staff 3

[0079] The function (task) of the meteorological and oceanographic information acquisition means 41 in each mode is "acquisition of meteorological and oceanographic information" and "self-diagnosis". Among these, the acquisition of meteorological and oceanographic information in each mode is composed of the following subtasks. · Acquisition and integration of meteorological and oceanographic information from the wind direction and speed meter and the wave height meter · Transmission of various information to the onshore control center 2 Also, the self-diagnosis in each mode is composed of the following subtasks. · Diagnosis of the state of itself and the sensors · Transmission of the diagnosis result to the onshore control center 2

[0080] The functions (tasks) of the ship condition acquisition means 31 in each mode are "acquisition of ship condition information" and "self-diagnosis". Among these, the acquisition of ship condition information in each mode is composed of the following subtasks. · Acquisition and integration of information such as the position (own ship position), course, and speed of the autonomous ship 1 from GPS, gyrocompass, ground / water speed meter, Doppler sonar, etc. · Transmission of ship condition information to the onshore control center 2 Also, the self-diagnosis in each mode is composed of the following subtasks. · Diagnosis of the state of itself and the sensors · Transmission of the diagnosis result to the onshore control center 2

[0081] The functions (tasks) of the on-board cargo condition acquisition means 32 in each mode are "acquisition of cargo condition information" and "self-diagnosis". Among these, the acquisition of cargo condition information in each mode is composed of the following subtasks. · Acquisition of cargo condition information by a cargo monitoring camera, etc. · Transmission of cargo condition information to the onshore control center 2 Also, the self-diagnosis in each mode is composed of the following subtasks. · Diagnosis of the state of itself and the sensors · Transmission of the diagnosis result to the onshore control center 2

[0082] The function (task) of the obstacle information acquisition means 42 is "self-diagnosis" in the planning mode, and "obstacle information acquisition" and "self-diagnosis" in the departure / arrival mode and the navigation mode. Among these, the acquisition of obstacle information in the departure / arrival mode and the navigation mode is composed of the following subtasks. · Acquisition of information on other ships by the ship automatic identification system (AIS: Automatic Identification System) · Detection of other ships or drifting objects, etc. by radar · Detection of other ships or drifting objects, etc. by video processing of on-board cameras · Transmission of information to the onshore control center 2 Also, the self-diagnosis in each mode is composed of the following subtasks. · Diagnosis of the state of itself and the sensors · Transmission of the diagnosis result to the onshore control center 2

[0083] The function (task) of the distance information acquisition means 43 is "self-diagnosis" in the planning mode and the navigation mode, and "acquisition of distance information from land" and "self-diagnosis" in the departure / arrival mode. Among these, the acquisition of distance information from land in the departure / arrival mode is composed of the following subtasks. · Acquisition of distance information from land (bow, stern) from LiDAR (Light Detection and Ranging) or a distance meter · Transmission of information to the onshore control center 2 Also, the self-diagnosis in each mode is composed of the following subtasks. · Diagnosis of the state of itself and the sensors · Transmission of the diagnosis result to the onshore control center 2

[0084] The function (task) of the ship control system 60 is "self-diagnosis" in the planning mode, and "ship motion control" and "self-diagnosis" in the departure / arrival mode and the navigation mode. Among these, the ship motion control in the departure / arrival mode is composed of the following subtasks. · Acquisition of the navigation plan (initial / modified) for departure and arrival from the onshore control center 2 · Execution of departure and arrival navigation by controlling the actuator 61 (rudder, engine, etc.) · Acquisition of the status information of the actuator 61 (rudder, engine, etc.) · Transmission of the actuator 61 (rudder, engine, etc.) information to the onshore control center 2 In addition, the ship motion control in the navigation mode is composed of the following subtasks. · Acquisition of the navigation plan (initial / modified) for avoiding obstacles from the onshore control center 2 · Execution of obstacle avoidance navigation by controlling the actuator 61 (rudder, engine, etc.) · Acquisition of the status information of the actuator 61 (rudder, engine, etc.) · Transmission of the actuator 61 (rudder, engine, etc.) information to the onshore control center 2 In addition, the self-diagnosis in each mode is composed of the following subtasks. · Diagnosis of the status of itself and the actuator 61 (rudder, engine, etc.) · Transmission of the diagnosis result to the onshore control center 2

