WO2020250780A1 - Ship-movement-sharing navigation assistance system - Google Patents

Abstract

Provided is a ship-movement-sharing navigation assistance system capable of presenting functions useful for preventing ship collisions to a greater number of crew members in an easier to understand form. Ship and crew identifying information and ship movement information history are managed in association and ship movement sharing data that has been converted to a format defined by map data is displayed on a user interface during navigation, thereby making it possible to present functions useful for preventing ship collisions in an easier to understand form. Ship movement information history in which crew and ship are identified is managed, thereby making it possible to provide information for improving safety for the crew, shipping companies, etc., information pertaining to the application of insurance, and so forth, thus making it possible to provide a greater number of crew members incentive to utilize the ship-movement-sharing navigation assistance system.

Description

Ship movement shared navigation support system

[Related application]
This application claims the priority of Japanese Patent Application No. 2019-110692, entitled "Ship Movement Shared Navigation Support System" filed on June 13, 2019, the disclosure of which is hereby incorporated by reference in its entirety. Is taken in by.
The present invention relates to a ship motion sharing navigation support system.

As international rules for the safe navigation of ships, the Convention on the International Regulations for Preventing Collisions at Sea (COLREGS) and the International Regulations for Preventing Collisions at Sea: International Regulations for Preventing Collisions at Sea There are treaties (International Convention for the Safety of Life at Sea: SOLAS), etc., and the corresponding domestic laws include the Maritime Collision Prevention Law and the Ship Safety Law. These treaties set out the basic rules for the passage of vessels and require certain vessels to be equipped with various devices to prevent collisions. Vessels with such obligations are commonly referred to as "SOLAS vessels".

As a typical device specified by SOLAS, a frequency band (VHF band) called VHF (Very High Frequency) is used, and it is used for distress / safety communications, port affairs communications, telecommunications services, pilot services, etc. on ships. An automatic identification system that sends and receives signals for automatically identifying states such as the position and movement of a ship using a wireless communication system called "International VHF" and a dedicated channel in the international VHF band. : AIS), an automatic radar plotting device (Automatic Radar Plotting) that automatically captures the target target, calculates and displays the direction and distance to the target, and automatically determines the risk of collision. Aids: ARPA) etc.

FIG. 1 is a diagram showing an image of the navigation status and communication environment of a ship. At sea, wireless communication is basically not possible because wired communication is not possible. Although satellite communications are mainly used on ships, mobile phone networks may be available in coastal areas. AIS digitally communicates data related to the position and movement of ships between ships using channels in the international VHF band, but satellites AIS that receive AIS signals with communication satellites and AIS signals on land The receiving AIS coast station is also in operation, and a service to provide the received AIS data on the Internet is being developed.

Non-SOLAS, which is obliged to install AIS on large vessels such as vessels of 500 tons or more not engaged in international voyages and vessels of 300 tons or more engaged in international voyages, but is not obliged to install AIS such as small vessels. As for the ship, it is not possible to grasp the movement of the ship by AIS. Since most of the collision accidents in the coastal areas are related to pleasure boats and fishing boats, sharing of ship movement information using communication terminals such as mobile phones and smartphones is also being promoted.

In Patent Document 1, AIS information received from an AIS-equipped ship in the VHF band and ship information of a non-AIS-equipped ship received from an information communication terminal equipped with a GPS reception function are aggregated in a main server via the Internet. A ship operation monitoring system that centralizes and distributes to communication terminals is disclosed.
Patent Document 2 describes an alarm notification zone based on a self-position by acquiring ship information from an information distribution device that acquires voyage information of an AIS-equipped ship and position information from a ship not equipped with AIS that satisfies a predetermined positional condition. A communication terminal that outputs an alarm regarding a ship that has invaded the ship is disclosed.

Japanese Unexamined Patent Publication No. 2006-163765 Japanese Unexamined Patent Publication No. 2017-102986

Collision prevention devices such as AIS and ARPA specified by SOLAS are not obliged to be installed on small vessels that only sail domestically. In addition, since a maritime diploma and prescribed training are required to operate a large vessel, such a device is designed and generally used by a trained qualified person. The user interface is not intuitive to the user. Furthermore, the use of devices that emit prescribed radio waves, such as AIS and International VHF, requires procedures under the Radio Law regarding the acquisition of licenses and the establishment of radio stations, and requires the use of all vessels, including small vessels. That is in a difficult situation.

According to the Maritime Traffic Safety Act and the Act on Port Regulations, when performing construction work that requires traffic restrictions or construction work in congested sea areas, a warning ship should be deployed from the viewpoint of ensuring the safety of vessels navigating near the implementation sea area. Is required, and certain requirements are also imposed on the crew of the guard ship. The mission of the guard ship is to call attention to vessels that are abnormally approaching the implementation sea area, and to notify the relevant parties in the implementation sea area of the information when an abnormality is found. It is supposed to be equipped with AIS and international VHF based on the situation. However, it is difficult to monitor ships that are not equipped with these facilities and to achieve voice communication.

When using an information terminal as described in the above patent document, the movement of the ship cannot be shared unless more ships are equipped with the same information terminal, in order to avoid a collision. It is difficult to judge the behavior of. In addition, international VHF is used for voice communication to avoid collisions, but it is not possible to make a call unless the communication partner can be identified by the call by mobile phone or the chat function on the application that operates on the smartphone. Urgent communication cannot be made to avoid a collision with a vessel for which the other party has not been identified.

In addition, pleasure boats and fishing boats are reluctant to announce their own position, and it is difficult to oblige non-SOLAS boats to install a device that provides position information using AIS or smartphone apps. It is necessary to increase the motivation to install communication terminals and promote their spread.
The present invention has been made to solve the above-mentioned problems, and a ship capable of presenting a function useful for collision prevention of a ship to more ship operators in a mode that is easier to understand. The challenge is to provide a motion-and-quiet shared navigation support system.

In order to solve the above-mentioned problems, the ship movement sharing navigation support system according to the embodiment has at least the ship operator identification information for identifying the ship operator, the ship identification information for identifying the ship, and the ship movement indicating the position and movement of the ship. A database that manages information history, a back-end service that receives ship position data indicating at least the position information of the ship and stores it in the database, a back-end platform including, data output to the user interface, and operation input from the user. The user interface includes a front end that accepts data, an application programming interface (API) that is an interface between the back end platform and the front end, and the user interface is used for the ship movement information managed by the database. Based on this, the ship motion sharing data converted into the format specified by the map data is displayed, and the API is the ship identification information of the ship equipped with the communication terminal that executes the application that provides the user interface and the ship identification information. The user interface accepts an input associated with the operator identification information of the operator who operates the ship, and the back-end service links the ship identification information and the operator identification information with the ship movement information. In addition, it is stored in the database as the ship movement information history.

Information that identifies the operator and the ship and the history of the ship movement information are managed in association with each other, and during maneuvering, the ship movement sharing data converted into the format specified by the map data is displayed on the user interface, so that the ship collides. It is possible to present functions that are useful for prevention in a form that is easier to understand, and the history of ship movement information that identifies the ship operator and the ship is managed, so that the safety of the ship operator and the operator, etc. Since it will be possible to provide information for improvement and information on the application of insurance, it will be possible to provide more operators with an incentive to use the ship movement sharing navigation support system.

It is a figure which shows the image of the navigation situation of a ship and the communication environment. It is a scheme diagram which shows the service model. It is a network outline block diagram of the whole system. It is a figure which shows the protocol stack for demonstrating the relationship between communication devices. It is a functional block diagram of each device in an application layer. It is a figure which shows the use case of a ship movement shared navigation support system. It is an image diagram of the top screen displayed by executing the application. It is a figure which shows an example of an account-related table structure and relation. It is a figure which shows an example of the table structure and relation of ship-related. This is an example of the operator information management screen. This is an example of a ship information management screen. This is an example of the project information management screen. It is a figure which shows an example of the table structure and relation related to a plot. It is a figure explaining the layer structure of the map display screen. It is a figure which shows the relationship between the scale of a map display, and the display mode of a ship icon. It is an image diagram of the map display generated on the screen by the layer composition. It is a flowchart which determines whether or not the ship icon can be displayed. It is an image diagram of the map screen which displayed the heat map. It is an image diagram of a collision prediction screen. It is a flowchart which shows the process which concerns on the radar mode display. It is a flowchart which shows the warning target ship extraction process. It is a flowchart which shows the attention target ship extraction process. It is a figure which shows the screen image which presents the function of virtual radio to a user. It is a sequence diagram which shows the process of waiting from connection. It is a sequence diagram which shows the process at the time of a PTT call. This is a screen image of a land management terminal that is executing the group wireless function. It is a sequence diagram which shows the process which concerns on a group radio. It is an image diagram of a route reproduction animation. It is a figure which shows the flow of the process from the start of maneuvering to the end. This is a display example of the ship maneuvering history of a ship operator. This is a display example of the ship maneuvering history in the project. This is an example of a plot creation screen for setting the monitoring area. It is a figure explaining the data structure about the position information and ship information registered as a monitoring area. This is an image of the screen displayed on the app when a navigating vessel approaches the monitoring area. This is an image of the screen displayed on the app when a sailing vessel approaches the monitoring area. It is a flowchart which shows the process of detecting a ship approaching a monitoring area. This is a flowchart of processing related to the warning area document. It is a figure which shows the example which displays the warning in the browser used by the land administrator.

