JPH07304495A - Collision avoidance assisting device - Google Patents

Abstract

PURPOSE:To provide a collision avoidance assisting device presenting the prediction information required for collision avoidance judgment to a pilot and assisting him to take a collision avoidance action with a margin in time and space. CONSTITUTION:This collision avoidance assisting device is provided with an other ship navigational information computation section 20 obtaining the other ship navigational information including the positions and speeds of other ships around a ship itself, a ship navigational information computation section 22 obtaining the ship navigational,information including the position and speed of the ship, a scheduled course set section 24 setting the scheduled course of the ship, and a situation prediction computation section 32 obtaining the predicted future positions of other ships from the other ship navigational information, obtaining the future position of the ship when the ship navigates from the present position at the present speed along the scheduled course from the ship navigational information, and computing the prediction information about the collision possibility based on the future position of the ship and the future predicted positions of other ships.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a safeguarding device which is useful for safe safeguarding of ships and labor saving in ships, for example, in bays or narrow waters where many ships are congested.

[0002]

2. Description of the Related Art As a conventional device for preventing a collision of a ship, a collision prevention assist device (Automatic Radar Plotting Ai) is used.
ds, hereinafter referred to as ARPA device) is known. AR
The PA device has a display device including a signal processing device and a CRT as shown in FIG. 6, for example. Relative position information of the other ship obtained from the radar device mounted on the ship, the ship speed and heading information obtained from the log speedometer and gyrocompass equipped on the ship are supplied to the signal processing device, In the signal processing device, the position and velocity vector of the other ship are obtained and displayed on the display.

[0003]

However, in the conventional ARPA device, although the current situation of another ship is simply known, the prediction information indicates the closest approach distance to another ship when the current course is continued. It was only displayed, and it did not provide enough prediction information for avoidance. In addition, the avoidance decision is left to the operator, and such forecast information is not always used effectively.Therefore, the number of bridge personnel will be reduced and safe escape of vessels in congested bays or narrow waters will be performed. It wasn't enough as a support device.

The present invention has been made in view of the above problems, and it is possible to present the predicted information necessary for the avoidance decision to the marine vessel operator and to assist the marine vessel to enter the avoidance vessel at a time when there is a time and space margin. An object is to provide a flight avoidance support device that can be used.

[0005]

In order to achieve the above object, the avoidance assistance device of the present invention comprises another vessel navigation information calculation means for obtaining other vessel navigation information including the position and speed of another vessel around the own vessel. , Own ship navigation information calculation means for obtaining own ship navigation information including position and speed of own ship, planned route setting means for setting planned ship route of own ship, and predicted position of other ship in future from the other ship navigation information And the position of the future own ship when traveling from the position of the own ship at the speed of the own ship along the planned route from the navigation information of the own ship, and the position of the future own ship and other ships in the future. It is possible to provide a situation predicting means for calculating predictive information regarding a collision risk at the predicted position of.

The predictive information regarding the risk of collision may be the position of the own ship or the other ship when the future position of the own ship invades in the shortest distance in the bow-stern direction or the lateral direction of the future other ship. it can. Alternatively, the prediction information regarding the collision risk may be a collision risk degree between the own ship and another ship at a future position of the own ship and a predicted position of the other ship in the future.

Further, it is preferable to include a prediction status display means for displaying the prediction information calculated by the status prediction means as an image.
Alternatively, the predicted situation display means for displaying the predicted information calculated by the situation prediction means in an image, the other ship navigation information calculation means and the current other ship navigation information from the own ship navigation information calculation means, and the position and speed of the own ship are displayed. A current status display means for displaying may be provided.

[0008] Further, based on the position of the own ship from the own ship navigation information calculation means, a nautical chart information generating means for superimposing and displaying the nautical chart of the sea area in which the own ship is navigating on the predicted situation display means or the current situation display means. Can also be provided. Further, it is also possible to provide a route holding control means for detecting a route error between the planned route and the position of the own vessel from the own vessel navigation information calculation means and for commanding a command course to the steering device based on the route error. Further, the other vessel estimated route setting means for setting the estimated route of the other vessel is provided, and the situation prediction means uses the other vessel navigation information from the other vessel position along the other vessel estimated route from the other vessel position at the other vessel speed. The future position of the other ship when the ship travels may be the predicted position of the future other ship.

