JP2012048492A - Heavy weather alert system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a heavy weather alert system capable of providing heavy weather alert and heavy weather information on a scheduled sea route for each ship according to seakeeping performance and operation conditions of the each ship.SOLUTION: The heavy weather alert system includes: a meteorological data acquisition device 2 for acquiring meteorological data including ocean weather forecast in a sea area along a scheduled sea route of a ship; a Web server 4 for estimating a location of the ship navigating along the scheduled sea route from a reference location for a specific time period; an alert server 4 for processing determination on whether the potential of heavy weather exceeding alert reference data set for each ship exists on the scheduled sea route along which the ship navigates for the specific time period, and outputting a heavy weather alert when it is determined by the heavy weather determination processing that the potential of heavy weather exceeding the alert reference data exists; and a mail server 8 for notifying the ship of the heavy weather alert. The heavy weather alert notifies the ship that the potential of heavy weather exceeding the alert reference data for the ship exists on the scheduled sea route along which the ship navigates for the specific time period.

Description

  The present invention relates to a stormy weather warning system for notifying a navigating ship of stormy weather information expected during navigation as a stormy weather warning in advance.

  A weather routing service is provided to support the selection of the optimal route that realizes safe and economical navigation from the ground for vessels navigating the ocean based on marine weather forecast data and ship seaworthiness performance. Yes. Weather Routing Service (also referred to as WRS) obtains ocean wave forecast information and sea surface wind forecast information from all over the world, selects the optimum route based on the meteorological sea state forecast information and ship movement information, and manages ships and operations. Is provided to

  Regarding the weather routing service, Patent Document 1 describes an optimum route from a departure point to an arrival point in a certain sea area based on individual ship performance data inherent to a ship at the time of operation planning and sea weather data indicating long-term sea weather conditions. An optimal route search method using sea weather data that changes in accordance with the navigation of a ship in the calculation is calculated.

JP 2008-145312 A

  The optimum route is recommended by the weather routing service, the initial route is determined with reference to the recommended optimum route, and the ship navigates based on the determined route. The marine weather during navigation may be different from the initial forecast at the time of route determination.For this reason, if stormy weather is expected due to changes in weather or ocean during navigation, forecasts such as stormy weather forecasts for ships Weather information is notified. However, since the need for stormy weather avoidance varies from ship to ship depending on the ship's seaworthiness performance, cargo, etc., each ship should avoid stormy weather in light of its own seaworthiness performance, cargo, etc. and the weather information provided. It is necessary to make a judgment. For example, since an oil tanker has high seaworthiness, stable navigation is possible even for relatively high waves. On the other hand, ships that transport ores are susceptible to waves because they do not return to their original state once the ore that is the load is biased, and avoid navigation in areas with high waves. In addition, since the automobile carrier is a relatively light load, the automobile carrier is easily affected by the wind and needs attention to the wind. In this way, the standard for avoiding stormy weather is completely different depending on the type of ship, cargo, and the like.

  The master (operation commander) estimates the position of the ship in the future, makes forecasts of stormy weather based on weather information at the estimated position, and takes into account both the impact on cargo and economic operation. If necessary, take action to avoid stormy weather.

  For this reason, in consideration of ship's seaworthiness performance, cargo, etc., if a stormy weather warning and stormy weather information can be issued in advance for each ship, it will help facilitate the stormy weather avoidance judgment by the master (operation commander), and Work such as analysis of weather information in the ship is reduced, and the optimum route for avoiding stormy weather can be selected.

  Therefore, the present invention has an object to provide a rough weather warning system capable of providing rough weather warning and rough weather information on a planned route for each ship according to the seaworthiness performance, operational status, etc. of each ship. .

  In order to achieve the above object, the stormy weather warning system of the present invention is based on weather data acquisition means for acquiring weather data that predicts marine weather in a sea area along at least a planned route of a ship, and based on the weather data, from a reference position. The ship position estimating means for estimating the position of the ship that navigates along the planned route for a predetermined time, and the planned route on which the ship navigates during the predetermined time are set according to the ship. Stormy weather judgment means for judging whether or not there is marine weather exceeding the alert standard data, and when the stormy weather judgment means judges that there is marine weather exceeding the alert standard data of the ship, a stormy weather warning is output And a communication means for notifying the ship of the stormy weather warning.

  Further, the weather data acquisition means of the stormy weather warning system of the present invention acquires new weather data at a predetermined interval, and when the weather data acquisition means acquires new weather data, the ship position estimation means A ship position estimation process and the rough weather determination means perform the determination.

  Further, the alert reference data of the stormy weather warning system of the present invention includes at least a wave height and / or wind force set for each ship according to the seaworthiness performance of the ship.

  Further, the stormy weather determination means of the stormy weather warning system of the present invention, the wave height and / or wind force of the sea area along the planned route of the ship obtained based on the weather data, and the wave height and / or as the alert reference data The discrimination is made by comparing the wind power.

  Further, the stormy weather warning of the stormy weather warning system of the present invention is characterized in that there is marine weather exceeding the alert reference data of the ship on the scheduled route on which the ship navigates during the predetermined time. It is characterized by.

  In addition, the stormy weather warning system of the present invention includes an expected arrival time and / or an expected arrival time until the ship reaches marine weather exceeding the alert reference data.

