Navigation monitoring robot for ship and avoidance navigation maneuvering system of automatic navigation single-screw twin-rudder ship

Abstract

To provide a navigation monitoring robot for a ship and an avoidance navigation maneuvering system of an automatic navigation single-screw twin-rudder ship capable of ensuring safety navigation by assessing the collision risk in an extended warning sea area.SOLUTION: A navigation monitoring robot 300 for a ship acquires present positional information of an own ship, analyzes real time image data of a synthetic aperture radar image photographing a navigation sea area including the own ship, calculates a distance between a target object affecting the navigation and a present position of the own ship as a target separation distance, identifies whether or not the target object is a ship by collating an image pattern of a far-infrared camera image of the target object, image patterns of the far-infrared camera image of various target objects where temperature information of the far-infrared camera image is stored in a library, and the temperature information of the far-infrared camera image, recognizes the target separation distance as an influence degree that the ship gives to the safety navigation, and sends alarm information when it is determined that the target separation distance is within a dangerous area impairing the safety navigation.SELECTED DRAWING: Figure 5

Description

Technical Field

[0001] The present invention relates to a marine navigation monitoring robot and a collision avoidance steering system for an automatically navigating single-shaft two-rudder ship, and pertains to a technology capable of preventing a ship collision in an emergency and promptly confirming the safety of navigation.

Background Art

[0002] Conventionally, as a ship steering device, there is, for example, one described in Patent Document 1. This is an automatic control device for a ship having a two-rudder system in which a pair of rudders are provided at symmetric positions with respect to the propeller axis behind a single propulsion propeller, or a two-rudder system in which one rudder is provided behind each of two propulsion propellers.

[0003] This automatic control device has a steering command system composed of an autopilot device and a joystick panel. The autopilot device consists of a course setting device and a gyrocompass, and the joystick panel consists of a joystick lever, a rudder angle setting device, and an emergency stop button. The control device system is composed of an automatic arithmetic unit, a joystick unit, a rudder angle setter, and an emergency stop control unit.

[0004] In addition, Patent Document 2 describes an automatically navigating single-shaft two-rudder ship equipped with an emergency control function that can get out of an abnormal steering state by receiving a command from the original ship operator when the ship having a function of automatically navigating enters an abnormal steering state. It has an emergency power cut-off section that stops power supply to the automatic control device upon receiving an emergency command, and an emergency steering section that performs hovering steering to keep the hull in place upon receiving an emergency command.

[0005] In recent years, in the research on ships equipped with a function of autonomously navigating unmanned, research has been conducted on methods for judging the collision risk towards safe navigation.

Prior Art Documents

Patent Documents

[0006] [Patent Document 1] Japanese Patent No. 5213729 [Patent Document 2] Japanese Unexamined Patent Application Publication No. 2021-91307 [Summary of the Invention] [Problems to be Solved by the Invention]

[0007] In a ship equipped with the above-mentioned function of autonomous automatic navigation, when an abnormal steering state occurs and a command is given from the original operator of the ship, it is important for the safe navigation of the ship to quickly obtain the navigation status of other ships in the surrounding sea area and determine the collision risk of the own ship.

[0008] The present invention solves the above problems, and when a collision risk occurs in a ship having a function of performing automatic navigation, determines the collision risk of the own ship in an extended warning sea area of the surrounding sea area of the own ship, and provides a marine surveillance robot for ships and an avoidance steering control system for an automatic navigation single-shaft two-rudder ship that can ensure the safe navigation of the own ship. [Means for Solving the Problems]

