The present application claims priority from Japanese Patent Application No. 2015-228228 filed on Nov. 20, 2015, the contents of which are hereby incorporated by reference.
The present invention relates to a sea state estimation device and a sea state estimation method.
Conventionally, with respect to a ship running in irregular waves, it is important to appropriately grasp ship motion data, hull condition data, and a sea state from a safety point of view. The ship motion data are the data related to the motion of the hull, such as a displacement and an acceleration of the hull. Further, the hull condition data are the data related to the condition of the hull, such as a draft, a displacement, and a transverse metacenter height (hereinafter, also referred to as “GM”) of the hull. Further, the sea state is the information related to the sea, such as a wave height, a wave period, and a wave direction in the area where the ship is running.
Conventionally, it is common that the ship motion data of these pieces of information are kinetically obtained based on the previously set hull condition data and the sea state provided from an information providing institution such as the Meteorological Agency.
However, in this method, it is impossible to grasp the ship motion data and the hull condition data appropriately. This is because the sea state provided from an information providing institution such as the Meteorological Agency has a large amount of information on a wide area of ocean instead of a local area of sea in which the ship is currently running, and has a low accuracy.
To address this issue, in recent years, a method is reported in which ship motion data are measured with various devices mounted on a ship, the measured ship motion data, which are unsteady time-series data, are subjected to statistic processing in real time, so that the hull condition data and the sea state are statistically estimated (for example, see Non-Patent Literature 1).
Non-Patent Literature 1 discloses a technique in which the sea state is estimated by analyzing the ship motion data, which are unsteady time-series data, by using a Time Varying Coefficient Vector AR (TVVAR) model.
In the technique disclosed in the above-mentioned Non-Patent Literature 1, a hull response function is used for estimating a sea state. “hull response function” is a function indicating how the hull responds (moves) when the hull receives waves with a regular wavelength from any given direction, and the parameters of the function are a wave direction, a wave length and so on. In the technique disclosed in Non-Patent Literature 1, this hull response function is set based on a ship speed which is a fixed value.
However, a ship speed changes from moment to moment on the actual sea and hence, accuracy of the hull response function decided based on a ship speed which is a fixed value is low. As a result, eventually, accuracy in the estimation of a sea state is also low.
The present invention has been made in view of the above-mentioned circumstances, and it is an object of the present invention to provide a sea state estimation device and a sea state estimation method which can estimate a sea state with high accuracy in response to a change in a ship speed.
To achieve the above-mentioned object of the present invention, a sea state estimation device according to the present invention includes: a time history memory unit which stores a time history of ship motion data relating to a rolling angle, a pitching angle and a heaving displacement of a ship; a hull condition data calculation unit which calculates current hull condition data of the ship based on the time history of the ship motion data stored in the time history memory unit; a cross spectra calculation unit which calculates cross spectra of respective ship motions consisting of rolling, pitching and heaving of the ship based on the time history of the ship motion data stored in the time history memory unit; a hull response function calculation unit which calculates a hull response function based on the hull condition data calculated by the hull condition data calculation unit; and a sea state estimation unit which estimates a sea state in sea on which the ship is running based on the cross spectra of the respective ship motions calculated by the cross spectra calculation unit and the hull response function calculated by the hull response function calculation unit.
To achieve the above-mentioned object of the present invention, a sea state estimation method according to the present invention is a sea state estimation method in a sea state estimation device which includes a time history memory unit which stores a time history of ship motion data relating to a rolling angle, a pitching angle and a heaving displacement of a ship, the method including: a hull condition data calculation step where a hull condition data calculation unit calculates current hull condition data of the ship based on the time history of the ship motion data stored in the time history memory unit; a cross spectra calculation step where a cross spectra calculation unit calculates cross spectra of respective ship motions consisting of rolling, pitching and heaving of the ship based on the time history of the ship motion data stored in the time history memory unit; a hull response function calculation step where a hull response function calculation unit calculates a hull response function based on the hull condition data calculated in the hull condition data calculation step; and a sea state estimation step where a sea state estimation unit estimates a sea state in sea on which the ship is running based on the cross spectra of the respective ship motions calculated in the cross spectra calculation step and the hull response function calculated in the hull response function calculation step.
According to the present invention, a sea state can be estimated with high accuracy corresponding to a change in a ship speed.
Hereinafter, an embodiment according to the present invention will be described.