  Further, the ship position estimating means of the stormy weather warning system of the present invention estimates the position of a ship that sails on a planned route during a predetermined time, using the position of the ship at the time of execution of the estimation process as the reference position. The processing is performed, and the reference position of the ship at the execution time of the next estimation process is determined from the position of the ship estimated in the previous estimation process, and the ship position estimation process is performed.

  Further, the ship position estimation means of the stormy weather warning system of the present invention, when acquiring the current position of the ship being navigated, uses the current position as the reference position to determine the position of the ship that navigates during a predetermined time. An estimation process is performed.

  According to the present invention, according to the seaworthiness performance, operational status, etc. of each ship, it is possible to issue a rough weather warning on the planned route for each ship in advance. This makes it easy to select the optimal route for avoiding stormy weather.

  In addition, since the stormy weather warning system according to the present invention automatically notifies a stormy weather warning to a ship that may enter a stormy sea area, it is possible to provide appropriate information to the captain and make a decision to avoid the stormy sea area in advance. It will help.

  In addition, according to the present invention, by appropriately providing information on stormy weather to the ship, appropriate advice can be given from the land, thereby assisting the captain's determination of avoiding stormy weather.

It is a figure which shows the structure of the stormy weather alarm system which concerns on embodiment of this invention. It is a figure which shows the various data which the WRS server has memorize | stored in the memory | storage device. It is an example which graphically illustrated the ship's route from the departure port to the destination port on the map based on the route data, and is a diagram simultaneously showing wind force, wave height and wave direction on the route. It is the figure which graphed an example of the deceleration amount data used by the simulation of a ship position. It is a flowchart which shows the flow of the data between the servers in the simulation of the ship position of the stormy sea area encounter simulation by an stormy weather warning system, and alert processing. The forecast of the wave height in the surrounding sea area from the third day to the seventh day on the planned route of the ship is shown as a five-sided wave prediction diagram. It is a flowchart which shows the simulation of the ship position by the WRS server of a stormy weather warning system. It is a figure which shows the table for data storage for memorize | storing the simulation result of a ship position. It is a figure which shows the flowchart of the alert process for issuing a stormy weather warning to the ship by the alert server of a stormy weather warning system. It is a figure which shows an example of the stormy weather warning emitted from a mail server. It is the figure which showed the simulation of the ship position and alert process by the predetermined time 48 hours for every forecast time of GPV data in time series.

  DESCRIPTION OF EMBODIMENTS Hereinafter, an embodiment for implementing a stormy weather alarm system according to the present invention will be described with reference to the drawings. The stormy weather warning system according to the present invention notifies the stormy weather alarm necessary for the ship based on the basic data of the ship such as the size of the ship, the amount of the ship mounted, and the like. Information is provided.

[Configuration of stormy weather warning system]
The configuration of the stormy weather warning system will be described with reference to FIG. FIG. 1 is a diagram showing a configuration of a stormy weather alarm system according to an embodiment of the present invention. As shown in FIG. 1, the stormy weather warning system 1 includes a weather data acquisition device 2 as weather data acquisition means for acquiring weather data that predicts marine weather in the ocean including the sea area along the planned route of the ship, and meteorological data. WRS server 3 as ship position estimating means for estimating the position of a ship that navigates for a predetermined time (for example, 48 hours) from a reference position along a planned route based on weather data acquired by an acquisition device; The stormy weather judging means for judging whether or not there is marine weather exceeding the alert reference data set according to the ship on the scheduled route on which the ship sails during the time, An alert server 4 serving as a storm warning means for outputting a stormy weather alarm when it is determined that there is marine weather exceeding the alert reference data 3f (see FIG. 2), and WRS It has a mail server 8 as a communication means for outputting a stormy weather alerts weather forecast and alert server 4 over server 3 to the ship, the. Moreover, the stormy weather warning system has the port weather server 6 as a target port weather forecast means for forecasting the weather of the target port of a ship. The stormy weather alarm system 1 further includes a WRS-Web server 7. The WRS-Web server 7 receives an order from a user accessed from the external terminal device 10 via the communication network 15 such as the Internet, receives a processing request for a weather routing service, and outputs weather information to the terminal device 10. It is a server that performs.

  The WRS server 3, the alert server 4, the mail server 8, the port weather server 6, and the WRS-Web server 7 form a network so that data can be exchanged with each other. Has been. In addition, the meteorological data acquisition apparatus 2 that outputs meteorological data predicting marine weather is installed outside in the present embodiment, and data communication with the WRS server 3 and the port meteorological server 6 is possible via the communication line 17 or the like. It has become. In addition, a ship that is operated and managed by the stormy weather alarm system is provided with a ship transmitting / receiving device 9 including a personal computer, a communication device, and the like. Sending and receiving can be performed.

  The various servers described above are configured by a computer, and are configured so that a processing program is built in a storage device, the processing program is read into a memory, a program on the memory is executed, and a predetermined process is performed. Has been. For the sake of explanation, the memory executes a program or stores temporary data, and the storage device refers to a device that stores data and a program such as a hard disk device.