[0009] In order to solve the above problems, the marine navigation monitoring robot of the present invention includes a current position information acquisition unit, a satellite image identification unit, an other ship identification unit, and a safe navigation determination unit. The current position information acquisition unit receives a navigation signal transmitted by a navigation satellite of a satellite navigation system and a correction signal transmitted by a geostationary satellite of a satellite navigation augmentation system, measures a global position on the global coordinate, and acquires the measured global position as the current position information of the own ship. The satellite image identification unit has a radar image reception unit that receives real-time video data of a synthetic aperture radar image that photographs a navigation area including the own ship at the current position, and has an object separation distance calculation unit that analyzes the real-time video data to calculate and recognize the distance between the object target affecting the navigation of the own ship and the current position. The machine vision system forming the other ship identification unit has an infrared camera and an artificial intelligence unit. The artificial intelligence unit has an image pattern recognition unit that recognizes the image pattern of the object target from the infrared image of the object target captured by the infrared camera, and a library that associates and stores the image patterns of the infrared camera images of various object targets with the temperature information of the infrared camera images. It identifies whether the object target is a ship in light of the image pattern of the infrared camera image of the object target and the temperature information of the infrared camera image and the image patterns of the infrared camera images of various object targets and the temperature information of the infrared camera images stored in the library. The safe navigation determination unit has a risk determination unit that recognizes the object separation distance calculated by the satellite image identification unit as the degree of influence on the safe navigation of the own ship by the ship identified by the other ship identification unit, and an alarm transmission unit that transmits alarm information when the risk determination unit determines that the object separation distance is in a danger zone that harms the safe navigation of the own ship.

[0010] The collision avoidance steering system of the automatic navigation single-shaft two-rudder ship of the present invention consists of an automatic navigation single-shaft two-rudder ship and an onshore steering support center that monitors and supports the safe navigation of the ship. The ship is equipped with a single propulsion propeller arranged at the stern, a pair of high-lift rudders arranged behind the propulsion propeller, a pair of rotary vane rudder actuators that drive each high-lift rudder respectively, a control device that controls the direction of the hull movement by combining the rudder angles of the two high-lift rudders, a transceiver antenna device, and a marine safety system. The control device has an automatic control device that autonomously performs automatic steering, an on-board remote control device that steers by remote operation, and an on-board steering switching device that controls the switching between the automatic control device and the on-board remote control device. The marine safety system is equipped with the marine navigation monitoring robot described in the previous item and an emergency control device. The emergency control device has an alarm device, an emergency steering unit, a warning signal device, and a current position information transmitting unit. When the alarm device of the emergency control device receives an alarm signal from the alarm transmitting unit of the safe operation judgment unit of the marine navigation monitoring robot, it issues an emergency command to the emergency steering unit, sends an alarm to the onshore steering support center, emits a warning signal stipulated in Article 36 of the Marine Collision Prevention Law by the warning signal device, and the current position information transmitting unit transmits the current position information of the ship itself. The emergency steering unit, upon receiving the emergency command, performs exclusive control with priority over the automatic control device to perform an emergency stop maneuver and then perform a hovering maneuver to keep the hull stationary on the spot. The onshore steering support center has a communication device and an onshore steering device. The onshore steering device has an onshore steering switching device that, when receiving an alarm from the ship, instructs the on-board steering switching device of the control device of the ship to switch the steering authority between the automatic control device and the on-board remote control device through the communication device, and an onshore remote control device that remotely steers the ship through the on-board remote control device of the ship.

Effect of the Invention

[0011] With the above configuration, the marine navigation monitoring robot for ships has the current position information acquisition unit acquire the global position on the global coordinates as the current position information of the own ship, the satellite image identification unit analyze the real-time video data of the synthetic aperture radar image that has photographed the navigation area including the own ship at the current position, calculate the distance between the target object affecting the navigation of the own ship and the current position of the own ship as the target separation distance, the other ship identification unit identify whether the target object is a ship or not in light of the image pattern of the far-infrared camera image of the target object and the temperature information of the far-infrared camera image, and the temperature information of the far-infrared camera images of various target objects stored in the library, the safe operation judgment unit recognize the target separation distance calculated by the satellite image identification unit as the degree of influence on the safe operation of the own ship by the ship identified by the other ship identification unit, and issue warning information when it is determined that the target separation distance is in the danger range that harms the safe operation of the own ship.

[0012] Therefore, by having the marine navigation monitoring robot for ships independently monitor the safety of navigation from the control device and further monitoring the safety of navigation at the onshore ship operation support center B, the navigation risks can be monitored multiply.

[0013] In addition, since the marine navigation monitoring robot for ships captures far-infrared images, the current situation can be confirmed without being affected by the environment such as day and night, weather, etc. in the on-site sea area.

Brief Description of the Drawings

[0014]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Mode for Carrying Out the Invention

[0015] Hereinafter, embodiments of the present invention will be described with reference to the drawings. The avoidance navigation control system of the automatic navigation single-shaft two-rudder ship according to the present invention includes an automatic navigation single-shaft two-rudder ship A and an onshore navigation support center B that monitors and supports the safe navigation of the ship itself.

