Ship-generated wave reduction support device, program, and method

Abstract

The present device is a ship wake reduction assistance device 2 installed on a ship. The present device comprises: an input interface 4 that acquires information on the ship, and information on another ship 24 or an offshore structure around the ship; and a calculator 8 to which the information is input from the input interface 4 or a pre-memory device 6. On the basis of the input information, the calculator 8 predicts wave height, at the position of the other ship 24 or the offshore structure, of the ship wake generated when the ship sails on a current course and at a current speed, assesses whether or not the predicted wave height exceeds an allowable value, determines a changed course or changed speed when the allowable value is exceeded, and outputs information on the changed course or changed speed.

Description

[Technical Field]

[0001] The present disclosure relates to a ship-generated wave reduction support device, a program, and a method. [Background technology]

[0002] Ship waves generated when a ship navigates can cause accidents such as the capsizing of small vessels and damage to moored vessels. In recent years, the impact of ship waves has tended to increase due to the increase in large vessels and their faster speeds. Demand for devices that prevent accidents caused by ship waves is growing. For example, JP 2016-55772 A discloses a device that detects ship waves generated by other vessels and displays them graphically. This allows users to take action to reduce the impact of ship waves. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2016-55772 A Summary of the Invention [Problem to be solved by the invention]

[0004] Even if a ship-generated wave detection system detects ship-generated waves generated by other ships, crew inattention may prevent sufficient evasive action from being taken. Furthermore, moored ships and structures installed in the ocean cannot avoid ship-generated waves. It is therefore important for ships that generate ship-generated waves to reduce the impact of ship-generated waves on other ships and structures.

[0005] The inventor's intention is to provide a ship-generated wave reduction support device, program, and method that make it possible to reduce the impact of ship-generated waves on other ships and structures in the ocean. [Means for solving the problem]

[0006] This device is a ship-generated wave reduction support device mounted on a ship. The device includes an input interface that acquires information about the ship and about other ships or offshore structures around the ship, and a computing unit to which the information from the input interface is input. Based on the input information, the computing unit predicts the wave height of ship-generated waves generated when the ship navigates on a current course and at a current speed at the location of the other ships or offshore structures, determines whether the predicted wave height exceeds a permissible value, and if the permissible value is exceeded, calculates a course change or speed change and outputs information about the course change or speed change.

[0007] This program is a program for operating a processor installed on a vessel, and causes the processor to execute the following processes: predicting the wave height of ship-generated waves generated when the vessel navigates on a current course and at a position of the other vessel or the offshore structure based on information about the vessel and information about the other vessel or the offshore structure around the vessel, determining whether the predicted wave height exceeds an allowable value, and, when the allowable value is exceeded, calculating a course change or a speed change and outputting information about the course change or the speed change.

[0008] This method is a ship-generated wave reduction support method used when a ship is navigating. The method predicts the wave height of ship-generated waves that will be generated when the ship navigates on a current course and at a current speed at the location of the other ship or the offshore structure based on information about the ship and information about other ships or offshore structures around the ship, determines whether the predicted wave height exceeds an allowable value, calculates a course change or speed change when the allowable value is exceeded, and outputs information about the course change or speed change. [Effects of the Invention]

[0009] This ship-generated wave reduction support device predicts the wave height of ship-generated waves at the location of other ships or offshore structures, and if this wave height exceeds the allowable value, calculates and outputs the course or speed change information, thereby reducing the impact of ship-generated waves on other ships or offshore structures. [Brief explanation of the drawings]

[0010] [Figure 1] FIG. 1 is a block diagram showing a ship-generated wave reduction assistance device according to one embodiment. [Figure 2] FIG. 2 is a flow chart showing the processing in the arithmetic unit of FIG. [Figure 3] FIG. 3 is a flow diagram showing the process of predicting the ship-driven wave height in FIG. [Figure 4] FIG. 4 is a schematic diagram showing the relationship between the traveling direction of ship-generated waves and the orientation of other ships, for explaining the tolerance setting process of FIG. [Figure 5] FIG. 5 is a schematic diagram showing an example of the result of the process of determining the changed course or changed speed in FIG. [Figure 6] FIG. 6A shows an example of a ship-generated wave reduction support system using this support device, and FIG. 6B shows an example of a ship equipped with this support device. [Figure 7] FIG. 7 is a flow chart showing another embodiment of the process of predicting ship-generated wave height in FIG. [Figure 8] 8A and 8B are schematic diagrams for explaining the process of calculating the ship-generated wave travel distance in FIG. [Figure 9] FIG. 9 is a schematic diagram showing the relationship between ship-generated waves and the size of other ships, for explaining another embodiment of the tolerance setting process of FIG. [Figure 10] FIG. 10 is a schematic diagram showing an example of the result of the process of determining the changed course or changed speed in FIG. 2 in another embodiment. [Figure 11] FIG. 11A is a flow diagram showing yet another embodiment of the process of determining a changed course or a changed speed in FIG. 2, and FIG. 11B is a schematic diagram showing an example of the results of this process. [Figure 12] FIG. 12A is a flow diagram showing yet another embodiment of the process of determining the changed course or changed speed in FIG. 2, and FIG. 12B is a schematic diagram for explaining this process. [Figure 13] FIG. 13 is a schematic diagram for explaining still another embodiment of the process of determining the changed course or changed speed in FIG. DETAILED DESCRIPTION OF THE INVENTION

[0011] Hereinafter, preferred embodiments will be described in detail with reference to the drawings as appropriate.

[0012] FIG. 1 is a block diagram showing a ship-generated wave reduction support device 2 (hereinafter referred to as the support device 2) according to one embodiment. The support device 2 is mounted on a ship. The support device 2 is a device for reducing the impact of ship-generated waves generated by a ship on other ships, structures installed in the ocean, and the like. In this specification, a ship on which the support device 2 is mounted is referred to as the "ship." Other ships that are affected by the ship-generated waves of the ship are referred to as "other ships." The other ships may be at sea (including sailing, drifting, and anchored) or may be moored. Structures installed in the ocean that require consideration of the impact of ship-generated waves generated by the ship are referred to as "marine structures." Examples of marine structures include piers, aquaculture rafts, and facilities under construction.

[0013] FIG. 1 shows a block diagram of the support device 2. The support device 2 includes an input interface 4, a memory 6, and a calculator 8. FIG. 1 also shows various devices that send information to the support device 2. Of these, a GNSS receiver 10, a gyrocompass 13, and a ship steering device 15 send information about the ship to the support device 2. An AIS (Automatic Identification System) receiver 12 sends information about other ships to the support device 2. A camera 16, a LiDAR 14, and a radar 14 send information about the ship's surroundings to the support device 2. These devices are installed on the ship. An input device 17 is used by the crew of the ship. The input device 17 is typically a keyboard or touch panel. FIG. 1 also shows a display device 18 and an automatic driving device 20 that receive the results of the support device 2.

[0014] The input interface 4 acquires information from the devices shown in Fig. 1. The information that each device can provide to the input interface 4 is as follows.

[0015] (a) GNSS receiver 10 The information that the GNSS receiver 10 can provide to the input interface 4 includes the current position and true course of the ship. Here, true course refers to the direction in which the ship is actually moving. The ship does not only move in the bow direction, but can also be affected by tidal currents. The ship can also move sideways due to side thrusters. The true course refers to the direction in which the ship is moving relative to the Earth, taking these influences into account.

[0016] (b) Gyrocompass 13 The information that the gyrocompass 13 can provide to the input interface 4 includes the heading of the ship itself.

[0017] (c) Ship maneuvering device 15 The ship steering device 15 includes an engine control device and a steering control device. Information that the engine control device can provide to the input interface 4 includes the engine speed setting value and its measured value. The engine speed provides the ship's approximate speed. Information that the steering control device can provide to the input interface 4 includes the rudder angle setting value and its measured value. The rudder angle provides the ship's approximate turning direction.