[0009]

[Operation] The planned route setting means sets the planned route which is the action plan for the own ship. Prediction information about collision risk is calculated by the situation prediction means based on the future position of own ship and future predicted position of other ship when navigating from the present position of own ship along the planned route To do. Since the operation is carried out along the planned route, the operator should be aware of the risk of collision at each future point in time, and assist the operator in making correction settings for the scheduled route to avoid danger at a point when there is sufficient time and space. You can

[0010]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the avoidance assistance device of the present invention will be described below with reference to the drawings. FIG. 1 is a block diagram showing an embodiment. In the figure, reference numeral 10 is an escape assisting device, which includes a control unit 12, a radar display 13, a color graphic display 14, and a route input section 16. Outputs from the radar device 1, the speed log 2, the gyro compass 3 and the GPS receiver 4 are given to the control unit 12. The radar device 1 outputs a signal regarding the relative position of another ship around the own ship, the speed log 2 indicates the speed of the own ship, the gyro compass 3 indicates the heading of the own ship, and the GPS receiver 4 indicates each signal related to the position of the own ship. Is output.

A steering device 6 is connected from the control unit 12. The control unit 12 is
A computer unit that is executed by program control is built-in, and the other vessel navigation information calculation unit 20, the own vessel navigation information calculation unit 22, the planned route setting unit 24, the other vessel estimated route setting unit 26, the route that are executed by the program control are executed. A holding controller 28, a chart information generator 30, and a situation prediction calculator 32 are provided.

The other ship navigation information calculation unit 20 and the own ship navigation information calculation unit 22 detect and track other ships around the own ship from the radar video signal sent from the radar device 1 to detect the relative position and the relative position of the other ship. In addition to obtaining the velocity vector, the position of the own ship, the own ship's speed and the heading are obtained from the signals from the speed log 2, the gyro compass 3 and the GPS receiver 4,
Other ship navigation information such as the position of another ship, speed vector of other ship (speed, traveling direction) and own ship navigation information such as position of own ship, speed vector of own ship (speed, traveling direction) are obtained.

The planned route setting section 24 has a planned route in which a plurality of change points from the starting point to the target point for each voyage are connected in advance. When changing the scheduled route due to the necessity of evasion, use the route input unit 16 composed of a trackball or a joystick to move the marker on the display 13 or 14 to the screen, Enter the return point to the original scheduled route. The planned route setting unit 24
Planned route data consisting of the latitude and longitude of the ship position that gives the planned route is created based on the input turning point and return point.

The other vessel estimated route setting section 26 uses the route input section 16 which is also composed of a trackball and a joystick when, for example, when the route of the other vessel is visually determined to be a regular ferry. The marker of the display 13 or the display 14 is moved to the screen to input the change point from the current position of the target other ship to the position that can be sequentially estimated.
The other vessel estimated route setting unit 26 creates other vessel estimated route data including the latitude and longitude of the ship position that gives the estimated route based on the input turning point.

The route holding control unit 28 includes a planned route setting unit 2
Based on the planned route data of No. 4 and the own ship position obtained by the own ship navigation information calculation unit 22, the steering device 6 is output with a command course for automatically traveling the own ship along the planned route. That is, for example, by the method described in Japanese Examined Patent Publication No. 4-38635, in order to maintain the ship position along the scheduled route, the route error Δl of the own ship with respect to the scheduled route is detected at regular time intervals, and the route error Δl changes. The corrected course angle Δθ is sent to the steering device 6 from an amount proportional to the amount and Δl.

The nautical chart information generating unit 30 has a function of displaying an image of the nautical chart of the marine area in which the own ship is navigating based on the own ship position obtained by the own ship navigation information calculating unit 22. The situation prediction / calculation unit 32 outputs the planned route data from the planned route setting unit 24, the estimated other vessel route data from the estimated other vessel route setting unit 26, the other vessel navigation information calculation unit 20, and the own vessel navigation information calculation unit 22. Based on the position and velocity vector of the other ship and the speed of the ship, the prediction information regarding the risk of collision along the planned route is calculated and displayed on the display 14 as an image.

