Safety system, onshore system, in-ship system, and control method

Abstract

To provide a system capable of monitoring and controlling ship safety from a land.SOLUTION: A safety system comprises an inboard system provided in a ship and a land system provided on a land. The inboard system and the land system acquire, from a safety detection device and a safety maintenance device provided on the ship, data detected by the safety detection device and a signal indicating the state of the safety maintenance device, and transmits a control signal to control the safety maintenance device to the same based on the acquired data and signal.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present disclosure relates to a safety system, an onshore system, an in-ship system, and a control method.

Background Art

[0002] When disasters such as fires and flooding occur inside a ship, crew members appropriately control safety devices provided inside the ship to respond to the disasters. For example, Patent Document 1 discloses a flooding notification system that notifies crew members of information for appropriately performing initial actions and evacuation in response to flooding when flooding occurs on a ship. When a disaster occurs, crew members may be insufficient due to being chased by responses to the disaster and evacuation guidance for passengers. Also, depending on the situation inside the ship, the actions of crew members may be restricted, and there is a possibility that sufficient disaster response cannot be implemented.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] If only the crew members inside the ship respond to the disaster, there is a risk that the disaster response will be insufficient.

[0005] The present disclosure provides a safety system, an onshore system, an in-ship system, and a control method that can solve the above problems.

Means for Solving the Problems

[0006] The safety system of the present disclosure includes an in-ship system provided in the ship and an onshore system provided on land. The in-ship system includes a safety detection device and a safety maintenance device provided in the ship, a first acquisition unit that acquires information detected by the safety detection device and information indicating the state of the safety maintenance device, a first control unit that controls the safety maintenance device, and a communication unit that communicates with the onshore system. The onshore system includes a second acquisition unit that acquires information detected by the safety detection device and information indicating the state of the safety maintenance device through the communication unit, and a second control unit that outputs a control signal for controlling the safety maintenance device to the safety maintenance device through the communication unit. According to one aspect, after the first control unit outputs a control signal to one of the safety maintenance devices, if the second control unit outputs a control signal to the safety maintenance device, it will be invalidated. According to one aspect, after the second control unit outputs a control signal to one of the safety maintenance devices, if the first control unit outputs a control signal to the safety maintenance device, it will be invalidated. According to one aspect, it is possible to set to be switchable between a first operation mode in which, after the first control unit outputs a control signal to one of the safety maintenance devices, if the second control unit outputs a control signal to the safety maintenance device, it will be invalidated, and a second operation mode in which, after the second control unit outputs a control signal to one of the safety maintenance devices, if the first control unit outputs a control signal to the safety maintenance device, it will be invalidated.

[0009] The control method of the present disclosure is a method for controlling a safety maintenance device provided in a ship. The in-ship system provided in the ship includes steps of acquiring information detected by a safety detection device provided in the ship and information indicating the state of the safety maintenance device, transmitting the information acquired in the acquiring step by the in-ship system to an onshore system provided on land, the onshore system acquiring the information transmitted in the transmitting step, and the onshore system transmitting a control signal for controlling the safety maintenance device to the safety maintenance device. According to one aspect, after the control unit that controls the safety maintenance device included in the in-ship system outputs a control signal to one of the safety maintenance devices, if the onshore system outputs a control signal to the safety maintenance device, it will be invalidated. According to one aspect, after the onshore system outputs a control signal to one of the safety maintenance devices, if the control unit that controls the safety maintenance device included in the in-ship system outputs a control signal to the safety maintenance device, it will be invalidated. According to one aspect, it is possible to set to be switchable between a first operation mode in which, after the control unit that controls the safety maintenance device included in the in-ship system outputs a control signal to one of the safety maintenance devices, if the onshore system outputs a control signal to the safety maintenance device, it will be invalidated, and a second operation mode in which, after the onshore system outputs a control signal to one of the safety maintenance devices, if the control unit outputs a control signal to the safety maintenance device, it will be invalidated.

Advantages of the Invention

[0010] According to the above safety system, onshore system, in-ship system, and control method, monitoring of the safety of a ship, which generally can only be performed on board, and control of safety devices can be implemented not only on board but also on land.

Brief Description of the Drawings

[0011]

Figure 1

Figure 2

Figure 3A

Figure 3B

Figure 4

Figure 5

Mode for Carrying Out the Invention

[0012] <Embodiment> Hereinafter, the safety system of the present disclosure will be described with reference to FIGS. 1 to 5. (System Configuration) FIG. 1 is a diagram showing an example of the safety system according to the embodiment. The safety system 100 includes an in-ship system 20 mounted on each of one or more ships 1 and an onshore system 10 provided in an onshore monitoring station. The onshore system 10 and the in-ship system 20 of each ship 1 are communicably connected via a network. The in-ship system 20 is a system that monitors and controls safety devices on the ship 1. Generally, the ship 1 is provided with an in-ship system 20 for monitoring the in-ship safety and responding to disasters. The in-ship system 20 constantly monitors the in-ship situation, and when a disaster such as a fire or flooding occurs, it activates the safety device 2 to respond to the disaster. In contrast, in the safety system 100 of the present embodiment, not only the in-ship system 20 but also an onshore system 10 having the same functions and configuration as the in-ship system 20 is provided onshore, and remote monitoring of a plurality of ships 1 is also performed from the onshore system 10. Then, when a disaster occurs on the ship 1, remote control is performed on the safety device 2 provided on that ship 1 to respond to the disaster.

