Docking evaluation display system and docking evaluation display method

Abstract

This ship-landing evaluation display system comprises a display unit for displaying a ship-landing evaluation map relating to the possibility of an aircraft landing on a ship, and a control unit for generating the ship-landing evaluation map and causing the same to be displayed by the display unit, wherein the ship-landing evaluation map is a map in which circumferential directions of concentric circles centered on the ship are taken as wave orientations, and radial directions centered on the ship are taken as ship speeds, and the control unit executes: a step for acquiring, in a prescribed external environment, an evaluation result in which the ship speed, the wave orientation, and an evaluation relating to the possibility of landing on the ship are associated with one another, and generating the ship-landing evaluation map on the basis of the acquired evaluation result; and a step for displaying the ship-landing evaluation map on the display unit.

Description

Technical Field

[0001] The present disclosure relates to a ship landing evaluation display system and a ship landing evaluation display method.

Background Art

[0002] Conventionally, technologies for guiding a vertical takeoff and landing aircraft to a landing target point are known. For example, Patent Document 1 discloses an automatic landing system that calculates the positional relationship between a takeoff / landing target and an aircraft based on an image of the takeoff / landing target acquired by an imaging device mounted on the aircraft, and controls the takeoff / landing of the aircraft based on the calculation result.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] By the way, when automatically guiding an aircraft such as a vertical takeoff and landing aircraft to a landing target point, it is necessary to evaluate whether the aircraft has the performance to land. When performing such an evaluation, an InFlight Performance Monitor (IFPM) that diagnoses failures in the drive system and control system of the aircraft is used.

[0005] A pilot operating the aircraft determines whether the aircraft can land on a ship based on both the failure diagnosis result diagnosed by the IFPM and the response of the airframe to steering. However, since the possibility of landing depends on the pilot's judgment, it is difficult to easily determine the landing of the aircraft.

[0006] Therefore, the purpose of this disclosure is to provide a docking evaluation display system and a docking evaluation display method that can easily determine whether or not docking is possible by visual inspection. [Means for solving the problem]

[0007] The docking evaluation display system of the present disclosure comprises a display unit that displays a docking evaluation map regarding the feasibility of an aircraft docking onto a vessel, and a control unit that generates the docking evaluation map and displays it on the display unit, wherein the docking evaluation map is a map in which the circumferential direction of concentric circles centered on the vessel represents the wave direction and the radial direction centered on the vessel represents the vessel speed, and the control unit performs the steps of acquiring an evaluation result that associates the vessel speed and the wave direction with an evaluation regarding the feasibility of docking in a predetermined external environment, generating the docking evaluation map based on the acquired evaluation result, and displaying the docking evaluation map on the display unit.

[0008] The docking evaluation display method of this disclosure is a docking evaluation display method performed in a docking evaluation display system that displays a docking evaluation map regarding the feasibility of an aircraft docking onto a vessel on a display unit, wherein the docking evaluation map is a map in which the circumferential direction of concentric circles centered on the vessel is the wave direction and the radial direction centered on the vessel is the vessel speed, and the method performs the steps of: obtaining an evaluation result that associates the vessel speed and the wave direction with an evaluation regarding the feasibility of docking in a predetermined external environment; generating the docking evaluation map based on the obtained evaluation result; and displaying the docking evaluation map on the display unit. [Effects of the Invention]

[0009] According to this disclosure, it is possible to easily determine whether or not a vessel can dock by visual inspection. [Brief explanation of the drawing]

[0010] [Figure 1] Figure 1 is a schematic diagram showing an example of an aircraft landing evaluation display system according to Embodiment 1. [Figure 2]Figure 2 is an explanatory diagram regarding the docking evaluation map. [Figure 3] Figure 3 is an explanatory diagram relating to the aircraft landing evaluation display control according to Embodiment 1. [Figure 4] Figure 4 is a flowchart showing the method for displaying the landing evaluation of an aircraft according to Embodiment 1. [Figure 5] Figure 5 is a schematic diagram showing an example of an aircraft landing evaluation display system according to Embodiment 2. [Figure 6] Figure 6 is a flowchart showing the method for displaying the landing evaluation of an aircraft according to Embodiment 2. [Modes for carrying out the invention]

[0011] Embodiments relating to this disclosure will be described in detail below with reference to the drawings. However, these embodiments do not limit this disclosure. Furthermore, some components in the embodiments described below are substituted or substantially identical to those easily substituted by those skilled in the art. Moreover, the components described below can be combined as appropriate, and if there are multiple embodiments, each embodiment can be combined.