A sea state estimation system 1 shown in
The satellite compass (GPS compass) 2 is a device having a function as a direction sensor which calculates the direction of the ship based on the relationship between relative positions of two GPS antennas attached in a bow direction of the ship. The satellite compass 2 has also a function as a motion-in-wave sensor which can measure a transverse motion in wave (rolling), a longitudinal motion in wave (pitching), and a vertical motion in wave (heaving) of the ship. A gyro sensor may be used instead of the satellite compass 2.
The information processing device 3 is a computer device which includes a memory device 31, a processing unit 32, an interface device 33, an input device 34, an auxiliary storage device 35, and a drive device 36 which are each connected to one another through a bus 38. The information processing device 3 estimates the sea state based on information measured by the satellite compass 2. The information processing device 3 corresponds to a “sea state estimation device” of the claims. The information processing device 3 and the display 4 to be described later may be integrated with the satellite compass 2.
The memory device 31 is a storage device such as a random access memory (RAM) which reads out and stores, at a time of start-up of the information processing device 3, a program (a program which realizes functions of the sections ranging from the cross spectra calculation section 23 to the sea state estimation section 26 shown in
The processing unit 32 is a processing unit such as a central processing unit (CPU) which executes a program stored in the memory device 31. The interface device 33 is an interface device to connect the processing unit 32 to an external device such as the satellite compass 2 and the display 4. The input device 34 is an input device (for example, a keyboard or a mouse) to provide a user interface.
The auxiliary storage device 35 is a storage device such as a hard disk drive (HDD) which stores a program, a file, data, and the like. The auxiliary storage device 35 stores a program and the like which realize functions of the sections ranging from the cross spectra calculation section 23 to the sea state estimation section 26 shown in
The drive device 36 is a device which reads out a program (for example, a program which realizes functions of the sections ranging from the cross spectra calculation section 23 to the sea state estimation section 26 shown in
The display 4 is an output device which outputs, on a screen, output data generated by the information processing device 3, for example, the sea state.
The sea state estimation system 1 shown in
The measurement section 21 is a measurement unit which measures ship motion data of a ship on which the sea state estimation system 1 is mounted. Here, the ship motion data means the data related to the motion of the ship such as a ship speed, a rolling angle, a pitching angle, a displacement of heaving, and the like of the hull. It is also possible to use angular velocities of rolling and pitching and an acceleration of heaving of the ship. The measurement section 21 is realized by the satellite compass 2 shown in
The time history memory 22 is a time history memory unit which stores a time history of the ship motion data measured by the measurement section 21. The time history memory 22 stores time-series data of the ship motion data in a predetermined period from past to now. The time history memory 22 is realized by the memory device 31 and the like shown in
The cross spectra calculation section 23 calculates cross spectra of the respective ship motions (the rolling, the pitching, and the heaving) based on the time-series data of the ship motion data in a predetermined period stored in the time history memory 22. The cross spectra calculation section 23 is realized by the processing unit 32 and the like shown in
The hull condition data calculation section 24 is a hull condition data calculation unit which calculates the hull condition data based on the time-series data which is the time history of the ship motion data stored in the time history memory 22 in a predetermined period. Here, the hull condition data means the data related to the condition of the hull such as a draft, a displacement, and a GM of the hull. The hull condition data calculation section 24 is realized by the processing unit 32 or the like shown in
The hull response function calculation section 25 is a hull response function calculation unit which calculates a hull response function of the hull based on the hull condition data calculated by the hull condition data calculation section 24 and the data relating to the hull response function stored in the response function memory 27. The hull response function calculation section 25 is realized by the processing unit 32 and the like shown in
The sea state estimation section 26 is a sea state estimation unit which estimates a local sea state in the sea in which the ship equipped with the sea state estimation system 1 is running, based on the cross spectra calculated by the cross spectra calculation section 23 and the hull response function calculated by the hull response function calculation section 25. Here, the sea state means the information related to the sea state such as a wave height, a wave period, a wave direction, and the like of the wave in the area in which the ship is running.