Hereinafter, embodiments will be described with reference to the drawings.
[1 Overall system configuration]
[1.1 Service model]
First, a usage pattern of the ship movement sharing navigation support system will be described. FIG. 2 is a scheme diagram showing a service model. The service provider 10 provides a service using the ship movement sharing navigation support system, and the ship operator 20 who operates the ship, the operator 30 who operates the ship, and the contractor 40 who performs the construction involving the operation of the ship 40. , The insurance company 50 that provides ship insurance, and the water area manager 60 that manages the water areas that require restrictions on the operation of ships such as ports, construction areas, and fishing net installation areas, use the services provided by the service provider 10. doing.

In addition to SOLAS vessels, vessels for which collision prevention measures should be taken include not only small vessels for personal use such as pleasure boats, but also business vessels such as fishing vessels, work vessels, and warning vessels. From another point of view, ship movement information can be used as verification data and statistical data in insurance accident verification and rate calculation. Furthermore, in harbors, it is necessary to control the movement and berthing positions of vessels entering and exiting on a tight schedule, and in fisheries and construction, not only collisions between vessels, but also fishery-related equipment and construction such as set nets and aquaculture rafts. It is also necessary to prevent collisions with obstacles such as related equipment. As described above, since there are a wide variety of stakeholders who need information on ship movement, various actors are assumed as service users, as shown in FIG.

The service provider 10 also provides services by receiving information from an external information provider 70, and the information provided by the information provider 70 includes, for example, map information, weather information, ship movement information, and marine accident information. And so on.
The operator 20 may use the service as an individual 21, but may also be an employee 22 who provides services to the operator 30. In addition, the operator 30 may also be a partner company (subcontractor) 31 that provides services to the contractor 40. Due to such a difference in business model, various contract forms exist between the service provider 10 and each user.

[1.2 Network configuration]
[1.2.1 Overall configuration]
Next, the network configuration of the ship movement shared navigation support system according to the embodiment will be described. FIG. 3 is an outline configuration diagram of the network of the entire system. The ship movement shared navigation support system is mainly provided by the function of the management server 100. The management server 100 is connected to the Internet IN, and provides information such as ship movement to the communication terminal 200 and the land management terminal 300 by the Internet Protocol (IP). Since the communication terminal 200 is supposed to be used by the operator 20 on board, the place of use is on the water such as the sea or river. Since a wired data network cannot be used on the water, data communication is performed with the management server 100 via the carrier network CN provided by a communication carrier company such as a mobile phone company or a satellite communication company.

On the other hand, the land management terminal 300 is assumed to be used by the manager of the operator 30 or the contractor 40 in the land office, and performs data communication with the management server 100 via the Internet IN. It should be noted that a mode in which the land management terminal 300 is installed on the in-house network of the operator 30 or the like is also conceivable, and for example, data linkage with another in-house system 301 that manages employee information or the like may be performed. Further, the data communication between the communication terminal 200 and the land management terminal 300 may be a private network PN using a long-distance wireless LAN (Local Area Network) or the like, and by connecting to the Internet IN via the private network PN, the data communication may be performed. It may be configured to access the management server 100.

The movement information of the ship is grasped based on the information included in the AIS signal emitted by the AIS transmitter / receiver 800 and the position information determined by the function of the communication terminal 200, as will be described in detail later. Here, the AIS transmitter / receiver 800 is a device that transmits / receives AIS information according to a communication method or message format compliant with standards such as SOLAS, ITU (International Telecommunication Union), and IEC (International Electrotechnical Commission). The AIS information includes ship information such as a ship identification code, ship name, position, course, speed, and destination in a predetermined format. On the other hand, the land AIS receiving device 810 and the marine AIS receiving device 900 in the present embodiment are devices that receive an AIS signal from the AIS transmitter / receiver 800, convert it into a predetermined data format, and then transmit the data.

[1.2.2 Protocol Stack]
Here, FIG. 4 is a diagram showing a protocol stack for explaining the relationship between the communication devices shown in FIG. The AIS transmitter / receiver 800 transmits a signal conforming to the protocols of the physical layer (L1) and the data link layer (L2) specified by ITU-R M.1371, IEC 61993, IEC 62287, etc., and transmits a signal conforming to the protocol of the land AIS receiver 810. And the maritime AIS receiver 900 interprets the signal received from the AIS transmitter / receiver 800 according to these protocols. In the application layer, the AIS transmitter / receiver 800 uses the Global Positioning System (GNSS) such as the Global Positioning System (GPS) to generate the positioning data of the ship's position and the ship name. And MMSI number (Maritime Mobile Service Identity) and other information about the own ship are also sent to other ships, and the information received from other ships is displayed on the user interface such as plotters. Generally, the standard set by the National Marine Electronics Association (NMEA) (registered trademark) is adopted as a common format for data such as AIS and GPS used for ship operations, and positioning equipment. The display device and the AIS transmitter / receiver communicate with each other using the serial communication protocol.

The land-based AIS receiver 810 transmits the AIS data received from the AIS transmitter / receiver 800 to the management server 100 on the IP network by the transmission / reception program operating in the application layer. Further, the maritime AIS receiver 900 transmits the AIS data received from the AIS transmitter / receiver 800 to the communication terminal 200 by BLE (Bluetooth Low Energy) (registered trademark).

In the communication terminal 200 such as a smartphone or tablet, as a wireless communication means for IP network communication, in addition to LTE (Long Term Evolution) (registered trademark) provided on the mobile phone network, Wi-Fi (registered trademark) communication means is used. It is installed. Further, the communication terminal 200 is configured so that positioning data generated from GPS or the like or base station information can be used on an application (application), and the AIS received from the maritime AIS receiving device 900 via BLE communication. It can be transmitted to the management server 100 on the IP network as ship information that combines the information and the positioning information. The receiving means such as GPS may be a device built in the communication terminal 200 or an external device connected by wire or wirelessly.

The management server 100 and the land management terminal 300 may be general-purpose ones, and the physical layer (L1) and the data link layer (L2) may be configured to comply with either wired or wireless communication standards. The management server 100 operates a Web server, a database (DB), an API (Application Programming Interface), and the like in the application layer, and functions as a server on the communication terminal 200 or the land management terminal 300 as a client. The protocol used in the application layer may be a widely used protocol such as HTTP.

To use the VHF band used for AIS, a license is required depending on the transmission output, etc., but for Wi-Fi and BLE, as long as you use a device that has been certified as conforming to technical standards, etc. Unlicensed bands that do not require a license are available. When using a communication service provided by a telecommunications carrier such as the LTE band, the frequency band is used by a license comprehensively obtained by the telecommunications carrier. The communication standard provided by the communication carrier is not limited to LTE illustrated in this embodiment, but WiMAX (Worldwide Interoperability for Microwave Access) (registered trademark), 5G (5th generation mobile communication system), etc. It may be a communication standard in a body communication network or a data communication standard in satellite mobile communication.
The method of wireless communication between devices is not limited to the form shown in FIG. 4, and can be appropriately selected depending on the reach of radio waves, the presence or absence of a license, and the like. In any case, any communication method may be used for the lower layer as long as data can be transmitted / received to / from the management server 100 on the IP network.

[12.3 Application layer function configuration]
FIG. 5 is a diagram showing components in each device in the application layer as functional blocks. There are a communication terminal 200 and a land management terminal 300 as clients of the management server 100, and a configuration in which processing performed on the server side and processing performed on the client side are appropriately distributed in consideration of factors such as processing capacity and network communication volume of each. It has become. In the present embodiment, the client side executes high-load processing and performs edge computing to suppress the amount of data on the network.

The application software installed on the client-side communication terminal 200 is generally called a "native application" (abbreviated as "application" in this embodiment) and is provided on the browser of the land management terminal 300. The application software that executes the above functions is generally called a "Web application" (abbreviated as "Web" in this embodiment). In the present embodiment, the functions provided by the application software that realize data presentation to the user and operation input from the user are collectively referred to as a "user interface". In addition, the generic name of various components such as hardware and software that provide the user interface is "front end", and the generic name of various components executed on the server side that the user does not directly operate is "back end". In the present embodiment, by loosely coupling the components by API, it is possible to configure a highly extensible system without being bound by the programming language or framework used in the front end and the back end. There is.

Below, each component will be explained in more detail. On the management server 100, an API server 110 that provides a service for connecting the front end and the back end, a Web server 120 that provides a service to the browser 310 as the front end, data management and connection functions for the front end, etc. A voice server 130, a data store 140, a database 150, a back-end service 160, and an AIS receiving server 170 for receiving AIS data are constructed as various back-ends for providing the above. The management server 100 may be built in a specific data center, or may be built on a PaaS (Platform as a Service) provided on a so-called cloud service.

The communication terminal 200 includes a positioning program 210 that provides a positioning function and an application 220 that provides a user interface function, and the land management terminal 300 includes a browser 310. The map information displayed on the application 220 and the browser 310 is generated based on the map data 710 provided by the information providing server 700. The map data 710 may be sea map data created as a sea map for navigation, map data including land and sea information, and data that can be used as Geographic Information System (GIS) data. Should be used. As a geospatial data exchange format for describing GIS data, for example, GeoJSON that describes geometry (shape) and feature (feature) as a group of objects can be used. The map data 710 may be downloaded in advance from the information providing server 700 to the communication terminal 200 or the land management terminal 300, or may be appropriately read according to the current position.