[0018] (d) AIS receiver 12 The AIS receiver 12 provides information about other ships to the input interface 4. The information about other ships that the AIS receiver 12 can obtain includes the type, length, width, position, heading, ground speed, navigation status, and turning speed of the other ships. Here, turning speed refers to the rate of change of heading. The navigation status refers to whether the other ship is anchored, moored, motoring, sailing, or disabled. The AIS transmitter is installed on the other ship or at a relay facility on land. The relay facility receives information from the AIS transmitter installed on the other ship and transmits it from the AIS transmitter at the relay facility. Note that small ships may not be equipped with an AIS transmitter. In this case, there is no AIS transmitter that sends this information about other ships to the input interface 4.

[0019] (e) Camera 16 Information that the camera 16 can provide to the input interface 4 includes the type, orientation (facing angle), size, and shape of other ships and marine structures. This information can be obtained by analyzing the captured images. Furthermore, by capturing images of the object from multiple different positions using a stereo camera or the like, the relative distance between the ship and other ships or marine structures can be obtained. Furthermore, by obtaining the relative distance from other ships at predetermined time intervals, the relative speed between the ship and other ships can be obtained. In this embodiment, the camera 16 includes a normal camera 16 and an infrared camera 16. This allows the input interface 4 to obtain information about other ships and marine structures from the camera 16 not only during the day but also at night.

[0020] (f) LiDAR or Radar14 The information that the LiDAR 14 or radar 14 can provide to the input interface 4 includes the relative distance between the vessel and other vessels or marine structures. Furthermore, by acquiring the relative distance between the vessel and other vessels at predetermined time intervals, the relative speed between the vessel and other vessels can be acquired.

[0021] (g) Input device 17 The input interface 4 can acquire various parameters specified by the user from the input device 17. Examples of the parameters include the characteristic wave height when calculating the predicted value of the ship-driven wave height and the allowable wave height of other ships or marine structures, which will be described later.

[0022] In Fig. 1, the input interface 4 acquires information from the above devices (a) to (g), but this is just an example. The input interface 4 does not necessarily acquire information from all of the above devices (a) to (g). It may acquire information from some of the above devices (a) to (g).

[0023] For example, in this embodiment, the relative distance between the vessel and other vessels or marine structures is required. This distance can be obtained from the LiDAR 14 or radar 14. This relative distance may also be obtained from the camera 16. The relative distance to other vessels may be obtained from the position of the vessel obtained from the GNSS receiver 10 and the position of the other vessel obtained from the AIS receiver 12. The relative distance to marine structures may also be obtained from the position of the vessel obtained from the GNSS receiver 10 and the position of the marine structure obtained from an electronic nautical chart. The relative distance may also be obtained by combining these. If the relative distance between the vessel and other vessels or marine structures is obtained only from the LiDAR 14 or radar 14, the AIS receiver 12 and electronic nautical chart may not be required. In either case, the information obtained by the input interface 4 must at least include the position information of the other vessels or marine structures (absolute position or position relative to the vessel).

[0024] In some embodiments, shape information (length or orientation) of other vessels is required. This shape information may be obtained from the camera 16, from the AIS receiver 12, or a combination of these. When there is no AIS transmitter to provide information about other vessels, such as in the case of small boats, shape information of other vessels is obtained from the camera 16.

[0025] The devices from which the input interface 4 acquires information are not limited to the above (a) to (g). The input interface 4 may acquire information about the ship itself and information about other ships or marine structures from other devices.

[0026] The memory 6 stores an electronic nautical chart. The computing unit 8 acquires information on the electronic nautical chart from the memory 6. This electronic nautical chart includes information on the offshore structure. In this embodiment, the information on the offshore structure includes the position, size, shape, and allowable wave height of the offshore structure. The allowable wave height is the maximum wave height that can be tolerated to ensure the safety of the offshore structure. The allowable wave height does not have to be included in the information on the offshore structure. Data on the electronic nautical chart is updated as needed via mobile communications or satellite communications.

[0027] Based on information from the input interface 4, the calculator 8 predicts the wave height at the location of other ships or marine structures of ship-generated waves that will be generated when the ship is sailing on its current course and at its current speed, and determines whether the predicted wave height exceeds an allowable value. If the allowable value is exceeded, the calculator 8 determines an altered course or altered speed to reduce the wave height. In this embodiment, the calculator 8 is composed of a processor and a program that operates the processor. The program is stored in the memory 6. Part or all of the calculator 8 may be composed of a dedicated circuit.

[0028] Fig. 2 shows the processing flow of the arithmetic unit 8. As shown in Fig. 2, this processing flow includes steps S1 to S8.

[0029] In step 1, the computing unit 8 receives information from the input interface 4. If information on the electronic nautical chart has been written to the memory 8, the computing unit 8 reads this information. Since the information from the input interface 4 is updated sequentially, the computing unit 8 continuously updates the information from the input interface 4.

[0030] In step 2, the computing unit 8 searches for objects that may be affected by ship-generated waves from the information received from the input interface 4. For example, the computing unit 8 searches for other ships or marine structures from images from the camera 16 or from information from the LiDAR 14 or radar 14. The computing unit 8 may also search for marine structures located within a predetermined distance from the vessel using information from an electronic nautical chart. The searched other ships or marine structures are determined to be "objects" that may be affected by ship-generated waves. In this embodiment, when there are multiple other ships or marine structures, the one closest to the vessel is determined to be the object. In another embodiment, the other ship that is most susceptible to the effect of ship-generated waves may be determined to be the object. For example, the smallest other ship may be determined to be the object. Multiple other ships or marine structures that may be affected by ship-generated waves may be determined to be the object. In this case, this process is performed for each object, and an appropriate course change or speed change is selected from the results.

[0031] In step 3, the result of the search for the object in step 2 is judged. If the object is present, step S4 is carried out, and if not, the process returns to step S1.

[0032] In step 4, the calculator 8 predicts the wave height of the ship-generated waves at the position of the other ship or marine structure that is the target. In this embodiment, the wave height at the position of the other ship or marine structure that is the target is predicted using the shortest distance between the ship and the target measured in a direction perpendicular to the direction of travel of the ship. Figure 3 shows the processing flow in step 4. In this embodiment, step 4 further includes the following steps 4-1) to 4-4).

[0033] Step 4-1): Identify the distance to the object The distance between the vessel and the target object is determined from information from the LiDAR 14 or radar 14. The distance between the vessel and the target object may also be determined from camera images taken from multiple different positions. When position information of other vessels is obtained from an AIS transmitter installed on the other vessel, the distance between the vessel and the other vessel may also be determined from the position of the vessel and the position of the other vessel. If the target object is a marine structure identified from an electronic chart, the distance may also be determined from the position of the vessel and the position of this marine structure.

[0034] Step 4-2): Identifying the direction of travel of the vessel relative to the target The direction of travel of the vessel (relative direction of travel) relative to the target vessel or marine structure is determined. For example, the relative direction of travel can be determined by measuring the distance and direction of the vessel relative to the vessel twice at a predetermined interval using LiDAR 14, radar 14, or camera 16. When information about the vessel is obtained from the vessel's AIS transmitter, the relative direction of travel may be determined from the vessel's own direction of travel and the vessel's true course obtained from information from the vessel's AIS receiver 12. When the target is stationary, the vessel's own direction of travel is the relative direction of travel.

[0035] Step 4-3): Calculate the shortest distance between the target object and your ship From the distance and relative direction of travel between the target and the vessel, the shortest distance Ss between the target and the vessel, measured perpendicular to the vessel's planned route line when the vessel is sailing on its current course and at its current speed, is calculated.