[0085] The function (task) of the presentation means 50 is "presentation of the navigation plan, etc." in the planning mode, "presentation of the navigation plan for departure and arrival, etc." in the departure and arrival mode, and "presentation of the navigation plan for avoiding obstacles, etc." in the navigation mode. Among these, the presentation of the navigation plan, etc. is composed of the following subtasks. · Acquisition of various information such as the navigation plan from the onshore control center 2 · Presentation of the information to the shipboard crew 4 such as the shadow personnel In addition, the presentation of the navigation plan for departure and arrival, etc. is composed of the following subtasks. · Acquisition of various information such as the navigation plan for departure and arrival from the onshore control center 2 · Presentation of the information to the shipboard crew 4 such as the shadow personnel In addition, the presentation of the navigation plan for avoiding obstacles, etc. is composed of the following subtasks. · Acquisition of various information such as the navigation plan for avoiding obstacles from the onshore control center 2 · Presentation of Information to Ship's Crew 4 such as Shadow Personnel

[0086] Next, the operation method will be described. As shown in FIG. 2, first, in the onshore control center 2, the onshore crew 3 inputs a navigation plan including waypoints and time into the automatic navigation system 20. As a result, the automatic navigation system 20 acquires a given navigation plan (step S1). The automatic navigation system 20 modifies the navigation plan as necessary based on the information acquired from the meteorological and oceanographic information providing system 90, the position information of the autonomous ship 1, the navigation plans of dangerous goods ships, etc., and the construction information. The given navigation plan or the modified navigation plan approved by the onshore crew 3 is transmitted from the automatic navigation system 20 to the presentation means 50. In addition, various condition values of the operation design area where the automatic navigation system 20 operates normally are set in advance in the operation design area confirmation means 10 (step S2). Here, FIG. 3 is a diagram showing an example of setting the operation design area. As shown in FIG. 3, it is preferable to set the operation design area including the water area conditions, environmental conditions, and internal state of the autonomous ship 1. The water area conditions are conditions related to the navigation area and obstacles, etc., the environmental conditions are conditions related to meteorology, oceanography, time, etc., and the internal state is the operating state of equipment necessary for operation, the state of hull sway, etc. Thereby, the operation design area can be set more appropriately.

[0087] On the other hand, in the autonomous ship 1, the own ship information acquisition means 30 acquires the own ship information of the autonomous ship 1 (step S3), and the surrounding information acquisition means 40 acquires the surrounding information (step S4). The acquired own ship information and surrounding information are transmitted to the automatic navigation system 20 etc. via the transmission unit 110 (step S5).

[0088] The automatic navigation system 20 formulates a steering plan based on the navigation plan, own ship information, and surrounding information (step S6), and requests approval from the onshore crew 3 (step S7). The steering plan approved by the onshore crew 3 is transmitted from the automatic navigation system 20 to the presentation means 50 (step S8).

[0089] The prompting means 50 prompts (displays) the navigation plan received from the automatic navigation system 20 to the shipboard staff 4 and requests confirmation (step S9). The navigation plan approved by the shipboard staff 4 is transmitted from the prompting means 50 to the control means 100. The ship control system 60 controls the control means 100 based on the navigation plan to operate the autonomous ship 1 (step S10). The navigation plan received from the automatic navigation system 20 is input to the ship control system 60 without the confirmation of the shipboard staff 4. However, as in this embodiment, when the shipboard staff 4 confirms the navigation plan and manual navigation is required to cancel the automatic navigation, the safety of navigation can be enhanced. During the operation of the autonomous ship 1, the own-ship information acquisition means 30 acquires the own-ship information (step S11), and the surrounding information acquisition means 40 acquires the surrounding information (step S12). The acquired own-ship information and surrounding information are transmitted to the navigation design area confirmation means 10 etc. via the transmission unit 110 (step S13).

[0090] The navigation design area confirmation means 10 confirms whether or not it has deviated from the navigation design area based on the received own-ship information and surrounding information (step S14). Further, when the autonomous ship 1 deviates from the navigation design area, the determination / warning means 70 issues a warning to the onshore staff 3 (step S15). If it is determined in step S15 that there is no deviation (NO), the automatic navigation is continued. On the other hand, if it is determined in step S15 that there is a deviation (YES), the determination / warning means 70 warns the onshore staff 3. The onshore staff 3 who has received the warning determines the subsequent navigation, such as whether to continue the automatic navigation or switch to manual navigation, and transmits the determination result to the shipboard staff 4 (step S16). The transmission method is to directly contact the shipboard staff 4 from the onshore staff 3 by telephone, VHF, etc. with the determination result.

