Wide area vessel behavior monitoring method and system

The present invention relates to a wide-area vessel motion monitoring method and system used for navigation monitoring, suspicious vessel monitoring, marine traffic fact-finding, etc. of vessels navigating in the sea area, and is particularly suitable for wide-area monitoring and investigation of the entire bay. Regarding ship motion monitoring methods and systems.

In the surrounding waters around the world, a large number of various vessels operating for various purposes come and go, and maritime traffic is congested. Especially in the bay area and the inland sea where the water area is limited, ships are concentrated and the situation is very crowded. Therefore, in certain limited water areas, from the viewpoint of maritime traffic safety and environmental conservation, maritime traffic is monitored visually and by radar images, but it is required to grasp information more widely and more accurately. There is.

Examples of the invention for monitoring wide-area maritime traffic include Japanese Patent Application Laid-Open No. 2005-208011 (name of invention: monitoring system and monitoring method), Japanese Patent Application Laid-Open No. 2003-518307 (name of invention: ocean monitoring method). Those described in publications such as JP-A No. 10-40500 (Title of the invention: Port management system) have been proposed.<patcit num="1"><text>Japanese Patent Application Laid-Open No. 2005-208011</text></patcit><patcit num="2"><text>Special Table 2003-518307 Gazette</text></patcit><patcit num="3"><text>Japanese Unexamined Patent Publication No. 10-40500</text></patcit>

Example 2 of Patent Document 1 discloses a monitoring system in which two or more laser radar devices are provided so that a plurality of laser radar devices can monitor a wider area (paragraph). [0065], see Figure 2). However, such embodiments are for supplementing the blind spots of one laser radar device with another laser radar device or for use as different functions such as wide angle of view imaging and zoom imaging (paragraph [0066]). ), It is not described that the scanning range of a plurality of laser radar devices is integrated to widen the area.

Patent Document 2 describes a first stage in which a cooperating vessel passing through an area collects maritime traffic information by its navigation device, and the vessel transmits the information to a maritime monitoring main station, and the main station cooperates with the ship. A method of monitoring maritime traffic with a second stage of managing overall traffic conditions based on the data collected by is disclosed (see claim 1). The present invention utilizes the fact that most ships are equipped with radar, so that all ships and boats existing in the vicinity can be grasped, and the cooperating ship equipped with radar is within the radar scanning range of its own ship. Information (local information) is collected and data is transmitted to a designated land monitoring station. Paragraph [0014] states that "the information collected by the land surveillance station is periodically transmitted to the central central station so that it can be used as an image showing the traffic in the area completely and accurately." However, it is unclear how to combine the local traffic information collected from the cooperating vessels to grasp the overall traffic situation. In addition, in order to grasp the overall traffic situation, the radar device of the cooperating vessel must scan so as to cover the entire area, and there is always an overlapping range in the local traffic information. It should be, and it is unclear how to handle such overlapping ranges of information.

In Patent Document 3, a communication management device having a satellite communication function is provided for each of a port management facility and a ship, and the communication management device on the ship side manages the ship information of its own ship via a mobile satellite. It is transmitted to the communication management device on the equipment side, the communication management device on the port management equipment side makes a traffic management decision based on the received ship information, and the traffic control information based on this traffic management decision is passed through the mobile satellite. A port management system is disclosed, which comprises transmitting to the communication management device on the ship side (see claim 1). In the case of the present invention, new capital investment such as having to develop and install a dedicated communication management device for a port management facility and a ship is required. In addition, the ship side must proactively transmit ship information, and it is not possible to monitor a ship that is not equipped with a communication management device.

By the way, from the viewpoint of collision prevention and human life safety, under the SOLAS Convention (International Convention for the Safety of Human Life at Sea), from July 1, 2008, in principle, all passenger ships and international voyages with a total ton of 300 tons or more. Ships and ships not engaged in international voyages with a total ton of 500 tons or more are required to be equipped with an Automatic Identification System (hereinafter referred to as "AIS").