[0012] [Embodiment 1] Figure 1 is a schematic diagram showing an example of an aircraft landing evaluation display system according to Embodiment 1. Figure 2 is an explanatory diagram regarding the landing evaluation map. Figure 3 is an explanatory diagram regarding the aircraft landing evaluation display control according to Embodiment 1.

[0013] As shown in FIGS. 1 and 3, the aircraft 1 is an aircraft as a rotary-wing aircraft (e.g., helicopter, drone, etc.). In Embodiment 1, the aircraft 1 is a drone. Note that the aircraft 1 may be any aircraft capable of moving forward, backward, sideways, turning, and hovering, and may be a manned aircraft. The aircraft 1 is equipped with a part of the ship landing evaluation display system 100, and the evaluation result regarding the possibility of ship landing by the ship landing evaluation display system 100 is displayed for the pilot of the aircraft 1. Also, in Embodiment 1, as the form of ship landing, the aircraft 1 automatically lands on the ship. Note that as the form of ship landing, it may be a form in which the aircraft 1 is landed by a steering input by the pilot. Hereinafter, in Embodiment 1, the case where the aircraft 1 automatically lands on the ship 5 will be described.

[0014] (Ship Landing Evaluation Display System) The ship landing evaluation display system 100 according to Embodiment 1 is a system that evaluates whether the aircraft 1 can land on the ship 5 in order to land the flying aircraft 1 on the ship 5 and displays the evaluation result. The ship landing evaluation display system 100 is installed across the aircraft 1 and the ship 5. As shown in FIG. 1, the aircraft 1 includes a navigation device 20, a control unit 30, a flight control unit 36, and a data transmission device 40. Also, the ship 5 includes a control unit 50, a storage unit 60, a navigation device 70, a data transmission device 80, and an operation display unit 90. And the ship landing evaluation display system 100 has the control unit 30 and the data transmission device 40 in the aircraft 1, and has the control unit 50, the storage unit 60, the data transmission device 80, and the operation display unit 90 in the ship 5. That is, in the ship landing evaluation display system 100, a plurality of control units 30 and 50 cooperate to determine whether landing is possible and display the evaluation result.

[0015] (Ship) As shown in FIG. 1, the ship 5 includes a control unit 50, a storage unit 60, a navigation device 70, a data transmission device 80, and an operation display unit 90.

[0016] The navigation device 70 is, for example, an inertial navigation device (INS: Inertial Navigation System), and acquires the attitude angles in the pitch direction and roll direction of the ship 5, the bow azimuth, the speed, the acceleration, the position coordinates in the earth coordinate system, and the like. In Embodiment 1, although the navigation device 70 is described by applying it to an inertial navigation device, it is not particularly limited, and any navigation device 70 may be used. Further, in Embodiment 1, the navigation device 70 is an inertial navigation device including a GPS (Global Positioning System) as a position measurement unit in order to improve the measurement accuracy of the position. In Embodiment 1, it is described by applying it to an inertial navigation device including GPS, but it is not particularly limited to GPS, and any position measurement unit that can accurately measure the position may be used. For example, a system using a quasi-zenith satellite system may be used. Also, if the navigation device 70 can accurately measure the position only by itself, a configuration omitting the position measurement unit such as GPS may be used. Further, the navigation device 70 may acquire at least a part of various data by a sensor.

[0017] The data transmission device 80 is included in the shipboard evaluation display system 100 and exchanges various signals with the data transmission device 40 mounted on the aircraft 1 by wireless communication.