[Details of components of stormy weather warning system]
Below, each server which comprises a stormy weather alarm system and the data which each server handles are demonstrated. As an example, the meteorological data acquisition device 2 shown in FIG. 1 is installed in a meteorological agency in Japan or overseas, and periodically acquires and distributes meteorological data. As the meteorological data in the meteorological data acquisition device 2, for example, it is preferable to use GPV (Grid Point Value) provided by the Japan Meteorological Agency. In the global wave wave forecast model of GPV, weather up to 84 hours such as wave height, period, wave direction, wind force and wind direction at equal latitude and longitude, resolution 0.5 degree x 0.5 degree (grid number 720 x 301) Data (hereinafter also referred to as GPV data) is distributed four times a day, and is suitable for performing marine weather simulation described later. The forecast time of GPV data is 8 hours at 00, 06, 12, 18 UTC (universal coordinated time) up to 84 hours, and further, GPV data from 96 hours to 192 hours at 12 hour intervals is delivered simultaneously. . The GPV data is periodically output from the weather data acquisition device 2 and distributed to the WRS server 3. The WRS server 3 and the harbor weather server 6 receive the GPV data from the weather data acquisition device 2 and store it in the storage device.

  The weather data acquisition device 2 shown in FIG. 1 shows an embodiment installed in an external meteorological agency or the like, but the stormy weather alarm system of the present invention does not rely on the weather data acquisition device 2 to be external, and the WRS server 3 Etc. may be installed and operated inside a network having the above. For example, the meteorological data acquisition device 2 may be provided inside, and the meteorological data may be independently collected, and the marine meteorological meteorological data may be predicted based on the collected data and used as meteorological data.

  The alert server 4 shown in FIG. 1 includes an initial date and time, an elapsed time, a ship position and GPV data in a data storage table (see FIG. 8) transmitted from the WRS server 3, and alert reference data 3f (see FIG. 2). From the above, it is determined whether or not there is marine weather exceeding the alert reference data 3f set according to the ship on the planned route on which the ship is to travel during a predetermined time (for example, 48 hours). When it is determined that there is marine weather exceeding the alert reference data 3f, a stormy weather warning is output. In addition, the stormy weather in the stormy weather warning system of this invention means the marine weather exceeding the alert reference data determined for every ship.

  The mail server 8 shown in FIG. 1 transmits (outputs) the weather forecast of the WRS server 3 and the stormy weather warning of the alert server 4 to the ship, and receives mail such as position information from the ship. .

  The WRS server 3 shown in FIG. 1 receives the GPV data 3a from the meteorological data acquisition device 2, and navigates to the predetermined time along the planned route of the ship from the reference position of the ship when the GPV data 3a is received. A ship position simulation is performed to perform ship position estimation processing and to acquire meteorological data at that position. The WRS server 3 stores various data in addition to the GPV data 3a in the storage device. FIG. 2 is a diagram showing various data stored in the storage device of the WRS server 3.

[WRS server data]
The data stored in the WRS server will be described below. As shown in FIG. 2, the data stored in the storage device of the WRS server 3 includes GPV data 3a, ocean current data 3b, ship basic data 3c, route management data 3d, deceleration amount data 3e, alert reference data 3f, and , Composed of administrator mail data 3g.

  The ocean current data 3b shown in FIG. 2 indicates the current velocity and direction of the ocean current on latitude and longitude. In the ocean current data 3b, forecast data of ocean currents up to 14 days ahead is stored in the storage device, and is updated every week. The ocean current data 3b is mainly used as data for calculating the amount of deceleration of the ship in the ship position simulation by the WRS server 3 for estimating the position of the ship.

  Ship basic data 3c shown in FIG. 2 is basic data relating to a ship that performs operation management as a target of the stormy weather warning system according to the present invention. As ship basic data 3c, for each ship, ship name, call sign, planned voyage speed, gross tonnage, total length, full width, main engine type, horsepower, communication method, ship type, type of cargo, loading capacity, etc. It is stored in the storage device. The ship basic data 3c is mainly used as data for calculating the deceleration amount of the ship in the ship position simulation by the WRS server 3 for estimating the position of the ship.

  The route management data 3d includes the initial route, the departure port and the scheduled departure date and time, the destination port and the estimated arrival date and time, the route data, and the vessel of the vessel subject to the operation management by the stormy weather warning system according to the present invention. The report location etc. The route data indicates the planned route of the ship from the departure port to the destination port. Initially, the data of the initial route is stored, and is updated by simulation of the ship position described later. Further, when a change in the planned route is received due to rough weather or the like, the route data is updated.

  FIG. 3 is an example in which the route of the ship from the departure port to the destination port is graphically displayed on the map based on the route management data 3d, and is a diagram showing wind force, wave height and wave direction on the route at the same time. The route shown in FIG. 3 shows the route from RIZHAO (Sunshine) in China, which is the departure port, to the North Pacific in the United States (Long Beach), which is the destination port. The lower part of the map may indicate the voyage distance and the remaining voyage distance, the voyage time and the remaining voyage time, the average voyage speed, the estimated arrival time at the destination port, and the like. The line indicating the route is displayed based on the initial route of the route data, and based on the position data of the ship reported in the Noon report transmitted once a day from the ship, The date is shown at the top of the line, and the wind force, wave height and wave direction read from the GPV data 3a at that position are shown below the line. The center of the circle on the map indicates the current ship position. On the upper part of the map, the position of the ship may be indicated by latitude and longitude, or the estimated position of the ship after 6 hours may be indicated. 3 is executed by the WRS server 3 and is output to the terminal device 10 via the WRS-Web server 7, and the operation manager or the like. May be provided.