[0013] The in-ship system 20 is classified into an in-ship system 20a including a safety device 2 and a monitoring system 21a for monitoring and controlling the safety device 2, an in-ship system 20b including a safety device 2, a communication device 3, and a monitoring system 21b. In the in-ship system 20a, the monitoring system 21a communicates with the onshore system 10, and the onshore system 10 monitors and controls the safety device 2 through the monitoring system 21a. In the in-ship system 20b, the communication device 3 communicates with the onshore system 10, and the onshore system 10 monitors and controls the safety device 2 through the communication device 3 without going through the monitoring system 21b. When no particular distinction is required, the in-ship systems 20a and 20b may be referred to as the in-ship system 20, and the monitoring systems 21a and 21b may be referred to as the monitoring system 21.

[0014] (Safety device) The safety device 2 includes sensors for detecting the safety situation inside the ship and facilities for maintaining the safety inside the ship. An example of the safety device 2 is shown in FIG. 2. The power ventilation device numbered item 1 is a facility for preventing the spread of fire. For example, when a fire occurs, control such as stopping the supply of oxygen to the place where the flame has occurred is performed. The monitoring system 21 can monitor the operating state (whether it is in operation or stopped) of the power ventilation device and can control (start, stop) the operation of the power ventilation device. The fire door numbered item 2 is also a device for preventing the spread of fire, and the monitoring system 21 can perform state monitoring and opening / closing control of the fire door. The general emergency alarm device and the in-ship notification device numbered items 3 and 4 are notification devices for controlling passengers and crew. The monitoring system 21 can perform state monitoring and control of these devices. Regarding the devices numbered items 5, 6, 11 to 15, 17, 19 to 20, the monitoring system 21 can also perform state monitoring and control of each device. For example, in the case of the watertight door and the semi-watertight door numbered item 6, the spread of flooding can be prevented by closing the watertight door, and in the case of the sprinkler numbered item 12, the sprinkler can be activated to extinguish the fire. In addition, the devices numbered items 7 to 10, 16, 18 are sensors for detecting the disaster situation inside the ship and the state of the hull related to the disaster (for example, the attitude of the hull). The monitoring system 21 can acquire and monitor the information detected by each device (sensor). For example, in the case of the fire detection and alarm device numbered item 10, the location where the fire has occurred can be grasped based on which fire detection and alarm device installed at which position inside the ship has detected the fire. Similarly, in the case of the flooding detection device numbered item 16, the location where the flooding has occurred can be grasped based on which flooding detection device installed at which position inside the ship has detected the flooding.

[0015] Note that the safety device illustrated in FIG. 2 is just an example. For example, in SOLAS (Safety of Life at Sea), it is required to provide a safety center on board, and in the safety center, the functions (operation, control, monitoring, or a combination thereof) of the safety devices listed below, which are also illustrated in FIG. 2, can be utilized. That is, 1. Powered ventilation device, 2. Fire door, 3. General emergency alarm device, 4. On-board communication device, 5. Electrically driven evacuation guidance device, 6. Watertight door and semi-watertight door, 7. Indicator of the door of the side door, cargo door, and other closing devices, 8. Leakage from any door on the ship's side outer plate such as inner bow door, outer bow door, stern door, 9. TV monitoring device, 10. Fire detection and alarm device, 11. Fixed local exhaust device, 12. Sprinkler and devices equivalent thereto, 13. Water-based fire extinguishing device for the engine area, 14. Crew muster alarm, 15. Smoke exhaust device for the atrium, 16. Flood detection device, 17. Fire pump and emergency fire pump. In the safety center, monitors and control panels for monitoring these safety devices are installed. Also, for ships 1 not subject to SOLAS, it is common to provide a control room with various safety devices 2 defined by regulations and a control system for controlling these safety devices 2. The in-ship system 20 of this embodiment corresponds to the safety center and safety devices defined in SOLAS, and the control room provided with the safety devices and control system in ships not subject to SOLAS.

[0016] When disasters such as fires and floods occur, the fire detection and alarm device (item number 10 in Figure 2) and the flood detection device (item number 16 in Figure 2) are activated, and the crew recognizes the occurrence of a fire or the like. The crew operates the control panel and control system of the safety center to notify other crew members of the alarm (item number 14 in Figure 2), and controls the appropriate safety device 2 to take measures to prevent the spread of fire and flood. If the functions of the safety center and the control system are maintained during a disaster and the situation inside the ship is not affected by the crew's operations, the in-ship system 20 can handle the disaster. However, when the situation reaches a point where the crew cannot make calm judgments and take countermeasures at the safety center due to the influence of fire or flood (for example, flames and smoke are approaching, a large inclination has occurred due to flooding, etc.), it is impossible to carry out disaster response using the in-ship system 20. In recent years, there has been a tendency to require crew reduction on the ship 1, and in a crew-reduced ship 1, there may be a shortage of crew members available for disaster response. Therefore, in this embodiment, by constructing an onshore system 10 having the same functions and configuration as the in-ship system 20 on the land side, it is possible to monitor and control the safety device 2 of the ship 1 regardless of the situation inside the ship and the shortage of crew members.

[0017] (Configuration of the in-ship system 20a) The in-ship system 20a includes a monitoring system 21a and a safety device 2. The monitoring system 21a is composed of a computer and includes an input unit 22a, a control unit 23a, a storage unit 24a, an in-ship communication unit 25a, an onshore communication unit 26a, and a display unit 27a.

[0018] The input unit 22a is configured using input devices such as a keyboard, a mouse, a touch panel, and buttons. The input unit 22a receives the user's input to the monitoring system 21a. The input unit 22a outputs the content of the received input to the control unit 23a.