[0018] The operation display unit 90 is a user interface for an operator on board the ship 5 to grasp the control status and input various instructions. The operation display unit 90 has an operation unit 91 and a display unit 92. The operation unit 91 is an input interface such as a keyboard and a touch panel, and outputs an execution instruction for determining whether or not to land, which will be described later, as various instructions. The display unit 92 is an output interface such as a display, and displays the evaluation result of the determination as to whether or not to land, which will be described later. The instruction input by the operation display unit 90 is transmitted from the data transmission device 80 to the data transmission device 40. Also, the control status of the aircraft 1 is transmitted from the data transmission device 40 to the data transmission device 80. That is, the data transmission device 40 and the data transmission device 80 can perform two-way communication.

[0019] The control unit 50 includes, for example, an integrated circuit such as a CPU (Central Processing Unit). Based on the input data, the control unit 50 estimates the landing capability of the aircraft 1 and outputs the evaluation result based on the estimation result to the display unit 92. The storage unit 60 is any storage device such as a semiconductor storage device or a magnetic storage device. The storage unit 60 stores a learning model M for estimating the landing capability of the aircraft 1. The learning model M is, for example, a trained learning model that has been trained by deep learning using training data. The learning model M is prepared according to the number of evaluation points in the landing evaluation map described later, and also according to a predetermined sea state.

[0020] Furthermore, the control unit 50 includes a docking capacity estimation unit 51 and an estimation result aggregation unit 52. The docking capacity estimation unit 51 estimates the docking capacity of the aircraft 1 using a learning model M stored in the memory unit 60, with the feature quantities described later as input parameters. The estimation result aggregation unit 52 evaluates whether docking is possible based on the estimation results of the docking capacity estimation unit 51 and generates a docking evaluation map based on the evaluation results. Now, the docking evaluation map will be explained with reference to Figure 2.

[0021] As shown in Figure 2, the docking evaluation map is generated according to the sea state, which represents a predetermined external environment. Although sea state (sea conditions) is used as the external environment, it is not particularly limited, and other indicators such as wave height may be applied. In Figure 2, the docking evaluation maps are, from left to right, Docking Evaluation Map Ma1, Docking Evaluation Map Ma2, and Docking Evaluation Map Ma3, and represent docking evaluation maps for different sea states. In Figure 2, the sea state is calm on the left and becomes more severe towards the right. Specifically, the sea state is a wind and wave class standardized as WMO3700, Docking Evaluation Map Ma1 is sea state 2, Docking Evaluation Map Ma2 is sea state 3, and Docking Evaluation Map Ma3 is sea state 4.

[0022] Each docking evaluation map Ma1 to Ma3 is a map in which the circumferential direction of concentric circles centered on ship 5 represents the wave direction, and the radial direction centered on ship 5 represents the ship speed. In docking evaluation maps Ma1 to Ma3, the wave direction is shifted by 30 degrees in phase in the circumferential direction, and the ship speed is changed by 10 knots in the radial direction. In docking evaluation maps Ma1 to Ma3, the determination of whether docking is possible is performed at the points (evaluation points) where the wave direction and ship speed intersect. In other words, in docking evaluation maps Ma1 to Ma3, the determination of whether docking is possible is performed at 12 points in the circumferential direction, and at 0 knots, 10 knots, and 20 knots in the radial direction, resulting in a total of 36 evaluation points where docking is possible.

[0023] Furthermore, the evaluation of whether or not a vessel can dock is based on a multi-stage rating system ranging from dockable to undoubtedly undoubted. Specifically, for each evaluation point, the docking feasibility is assessed in three stages, as shown in Figure 2: dockable (circle), conditionally dockable (triangle: marginal), and undoubtedly undoubtedly (X). Note that for marginal docking, conditions include, for example, calm wind conditions.

[0024] Furthermore, the docking evaluation maps Ma1 to Ma3 display the docking area E, which is defined by the ship speed and wave direction that were evaluated as docking possible or marginal. The docking area E is a region defined by connecting the evaluation points that were evaluated as docking possible or marginal.