[0036] Step 4-4): Calculate the predicted value of the ship-generated wave height at the target location In this embodiment, when the ship is sailing at a speed VK, the following equation is used to predict the height H of ship-generated waves at a position a distance S away from the ship.

number

[0037] In step 5, the wave height (tolerance value) that the object can tolerate is set. In this embodiment, the method for setting the tolerance value differs depending on whether the object is another ship or another marine structure. If the object is an marine structure, a predetermined value of the allowable wave height is set as the tolerance value. If the object is an marine structure obtained from memory 6 and the allowable wave height is stored in memory 6, the allowable wave height is set as the tolerance value. If the allowable wave height is input from input device 17, the allowable wave height is set as the tolerance value. If the object is another ship, in this embodiment, the tolerance value is set based on the direction of the other ship relative to the direction of travel of the ship-generated waves. As an example, the tolerance value is set by the following steps 5-1) to 5-3).

[0038] Step 5-1): Identifying the direction of other ships The calculator 8 determines the direction of the other vessel (for example, the direction of fore and aft direction) from the image of the camera 16. When the other vessel is sailing, the direction of travel of the other vessel may be determined and used as the fore and aft direction. When information about the other vessel is obtained from the AIS transmitter of the other vessel, the direction of the other vessel may be determined from the heading of the other vessel obtained from information from the AIS receiver 12 of the own vessel.

[0039] Step 5-2): Identifying the direction of other ships relative to the direction of the ship-generated waves The calculator 8 determines the orientation of the other vessel relative to the traveling direction of the ship-borne wave when the other vessel and the own vessel are at the shortest distance Ss, assuming that the own vessel is sailing at the current speed and current course. This is shown in Figure 4. In Figure 4, the hatches on both sides of the own vessel 22 represent ship-borne waves. The darker the hatch, the higher the wave height of the ship-borne wave. The arrows indicate the traveling direction of the ship-borne wave. The ship-borne wave is assumed to travel perpendicular to the traveling direction of the own vessel 22. The calculator 8 determines the orientation of the other vessel 24 relative to the traveling direction of the ship-borne wave from the orientation of the other vessel 24 and the traveling direction of the ship-borne wave. Figure 4A shows an example in which the traveling direction of the ship-borne wave and the fore-and-aft direction of the other vessel 24 are perpendicular. Figures 4B and 4C show examples in which the traveling direction of the ship-borne wave and the fore-and-aft direction of the other vessel 24 are parallel.

[0040] Step 5-3): Setting tolerances The calculator 8 sets the tolerance value according to the orientation of the other ship 24 relative to the traveling direction of the ship-derived wave. In FIG. 4, the symbol θ represents the angle between the traveling direction of the ship-derived wave and the longitudinal direction of the other ship 24. In this embodiment, when the traveling direction of the ship-derived wave is perpendicular to the longitudinal direction of the other ship 24 (FIG. 4A), the tolerance value is set smaller than when the traveling direction of the ship-derived wave is parallel to the longitudinal direction of the other ship 24 (FIGS. 4B and 4C). When the angle θ when the ship-derived wave is received from the front is set to 0° and the angle θ when the ship-derived wave is received from the rear is set to 180°, in this embodiment, the tolerance value is set to continuously decrease as the angle θ approaches 0° from 0° to 90°, and the tolerance value is set to continuously increase as the angle θ approaches 90° from 180°. The tolerance value may be set to decrease in stages as the angle θ approaches 0° from 90°. The tolerance value may be set to increase in stages as the angle θ approaches 90° from 180°.

[0041] Different values ​​may be set as the allowable value depending on whether the other vessel 24 receives a ship-generated wave from the front or the rear. In this embodiment, the allowable value when the ship-generated wave is received from the front (FIG. 4B) is set to be larger than the allowable value when the ship-generated wave is received from the rear (FIG. 4C). In other words, the allowable value when the angle θ is 0° is set to be larger than the allowable value when the angle θ is 180°.

[0042] In step S6, the calculator 8 compares the predicted value HM of the wave height caused by the ship, calculated in step S4, with the allowable value set in step S5. If the predicted value HM exceeds the allowable value, step S7 is executed. If the predicted value HM is equal to or less than the allowable value, the process returns to step S1.

[0043] In step 7, a course change or a course change speed is calculated to reduce the wave height caused by the vessel at the target position. In step 8, the course change or course change speed to be output is determined. In this embodiment, the wave height caused by the vessel is reduced by changing the course while maintaining the speed. That is, in this embodiment, only the course change is calculated.

[0044] An example of the altered course is shown in Figure 5. In Figure 5, the dashed line Do represents the current planned course. The altered course can be determined, for example, by the following steps.

[0045] Step 7-1): Calculate the allowable distance from other vessels24 The calculator 8 calculates the minimum distance (allowable distance) required to keep the ship-driven wave height below the allowable value when the ship 22 is proceeding at the current speed. This is obtained by calculating the distance S in the above-mentioned equation (1) so that the ship-driven wave height HM becomes the allowable value. In Figure 5, the symbol sm represents the allowable distance.

[0046] Step 7-2): Deciding on a course change The calculator 8 determines a course that will result in the minimum distance between the vessel 22 and the other vessels 24 being the above-mentioned allowable distance sm. The dashed line Dn in Figure 5 is an example of this course. The calculator 8 determines this course as the altered course to be output. However, since the vessel 22 is subject to inertia while sailing, the vessel 22 cannot suddenly change direction. Even if the vessel 22 changes course to the maximum extent possible, there may be cases where the minimum distance between the vessel 22 and the other vessels 24 cannot be made the allowable distance sm. In this case, the calculator 8 predicts the course that would result if the vessel 22 were to change course to the maximum extent possible, and determines this as the altered course to be output.

[0047] In step 8, the result of the determination in step 7 is output. In this embodiment, information on the altered course is output. In this embodiment, the result can be output as either data for the display device 18 or data for the automatic driving device 20. The data for the display device 18 includes information on the progress of the ship-generated waves and the wave height of the ship-generated waves in addition to the altered course. When step 8 is completed, the process returns to step 1.

[0048] It should be noted that there is no end to the processing in the flow of Fig. 2. In this embodiment, the flow of the computing unit 8 ends due to interrupt processing, for example, when the ship 22 stops sailing.

[0049] FIG. 6 shows an application example of the present support device 2. FIG. 6A shows a ship-generated wave reduction support system 26 including the present support device 2 and a display device 18. The display device 18 displays information on the changed course or changed speed output by the support device 2. The display device 18 may further display information on the progress of ship-generated waves and the wave height of the ship-generated waves. FIG. 6B shows a ship 28 including the present support device 2 and an automatic driving device 20. The automatic driving device 20 performs automatic driving in accordance with the changed course or changed speed output by the support device 2.

[0050] The effects of this embodiment will be described below.

[0051] The support device 2 of this embodiment predicts the wave height of ship-generated waves generated by the ship 22 at the location of the other ship 24 or marine structure, and determines an altered course if this wave height exceeds an allowable value. By navigating according to this altered course, the ship 22 can reduce the wave height of ship-generated waves at the location of the other ship 24 or marine structure. This support device 2 can reduce the impact of ship-generated waves generated by the ship 22 on the other ship 24 or marine structure.

[0052] In this embodiment, the course change calculation is performed to reduce the impact of ship-generated waves on not only other ships 24 currently sailing, but also other moored ships 24 and marine structures. The support device 2 can also reduce the impact of ship-generated waves on other moored ships 24 and marine structures.