AIS can be obtained by conventional radar and automatic collision prevention assistance device (ARPA device) such as ship position, IMO number, ship name, ship type, current course, ground speed, nose direction, operating status, etc. by GPS. It is possible to monitor and observe various information on the navigation of vessels that did not exist in real time, and at the same time, it is possible to capture and track more than 1000 vessels, it is less affected by weather and sea conditions, and as long as the target vessel is within the receivable range. Since the risk of losing sight is low, it is an effective means for monitoring the navigation of ships. In addition, AIS can receive information from ships around curved parts and in the shade of islands if there is no object that blocks radio waves, and can receive information within a range of about 20 to 30 nautical miles at sea. For details on AIS, refer to Non-Patent Document 1.<nplcit num="1"><text>Nippon Foundation Library (Digital Library) "2003 Ship Electrical Equipment Technology Course for Correspondence Course (Radar, AIS / VDR / GPS)" Chapter 3 Automatic Identification System (AIS) http://nippon.zaidan.info/ seikabutsu / 2003/00139/contents/0011.htm</text></nplcit>

Here, FIG. 8 is an image diagram of AIS, (A) is an overall view of the bay, and (B) is a schematic diagram of the track of ship α. Since AIS has the purpose of collision prevention, AIS information is transmitted and received between ships within the reception range of the AIS signal (between ship α and ship β, between ship β and ship γ). However, in a specific water area, the land receiving station (for example, receiving stations A, B, C) also receives AIS information. For example, in this figure, the receiving station A receives the AIS information from the ship β and the ship γ, and the receiving station C receives the AIS information from the ship α and the ship β. Then, each receiving station A, B, C monitors within the respective receiving range (within the range of the circle shown by the broken line in the figure) to ensure the safety of maritime traffic such that ships do not collide with each other. .. When targeting a narrow area centered on a specific receiving station, it is sufficient for each receiving stations A, B, and C to monitor only within each receiving range, but a single receiving station as illustrated in FIG. Even when targeting a wide sea area where it is difficult to receive AIS signals from all ships using only the receiving station, it is necessary to collectively monitor the movement of the ships. In addition, when conducting a fact-finding survey or analysis of maritime traffic using the acquired information, it is necessary to accurately grasp information such as which vessel passed on which track and how many vessels passed. ..

In Fig. 8 (A), it is assumed that the vessel α passes through the bay from the point X to the point Y on the wake shown in the figure. At this time, the ship α intersects the reception range of the receiving stations A, B, and C at the points P1, P2, P3, P4, and P5. As shown in FIGS. 8 (A) and 8 (B), the vessel α is supplemented only to the receiving stations C in the range of X to P1, and is supplemented to the receiving stations A and C in the range of P1 to P2, and P2 to P3. In the range of, it is supplemented to all receiving stations A, B, C, in the range of P3 to P4, it is supplemented to receiving stations A, B, and in the range of P4 to P5, it is supplemented only to receiving station B. If the AIS information received by these receiving stations A, B, and C (hereinafter referred to as "AIS received data") is used as it is, the AIS received data is duplicated in the range of P1 to P4, so it is displayed on the electronic chart. Problems such as overlapping displayed wakes, wake shifts across each reception range, and the fact that one ship should be counted as two or three ships occur, and the movement of the ship is monitored. In addition to being inappropriate, it was difficult to make an accurate analysis, especially in the fact-finding survey of maritime traffic.

<p> The present invention was devised in view of the above-mentioned problems, and it is possible to centrally monitor the movement of a ship in a wide area such as a specific water area such as a bay or a coast while using the AIS received data, and to obtain the AIS received data. Wide-area ship movement monitoring methods and systems that can extract ship movements under predetermined conditions and reproduce ship movements after the fact, and can accurately grasp the number of ships and wakes even in areas where the reception ranges of receiving stations overlap. The purpose is to provide.</p>