  The deceleration amount data 3e of the WRS server 3 shown in FIG. 2 is used to calculate the deceleration amount of the ship due to the wind and waves of the GPV data in the simulation of the ship position, and the deceleration amount is stored in a table format.

  FIG. 4 is a graph of an example of the deceleration amount data 3e used in the ship position simulation. The deceleration amount data 3e shown in FIG. 4 is applied to a PCC (Pure Car Carrier) as an example. The deceleration amount data 3e shown in FIG. 4 is composed of a three-dimensional graph. The Z axis of the graph indicates the amount of deceleration of the ship (for example, −6 indicates that the vehicle is decelerated by 6 knots), the Y axis indicates the wave height (unit: meter), and the X axis indicates the direction of the wave with respect to the ship. Represents. The X-axis HEAD represents the wave direction from the front of the ship, the BEAM from the side of the ship, and FOLLOW from the back of the ship. In addition, when the midpoint between HEAD and BEAM is a wave from an angle of 45 degrees from the front of the ship, the midpoint between BEAM and FOLLOW is a wave from an angle of 45 degrees from the side of the ship to the stern. Represents each case. According to the deceleration amount data shown in FIG. 4, for example, if it can be predicted that a wave having a height of 3 meters from the front of the ship will be received, the deceleration amount of the ship is uniquely determined to be 5 knots. The example of the deceleration amount data 3e shown in FIG. 4 is created with respect to the wave. Similarly, the deceleration amount data 3e created with respect to the wind may be used, and it is preferable to include both. The calculation of the deceleration amount data 3e uses data related to wind and waves in the GPV data 3a.

  In addition, deceleration amount data 3e corresponding to the classification of the ship type such as a container ship or bulk carrier and the aspect ratio which is the ratio of the total length and the total width of the ship type is also prepared. It is preferable to select the deceleration amount data 3e according to the aspect ratio so that the deceleration amount of the ship can be calculated from the selected deceleration amount data 3e.

  Thus, the WRS server 3 stores the deceleration amount data 3e in a table format in the storage device, and the deceleration amount data 3e is used when the ship position simulation is executed.

  The alert reference data 3f is reference data for issuing a rough weather warning to a ship, and is set in advance for each ship based on the ship's seaworthiness performance, safety standards, and the like. In addition, the stormy weather in the stormy weather warning system of this invention means the marine weather exceeding the alert reference data for every ship as mentioned above. The alert reference data 3f is, for example, a wave having a height of 6 meters from the lateral direction in the default setting, and a wave having a height of 4 meters from the lateral direction according to the target ship. It is set with numerical values such as wind force and wind direction, and it is determined as a standard (threshold value) as to whether or not an alarm is issued to the target ship when a wave or wind condition occurs.

  The manager mail data 3g includes information such as a ship for notifying an alarm and the like, a destination such as an operation management section of a shipping company, a mail address, a facsimile number, and the like.

  The GPV data 3a, the ocean current data 3b, the ship basic data 3c, the route management data 3d, the deceleration amount data 3e, the alert reference data 3f, and the administrator mail data 3g possessed by the WRS server 3 described above are stored in a database format. Writing and reading by the WRS server 3 are possible. The alert server 4 is configured to be able to read each data via the WRS server 3. As described above, the various data is centrally managed in the database format by the WRS server 3.

[Flowchart of stormy sea encounter simulation]
Next, a stormy sea area encounter simulation for issuing a stormy weather warning to a ship in operation by the stormy weather warning system having the above configuration will be described with reference to FIGS.

  The stormy sea encounter simulation mainly includes a ship position simulation by the WRS server 3 and an alert process by the alert server 4.

  FIG. 5 is a flow chart showing the flow of data accompanying the simulation and alert processing of the ship location simulation in the stormy weather encounter system in the stormy weather warning system, and FIG. 6 is the surrounding sea area from 3 days ahead to 7 days ahead on the planned route of the ship FIG. 7 is a flowchart showing a ship position simulation for estimating the ship position by the WRS server, and FIG. 8 is for storing the ship position simulation result. FIG. 9 is a diagram showing a flowchart for alert processing related to a ship by an alert server.

  As shown in FIG. 5, the WRS server 3 is in a state in which the GPV data 3 a from the weather data acquisition device 2 can be received. The WRS server 3 monitors the arrival of the GPV data 3a (step S1), and stores the GPV data 3a in the storage device when the GPV data 3a is received. The WRS server 3 checks whether the GPV data 3a received from the weather data acquisition device 2 is the latest data (step S2). When the GPV data 3a is updated to the latest data (Yes in step S2), The alert server 4 is notified that the latest GPV data 3a has been acquired (step S3). Thus, the latest GPV data 3a from the weather data acquisition device 2 is stored in the WRS server 3. Further, when the GPV data 3a has not been updated to the latest data (No in step S2), the WRS server 3 returns to step S1 and monitors the arrival of the GPV data 3a. The WRS server 3 notifies the alert server 4 that the latest GPV data 3a has been acquired (step S3), and then notifies and transmits the ship basic data 3c to the alert server 4 (step S4).