[0053] In this embodiment, the support device 2 identifies the orientation of the other ship 24 relative to the traveling direction of the ship-generated wave and sets a tolerance value corresponding to this orientation. The impact of the ship-generated wave differs depending on the orientation of the other ship 24 relative to the traveling direction of the ship-generated wave. By setting a tolerance value corresponding to this orientation, the support device 2 can more effectively suppress the impact of the ship-generated wave on the other ship 24.

[0054] In this embodiment, the allowable value is set smaller when the traveling direction of the ship-derived wave and the fore-and-aft direction of the other ship 24 are perpendicular than when they are parallel. When the ship-derived wave is a transverse wave relative to the other ship 24, it has a greater impact on the other ship 24 than when it is a longitudinal wave. By setting the allowable value smaller when the traveling direction of the ship-derived wave and the fore-and-aft direction of the other ship 24 are perpendicular than when they are parallel, the impact of the ship-derived wave on the other ship 24 can be reduced even when the ship-derived wave is a transverse wave.

[0055] In this embodiment, the allowable value is set to decrease continuously or stepwise as the angle θ between the traveling direction of the ship-generated wave and the fore-and-aft direction of the other ship 24 approaches 90° from 0°. The influence of the ship-generated wave increases as the angle θ approaches 90°. In this way, the influence of the ship-generated wave on the other ship 24 can be suppressed.

[0056] It is preferable that the tolerance value when another vessel 24 is subjected to a vessel-generated wave from behind be set smaller than the tolerance value when the vessel-generated wave is subjected to the wave from the front. When another vessel 24 is subjected to a vessel-generated wave from behind, the impact of the vessel-generated wave is greater than when the vessel is subjected to the wave from the front. In this way, the impact of the vessel-generated wave on the other vessel 24 can be reduced even when the vessel is subjected to the wave from behind.

[0057] In this embodiment, the support device 2 can output information about the changed course as data for the display device 18. Furthermore, the support device 2 can also output information for displaying the progress of ship-generated waves and the ship-generated wave height as data for the display device 18. The crew of the ship 22 can check this information on the display screen. This contributes to safe driving by the crew, taking into consideration the impact of ship-generated waves on other ships 24 or marine structures.

[0058] In this embodiment, the support device 2 can output information about the changed course as data for the automatic driving device 20. By using the information from the support device 2, safe automatic driving is realized, suppressing the impact of ship-generated waves on other ships 24 or marine structures.

[0059] [Another embodiment of the ship-driven wave height prediction] Another embodiment of "sailing wave height prediction" in step 4 of FIG. 2 will be described below. [Another embodiment 1] In step 4, the calculator 8 predicts the wave height of the ship-borne wave generated by the ship 22 at the position of the target. In this embodiment, the wave height of the ship-borne wave at the position where the ship-borne wave of the ship 22 is predicted to come into contact with the other ship 24 is predicted as the wave height at the position of the other ship 24 that is the target. In detail, assuming that the ship 22 and the other ship 24 are traveling at the current speed and current course, when the ship-borne wave of the ship 22 comes into contact with the other ship 24, the propagation distance of the ship-borne wave from when the ship-borne wave is generated to when the ship-borne wave comes into contact with the other ship 24 is predicted, and the wave height at the position of the other ship 24 is predicted based on this propagation distance. Figure 7 shows the processing flow of step 4a. In this embodiment, step 4 further includes the following steps 4a-1) to 4a-4).

[0060] Step 4a-1): Identifying the location of the object The position P1 (x1, y1) of the target object is determined from information from the LiDAR 14 or radar 14. The position P1 of the target object may also be determined from camera images taken from multiple different positions. When position information of the other ship 24 is obtained from an AIS transmitter installed on the other ship 24, the position P1 may also be determined from the information from the AIS transmitter. The coordinate axes representing this position P1 may be determined appropriately. For example, the current position P0 (x0, y0) of the ship 22 may be set as the origin, and the forward / backward direction of the ship 22 may be set as the x-axis and the lateral direction of the ship 22 may be set as the y-axis. It is sufficient if a unified coordinate axis is used in calculating the ship-generated wave height. In the following explanation, the forward / backward direction of the ship 22 is set as the x-axis to simplify the calculation formula. When the speed of the ship 22 is V, the velocity vector v0 representing the course and speed of the ship 22 is expressed by the following formula.

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[0061] Step 4a-2): Identifying the target's course and speed In this step, a velocity vector v1 representing the course and velocity of the target vessel 24 is identified.

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[0062] Step 4a-3): Calculation of propagation distance of ship-generated waves when contacting another vessel 24 In this step, the propagation distance Sr of a ship-borne wave from the generation of the ship-borne wave to the contact with the other ship 24 (ship-borne wave propagation distance Sr) is calculated from the position P0 and speed vector v0 of the ship 22 and the position P1 and speed vector v1 of the other ship 24, assuming that the ship 22 and the other ship 24 will continue to sail at the same speed and course. Below, an example of calculating the ship-borne wave propagation distance Sr is explained using Figures 8A and 8B.

[0063] FIG. 8A is an example showing the current vessel 22 and the other vessel 24. FIG. 8B shows a diagram of when the vessel 22's ship-generated wave comes into contact with the other vessel 24, assuming that both the vessel 22 and the other vessel 24 are sailing at their current speed and course. As shown in FIG. 8B, the ship-generated wave spreads behind the vessel 22, at an angle to the direction of travel. When this ship-generated wave and the other vessel 24 come into contact with each other at a position P q We are in contact with each other.

[0064] If the state of FIG. 8B is assumed to occur tm seconds from now, the position of the ship 22 will be P0+v0×tm. q The ship-generated wave colliding at is a wave generated by the ship 22 before tm seconds. The coordinate P q0

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[0065] Step 4a-4): Calculate the predicted wave height at the target location In this step, similar to step 4-4 above, the height H of the ship-generated wave is predicted using equation (1). The height H is calculated by substituting the distance S in equation (1) with the above-mentioned ship-generated wave propagation distance Sr.

[0066] In this embodiment, when a ship-generated wave of the ship 22 comes into contact with another ship 24, the propagation distance of the ship-generated wave from when the ship 22 comes into contact with the other ship 24 is predicted from the position, course, and speed of the ship 22 and the position, course, and speed of the other ship 24. The wave height at the position of the other ship 24 is predicted from this propagation distance. With this method, the wave height of the ship-generated wave at the position of the other ship 24 can be predicted with high accuracy even when the other ship 24 is moving.

[0067] In addition, when an embodiment is adopted in which the height H of the ship-borne wave is predicted from the ship-borne wave propagation distance Sr when the ship-borne wave of the ship 22 comes into contact with the other ship 24, processing based on the ship-borne wave propagation distance Sr is also adopted in the steps of "setting tolerance" and "determining changed route or changed speed" in Fig. 2. For example, the processing in the above-mentioned step 5-2, "The computer 8 determines the orientation of the other ship 24 with respect to the traveling direction of the ship-borne wave when the other ship 24 and the ship 22 are at the shortest distance Ss, assuming that the ship 22 is traveling at the current speed and current course," is changed to "The computer 8 determines the orientation of the other ship 24 with respect to the traveling direction of the ship-borne wave when the ship 22 comes into contact with the other ship 24, assuming that the ship 22 is traveling at the current speed and current course." The processing in step 7-2, "The computer 8 determines a course such that the minimum distance between the ship 22 and the other ship 24 is the above-mentioned allowable distance sm," is changed to "The computer 8 determines a course such that the ship-borne wave propagation distance Sr when the ship's ship 22 comes into contact with the other ship 24 is the above-mentioned allowable distance sm." Furthermore, the processing in step 7-2, "Even if the ship's ship 22 changes course to the maximum extent, there are cases where the minimum distance between the ship 22 and the other ship 24 cannot be made the allowable distance sm. In this case, the computer 8 predicts the course when the ship 22 changes course to the maximum extent and determines this as the changed course to be output." is changed to "Even if the ship 22 changes course to the maximum extent, there are cases where the ship-borne wave propagation distance Sr when the ship's ship 22 comes into contact with the other ship 24 cannot be made the allowable distance sm. In this case, the computer 8 predicts the course when the ship 22 changes course to the maximum extent and determines this as the changed course to be output."