[0016] As shown in FIGS. 1 to 9, the automatic navigation single-shaft two-rudder ship A includes a thrust system 100 and a navigation control system 200 that controls the thrust system 100.

[0017] As shown in FIG. 8, the thrust system 100 includes a propeller propulsion unit 101 composed of one one-shaft propeller arranged at the stern of the hull 110, and two high-lift rudders 102 and 103 arranged behind the propeller.

[0018] As shown in FIG. 7, the high-lift rudders 102 and 103 are rudders having rudder blades with a cross-sectional shape along the axial direction of the propeller and a cross-sectional contour of high lift. There are various shapes of high-lift rudder blades, but the rudder blades of the high-lift rudders 102 and 103 in this embodiment have the following shapes. That is, a leading edge portion 102a, 103a that protrudes in a semi-circular shape forward in the contour of the horizontal cross-section, an intermediate portion 102c, 103c that gradually decreases in width toward the minimum width portion 102b, 103b after continuously increasing the width in a streamline shape following the leading edge portions 102a, 103a, and a fishtail trailing edge portion 102e, 103e that gradually increases in width toward a rear end 102d, 103d of a predetermined width following the intermediate portions 102c, 103c.

[0019] Each of the high-lift rudders 102 and 103 is configured to be steerable 105° outward (outboard, side of the hull) and 35° inward (inboard, side of the inner hull). With a single-shaft propeller rotating forward, the pair of two high-lift rudders 102 and 103 can be independently actuated at various angles, and by changing the combination of the rudder angles of the high-lift rudders 102 and 103 on both sides, the propeller wake can be distributed in a desired direction for the purpose of the propeller wake, and the thrust in each direction can be freely changed. Therefore, the combined thrust of the thrusts in each direction can be freely changed, and by controlling the propeller wake and controlling the thrust around the stern over 360° in all directions, ship maneuvers such as forward and backward movement, stopping, forward turning, and backward turning of the ship can be performed, and the movement of the ship can be freely controlled.

[0020] As shown in FIG. 1, the thrust system 100 includes rotary vane steering gears 104 and 105 that drive the high-lift rudders 102 and 103, servo amplifiers (rudder control devices) 106 and 107 that control the rotary vane steering gears 104 and 105, a bow thruster 108 disposed on the bow side of the hull 110, and a thruster control device 109 that controls the bow thruster 108.

[0021] Also, a pump unit 151, 152, a rudder angle transmitter 153, 154, and a feedback unit 155, 156 are connected to each of the rotary vane steering gears 104 and 105, and the feedback units 155 and 156 are connected to the rudder control devices 106 and 107.

[0022] As shown in FIG. 3, the steering system 200 includes, as a control device 206, an automatic control device 201 for controlling the direction of the hull movement by combining the rudder angles of two high-lift rudders 102 and 103 and autonomously and automatically steering the ship unmanned (mode), a manned control device 202 for steering by combining the rudder angles of two high-lift rudders 102 and 103 manned (mode), an on-board remote control device 204 for steering by remote operation, and an on-board steering switch device 205 for controlling the switching between the automatic control device 201 and the on-board remote control device 204. Further, the steering system 200 is connected to a ship radar device 271 and a transceiver antenna device 272.

[0023] In addition, the steering system 200 has a navigation security system 203 independent of the control device 206. The navigation security system 203 can communicate with the control device 206 by wire or wirelessly.

[0024] The automatic control device 201 is stored in the steering stand 250 and is steered by an autopilot using a gyrocompass 251 and a GPS compass (not shown). It receives information necessary for navigation such as the destination, route, and ship speed from a remote location as a steering command by wireless communication that communicates via the transceiver antenna device 272, and has an automatic navigation steering unit 253 that autonomously and automatically steers while detecting surrounding ships and obstacles with the ship radar device 271, and a steering command receiving unit 265 that receives a steering command by wireless communication.

[0025] The manned control device 202 includes a gyro azimuth display unit 252 that displays the gyro azimuth of the gyrocompass 251, a joystick steering unit 255 that steers with a joystick lever 254, a mode switching unit 261 that switches between the automatic control device 201 and the manned control device 202 with a mode switching switch 260, a own ship display device 262 with a touch panel on the screen, and an image control unit 263 that controls the image projected on the own ship display device 262.