  The WRS server 3 reads the latest GPV data 3a and the route data of the ship, and creates a wave prediction diagram in which the wave of the surrounding sea area and the forecast of the weather situation up to several days ahead of the ship are graphicized on the map ( Step S5) and transfer to the mail server 8. As shown in FIG. 6, the wave prediction diagram of each surface shows the estimated position of the ship at a predetermined date and time at the upper part of the diagram, and the magnitude of the wave height is drawn in shades or colors. Moreover, the estimated position of the ship on a drawing is shown by the center of a circle, and the arrow drawn toward the circle shows a wave direction.

  The mail server 8 sends the wave prediction diagram received from the WRS server 3 by mail to the marine transmission / reception device 9 via the communication satellite 16 or the like (step S6). Thereby, the ship can obtain the latest marine weather information on the planned route from the wave prediction map.

  Next, after receiving the ship basic data 3c from the WRS server 3 (step S4), the alert server 4 performs simulation preparation for selecting a ship for which a ship position simulation is performed (step S7). First, the alert server 4 starts a simulation (step S8), designates a ship to the WRS server 3, and issues a ship position simulation execution command.

  The WRS server 3 that has received a command from the alert server 4 executes a ship position simulation. Below, the simulation of the ship position by the WRS server 3 is demonstrated using FIG.

[Simulation of ship position]
The ship position simulation by the WRS server 3 is based on the case where the ship deceleration amount is calculated from the GPV data at the ship position, the ship navigation speed is calculated from the deceleration amount, and the planned navigation route is navigated with the calculated navigation speed. A new position of the ship for each elapsed time (for example, 1 hour) is determined, and the calculation of the new position of the ship for each elapsed time is repeated until a predetermined time (for example, 48 hours). In this way, the WRS server 3 estimates the position of the ship on the planned route from the reference position of the ship at the time of receiving the GPV data to a predetermined time. As a result, the position of the ship on the planned route can be estimated and acquired almost in real time in a state in accordance with actual navigation.

  The WRS server 3 prepares a data storage table (see FIG. 8) for storing the ship position simulation result in the area of the storage device (step S9). As shown in FIG. 8, the data storage table is preferably provided for each ship and managed by the ship name. The data storage table includes (1) the initial date and time indicating the date and time when the ship position simulation starts after receiving new GPV data, (2) the elapsed time from the initial date and time, and (3) the vessel Position, (4) GPV data at that position. The elapsed time in the data storage table indicates the time elapsed from the initial date and time, and may be set to 1 hour as an example, and is increased for each elapsed time so that a simulation can be performed up to a predetermined time. Note that the initial date and time, the position of the ship, and the GPV data at that position are stored in a data storage table when the ship position simulation is executed.

  Next, the WRS server 3 stores the start date and time of the ship position simulation as the initial date and time of the data storage table, and initializes the value of the variable Tp for managing the elapsed time to 0 (zero). . Then, the position of the ship at the initial date and time of the data storage table is read from the route data of the route management data 3d, and the ship position column corresponding to zero in the data storage table is set as the reference position. Store (step S10). Further, the ship position stored in the data storage table is stored on the memory as the ship position. Hereinafter, this position is referred to as a ship position.

  The WRS server 3 accesses the GPV data 3a, reads out data relating to waves and wind from the vessel position and the GPV data 3a at the date and time of the position (step S11), and reads the data relating to waves and wind in the read GPV data 3a. Is stored in the GPV data column corresponding to the elapsed time of the value indicated by the variable Tp in the data storage table (step S12). The GPV data uses the data of the lattice point closest to the ship position. Thereby, GPV data corresponding to the position of the ship is obtained.

  Since the GPV data 3a is divided at intervals of 6 hours, the GPV data for each hour uses the GPV data of the start time of the time zone to which the time belongs. For example, the GPV data in the time zone from 0 o'clock to 6 o'clock uses data at 0 o'clock. For the hourly GPV data, the GPV data 3a of the latest start time or end time of the time zone to which the hour belongs is used, or an approximate value for every hour is obtained by complementing the GPV data 3a at 6-hour intervals. The data may be calculated and used as the hourly GPV data 3a, and is not particularly limited.

  Next, it is checked whether the value of the variable Tp is 48 or more (step S13). This is to confirm whether the data storage table has obtained the ship position and GPV data corresponding to the predetermined time up to 48 hours, and is a value when 48 hours is set as the predetermined time. If the predetermined time is set to another time, a value corresponding to the predetermined time may be used. When the value of the variable Tp is 48 or more (Yes in step S13), the process proceeds to step S16. When the value of Tp is less than 48 (No in step S13), a new ship position after 1 hour described below is calculated.

  When the value of Tp is less than 48 (No in step S13), the deceleration amount data 3e is selected from the ship type and the aspect ratio of the ship basic data, and the wave and wind of the GPV data 3a at the ship position are selected. From this data, the amount of deceleration of the ship due to waves and wind is calculated. The amount of deceleration of the ship due to waves and wind is a value obtained by adding the amount of deceleration of both. Further, the speed of the ocean current is obtained from the ocean current data 3b at the vessel position, and the amount of deceleration of the vessel is calculated by correcting the amount of deceleration of the vessel due to waves and wind with the speed and direction of the ocean current in the ocean current data 3b. Then, the amount of deceleration of the ship is subtracted from the planned navigation speed of the ship basic data 3c to calculate the navigation speed (step S14).