[0091] The autonomous ship 1 is operated based on the determination result of the onshore staff 3. Here, if the determination result is to cancel the automatic navigation, the ship is operated by the manual navigation of the shipboard staff 4 (step S17). Note that the presentation means 50 may present the judgment result of the onshore staff 3 received to the onboard staff 4 and request confirmation. By having the onboard staff 4 confirm the judgment result of the onshore staff 3, the safety of operation can be enhanced. In addition, an operation method in which the onboard staff 4 does not stay on the autonomous ship 1 is also conceivable. In this case, for example, when the judgment result of the onshore staff 3 is to abort the autonomous operation, instead of the manual operation by the onboard staff 4, the judgment result of the onshore staff 3 is transmitted to the ship control system 60 by a control signal, and the operation is performed by remote control.

[0092] In this way, by using the operation system or operation method of the present invention, the autonomous ship 1 can be appropriately operated with reduced risks. In addition, by providing the function of making a higher-level decision-making, such as the autonomous operation system 20, the operation design area confirmation means 10, and the judgment / warning means 70, in the onshore control center 2 instead of the autonomous ship 1, for example, it becomes easier for the onshore staff 3 to quickly grasp various information and make appropriate judgments.

[0093] Next, a risk analysis method and a risk analysis system will be described. FIG. 4 is a configuration diagram of a risk analysis system for an autonomous ship, FIG. 5 is a diagram showing a risk analysis method for an autonomous ship, and FIG. 6 is a diagram showing an example of distributed installation of the risk analysis system. A risk analysis system for an autonomous ship (hereinafter, also simply referred to as a "risk analysis system") executes a risk analysis method for an autonomous ship (hereinafter, also simply referred to as a "risk analysis method"). The risk analysis method models the autonomous ship 1 operated according to a navigation plan by an operation method of the autonomous ship and analyzes the risks in operation.

[0094] The risk analysis system includes a component setting means 211, an element relationship setting means 212, a charting means 200, and a chart presentation means 220, and analyzes the risks in operation of the autonomous ship 1 based on the presented chart. In the present embodiment, a computer is provided as the charting means 200, and input means 210 such as a mouse and a keyboard provided in the computer 200 are caused to function as component setting means 211 and element relationship setting means 212, and output means provided in the computer 200 is caused to function as chart presentation means 220. Thereby, a chart for risk analysis can be presented accurately and quickly. In risk analysis targeting the autonomous ship 1, it is necessary to comprehensively analyze software, hardware, and humans as part of the overall system. Therefore, the operation system arranged in the onshore control center 2 and the autonomous ship 1, and the humans arranged at each location, namely, onshore staff 3 such as the captain and onboard staff 4 such as shadow staff, are all regarded as part (components) of the overall system and modeled.

[0095] First, a plurality of components are extracted, and for each of the extracted components, possession information and functions or roles are set using the component setting means 211 (component setting step S21). The components extracted in the present embodiment are the operation design area confirmation means 10 related to the operation design area, the autonomous operation system 20, the own ship information acquisition means 30 related to the own ship information, the surrounding information acquisition means 40 related to the surrounding information, and the onshore staff 3. Next, the mutual relationship between the components is set using the element relationship setting means 212 (element relationship setting step S22). In the element relationship setting step S22, it is preferable to provide a format of predetermined components and mutual relationships by the chart presentation means 220. In this case, since an operating company or the like can input components and mutual relationships based on the provided format, the work efficiency can be improved. Further, the storage means 240 provided in the computer 200 stores the possession information of the components, setting examples of functions or roles, setting examples of the interrelationships between the components, and analysis examples of the risk analysis of the autonomous ship, and presents these examples to the shipping company or the like that intends to perform the component setting step S21 or the element relationship setting step S22 by the chart presenting means 220. In this case, since the shipping company or the like can input necessary items and conceive the concept of the autonomous ship 1 while referring to the presented examples, the work efficiency can be improved.

[0096] Next, the charting means 200 expresses the possession information of the components, the functions or roles, and the interrelationships between the components as a chart (charting step S23). The modeling in this embodiment applies a class diagram, which is one of the static models among the diagrams of UML (Unified Modeling Language) that standardizes software modeling techniques, and is implemented according to the following procedure. Table 1 below is an example of the description of the possession information of the components and the functions or roles in the modeling of the autonomous ship 1.

Table 1

[0097] In this way, when expressing as a chart in the charting step S23, by applying the UML class diagram to represent the information held by the components, the functions or roles, and the interrelationships between the components, and by modeling the autonomous ship 1 and the onshore control center 2, the information held by each component, the functions or roles, and the interrelationships are decomposed and described by applying UML, making it easier to perform risk analysis for modeling the autonomous ship 1 and the onshore control center 2. In consideration of the fact that the functions (tasks) of each component change depending on the operation phase, the model is also created for each operation phase.