[0026] The image control unit 263 selectively displays, or simultaneously displays, a gyro azimuth display image 267 that reflects the gyro azimuth, a direction display unit operation image 268 for touch-operating the gyro azimuth display unit 252 on the monitor screen, and an auto-steering operation image 269 for touch-operating the auto-navigation steering unit 253 on the monitor screen.

[0027] The joystick operation unit 255 is configured such that the joystick lever 254 can be operated in any direction in the X-Y directions, controls the commanded motion direction of the hull in the tilting direction of the joystick lever 254, and controls the bow / stern direction commanded speed and the hull lateral direction commanded speed at the tilting angle in the tilting direction.

[0028] The joystick steering unit 255 controls the rudder angles of the high-lift rudders 102 and 103 on both sides to the set rudder angles according to the tilting direction of the joystick lever 254, and by combining the rudder angles of the high-lift rudders 102 and 103 on both sides, deflects the thrust of the propeller wake in the target direction, and controls the respective rudder angles of the high-lift rudders 102 and 103 on both sides within the range of 105° to the outer side and 35° to the inner side by the rotary vane steering gears 104 and 105 on both sides. Details will be described later.

[0029] The auto-navigation steering unit 253 performs guidance control of the own ship along the set course received by a steering command via wireless communication based on the current position information, the guidance route information, and the stop holding position information of the own ship by the gyrocompass 251, the GPS compass, and the electronic chart system.

[0030] As shown in FIG. 4, the marine safety system 203 includes a marine navigation monitoring robot 300 and an emergency control device 320. The emergency control device 203 has an alarm device 321, an emergency steering unit 322, a warning signal device 324, and a current position information transmitting unit 323.

[0031] As shown in FIG. 5, the marine navigation monitoring robot 300 includes a current position information acquisition unit 301, a satellite image identification unit 302, an other ship identification unit 303, and a safe operation determination unit 304.

[0032] The current position information acquisition unit 301 receives the navigation signals transmitted by the navigation satellites of the satellite navigation system and the correction signals transmitted by the geostationary satellites of the satellite navigation augmentation system, measures the global position on the global coordinates, and acquires the measured global position as the current position information of the own ship.

[0033] The satellite image identification unit 302 has a radar image reception unit 305 that receives the real-time video data of the synthetic aperture radar image that has photographed the navigation area including the own ship at the current position, and analyzes this real-time video data to calculate and recognize the distance between the target object affecting the navigation of the own ship and the current position. It has a target separation distance calculation unit 306.

[0034] The machine vision system that forms the other ship identification unit 303 has an infrared camera 308 and an artificial intelligence unit 307.

[0035] The artificial intelligence unit 307 has an image pattern recognition unit 309 that recognizes the image pattern of the target object from the infrared image of the target object captured by the infrared camera 308, and a library 310 that associates and stores the image patterns of the infrared camera images of various target objects with the temperature information of the infrared camera images. It identifies whether the target object is a ship in light of the image pattern of the infrared camera image of the target object and the temperature information of the infrared camera image, and the image patterns and temperature information of the infrared camera images of various target objects stored in the library 310.

[0036] The safe operation determination unit 304 has a risk determination unit 311 that recognizes the influence degree on the safe operation of the own ship by the ship identified by the other ship identification unit based on the target separation distance calculated by the satellite image identification unit 302, and an alarm transmission unit 312 that transmits alarm information when the risk determination unit 311 determines that the target separation distance is in the danger range that harms the safe operation of the own ship.

[0037] When the alarm device 302 of the emergency control device 203 receives an alarm signal from the alarm transmission unit 312 of the safe operation determination unit 304, it issues an emergency command to the emergency ship control unit 322, sends an alarm to the onshore ship control support center B shown in FIG. 6 described later, and transmits information indicating that the ship is in an abnormal ship control state through the ship automatic identification device. Further, the alarm device 302 emits a warning signal defined in Article 36 of the Maritime Collision Prevention Act, such as a light signal or an acoustic signal, by the warning signal device 324, and the current position information transmission unit 323 transmits the current position information of the own ship.

[0038] After receiving the emergency command and performing an emergency stop maneuver, the emergency ship control unit 322 performs a hovering maneuver to keep the hull stationary. That is, the emergency ship control unit 322 performs a hovering maneuver and maintains this state by preferentially occupying and exclusively controlling the rudder control devices 106 and 107 over the automatic control device 202 and the manned control device 202.