[0068] [Another embodiment for setting the reference value] Another embodiment of "Tolerance Setting" in step 5 of FIG. 2 will be described below.

[0069] [Another embodiment 2] In this embodiment, when the object is another ship 24, the tolerance is set based on the length of the other ship 24. In this embodiment, step 5 includes the following steps 5a-1) and 5a-2).

[0070] Step 5a-1): Identify the length of the other vessel 24 The calculator 8 determines the length of the other ship 24 from the image from the camera 16 and the information from the LiDAR 14 or radar 14. For example, the calculator 8 calculates the length of the other ship 24 from the length and orientation of the other ship 24 in the image from the camera 16 and the distance between the own ship 22 and the other ship 24 obtained from the LiDAR 14 or radar 14. The orientation and length of the other ship 24 may be determined from camera images taken from multiple different positions. If the other ship has an AIS transmitter, the length of the other ship 24 may be determined from information from the AIS receiver 12 of the own ship that received the AIS signal.

[0071] Step 5a-2): Setting tolerances The calculator 8 sets the allowable value corresponding to the length of the other vessel 24. This is shown in Figure 9. The length of the other vessel 24 in Figure 9B is shorter than the length of the other vessel 24 in Figure 9A. In the case of Figure 9B, the allowable value is set to a smaller value than in the case of Figure 9A. In this embodiment, the allowable value is set to a continuously smaller value as the length of the other vessel 24 becomes shorter. The allowable value may also be set to a stepwise smaller value as the length of the other vessel 24 becomes shorter.

[0072] In this embodiment, as described above, the allowable value is set to a smaller value continuously or in stages as the length of the other vessel 24 becomes shorter. Small other vessels 24 are easily affected by ship-generated waves. By setting the allowable value in this manner, the effect of ship-generated waves on small other vessels 24 is also suppressed.

[0073] [Another embodiment 3] In yet another embodiment of "Setting a Tolerance Value" in step 5 of Figure 2, the calculator 8 sets a tolerance value based on both the orientation and length of the other vessel 24. In this embodiment, step 5 includes the following steps 5b-1) to 5b-4). Step 5b-1): Identifying the direction of other vessels 24 Step 5b-2): Identifying the direction of other vessels 24 relative to the direction of the ship-generated waves Step 5b-3): Identifying the length of the other vessel 24 Step 5b-4): Setting tolerances

[0074] Steps 5b-1) and 5b-2) are the same as Steps 5-1) and 5-2) described above, respectively. Step 5b-3) is the same as Step 5a-1) described above. In Step 5b-4), the allowable value is set to be smaller continuously or in stages as the angle θ between the traveling direction of the ship-generated wave and the fore-and-aft direction of the other ship 24 approaches 90° from 0° and as the length of the other ship 24 becomes shorter.

[0075] [Another embodiment 4] In yet another embodiment of "Setting the Tolerance Value" in step 5 of Figure 2, the tolerance value for other vessels 24 is set to a predetermined value. The calculator 8 reads this value from, for example, the memory 6 and sets it as the tolerance value. The calculator 8 sets a value input from, for example, the input unit 17 as the tolerance value.

[0076] Other embodiments for determining course or speed changes Another embodiment of the process in step 7 of FIG. 2 will be described below.

[0077] [Another embodiment 5] In another embodiment of step 7 in Fig. 2, if the target is another vessel 24, the current course is maintained while the speed is changed in order to reduce the height of the waves generated at the location of the target. That is, in this embodiment, only the changed speed to be output is determined.

[0078] Figure 10 shows an example of reducing ship-generated wave height by changing speed. In Figure 10, the dashed line Do represents the current planned course. The ship 22 is decelerating to achieve the changed speed. In Figure 10, the width of the hatches on both sides of the ship 22 gradually decreases as the ship 22 advances. This indicates that the height of ship-generated waves gradually decreases as the ship 22 decelerates. The changed speed can be calculated, for example, by the following steps.

[0079] Step 7a-1): Calculate the target speed The calculator 8 calculates the upper limit of the speed when the ship 22 is proceeding on the current course, so that the ship-driven wave height is below the allowable value. For this calculation, the shortest distance Ss (see Figure 10) between the ship 22 and the object calculated in step 4-3) above is used. The upper limit of the speed is obtained by calculating the speed VK in the above equation (1) so that the distance S is the shortest distance Ss and the ship-driven wave height HM is the allowable value. The speed obtained in this way is called the upper limit speed VM.

[0080] Step 7a-2): Determine the rate of change The calculator 8 determines the upper limit speed VM as the change speed to be output. However, since inertia acts on the ship 22 while it is sailing, there may be cases where it is not possible to decelerate to the upper limit speed VM even if it is decelerated to the maximum. In this case, the calculator 8 sets the predicted value of the speed at the time of maximum deceleration as the change speed.

[0081] In this embodiment, the support device 2 predicts the wave height of ship-generated waves generated by the ship 22 at the location of the other ship 24 or marine structure, and if this wave height exceeds an allowable value, calculates an altered speed. By sailing at this altered speed, the ship 22 can reduce the wave height of ship-generated waves at the location of the other ship 24 or marine structure. This support device 2 can reduce the impact of ship-generated waves generated by the ship 22 on the other ship 24 or marine structure.

[0082] In addition, when an embodiment is adopted in which the height H of the ship-borne wave is predicted from the ship-borne wave propagation distance Sr when the ship-borne wave of the ship 22 comes into contact with another ship 24, in step 7a-1), the upper limit value of the speed is obtained by calculating the speed VK in the above-mentioned equation (1) so that the distance S is the ship-borne wave propagation distance Sr and the ship-borne wave height HM is an allowable value.

[0083] [Another embodiment 6] In yet another embodiment of step 7 in FIG. 2, at least one of the course or speed is changed to reduce the wave height caused by the ship's navigation at the position of the target object. In this embodiment, if the wave height can be reduced to a tolerable value or less by changing the course alone, this course is designated as the altered course. If the wave height cannot be reduced to a tolerable value or less by changing the course alone, an altered course and altered speed are determined so that the wave height is reduced to the maximum extent by changing the course and further reduced by changing the speed. FIG. 11A shows the flow of this process. FIG. 11B shows an example of the results of this process. As shown in FIG. 11A, this process includes steps 7b-1) to 7b-5).

[0084] Step 7b-1): Calculate the allowable distance This step is the same as the above-mentioned step 7-1. That is, the calculator 8 calculates the minimum distance (allowable distance sm) required to keep the ship-driven wave height below the allowable value when the ship 22 proceeds at the current speed.

[0085] Step 7b-2): Determine whether the altered course will keep the wave height under the allowable limit In this step, the calculator 8 determines whether the minimum distance between the ship 22 and the other ship 24 can be made equal to or greater than the allowable distance sm when the course is changed to the maximum extent, thereby determining whether the wave height caused by the ship's navigation can be made equal to or less than the allowable value by changing the course alone. If it is determined that this is not possible, step 7b-3 is executed. If it is determined that this is possible, step 7b-5 is executed.

[0086] Step 7b-3): First course change decision In this step, the calculator 8 determines, as the altered course to be output, a course (first course) that passes the vessel 22 as far away as possible from the other vessel 24. The dashed arrow Dm in Fig. 11B represents an example of the determined altered course. As shown in Fig. 11B, on the altered course Dm, the distance between the vessel 22 and the other vessel 24 is shorter than the allowable distance sm.