[0098] Figures 7 to 9 are diagrams showing examples of the created charts. Figure 7 is for the planning stage, Figure 8 is for the departure and arrival stage, and Figure 9 is for the navigation stage. The operation system, the onshore staff 3, and the onboard staff 4 are captured and modeled as components of the overall system. Regarding means and the like not used in each operation phase, only the function of diagnosing whether there is an abnormality in the means itself or in the sensor or actuator 61 connected to the means and transmitting the diagnosis result to the onshore control center 2 is described as the function (task) in that operation phase. In Figures 7 to 9, the components shown in white boxes represent devices such as means, sensors, and actuators 61, and the components shown in gray boxes represent humans. Elements not shown in boxes (shipping companies, other ships, port radios, etc.) are excluded from the scope of risk analysis. Also, the sensors and actuators 61 are described in a simplified manner. Among the functions (tasks) of each component, the simple transmission and reception of data are omitted within the box, and the information transmitted and received is added beside the arrow indicating the interaction between the components for representation.

[0099] The chart presentation means 220 presents the chart expressed by the charting means 200 via a display unit 230 such as a monitor or a display provided in the computer. The shipping company and the like analyze the operation risks of the autonomous ship 1 based on the presented chart (risk analysis step S24). In the risk analysis step S24, it is preferable to repeatedly execute brainstorming with hypothetical questions using the diagrams of the modeled autonomous ship 1 and the onshore control center 2, identify hazards (risk factors), and analyze the risks related to the hazards. Thereby, for example, by conducting brainstorming by an expert team, the risks related to the hazards can be accurately analyzed.

[0100] FIG. 10 is a diagram showing an example of a worksheet. The charting means 200 generates a worksheet for identifying and analyzing hazards by a method of repeatedly extracting deviations from the normal by means of brainstorming with hypothetical questions. In performing brainstorming, it is preferable to use a worksheet that summarizes in a list a system column describing the system to be analyzed, a cause column, a result column, and a countermeasure column that describe the hazards, causes, results, and countermeasures regarding the components to be analyzed. Thereby, the risks related to the hazards can be analyzed more accurately. In this embodiment, while referring to the models for each operation phase, the hazards of the virtual autonomous ship 1 are identified using a SWIFT (Structured What IF Technique) worksheet as shown in FIG. 10. The worksheet is created for each of the three operation phases of the autonomous ship 1 during the planning of ship operation, departure and arrival, and navigation, so that the hazards can be accurately analyzed according to the operation phase throughout the entire route. As a classification for analysis, the overall system is divided into the onshore control center 2 and the autonomous ship 1 and described in the "System" column respectively, and the components belonging to each are described in the "Sub-system" column. In the "Phase" column, either the planning time, departure and arrival time, or navigation time is described, and a worksheet is created for each operation phase for all components. Using the charting means 200, the hazards, causes, and countermeasures regarding the components to be analyzed are summarized in a list in each worksheet. In this embodiment, further, existing preventive measures, result severity index (SI), frequency index (FI), and risk index (RI) for each hazard are described in a worksheet. Note that the risk index (RI) is estimated using the result severity index (SI) and the frequency index (FI). Thereby, the magnitude of the risk can be semi-quantitatively evaluated by these indices. For example, for hazards with a large current risk index (RI), the effectiveness of additional countermeasures can be evaluated by considering additional countermeasures and estimating the risk index (RI) after the introduction of the countermeasures.

[0101] SWIFT is one of the conventionally used hazard identification methods. It repeatedly asks "what if" questions using a worksheet and extracts deviations from normal operations through brainstorming (HAZID (Hazard Identification) meetings) by an expert team. It has the characteristics of being widely applicable from the initial development stage to the detailed design stage, calculating a risk index (RI) assuming the results of hazards, and being able to semi-quantitatively evaluate the magnitude of the risk. The inventors of the present invention have been devising ways to comprehensively perform SWIFT. Particularly in large-scale systems, from the perspective of overall system risk analysis, by defining the components of the system and the relationships between the components at a level of detail and amount of information suitable for analysis, it has been found that it is possible to promote the sharing of awareness among the experts participating in, for example, HAZID meetings. There is no determined method for creating and using a system configuration diagram in SWIFT, and it is free to use any clue for brainstorming. In a system where the role of hardware is significant as in the past, a system configuration diagram centered on hardware was used, and the main focus of the analysis was to assume possible failure modes such as FMEA (Failure Mode and Effects Analysis) for each component and consider its impact. However, when software and humans are included in the analysis target, simply using a conventional system configuration diagram is insufficient to promote the understanding of the entire system. On the contrary, as in this embodiment, by creating charts modeled by applying the UML class diagram and referring to these charts during analysis, even in a system where software and human roles are significant, it is possible to consider failure modes regarding the functions of each component and the transmission and reception of information. Note that as a brainstorming method, it is also possible to use methods such as HAZOP (HAZard and OPerability studies) instead of SWIFT.