[0039] The onshore remote control device 204 of the control device 206 includes a remote control command reception unit 221 that receives a remote control command from the onshore ship control support center B, and a remote control unit 222 that executes the remote control command received by the remote control command reception unit 221.

[0040] The onshore ship control switching device 205 includes a switching command reception unit 223 that receives a switching command from the onshore ship control support center B, and a switching operation unit 224 that executes the switching command received by the switching command reception unit 223.

[0041] As shown in FIG. 6, the onshore navigation support center B has a communication device 401 and an onshore navigation device 402. When the onshore navigation device 402 receives an alarm from the vessel via the communication device 401, it displays on the center display device 403 a satellite image of a wide-area set warning sea area near the current vessel position of the vessel that exceeds the radar range of the vessel radar device 271. The onshore navigation device 402 includes a satellite image receiving device 404, an onshore navigation switching device 405 that instructs the switching of the steering authority between the automatic control device 201 and the onshore remote control device 204 to the onshore remote control device 204 by the communication device 401, an onshore remote control device 406 that remotely controls the vessel via the onshore remote control device 204 of the vessel, an alarm verification device 407 that determines whether the alarm transmitted by the vessel is correct based on the radar information of the vessel radar device 271 of the vessel and the satellite image of the set warning sea area, and a navigation safety determination unit 408 that determines the vessel interference zone and the vessel safety zone by other vessels based on the radar information of the vessel radar device 271 of the vessel and the satellite image of the set warning sea area. Here, the navigation safety determination unit 408 consists of a computer equipped with so-called artificial intelligence AI.

[0042] The onshore navigation device 402 switches the steering authority to the onshore remote control device 204 by the onshore navigation switching device 405, remotely controls the vessel via the onshore remote control device 406, and navigates the vessel to the vessel safety zone indicated by the navigation safety determination unit 408.

[0043] Alternatively, the onshore navigation device 402 instructs the vessel to the vessel safety zone indicated by the navigation safety determination unit 408, returns the steering authority to the automatic control unit 201 of the vessel by the onshore navigation switching device 405, steers the vessel by the automatic control unit 201 of the vessel, and automatically navigates the vessel to the vessel safety zone indicated by the navigation safety determination unit 408.

[0044] The basic rudder angle combinations of the high-lift rudders 102 and 103, the state of the joystick lever 254, their names, the propeller wake streamline, and the direction of movement will be described with reference to FIG. 9.

[0045] In Fig. 9, the rudders are shown in horizontal cross-section, with the rudder angles of each rudder indicated to the side or below it. The rudder angles are shown with positive (+) for rightward and negative (-) for leftward, and the designations for combinations of these rudder angles are listed. The propeller wake is shown by thin arrow lines, and the direction of the ship's propulsion by the thick dashed arrow line.

[0046] Incidentally, "TURN TO PORT" (ahead left turn) is port rudder -35°, starboard rudder -35°; "ROTATE TO PORT" (bow left turn) is port rudder -70°, starboard rudder -35°; "STERN TO PORT" (stern left turn) is port rudder -105°, starboard rudder +45° to +75°; "ASTERN TO PORT" (astern left turn) is port rudder -105°, starboard rudder +75° to +105°; "AHEAD" (ahead) is port rudder 0°, starboard rudder 0°; "HOVERING" (station keeping) is port rudder -75°, starboard rudder +75°; "ASTERN" (astern) is port rudder -105°, starboard rudder +105°; "TURN TO STARD" (ahead right turn) is port rudder +35°, starboard rudder +35°; "ROTATE TO STARD" (bow right turn) is port rudder +35°, starboard rudder +70°; "STERN TO STARD" (stern right turn) is port rudder -45° to -75°, starboard rudder +105°; "ASTERN TO STARD" (astern right turn) is port rudder -75° to -105°, starboard rudder +105°.

[0047] The operation in the above configuration will be described below. 1. Control mode by the manned control device 202 Operate the mode switch 260 to select the control mode by the joystick of the manned control device 202. The joystick ship control unit 255 commands the commanded motion direction of the hull, the commanded thrust in the fore-and-aft direction, and the commanded thrust in the lateral direction of the hull by the joystick lever 254.