The sea state estimation section 26, firstly, probability statistically calculates a directional wave spectrum based on the cross spectra and the hull response function. Then, the sea state estimation section 26 estimates the sea state based on the calculated directional wave spectrum. The detailed process is described later. The sea state estimation section 26 is realized by the processing unit 32 and the like shown in
The response function memory 27 is a response function storage unit which stores data related to the hull response function which is used when the hull response function calculation section 25 calculates the hull response function. “hull response function” is a function indicating how the ship responds (moves) when the ship receives waves with a regular wavelength from any given direction, and the parameters of the function are a wave direction, a wave length, and the like. “data related to the hull response function” is a data base in which the hull response function of the ship relating to regular waves is made to correspond to the hull condition data (the draft and the GM), a ship speed, and a damping coefficient. The response function memory 27 is realized by the memory device 31 and the like shown in
The output section 28 is an output unit which outputs the hull condition data calculated by the hull condition data calculation section 24 and the sea state estimated by the sea state estimation section 26. The output section 28 is realized by the display 4 and the like shown in
With the configuration described above, in the sea state estimation system 1 according to the embodiment, the sea state estimation section 26 estimates the sea state based on the ship motion data measured by the measurement section 21. An output section 28 outputs the estimated sea state.
The sea state estimation system 1 repeatedly estimates the sea state by repeatedly performing a control logic of a series of steps S1 to S8 shown in
First, in step S1, the measurement section 21 measures the ship motion data (step S1). Specifically, the data of the rolling angle, the pitching angle, and the displacement of heaving of the hull are measured. Step S1 may be successively performed in the process of repeating the series of steps S1 to S8, or may be repeatedly performed, by a batch process or the like, as a process independent from steps S2 to S8.
By repeatedly performing the process of step S1 shown in
Next, in step S2, the hull condition data calculation section 24 calculates (estimates) a rolling natural frequency based on the time-series data of the rolling angle (step S2). Although the process of step S2 is a known technique, an example of the process will be described below.
Specifically, a second order linear probability dynamic model (see Equation (1) below) about time-series data x(t) of rolling is considered. In Equation (1), a1 (=2α) is a damping coefficient and a2 (=ω2) is a square of a natural angular frequency ω. The term u(t) represents an external force term dealt as a stochastic process and has a finite dispersion. However, the term u(t) does not need whiteness.
[Mathematical Expression 1]
x″(t)+a1x′(t)+a2x(t)=u(t) (1)
Further, the external force term u(t) in Equation (1) is expressed by an m order continuous auto regression model shown in Equation (2) below. In Equation (2), bi (i=1, . . . , m) is a coefficient of the model, and v(t) is a normal white noise, where the average is 0, and the dispersion is σ2.
By substituting Equation (1) into Equation (2), a whitened (m+2) order continuous auto regression model shown in Equation (3) is obtained. ci (i=1, . . . , m+2) in Equation (3) is a coefficient of the model.
Equation (3) is expressed as Equation (4) below in a vector form.
Equation (4) is dealt as a system model of a state space model after being discretized. Further, in order to simultaneously estimate the unknown coefficients ci (where i=1, . . . , m+2), a state vector of the state space model is considered with the above-described unknown coefficients ai, bi included therein, and the model is then extended into an auto-organizing state space model; then, the state estimation and the unknown coefficients are simultaneously estimated by using an Ensemble Kalman Filter. The state estimation by using the Ensemble Kalman Filter is a known technique and is thus not described here.
By the procedure described above, in step S2, the current rolling natural frequency is calculated (estimated) based on the time-series data of the rolling angle stored in the time history memory 22 in a predetermined period. The rolling natural frequency may be calculated by a method different from the above method. For example, the rolling natural frequency may be calculated by using a discretized auto regression model.
After that, in step S3, the hull condition data calculation section 24 calculates (estimates) the GM based on the rolling natural frequency calculated in step S2 (step S3).
In step S3, in a non-linear observation model in which the rolling natural frequency (or a rolling natural period, which is the inverse) calculated in step S2 is used as observed data and in which the GM and the radius of gyration are the state variables, it is assumed that the state variables fluctuate slightly with time, and this is considered as the system model; thus, a general state-space model analysis is performed to simultaneously estimate the GM and the radius of gyration.
That is, the relationship represented by Equation (5) below holds between the rolling natural frequency f (=ω/2π) calculated in step S2 and the GM. In Equation (5), T is the rolling natural period, f is the rolling natural frequency, k is the radius of gyration, and g is the gravitational acceleration. In Equation (5), GM and k are unknown.