[0102] The analysis targets of this embodiment include hardware, software, and humans as components of the overall system. For hardware, similar to conventional risk analysis, there are hazards resulting from equipment malfunctions and the like. On the other hand, for software, it is necessary to consider hazards due to the existence of undiscovered bugs, non-compliance of specifications with requirements, and cyber security-related hazards. Also, as an interaction with humans, for both hardware and software, hazards caused by unintended usage methods by developers should be considered. Furthermore, in software and humans, hazards related to situation recognition such as mode errors, misunderstandings, and communication errors are also important issues to be considered during analysis. Humans and software make judgments and take actions according to the situation, but sometimes they may recognize a situation that is different from the actual one. Also, in a system including multiple humans and software, the information shared among these components may be used in different meanings. A mode error means that regarding an assumed situation such as an operation phase, mode switching information should be held as a common precondition among components during information transmission, but due to the non - matching of this precondition, a problem occurs where the information is not properly processed at the receiving end. It is necessary to consciously extract such a situation as a hazard. Also, in the operation method or operation system of the autonomous ship 1 assuming a human fallback as in the analysis target of this embodiment, it is necessary to consider the hazards that may occur during the transition from the operation design area to the area where a fallback is required.

[0103] During the planning, departure and arrival, and navigation phases of operation, hazards identified, their causes, consequences, and examples of possible countermeasures are shown. When one hazard is caused by multiple reasons or multiple consequences are assumed from one hazard, all are listed in an aggregated form as much as possible. (1) Hazards during planning As an example, the hazards identified for the automatic operation system 20 (planning mode) of the onshore control center 2, their causes, consequences, and possible countermeasures are as follows. <Hazard> An inappropriate navigation plan is approved by onshore staff 3 such as the captain. <Cause> · Input error of warning information by onshore staff 3 (the automatic operation system 20 modifies the navigation plan based on incorrect information) · Insufficient confirmation or misjudgment by onshore staff 3 · Poor readability of the presented modified navigation plan by the automatic operation system 20 (causing misunderstanding by onshore staff 3) <Consequence> · During navigation, encounter construction work or dangerous goods ships not considered during planning, resulting in the need for detours, etc., and causing delays in operation. · Delay in noticing the encounter with construction work or dangerous goods ships not considered during planning, resulting in intrusion into the construction area or collision with dangerous goods ships, etc. <Countermeasure> · Transmit the warning information from the shipping company to both onshore staff 3 and onboard staff 4, so that onboard staff 4 can notice if the navigation plan is inappropriate.

[0104] (2) Hazards during departure and arrival As an example, the hazards identified for the onboard own-ship information acquisition means 30, their causes, consequences, and possible countermeasures are as follows. <Hazard> Incorrect position information (own-ship position information) of the autonomous ship 1 is transmitted to the automatic operation system 20 (departure / arrival mode). <Cause> · Abnormalities in sensors such as GPS ·Spoofing (impersonation, substitution with incorrect information) of GPS information, etc. ·Abnormality in the information reception function from sensors ·Abnormality in the transmission function to the autonomous navigation system 20 ·Abnormality in the ship-shore communication equipment ·Spoofing of the own ship position information transmitted to land <Result> ·A departure and arrival maneuvering plan based on incorrect own ship position information is formulated and the ship collides with a quay wall or the like. <Countermeasure> ·Construct an algorithm that can ignore abnormal position information by confirming the position of the autonomous ship 1 using multiple sensors (including distance measurement from land).

[0105] (3) Hazards during navigation As an example, the hazards identified for the autonomous navigation system 20 (navigation mode) of the onshore control center 2, their causes, results, and possible countermeasures are as follows. <Hazard> An inappropriate maneuvering plan is transmitted to the ship control system 60. <Cause> ·Differences occur between the information held by the autonomous navigation system 20 due to aging deterioration of the control performance of the autonomous ship 1, etc. ·Errors in the input information of the position and obstacle information of the autonomous ship 1 ·Abnormality in the ship-shore communication equipment ·Spoofing of the maneuvering plan transmitted to the ship control system 60 <Result> ·Damage occurs to the rudder and engine due to unreasonable maneuvering commands exceeding the control performance of the autonomous ship 1. ·Failed to avoid obstacles such as other ships and drifting objects and collided. <Countermeasure> ·Regularly check the control performance of the autonomous ship 1 and update the information held by the autonomous navigation system 20. ·Prevent the occurrence of input information errors by improving the reliability and redundancy of sensors, on-board systems, and ship-shore communication.