[0019] The control unit 23a controls the safety device 2, controls the display of the display unit 27a, controls communication with the safety device 2 via the in-ship communication unit 25a, and controls communication with the onshore system 10 via the onshore communication unit 26a. For example, the control unit 23a acquires information detected by the safety device 2 (sensors exemplified by item numbers 7 to 10, 16, and 18 in FIG. 2) (for example, the occurrence of a fire and its occurrence location) and the operating state of the safety device 2 (control target devices exemplified by item number 1 etc. in FIG. 2) (start / stop, opening / closing, etc.) through the onshore communication unit 26a, and displays the information on the display unit 27a. Further, the control unit 23a generates a control signal to the safety device 2 (for example, issue a crew call alarm, stop a powered ventilation device, etc.) based on the operation of the crew, and outputs the generated control signal to the safety device 2 to be controlled through the onshore communication unit 26a.

[0020] The storage unit 24a is configured using a storage device such as an HDD or a flash memory, and stores information acquired from the safety device 2 and the like.

[0021] The in-ship communication unit 25a communicates with the safety device 2. For example, the in-ship communication unit 25a receives in real time information indicating the situation inside the ship and the operating state of the safety device 2 from the safety device 2. Further, the in-ship communication unit 25a transmits a control signal to the safety device 2.

[0022] The onshore communication unit 26a communicates with the onshore system 10. For example, the onshore communication unit 26a receives in real time information indicating the situation inside the ship and the operating state of the safety device 2 from the safety device 2 through the in-ship communication unit 25a and transmits it to the onshore system 10. Further, the onshore communication unit 26a receives a control signal transmitted by the onshore system 10 to the safety device 2, and transmits the control signal to the safety device 2 through the in-ship communication unit 25a.

[0023] The display unit 27a is configured using a display device such as a liquid crystal display. The display unit 27a displays arbitrary information based on an instruction from the control unit 23a. For example, the display unit 27a displays information received from the safety device 2 (information detected by sensors, the operating state of the safety device 2, etc.).

[0024] The safety device 2 is a device (sensor) for detecting information regarding the safety of a ship as exemplified in FIG. 2 or a device for maintaining safety. For example, when the safety device 2 is a sensor or a detection device, the safety device 2 includes a sensor main body and a communication device. When the safety device 2 is a safety maintenance device such as a powered ventilation device or a crew call alarm, the safety device 2 includes an actuator, a control device for the actuator, and a communication device.

[0025] (Configuration of the in-ship system 20b) The in-ship system 20b includes a monitoring system 21b, a safety device 2, and a communication device 3. The monitoring system 21b is composed of a computer and includes an input unit 22b, a control unit 23b, a storage unit 24b, an in-ship communication unit 25b, and a display unit 27b. The configurations and functions of these functional units are the same as those of the input unit 22a, the control unit 23a, the storage unit 24a, the in-ship communication unit 25a, and the display unit 27a described above, respectively. The difference from the in-ship system 20a is that in the in-ship system 20a, the monitoring system 21a mediates the communication between the safety device 2 and the onshore system 10, whereas in the in-ship system 20b, the monitoring system 21b does not mediate the communication with the onshore system 10. In the in-ship system 20b, the communication device 3 relays the communication between the safety device 2 and the onshore system 10. For example, the communication device 3 receives in real time information indicating the in-ship situation and the operating state of the safety device 2 from the safety device 2 and transmits it to the onshore system 10. Also, the communication device 3 receives a control signal transmitted by the onshore system 10 toward the safety device 2 and transmits the control signal to the safety device 2. That is, in the case of the in-ship system 20b, even if the monitoring system 21b fails or the like, the onshore system 10 can monitor and control the safety device 2 of the ship 1.

[0026] (Configuration of the onshore system 10) The onshore system 10 is composed of a computer and includes an input unit 11, a control unit 12, a storage unit 13, a communication unit 14, and a display unit 15. The input unit 11 is configured using input devices such as a keyboard, a mouse, a touch panel, and buttons. The input unit 11 receives the user's input to the land system 10. The input unit 11 outputs the content of the received input to the control unit 12. The control unit 12 controls various processes executed in the land system 10. For example, the control unit 12 performs display control of the display unit 15, communication control via the communication unit 14, and the like. The storage unit 13 is configured using storage devices such as an HDD and a flash memory, and stores information transmitted from the safety device 2 and the like. The communication unit 14 communicates with the in-ship system 20. For example, the communication unit 14 acquires in real time information indicating the in-ship situation detected by the safety device 2 and the operating state of the safety device 2 from the in-ship system 20. Further, the communication unit 14 transmits a control signal for the safety device 2 to the in-ship system 20. The display unit 15 is configured using a display device such as a liquid crystal display. The display unit 15 can display arbitrary information based on an instruction from the control unit 12. For example, the display unit 15 displays the in-ship situation (presence or absence of fire or flooding, video of a television monitoring device, etc.) received from the in-ship system 20.

[0027] The land system 10 is constructed by mirroring the in-ship safety center and control room, and has the same functions and configuration as the in-ship safety center and the like. The land system 10 is, so to speak, a safety center and control room constructed on the land side. There are monitors on land, and the monitors monitor a plurality of ships 1. For example, when a disaster or the like occurs on any of the ships 1, the monitor monitors the data displayed on the display unit 15 and controls the safety device 2 to prevent the spread of the disaster. The input unit 11 receives the input of instruction information for controlling the safety device 2 by the monitor, and the control unit 12 transmits the instruction information input to the in-ship system 20 via the communication unit 14.