[0025] (aircraft) As shown in Figure 1, the aircraft 1 includes a navigation system 20, a control unit 30, a flight control unit 36, and a data transmission device 40.

[0026] The navigation system 20, like the navigation system 70, is, for example, an inertial navigation system (INS). The navigation system 20, like the navigation system 70, may be an inertial navigation system including a position measuring unit such as a GPS, or it may be an inertial navigation system without a position measuring unit such as a GPS; it is not particularly limited.

[0027] The navigation system 20, which includes GPS, acquires the attitude angles of the aircraft 1 in the roll, yaw, and pitch directions, the aircraft's speed, inertial speed, acceleration, heading, and position coordinates in the Earth coordinate system. The navigation system 20 may also include an attitude angle sensor for detecting the aircraft's attitude angle, a speed sensor for detecting the aircraft's speed, an acceleration sensor for detecting the aircraft's acceleration, and a sensor for detecting the aircraft's heading. The navigation system 20 outputs the acquired attitude angles, aircraft speed, inertial speed, acceleration, heading, and position coordinates of the aircraft 1 to the flight control unit 36.

[0028] The control unit 30 includes, for example, an integrated circuit such as a CPU (Central Processing Unit). The control unit 30 provides steering input to the aircraft 1 to perform predetermined flight maneuvers and extracts feature quantities based on the aircraft 1's operational response. The control unit 30 includes a steering input unit 31 and a feature quantity extraction unit 32.

[0029] The steering input unit 31 executes predetermined steering inputs in order to estimate the landing capability of the aircraft 1. Specifically, the steering input unit 31 outputs steering inputs related to pulse steering and steering inputs related to frequency sweep steering as operation signals to the flight control unit 36 ​​as steering inputs for estimating the landing capability of the aircraft 1. Note that the steering inputs may be at least one of the steering inputs related to pulse steering and the steering inputs related to frequency sweep steering, as long as it is possible to estimate the landing capability.

[0030] The feature extraction unit 32 performs processing to extract features from the operational response of the aircraft 1 acquired by the navigation system 20. The operational response is the time history of the aircraft 1's flight movements. The features are input parameters to be input to the learning model M. Specifically, the features include the response time delay τ of the aircraft 1's attitude to the steering input (operation signal). P , the bandwidth ω of the frequency response of aircraft 1 to steering input BW, the natural frequency ω of the frequency response of aircraft 1 to steering input n This is the damping coefficient ζ of the frequency response of aircraft 1 to steering input. These features are used in maneuverability evaluation criteria, etc.

[0031] The flight control unit 36 ​​controls various parts of the aircraft 1 to make the aircraft 1 fly. The flight control unit 36 ​​controls the blade pitch angle, rotation speed, etc. of each rotor according to the control amount corresponding to the steering input, and adjusts the aircraft speed, attitude angle, rate of change of attitude angle, etc. of the aircraft 1. As a result, the aircraft 1 is able to land on the ship 5. In Embodiment 1, the control unit 30 and the flight control unit 36 ​​are described as separate functional units, but the control unit 30 and the flight control unit 36 ​​may be an integrated functional unit.

[0032] The data transmission device 40 exchanges various signals with the data transmission device 80 installed on the ship 5 via wireless communication.

[0033] (Method of displaying docking evaluation) Next, with reference to Figures 3 and 4, the method for displaying the landing evaluation of aircraft 1 according to Embodiment 1 will be described. Figure 4 is a flowchart of the method for displaying the landing evaluation of aircraft according to Embodiment 1. In the following, the method for displaying the landing evaluation when aircraft 1 is automatically landing will be described.

[0034] In the docking evaluation display method, first, the docking evaluation display system 100 determines whether or not to start docking performance estimation (step S1). In step S1, the control unit 30 of the aircraft 1 determines whether or not to start docking performance estimation based on whether or not it has received a start signal related to the execution instruction for docking feasibility determination output from the control unit 91 of the ship 5. In step S1, when the control unit 91 of the ship 5 outputs a start signal for docking feasibility determination, the start signal is output from the data transmission device 80 to the aircraft 1. In step S1, if the control unit 30 of the aircraft 1 receives the start signal via the data transmission device 40, it determines to start docking performance estimation (step S1: Yes). On the other hand, in step S1, if the control unit 30 of the aircraft 1 does not receive the start signal, it does not determine to start docking performance estimation (step S1: No). In other words, the control unit 30 of the aircraft 1 repeatedly executes step S1 until it receives the start signal.