[0087] Step 7b-4): Determine the rate of change In this step, the calculator 8 calculates the change speed to further reduce the ship-driven wave height. In this process, the same processes as in steps 7a-1) and 7a-2) described above are executed, assuming that the ship 22 is sailing on the above-mentioned course Dm. In Fig. 11B, the width of the hatches on both sides of the ship 22 narrows as the ship 22 advances. This indicates that the ship 22 is decelerating to the change speed.

[0088] Step 7b-5): Second Alternate Course Determination In this step, the calculator 8 determines, as the altered course to be output, the course (second course) where the minimum distance between the vessel 22 and the other vessel 24 is the above-mentioned allowable distance sm.

[0089] In this embodiment, when the ship-generated wave height cannot be reduced to the allowable value by simply changing the course, an altered course and altered speed are determined so that the wave height is reduced as much as possible by changing the course and further reduced by reducing the speed. By navigating in accordance with this altered course and altered speed, the ship 22 can further reduce the wave height of ship-generated waves at the location of the other ship 24 or the offshore structure. In this embodiment, the impact of ship-generated waves on the other ship 24 or the offshore structure can be reduced while minimizing the reduction in speed.

[0090] In addition, when an embodiment is adopted in which the height H of the ship-borne wave is predicted from the ship-borne wave propagation distance Sr when the ship-borne wave of the ship 22 comes into contact with another ship 24, in steps 7b-1) and 7b-5), the ship-borne wave propagation distance Sr when the ship-borne wave of the ship 22 comes into contact with another ship 24 is used instead of the ``minimum distance between the ship 22 and the other ship 24.''

[0091] [Another embodiment 7] In yet another embodiment of step 7 in Fig. 2, at least one of the course or speed is changed to reduce the wave height caused by the vessel's navigation at the position of the target object. In this flow, if the wave height can be reduced to a tolerable value or less by changing the speed alone, this speed is set as the changed speed. If the wave height cannot be reduced to a tolerable value or less by changing the speed alone, an changed course and changed speed are determined so that the wave height is reduced to the maximum extent by changing the speed and further reduced by changing the course.

[0092] In this embodiment, the ship 22 can reduce the wave height of ship-generated waves at the location of the other ship 24 or the offshore structure by navigating according to the changed course and changed speed. In this embodiment, the impact of ship-generated waves on the other ship 24 or the offshore structure can be reduced while minimizing course changes.

[0093] [Another embodiment 8] In yet another embodiment of step 7 in Fig. 2, the fastest predicted arrival time when the underwater wave height is reduced to a reference value or less by simply changing the course is compared with the fastest predicted arrival time when the underwater wave height is reduced to a reference value or less by simply changing the speed, and either the changed course or the changed speed is determined so as to achieve the earlier one. Fig. 12A shows the flow of this process. Fig. 12B is a schematic diagram explaining this process. As shown in Fig. 12A, this process includes steps 7c-1) to 7c-5).

[0094] Step 7c-1): Calculate the first arrival time Ta1 In this step, the calculator 8 calculates the fastest predicted arrival time (first arrival time Ta1) at the "destination point 30" when the wave height of ship-generated waves is reduced to below the allowable value by simply changing the course. When the wave height of ship-generated waves is reduced to below the allowable value by simply changing the course, the fastest course is the course (arrow Dn in Figure 12B) where the minimum distance between the ship 22 and the other ships 24 is the above-mentioned allowable distance sm. The course Dn is a course that returns to the current planned course (arrow Do in Figure 12B) at the fastest speed once it passes the point where the minimum distance between the ship 22 and the other ships 24 is the allowable distance sm. The "destination point 30" can be anywhere after this changed course Dn meets the current planned course Do, but in the example of Figure 12B, the point where they meet is set to "destination point 30." The calculator 8 calculates the "elapsed time" by dividing the distance to the destination point 30 on the course Dn by the current speed, and calculates the first arrival time Ta1 by adding this to the current time.

[0095] Step 7c-2): Calculate the second arrival time Ta2 In this step, the calculator 8 calculates the fastest predicted arrival time (second arrival time Ta2) at the destination point 30 when the wave height of the ship-generated waves is reduced to below the allowable value by changing the speed alone. In this step, as in the above-mentioned step 7a-1), the upper limit speed VM is calculated so that the ship-generated wave height HM is at the allowable value. When the ship 22 passes the position where the distance to the other ship 24 is smallest, it increases its speed until it returns to the current speed. The calculator 8 estimates the average speed Va from the current position to the destination point 30. For example, Va may be simply the average speed value between the current speed and the upper limit speed VM. The calculator 8 calculates the "elapsed time" by dividing the distance to the destination point 30 on the planned course Do by the average speed Va. By adding this to the current time, the second arrival time Ta2 is obtained.

[0096] Step 7c-3): Compare the first arrival time Ta1 with the second arrival time Ta2 In this step, the calculator 8 compares the first arrival time Ta1 with the second arrival time Ta2. If the first arrival time Ta1 is equal to or earlier than the second arrival time Ta2, step 7c-4) is executed. If the first arrival time Ta1 is later than the second arrival time Ta2, step 7c-5) is executed.

[0097] Step 7c-4): Deciding on alternate course In this step, the course (course Dn in Figure 12B) that will result in the fastest arrival time when the wave height of ship-generated waves is reduced to or below the allowable value by course change alone is determined as the changed course to be output.

[0098] Step 7c-5): Determine the output change rate In this step, when the wave height of the ship-generated waves can be reduced to or below the allowable value by changing the speed alone, the speed at which the arrival time is fastest (upper limit speed VM) is determined as the changed speed to be output.

[0099] In this embodiment, the support device 2 determines either the altered course or the altered speed so as to realize the earlier of the arrival time when the ship-generated wave height is reduced to a reference value or less by changing the course alone, or the arrival time when the ship-generated wave height is reduced to a reference value or less by changing the speed alone. By navigating according to this altered course or altered speed, the ship 22 can reduce the wave height of ship-generated waves at the location of the other ship 24 or the offshore structure while minimizing the delay in the arrival time.

[0100] In addition, when an embodiment is adopted in which the height H of the ship-borne wave is predicted from the ship-borne wave propagation distance Sr when the ship-borne wave of the ship 22 comes into contact with another ship 24, the ship-borne wave propagation distance Sr when the ship-borne wave of the ship 22 comes into contact with another ship 24 is used instead of the ``minimum distance between the ship 22 and the other ship 24.''

[0101] [Another embodiment 9] In yet another embodiment of step 7 of Figure 2, in addition to "when the wave height of the ship-generated waves is reduced to below the allowable value by changing the course alone" and "when the wave height of the ship-generated waves is reduced to below the allowable value by changing the speed alone," the changed course or changed speed is determined so as to arrive at the destination point 30 as quickly as possible, taking into consideration also "when the wave height of the ship-generated waves is reduced to below the allowable value by a combination of changing the course and changing the speed."

[0102] Figure 13 is a diagram illustrating this processing. In Figure 13, arrow Do represents the planned course, as in Figure 12B. This is the course when the vessel-borne wave height is brought to the allowable value by changing the speed alone. In Figure 13, arrow Dn represents the course when the vessel-borne wave height is brought to the allowable value by changing the course alone, as in Figure 12B. Arrow Dm represents the course when the vessel-borne wave height is brought to the allowable value by a combination of changing the course and changing the speed. The speed at this time is faster than when sailing on course Do and slower than when sailing on course Dn. For example, the calculator 8 sets the minimum value of the distance between the vessel 22 and the other vessel 24 on course Dm to xm (Ss ≦ xm ≦ sm) (see Figure 13), and calculates the distance xm at which the arrival time Tx is earliest. The altered course or altered speed is determined from the course and speed at this time.