<p> According to the present invention, it is a method of receiving AIS information transmitted from a ship equipped with AIS and monitoring the movement of the ship, in which a plurality of antennas are arranged over a wide area and the AIS information received by each antenna. (AIS received data) is aggregated to build a database, and if there are multiple AIS data (data that is a database of AIS received data) for the same ship within a predetermined time interval, one of the AIS data is adopted. A wide-area ship movement monitoring method, which comprises monitoring the movement of the ship, is provided. Here, whether or not the data is AIS data of the same ship may be identified by the MMSI number, IMO number, ship name or call sign.</p><p> Further, when a plurality of AIS data exist for the same ship within a predetermined time interval, the AIS data may be sorted according to a predetermined condition and the AIS data of a predetermined order may be adopted, or a predetermined order may be adopted. If the AIS data does not exist within the time interval, the previously adopted AIS data is searched, and if the reception date and time does not exceed the predetermined loss time, the previous AIS data is maintained and the loss time is exceeded. In that case, the motion display may be deleted.</p><p> Further, among the AIS data, the missing static information may be supplemented from the ship information master data separately stored in the database, or the movement of the ship may be performed using the AIS data adopted from the database. Images may be displayed, the actual state of maritime traffic may be monitored, investigated and analyzed, and the AIS data may be distributed via a telecommunications line. The AIS data may be used to determine the length of the ship, the width of the ship, and so on. A ship shadow marker simulating the bow orientation or the like may be displayed on a predetermined screen.</p><p> According to the present invention, it is a system that receives AIS information transmitted from a ship equipped with AIS by an antenna and monitors the movement of the ship, and is equipped with the antenna and receives AIS information (AIS reception data). A plurality of AIS receiving station devices that can be distributed by a telecommunications line and an AIS server connected to the telecommunications line are provided, and the AIS server stores AIS received data distributed from each AIS receiving station device. It has a database and a search means for searching the AIS database when there is a monitoring request for a predetermined ship, and the search means is any one when a plurality of AIS data of the ship exists within a predetermined time interval. Provided is a wide-area ship movement monitoring system having a filter function for adopting one AIS data and monitoring the movement of the ship based on the AIS data obtained by the search means. Here, the search means may search for a ship by MMSI number, IMO number, ship name or call sign.</p><p> Further, the filter function may be composed of a sort function for sorting the AIS data under a predetermined condition and an extraction function for adopting AIS data of a predetermined rank after sorting, or the search means. If the AIS data does not exist within the specified time interval for the vessel for which the monitoring request was made, the previous search result is searched, and if the reception date and time of the previous AIS data does not exceed the specified loss time. The previous AIS data may be maintained, and if the disappearance time is exceeded, the motion display may be deleted.</p><p> Further, the AIS server is connected to the ship information master data separately stored in the database, and has a static information replenishment means for replenishing the data from the ship information master data when the static information of the AIS database is insufficient. The AIS data may be stored in the AIS data obtained by the search means, and the AIS data may be sent to a predetermined terminal through a reproduction means for reproducing a moving image of a ship, an analysis means for monitoring, investigating and analyzing the actual state of maritime traffic, or a telecommunications line. You may have a delivery means to deliver the data, or you can extract the hull length, hull width, bow orientation, etc. from the AIS information stored in the AIS database, create a ship shadow marker that simulates them, and create the AIS. It may have a ship shadow marker drawing means to be displayed on the screen of the server or the terminal.</p>

<p> According to the wide area ship motion monitoring method and system of the present invention described above, a database is constructed without integrating the data of the same ship at the time of data recording of the AIS reception data of each receiving station, and duplicate data is generated when the AIS data is used. Since the exclusion process is performed, it is possible to centrally monitor the movement of ships in a wide area such as the entire specific water area such as bays and coasts by simply collecting and storing the AIS reception data of each receiving station in a predetermined server. It is possible to extract AIS reception data under predetermined conditions and reproduce the movement of the ship after the fact, and to grasp the accurate ship position, track, number of ships, etc. even in the part where the reception range of the receiving station overlaps. Can be done.</p><p> When trying to solve the above-mentioned problems of the present invention, it is common to integrate the data of the same ship and store it in the database at the time of data acquisition, but in the present invention, the data is used instead of at the time of data acquisition. It is characterized by adding data processing from time to time. As a result, the work required for this purpose can be significantly reduced, and the above-mentioned problems can be achieved with a simple system configuration. In addition, because it uses AIS, which is required to be installed by the SOLAS Convention, it is highly convenient, and by displaying a ship shadow marker when monitoring a ship, it is possible to visually grasp not only the position of the ship but also the size of the ship. It can be used for traffic volume survey and analysis.</p>