[0035] Next, in the landing evaluation display method, when the control unit 30 of the aircraft 1 acquires a start signal, steps S2 to S3 are executed to input an operation signal to the aircraft 1 and acquire the operation response of the aircraft 1. Specifically, when the control unit 30 of the aircraft 1 acquires a start signal, the steering input unit 31 of the control unit 30 executes steering inputs related to pulse steering and steering inputs related to frequency sweep steering to the flight control unit 36 ​​(step S2). In step S2, the steering input is executed in the cruising state of the aircraft 1. In step S2, the steering input executed may be at least one of the steering input related to pulse steering and the steering input related to frequency sweep steering. In addition, although the steering input was executed in the cruising state of the aircraft 1 in step S2, since there are cases in which the aircraft enters a hovering state during a predetermined mission, the steering input may also be executed in a hovering state. Subsequently, the control unit 30 obtains from the navigation system 20 a time history which is the operation response corresponding to pulse steering and a time history which is the operation response corresponding to frequency sweep steering (step S3).

[0036] Subsequently, in the docking evaluation display method, the control unit 30 of the aircraft 1 extracts feature quantities related to the operation response of the aircraft 1 based on the acquired operation response (step S4). In step S4, the response time delay τ is extracted as a feature quantity from the time history obtained by pulse steering. P and bandwidth ω BW And is obtained. Also, in step S4, the characteristic quantity extracted from the time history obtained by frequency sweep steering is the eigenfrequency ω n The damping coefficient ζ is obtained. Note that the above features may be extracted from either pulse steering or frequency sweep steering, if extractable.

[0037] In the docking evaluation display method, when the control unit 30 of the aircraft 1 acquires extracted features, it outputs the acquired features from the data transmission device 40 to the ship 5. When the control unit 50 of the ship 5 acquires the features via the data transmission device 80, it inputs the acquired features into the learning model M to estimate the docking performance of the aircraft 1 and executes steps S5 to S7 to determine whether or not landing is possible based on the estimation result. Specifically, when the control unit 50 of the ship 5 acquires features, the docking capability estimation unit 51 of the control unit 50 inputs the acquired features as input parameters into the learning model M stored in the memory unit 60 (step S5). In step S5, the features are input into each of the multiple learning models M corresponding to predetermined sea states, ship speeds, and wave directions. Then, the docking capability estimation unit 51 acquires the docking performance of the aircraft 1 as an estimation result output from the learning model M (step S6). In step S6, the estimated docking capability result is acquired for each evaluation point of the docking evaluation maps Ma1 to Ma3 corresponding to predetermined sea states.

[0038] Subsequently, in the docking evaluation display method, the control unit 50 of the ship 5 determines whether the aircraft 1 can dock based on the estimated docking performance of the aircraft 1 in the estimation result aggregation unit 52, obtains an evaluation result, and generates docking evaluation maps Ma1 to Ma3 based on the evaluation result (step S7). In step S7, the control unit 30 determines whether docking is possible, taking into account not only the docking performance of the aircraft 1 but also the sea state and wind conditions, which are the external environment of the ship 5. Then, the control unit 30 generates docking evaluation maps Ma1 to Ma3 as shown in Figure 2 from the acquired evaluation result of docking feasibility.

[0039] Then, in the docking evaluation display method, the control unit 50 of the ship 5 displays the generated docking evaluation maps Ma1 to Ma3 on the display unit 92 (step S8).