An example of this situation prediction calculation procedure will be described with reference to the flowchart shown in FIG. First, the ship position,
Own ship speed (V0), planned route, other vessel position, other vessel velocity vector (velocity VT, traveling direction), other vessel estimated route is read (step 40), the position of the other vessel and its traveling direction deviate from the estimated route. It is determined whether or not (step 41), and when the vehicle departs, the setting of the estimated route of the other ship is canceled (step 4).
2). The predicted time Δt is advanced (step 43), and the position of the ship is advanced by Δt · V0 along the planned route (step 44). Next, it is judged whether or not the other vessel estimated route is set (step 45), and if there is, the other vessel is advanced by Δt · VT along the estimated route (step 46), and when the other vessel estimated route is not set. Another ship in the current direction of travel Δt
-Advance the VT distance (step 47). Next, the degree of danger of the own ship and the other ship at the time when the predicted time Δt is advanced is obtained (step 48). In calculating this risk,
Although there are various methods, for example, Nagasawa's method can be applied (Journal of Japan Society of Navigation 88, "Difficulty of Evacuation Maneuvering Environment II" pp. 137 to 144, March 1993).
In this method, the degree of risk is calculated by the following equation.

[0018]

## EQU00001 ## R = Max (Rx, Ry) .multidot. (1-Tcpa / Wtcpa) Here, FIG. 7 is an explanatory diagram for calculating the risk level, and the elliptical area in the figure is formed around the ship. Rx and Ry represent the extent of infringement in the forward and transverse directions and the extent of invasion in the bow-stern direction of the own ship. The risk R takes the larger of Rx and Ry, and weights using the ratio of the time (Tcpa) to the closest distance to a certain fixed time (Wtcpa) to reflect the time margin. ing. The relative motion direction of the own ship in FIG. 7 is the relative motion direction of the own ship with respect to the other ship, and the own ship advances along the planned route at the speed V0, and the other ship at the speed VT and the current traveling direction or estimated route. It is the direction of relative movement when traveling along. In addition, in order to obtain the equation of Nagasawa, the values of the total length of own ship and the total length of other ships are further required. Regarding the other ship's total length, we do not know the exact value,
It may be approximately sufficient to set the same as that of the own ship or to set the total length of the other ship in three stages of large, medium and small based on the information obtained visually.

If there are multiple other ships around the ship,
The risk is the maximum of all other ships. That is, if the risk of the kth other ship is Rk, and the risk considering all other ships around the ship is Rt,

[0020]

[Equation 2] Becomes At the time when the predicted time Δt is advanced, the risk degree of the own ship and the other ship when the own ship changes needles is obtained by the same method as that obtained in step 47 (step 49). Next, at the time when the predicted time Δt is advanced, it is judged whether or not the own ship is in the bow-stern direction or the normal lateral direction of the other ship, that is, whether it is in a companion relationship with a risk of collision (step 50).
If the ship is in the fore or aft direction of the other ship, the distance to the other ship is calculated, and if it is within the set distance and the shortest distance, the position is stored in the memory ( Step 51). When there are a plurality of other ships around the own ship, the position of each other ship at the time of entering the shortest distance in the bow-stern direction or the normal lateral direction is stored.

Finally, it is judged whether or not the prediction has been carried out for a sufficient prediction time (for example, 15 minutes) (step 52). If not, the process returns to step 43, and the process for advancing by Δt is carried out. As described above, the situation prediction calculation unit 32
Prediction information about the collision risk calculated in
4 is displayed on the display 14 together with the position of the own ship, the speed vector, the position of the other ship, the speed vector, and the planned route.