[0028] (Operation) Next, the operation of the safety system 100 will be described with reference to FIGS. 3A and 3B. As an example, it is assumed that a safety center is provided on the ship 1 and the crew is monitoring the inside of the ship at the safety center.

[0029] (In the case of the in-ship system 20a) Fig. 3A shows an operation example of monitoring and controlling the safety device 2 of the ship 1 equipped with the in-ship system 20a. As an example, when a disaster occurs on board, the in-ship system 20a and the onshore system 10 cooperate (for example, the in-ship system 20a controls some of the safety devices 2, and the onshore system 10 controls other safety devices 2.) An operation example of responding to a disaster is shown. First, each of the plurality of safety devices 2 transmits information on the disaster detected by the device itself (such as the presence or absence of a fire, the presence or absence of flooding, the inclination of the hull, etc.) and information on the operating state of the device itself (operating, stopped, etc.) to the in-ship system 20a (step S1). In the in-ship system 20a, the in-ship communication unit 25a acquires the information detected by the safety device 2 and the like. The in-ship communication unit 25a outputs the acquired information to the control unit 23a and the onshore communication unit 26a. The onshore communication unit 26a acquires the information transmitted from the safety device 2 through the in-ship communication unit 25a and transmits it to the onshore system 10 (step S1´).

[0030] The control unit 23a of the in-ship system 20a outputs the information transmitted from the safety device 2 to the display unit 27a. The display unit 27a displays, for example, information indicating the safety on board and information indicating the operating state of each safety device (step S2). The crew determines whether it is necessary to respond to the disaster while monitoring the information displayed on the display unit 27a. When a disaster occurs, the crew operates the control panel at the safety center or the like to control the safety device 2.

[0031] Also, in the onshore system 10, the control unit 12 acquires the information transmitted by the onshore communication unit 26a through the communication unit 14 and outputs the acquired information to the display unit 15. The display unit 15 displays information indicating the safety on board and information indicating the operating state of each safety device (step S2´). The onshore monitor determines whether it is necessary to respond to the disaster while monitoring the information displayed on the display unit 15. When a disaster occurs, the monitor operates the onshore system 10 to remotely control the safety device 2.

[0032] When a disaster occurs inside the ship, information indicating the occurrence of the disaster is transmitted to the monitoring system 21a and the onshore system 10 by the above processing. In this example, it is assumed that a disaster has occurred. Then, the crew determines that it is necessary to respond to the disaster, selects the necessary safety device 2, operates the control panel of the safety center, and performs an operation on the selected safety device 2. The input unit 22a receives the input of the instruction operation by the crew, and the control unit 23a generates a control signal to the safety device 2 to be controlled based on the instruction operation. Then, the control unit 23a transmits the control signal to the safety device 2 through the in-ship communication unit 25a (step S3).

[0033] The safety device 2 that has received the control signal from the in-ship system 20a operates based on the control signal (step S4). For example, when a control signal is issued to close the fire door in the event of a fire, the control device of the fire door (safety device 2) controls the actuator according to the transmitted control signal and performs an operation to close the fire door.

[0034] On the other hand, in the onshore monitoring station, when a monitor determines that response to a disaster is necessary, the monitor inputs an operation for the safety device 2 that requires control into the onshore system 10. For example, even if a predetermined time has elapsed after information indicating the occurrence of a disaster is displayed on the display unit 15 and no control signal is issued from the in-ship system 20a to activate the safety device 2 to be controlled (for example, a sprinkler) (that is, when the operating state of the safety device to be controlled does not change to an appropriate state), the onshore monitor determines that response is necessary and inputs an instruction operation for the safety device 2 into the onshore system 10. Alternatively, for the purpose of accelerating the initial response by performing responses simultaneously and in parallel from inside the ship and onshore, etc., the sharing of the safety device 2 to be handled by the in-ship system 20a and the onshore system 10 is allocated in advance, and an instruction operation for the safety device 2 corresponding to the sharing may be input into the onshore system 10. When an instruction operation is input, the input unit 11 receives the input of the instruction operation by the monitor, and the control unit 12 generates a control signal for the safety device 2 based on the instruction operation. Then, the control unit 12 transmits the control signal to the in-ship system 20a through the communication unit 14 (step S5). When a control signal is transmitted from the onshore system 10, the onshore communication unit 26a receives the control signal and transmits it to the safety device 2 through the in-ship communication unit 25a (step S6). As a result, the safety device 2 operates by remote control from onshore.

[0035] The safety device 2 that has received the control signal from the onshore system 10 operates based on the control signal (step S7). For example, when a control signal is issued to operate a sprinkler in the event of a fire, the control device of the sprinkler (safety device 2) controls the actuator according to the transmitted control signal and performs an operation of spraying fire-extinguishing water.

[0036] According to this embodiment, the safety device 2 can also be monitored and controlled in the onshore system 10. Therefore, even if the safety device 2 cannot be controlled from the onboard system 20 for some reason, the safety device 2 can be controlled from the onshore system 10 to prevent the spread of disasters. Also, for example, when monitoring the video of a TV monitoring device (item number 9 in FIG. 2) from onshore and noticing a suspicious fire or a flame that cannot be detected by the onboard crew or the fire detection alarm device, the safety device 2 can be quickly activated from onshore or the onboard crew can be notified, enabling early detection and early response to disasters.