[0040] Furthermore, if the pilot of aircraft 1 has visually inspected the landing evaluation maps Ma1 to Ma3, and the vessel 5 is a manned vessel, the pilot will determine the course of the vessel 5 at the time of landing, taking into consideration various circumstances, and will perform automatic landing of aircraft 1. For example, if aircraft 1 is functioning normally, automatic landing will be performed even if aircraft 1 is determined to be conditionally able to land (marginal) when the target heading of the vessel 5 and the course of the vessel 5 at the time of landing are aligned. Also, for example, if aircraft 1 is malfunctioning, automatic landing will be performed at an evaluation point where aircraft 1 is determined to be able to land (round), even if the target heading of the vessel 5 and the course of the vessel 5 at the time of landing are different. In addition, the crew of the vessel 5 who have visually inspected the landing evaluation maps Ma1 to Ma3 may determine the course of the vessel 5 at the time of landing, taking into consideration various circumstances, and perform automatic landing of aircraft 1. Depending on the surrounding environment of the vessel at the time of docking, the course required of the vessel to allow aircraft 1 to dock may not coincide with the target direction that vessel 5 should be heading towards, resulting in a trade-off. In this case, for example, if aircraft 1 is functioning normally, even if aircraft 1 is determined to be conditionally dockable (marginal), the system will determine whether or not docking is possible by assuming that automatic docking is feasible, and if the conditions are right, the vessel's actions will be prioritized, and the vessel's course will be set to the vessel's target direction. Also, for example, if aircraft 1 is malfunctioning, the vessel's course will be determined with the safety of docking as the top priority. The system will search for a course that enables automatic docking, excluding cases where aircraft 1 is determined to be conditionally dockable (marginal), and the vessel's course at the time of docking will be determined with the safety of docking as the top priority.

[0041] Furthermore, if the pilot of aircraft 1 has visually inspected the landing evaluation maps Ma1 to Ma3, and the vessel 5 is an unmanned vessel, the control unit 50 of the vessel 5 will determine the course of the vessel 5 at the time of landing based on the state of the aircraft 1 and the target heading of the vessel 5, and perform automatic landing.

[0042] In Embodiment 1, the feasibility of docking at each evaluation point was performed using a learning model M, but the configuration is not particularly limited to this. If it is possible to perform the feasibility of docking at each evaluation point by other methods, other methods may be applied.

[0043] [Embodiment 2] Next, Embodiment 2 will be described with reference to Figures 5 and 6. In Embodiment 2, in order to avoid redundant descriptions, only the parts that differ from Embodiment 1 will be described, and parts that have the same configuration as Embodiment 1 will be denoted by the same reference numerals. Figure 5 is a schematic diagram showing an example of an aircraft landing evaluation display system according to Embodiment 2. Figure 6 is a flowchart of the aircraft landing evaluation display method according to Embodiment 2.

[0044] (Dock evaluation display system) The docking evaluation display system 110 of Embodiment 2 acquires an evaluation of whether or not docking is possible, generates docking evaluation maps Ma1 to Ma3, and displays them on the display unit 92. In other words, the docking evaluation display system 110 of Embodiment 2 is a system that omits the estimation of docking capability using a learning model M, as in the docking evaluation display system 100 of Embodiment 1, and is a system that is installed only on the ship 5. For this reason, the docking evaluation display system 110 of Embodiment 2 has a control unit 50 and an operation display unit 90.

[0045] The control unit 50 has a docking capacity acquisition unit 112 instead of the docking capacity estimation unit 51 of Embodiment 1, and the estimation result aggregation unit 52 is the same as in Embodiment 1. The docking capacity acquisition unit 112 acquires the docking capacity of the aircraft 1. The docking capacity of the aircraft 1 is acquired in accordance with predetermined sea state, ship speed, and wave direction. The acquired docking capacity of the aircraft 1 is evaluated by a predetermined evaluation method. That is, the evaluation method for the docking capacity of the aircraft 1 is not particularly limited and any evaluation method may be used. The estimation result aggregation unit 52 evaluates whether docking is possible based on the docking capacity of the aircraft 1 acquired by the docking capacity acquisition unit 112, and generates docking evaluation maps Ma1 to Ma3 based on the evaluation result.