The transmission / reception program 811 on the land AIS receiver 810 transmits the AIS data received from the AIS transmitter / receiver 800 to the management server 100, and the transmission / reception program 901 on the maritime AIS receiver 900 receives from the AIS transmitter / receiver 800. The AIS data is transmitted to the communication terminal 200.
The API server 110 on the management server 100 is a server that provides an API for connecting to the back-end service to the application 220 and the browser 310 that are user interfaces, and is provided in the present embodiment in FIG. Typical APIs are listed. The AIS controller 111 is an API that stores AIS data received by the AIS receiving server 170 in the data store 140 and the database 150. The plot controller 112, the operator controller 113, the ship operator controller 114, the image controller 115, the ship controller 116, and the navigation controller 117 register and delete data based on the operations in the application 220 and the browser 310, and the application 220 and the browser 310. It is an API that provides data and the like.

The Web server 120 is a server that provides a Web application that realizes the functions on the browser 310, and the functions provided in the present embodiment include the virtual wireless function 121, the plot creation function 122, and the functions provided in the present embodiment, as will be described in detail later. It has an information management function 123, a map display function 124, a history output function 125, and the like.
The voice server 130 is a server that provides a virtual wireless function, and in the present embodiment, WebSocket that connects a client and a server at high speed by a Hypertext Transfer Protocol (HTTP) is used as a communication protocol. There is.

The data store 140 is a real-time data store generally called a real-time database, a NoSQL cloud database, a cloud data store, etc., and is data for performing highly real-time processing on the front side of the Web server 120, the application 220, and the browser 310. The database 150 is a storage means configured as a relational database whose configuration example will be described in detail later. The back-end service 160 provides back-end service functions such as access to the data store 140 and the database 150 and authentication processing.
The AIS receiving server 170 is a server that receives AIS data from the receiving / transmitting program 811 of the land AIS receiving device 810, and is connected to the land AIS receiving device 810 by UDP (User Datagram Protocol).

The positioning program 210 included in the communication terminal 200 generates position information data based on a positioning signal received by a GNSS antenna such as GPS mounted on the communication terminal 200 or a signal from a base station. The application 220 has a position information receiving / transmitting function 221 that generates and transmits the position information data of the own ship based on the position information data generated by the positioning program 210, and is used as the position information of the own ship in the application 220. The own ship position information data used and transmitted to the management server 100 is used as ship movement information of another ship in the application 220 on the other communication terminal 200. The position information receiving / transmitting function 221 also has a function of calculating the ship speed and course from the difference in the position information in addition to the position information of the own ship and transmitting it to the management server 100.
Further, the application 220 includes a plot creation function 222, an information management function 223, a map display function 224, a collision prediction function 225, a history output function 226, a virtual radio function 227, and the like, which will be described in detail later.

[2 data structure]
[2.1 Use Case]
In explaining the data structure according to the present embodiment, a use case of the ship movement sharing navigation support system will be described with reference to FIG. In the use case, it is assumed that the user is a ship operator who operates the ship on the water and an administrator who manages the operation on land. For operators, "share vessel movements", "manage information", "predict collisions", "contact other vessels", "record voyage information", and "create plots" , Is assumed. On the other hand, since the manager does not maneuver the ship, the use case of "predicting a collision" is excluded as compared with the maneuverer.

In "Sharing ship movements", movement information related to the movement or stop state of the ship, such as the position, speed, course, etc. of the own ship and other ships, is shared by displaying it on the map. "Managing information" manages basic account-related information such as the names and contacts of ship operators and companies, and static information related to ships such as ship names and ship registration numbers on the system. In "Predicting a collision", the system warns about the position and distance of a ship that may collide and the predicted time until the collision due to the relative relationship between the own ship and another ship. In "contact other ships", voice communication is planned to avoid collisions between ships. Then, in "Create a plot", settings are made to provide information on the map as some point or area. As the plot, for example, information for warning or alerting the operator, information useful for maneuvering, information for seeking rescue in the event of a marine accident, etc. are assumed.

Here, FIG. 7 is an image diagram of the top screen displayed by the application 220 on the communication terminal 200 used by the ship operator. On the map, an icon indicating the position of the ship and the name of the ship, the position of the plot, the name of the plot / area, and the nautical chart (symbol) and the name are displayed.
Among the icons indicating a ship, SI1 in the figure represents the own ship. On the own ship icon SI1, an icon indicating the usage state of the virtual radio, which will be described in detail later, is displayed. SI2, which indicates a stopped state, and SI3, which indicates that the vessel is in operation, are displayed as icons indicating other vessels. The other ship icons SI2 and SI3 both have red and green dots on the side of the ship, so that the port and starboard sides of the other ship can be intuitively grasped by the operator. Provided. Further, comparing the side lights of the stopped icon SI2 and the sailing icon SI3, the sailing icon SI3 is a figure in a state of being lit. This makes it easy to intuitively grasp the existence of other ships in flight. Further, a speed vector line corresponding to the ship speed and course is displayed in the bow direction of the sailing icon SI3, and a wake line is displayed in the stern direction. This information can be selectively displayed for the own ship and other ships, which makes it easy to grasp the movement of the ship.

As shown in FIG. 7, various buttons for accepting operations from the user are displayed on the screen. Specifically, the menu button B1 for instructing the menu display, the plot button B2 for displaying the plot creation menu, the virtual radio button B3 for instructing the panel display for virtual radio, and the current position of the own ship are moved to the center on the map. The current position button B4 for instructing the ship to be operated, the radar mode button B5 for instructing the transition to the radar mode screen indicating information on collision prediction to the user, and the ship maneuvering status button B6 for instructing the start and end of maneuvering of the own ship are displayed. ing. The ship maneuvering status button B6 may be displayed in a specific mode such as a different color during maneuvering.

[2.2 Database table structure]
Here, the table structure of the database configured to provide the above-mentioned functions will be described. The database 150 is a relational database, in which a ship operator, a ship, or the like is uniquely identified by an identifier (ID), and is associated with various types of information as described below.

[2.2.1 Account-related table structure]
FIG. 8 is a diagram showing an example of account-related table structure and relations. As shown in FIG. 2, the account can be issued to each of the ship operator 20, the operator 30, the contractor 40, the insurance company 50, and the water area manager 60. In the present embodiment, in order to manage the ship maneuvering history for each of the 20 ship operators, an account (ship operator ID) is issued for each natural person who operates the ship. An operator 30 that manages the operator 20 as an employee, an insurance company 50 that acquires information on the operator 20 based on contractual rights and obligations, and a ship operator 20 based on legal and contractual rights and obligations. The water area manager 60, which monitors the maneuvering status, is issued an account (business ID) for each business. In addition, projects such as construction in which a joint venture (JV) by a plurality of businesses or a contractor 40 as a single company operates with a plurality of operators 30 as cooperating companies are managed as a fixed-term project. Then, an account (project ID) is issued for each project. These business operator IDs and project IDs can also be used for management that is associated with the ship operator ID and is identified as a group to which the ship operator belongs.

As shown in FIG. 8, in each of the "ship operator table", "business operator table", and "project table", the basic information of the subject identified by the ship operator ID, the operator ID, and the project ID is managed. .. In order to identify and manage the business operators participating in each project, a "project business operator table" that manages the project ID and the business operator ID in association with each other is set. The "project operator table" is also associated with the "project operator table" and "project vessel table" for identifying and managing the operators and vessels operating in the project by ID.

The ship operator ID is associated with a "license table" that manages information related to the ship operator's ship license, and can manage the license number, expiration date, etc. In addition, the "ship maneuvering history table" linked to the ship maneuvering ID records the start / end time and distance for each maneuvering, and the business operated by the ship maneuvering ID and project ID can be specified, as well as the ship ID, It is possible to manage the ship as a boarding history by specifying the ship that has been maneuvered, the role, etc. by the ship maneuvering purpose ID, the role ID, and the like.

[2.2.2 Ship-related table structure]
Subsequently, FIG. 9 is a diagram showing an example of a ship-related table structure and relations. The ship is uniquely identified by the ship ID, and in addition to static information such as the ship name and ship number, in the present embodiment, a "position publication flag" indicating whether or not to publish the position of the ship on the map. Is also set. As a result, for ships whose positions are not disclosed, it is possible to control the position to be displayed on the map within the range necessary for ship collision prevention.

The "voyage history position table" linked to the ship ID is a table that manages dynamic information in the voyage such as destination, latitude, longitude, bow direction, course, ship speed, movement judgment, etc. as a history together with the data acquisition date and time. By linking with the ship operator ID, the business operator ID, the project ID, the ship maneuvering history ID, and the like, it is possible to manage the relationship with the ship operator and the business.

In addition, the attribute information of the ship is managed and normalized by the ship type ID and the ship size ID. In the present embodiment, as the ship icon displayed on the map, an illustration reminiscent of the ship type is prepared as image data for each ship type, as shown in FIG. 9 as an example of a cargo ship. Not limited to general ship types such as cargo ships and tankers, there are "own ship" icon indicating that it is an in-house ship and "app ship" icon indicating that it is a ship equipped with a communication terminal 200. You may. In the present embodiment, as will be described in detail later, while using these ship-specific icons as normal display modes, ship icons with different display modes are used depending on the display range and mode of the map.
In addition, the display size of the ship icon is controlled so that the relative relationship between the scale on the map and the size of the ship is maintained. As illustrated in FIG. 9, the "ship size table" is used. The display size of the icon can be determined based on the data indicating the total length and width of the managed vessel.

Here, FIG. 10 is an example of the ship operator information management screen, and is a user interface for referring to and inputting information on the ship license together with the basic information of the ship operator. The data input here is stored in the "operator table" and the "license table" illustrated in FIG. The image file in which the driver's license is photographed is specified by the image ID in the "license table".