[0037] (In the case of the onboard system 20b) Next, with reference to FIG. 3B, the monitoring and control of the safety device 2 of the ship 1 equipped with the onboard system 20b will be described. FIG. 3B shows an example of the operation when some malfunction occurs on the onboard system 20b side. First, the safety device 2 transmits information about the disaster detected by itself and information about its own operating state to the onboard system 20b (step S11). In parallel, the safety device 2 transmits information about the disaster detected by itself and information about its own operating state to the communication device 3 (step S12). When the communication device 3 receives the information transmitted from the safety device 2, it transmits the received information to the onshore system 10 (step S13).

[0038] In the onboard system 20b, the onboard communication unit 25b acquires the information transmitted from the safety device 2. The onboard communication unit 25b outputs the acquired information to the control unit 23b. The control unit 23b outputs the information transmitted from the safety device 2 to the display unit 27b. The display unit 27b displays information indicating the safety of the ship and information indicating the operating state of each safety device (step S14). The crew determines whether it is necessary to respond to the disaster while monitoring the information displayed on the display unit 27b.

[0039] In the onshore system 10 as well, the control unit 12 acquires the information transmitted by the communication device 3 through the communication unit 14, and outputs the acquired information to the display unit 15. The display unit 15 displays information indicating the safety inside the ship and information indicating the operating states of the respective safety devices (step S14´). The onshore supervisor determines whether it is necessary to respond to the disaster while monitoring the information displayed on the display unit 15.

[0040] When a disaster occurs inside the ship, information indicating the occurrence of the disaster is transmitted to the monitoring system 21b and the onshore system 10 by the above-described process. In this example, it is assumed that a disaster has occurred. Then, normally, the crew determines that it is necessary to respond to the disaster and operates the safety device 2. The control unit 23b generates a control signal for the safety device 2 based on the operation of the crew. Then, the control unit 23b transmits the control signal to the safety device 2 through the in-ship communication unit 25b, and the safety device 2 that has received the control signal from the in-ship system 20b operates based on the control signal. These operations are the same as those of the in-ship system 20a described with reference to FIG. 3A (steps S3 to S4). On the other hand, in this flowchart, it is assumed that a problem has occurred such that the safety device 20 cannot be controlled from the in-ship system 20b, such as a shortage of personnel inside the ship or a failure of the monitoring system 21b (step S15). Then, a situation occurs where the crew cannot monitor the display unit 27b due to a shortage of personnel, or a situation occurs where, even if the crew operates the safety device 2, a control signal is not generated and transmitted, resulting in a situation where the safety device 2 is not controlled by the in-ship system 20b.

[0041] On the other hand, in the onshore system 10, when a supervisor determines that response to a disaster is necessary, the supervisor uses the onshore system 10 to operate the safety device 2 that requires control. For example, when the crew call alarm (item number 14 in FIG. 2) is not transmitted even though the fire detection alarm device (item number 10 in FIG. 2) has activated (for example, the monitoring system 21b is malfunctioning and not functioning, or the crew's hands are full, etc.), or when the water detection device (item number 16 in FIG. 2) does not activate even though the video transmitted from the TV monitoring device (item number 9 in FIG. 2) shows signs of suspected flooding, the onshore supervisor first determines that it is necessary to inform the crew on board of the occurrence of a fire or flooding, and instructs the onshore system 10 to activate the crew call alarm (safety device 2). Then, the control unit 12 generates a control signal instructing the transmission of the crew call alarm, and transmits the control signal to the communication device 3 through the communication unit 14 (step S16). The communication device 3 receives the control signal transmitted from the onshore system 10 and transmits it to the safety device 2 (step S17). The safety device 2 that has received the control signal from the onshore system 10 operates based on the control signal (step S18). In this example case, the crew call alarm is transmitted.

[0042] As described above, according to the in-ship system 20b and the onshore system 10, in addition to the effects obtained by the combination of the in-ship system 20a and the onshore system 10, the safety device 2 can be controlled from the onshore system 10 regardless of the state of the monitoring system 21b. In addition, in the combination of the in-ship system 20a and the onshore system 10, except when the communication between the onshore system 10 and the safety device 2 is interrupted due to a malfunction of the onshore communication unit 26a, even when a malfunction occurs on the in-ship system 20a side, it is possible to respond to a disaster by controlling the safety device 2 from the onshore system 10 in the same manner as the operation described with reference to FIG. 3B. Needless to say, the same operation as that described with reference to FIG. 3A is also possible in the combination of the in-ship system 20b and the onshore system 10.

[0043] It is possible to set control priorities for the monitoring system 21 and the onshore system 10. By setting priorities, it is possible to avoid operational contradictions in the case where the monitoring system 21 and the onshore system 10 output control signals with different instruction contents to the same safety device 2. An example of priorities is shown in FIG. 4. (1) Operation mode 1 is the normal priority (initial priority setting). The highest priority is the control method that directly performs manual control on the safety device 2. For example, a button is installed near the fire door, and pressing this button opens and closes the fire door. Even if control is performed to keep the fire door open by other methods (for example, automatic control or instructions from the safety center), when a passenger presses the button, the fire door can be closed. Next in priority is the control by the monitoring system 21 of the safety center. For example, even if control is performed to keep the fire door open by automatic control with the third highest priority (for example, automatically controlled to keep the fire door open when the fire detection alarm device is not operating), when the monitoring system 21 performs control to close the fire door, the fire door can be closed. The lowest priority is the control from the onshore system 10. In operation mode 1, the onshore system 10 can only control the safety device 2 that is not controlled by other means. Note that even in operation mode 1, if a control signal is transmitted from the onshore system 10 and permission or approval for the control signal is input from the in-ship monitoring system 21, it may be configured to be treated as a control signal having the second highest priority equivalent to the control by the monitoring system 21.