Then, in step S3, the state space model is considered in which two unknowns of the GM and the radius of gyration k are the state variables. That is, a non-linear observation model is considered in which the rolling natural period Tn is observed from the estimated amount of the states of GMn and kn at time n. It is assumed that the state variables fluctuate slightly with time, and this is considered as the system model. Thus, the general state-space model represented by Equation (6) below is configured. In Equation (6), vn is a system noise, and wn is an observation noise. For the sake of simplicity, the noises are considered as normal white noises.
In step S3, state estimation is performed by using a Monte Carlo filter, which is a type of particle filters, based on the general state-space model represented by Equation (6). The state estimation by using a Monte Carlo filter is a known technique and is not described here.
By the process of steps S2 and S3 described above, the hull condition data calculation section 24 calculates (estimates) the current GM of the ship in real time by analyzing the time-series data of the rolling angle in a predetermined period stored in the time history memory 22. By this method, it is possible to grasp the change in the position of the center of gravity in a loading state and grasp a degree of motion of the ship in real time.
Further, because no approximation is used to estimate GM, it is possible to obtain a generally stable estimation result of GM. For example, in the case that GM of a ship at the time of design was 0.52, GM was estimated to be in the range of 0.48 to 0.54 by the method according to the embodiment. Therefore, the method according to the embodiment enables GM to be estimated with high accuracy. In the above Equation (6), the equation may be made to include a variable older than the previous timing (for example Xn-2).
Returning to
In step S4, the hull condition data calculation section 24 calculates (estimates) a draft based on tidal data which is calculated based on, for example, an installation height of a GPS antenna (corresponding to the measurement section 21 shown in
Further, in step S4, for example, a displacement and a trim are calculated based on time-series data on a pitching angle and displacement of heaving stored in the time history memory 22 using a statistical analysis method. With such a calculation, drafts at a bow and a stern can be decided using a hydro calculation table of the hull. When the ship in which the sea state estimation system 1 according to the embodiment is mounted includes a draft meter, a displacement is calculated based on data measured using the draft meter. When the ship does not include a draft meter, in the same manner as steps S1 and S2, a displacement is calculated using an auto-organizing state space model analyzing method.
If the process goes from steps S3 and S4 to step S5, the hull response function calculation section 25 calculates a current hull response function of the ship based on the hull condition data calculated in step S3 and S4 (step S5).
As the process of step S5, there are two possible methods described below, and any one of them is used. In the first method, a hull response function is previously calculated to make a data base (for example,
In the data base 41 shown in
In
In the process of step S5, the most appropriate hull response function is selected in real time, depending on the current ship motions (the pitching, the rolling, and the heaving) and the ship speed measured by the measurement section 21 (the satellite compass 2). By this process, even on the actual sea in which the ship speed changes from moment to moment, the most appropriate response function of the hull can be obtained. As a result, it is also possible to improve the accuracy of the estimation of the sea state to be described later.
Further, if the process goes from step S1 to step S6, the cross spectra calculation section 23 calculates cross spectra of the respective ship motions (the rolling, the pitching, and the heaving) based on the time-series data of the displacement of heaving, the pitching angle, and the rolling angle stored in the time history memory 22 in step S1 (step S6).
In step S6, based on the time-series data of the displacement of heaving (unit: m), the pitching angle (unit: rad), the rolling angle (unit: rad), the cross spectra calculation section 23 calculates for each frequency, cross spectra of the respective ship motions (the rolling, the pitching, and the heaving) including a rolling auto spectrum (unit: rad2/s), a pitching auto spectrum (unit: rad2/s), a heaving auto spectrum (unit: m2/s), a pitching-heaving cross spectrum (unit: rad·m/s), a rolling-heaving cross spectrum (unit: rad·m/s), and a pitching-rolling cross spectrum (unit: rad2/s). The cross spectra obtained for respective frequencies are stored as the time-series data in the time history memory 22.
In step S6, the cross spectra calculation section 23 calculates cross spectra using an auto regression model analyzing method. That is, an auto regression model is applied to time-series data of displacement of heaving, a pitching angle and rolling angle, and cross spectra are calculated using an estimated auto regression coefficient and a variance-covariance matrix. The determination of model order is important in such a calculation, and the model order is determined automatically using an AIC method. These series of procedures are referred to as a MAICE (Minimum AIC Estimation) method which was established in 1980s.