[0106] As in this embodiment, for the autonomous ship 1, by modeling the system configuration through the application of the UML class diagram and identifying hazards using SWIFT with that model, it is possible to identify hazards related to the interaction between humans and software (human approval) and the transmission and reception of information. In addition, as causes of these hazards, in addition to equipment failures and the like handled in conventional risk analysis, errors in human input to software, insufficient verification, errors in judgment, and problems with the human-machine interface of the automation system (information presentation methods that cause misunderstandings) can be extracted. In addition, in the risk analysis step, STAMP / STPA can also be applied. Due to the characteristic of the STAMP / STPA method of analyzing hazards latent in the interactions between system components, it is suitable for the risk analysis of the autonomous ship 1. When applying STAMP / STPA to risk analysis, a worksheet for STAMP / STPA is used.

[0107] In this way, by using the risk analysis system or risk analysis method of the present invention, it is possible to appropriately perform risk analysis regarding the autonomous ship 1 based on the presented charts.

[0108] Also, in the example shown in FIG. 6, Company A, Company B, Organization C such as a research institution, and the host computer 201 are connected via an information communication network. Terminal computers 202 such as notebook computers are installed in Company A and Company B. The terminal computer 202 has an input means 210 that functions as a component setting means 211 and an element relationship setting means 212, a display unit 230, and in addition, an output unit 205 that outputs the setting information set by the component setting means 211 and the element relationship setting means 212, and a communication unit 203 used for communication via the information communication network. The host computer 201 such as a server functions as a charting means 200. In addition to an output means (chart presentation means) 220, a display unit 230, and a storage means 240, the host computer 201 also has a communication unit 203 used for communication via the information communication network. Also, an input unit 204 such as a mouse or keyboard is connected. Incidentally, the output from the output means (chart presentation means) 220 can be returned to the input means 210 to which at least the setting information is input via the information communication network, and the display unit 230 of the terminal computer 202 can be made to function as the output means (chart presentation means) 220. Also, the host computer 201, the input means 210, and the output means (chart presentation means) 220 can be arbitrarily combined and connected via the information communication network. In this way, the risk analysis system can install the computer 200, the input means 210, and the output means 220 at different locations via the information communication network. As a result, it becomes possible to perform risk analysis without completing the process from input to output with a single computer, and the introduction burden of the risk analysis system can be reduced. For example, it becomes possible for multiple users to use it via the information communication network.

[0109] Next, an operation system for an autonomous ship according to another embodiment of the present invention will be described. Note that the same functional members as those in the above-described embodiment are denoted by the same reference numerals and the description thereof will be omitted. FIG. 11 is a diagram showing the operation system according to the present embodiment. In the present embodiment, the operation design area confirmation means 10, the autonomous operation system 20, the determination / warning means 70, the on-board cargo monitoring system 80, and the meteorological and oceanographic information providing system 90 are also provided on the autonomous ship 1. In this case, the onshore staff 3 located at the onshore control center 2 accesses the operation system through the communication line. Also, each means and system constituting the operation system can be arbitrarily distributed and installed other than the arrangement shown in FIG. 1 or FIG. 11, except for those essential as functions in the onshore control center 2 and the autonomous ship 1. Also, in the operation system of the present embodiment and the operation systems in other installation modes, the operation method, risk analysis method, and risk analysis system of the autonomous ship in the above-described embodiment can be similarly applied.

Industrial Applicability

[0110] By applying the present invention, it is possible to operate an autonomous ship safely and appropriately, and to appropriately analyze the operational risks of an autonomous ship. Further, although the present invention is based on its application to an autonomous ship, it can also be applied to other autonomously operated moving bodies, and in that case, the technical expression of the present invention shall be read as an expression adapted to that moving body.

Explanation of Signs

[0111] 1 Autonomous ship 2 Onshore control center 3 Onshore staff 4 Shipboard staff 10 Navigation design area confirmation means 20 Autopilot system 21 Planning means 30 Own ship information acquisition means 31 Ship condition acquisition means 32 Onboard cargo condition acquisition means 33 System status information acquisition means 40 Surrounding information acquisition means 41 Meteorological and oceanographic information acquisition means 42 Obstacle information acquisition means 43 Distance information acquisition means 50 Presentation means 51 Display means 60 Ship control system 61 Actuator 70 Judgment / alarm means 80 Onboard cargo monitoring system 90 Meteorological and oceanographic information providing system 200 Charting means (computer) 210 Input means 211 Component setting means 212 Element relationship setting means 220 Chart presentation means (output means) 240 Storage means S21 Component setting step S22 Element relationship setting step S23 Charting step S24 Risk analysis step