Hereinafter, embodiments of the present invention will be described with reference to FIGS. 1 to 6. Here, FIG. 1 is an overall configuration diagram of the wide area ship motion monitoring system of the present invention, FIG. 2 is an overall processing conceptual diagram of the wide area ship motion motion monitoring system of the present invention, and FIG. 3 is a wide area use of the present invention. It is a conceptual explanatory diagram of the search method of the AIS database used for the ship movement monitoring system.

As shown in FIGS. 1 to 3, the wide-area ship motion monitoring system of the present invention includes an antenna 1a for receiving AIS information transmitted from a ship equipped with AIS and receives AIS information (AIS reception data). A plurality of AIS receiving station devices 1 that can be distributed by the telecommunications line 3 and an AIS server 2 connected to the telecommunications line 3 are provided, and the AIS server 2 has AIS received data distributed from each AIS receiving station device 1. It has an AIS database 21 that stores data, and a search means for searching the AIS database 21 when there is a monitoring request for a predetermined ship (for example, ship α, β, γ), and the search means has a predetermined time interval Tr. It has a filter function that adopts any one of the AIS data of the ship when there are a plurality of AIS data of the ship in the ship, and monitors the movement of the ship based on the AIS data obtained by the search means. ..

The AIS receiving station device 1 is composed of an antenna 1a, an AIS signal receiver 1b, and a computer 1c. The antenna 1a has the functions of an AIS receiving antenna and a GPS receiving antenna, and may be an integrated type or a separated type, and is not limited to the one shown in the figure. The AIS signal receiver 1b converts the AIS information received by the antenna 1a into AIS received data so that it can be used in the downstream system. The computer 1c is a device for transmitting the AIS received data sent from the AIS signal receiver 1b to the AIS server 2 in real time and constructing a local database for data backup in the event of a communication failure. As the computer 1c, for example, a commercially available desktop type or notebook type personal computer or the like is used. Further, in the computer 1c, as shown in FIG. 2, the AIS reception data is received on the AIS receiving station device 1 side in case the delivery date / time information is missing from the AIS information or the delivery date / time cannot be read without decoding. Is given the date and time of reception. As a result, when the AIS received data is delivered to the AIS server 2, the date and time can be easily determined on the AIS server 2 side. The AIS receiving station device 1 is arranged at three receiving stations A, B, and C, for example, as shown in FIG. More specifically, they are arranged at the receiving stations A, B, and C shown in FIG. 8 (A). When assigning the reception date and time, a local clock of each computer 1c may be used, or a global clock using a GPS receiving antenna may be used.

The AIS server 2 includes a CPU (central processing unit), a storage device such as a CPU (central processing unit), RAM, ROM, and a hard disk, an input device such as a keyboard, and an output device such as a display, in order to execute the AIS database 21 and the search means in the storage device. Programs, etc. are stored and saved, and by executing a predetermined program on the CPU, AIS database 21 can be constructed and searched, tracks can be drawn on an electronic sea map, and AIS data can be distributed. You can do it. In addition, the AIS server 2 is located in the main office 4 that controls each receiving station A, B, and C, and the AIS server 2 is located in the main office 4 from the client terminal 5 (computer) in the main office 4 via the telecommunication line 6. You can access to.

As shown in FIG. 2, the AIS database 21 is a database of AIS received data distributed from the AIS receiving station devices 1 arranged in the receiving stations A, B, and C, and stored as AIS data. A so-called relational database management system (RDBMS) is used when creating a database. The present invention does not combine the AIS received data of the same ship at the time of acquiring the AIS received data, but merely stores the AIS received data distributed from a plurality of receiving stations as a database. As will be described later, by performing predetermined processing on duplicated data when using data, the data processing at the time of data storage is significantly reduced, and the system is simplified and the processing speed is increased. Therefore, the database can be constructed regardless of the number of receiving stations, the number of receiving stations can be increased or decreased arbitrarily, and it is most suitable for widening the monitoring range.