[0044] (2) Operation mode 2 is an operation mode with priority given to the onshore system 10. In operation mode 2, the first priority is "manual", the second priority is "onshore system", the third priority is "automatic control", and the fourth priority is "in-ship monitoring system". For example, when ship 1 is automated and has a small number of crew members, the priorities of operation mode 2 may be set. This allows the onshore side to handle responses in the event of a disaster. Alternatively, if it is normally set to operation mode 1 and, despite the activation of the fire detection alarm device or the flooding detection device, the crew call alarm is not sounded even after a predetermined time has elapsed (when an event is presumed to occur where the monitoring system 21 is not functioning), it may be automatically switched from operation mode 1 to operation mode 2. This basically enables the crew to handle disaster responses from the safety center within the ship as the basic system, but in the case where disaster response within the ship becomes impossible due to changes in the in-ship situation or lack of personnel, etc., it can be switched to onshore-centered control.

[0045] (3) Operation mode 3 has the same priorities as operation mode 1 and is an operation mode that further permits only monitoring from the onshore system 10. For example, operation mode 3 is set in the initial configuration, and if the onshore monitor notices something during monitoring, they contact the crew separately via radio or the like. Then, if a disaster occurs within the ship, resulting in a shortage of crew or a situation where monitoring from the safety center is impossible, an input for switching the operation mode may be made from the monitoring system 21 or the onshore system 10 to switch from operation mode 3 to operation mode 2 or operation mode 4, which will be described next.

[0046] (4) Operation mode 4 has the same priority settings as operation mode 2 and is an operation mode that further disables the in-ship monitoring system 21 or permits only monitoring. For example, operation mode 4 may be applied to ships 1 that are automated or unmanned.

[0047] Note that the operation modes illustrated in FIG. 4 are merely examples and are not limited thereto. For example, in operation modes 1 and 2, the third and fourth priorities may be set in reverse. Also, considering the temporal change in the disaster situation, even after the operation of a certain safety device 2 has been controlled by a means with a high priority once, if a predetermined time has elapsed or the situation has changed (for example, if a safety device 2 that was not operating at that time detects a disaster and operates after a means with a high priority outputs a control signal, or if the safety device 2 detects information at a different level (for example, when the inclination of the hull shown by the hull attitude draft gauge deteriorates or improves)), even if a means with a lower priority outputs a control signal with different content to the same safety device 2, it may be configured so that the control signal becomes effective. Also, the priority may be arbitrarily set for each ship 1. Further, the display unit 15 of the onshore system 10 may display the operation mode for each ship 1. Thereby, when a disaster occurs on a certain ship 1, the supervisor can grasp whether the control is basically left to the ship side and only monitoring is performed, or whether not only monitoring but also control of the safety device 2 must be performed.

[0048] (Effect) As described above, according to this embodiment, an environment equivalent to a safety center or the like (onshore system 10) that enables reception and remote operation of information regarding the safety device 2 aggregated in the ship's safety center or control room is constructed on land. Information related to the in-ship safety device 2 (such as fire detection, flooding detection, opening and closing of watertight doors and fire doors, and operation of fire extinguishing devices) is transmitted to the onshore system 10, which is an onshore safety center, via the communication device 3 and the onshore communication unit 26a. In the onshore system 10, a monitor in charge of monitoring and control is assigned, and operations equivalent to those in the ship's safety center or the like (operation, control, monitoring of the safety device, or a combination thereof) are also carried out on land. When a disaster occurs on the ship 1, the onshore system 10 monitors the in-ship situation, remotely operates the safety device from land as necessary, and takes measures against the damaged situation. In this way, by receiving the same information as the in-ship monitoring system 21 in the onshore system 10, which is an onshore safety center, monitoring and remote control similar to those in the in-ship safety center can be performed on the land side. Further, in the onshore onshore system 10, calm measures can be taken without being affected by tilting due to fire or flooding. Also, in the onshore system 10, multiple ships 1 can be monitored and controlled simultaneously and in parallel, thus contributing to the unmanning and personnel reduction of ships.

[0049] FIG. 5 is a diagram showing an example of the hardware configuration of the safety system according to the embodiment. The computer 900 includes a CPU 901, a main storage device 902, an auxiliary storage device 903, an input / output interface 904, and a communication interface 905. The above-described onshore system 10 and monitoring system 21 are implemented in the computer 900. And each of the above-described functions is stored in the auxiliary storage device 903 in the form of a program. The CPU 901 reads the program from the auxiliary storage device 903 and expands it in the main storage device 902, and executes the above processing according to the program. Also, the CPU 901 secures a storage area in the main storage device 902 according to the program. Further, the CPU 901 secures a storage area in the auxiliary storage device 903 for storing data being processed according to the program.

[0050] Note that a program for realizing all or part of the functions of the land system 10 and the monitoring system 21 may be recorded on a computer-readable recording medium, and the program recorded on this recording medium may be read into a computer system and executed to perform the processing by each functional unit. Here, the "computer system" is assumed to include hardware such as an OS and peripheral devices. Further, the "computer system" includes a homepage providing environment (or display environment) if the WWW system is used. Further, the "computer-readable recording medium" refers to a portable medium such as a CD, DVD, USB, or a storage device such as a hard disk built into a computer system. Further, when this program is distributed to the computer 900 via a communication line, the computer 900 that has received the distribution may expand the program in the main storage device 902 and execute the above processing. Further, the above program may be for realizing a part of the above-described functions, and may further be realized in combination with a program already recorded in the computer system for the above-described functions.