Claims

1. A method for operating an autonomous ship operated according to a navigation plan, comprising: a step in which an autonomous operation system acquires the navigation plan; a step in which the autonomous operation system sets an operation design area in which the autonomous operation system operates normally in an operation design area confirmation means; a step in which a own ship information acquisition means acquires own ship information of the autonomous ship; a step in which a surrounding information acquisition means acquires surrounding information; a step in which the autonomous operation system formulates a ship operation plan based on the navigation plan, the own ship information, and the surrounding information, requests approval of the ship operation plan from a shore staff at a shore control center, and transmits the approved ship operation plan to a presentation means; a step in which a ship control system to which the ship operation plan is transmitted from the presentation means operates the autonomous ship based on the ship operation plan; a step in which the operation design area is confirmed based on the own ship information and the surrounding information acquired by the operation design area confirmation means; a step in which a determination / warning means determines whether or not it has deviated from the operation design area based on the confirmation result of the operation design area confirmation means, warns the shore staff when it has deviated from the operation design area, and requests the shore staff to determine whether or not to abort subsequent autonomous operation. A method for operating an autonomous ship, characterized by comprising:

2. The method for operating an autonomous ship according to claim 1, wherein the presentation means presents at least the ship operation plan and the determination result of the shore staff, and requests confirmation from the shipboard staff of the autonomous ship.

3. The own ship information includes ship situation information including the position, traveling direction, and speed of the autonomous ship, cargo state information of the on-board cargo, and system state information of a ship control system having an actuator. The method for operating an autonomous ship according to claim 1 or claim 2.

4. The method for operating an autonomous ship according to claim 3, wherein the state of the on-board cargo is monitored by an on-board cargo monitoring system, and the own ship information acquisition means acquires the cargo state information.

5. The surrounding information includes meteorological and oceanographic information, obstacle information including other ships or floating objects, and distance information from land. The method for operating an autonomous ship according to any one of claims 1 to 4.

6. The method for operating an autonomous ship according to claim 5, wherein the meteorological and oceanographic information acquired by the autonomous ship and the wide-area meteorological and oceanographic information acquired separately are processed by a meteorological and oceanographic information providing system and presented as integrated meteorological and oceanographic information.

7. The method for operating an autonomous ship according to claim 6, wherein the integrated meteorological and oceanographic information is considered in formulating the navigation plan in the autonomous navigation system.

8. The method for operating an autonomous ship according to any one of claims 1 to 7, wherein the navigation design area includes the water area conditions, environmental conditions, and internal state of the autonomous ship.

9. When the autonomous navigation system classifies a series of operation flows from the formulation of the navigation plan of the autonomous ship to departure from shore, navigation, and arrival at shore into three operation phases: during planning, at departure / arrival, and during navigation, the autonomous navigation system includes three modes corresponding to the three operation phases: a planning mode, a departure / arrival mode, and a navigation mode. The method for operating an autonomous ship according to any one of claims 1 to 8.

10. A risk analysis method for an autonomous ship that models an autonomous ship operated according to a navigation plan by the method for operating an autonomous ship according to any one of claims 1 to 9 and analyzes operation risks, a component setting step of clarifying the functions or roles of the navigation design area confirmation means related to the navigation design area, the autonomous navigation system, the own ship information acquisition means related to the own ship information, the surrounding information acquisition means related to the surrounding information, and the information held by the onshore staff and setting them as components; an element relationship setting step of setting the mutual relationship between the components; a charting step in which charting means represents the information held by the components, the functions or roles, and the mutual relationship between the components as a chart used to identify operation hazards of the autonomous ship and analyze risks; and a chart presenting step in which chart presenting means presents the chart. A risk analysis method for an autonomous ship characterized by this.

11. In the charting step, when expressing as the chart, a class diagram of UML (Unified Modeling Language) is applied to represent the information held by the components, the functions or roles, and the mutual relationship between the components, and the autonomous ship and the onshore control center are modeled. The risk analysis method for an autonomous ship according to claim 10.

12. The risk analysis method for an autonomous ship according to claim 11, wherein the charting means creates the charted chart used when performing brainstorming for identifying the hazard and analyzing the risk related to the hazard.

13. The risk analysis method for an autonomous ship according to claim 12, wherein the charting means generates a worksheet that summarizes in a list a system column divided into the autonomous ship and the onshore control center for use in performing the brainstorming, a cause column for describing the hazard related to the component to be analyzed, its cause, result, and countermeasure, a result column, and a countermeasure column.

14. The risk analysis method for an autonomous ship according to claim 13, wherein the charting means creates the worksheet for each of the three operation phases: during the planning of the operation of the autonomous ship, during departure and arrival at the shore, and during navigation.