[0048] In this navigation, with the propeller thruster 101 rotating forward, each high-lift rudder 103 is independently actuated at various angles to control the propeller wake, and the thrust around the stern is controlled in all 360° directions. By this control, forward and backward movement, stop, forward turning, backward turning, etc. of the ship can be performed, thereby improving the maneuverability in navigation.

[0049] That is, by changing the combination of the rudder angles on both sides, the propeller wake can be directed in the desired direction and the thrust can be changed in that direction. The combination of rudder angles given here is just an example, and the combination of rudder angles can be arbitrarily changed to obtain the desired propulsion direction and thrust.

[0050] Thus, in navigation, reversal of the thruster thrust (propeller reverse rotation) is unnecessary, and the main engine can always perform all navigation controls while rotating forward. Without changing the rotational speed of the main engine, by adjusting the rudder angles of both rudders, the ship speed can be precisely and steplessly controlled from the maximum forward speed to the maximum backward speed corresponding to the propeller rotational speed at that time. 2. Steering Mode by Automatic Control Device 201 Operate the mode switch 260 to select the steering mode by the automatic control device 201.

[0051] The automatic control device 201 autonomously performs automatic navigation without a crew. That is, the automatic control device 201 receives, as a steering command, information necessary for navigation such as the destination, route, and ship speed from a remote location via wireless communication at the steering command receiving unit 265, and steers using an autopilot with a GPS compass based on the received command. Based on the current position information, guiding route information, and stop holding position information of the own ship by the GPS compass and the electronic chart system, the own ship is guided and controlled along the set course received by the steering command via wireless communication.

[0052] Also in the navigation by this automatic control device 201, similar to the navigation by the manned control device 202, the command movement direction of the hull, the command thrust in the fore-and-aft direction of the ship, and the command thrust in the lateral direction of the hull are commanded.

[0053] That is, with the propeller 101 rotating forward, the high-lift rudders 102 and 103 are each independently actuated at various angles to control the propeller wake flow, and the thrust around the stern is controlled in all 360° directions. By this control, the ship can move forward and backward, stop, turn forward, turn backward, etc. 3. For the marine navigation monitoring robot 300 for ships, the current position information acquisition unit 301 acquires the global position on the global coordinates as the current position information of the own ship, and the synthetic aperture radar image real-time video data of the navigation area including the own ship at the current position is analyzed by the satellite image identification unit 302, and the distance between the object target affecting the navigation of the own ship and the current position of the own ship is calculated as the target separation distance.

[0054] In addition, the other ship identification unit 303 identifies whether the object target is a ship by comparing the image pattern of the far-infrared camera image of the object target and the temperature information of the far-infrared camera image with the image patterns of the far-infrared camera images of various object targets and the temperature information of the far-infrared camera images stored in the library. The safety operation judgment unit 304 recognizes the target separation distance calculated by the satellite image identification unit as the degree of influence on the safe operation of the own ship by the ship identified by the other ship identification unit, and issues alarm information when it is determined that the target separation distance is in the danger zone that harms the safe operation of the own ship.

[0055] Therefore, by the marine navigation monitoring robot 300 independently monitoring the safety of navigation from the control device 206 and further by the onshore ship operation support center B monitoring the safety of navigation, the navigation risks can be monitored multiple times.

[0056] In addition, since the marine navigation monitoring robot 300 captures far-infrared images, the current situation can be confirmed without being affected by the environment such as day and night and weather in the on-site sea area.

[0057] When the alarm device 321 of the emergency control device 320 issues an alarm when the marine navigation monitoring robot 300 transmits alarm information, it sends an alarm to the onshore ship operation support center B, transmits information that the ship is in an abnormal operation state through the ship automatic identification device, emits a warning signal stipulated in Article 36 of the Marine Collision Prevention Law, such as a light signal, an acoustic signal, etc., by the warning signal device 324, and the current position information transmission unit 323 transmits the current position information of the own ship. The emergency ship operation unit 322 performs an emergency stop ship operation upon receiving an emergency command and then performs a hovering ship operation to keep the hull stationary on the spot.

[0058] When the onshore ship operation device 402 of the onshore ship operation support center B receives an alarm from the ship through the communication device 401, it displays a satellite image of a wide-area set warning sea area near the current ship position of the ship that exceeds the radar range of the ship radar device 271 on the center display device 403.