  Using the calculated navigation speed of the ship, a new position of the ship after one hour in the route data of the route management data 3d is calculated. Further, 1 is added to the value of the variable Tp, and the elapsed time is increased by 1 hour. The newly calculated ship position is stored in the ship position column at the elapsed time corresponding to the value of the variable Tp in the data storage table. Further, the ship position stored in the data storage table is stored in the memory as the ship position (step S15). Then, it transfers to step S11 and performs the process from step S11.

  In step S16, the ship position data of the data storage table is converted into a date by adding the elapsed time to the initial date and time of the data storage table, and the ship position simulation is executed for each date and time. Stored in the route data of the route management data 3d. Thereby, the route data up to 48 hours ahead of the predetermined time calculated by the ship position simulation is obtained. The WRS server 3 ends the simulation of the ship position after storing the ship position in the route data of the route management data 3d.

  By the ship position simulation described above, the estimated position from the ship reference position to a predetermined time (48 hours) ahead, and the wave and wind data of the GPV data 3a at that position are simultaneously stored. Thus, in the simulation of the ship position, the GPV data 3a is associated with the ship position and stored in the data storage table. FIG. 8 shows the position of the ship every hour from the initial time by the ship position simulation and the GPV data 3a at that position, but the calculation of the position of the ship is not limited to 48 hours. It may be 60 hours, and is not particularly limited. The ship position calculation is not limited to every hour, and a separately defined time interval may be set as the elapsed time. For example, if the GPV data 3a is data every 6 hours, the ship position may be calculated every 6 hours.

  As shown in FIG. 5, after the ship position simulation, the WRS server 3 causes the alert server 4 to send the result of the ship position simulation, that is, every hour from the initial time of the data storage table (see FIG. 8). The position of the ship and the GPV data relating to the wind and waves at that position are transferred (step S17). Further, the WRS server 3 transfers the alert reference data 3f to the alert server 4 (step S18).

Alert processing
Next, alert processing for the alert server to issue a rough weather warning will be described with reference to FIG. The alert processing by the alert server is a stormy weather determination process for determining whether or not there is marine weather exceeding the alert reference data set according to the ship on the planned route on which the ship is to travel during a predetermined time. The stormy weather determination process includes a stormy weather warning process for outputting a stormy weather warning when it is determined that there is marine weather exceeding the alert reference data of the ship. FIG. 9 is a diagram showing a flowchart of alert processing for issuing a rough weather warning to a ship by the alert server.

  As shown in FIG. 9, the alert server 4 initializes an elapsed time pointer (step S19). The elapsed time pointer is for reading out a data storage table, which is a simulation result of the ship position received from the WRS server 3, for each elapsed time. Further, the alert server 4 reads out the alert reference data of the corresponding ship from the received alert reference data 3f as a reference value (threshold value) (step S20). The alert server 4 reads the GPV data corresponding to the elapsed time in the data storage table (see FIG. 8) indicated by the elapsed time pointer (step S21), and compares the read GPV data with the alert reference data 3f. (Step S22), it is determined whether the GPV data exceeds the alert reference data 3f as a reference value (Step S23). When there is GPV data exceeding the alert reference data 3f (Yes in Step S23), the GPV data, the elapsed time at that time, and the position of the ship are stored (Step S24). When the GPV data is less than the alert reference data 3f (No in step S23) or after execution of step S24, 1 is added to the elapsed time pointer to prepare for reading the GPV data corresponding to the next elapsed time (step S25). ). It is determined whether or not the elapsed time exceeds 48 hours as the predetermined time (step S26). If the elapsed time is within 48 hours (No in step S26), the process proceeds to step S21.

  As described above, the alert server 4 sequentially reads the GPV data in the data storage table while increasing the elapsed time, and when there is GPV data exceeding the alert reference data 3f, the GPV data, the elapsed time, and the ship position Is stored in the memory.

  Next, as shown in FIG. 5, the alert server 4 determines whether or not GPV data exceeding the alert reference data 3f is stored in the memory, and determines whether it is necessary to issue an alarm (step S27). If there is GPV data exceeding the alert reference data 3f (Yes in step S27), the date and time when the weather is encountered, the GPV data, and the ship name are output to the mail server 8 (step S28). If necessary, the position of the ship at the time of encountering stormy weather may be output to the mail server 8 at the same time.

  The mail server 8 searches for the address to be transmitted from the administrator mail data 3g of the WRS server 3 using the ship name as a key, and uses the searched address as the destination of the e-mail to send alarm information, that is, the date and time when encountering stormy weather, Data on wind and waves is notified to the marine vessel transmitting / receiving device 9 and the like (step S29).

  FIG. 10 is a diagram illustrating an example of a stormy weather alarm issued from the mail server. The stormy weather warning shown in FIG. 10 is: “Expected to encounter stormy weather within 48 hours, wind, northwest, wind power 8, wave height 6 meters, 31 days from 10:00 to 06:00, wind, northwest, wind force 9, wave height 8 meters. , 31st Standard Time from 00 o'clock to 06 o'clock ".

  Further, a Noon report and an arrival report indicated by a broken line transmitted from the marine transmitting / receiving device 9 shown in FIG. The Noon report and arrival report from the mail server 8 are output to the WRS server and recorded in the ship notification position in the route management data 3d.