[0103] In this embodiment, the altered course or altered speed is determined, including a combination of altered course and altered speed, so as to make the arrival time the earliest possible while keeping the ship-generated wave height within the allowable range. By navigating according to this altered course or altered speed, the ship 22 can reduce the wave height of ship-generated waves at the location of the other ship 24 or the offshore structure while minimizing delays in the arrival time.

[0104] In addition, when an embodiment is adopted in which the height H of the ship-borne wave is predicted from the ship-borne wave propagation distance Sr when the ship-borne wave of the ship 22 comes into contact with another ship 24, the ship-borne wave propagation distance Sr when the ship-borne wave of the ship 22 comes into contact with another ship 24 is used instead of the ``minimum distance between the ship 22 and the other ship 24.''

[0105] [Another embodiment 10] In yet another embodiment of step 7 in Fig. 2, a course or speed change is determined so as to minimize fuel consumption, which can be achieved, for example, by previously acquiring data on the relationship between speed changes and fuel consumption.

[0106] As explained above, this support device can reduce the impact of ship-generated waves on other ships and marine structures, clearly demonstrating the superiority of this support device.

[0107] The functions of the computing units disclosed herein can be performed using circuits or processing circuits, including general-purpose processors, special-purpose processors, integrated circuits, application-specific integrated circuits (ASICs), conventional circuits, and / or combinations thereof, configured or programmed to perform the disclosed functions. A processor is considered a processing circuit or circuit because it includes transistors and other circuitry. In this disclosure, a circuit, unit, or means is hardware that performs the recited functions or hardware that is programmed to perform the recited functions. The hardware may be hardware disclosed herein or other known hardware that is programmed or configured to perform the recited functions. Where the hardware is a processor, which is considered a type of circuit, the circuit, means, or unit is a combination of hardware and software, and the software is used to configure the hardware and / or processor.

[0108] [Disclosure items] The following items are disclosures of preferred embodiments.

[0109] [Item 1] A ship-generated wave reduction support device mounted on a ship, an input interface for acquiring information about the ship and information about other ships or marine structures around the ship; a computing unit to which the information is input from the input interface; Equipped with The computing unit, based on the input information, predicting the wave height of ship-generated waves generated when the ship navigates on a current course and at a current speed at the position of the other ship or the marine structure; Determine whether the predicted wave height exceeds an allowable value; When the allowable value is exceeded, a course change or a speed change is calculated, and information on the course change or the speed change is output. Ship wave reduction support device.

[0110] This reduces the wave height of ship-generated waves at the location of other ships or marine structures, thereby reducing the impact of ship-generated waves on other ships or marine structures.

[0111] [Item 2] Item 2. A ship-generated wave reduction support device according to item 1, wherein the information input to the computing unit includes at least information on the position of the other ship or the marine structure.

[0112] [Item 3] 3. A ship-generated wave reduction support device as described in item 1 or 2, wherein the information input to the computing unit is information about other ships that are sailing or moored, obtained by the input interface.

[0113] This reduces the impact of ship-generated waves not only on other ships at sea but also on other moored ships.

[0114] [Item 4] the information input to the computing unit includes information for obtaining the position, course, and speed of the other vessel; Item 3. A ship-generated wave reduction support device as described in Item 3, wherein the calculator predicts the wave height at the position where the ship-generated wave will come into contact with the other ship based on the position, course, and speed of the ship and the position, course, and speed of the other ship.

[0115] This makes it possible to accurately predict the effect of ship-generated waves on other ships, even when the other ships are sailing.

[0116] [Item 5] the information input to the calculator includes information for obtaining the direction of the other vessel; The computing unit Identifying the direction of the other vessel relative to the traveling direction of the ship-generated wave based on the information for determining the direction; 4. The ship-generated wave reduction assistance device according to item 3, further comprising: setting the allowable value corresponding to the direction.

[0117] This allows an appropriate tolerance to be set taking into account the orientation of other ships relative to the direction of the ship-generated waves, ensuring the safety of other ships against ship-generated waves.

[0118] [Item 6] Item 5. A ship-generated wave reduction support device according to item 5, wherein the allowable value when the direction of travel of the ship-generated wave and the longitudinal direction of the other ship are perpendicular is set to a value smaller than the allowable value when the direction of travel of the ship-generated wave and the longitudinal direction of the other ship are parallel.

[0119] This reduces the impact of ship-generated waves on other ships, even when the direction of the ship-generated waves is perpendicular to the fore-and-aft direction of the other ship, forming a "transverse wave."

[0120] [Item 7] The information input to the calculator includes information for obtaining the size of the other vessel, The computing unit determining the length of the other vessel based on sag information to obtain the size of the other vessel; 7. The ship-generated wave reduction assistance device according to any one of items 3 to 6, further comprising: setting the allowable value corresponding to the length.

[0121] This allows an appropriate tolerance to be set taking into account the length of other ships, ensuring the safety of other ships against ship-generated waves.

[0122] [Item 8] 8. A ship-generated wave reduction support device as described in item 7, wherein the allowable value is set to a smaller value continuously or in stages as the length of the identified other ship becomes shorter.

[0123] This reduces the impact of ship-generated waves on other ships that are shorter in length.

[0124] [Item 9] When calculating the changed course or changed speed, the calculator determining whether it is possible to reduce the wave height of the ship-generated waves to the allowable value or less by simply changing the course; If it is determined that it is possible, the altered course is determined so that the wave height is reduced to or below the allowable value by simply changing the course; A ship-generated wave reduction support device according to any one of items 1 to 8, which, when it is determined that this is not possible, determines the changed course and the changed speed so as to reduce the wave height to the maximum extent by changing the course and further reduce the wave height by changing the speed.

[0125] This allows the height of ship-generated waves to be reduced by simultaneously changing speed, even when course changes alone are not sufficient to keep the ship-generated wave height below the standard value. This reduces the impact of ship-generated waves on other ships or offshore structures while minimizing speed reductions.

[0126] [Item 10] the first arrival time is the fastest predicted arrival time at the destination when the wave height of the ship's wake is reduced to the allowable value or less by simply changing the course; When the second arrival time is the fastest predicted arrival time at the destination point when the wave height of the ship's generated waves is reduced to or below the allowable value by changing only the speed, When calculating the changed course or changed speed, the calculator calculating the first arrival time and the second arrival time; When the first arrival time is the same as or earlier than the second arrival time, a course that achieves the first arrival time is set as the changed course; 9. The ship-generated wave reduction assistance device according to any one of items 1 to 8, wherein when the second arrival time is earlier than the first arrival time, the speed that realizes the second arrival time is set as the changed speed.

[0127] This allows the height of ship-generated waves at the location of other ships or marine structures to be reduced while minimizing delays in arrival time by simply changing course or speed.

[0128] [Item 11] When calculating the changed course or changed speed, the calculator A ship-generated wave reduction support device according to any one of items 1 to 8, wherein the changed course or the changed speed is the course or the speed or the combination thereof that results in the earliest arrival time at the destination among the cases where the wave height of the ship-generated waves is reduced to the allowable value or less by changing the course alone, where the wave height of the ship-generated waves is reduced to the allowable value or less by changing the speed alone, and where the wave height of the ship-generated waves is reduced to the allowable value or less by a combination of changing the course and changing the speed.

[0129] This allows the height of ship-generated waves at the location of other ships or marine structures to be reduced while minimizing delays in arrival time, not only when course changes or speed changes are made alone, but also when course changes and / or speed changes are combined.

[0130] [Item 12] 12. The ship-generated wave reduction support device according to any one of items 1 to 11, wherein the computing unit outputs data for a display device that displays information about the changed course or changed speed.

[0131] This allows the crew of the vessel to easily confirm the course or speed change required to keep the traveling wave height below the reference value.