Next, FIG. 11 is an example of the ship information management screen, which is a user interface for referring to and inputting information on the ship size and ship type together with the basic information of the ship. In addition, an image of the appearance of the ship and an image of the ship inspection certificate can also be registered, and the data input here can be the "ship table", "ship type table", and "ship type table" illustrated in FIG. It is stored in the ship size table, etc.

FIG. 12 is an example of the project information management screen, and together with the basic information of the project, a list of the businesses participating in the project, the basic information for each business, and the ship operators assigned to the project. It is a user interface that refers to information about ships. In the account identified by the project ID, it is allowed to change the basic information of the project managed in the "project table", but only reference is allowed for the information about the operator and the ship assigned by the operator. Not done.

[2.2.3 Plot-related table structure]
Next, FIG. 13 is a diagram showing an example of a plot-related table structure and relations. The plot is identified by the plot ID, and the plot category indicating the type of plot, the position information where the object whose information should be shared by the plot exists, and the image file of the plot object are linked. Similar to the ship icon, icons corresponding to the plot category are prepared as images in the plot, and as illustrated in FIG. 13, icons corresponding to nautical chart symbols such as "lighthouse" and "floating objects" There is an icon indicating such a temporary situation.

Specifically, depending on the type of plot, there may be less volatile information that indicates a permanent object, such as a chart symbol or the location of a marina, but a temporary object such as a floating object or a patrol ship. There is also highly volatile information that indicates things. Meteorological and sea conditions such as strong winds and waves are also events that fluctuate in a relatively short period of time. On the other hand, there are some objects, such as construction areas, which are relatively long-term but have a limited period. If an object that no longer exists at that position or an event that has expired for a specified period of time is displayed on the map indefinitely, it may warn the operator of unnecessary warnings and may even hinder safe operation. .. In the present embodiment, as one item of the "plot category table", a display deadline flag indicating the presence or absence of a display deadline and the length of time according to the attributes of the plot is provided, and the date and time of the display deadline is provided in the "plot table". Is to be registered. The display deadline may be specifically specified by the user when creating the plot, or may be automatically calculated according to the type of the display deadline flag.

In addition, in the "plot table", a "plot type flag" is set to identify whether the plot point consisting of position information is specified by one point or a plot specified by a plurality of plot points, and a plurality of plots are set. When it is specified by a point, it can be displayed on the map as a vector figure composed of straight lines having a plurality of plot points as vertices, such as the figure described as "fixed net" illustrated in FIG. The vector figure may be a curve having a plurality of plot points as control points.

[3 Functions of ship movement shared navigation support system]
Hereinafter, the main functions of the ship movement shared navigation support system according to the present embodiment will be described.
[3.1 Map display function]
[3.1.1 Layer structure]
FIG. 14 is a diagram illustrating a layer structure of a map display screen displayed on the communication terminal 200 and the land management terminal 300. At the top of the map layer where the base map data is displayed, there is a heatmap display area where statistical information about a given item is visually displayed as a heatmap, and the area identified by multiple plot points is a vector. There is an area display layer that is displayed as a figure, and above that there is an information icon display layer that displays the plot information icon specified by one plot point as a raster image. Further, a ship icon display layer, a ship name display layer, a track display layer, and a speed vector display layer are laminated on the upper layer, and the track and speed vector can be selectively displayed in addition to the case where only the ship is displayed. It has become. When the radar mode screen is selected, there is a warning display layer that displays a caution and warning area for preventing collision of the ship above the ship icon, and above that, there is a virtual radio in the communication terminal 200 on the ship. A wireless icon display layer indicating the status of is arranged.

In this embodiment, as illustrated in FIG. 15, the display form of the ship icon is different depending on the scale of the map. When a wide area map is displayed at a small scale, a large number of ship icons are displayed within the display range, but if all the icons are displayed uniformly, the icons will be displayed excessively densely. Therefore, the ship in transit is displayed by the ship type icon in the above illustration, but the ship at berth is displayed by the grain icon (circle), and if the ship icon overlaps, the number of texts of the ship name is displayed. By limiting, the amount of information displayed is reduced.

When displaying the mid-range map at medium scale, all the vessels to be displayed are displayed using the ship type icon, but as described above, the icon of the mode in which the side light is lit is used for the sailing vessel. , The icon of the mode in which the side light is turned off is used for the berthed ship. These ship-specific icons are adjusted and displayed in a size corresponding to the ship size registered in the database 150 according to the scale of the map.

When displaying a detailed map at a large scale, the amount of change in the position information of the ship becomes large, so regardless of the ship type, the polygon ship icon generated as a polygon that combines vector figures such as simple pentagons and triangles. Is displayed. This reduces the processing load on the display of the ship icon and enables smooth map display according to changes in the position information of the ship. Similar to the ship type icon, the polygon ship icon is also adjusted and displayed in a size corresponding to the ship size registered in the database 150 according to the scale of the map.

Here, FIG. 16 is an image diagram of a map display generated on the screen by the layer configuration illustrated in FIG. In this example, the ship name is displayed as text together with the ship icon, and the speed vector is displayed in the bow direction of the ship icon in progress, but the wake is not displayed for any of the ships. That is, the necessity of displaying the individual information and the display mode can be controlled for each layer, and this is an example in which the display of the track display layer shown in FIG. 14 is turned off.
The image of the ship and the ship name, movement information, etc. are displayed in association with the ship icon, and the image and comment are displayed in association with the "floating object" icon, but these detailed information can be operated by tapping the icon, etc. The display may be turned on / off by.

By the way, the ship icon SId displayed by the dotted line in FIG. 16 means a ship whose ship position is not disclosed. When maneuvering fishing boats and pleasure boats, there are some operators who do not want the position of their own boat to be announced, but in order to prevent collision of the boat, the position and movement of other boats that may collide should be determined. Need to monitor. The Maritime Collision Prevention Law stipulates the actions to be taken when maneuvering a ship, depending on the type and condition of the ship, as "navigation of ships within the field of view of each other." Therefore, in the present embodiment, the ship existing at a position considered to be visible from the own ship is displayed on the map, but the ship icon located outside the visible range is not displayed. The visible distance actually differs depending on the height of the maneuvering seat from the sea surface and the weather and sea conditions, but for example, it is defined as the distance at which the light of the mast light can be visually recognized in COLEGS and the International Regulations for Preventing Collision at Sea. It may be set to about 6 nautical miles (about 11 km).

In addition, the interval at which motion information is transmitted by AIS is set to a range of 2 seconds to 3 minutes depending on the state of the ship speed, etc., but if the motion information is not updated beyond this time interval, , There is a possibility that the AIS data of the ship concerned has not been received normally. If the AIS data is normally received, the status will be transmitted at 3 minute intervals even if the vessel is "berthed or anchored and does not move at 3 knots or more", so the data will exceed 3 minutes from the vessel in flight. If is not updated, the vessel may have already moved to another location, or incorrect data may have been recorded for some reason. Therefore, in the present embodiment, of the position information extracted as another ship to be displayed on the map, if the data is acquired within 7 minutes, the normal icon display is performed, but it is doubtful between 7 minutes and 10 minutes. In order to show the operator that it is information, other ships are displayed with a gray icon, and if it exceeds 10 minutes, they are not displayed on the map. The criterion is not necessarily limited to 7 minutes or 10 minutes, and may be set for a shorter time or a longer time.

[3.1.2 Judgment on whether or not the ship icon can be displayed]
FIG. 17 is a flowchart for determining whether or not the ship icon can be displayed. When the process is started, the position information of the own ship is first acquired from the data store 140 (S101), and then the information of other ships existing within the display range of the screen is acquired from the data store 140 (S102). The following steps S103 to S106 are repeatedly executed for the number of vessels for which information has been acquired.

First, the position announcement flag of the vessel to be determined is referred to, and if it is determined that the vessel does not announce the position (S103; No), then whether or not the vessel exists within a visible distance from the position of the own vessel. Is determined (S104). If it is determined that the other ship does not exist within the visible distance range (S104; No), the ship icon of the other ship is not displayed on the map (S105).

On the other hand, if it is determined in step S104 that the ship is within a visible distance from the own ship (S104; Yes) or if it is determined in step S103 that the position is to be announced (S103; Yes), then the other ship is concerned. With reference to the time when the position information was acquired, it is determined whether or not the position information was acquired within 10 minutes (S106), and if it is determined that the position information is not acquired within 10 minutes (S106; No), the relevant Other ships are hidden (S105). On the other hand, if it is determined that the location information is acquired within 10 minutes (S106; Yes), then it is determined whether or not the location information is acquired within 7 minutes (S107). .. Here, if it is determined that it is not within 7 minutes after the position information is acquired (S107; No), the other ship is displayed with a gray (gray) icon (S108), and it is within 7 minutes. If it is determined (S107; Yes), the other ship is displayed with a normal icon (S109).

[3.1.3 Heat map]
FIG. 18 is an example of displaying a heat map. On the map, circles of a size and a color corresponding to a numerical value corresponding to the specified information are displayed as a heat map, and in addition, a ship icon and a ship icon and the like are displayed. Wireless icons, information icons, etc. are displayed. In the example shown in this figure, the route as nautical chart information is displayed as an information icon, and the circle of the heat map indicates the amount of fishing boats in a predetermined period. The Maritime Traffic Safety Act stipulates that certain large vessels are obliged to navigate the route, but there are exceptions to the navigation for fishing vessels that are fishing, so it is displayed for the purpose of grasping trends in the traffic volume of fishing vessels. Has been done. The type, amount, period, etc. of the information to be displayed on the heat map can be arbitrarily set, and the display form is not limited to a circle, but a polygon, a line, or the like may be used.