  As shown in FIG. 5, the WRS server 3 checks whether the target ship has arrived at the destination port (step S30), and if it is still sailing (No in step S30), the process proceeds to step S1. The arrival of the GPV data 3a is monitored. When the target ship has arrived at the destination port (Yes in step S30), the service for reporting the stormy weather alert to the target ship is terminated.

  The processing related to the stormy sea encounter simulation described above will be described in time series with reference to FIG. FIG. 11 is a diagram showing, in time series, the simulation of the ship position and the alert process for a predetermined time 48 hours for each forecast time of the GPV data. As shown in FIG. 11, GPV data is distributed four times a day with forecast times of 00, 06, 12, and 18:00. As an example, the ship departs at 3:00 on July 8. First, the WRS server performs a simulation of the ship position at 3:00 on July 8. The reference position of the ship at the simulation execution time is assumed to be a position (departure port) where the ship departed at 3:00 on July 8. Also, using the GPV data acquired at 0:00, the deceleration amount of the ship is calculated from the GPV data at the same time at the ship position, and every elapsed time (for example, 1 hour) along the planned route of the route data of the route management data. The ship position is calculated, and the ship position is calculated up to 48 hours, which is a predetermined time. The calculation process of the ship position at this time is defined as a first estimation process. At this time, GPV data corresponding to the ship position for each elapsed time is obtained. Then, the alert server performs stormy weather determination processing as to whether or not there is marine weather (that is, stormy weather) exceeding the alert reference data within 48 hours. The stormy weather determination process at this time is referred to as a first stormy weather determination process. In the first stormy weather determination process, since there is no marine weather exceeding the alert reference data, the stormy weather warning process for outputting a stormy weather warning is not performed. The ship position obtained in the first estimation process is stored in the route data for up to 48 hours.

  Next, the WRS server uses the GPV data acquired at 6 o'clock as the ship position at 6 o'clock at the ship position obtained by the first estimation process, using the ship's reference position at the simulation execution time as Calculate the amount of deceleration of the ship from the GPV data at the same time at the ship position, calculate the ship position at regular intervals along the planned route of the route data of the route management data, and position the vessel up to a predetermined time of 48 hours Is calculated. The calculation process of the ship position at this time is defined as a second estimation process. Further, at this time, GPV data corresponding to the ship position at regular intervals is obtained. Then, the alert server performs stormy weather determination processing as to whether or not there is marine weather exceeding ship alert reference data. The stormy weather determination process at this time is defined as a second stormy weather determination process. At this time, since there is no marine weather exceeding the second stormy weather determination process alert reference data, the stormy weather warning process for outputting the stormy weather warning is not performed. The ship position is stored in the route data for up to 48 hours obtained in the second estimation process. In the same manner, the third to eighth estimation processes and the stormy weather determination process are sequentially performed, and the stormy weather warning process is also performed according to the result of the stormy weather determination process. Further, when the position of the ship is determined by the Noon report, the position of the ship by the Noon report can be used as a reference position. In the third estimation process and the seventh estimation process in FIG. It means that the position of the ship can be reflected.

  In this way, the WRS server performs an estimation process for estimating the position of the ship that navigates on the planned route during a predetermined time, using the position of the ship at the execution time of the estimation process as a reference position, and executes the next estimation process. The ship reference position at the time is determined from the ship position estimated in the previous estimation process, and the ship position estimation process is performed.

  In addition, as shown in FIG. 11, in the fourth to seventh stormy weather determination processes, it is determined that there is marine weather exceeding the alert reference data at the time indicated by the black circles within a predetermined time of 48 hours. The server performs a stormy weather alarm output process for outputting a stormy weather alarm. Moreover, in the process which outputs the 4th thru | or 7th rough weather warning shown in FIG. 11, you may output the remaining estimated arrival time and / or estimated arrival time until a ship arrives at a stormy sea area, for example, July It is warned that it will reach the stormy sea area at 18:00 on the 10th. Also, in the eighth estimation process, the black circle is not written because the target ship received the previous rough weather warning and avoided the rough weather and changed the route so that there was no marine weather exceeding the alert reference data. It is shown. 11 shows the estimation process up to the eighth of the stormy sea area encounter simulation, the stormy weather determination process, and the stormy weather determination process, the process after the eighth continues in the same manner.

  In the stormy weather alarm system according to the present invention, the ship position simulation of the WRS server and the alert process by the alert server are executed in parallel with respect to the other ships in navigation stored in the ship basic data of the WRS server 3. It is configured to be.

  Further, the stormy weather alarm system of the present invention may be configured such that the alert processing of the alert server is processed by the WRS server, and is not limited to the configuration of the server described above. It is also possible to integrate and distribute servers.

  In this way, the stormy weather warning system estimates the position of the ship after a lapse of a predetermined time from the GPV data that is weather data and the route data, and uses the wind power and wave data at the limits that ensure safe operation as warning reference values in advance. It is determined and a stormy weather warning is issued when a wind or wave exceeding the warning reference value is expected on the route, for example, when there is a possibility of rushing into a stormy sea area within 48 hours An alarm mail is automatically transmitted from the mail server to the ship via the communication satellite. Moreover, the same alarm mail as a ship is transmitted to the terminal device of the operation management department of a ship company via a communication network.