If the process goes from steps S5 and S6 to step S7, the sea state estimation section 26 probability statistically calculates a directional wave spectrum based on the current hull response functions calculated in step S5 and the cross spectra of the respective ship motions (the rolling, the pitching, and the heaving) calculated in step S6 (step S7).
If it is assumed that an ocean wave is represented by superposing component waves coming from every direction and having all frequencies, a sea surface variation amount η(t) at time t at an fixed point (ship position) is expressed by Equation (7) below using a directional wave spectrum E(f, x) (unit: m2/(rad/s)). In Equation (7), the part under the root symbol and ε(f, x) are respectively the amplitude and the phase of a component wave having a frequency f coming from a direction x.
[Mathematical Expression 7]
n(t)=∫−ππ∫0∞ cos {2πft+ε(f,x)}√{square root over (2E(f,x)dfdx)} (7)
On the other hand, if it is assumed that the ship motion in wave responds linearly to an input wave, a relationship between the directional wave spectrum E(fe, x) at an encounter frequency fe of one wave, and a cross spectrum ϕln(fe) of the ship motion in wave is expressed generally by Equation (8) below. In Equation (8), l and n are the modes of the ship motion in wave, and H1(fe, x) and Hn*(fe, x) are respectively the response functions in the modes l and n. Further, x is an encounter angle with respect to a wave, and the symbol “*” represents a complex conjugate.
[Mathematical Expression 8]
ϕln(fe)=∫−ππH1(fe,x)H*n(fe,x)E(fe,x)dx (8)
Because Equation (8) is expressed based on the encounter frequency, this equation is converted into an equation based on an absolute frequency (see Equation (9) below).
In Equation (9), the second to fourth terms on the right side represent contribution at a time of a following wave, in other words, represent the degree of the frequency component of the wave when running on the following wave included in the cross spectrum. The parameter A, the three encounter frequencies f01, f02, and f03 corresponding to the absolute frequency, and the Yacoubian are each defined as shown in Equation (10) below. In Equation (10), U is the ship speed and g is the gravitational acceleration.
Here, in the case that the integration range with respect to the encounter angle x is divided into a sufficiently large number K of fine interval, the response function and the directional wave spectrum of a variation amount can be constant in each of the fine integral interval. Therefore, Equation (9) can be discretized into Equation (11) below. In Equation (11), K1 (where, 0≤K1≤K/2) is the number of the fine interval which are in a following wave state in the discrete integral range.
Here, in the case that the pitching angle, the rolling angle, and the heaving displacement are respectively any given variation amounts θ, ϕ, and η, the cross spectrum Φ(fe) is a 3×3 matrix, and Equation (11) can be expressed in a matrix as Equation (12) below. In Equation (12), H(f01) is a 3×K matrix, H(f02) and H(f03) are 3×K1 matrices, E(f01) is K×K diagonal matrix, E(f02) and E(f03) are K1×K1 diagonal matrices. Further, the symbol T represents a transposed matrix.
Because the cross spectrum matrix Φ(fe) is an Hermitian matrix, it is enough to deal with the upper triangular matrix. Further, in the case that Equation (12) is expressed by separating the real part and the imaginary part and by introducing an error term W associated with observation, Equation (12) can be expressed by a linear regression model represented by Equation (13) below.
[Mathematical Expression 13]
y=Ax+W (23)
In Equation (13), y is a vector constituted by the real part and the imaginary part of the cross spectrum matrix Φ(fe). The parameter A is a coefficient matrix constituted by a logical value of the response function of the ship motion in wave. The error term W is a white noise having statistical characteristics of the average 0 and following a variance-covariance matrix Σ. The encounter angle x is an unknown vector constituted by the discretized directional wave spectrum.
In Equation (13), it is assumed that the cross spectrum is obtained in time series, the directional wave spectrum can be estimated in time series based on such an assumption. This corresponds to considering Equation (13) as a time varying system, and Equation (13) can thus be extended into Equation (14) below, where time is represented by suffix t.
[Mathematical Expression 14]
y
t
=A
t
x
t
+W
t (14)
Equation (14) is formally equivalent to an observation model in a general state-space model. Therefore, by introducing as a system model a smoothing prior distribution, in which the directional wave spectrum changes smoothly with time, (see Equation (15) below), the problem of estimating the directional wave spectrum can be treated as a problem of the state estimation of the general state-space model shown by Equation (15) below.