[0046] (Method of displaying docking evaluation) Next, with reference to Figure 6, a method for displaying the landing evaluation of aircraft 1 according to Embodiment 2 will be described. In the landing evaluation display method of Embodiment 2, first, the control unit 50 of the ship 5 acquires the landing capability of aircraft 1 in the landing capability acquisition unit 112 (step S11). In step S11, the estimated landing capability is acquired for each evaluation point of the landing evaluation maps Ma1 to Ma3 corresponding to a predetermined sea state.

[0047] After this, the docking evaluation display method performs steps S7 and S8, which are the same as in Embodiment 1. In other words, in the docking evaluation display method, the control unit 50 of the ship 5 determines whether the aircraft 1 can dock based on the docking performance of the aircraft 1 acquired by the docking capability acquisition unit 112, obtains an evaluation result, and generates docking evaluation maps Ma1 to Ma3 based on the evaluation result (step S7). Then, in the docking evaluation display method, the control unit 50 of the ship 5 displays the generated docking evaluation maps Ma1 to Ma3 on the display unit 92 (step S8).

[0048] As described above, the docking evaluation display system 100 and docking evaluation display method described in Embodiments 1 and 2 can be understood, for example, as follows.

[0049] The docking evaluation display system 100 according to the first embodiment includes a display unit 92 that displays docking evaluation maps Ma1 to Ma3 regarding the feasibility of docking an aircraft 1 onto a vessel 5, and a control unit 50 that generates the docking evaluation maps Ma1 to Ma3 and displays them on the display unit 92. The docking evaluation maps Ma1 to Ma3 are maps in which the circumferential direction of concentric circles centered on the vessel 5 represents the wave direction, and the radial direction centered on the vessel 5 represents the ship speed. The control unit 50 acquires evaluation results that associate the ship speed and the wave direction with evaluations regarding the feasibility of docking in a predetermined external environment, and performs the steps of generating the docking evaluation maps Ma1 to Ma3 based on the acquired evaluation results, and displaying the docking evaluation maps Ma1 to Ma3 on the display unit 92.

[0050] With this configuration, in a given external environment, it is possible to easily determine whether or not docking is possible by visually viewing docking evaluation maps Ma1 to Ma3, which associate ship speed, wave direction, and evaluations regarding docking feasibility.

[0051] In a second embodiment, in the docking evaluation display system 100 according to the first embodiment, the evaluation regarding the feasibility of docking is a multi-stage evaluation ranging from docking possible to docking impossible.

[0052] This configuration allows for a detailed assessment of whether or not a vessel can land.

[0053] In a third embodiment, in the docking evaluation display system 100 according to the first or second embodiment, in step S8 in which the docking evaluation maps Ma1 to Ma3 are displayed on the display unit 92, the area on the docking evaluation maps Ma1 to Ma3 that is defined by the ship speed and wave direction that have been evaluated as docking possible is displayed as the docking possible area E.

[0054] This configuration allows for the determination of a docking area based on the ship's speed and the direction of the waves.

[0055] As a fourth embodiment, the docking evaluation display system 100 according to any one of the first to third embodiments further includes a storage unit 60 that stores a learning model M for estimating the docking performance of the aircraft 1, the storage unit 60 stores a plurality of the learning models M that are associated with the ship speed and the wave direction in a predetermined external environment, the control units 30 and 50 further execute steps S2 to S3 to acquire the operation response of the aircraft 1 which operates by inputting an operation signal to the aircraft 1, step S4 to extract feature quantities related to the operation response of the aircraft 1 based on the acquired operation response, and steps S5 to S6 to estimate the docking performance of the aircraft 1 by inputting the extracted feature quantities into the plurality of learning models M respectively, and in step S8 to display the docking evaluation maps Ma1 to Ma3 on the display unit 92, the evaluation result is acquired based on the estimated docking performance of the aircraft 1.

[0056] With this configuration, by using the features extracted from the operational response of aircraft 1 as input parameters for the learning model M, the landing performance of aircraft 1 can be estimated with high accuracy, making it possible to accurately evaluate whether or not aircraft 1 can land.