FIG. 3 is an example of the display, where 60 is the current position of the own ship, 61 is the current position of the other ship, 63 is the speed vector of the own ship, and 64 is the speed vector of the other ship. When the ship is sailing along the planned route 62, it shows the predicted balance relationship with the other ship, and when the ship enters the shortest distance in the bow-stern direction or the normal lateral direction of the other ship, etc. The positional relationship of the ships is plotted, and the black triangle 66 indicates the predicted position of the other ship and the black circle 67 indicates the predicted position of the own ship. A line segment 68 drawn between the two corresponds to the shortest distance.

FIG. 4 shows another example of display, and shows the predicted risk degree of where and in what degree the planned route has a degree of risk. Depending on the magnitude of the risk along the planned route 62 obtained by the situation prediction calculation unit 32, for example, when the risk is 0.5 or more, the red symbol 70, is greater than 0 and less than 0.5. Is displayed with a yellow symbol 71. FIG. 5 is another display example, in which the degree of risk when the user takes a diversion action somewhere in the planned route can be understood. For example, the abscissa represents the amount of diversion and the ordinate represents the amount of diversion. Graphs of the degree of risk are plotted and arranged on the planned route for each fixed cruising distance. As a result, by comparing the risks caused by changing needles, it is possible to show the degree of difficulty of actions that cannot be escaped among the actions that can be controlled by the ship, and where on the planned route the escape will be difficult. It can be easily understood by the operator. At the same time, it becomes possible to search for a less dangerous change of course, that is, a safe escape, and it is possible for the operator to easily know where on the planned route the flight should be started and to what extent the planned route should be changed.

The display 14 may be switched by the boat operator by a switching means (not shown) shown in FIGS. 3 to 5. On the other hand, the display 13 displays a radar image, and also displays the position, velocity vector and planned route of another ship. In the present embodiment, by providing both the display unit 13 for displaying the current situation and the display unit 14 for displaying the predicted situation, the operator 13 collates the display unit 13 with the visual field information visually obtained from the bridge, After confirming the reliability of the device in a short time, it is possible to determine the avoidance decision by unifying the information mainly while looking at the display 14, and it is possible to prevent a human error or a decision error.

The displays 13 and 14 can also display the nautical chart from the nautical chart information generator 30. As a result, when a vessel operator makes a decision to avoid a voyage, he can refer to the shore vessels and the escape depth line that should be avoided, prevent grounding, and refer to the separated lanes and route signs, etc. Can be reduced. In the above embodiment, the situation prediction calculation unit 32 calculates the risk along the predicted route, the risk when the needle is changed from the predicted route, and the predictive balance as the prediction information about the collision risk. The present invention is not limited to this, and it is possible to obtain the degree of danger when shifting from a certain predicted point, and it is also possible to obtain and display the positions of the other ship and the own ship that are the closest distances.

Further, in this embodiment, since the other ship estimated route setting unit 26 is provided, it is possible to calculate the prediction information regarding the collision risk based on reliable information as the future predicted position of the other ship. Become. However, the setting unit 26 may be omitted, and in that case, it may be predicted that the other ship maintains the current speed and traveling direction. Further, in the present embodiment, since the route holding control unit 28 is provided, it is not necessary for the operator to give a command to the steering device 6 at a timing that is appropriate for steering, so that the operator can confirm the safety and make the avoidance decision. It is effective for labor saving.

[0027]

As described above, according to the present invention,
The situation predicting means calculates predictive information about a collision risk based on a future position of the own ship and a future predicted position of another ship when traveling from the own ship position at the own ship speed along the planned route. Therefore, the risk of collision at each point in the future can be known to the ship operator, and it is possible to support the correction of the planned route for risk avoidance at a point when there is a time and space margin.

[Brief description of drawings]

FIG. 1 is a block diagram showing an embodiment of a avoidance assistance device of the present invention.

FIG. 2 is a flowchart showing an example of a calculation procedure of a situation prediction calculation unit in FIG.

3 is a display example of a color graphic display device 14 of FIG.

4 is a display example of a color graphic display device 14 of FIG.

5 is a display example of the color graphic display device 14 of FIG.

FIG. 6 is a block diagram of a conventional collision prevention assistance device.

FIG. 7 is an explanatory diagram for calculating a risk level.