[0051] As described above, some embodiments according to the present disclosure have been described, but all of these embodiments are presented as examples and are not intended to limit the scope of the invention. These embodiments can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the gist of the invention. These embodiments and their modifications are included in the scope and gist of the invention, and are also included in the invention described in the claims and the equivalent scope thereof.

[0052] <Supplementary Note> The safety system, land system, in-ship system, and control method described in each embodiment are understood as follows, for example.

[0053] (1) The safety system 100 according to the first aspect includes a safety detection device provided inside the ship (for example, sensors such as item numbers 7 to 10, 16, and 18 of the safety device 2 illustrated in FIG. 2) and a safety maintenance device (for example, the remaining items of the safety device 2 illustrated in FIG. 2), a first acquisition unit (in-ship communication units 25a, 25b) that acquires information detected by the safety detection device (such as the presence or absence of fire and flooding) and information indicating the state of the safety maintenance device (whether it is operating), a first control unit (23a, 23b) that controls the safety maintenance device, and a communication unit (on-shore communication unit 26a, communication device 3) that communicates with the on-shore system. The in-ship system (20a, 20b) provided inside the ship includes a second acquisition unit (communication unit 14) that acquires information detected by the safety detection device and information indicating the state of the safety maintenance device through the communication unit, and a second control unit that outputs a control signal for controlling the safety maintenance device to the safety maintenance device through the communication unit. The on-shore safety system provided on shore is also provided. Thus, not only can the safety device 2 be monitored and controlled from the in-ship system 20, but also from the on-shore system 10.

[0054] (2) The safety system 100 according to the second aspect is the safety system of (1), wherein the in-ship system 20 and the on-shore system 10 acquire information detected by the same safety detection device and information indicating the state of the same safety maintenance device. Thus, the on-shore system 10 can also obtain the same information as inside the ship and monitor the in-ship situation.

[0055] (3) The safety system 100 according to the third aspect is the safety system of (1) to (2), wherein after the first control unit outputs a control signal to one of the safety maintenance devices, the second control unit becomes ineffective even if it outputs a control signal to the safety maintenance device (operation mode 1 in FIG. 4). Thus, even when different control signals are commanded for the same safety device 2, the safety device 2 can be controlled without contradiction.

[0056] (4) The safety system 100 according to the fourth aspect is the safety system of (3), and after the first control unit outputs a control signal to one of the safety maintenance devices, when a predetermined time elapses or the information detected by the safety detection device changes, the second control unit validates the control signal output to the safety maintenance device. Thus, when the in-ship system 20 fails to appropriately control a certain safety device 2 even if the disaster situation changes, the onshore system 10 can control the safety device 2.

[0057] (5) The safety system 100 according to the fifth aspect is the safety system of (1) or (2), and after the second control unit outputs a control signal to one of the safety maintenance devices, the first control unit outputs a control signal to the safety maintenance device but it becomes invalid (operation mode 2 in FIG. 4). For example, by setting operation mode 2 for a labor-saving ship, the crew on board can leave the response to a disaster to the onshore side when a disaster occurs.

[0058] (6) The safety system 100 according to the sixth aspect is the safety system of (1) or (2), and after the first control unit outputs a control signal to one of the safety maintenance devices, the second control unit can be set to be switchable between a first operation mode in which the second control unit outputs a control signal to the safety maintenance device but it becomes invalid and a second operation mode in which after the second control unit outputs a control signal to one of the safety maintenance devices, the first control unit outputs a control signal to the safety maintenance device but it becomes invalid. Thus, basically, while the system is based on a mechanism in which the crew responds to a disaster from the safety center on board, when the situation on board changes or due to a shortage of personnel, it becomes impossible to respond on board, and it can be switched to onshore-centered control.

[0059] (7) The onshore system according to the seventh aspect includes a communication unit that communicates with a safety detection device and a safety maintenance device provided in the ship through a communication device provided in the ship, an acquisition unit that acquires information detected by the safety detection device and information indicating the state of the safety maintenance device through the communication unit, and a control unit that outputs a control signal for controlling the safety maintenance device to the safety maintenance device through the communication unit. Thereby, the onshore system can monitor the safety detection device and the safety maintenance device in the ship and control the safety maintenance device.

[0060] (8) The in-ship system according to the eighth aspect includes a safety detection device and a safety maintenance device provided in the ship, an acquisition unit that acquires information detected by the safety detection device and information indicating the state of the safety maintenance device, a control unit that controls the safety maintenance device, and a communication unit that transmits the information detected by the safety detection device and the information indicating the state of the safety maintenance device to an onshore system and receives a control signal for controlling the safety maintenance device from the onshore system. Thereby, while maintaining the function of monitoring the safety detection device and the safety maintenance device and controlling the safety maintenance device, which is generally provided on ships, in the ship, an onshore system that mirrors the same function on the onshore side can be realized.

[0061] (9) The control method according to the ninth aspect is a control method for a safety detection device and a safety maintenance device provided in a ship, and includes steps in which an in-ship system provided in the ship acquires information detected by the safety detection device and information indicating the state of the safety maintenance device, the in-ship system transmits the information acquired in the acquiring step to an onshore system provided on land, the onshore system acquires the information transmitted in the transmitting step, and the onshore system transmits a control signal for controlling the safety maintenance device to the safety maintenance device.