[0057] The fifth aspect of the docking evaluation display method is a docking evaluation display method performed by a docking evaluation display system 100 that displays docking evaluation maps Ma1 to Ma3 regarding the feasibility of docking an aircraft 1 onto a vessel 5 on a display unit 92, wherein the docking evaluation maps Ma1 to Ma3 are maps in which the circumferential direction of concentric circles centered on the vessel 5 represents the wave direction and the radial direction centered on the vessel 5 represents the ship speed, and the method performs the following steps: acquire evaluation results that associate the ship speed and the wave direction with an evaluation regarding the feasibility of docking in a predetermined external environment, generate the docking evaluation maps based on the acquired evaluation results, and display the docking evaluation maps Ma1 to Ma3 on the display unit 92.

[0058] With this configuration, in a given external environment, it is possible to easily determine whether or not docking is possible by visually viewing docking evaluation maps Ma1 to Ma3, which associate ship speed, wave direction, and evaluations regarding docking feasibility. [Explanation of Symbols]

[0059] 1 aircraft 5 Ships 20 Navigation equipment 30 Control Unit 31 Steering input section 32 Feature Extraction Unit 36 Flight Control Unit 40 Data transmission device 50 Control Unit 51 Landing Capability Estimation Department 52 Estimated Results Aggregation Department 60 Storage section 70 Navigation equipment 80 Data transmission device 90 Operation display section 91 Operation section 92 Display section 100, 110 Docking Evaluation Display System 112 Ship landing ability acquisition department M Learning Model Ma1~Ma3 Docking Evaluation Map

Claims

1. A display unit that shows a landing evaluation map regarding whether an aircraft can land on a ship, The system includes a control unit that generates the aforementioned docking evaluation map and displays it on the display unit, The aforementioned docking evaluation map is a map in which the circumferential direction of concentric circles centered on the vessel represents the wave direction, and the radial direction centered on the vessel represents the ship speed. The control unit, The process involves obtaining an evaluation result that associates the ship speed and wave direction with an evaluation regarding the feasibility of landing, based on the sea state, by determining whether or not landing is possible based on the aircraft's landing capability, and generating the landing evaluation map based on the obtained evaluation result. A docking evaluation display system that performs the steps of displaying the docking evaluation map on the display unit.

2. The docking evaluation display system according to claim 1, wherein the evaluation regarding the feasibility of docking is a multi-stage evaluation ranging from docking possible to docking impossible.

3. The docking evaluation display system according to claim 1, wherein in the step of displaying the docking evaluation map on the display unit, the area on the docking evaluation map that defines the ship speed and wave direction for which docking is deemed possible is displayed as a docking area.

4. The system further includes a memory unit for storing a learning model for estimating the landing performance of the aforementioned aircraft, The memory unit stores a plurality of learning models, which are prepared according to the sea state and are associated with the ship speed and the wave direction. The control unit, The steps include: obtaining the operational response of the aircraft which operates by inputting an operational signal to the aircraft, The steps include: extracting feature quantities related to the aircraft's operational response based on the acquired operational response; The extracted features are input into each of the learning models to estimate the landing performance of the aircraft, and this step is further performed. The landing evaluation display system according to claim 1, wherein in the step of displaying the landing evaluation map on the display unit, the evaluation result is obtained based on the estimated landing performance of the aircraft.

5. A landing evaluation display method performed in a landing evaluation display system that displays a landing evaluation map regarding the feasibility of landing an aircraft on a ship on a display unit, The aforementioned docking evaluation map is a map in which the circumferential direction of concentric circles centered on the vessel represents the wave direction, and the radial direction centered on the vessel represents the ship speed. The process involves obtaining an evaluation result that associates the ship speed and wave direction with an evaluation regarding the feasibility of landing, based on the sea state, by determining whether or not landing is possible based on the aircraft's landing capability, and generating the landing evaluation map based on the obtained evaluation result. A method for displaying a docking evaluation, comprising the steps of: displaying the docking evaluation map on the display unit.

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