AIS received data includes static information, dynamic information, voyage information and safety information. Static information is information for identifying what kind of ship the target ship is, such as ship name and main point, and is MMSI number, call sign, ship name, IMO number, hull length, hull width, ship type, etc. Information such as the antenna position is included. The MMSI number is "Maritime Mobile Service" It is an abbreviation of "Identity (Maritime Mobile Service Identity)" and is an identification number assigned to each AIS device. The IMO number is a ship identification number assigned by the IMO (International Maritime Organization), and the call sign is a signal sign or call sign. Also called, it consists of a combination of letters and numbers. These MMSI numbers, IMO numbers, call signs and ship names serve to identify the ship. Dynamic information is information that represents the latest maneuvering status such as the position and speed of the target ship, and includes latitude, longitude, position accuracy, time, course to ground, ground speed, bow direction, turning angular velocity, and voyage status (anchor, voyage). , Landing, uncontrollable, etc.). The voyage information is information on the route of the target ship and the cargo on board, and includes information such as draft, type of dangerous goods, destination, and ETA (scheduled arrival time). Safety information is supplementary information on safety. The AIS information transmitted from the ship does not always include the above four types of information, and each information is often transmitted individually as AIS information. For example, dynamic information is generally sent every 3 minutes and static information is generally sent every 6 minutes.

Further, the AIS server 2 is connected to the ship information master data 22 which is stored in a database separately from the AIS database 21. The ship information master data 22 may be stored in the hard disk of the AIS server 2 like the AIS database 21, or is a database stored in an external computer connected via telecommunication lines 3 and 6. May be good. This ship information master data 22 states that not all data is necessarily input to the static information of AIS information transmitted from the ship, and that information that cannot be acquired by AIS information may be required. It is used to take into account, supplement the AIS received data, and store it in the AIS database 21 as AIS data. When replenishing AIS received data, when the AIS received data is imported to AIS server 2, check for insufficient data and then access the ship information master data 22 automatically or manually as necessary. Alternatively, the ship information master data 22 may be accessed whenever the AIS received data is imported into the AIS server 2, or the AIS received data is stored as it is in the AIS database 21 as AIS data. The ship information master data 22 may be accessed later, either manually or automatically, as needed. When accessing the ship information master data 22 and inquiring the data, the MMSI number, IMO number, ship name or call sign is used as a key. If there is no missing information in the AIS received data, the AIS received data may be registered as AIS data in the AIS database 21 as it is.

The telecommunication line 3 and the telecommunication line 6 connect various communication lines (telephone line, ISDN line, public line such as ADSL line, dedicated line, wireless communication network) to each other using the communication protocol TCP / IP. It is a decentralized IP network to be constructed, and this IP network also includes LANs such as intranets (corporate networks) and home networks using 10BASE-T and 100BASE-TX.

Next, a case where the movement of the ship is monitored using the AIS data of the AIS database 21 will be described. Here, FIG. 4 is a flow chart showing a processing process when there is a motion display request for the ship α.

As shown in FIG. 4, when the movement display request (S1) of the ship α is made, first, it is searched whether or not the AIS data of the ship α is within the preset movement monitoring interval Tr (S2). For whether or not the data is AIS data of the ship α, for example, an identification code that can identify the ship such as an MMSI number, an IMO number, a ship name, and a call sign is used. The motion monitoring interval Tr is, for example, 10 seconds, but can be set arbitrarily. If there is AIS data of ship α in the movement monitoring interval Tr, it is determined whether or not there are multiple applicable AIS data (S3). This is because, in the range where the reception range of the receiving station overlaps, the duplicated AIS data at the same time is stored in the AIS database 21. Further, when the motion monitoring interval Tr is set longer than the transmission interval of AIS information, the duplicated AIS data of the same receiving station is stored in the AIS database 21 even if the receiving range of the receiving station does not overlap. This is because it ends up. If there is only one AIS data (that is, the reception range of the receiving station does not overlap and the motion monitoring interval Tr is shorter than the transmission interval of AIS information), the AIS data is adopted and the motion of ship α is adopted. Update the display (S4).