In Equation (15), xt is a state vector, vt is a system noise vector, yt is an observation vector, At is a state transition matrix, and Wt is an observation noise vector. Here, considering that the directional wave spectrum is not negative, the logarithm of the state vector xt is replaced anew by xt to deform Equation (15) into a general state-space model represented by Equation (16) below.
Here, F(xt) means that F(xt) is exponential to all the elements. Further, the elements of the state vector are configured as Equation (17) below.
In Equation (17), m is the number of division of the absolute frequency of a wave. Equation (16) is a non-linear observation model, in other words, a non-linear state space model. Therefore, in order to estimate the state, it is necessary to use a method effective in non-linear filtering. Conventionally, a particle filter is used, but this filter has a very large calculation load. To address this issue, a state estimation method by using an Ensemble Kalman Filter is introduced in the embodiment. However, an Ensemble Kalman Filter cannot be applied to Equation (16) in a non-linear observation model as it is. To solve this problem, the extended state vector represented by Equation (18) below is considered.
Further, the extended observation matrix and the extended state transition vector represented by Equation (19) below are considered.
As a result, Equation (20) below holds for xt, and an extended system model is obtained. Further, regarding to yt, a formally linear extended observation model represented by Equation (21) below can be obtained. Because xt and yt are an extended state space model in the linear observation, the state estimation by an Ensemble Kalman Filter can be realized. The application of the Ensemble Kalman Filter is a known technique and is thus not described here.
[Mathematical Expression 20]
z
t
={tilde over (f)}
t(zt-1,vt) (20)
[Mathematical Expression 21]
y
t
=Ā
t
z
t
+W
t (21)
By the above-described process of step S7, the sea state estimation section 26 probability statistically calculates the directional wave spectrum based on the hull response function calculated in step S5 and the cross spectra of the respective ship motions calculated in step S6 (step S7).
In the process of step S7, by probability statistically processing the hull response function in a predetermined period from past to now and the time-series data of the cross spectra of the respective ship motions, the current directional wave spectrum is calculated in real time. Thus, the directional wave spectrum with high accuracy can be derived.
Further, by this method, the directional wave spectrum is estimated based on the state estimation by using the Ensemble Kalman Filter. Thus, it is possible to estimate the directional wave spectrum with high accuracy in much shorter calculation time than in the method using the conventional Monte Carlo filter.
When the process of step S7 has finished, the process goes to step S8, and the sea state estimation section 26 estimates the sea state based on the directional wave spectrum calculated in step S7 (step S8). In step S8, it is possible to estimate the sea state such as the wave direction, the wave period, the significant wave height, and the like in the local sea in which the ship is running, based on the directional wave spectrum calculated in step S7.
To be more specific, a wave direction is estimated by integrating directional wave spectra with respect to a frequency, and wave periods (an average wave period, a zero-cross wave period, and a wave period between extreme values), and a significant wave height are estimated by integrating directional wave spectra with respect to a directional angle. To acquire a stable and normal result of analysis, a method is used where patterns of spectra of a normal result of analysis and a pattern of spectra of an abnormal result of analysis are recognized and the abnormal result of analysis is screened. As described previously, the calculation of a cross spectrum in step S6 is performed by applying an auto regression model to the calculation. In this case, an AIC is used for determining a model order and hence, stationarity of time sequence can be determined by comparing AIC values (this method being referred to as a local stationary auto regression model analyzing method). Screening of an abnormal result of analysis is performed in accordance with the following steps. That is, in first step, stationarity of time-series data is determined using an AIC. When the time-series data is stationary, the procedure goes to next step (second step). In second step, across spectrum is calculated. Then, in third step, a directional wave spectrum is calculated. Then, in fourth step, a response spectrum is calculated based on the estimated directional wave spectrum and a response function of a motion in wave. Then, in fifth step, the response spectrum calculated in fourth step and an auto component of the cross spectrum calculated in second step are compared to each other. Then, in sixth step, reliability of the estimation result is evaluated in accordance with machine learning based on a differential acquired in fifth step.
An embodiment of the present invention is described above, but the above embodiment describes merely one of the application examples of the present invention. Therefore, it is not intended that the technical scope of the present invention is limited to the specific configuration of the above embodiment.
Number | Date | Country | Kind |
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2015-228228 | Nov 2015 | JP | national |
Filing Document | Filing Date | Country | Kind |
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PCT/JP2016/084373 | 11/20/2016 | WO | 00 |