[3.2 Collision prediction function]
[3.2.1 Screen image]
Next, the collision prediction function will be described. FIG. 19 is an image diagram of a collision prediction screen displayed on the communication terminal 200. The screen illustrated in this figure is named "radar mode" in the present embodiment, and like the display screen of the ship radar, numerical values indicating the directions are arranged on a circle centered on the ship, and the values are combined. This mode displays the movement information of other ships as an icon. In the example of FIG. 19, other ships on the radar mode screen are displayed by simple figures such as circles and triangles and speed vectors, instead of icons corresponding to the ship type and ship size.

In the example shown in FIG. 19, the course-up display is such that the course of the own ship, 225 °, is arranged above, but the north-up is instructed to change to the north-up display in which the north (0 °) is displayed as the top. Button Bnu is provided. In the vicinity of the own ship icon, the name of the ship and the speed and course of the own ship are displayed as text.
In addition, two types of sectors, a first sector F1 meaning a warning area and a second sector F2 meaning a caution area, are displayed centered on the coordinates of the ship. The radius of the first sector F1 is the length corresponding to the distance reached in a predetermined time (first time) when the current ship speed and course are maintained, and spreads in the direction of ± 5 ° from the course of the own ship. It is a fan shape with a central angle of 10 °. The first fan-shaped F1 is used as a warning area for detecting a warning target. The first time is, for example, 5 minutes, 3 minutes, etc., which is appropriate for recognizing the relationship between the own ship and another ship and determining whether the own ship needs to maintain the course or perform an avoidance operation. Time is set.

By predicting a collision by assuming that the area with a certain extent from the course is the area where the ship is likely to navigate within a predetermined time, the movement of other ships, waves, wind, etc. It is possible to predict the collision in consideration of the course deviation due to the influence of the disturbance. The length of the radius and the angle from the course are not necessarily limited to the above-mentioned numerical values, and may be adjusted according to the weather and sea conditions, depending on the ship type of the own ship, the current ship speed, the movement performance, etc. It may be adjusted accordingly. Further, the operator may arbitrarily set it.

In the present embodiment, a predetermined requirement is satisfied when another ship exists within the warning area, that is, the range defined by the first sector, and when the warning area of the own ship and the warning area of the other ship overlap. Occasionally, these other vessels are displayed on the screen as warning vessels. When there is a warning target ship in this way, the warning area is displayed using a warning color generally associated with a warning, such as red, and similarly, the warning target ship is also displayed in the warning color.

The radius of the second sector F2 is ± 112.5 ° from the course of the own ship, with the radius corresponding to the distance reached in the predetermined time (second time) when the current ship speed and course are maintained. It is a fan shape with a central angle of 225 ° that spreads in the direction. The second fan-shaped F2 is used as a caution area for detecting an attention target. The second time is, for example, 3 minutes or 1 minute 30 seconds, and the existence of a ship (potentially warned ship) that may cause a risk of collision if the ship changes course, or the self Pay attention to the existence of vessels (ships subject to cooperative operation) that are navigating without considering the movement of the ship and may have to cooperate with each other in order to avoid collisions. Appropriate time is set to encourage.

The COLEGS and the International Regulations for Preventing Collision at Sea stipulate that the irradiation range of the side lights is 112.5 ° to the left and right from the bow direction, and that angle corresponds to the range recognized by other ships as the starboard and port sides of the own ship. Then, as "navigation of vessels in the line of sight of each other," "when there is a risk of collision when two powered vessels cross each other's course, the other powered vessel is viewed on the starboard side. Must avoid the course of the other powered vessel. " The vessel side looking at the port side (red side light) of another vessel becomes an avoidance vessel, and in principle it is necessary to perform the avoidance operation, but if it is recognized that the collision cannot be avoided only by the operation of the avoidance vessel, a collision is carried out. It is necessary to take cooperative actions to avoid it. Therefore, even if the own ship is a holding ship, by displaying the caution area that is assumed to be the area where attention should be paid to the avoidance operation of other ships, the operator can be supported to avoid collision with other ships. It becomes possible to do.

As with the first sector, the length of the radius and the angle from the course are not necessarily limited to the above-mentioned values, and may be adjusted according to the weather and sea conditions, the ship type of the own ship, and the current state. It may be adjusted according to the ship speed, exercise performance, and the like. The operator may arbitrarily set it.
In the present embodiment, when there are other ships in the caution area, that is, within the range defined by the second sector, these other ships are displayed on the screen as the ships to be watched. When there is a ship to be watched in this way, the caution area is displayed using a caution color that is generally associated with caution, such as yellow or orange, and the ship to be watched is also displayed in the caution color. ..
Non-attention vessels that are neither warning targets nor caution targets are displayed in cool colors such as blue and green, and if only the non-attention target vessels are around, the warning area of the own ship And the attention area is also displayed in non-attention color.

[3.2.2 Warning display processing]
The details of the process of displaying the other ship, the warning area, and the caution area illustrated in FIG. 19 will be described below with reference to the flowcharts of FIGS. 20 to 22.
FIG. 20 is a flowchart showing a process related to the radar mode display. In this embodiment, this process is executed on the application 220 side, but it may be executed on the management server 100 side.

When the processing is started, the ship information such as the position information, the ship speed, and the course of the own ship is acquired from the data store 140 (S201), and then the position coordinates and the speed vector of the own ship in the display coordinate system of the map are calculated. (S202), the warning area and caution area of the own ship described above are calculated around the position coordinates of the own ship (S203). Next, information on other ships existing within a certain range is acquired from the data store 140 (S204). As the constant range, for example, a range corresponding to a latitude of 0.1 ° (about 11 km), a display range on the screen, and the like may be appropriately set. The following warning target ship extraction process (S210) and caution target ship extraction process (S220) are repeatedly executed for the number of ships for which information has been acquired.

FIG. 21 is a flowchart showing the warning target ship extraction process. First, it is determined whether or not the judgment target ship is located in the warning area of the own ship, that is, in the area calculated as the first fan shape (S211), and if it is determined to be in the warning area (S211; Yes). , The other ship is displayed with an icon indicating that it is a warning target (warning target ship) (S212), and the calculated distance from the own ship to the warning target ship and a text message prompting the operator to warn are displayed. Processing is performed (S213). Then, the first fan shape of the own ship is displayed in the warning color (S214), and the process ends.

If it is determined in step S211 that the judgment target ship is not located within the warning area of the own ship (S211; No), then whether or not the warning area of the judgment target ship overlaps with the warning area of the own ship. It is determined (S215). In the example of FIG. 19, the warning area of the “X circle” overlaps with the warning area of the own ship. Here, if it is determined that the warning area of the ship to be determined overlaps with the warning area of the own ship (S215; Yes), it is determined whether or not the other ship is approaching (S216). If the courses do not intersect even if the warning areas overlap, it is not necessary to warn because the other ship is far from the own ship. In addition, even if the courses are scheduled to intersect, if a warning is given when the course is considerably ahead, the effect of the warning may be diminished. Therefore, if it is determined that the other ship is approaching (S216; Yes), it is determined whether or not the other ship intersects within a certain time (S217), and if it is within a certain time (S217; Yes). ), A text message prompting the estimated time to cross and a warning is displayed (S218), the processing shifts to the processing of S214, and the first fan shape of the own ship is displayed in the warning color.
If the determination results of steps S215, S216, and S217 are all No, the other ship does not need to be displayed as a warning target at this stage, so the first fan shape of the own ship is displayed in a non-warning color. (S219), and the process ends.

FIG. 22 is a flowchart showing the attention target ship extraction process. When the processing is started, it is determined whether or not the ship to be determined has been processed as the warning target ship in step S210 (S221), and if it has already been the warning target ship (S221; Yes), the caution target ship. The extraction process ends. On the other hand, if it is determined that the ship is not a warning target ship (S221; No), it is determined whether or not the ship is located in the caution area of the own ship, that is, in the second sector (S222). Here, if it is determined that the ship is within the caution area (S222; Yes), a process of displaying the ship as a caution target ship on the screen is performed (S223), and the calculated own ship is the caution target. A process of displaying the distance to the ship and calling attention to the operator is performed (S224). Then, the second fan shape of the own ship is displayed in the caution color (S225), and the caution target ship extraction process is completed.
If it is determined in step S222 that the ship is out of the attention area (S222; No), a process of displaying the ship on the screen with an icon as a non-attention target ship is performed (S226), and the ship is displayed in a non-attention color. The second fan shape of the ship is displayed (S227), and the attention target ship extraction process is completed.

In the above example, the collision prediction function is executed on the communication terminal 200 used by the operator 20, but as a modification, when the operator 30 monitors the navigation status of the company's ship from land, the land management terminal 300 There may be a mode of displaying a real-time collision prediction on the browser of the above, a mode of reproducing and displaying the situation of the collision prediction at a specific time point when the insurance company 50 verifies an accident related to the contracted ship. Alternatively, it may be used to present a mode in which a ship collision is predicted to a manager who controls a congested sea area. Further, in the above example, the message for warning or calling attention is a text display, but it may be a graphic icon or a voice message.