When there are multiple applicable AIS data (for example, when the reception range of the receiving station overlaps), the applicable AIS data is sorted in descending order by the reception date and time (S5). At this time, new data of the reception date and time will come first. Adopt the first AIS data (S6) and update the motion display of vessel α (S4). Sorting in S5 may be in ascending order, or may be sorted by the reception date / time on the AIS server 2 side, the ID of the receiving station, etc. in addition to the reception date / time of the AIS data. The adoption method in S6 may arbitrarily specify the ranking, such as adopting the second or last AIS data. These steps S5 to S6 correspond to the filter function of AIS database 21. It should be noted that the sorting step of S5 may be omitted by pre-sorting and storing the AIS database 21 by the reception date and time when constructing the AIS database 21. With such a filter function, the AIS data in the movement monitoring interval Tr can be uniquely obtained, and even if the reception range of the receiving station overlaps, other data is excluded and the movement of the ship is used only by the AIS data. It is possible to accurately grasp the number of vessels even when investigating and analyzing the actual state of maritime traffic.

If the AIS data of the vessel α does not exist in the motion monitoring interval Tr, the previously adopted AIS data is searched (S7). If the previous AIS data does not exist, the ship may be specified incorrectly or the AIS data of the ship α may not have been acquired normally, so an error message will be displayed without the relevant data (S8).

If the previously adopted AIS data is found by S7, it is determined whether the AIS data exceeds the disappearance time Td (S9). If the previous AIS data exceeds the disappearance time Td, the ship α recognizes that it has left the reception range of any receiving station and erases the track drawing of the ship α (S10). If the AIS data does not exceed the disappearance time Td, the movement display of the ship α is not updated, and the previous AIS data is maintained and displayed as it is (S11). The disappearance time Td is, for example, 10 minutes, but can be set arbitrarily. Further, instead of S11, the track drawing device may be made to calculate the current predicted value from the previous AIS data, and the predicted value may be displayed. The device for drawing the wake here (hereinafter referred to as the "wake drawing device") uses the AIS data obtained by the above-mentioned flow to display the wake as a result of the movement of the ship at regular intervals on the screen. It is a device that plots on the AIS server 2 and the client terminal 5. This track drawing device can function as a reproduction means for reproducing a moving image of a ship and an analysis means for investigating and analyzing the actual state of maritime traffic.

The concept of monitoring the movement of ships α, β, and γ by the flow shown in FIG. 4 will be described with reference to FIG. In FIG. 3, the vertical axis represents the elapsed time. It is assumed that the AIS data of the ship α, the ship β, and the ship γ are accumulated in the AIS database 21 up to Tα, Tβ, and Tγ in order from the left. Here, for convenience of explanation, the AIS data is organized and displayed for each ship, but in the actual AIS database 21, the data is not necessarily organized and stored for each ship. In addition, the AIS data of each ship is sorted in descending order in advance by the date and time of reception, which is also a measure for convenience of explanation. In addition, AIS data may be static information, dynamic information, navigation information, and safety information, but all of them are treated as dynamic information here. The motion monitoring interval Tr is displayed as the difference between the current time and the previous time, the difference between the previous time and the time before the previous time, and so on.