[0132] [Item 13] 13. A ship-generated wave reduction support device according to any one of items 1 to 12, wherein the computing unit outputs data for an automatic driving device that performs driving based on the information on the changed course or changed speed.

[0133] This will enable ships equipped with autonomous driving functions to operate autonomously while minimizing the impact of ship-generated waves on other ships and marine structures.

[0134] [Item 14] A ship-generated wave reduction support system comprising the ship-generated wave reduction support device according to item 12 and a display device that displays information on the changed course or changed speed.

[0135] This allows the crew of the vessel to easily confirm the course or speed change required to keep the traveling wave height below the reference value.

[0136] [Item 15] A ship comprising the ship-generated wave reduction support device according to item 13 and an automatic driving device that automatically drives the ship based on the information on the changed course or changed speed.

[0137] This enables automatic operation while minimizing the impact of ship waves on other ships and marine structures.

[0138] [Item 16] A program for operating a processor installed on a ship, Based on information about the ship and information about other ships or marine structures around the ship, A process of predicting the wave height at the position of the other ship or the marine structure of ship-generated waves generated when the ship navigates on a current course and at a current speed; A process of determining whether the predicted wave height exceeds an allowable value; a process of determining a course change or a speed change when the allowable value is exceeded, and outputting information about the course change or the speed change; A program for assisting in reducing ship-generated waves, which causes the processor to execute the above steps.

[0139] [Item 17] A ship-generated wave reduction support method used when a ship is navigating, comprising: Based on information about the ship and information about other ships or marine structures around the ship, predicting the wave height of ship-generated waves generated when the ship navigates on a current course and at a current speed at the position of the other ship or the marine structure; Determine whether the predicted wave height exceeds an allowable value; When the allowable value is exceeded, a course change or a speed change is calculated, and information on the course change or the speed change is output. A method for assisting in reducing ship-generated waves. [Explanation of symbols]

[0140] 2. Ship-generated wave reduction support device 4. Input interface 6...Memory 8... Arithmetic unit 10. GNSS receiver 12. AIS transmitting equipment 13. Gyrocompass 14 LiDAR, radar 15. Steering equipment 16. Camera 17 Input device 18...Display device 20. Automatic driving device 22...own ship 24...Other ships 26. Ship Wave Reduction Support System 28...ship 30...destination point

Claims

1. A ship-generated wave reduction support device mounted on a ship, an input interface for acquiring information about the ship and information about other ships or marine structures around the ship; a computing unit to which the information is input from the input interface; Equipped with The computing unit, based on the input information, predicting the wave height of ship-generated waves generated when the ship navigates on a current course and at a current speed at the position of the other ship or the marine structure; Determine whether the predicted wave height exceeds an allowable value; When the allowable value is exceeded, a course change or a speed change is calculated, and information on the course change or the speed change is output. Ship wave reduction support device.

2. The ship-generated wave reduction assistance device according to claim 1 , wherein the information input to the computing unit includes at least information on the position of the other ship or the marine structure.

3. 3. The ship-generated wave reduction support device according to claim 1, wherein the information input to the computing unit is information on other ships currently sailing or moored, acquired by the input interface.

4. the information input to the computing unit includes information for obtaining the position, course, and speed of the other vessel; 4. A ship-generated wave reduction support device as described in claim 3, wherein the calculator predicts the wave height at the position where the ship-generated wave comes into contact with the other ship based on the position, course, and speed of the ship and the position, course, and speed of the other ship.

5. the information input to the calculator includes information for obtaining the direction of the other vessel; The computing unit Identifying the direction of the other vessel relative to the traveling direction of the ship-generated wave based on the information for determining the direction; The ship-generated wave reduction assistance device according to claim 3 , further comprising: setting the allowable value corresponding to the direction.

6. A ship-generated wave reduction support device as described in claim 5, wherein the allowable value when the direction of travel of the ship-generated wave and the fore-and-aft direction of the other ship are perpendicular is set to a value smaller than the allowable value when the direction of travel of the ship-generated wave and the fore-and-aft direction of the other ship are parallel.

7. The information input to the calculator includes information for obtaining the size of the other vessel, The computing unit determining the length of the other vessel based on sag information to obtain the size of the other vessel; The ship-generated wave reduction assistance device according to claim 3 , further comprising: setting the allowable value corresponding to the length.

8. The ship-generated wave reduction assistance device according to claim 7 , wherein the allowable value is set to a smaller value continuously or in stages as the length of the identified other ship becomes shorter.

9. When calculating the changed course or changed speed, the calculator determining whether it is possible to reduce the wave height of the ship-generated waves to the allowable value or less by simply changing the course; If it is determined that it is possible, the altered course is determined so that the wave height is reduced to or below the allowable value by simply changing the course; 3. A ship-generated wave reduction support device as described in claim 1 or 2, wherein when it is determined that this is not possible, the changed course and the changed speed are determined so as to reduce the wave height as much as possible by changing the course and to further reduce the wave height by changing the speed.

10. a first arrival time is the fastest predicted arrival time at the destination point when the wave height of the ship-generated waves is reduced to the allowable value or less by simply changing the course; when the second arrival time is the fastest predicted arrival time at the destination point when the wave height of the ship-generated waves is reduced to or below the allowable value by only changing the speed, When calculating the changed course or changed speed, the calculator calculating the first arrival time and the second arrival time; When the first arrival time is the same as or earlier than the second arrival time, a course that achieves the first arrival time is set as the changed course; The ship-generated wave reduction assistance device according to claim 1 or 2, wherein when the second arrival time is earlier than the first arrival time, the speed at which the second arrival time is achieved is set as the changed speed.

11. When calculating the changed course or changed speed, the calculator 3. A ship-generated wave reduction support device as described in claim 1 or 2, wherein the changed course or the changed speed is the course, speed, or combination thereof that results in the earliest arrival time at the destination point among the cases where the wave height of the ship-generated waves is reduced to below the allowable value by changing the course alone, where the wave height of the ship-generated waves is reduced to below the allowable value by changing the speed alone, and where the wave height of the ship-generated waves is reduced to below the allowable value by changing the course in combination with changing the speed.

12. The ship-generated wave reduction assistance device according to claim 1 or 2, wherein the computing unit outputs data for a display device that displays information about the changed course or the changed speed.

13. The ship-generated wave reduction support device according to claim 1 or 2, wherein the computing unit outputs data for an automatic driving device that performs driving based on the information on the changed course or changed speed.

14. A ship-generated wave reduction assistance system comprising: the ship-generated wave reduction assistance device according to claim 12; and a display device that displays information about the changed course or the changed speed.

15. A ship comprising: the ship-generated wave reduction support device according to claim 13; and an automatic driving device that automatically drives the ship based on the information on the changed course or changed speed.

16. A program for operating a processor installed on a ship, Based on information about the ship and information about other ships or marine structures around the ship, A process of predicting the wave height at the position of the other ship or the marine structure of ship-generated waves generated when the ship navigates on a current course and at a current speed; A process of determining whether the predicted wave height exceeds an allowable value; a process of determining a course change or a speed change when the allowable value is exceeded, and outputting information about the course change or the speed change; A program for assisting in reducing ship-generated waves, which causes the processor to execute the above steps.

17. A method for assisting in reducing ship-generated waves, the method being executed by a computing unit of a ship-generated wave reduction assistance device mounted on a ship, comprising: Based on information about the ship and information about other ships or marine structures around the ship, predicting the wave height of ship-generated waves generated when the ship navigates on a current course and at a current speed at the position of the other ship or the marine structure; Determine whether the predicted wave height exceeds an allowable value; When the allowable value is exceeded, a course change or a speed change is calculated, and information on the course change or the speed change is output. A method for assisting in reducing ship-generated waves.

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