[3.3 Virtual wireless function]
Next, the virtual wireless function will be described. The virtual radio in this embodiment is a function that realizes two-way voice communication similar to the international VHF specified in SOLAS and the ship safety regulations, and is a communication terminal 200 or among users of the ship movement sharing navigation support system. It enables half-duplex communication on an IP network by using a voice processing device such as a microphone or a speaker provided as standard in the land management terminal 300 and an IP communication function.

[33.1 Screen image of virtual wireless function]
FIG. 23 is a diagram showing a screen image for presenting the virtual radio function to the user. When the virtual wireless button B3 on the screen displayed on the communication terminal 200 is pressed, the virtual wireless operation panel TP is displayed. In the virtual radio function, as with the international VHF, voice can be transmitted while the person who wants to make a call presses the PTT button Bptt of the radio, and if the person who wants to make a call does not press the PTT button Bptt, the reception standby state is set. Calls are made using the Push to Talk (PTT) method. In half-duplex communication, listeners other than the PTT speaker can speak only the person who presses the PTT button (PTT utterance), and other users can only listen (PTT listening). The PTT button cannot be pressed or spoken until the speaker releases the PTT button. The status lamp SP indicating the call status on the virtual wireless operation panel TP is displayed in gray in the standby state, but is displayed in green when PTT is spoken and displayed in red when receiving.

Also, in the international VHF, channel 16 (156.8MHz) is a common channel dedicated to disaster safety and calling, and after calling another ship on that channel, it moves to another channel and makes a direct call. Similar operation is assumed for virtual radio, and by pressing the PTT button after inputting the channel number with the numeric keypad, it is possible to send and receive voice by the changed channel. The virtual wireless operation panel TP is also provided with a channel 16 button Bc16 for moving to a state in which the call ends and the channel 16 is listened to.

On the ship icon, a wireless icon indicating the state of the virtual radio in the ship equipped with the communication terminal 200 on which the application 220 is activated is displayed, and the wireless icon TI1 indicating the standby state and the wireless icon indicating the call state are displayed. TI2 is distinguished by the color of the icon. For example, the wireless icon TI1 indicating the standby state may be displayed in gray, and the wireless icon TI2 indicating the call state may be displayed in green.

The maximum output power of the international VHF is 25W, and the communication distance is 50 to 80km as a guide, but for a radio with an output power of 5W, which is mainly used by small vessels, the communication distance is 10 to 30km as a guide. It has become. Since virtual radio is a communication realized on an IP network, there are no restrictions on output power or communication distance, and it is possible to make a call between remote locations. However, receiving communications from remote vessels that do not affect the navigation of the vessel can cause confusion. Therefore, in the present embodiment, the virtual radio used for communication between ships is limited to the distance required for collision avoidance to prevent such confusion. The distance required for communication to avoid a collision may be in the range of a radius of 10 km, for example, according to the communication distance of a radio with an output power of 5 W.

[3.3.2 Processing related to virtual wireless function]
Hereinafter, processing related to the virtual radio function will be described with reference to the sequence diagrams shown in FIGS. 24 and 25. FIG. 24 is a sequence diagram showing a process waiting from the connection. The virtual radio is realized by connecting the application 220 mounted on the communication terminal 200 to the voice server 130 built on the management server 100. The voice server 130 manages the connection status and the like for each application 220 by using the data store 140. In this embodiment, WebSocket is used as the communication protocol used in the voice server 130 as described above, and Redis, which is an in-memory-based key-value store (KVS), is used as the data store. This speeds up the process. The communication protocol and data store method are not limited to these.

The international VHF channel is specified by frequency, but in this embodiment, it is specified by using the channel id. When the application 220 connects to the voice server 130 (s1101), the application 220 transmits the channel id corresponding to the set channel number to the voice server 130 together with the position information and the time stamp, and requests participation by the channel (s). s1102). The voice server 130 deletes the channel once registered for the data store 140 (s1103). If there is audio received at this point, reception is stopped. Next, the currently set channel id is transmitted and added together with the location information and the socket id that identifies the socket connected to the application 220 (s1104), and the time stamp with the deadline is set (s1105). .. After performing this series of processing, the voice server 130 notifies the application 220 of participation by the channel id (s1106). Although the processing on the application 220 side regarding the channel setting is omitted in this figure, the channel 16 is set as the initial state at the time of startup, and the channel id corresponding to the channel 16 is transmitted in step s1102. After that, when the channel is changed based on the operation of the virtual wireless operation panel TP, the channel id corresponding to the changed channel number is transmitted.

The application 220 keeps updating the position information stored in the data store 140 by notifying the voice server 130 of the current position at a fixed cycle such as every 10 seconds. More specifically, the channel id, location information, and time stamp are notified from the application 220 (s1107), and the voice server 130 adds the channel id, socket id, and location information to the data store 140 (s1108). Set a time stamp with a time limit (s1109). After performing this series of processing, the voice server 130 responds to the notification of the location information to the application 220 (s1110). The processing of steps s1107 to s1110 is repeated until the application 220 is terminated (s1111).
Since the time stamp is not updated when the application 220 is terminated, when the voice server 130 recognizes that the time stamp has expired (s1112), it erases the channel from the data store 140 (s1113) and the socket connection is disconnected.

FIG. 25 is a sequence diagram showing processing during a PTT call. In this figure, the application for speaking is 220A, and the application for listening to voice communication is 220B. Although only one application 220B is described, the operation is the same even if there are a plurality of applications 220B.
When the PTT button Bptt of the application 220A is pressed (s1201), the application 220A notifies the voice server 130 that the PTT button Bptt is turned on (s1202). At this time, the application 220A notifies the channel id, the position information, the radius, and the ship ID of the own ship. The voice server 130 creates a session room based on the notification (s1203), and transmits a notification that the utterance is possible to the application 220A including the created session room id and the utterable ship ID (s1204). .. In response to this, the application 220A changes the state of the status lamp SP and the wireless icon TI to green (s1205), and performs a process of turning on the microphone of the communication terminal 200 (s1206).

The voice server 130 searches the ship information stored in the data store 140 in order to identify the application 220B on the PTT listening side (s1207). As described above, in the present embodiment, since it is possible to make a call to a ship located within a radius of 10 km centering on the ship to speak, the voice server 130 can use the position information notified from the application 220A in step s1202 and the position information. The search range is calculated using the radius, and the socket id of the application 220B on the ship having the position information corresponding to the range is searched from the data store 140.

The voice server 130 uses the socket id searched in step s1207 to transmit a notification to the listening side application 220B including the session room id and the ship ID that speaks that the PTT call can be received. (S1208). Upon receiving the notification, the application 220B changes the status of the status lamp SP and the wireless icon TI to red, and performs a process of invalidating the operation of the PTT button Bptt (s1209).

When the PTT call becomes possible through these series of processes, the voice data is transmitted from the speaking side application 220A to the voice server 130 (s1210), and the voice data is broadcast from the voice server 130 to the listening side application 220B. Will be done (s1211). Then, the application 220B that has received the voice data reproduces the voice data (s1212), so that the voice call made by the application 220A can be heard. A codec for Voice over Internet Protocol (VoIP) may be used to generate voice data. For example, G711, G722, G726, GSM, iLBC, Speex, Opus and the like are known. Alternatively, MP3, AAC, WMA, WAV, AC3, FLAC, etc., which are widely used for compressing audio files, may be used.

When the speaker app 220A detects that the PTT button Bptt is released and turned off (s1213), the app 220A sends a notification to the voice server 130 that the PTT is turned off (s1214). ). Upon receiving this notification, the voice server 130 broadcasts a notification to the effect that the call is terminated to the application 220 participating in the session room (s1215). Upon receiving such a notification, the apps 220A and 220B change the status of the status lamp SP and the wireless icon TI to gray, and perform a process of enabling the operation of the PTT button Bptt (s1216).

In the present embodiment, in addition to the call using the virtual wireless function on the application 220 between the ship operators 20, the operator 30 and the contractor 40 use the land management terminal 300 to perform voice communication with the ship operator 20. The group wireless function for planning is also realized as one of the virtual wireless functions. Here, FIG. 26 is a screen image of a land management terminal executing the group radio function. In the group radio, since a unique session room is assigned to the corporate account or the project account, unlike the virtual radio described above, the panel for specifying the channel is unnecessary. Therefore, the status lamp SL and the PTT button Bptt indicating the call status of the group radio are displayed on the screen of the land management terminal 300, but the numeric keypad and the channel 16 button Bc16 are not provided. In the example shown in FIG. 26, a map display screen for a certain project is shown, and a list of ships in operation and a ship icon are displayed. In the example of this figure, the difference in ship type and role in the project can be easily understood visually by displaying the ship in navigation and the warning ship at stop in different modes.

[3.3.3 Processing related to group wireless function]
FIG. 27 is a sequence diagram showing processing related to group radio. In this figure, the PTT uttering side is the application 220, and the PTT listening side is the browser 310. In the group radio, a group identification code is used instead of the channel id, and as the group identification code, for example, a code obtained by hashing a business operator ID or a project ID is used. The application 220 and the browser 310 notify the voice server 130 of the group identification code and participate in the group radio (s2101). The voice server 130 adds to the group member list stored in the data store 140 based on the notified group identification code (s2102), and notifies the application 220 and the browser 310 that it has joined the group radio (s2103). ).