In the case of ship α, three AIS data are accumulated in the movement monitoring interval Tr from the current time. Here, the AIS data for almost the same time is displayed in a staggered manner, but this is merely an explanatory measure to make it easy to understand that the AIS data is from different receiving stations. That is, the fact that three AIS data are accumulated in the motion monitoring interval Tr means that, for example, the ship α was within the reception range of three different receiving stations at this time. Then, the latest AIS data (AIS data shaded in the figure) among these is adopted, and the motion display of the ship α is updated. Next, in the case of ship β, there is no AIS data in the movement monitoring interval Tr from the current time. Therefore, looking at the AIS data adopted last time, the previous AIS data of ship β (AIS data shaded in the figure) does not exceed the disappearance time Td. Therefore, the motion display of the ship β is maintained by this previous AIS data. Finally, in the case of ship γ, as with ship β, there is no AIS data within the movement monitoring interval Tr from the current time. Furthermore, in the case of ship γ, the AIS data adopted last time exceeds the disappearance time Td. Therefore, the movement display of the ship γ is deleted.

Next, FIGS. 5 to 7 show an example in which the track is output on the screen by the track drawing device using the above-mentioned wide area ship motion monitoring system. When drawing a track, the AIS server 2 can select three types: (1) no track display, (2) track line display, and (3) track marker display. Here, FIG. 5 is a diagram showing the case of the track line display, and FIG. 6 is a diagram showing the case of the track marker display. In addition, FIG. 7 is a drawing of the state of Tokyo Bay at a certain date and time using the track line display.

Figure 5 shows a partial sea area of a port 51, where the hatched area represents the land area 52 (including port facilities and landfills) 52. The AIS data adopted from the AIS database 21 for each motion monitoring interval Tr is plotted on the screen, and when they are connected by a line, the track line 53 is drawn on the screen. By displaying the movement of ships on the wake line 53, it is possible to visually grasp the danger situation associated with ship navigation and the traffic volume or congestion situation on the route depending on the degree of approach or intersection of the ships on the wake line 53 and the degree of congestion. be able to. In FIG. 5, eight track lines are drawn on the screen.

FIG. 6 shows the AIS data adopted from the AIS database 21 plotted on the screen and displayed using the ship shadow marker 54. Similar to FIG. 5, it shows the partial sea area of a port 51, and the hatched part represents the land part (including port facilities and landfills) 52. As the marker, either a triangular marker or a ship shadow marker 54 can be selected and used. Triangular markers are markers commonly used in this field, and all ships are displayed with triangles of the same size regardless of the size of the hull. The center of the triangle represents the position of the ship, and the direction of the triangle represents the direction of the bow. On the other hand, the ship shadow marker 54 is displayed by a ship shadow-shaped marker that simulates the hull length and the hull width at the same scale as the nautical chart, and the ship position and the bow direction can be recognized as displayed by the markers. This marker display makes it possible to visually grasp the position of the ship for each set time, and it is also possible to grasp the hull motion and speed change by changing the direction and interval of the markers. In particular, when the ship shadow marker 54 is used, it is possible to visually grasp the danger situation in maritime traffic and the traffic volume or congestion situation in the route depending on the degree of approach or intersection and the degree of congestion between ships, and after the fact, it is possible to grasp the situation. It can be useful for analysis. In addition, the status such as anchoring, mooring, stranded, uncontrollable, etc. may be displayed with a predetermined symbol marker.

Figure 7 shows the state of Tokyo Bay displayed on a wake line by acquiring AIS data on a trial basis from receiving stations around Tokyo Bay. Figure 7 shows about 160 vessels, including anchored vessels, but no overlapping wake lines are drawn for each vessel, and one clean wake line is drawn for each vessel. ing. In this way, by using the wide-area ship movement monitoring system of the present invention, it is possible to monitor the movement of ships over a wide area of Tokyo Bay as a whole, and to investigate and analyze the actual state of maritime traffic, the accurate track and traffic volume. Can be easily grasped.