[0059] The onshore ship operation switching device 405 instructs the onshore ship operation switching device 205 of the ship operation system 200 of the ship to switch the steering authority between the automatic control device 201 and the onshore remote control device 204 through the communication device 401.

[0060] And prior to the remote ship operation by the onshore ship operation device 402, the alarm verification device 407 determines whether the alarm transmitted by the ship is correct based on the radar information of the ship radar device 271 of the ship and the satellite image of the set warning sea area. If the collision determination is correct, remote ship operation is performed.

[0061] The navigation safety determination unit 408 of the computer equipped with AI determines the ship interference zone and the ship safety zone by other ships based on the radar information of the ship radar device 271 of the ship and the satellite image of the set warning sea area.

[0062] Then, the onshore ship operation device 402 instructs the onshore ship operation switching device 405 to switch the steering authority between the automatic control device 201 and the onshore remote control device 204 of the onshore ship operation switching device, steers the ship through the onshore remote control device 406 via the onshore remote control device 204, and after navigating the ship to the ship safety zone indicated by the navigation safety determination unit 408, returns the ship to the ship operation by the automatic control device 201.

[0063] Alternatively, the onshore ship control device 402 instructs the ship of the own ship safety zone indicated by the navigation safety determination unit 408, returns the steering authority to the automatic control unit 201 of the own ship by the onshore ship control switching device 405, steers the ship by the automatic control unit 201 of the own ship, and automatically navigates the ship to the own ship safety zone indicated by the navigation safety determination unit 408.

[0064] Also, when the determination of a collision is incorrect, identify the cause of the error in the determination, send information indicating that the current situation is safe to the collision risk determination unit, and return the ship to the steering by the automatic control device 201.

[0065] With the above configuration, in an abnormal steering state where a ship having a function of performing automatic navigation deviates from the route that the ship should originally navigate, or the ship speed abnormally increases, or in a state where an abnormal steering state occurs due to a malfunction of the steering device, or in a state where an abnormal approach occurs due to a misoperation of an opposing ship, if a collision risk occurs, the collision can be avoided by stopping the ship on the spot.

[0066] Then, in the onshore ship control device 402, by displaying a satellite image of a wide-area set warning sea area near the current ship position of the own ship that exceeds the radar range of the ship radar device 271 on the center display device 403, based on the horizontal information of the radar image and the information from above of the different satellite image, the collision risk determination unit 301 can confirm the event determined to collide and determine the validity of the determination.

[0067] Also, the alarm verification device 407 of the onshore ship control device 402 determines whether the alarm transmitted by the own ship is correct based on the radar information of the ship radar device 271 of the own ship and the satellite image of the set warning sea area, so that the validity of the determination of the event determined by the collision risk determination unit 301 to collide can be quickly determined, and by accumulating the alarm verification events, the determination accuracy of the collision risk determination unit 301 can be improved as a result.

[0068] In addition, in the navigation safety determination unit 408 of the onshore ship control device 402, based on the binary information of the horizontal information of the radar image and the information from above of a different satellite image, by determining the ship interference zone and the ship safety zone by other ships, the ship can be quickly guided to the ship safety zone.

[0069] In addition, since the navigation safety determination unit 408 is composed of a computer with artificial intelligence, it can learn and accumulate the events determined by the collision risk determination unit 301 to collide and the alarm verification events, and derive a more rapid and reliable ship safety zone.

Explanation of Signs

[0070] 100 Thrust system 110 Hull 101 Propeller propulsion 102, 103 High-lift rudder 104, 105 Rotary vane steering gear 106, 107 Rudder control device 108 Bow thruster 109 Thruster control device 151, 152 Pump unit 153, 154 Rudder angle transmitter 155, 156 Feedback unit 200 Ship control system 201 Automatic control device 202 Manual control device 203 Marine navigation monitoring robot 204 Onboard remote control device 205 Onboard ship control switching device 206 Control device 221 Remote control command receiving unit 222 Remote control unit 223 Switching command receiving unit 224 Switching operation unit 250 Ship control stand 251 Gyrocompass 252 Gyro azimuth display unit 253 Automatic navigation control unit 254 Joystick lever 255 Joystick steering section 260 Mode switch 261 Mode switching section 262 Ship display device 263 Image control section 271 Ship radar device 272 Transceiver antenna device 300 Marine navigation monitoring robot 301 Current position information acquisition section 302 Satellite image identification section 303 Other ship identification section 304 Safe operation judgment section 305 Radar image reception section 306 Target separation distance calculation section 307 Artificial intelligence section 308 Far-infrared camera 309 Image pattern recognition section 310 Library 311 Risk judgment section 312 Alarm transmission section 320 Emergency control device 321 Alarm device 322 Emergency steering section 323 Current position information transmission section 324 Attention signal device 401 Communication device 402 Onshore steering device 403 Center display device 404 Satellite image receiving device 405 Onshore steering switching device 406 Onshore remote control device 407 Alarm verification device 408 Navigation safety judgment section A Automatic navigation single-shaft two-rudder ship B Onshore steering support center