In the group radio, since the target range for making a call is specified in advance, it is not necessary to consider the call range depending on the distance as in the virtual radio described above. Therefore, when the on state of the PTT button is detected in the application 220 (s2104), only the ship ID is included when transmitting the notification that the PTT is on to the voice server 130 (s2105). When the browser 310 is on the PTT uttering side, some ship ID may be assigned to the land office, or an identifier other than the ship ID may be used.
Since the continuous operation from the session room creation (s2106) by the voice server 130 receiving the PTT on notification to the process (s2109) by the application 220 turning on the microphone is the same as the steps s1203 to s1206 described in FIG. , Detailed description will be omitted.

On the other hand, after the voice server 130 creates the session room (s2106), the data store 140 is searched and the group member list is acquired (s2110) in order to identify the application 220 and the browser 310 on the listening side. The voice server 130 notifies the application 220 and the browser 310 specified in the group member list that reception is possible (s2111). After the process (s2112) performed by the application 220 and the browser 310 that received the notification, the process (s2119) in which the application 220 and the browser 310 change the status of the status lamp SP and the wireless icon TI to gray is described in FIG. Since it is the same as steps s1209 to s1216 described above, detailed description thereof will be omitted.

[2.5 Route regeneration function]
Next, the route reproduction function will be described with reference to the image of the route reproduction animation shown in FIG. 28. In this figure, three frames are illustrated. The frame rate at the time of creating the animation is arbitrary, but it may be appropriately determined according to the ship speed.

Each frame can be created by referring to the voyage history position table of the database 150 illustrated in FIG. The start and end dates and times of the route reproduction animation may be the entire one voyage, or the start and end dates and times may be specified. The route reproduction animation may be created each time playback is instructed, or the created animation may be saved as a moving image file.

The frames FL1, FL2, and FL3 illustrated in FIG. 28 are route reproductions with the "X-maru" as the own ship, and "ABCD" is displayed as another ship. In the frame FL1, the courses of both ships intersect, and if the own ship maintains the course, there is a risk of collision. The "X-maru" looks at "ABCD" to the right (looks at the red port light), so it becomes an avoidance vessel, and "ABCD" becomes a holding vessel. In the FL1 situation, as described with reference to FIG. 19, the operator 20 is warned by the collision prediction function provided by the application 220 on the “X-maru” side. From the frame FL2, it was found that the operator 20 of the "X-maru" who received the warning slowed down and started turning to the right. After that, from the frame FL3, the "X-maru" moved to the port side of the "ABCD". It can be seen that the collision could be avoided by passing through.

As shown in the display example of the frame FL3, the display screen of the route playback animation may be provided with a seek bar indicating the playback location, and the playback location corresponding to the point to be noted during playback, such as the time zone when the warning was displayed. It may be displayed together with the mark indicating. Such a reproduction gaze point may be a condition setting based on information presented to the ship operator, such as a warning display or a caution display, or a ship maneuvering risk degree in which the relationship with another ship is determined by a predetermined algorithm. Condition setting may be performed by a function for post-mortem analysis such as.

[3.4 History output function]
Next, the history output function will be described. FIG. 29 is a diagram schematically showing a flow from the start to the end of maneuvering. The app 220 provides the operator 20 with an operation interface for instructing the start and end of maneuvering. In the example shown in FIG. 29, the operator 20 can select the ship, the purpose of maneuvering, and the role before the start of maneuvering, and these items are beta-based described with reference to FIGS. 8 and 9. Like the configuration of, it is normalized and associated, and the items that can be selected in advance are specified.

The operation in which the operator 20 presses the ship maneuvering start button Bs is transmitted to the management server 100 and passed to the navigation controller 117, which is a function provided by the API server 110. The ship maneuvering start date and time are registered in the ship maneuvering history table of the database 150 together with the maneuvering operator ID, the ship ID, the ship maneuvering purpose ID, the role ID, and the date and time received from the application 220. When the operator 20 operates the ship as the business of the operator 30, the operator ID is linked to the operator ID and the project ID, so the operator ID and the project ID are also registered in the ship operator history table. Will be done.
At the end of maneuvering, when the manipulator 20 presses the maneuvering end button Be is transmitted to the management server 100, the maneuvering end date and time are calculated together with the maneuvering distance and registered in the database 150.

In this way, for each 20 operator, the ship maneuvering history associated with the maneuvered ship, the maneuvering purpose, and the role can be managed on the database. For crew members of guard vessels and work vessels, it may be necessary to manage their career information and submit it to the port manager. For example, the Japan Coast Guard's administrative guidance guideline, "For guard vessels for construction work at sea, etc." In the "Guidelines for Deployment, etc.", it is required to submit the background as the captain of the guard ship, full-time guard personnel, guard business manager, etc., the date of attending the management course, and the name of the course organizer. It is obligatory to manage the boarding history to maintain the maritime license, but since there is no system to manage the history with the small vessel operation license, such information is managed on the system as the operation status and the maneuvering history. By doing so, it becomes easy to manage the career of the operator.

Here, FIG. 30 is a display example of the ship maneuvering history of a certain maneuverer. In this example, the total number of maneuvers, maneuvering time, and maneuvering distance of 20 individual maneuvers are shown, and information on each maneuvered ship is also presented. It is possible to transition to a page that displays a list of maneuvering history for each voyage, and as the maneuvering history for each voyage, in addition to the maneuvering date, maneuvering time, and maneuvering distance, a gaze point as described with reference to FIG. 28 occurs. You may also display the number of times you have done it.
In addition, FIG. 31 is a display example of the ship maneuvering history in the project, and the voyage history associated with the project is displayed in a list. Each line of the list shows the ship name, purpose of maneuvering, operator, role, total time, and total distance.

[3.5 Monitoring area creation function]
[3.5.1 Plot creation screen]
Next, the monitoring area creation function will be described. FIG. 32 is an example of a plot creation screen for setting the monitoring area. As the monitoring area, for example, the sea area where construction work, etc., for which the placement of a warning ship is obligatory, and the sea area where a large-scale oil spill accident has occurred are assumed. In this embodiment, the sea area where the construction work that is the target of the project is carried out is set as the monitoring area, and the guard ship to be operated is managed in the project. Then, when a ship that may invade the set monitoring area is detected, a warning is issued to the guard ship.
The project manager can register the latitude and longitude of the implementation sea area by specifying multiple points on the map, and when checking the set area on the screen, by pressing the enter button Bd, Position information consisting of latitude and longitude specified on the screen is registered in the database 150.

[35.2 Data structure for plot creation]
FIG. 33 is a diagram illustrating a data structure relating to position information and ship information registered as a monitoring area. As described in FIG. 13, the data indicating the latitude and longitude corresponding to the points specified on the map are associated with a plurality of plot IDs flagged as having a plurality of plot points. It is managed as a plot point ID.

On the other hand, the data store 140 referred to by the application 220 used by the ship operator 20 is a document-oriented non-relational database in the present embodiment, and has a plot ID for specifying a monitoring area and a warning arranged in the monitoring area. The ship ID and time stamp of the ship are managed as one document.
Further, in the data store 140, a file for managing a ship whose warning area (see FIG. 17) of the ship in flight overlaps with the monitoring area is also created. In the warning area file, the plot ID for specifying the monitoring area, the ship ID in which the warning area overlaps with the monitoring area, and the time stamp are managed as one document.

[3.5.3 Warning display example]
34 and 35 are images of screens displayed on the app when a navigating vessel approaches the monitoring area. In the example of FIG. 34, "Komaru" is the own ship and is registered in the project as a warning ship. "Aimaru" is another ship approaching the monitoring area, and the warning area overlaps with the monitoring area. In addition, an icon indicating that the virtual radio is in the standby state is displayed. FIG. 32 is an example in which the operator 20 of the “Komaru” alerted by the warning message displayed by the application 220 displays a virtual radio panel in order to promote communication with the “Aimaru”. The example of FIG. 35 shows an example of a warning displayed to the application 220 on the approaching ship side. In this way, warnings can be displayed through the app 220 and voice communication can be performed by virtual radio for ships approaching the monitoring area, so ships moored near the construction area and safe evacuation have already been carried out. It is possible to avoid the frequent occurrence of unnecessary warnings such as issuing warnings to ships.

[3.5.4 Processing related to the monitoring area]
FIG. 36 is a flowchart showing a process of detecting a ship approaching the monitoring area, and this process is executed by the application 220. When the process is started, it is determined whether or not the warning area document including the plot ID set in the monitoring area document including the ship ID of the own ship is registered in the data store 140 (S301), and is registered. If yes (S301; Yes), the warning area of the ship is calculated based on the ship ID in the warning area document (S302). Next, it is determined whether or not the calculated warning area overlaps the monitoring area and the warning area specified by the plot ID (S303), and if it is determined to overlap (S303; Yes), it is illustrated in FIG. 32. The warning display as described above is executed (S304), and the process ends.
If it is determined in step S303 that the monitoring area and the warning area do not overlap (S303; No), the processing ends after the warning area document is deleted from the data store 140 (S305).

If it is determined in step S301 that the warning area document is not registered in the data store 140 (S301; No), the warning area of surrounding vessels within a certain range is calculated (S306), and the calculated warning is calculated. It is determined whether or not the monitoring area and the warning area specified by the plot ID overlap with each other (S307). If it is determined that the monitoring area and the warning area overlap (S307; Yes), the warning area document is registered in the data store 140 (S308), and if it is determined that they do not overlap (S307; No), a warning is given. The process ends without registering the area document.