According to the above-mentioned wide area ship motion monitoring system, a plurality of antennas 1a are arranged in a wide area, AIS information received by each antenna 1a is aggregated to construct a database, and a plurality of same ships are arranged within a predetermined time interval. It is possible to realize a wide-area ship movement monitoring method in which any one of the AIS information is adopted and the movement of the ship is monitored when the AIS information exists. That is, according to the above-mentioned invention, "AIS generally has an external communication port, and the information received through the port can be transmitted to an externally connected device as digital information, and the real-time operation status of the ship. By taking advantage of the fact that AIS can be easily processed by a personal computer, AIS is simply a device for providing navigation support information to ship operators and for monitoring the movement of ships to improve the safety and efficiency of maritime traffic. It can be effectively functioned not only as a device for port planning and research, but also as a device for collecting and analyzing data on the actual state of maritime traffic for port planning and research. In addition, it compensates for the drawback that "only vessels within the reception range centered on the reception location can be monitored because it is used for purposes other than the original purpose of AIS", for example, in a wide area and a bay with many blind spots such as Tokyo Bay. Even when monitoring the movement of a ship or collecting and analyzing marine traffic actual data, it is possible to cover the entire bay by installing multiple AIS receiving station devices 1 and an AIS server 2 that integrates them. Furthermore, to compensate for the drawback that "the AIS device is a device for voyage support, so it only has the function of displaying the movement of the ship at the present time", a database for analyzing maritime traffic data was constructed, and the ship was installed at any time. It is possible to reproduce the movement of the ship, or to display only the necessary movement of the ship by setting conditions such as the target period and the ship type. In addition, the monitoring range can be easily and arbitrarily expanded by increasing the number of receiving stations or connecting multiple AIS servers 2 via a network to install an integrated server. For example, it covers the entire coast of Japan. You can also do it.

The program that manages the AIS database 21 of the AIS server 2 has a function of receiving the above-mentioned AIS received data, a function of constructing the AIS database 21 from the AIS received data, a function of inquiring the ship master data 22, and a predetermined ship from the AIS data. In addition to the function of drawing the track of the above, it may have a function of delivering predetermined AIS data and a function of exporting AIS data. With the AIS data distribution function, the client terminal 5 in the main office 4 connected to the AIS server 2 by the telecommunication line 6 can monitor the movement of the ship in the same manner as the AIS server 2. In addition, the telecommunication line 3 may be used to make it widely available to the public. The export function is for extracting predetermined AIS data from the AIS database 21 and outputting the data to a file in text format or CSV format in order to perform more detailed analysis than the track display. Further, a new database may be constructed from the data obtained by excluding duplicate AIS data by using the AIS data distribution function or the export function. By reconstructing such a database, it is possible to improve convenience such as easy analysis of traffic volume.

The present invention is not limited to the above-described embodiment, and a plurality of AIS receiving station devices 1 may be arranged in the same receiving station to ensure redundancy, and a unique ID is assigned to the AIS receiving station device. The ID may be distributed together with the AIS received data and stored in the AIS database 21, or the AIS received data and the AIS data may be compressed and decoded as necessary, which deviates from the gist of the present invention. Of course, it is possible to make various changes within the range that does not occur.

<figref num="1">It is an overall block diagram of the ship motion monitoring system for a wide area of this invention.</figref><figref num="2">It is a whole processing conceptual diagram of the ship motion monitoring system for a wide area of this invention.</figref><figref num="3">It is a conceptual explanatory diagram of the search method of the AIS database used for the wide area ship movement monitoring system of this invention. It is explanatory drawing which shows the 2 cycle internal combustion engine which adopted this invention, (A) is the partial sectional front view, (B) is the B arrow view in (A).</figref><figref num="4">It is a flow chart which shows the processing process when there is a motion display request for a predetermined ship.</figref><figref num="5">This is an example of drawing a wake using a wide-area ship motion monitoring system, and is a diagram showing the case of wake line display.</figref><figref num="6">This is an example of drawing a wake using a wide-area ship motion monitoring system, and is a diagram showing the case of marker display.</figref><figref num="7">It is the figure which drew the wake of Tokyo Bay using the ship motion monitoring system for wide area.</figref><figref num="8">It is an image diagram of AIS, (A) is an overall view of the bay, and (B) is a schematic diagram of the track of ship α.</figref>

Code description

1 AIS receiver 1a antenna 1b AIS signal receiver 1c computer 2 AIS server 3,6 telecommunications line 4 office 5 client terminal 21 AIS database 22 ship information master data 51 port 52 land part 53 track line 54 ship shadow marker