Explanation of Reference Numerals

[0062] 1... Ship, 2... Safety device, 3... Communication device, 10... Land system, 11... Input unit, 12... Control unit, 13... Memory unit, 14... Communication unit, 15... Display unit, 20, 20a, 20b... In-ship system, 21, 21a, 21b... Monitoring system, 22a, 22b... Input unit, 23a, 23b... Control unit, 24a, 24b... Memory unit, 25a, 25b... In-ship communication unit, 26a... Land communication unit, 27a, 27b... Display unit, 100... Safety system, 900... Computer, 901... CPU, 902... Main memory device, 903... Auxiliary memory device, 904... Input / output interface, 905... Communication interface

Claims

1. An in-ship system provided inside the ship, and an onshore system provided on land, comprising: The in-ship system includes: a safety detection device and a safety maintenance device provided inside the ship, a first acquisition unit that acquires information detected by the safety detection device and information indicating the state of the safety maintenance device, a first control unit that controls the safety maintenance device, a communication unit that communicates with the onshore system, and is provided with: The onshore system includes: a second acquisition unit that acquires information detected by the safety detection device and information indicating the state of the safety maintenance device through the communication unit, a second control unit that outputs a control signal for controlling the safety maintenance device to the safety maintenance device through the communication unit, and is provided with: After the first control unit outputs a control signal to one of the safety maintenance devices, the second control unit becomes invalid even if it outputs a control signal to the safety maintenance device. A safety system.

2. After the first control unit outputs a control signal to one of the safety maintenance devices, when a predetermined time elapses or the information detected by the safety detection device changes, the second control unit validates the control signal output to the safety maintenance device. The safety system according to claim 1.

3. An in-ship system provided inside the ship, and an onshore system provided on land, comprising: The in-ship system includes: a safety detection device and a safety maintenance device provided inside the ship, a first acquisition unit that acquires information detected by the safety detection device and information indicating the state of the safety maintenance device, a first control unit that controls the safety maintenance device, a communication unit that communicates with the onshore system, and is provided with: The onshore system includes: a second acquisition unit that acquires information detected by the safety detection device and information indicating the state of the safety maintenance device through the communication unit, a second control unit that outputs a control signal for controlling the safety maintenance device to the safety maintenance device through the communication unit, and is provided with: After the second control unit outputs a control signal to one of the safety maintenance devices, the first control unit becomes invalid even if it outputs a control signal to the safety maintenance device. A safety system.

4. An in-ship system provided inside the ship, and an onshore system provided on land, comprising: The in-ship system includes: a safety detection device and a safety maintenance device provided inside the ship, a first acquisition unit that acquires information detected by the safety detection device and information indicating the state of the safety maintenance device, A first control unit that controls the safety maintenance device; A communication unit that communicates with the onshore system; Comprising: The onshore system includes: A second acquisition unit that acquires, through the communication unit, information detected by the safety detection device and information indicating the state of the safety maintenance device; A second control unit that outputs, through the communication unit, a control signal for controlling the safety maintenance device to the safety maintenance device; Comprising: After the first control unit outputs a control signal to one of the safety maintenance devices, a first operation mode in which the second control unit becomes invalid even if it outputs a control signal to the safety maintenance device; After the second control unit outputs a control signal to one of the safety maintenance devices, a second operation mode in which the first control unit becomes invalid even if it outputs a control signal to the safety maintenance device; It can be set to be switchable; Safety system.

5. The in-ship system and the onshore system acquire information detected by the same safety detection device and information indicating the state of the same safety maintenance device. The safety system according to any one of claims 1 to 4.

6. A method for controlling a safety maintenance device provided in a ship, comprising: A step in which an in-ship system provided in the ship acquires information detected by a safety detection device provided in the ship and information indicating the state of the safety maintenance device; A step in which the in-ship system transmits the information acquired in the acquiring step to an onshore system provided onshore; A step in which the onshore system acquires the information transmitted in the transmitting step; A step in which the onshore system transmits a control signal for controlling the safety maintenance device to the safety maintenance device; Having: After a control unit that controls the safety maintenance device included in the in-ship system outputs a control signal to one of the safety maintenance devices, the onshore system becomes invalid even if it outputs a control signal to the safety maintenance device; Control method.

7. A method for controlling a safety maintenance device provided in a ship, comprising: A step in which an in-ship system provided in the ship acquires information detected by a safety detection device provided in the ship and information indicating the state of the safety maintenance device; A step in which the in-ship system transmits the information acquired in the acquiring step to an onshore system provided onshore; A step in which the onshore system acquires the information transmitted in the transmitting step; The step in which the onshore system transmits a control signal for controlling the safety maintenance device to the safety maintenance device; comprising; After the onshore system outputs a control signal to one of the safety maintenance devices, the control unit for controlling the safety maintenance device included in the in-ship system becomes invalid even if it outputs a control signal to the safety maintenance device. Control method.

8. A control method for a safety maintenance device provided in a ship, comprising: The step in which the in-ship system provided in the ship acquires information detected by a safety detection device provided in the ship and information indicating the state of the safety maintenance device; The step in which the in-ship system transmits the information acquired in the acquiring step to an onshore system provided onshore; The step in which the onshore system acquires the information transmitted in the transmitting step; The step in which the onshore system transmits a control signal for controlling the safety maintenance device to the safety maintenance device; comprising; A first operation mode in which, after the control unit for controlling the safety maintenance device included in the in-ship system outputs a control signal to one of the safety maintenance devices, the onshore system becomes invalid even if it outputs a control signal to the safety maintenance device; A second operation mode in which, after the onshore system outputs a control signal to one of the safety maintenance devices, the control unit becomes invalid even if it outputs a control signal to the safety maintenance device; which can be set to be switchable; Control method.

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