Next, FIG. 37 is a flowchart of processing related to the warning area document. The application 220, which is in the maneuvering status, refers to the document registered in the data store 140, extracts other ships within a certain range from the own ship as explained in FIG. 20, and also monitors the monitoring area document. ing. It is determined whether or not the warning area document including the ship ID of the own ship is registered in the data store 140 (S311), and if it is not registered (S311; No), the monitoring area is within the warning area of the own ship. Is determined (S312). When it is determined that the monitoring area exists (S312; Yes), it is determined whether or not the monitoring area continues for a certain period of time or more and overlaps with the warning area of the own ship (S313). Depending on the course of the own ship, the warning area of the own ship may overlap the monitoring area for a short time. Therefore, it is desirable to set the warning target only when the warning area continuously overlaps for a certain period of time or longer.

If it is determined in step S313 that the data is continuously duplicated for a certain period of time or longer (S313; Yes), the warning area document is registered in the data store 140 (S314), the time stamp is updated (S315), and the process ends. To do. If it is determined in step S312 that the monitoring area does not exist in the warning area (S312; No), the processing ends without registering the warning area document.

When it is determined in step S311 that the warning area document including the ship ID of the own ship is registered (S311; Yes), it is determined whether or not the warning area has already left the monitoring area (S316). If it is determined that the document is out of the monitoring area (S316; Yes), the warning area document is deleted from the data store 140 (S317), and the process ends. On the other hand, if it is determined in step S316 that the warning area has not left the monitoring area (S316; No), the time stamp of the warning document is updated (S315).

In the above example, when a ship approaching the monitoring area is detected, a warning is displayed on the warning ship application 220. However, if it is used in fishing, for example, as illustrated in FIG. 38, A mode may be used in which a warning is displayed on the browser 310 used by the land administrator. In the example of this figure, when a ship approaches a set net set as a plot as a monitoring area, a warning is displayed to a land observer.

[4 Offline configuration]
In the above example, it is assumed that the communication terminal 200 is within the communication range of the carrier network CN or the private network PN, but at sea, communication becomes unstable depending on the distance from the base station and the surrounding radio wave environment. In some cases, communication may be interrupted. Further, since it is considered that there are few cases where satellite data communication is used in a mobile phone or tablet used by a general user, it is assumed that the communication terminal 200 navigates in a sea area where the management server 100 cannot be accessed.
Therefore, in the present embodiment, even in an environment where the communication state is not good and the communication terminal 200 cannot access the management server 100, the AIS radio wave emitted by the surrounding ships is received, and the application 220 alone is used to match the ship with its own position. Is also provided as a map display to realize collision prediction.

As described with reference to FIG. 4, the maritime AIS receiver 900 has a function of receiving an AIS signal emitted by a surrounding ship in the VHF band and transmitting it by BLE. The application 220 can perform map display and collision prediction based on the AIS ship position data received from the transmission / reception program 901 and the own ship position data generated by the positioning program 210.

Further, since the information providing server 700 cannot be accessed outside the communication range of the wireless network, the map data 710 is also used offline, but the map is displayed using the map data cached in the memory of the communication terminal 200. It is configured to be able to.
In the above example, the configuration using BLE for connecting the communication terminal 200 and the maritime AIS receiving device 900 has been described, but the present invention is not limited to this, and if a local connection with the communication terminal 200 is possible, Wi-Fi or the like may be used. Wireless communication using another unlicensed band may be used, or wired communication such as Ethernet (registered trademark) may be used for connection.

[Effect of 5 Embodiments]
As described above, according to the ship movement sharing navigation support system according to the present embodiment, the map screen that presents the movements of the own ship and other surrounding ships to the operator is an intuitive user interface. , The configuration is such that voice communication between system users is easy. In addition, since it is not necessary to obtain a license for wireless use or to open a wireless station when using the system, it will be easy to spread even to non-SOLAS vessels that are not obliged to install AIS or international VHF.

The ship movement sharing navigation support system can be used as a platform for managing ship movement information and ship operator information, and by publishing the API, widespread use becomes easy.
In sea areas where communication conditions are unstable, the movement of surrounding AIS vessels can be grasped by locally connecting the maritime AIS receiver 900 and the communication terminal 200, and a map is displayed using the map data cached in the communication terminal 200. Since the function is provided, it becomes possible to respond to changes in the communication environment.

In addition, for ships that do not wish to disclose the position of their own ship, it is equipped with a function to display only the movement of the ship located at the distance necessary for collision prediction, which is assumed to be generally visible, so that anonymity and safety are provided. It will be possible to achieve both, and it will be easy to promote the use of the system for non-SOLAS vessels such as fishing boats and pleasure boats.

Since it is possible to plot and set the sea area where construction work is carried out as a monitoring area, it is possible to monitor the movement of ships approaching the monitoring area and issue a warning to the ship or guard ship. It is possible to improve safety and convenience in construction work. In addition, such a function related to setting a monitoring area and warning is highly convenient for port managers and fishermen.

In addition, since the information of the operator and the ship is linked and managed in the database, it can be used for the boarding history of the crew of the guard ship and the calculation of the insurance premium rate. Since the voyage history can be reproduced as an animation, it can also be used for post-mortem verification at the time of an accident, and for analyzing the judgment tendency of a ship operator and the tendency of a collision accident. If the ship maneuvering history is used as a career advancement for ship operators and preferential treatment for insurance, it will be easy to promote the spread of the ship movement sharing navigation support system for non-SOLAS ships.
Therefore, it is possible to present a function useful for preventing a ship's collision to a larger number of ship operators in a manner that is easier to understand.

100 ... Management server, 110 ... API server, 120 ... Web server, 130 ... Voice server, 140 ... Data store, 150 ... Database, 160 ... Backend service, 170 ... AIS receiving server, 200 ... Communication terminal, 210 ... Positioning program , 220 ... App, 300 ... Land management terminal, 310 ... Browser, 700 ... Information providing server, 710 ... Map data, 810 ... Land AIS receiver, 811 ... Transmission / reception program, 900 ... Marine AIS receiver, 901 ... Reception / transmission program.

Claims (11)

A database that manages at least the operator identification information that identifies the operator, the ship identification information that identifies the ship, and the ship movement information history that indicates the position and movement of the ship.
A back-end service that receives ship position data indicating at least position information of a ship and stores it in the database.
With backend platforms, including
A front end that accepts data output to the user interface and operation input from the user,
An application programming interface (API), which is an interface between the back-end platform and the front-end,
With
The user interface displays the ship movement shared data converted into the format specified by the map data based on the ship movement information managed in the database.
The API is an input for associating the ship identification information of a ship equipped with a communication terminal that executes an application that provides the user interface with the operator identification information of a ship operator who operates the ship. Accepted from
The back-end service is a ship movement sharing navigation support system that links the ship identification information, the ship operator identification information, and the ship movement information and stores the ship movement information history in the database. The back-end platform further comprises a data store for storing the current value of the ship movement information.
The back-end service stores the latest information on the ship movement information in the data store.
The front end causes the user interface to display the ship movement information stored in the data store.
The ship movement shared navigation support system according to claim 1. The ship identification information includes the ship size and ship type.
The ship icon indicating the ship displayed on the user interface as the ship movement shared data is an image design according to the ship type, and the scale of the ship size corresponds to the scale of the map data.
The ship movement shared navigation support system according to claim 1 or 2. The ship movement information history includes date and time information, position information, ship speed information, and course information.
The user interface executes collision prediction of a ship based on a collision prediction area calculated based on the position information, the ship speed information, and the course information, and displays a warning based on the collision prediction.
The ship movement sharing navigation support system according to any one of claims 1 to 3. The collision prediction area includes a warning area for calling a warning and a caution area for calling attention.
The warning area is presented as an area in which the ship is likely to navigate within a predetermined time, calculated based on the course information and the ship speed information.
The caution area is presented as an area to pay attention to the avoidance operation of another ship, which is calculated based on the course information and the ship speed information.
The ship movement shared navigation support system according to claim 4. The database further manages plot information, including at least location information.
The API accepts input / output of the plot information from the user interface.
The user interface displays plot data corresponding to the plot information managed in the database together with the ship movement shared data.
The ship movement sharing navigation support system according to any one of claims 1 to 5. The plot data means a monitoring area that is a monitoring target for the approach of a ship.
The user interface prompts a warning when the warning area overlaps with the monitoring area.
The ship movement shared navigation support system according to claim 6. The backend further comprises a voice server that provides voice call functionality over a communication protocol that operates at the application layer.
The user interface displays a radio panel that mimics the operation interface of a ship radio.
The voice server controls transmission / reception of voice data to a plurality of the user interfaces based on the operation input in the wireless panel and the ship information associated with the application that provides the user interface.
The ship movement sharing navigation support system according to any one of claims 1 to 7. When the operation on the speaking side is detected on the wireless panel, the voice server determines from the ship associated with the application on the speaking side based on the ship movement information history linked to the ship information. The application associated with the ship located within the range is specified as the listening side, and the transmission / reception of voice data is controlled.
The ship movement shared navigation support system according to claim 8. The database further manages the operator identification information and the group identification information that identifies the affiliation associated with the ship identification information as a group.
When an operation on the speaking side is detected on the wireless panel, the voice server identifies the application belonging to the same group as the listening side based on the group identification information associated with the application on the speaking side. To control the transmission and reception of voice data,
The ship movement shared navigation support system according to claim 8. The API obtains data for creating a ship maneuvering history for each ship operator and a voyage history for each ship based on the ship operator identification information, the ship identification information, and the ship movement information history managed in the database. Provide to front desk service
The front service displays the created ship maneuvering history and voyage history on the user interface.
The ship movement sharing navigation support system according to any one of claims 1 to 10.

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