  As described above, according to the present invention, in accordance with the seaworthiness performance, operational status, etc. of each ship, rough weather in advance for each ship is provided by providing rough weather warning and rough weather information on the planned route for each ship. Since an alarm can be issued, stormy weather can be avoided easily, and an optimum route for avoidance can be selected.

  In addition, according to the present invention, the stormy weather warning system automatically sends a stormy weather warning to a ship that may enter the stormy water area, so that it can provide appropriate information to the captain, Can be avoided.

  In addition, according to the present invention, by appropriately providing information on stormy weather to the ship, appropriate advice can be given from the land, thereby assisting the captain's determination of avoiding stormy weather.

  Also. According to the present invention, the weather speed is used to calculate the navigation speed on the planned route, and the ship position is estimated using the calculated navigation speed. It becomes possible.

  As described above, the stormy weather warning system for notifying the navigating ship of the stormy weather information expected during navigation as a stormy weather warning in advance has been described. It is also possible to notify the voyage time in the stormy sea area. The stormy weather warning system 1 shown in FIG. 1 is a table for storing data shown in FIG. 8 when the ship is determined to be navigating the stormy sea area by simulation of the ship position by the WRS server 3 and the alert processing of the alert server 4. By reading the elapsed time at which GPV data less than the alert reference data is located, it is possible to obtain the elapsed time from the initial date and time until it passes through the stormy sea area. By transmitting the elapsed time until passing through the stormy sea area from the mail server, it is possible to output the voyage time of the remaining stormy sea area from the current position of the ship in the stormy sea area navigation.

  Moreover, the stormy weather warning system has the port weather server 6 as a target port weather forecast means for forecasting the weather of the target port of a ship. The harbor weather server 6 is configured to be able to input GPV data from the weather data acquisition device together with the WRS server. By inputting the destination port of the ship, the scheduled port entry date, etc. from the terminal device shown in FIG. 1, a command for forecasting the weather on the scheduled port entry date of the destination port is issued to the port weather server 6 via the WRS-Web server. It is done. The port weather server 6 converts the position of the destination port into latitude and longitude, and reads GPV data corresponding to the scheduled port entry date at that position. The read GPV data is output to the WRS-Web server, and the weather forecast information of the destination port of the ship is output from the WRS-Web server to the terminal device. This makes it possible to provide weather forecast information based on the latest GPV data. In addition, the port weather server 6 inputs not only the weather forecast of the destination port but also, for example, a weather forecast based on the latest GPV data at the position by inputting the voyage position and the date and time of the position from the terminal device. Information can also be provided.

  The present invention can be embodied in many forms without departing from its essential characteristics. Therefore, it is needless to say that the above-described embodiment is exclusively for description and does not limit the present invention.

1 Stormy weather warning system 2 Weather data acquisition device 3 WRS server 3a Weather data (GPV data)
3b Current data 3c Ship basic data 3d Route management data 3e Deceleration amount data 3f Alert reference data 3g Administrator mail data 4 Alert server 6 Harbor weather server 7 WRS-Web server 8 Mail server 9 Ship transceiver device 10 Terminal device 15 Communication network (the Internet)
16 Communication satellite 17 Communication line

Claims (8)

Meteorological data acquisition means for acquiring meteorological data predicting marine weather in at least the sea area along the planned route of the ship;
Based on the weather data, a ship position estimating means for estimating a position of a ship navigating in a predetermined time along the planned route from a reference position;
Stormy weather judging means for judging whether or not there is marine weather exceeding the alert reference data set according to the ship on the planned route on which the ship navigates during the predetermined time;
The stormy weather warning means for outputting a stormy weather warning when it is determined that there is marine weather exceeding the alert reference data of the ship,
A communication means for notifying the ship of the stormy weather warning;
Stormy weather alarm system characterized by having.   The weather data acquisition means acquires new weather data at predetermined intervals, and when the weather data acquisition means acquires new weather data, the ship position estimation means estimates the ship position and the stormy weather. The storm warning system according to claim 1, wherein the determination is performed by a determination unit.   3. The storm warning system according to claim 1, wherein the alert reference data includes at least a wave height and / or wind force set for each ship according to the seaworthiness performance of the ship.   The stormy weather discrimination means compares the wave height and / or wind force of the sea area along the planned route of the ship obtained based on the weather data with the wave height and / or wind force as the alert reference data. The stormy weather warning system according to claim 3, wherein discrimination is performed.   The stormy weather warning is characterized in that there is a marine weather exceeding the alert reference data of the ship on the scheduled route on which the ship navigates during the predetermined time. Item 6. The stormy weather alarm system according to any one of Items4.   The stormy weather alarm according to any one of claims 1 to 5, including an expected arrival time and / or an expected arrival time until the ship reaches marine weather exceeding the alert reference data. system.   The ship position estimation means performs an estimation process for estimating a position of a ship that navigates on a planned route during a predetermined time, using the position of the ship at the execution time of the estimation process as the reference position. The ship position estimation process is performed by determining the reference position of the ship at the execution time from the position of the ship estimated in the previous estimation process. The stormy weather alarm system according to 1.   The ship position estimating means, when acquiring the current position of the ship being navigated, performs an estimation process of a position of a ship that navigates during a predetermined time with the current position as the reference position. The storm warning system according to any one of claims 1 to 6.

Images