15. The risk analysis method for an autonomous ship according to claim 13 or claim 14, wherein the charting means generates the worksheet including existing defense means against the hazard, a severity index (SI) of the result, a frequency index (FI), and a risk index (RI) calculated from the severity index (SI) and the frequency index (FI).

16. An operation system for an autonomous ship that operates according to a navigation plan, comprising: an operation design area confirmation means for confirming an operation design area where the set autonomous operation system operates normally; the autonomous operation system for planning the operation; a self-ship information acquisition means for acquiring self-ship information of the autonomous ship; a surrounding information acquisition means for acquiring surrounding information; a planning means of the autonomous operation system for formulating a navigation plan based on the navigation plan, the self-ship information, and the surrounding information and requesting approval of the navigation plan from an onshore staff of an onshore control center; a presentation means for presenting the approved navigation plan to the autonomous ship; a ship control system for controlling the autonomous ship based on the presented navigation plan; and a judgment / warning means for judging whether it has deviated from the operation design area based on the result of confirming the operation design area based on the further acquired self-ship information and surrounding information, warning the onshore staff of the onshore control center in case of deviation, and requesting the onshore staff to judge whether to abort the subsequent autonomous operation.

17. The operation system of the autonomous ship according to claim 16, characterized in that, as the prompting means, the autonomous ship is provided with a display means for displaying the determination result of the onshore staff in addition to the navigation plan.

18. The own-ship information acquisition means includes a ship situation acquisition means for acquiring the position, traveling direction, and speed of the autonomous ship, a on-board cargo state acquisition means for acquiring the state of the on-board cargo, and a system state information acquisition means for acquiring the state of the ship control system. The operation system of the autonomous ship according to claim 16 or claim 17, characterized by this.

19. The operation system of the autonomous ship according to claim 18, characterized in that it is provided with an on-board cargo monitoring system for monitoring the state of the on-board cargo based on the state of the on-board cargo acquired by the on-board cargo state acquisition means.

20. The surrounding information acquisition means includes a meteorological and oceanographic information acquisition means, an obstacle information acquisition means for detecting other ships and floating objects, and a distance information acquisition means for acquiring distance information from land. The operation system of the autonomous ship according to any one of claims 16 to 19, characterized by this.

21. The operation system of the autonomous ship according to claim 20, characterized in that it is provided with a meteorological and oceanographic information providing system for generating integrated meteorological and oceanographic information based on the meteorological and oceanographic information acquired by the meteorological and oceanographic information acquisition means and separately acquired wide-area meteorological and oceanographic information.

22. The operation system of the autonomous ship according to any one of claims 16 to 21, characterized in that the autonomous operation system, the navigation design area confirmation means, and the determination / warning means are provided in the onshore control center.

23. A risk analysis system for an autonomous ship that executes the risk analysis method for an autonomous ship according to any one of claims 10 to 15, including the navigation design area confirmation means, the autonomous operation system, the own-ship information acquisition means, the surrounding information acquisition means, and the information held by the onshore staff as the components, a component setting means for setting functions or roles, an element relationship setting means for setting the mutual relationship between the components, and a charting means for expressing the information held by the components, the functions or the roles, and the mutual relationship between the components as a chart for identifying the hazards in the operation of the autonomous ship and analyzing the risks, and a chart presenting means for presenting the expressed chart. The risk analysis system of the autonomous ship is characterized by this.

24. The risk analysis system for an autonomous ship according to claim 23, wherein the charting means creates a chart by modeling the autonomous ship and the onshore control center by applying a class diagram of UML (Unified Modeling Language).

25. The charting means, as a worksheet for identifying and analyzing hazards by a method of repeatedly extracting deviations from the norm by brainstorming hypothetical questions, generates a list combining a system column divided into the autonomous ship and the onshore control center, a cause column, a result column, and a countermeasure column that describe the hazards, their causes, results, and countermeasures for the components to be analyzed. The risk analysis system for an autonomous ship according to claim 24 is characterized by this.

26. The risk analysis system for an autonomous ship according to any one of claims 23 to 25, characterized in that a computer is provided as the charting means, the input means of the computer functions as the component setting means and the element relationship setting means, and the output means of the computer functions as the chart presentation means.

27. The risk analysis system for an autonomous ship according to any one of claims 23 to 26, characterized in that the chart presentation means provides a format for the predetermined components and the mutual relationships.

28. The risk analysis system for an autonomous ship according to claim 26 or claim 27 that cites claim 26, characterized in that the computer, the input means, and the output means are installed at another location via an information communication network.

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