[Explanation of symbols]

 10 Evacuation assistance device 13 Display 14 Display 20 Other vessel navigation information calculation section (other vessel navigation information calculation means) 22 Own vessel navigation information calculation section (own vessel navigation information calculation means) 24 Scheduled route setting section (planned route setting means) ) 26 Other vessel estimated route setting section (other vessel estimated route setting means) 28 Route holding control section (route holding control means) 30 Chart information generation section (chart information generation means) 32 Situation prediction calculation section (situation prediction means)

 ─────────────────────────────────────────────────── ─── Continuation of the front page (71) Applicant 594078674 Shimpei Nomura 9632-7 Kurihara-cho, Onomichi-shi, Hiroshima (71) Applicant 591039230 Yusen Marine Science Co., Ltd. 2-3-6 Minami-Shinagawa, Shinagawa-ku, Tokyo (72) ) Inventor Hidemitsu Yamada 2-16-46 Minami Kamata, Ota-ku, Tokyo Within Tokimec Co., Ltd. (72) Kenji Sugano 2-16-46 Minami Kamata, Ota-ku, Tokyo (72) Inventor Kose Kuniharu Hiroshima Prefecture Hiroshima City Minami-ku 5-2-26 (72) Inventor Hiroaki Kobayashi 3116-167 Kashiwara, Sayama City Saitama Prefecture Inventor Satomi Teramoto 353 (72), 2 Kumano-cho, Aki-gun, Hiroshima Inventor Shihei Nomura 9632-7 Kurihara-cho, Onomichi-shi, Hiroshima (72) Inventor Tatsu Udagawa 2-3-6 Minami-Shinagawa, Shinagawa-ku, Tokyo Within Yusen Marine Science Co., Ltd.

Claims (8)

[Claims] Claims: 1. Another vessel navigation information calculation means for obtaining other vessel navigation information including position and speed of another vessel around the own vessel, and own vessel navigation information calculation for obtaining own vessel navigation information including position and speed of own vessel. Means, a planned route setting means for setting a planned route of the own ship, and a predicted position of a future other ship from the other ship navigation information, and at the own ship speed along the planned route from the own ship navigation information. A situation predicting means for obtaining a future position of the own ship when navigating from the own ship position and calculating prediction information about a collision risk between the future position of the own ship and a predicted position of another ship in the future is provided. Evacuation assistance device characterized by the above. 2. The predictive information relating to the collision risk is the position of the own ship or the other ship when the future position of the own ship intrudes in the shortest distance in the forward or forward direction of the other ship in the future. The avoidance assistance device according to claim 1. 3. The avoidance assistance device according to claim 1, wherein the prediction information relating to the collision risk is a collision risk degree between the own ship and another ship at a future position of the own ship and a predicted position of the other ship in the future. . 4. The prediction status display means for displaying the prediction information calculated by the status prediction means as an image.
4. The avoidance assistance device according to any one of 3 to 3. 5. A prediction situation display means for displaying the prediction information calculated by the situation prediction means as an image, a current other vessel navigation information from the other vessel navigation information calculation means and the own vessel navigation information calculation means, and a position of the own vessel. And the current situation display means for displaying speed and speed, as well as the escape support apparatus according to claim 1. 6. A nautical chart information generation means for superimposing a nautical chart of the sea area in which the nautical vessel is sailing on the predicted situation display means or the current situation display means on the basis of the nautical vessel position from the nautical vessel navigation information calculation means. The escape support apparatus according to claim 4, further comprising: 7. A route holding control means for detecting a route error between the planned route and the position of the own vessel from the own vessel navigation information calculation means, and commanding a command course to a steering device based on the route error. Item 7. The escape assisting device according to any one of items 1 to 6. 8. The other vessel estimated route setting means for setting the estimated route of the other vessel, wherein the situation predicting means is the other vessel at the other vessel speed along the other vessel estimated route from the other vessel navigation information. The escape support apparatus according to any one of claims 1 to 7, wherein a future position of the other ship when the other ship sails from the position is set as a predicted position of the future other ship.