Claims

1. comprising a current position information acquisition unit, a satellite image identification unit, an other ship identification unit, and a safe navigation determination unit, the current position information acquisition unit receives a navigation signal transmitted by a navigation satellite of a satellite navigation system and a correction signal transmitted by a geostationary satellite of a satellite navigation augmentation system, measures a global position on a global coordinate, and acquires the measured global position as the current position information of the own ship, the satellite image identification unit has a radar image receiving unit that receives real-time video data of a synthetic aperture radar image that photographs a navigation area including the own ship at the current position, and has a target separation distance calculation unit that analyzes the real-time video data to calculate and recognize the distance between a target object affecting the navigation of the own ship and the current position, the machine vision system serving as the other ship identification unit has an infrared camera and an artificial intelligence unit, the artificial intelligence unit has an image pattern recognition unit that recognizes an image pattern of a target object from an infrared image of the target object captured by the infrared camera, and a library that associates and stores the image pattern of infrared camera images of various target objects with the temperature information of the infrared camera images, and determines whether the target object is a ship in light of the image pattern of the infrared camera image of the target object and the temperature information of the infrared camera image and the image patterns and temperature information of infrared camera images of various target objects stored in the library, the safe navigation determination unit has a risk determination unit that recognizes the target separation distance calculated by the satellite image identification unit as the degree of influence on the safe navigation of the own ship by the ship identified by the other ship identification unit, and an alarm transmission unit that transmits alarm information when the risk determination unit determines that the target separation distance is in a danger zone that harms the safe navigation of the own ship. A marine navigation monitoring robot for ships is characterized by this.

2. comprising an automatic navigation single-shaft two-rudder ship and an onshore ship operation support center that monitors and supports the safe navigation of the own ship, the own ship is provided with a single propulsion propeller arranged at the stern, a pair of high-lift rudders arranged behind the propulsion propeller, a pair of rotary vane steering gears that drive each high-lift rudder respectively, a control device that controls the direction of the hull movement by combining the rudder angles of the two high-lift rudders, a transmission and reception antenna device, and a navigation security system, the control device has an automatic control device that autonomously performs automatic ship operation, an on-board remote control device that performs ship operation by remote control, and an on-board ship operation switching device that controls the switching between the automatic control device and the on-board remote control device, the navigation security system is provided with the marine navigation monitoring robot described in the previous item and an emergency control device. The emergency control device has an alarm device, an emergency steering unit, a warning signal device, and a current position information transmitting unit. When the alarm transmitting unit of the safe operation determination unit of the marine navigation monitoring robot transmits alarm information, the alarm device of the emergency control device issues an emergency command to the emergency steering unit, sends an alarm to the onshore steering support center, emits a warning signal specified in Article 36 of the Maritime Collision Prevention Act by the warning signal device, and the current position information transmitting unit transmits the current position information of the own ship. Upon receiving an emergency command, the emergency steering unit performs exclusive control with higher priority than the automatic control device, performs an emergency stop maneuver, and then performs a hovering maneuver to keep the hull stationary at the spot. The onshore steering support center has a communication device and an onshore steering device. The onshore steering device is characterized in that, when receiving an alarm from the own ship, it has an onshore steering switching device that instructs the steering right switching between the automatic control device and the onshore remote control device to the onshore steering switching device of the control device of the own ship through the communication device, and an onshore remote control device that remotely steers the own ship through the onshore remote control device of the own ship. An avoidance steering system for an automatically navigating single-axis two-steering ship.

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