Autonomous vessel system and operating method thereof

Abstract

An autonomous navigation ship system according to one embodiment of the present invention comprises: a screen configuration unit that configures an integrated control screen including information of each system installed on the ship and outputs it to a display; an operation setting unit that sets a navigation plan for the ship and sets operation conditions for the autonomous navigation of the ship through the integrated control screen; and a monitoring unit that, when the navigation of the ship begins, compares the set operation conditions with the current navigation status of the ship to monitor whether a control transfer event for the ship occurs.

Description

Technology Field

[0001] The present invention relates to an autonomous ship system and a method of operating the same, which enables efficient management of ship operations by displaying the status and operation of various systems related to ship operations on an integrated display. Background Technology

[0002] Conventional ship systems had different control areas for the bridge and the engine room, so the two areas were separated and operated independently.

[0003] For example, the control area of ​​the bridge is centered around the captain and navigators, and the ship's navigation is managed through the Integrated Navigation System (INS). Here, the Integrated Navigation System (INS) includes GPS, radar, echo sounder, AIS, ECDIS, and other systems for navigation.

[0004] Meanwhile, the engine room control area is operated by the engineer and manages the ship's propulsion and power generation engines through the Project Energy Management System (PEMS).

[0005] As such, conventional ship systems manage navigation and engines separately, so they are not equipped with an integrated display that allows simultaneous monitoring of both areas.

[0006] Recently, the number of systems installed on ships has been on the rise due to advancements in onboard safety and monitoring technologies, as well as the development of autonomous navigation and management technologies. Additionally, products from various equipment manufacturers are installed on ships; since each manufacturer releases its own proprietary models and requires separate product certification for each piece of equipment, a separate user interface (HMI) exists for each system.

[0007] As such, managing a large number of HMIs simultaneously on a ship is becoming increasingly difficult.

[0008] Of course, some navigation and radio alerts are displayed on the bridge and managed through BAM (Bridge Alert Management), but since BAM only handles navigation and radio-related alerts, it is less integrated from the ship's perspective.

[0009] An autonomous vessel refers to a ship that integrates information and communication sensors, smart technologies, and other elements into existing vessels, enabling operation where the system controls the ship and minimizes human intervention.

[0010] Autonomous ships can improve efficiency and economics compared to existing ship technology, are eco-friendly, and also have high safety.

[0011] For the operation of autonomous vessels, land-based control servers, such as a remote operation center (ROC), are required to control the autonomous vessels.

[0012] Depending on the operating environment, the operator of the crew and the remote center can switch control to any one of the crew, the autonomous control system, or the remote center.

[0013] However, transferring control during autonomous operation of a vessel is difficult to achieve quickly because the crew and the operator at the remote center must individually consider all the conditions for the transfer. The problem to be solved

[0014] The objective of the present invention is to provide an autonomous ship system and a method of operating the same that facilitates the management of onboard systems by displaying information on various onboard systems, such as navigation, cargo, and engines, on a single integrated display.

[0015] In addition, another objective of the present invention is to provide an autonomous ship system and a method of operating the same that increase the operational efficiency of a ship system by checking the operating status of the ship through a single integrated display and switching control to operate in an operating mode suitable for the operating conditions accordingly.

[0016] The technical problems of the present invention are not limited to those mentioned above, and other unmentioned technical problems will be clearly understood by those skilled in the art from the description below. means of solving the problem

[0017] An autonomous navigation ship system according to one embodiment of the present invention comprises: a screen configuration unit that configures an integrated control screen including information of each system installed on the ship and outputs it to a display; an operation setting unit that sets a navigation plan for the ship and sets operation conditions for the autonomous navigation of the ship through the integrated control screen; and a monitoring unit that, when the navigation of the ship begins, compares the set operation conditions with the current navigation status of the ship to monitor whether a control transfer event for the ship occurs.

[0018] In one embodiment, the screen configuration unit generates the integrated control screen by including at least one of a scenario guidance screen for the operation plan of the vessel, an operation condition table screen for operation conditions by control authority and operation stage and whether the operation conditions are operational, a vessel navigation information screen for the current behavioral state of the vessel, a control authority selection screen for the current control status of the vessel and a control authority transfer request, a control information screen for the control mode and control information of the vessel, and a GIS screen for operation information according to the position change of the vessel on a GIS (Geographic Information System) map.

[0019] In one embodiment, the screen configuration unit is characterized by updating information included in the integrated control screen in real time based on data collected about the vessel and the surrounding environment of the vessel when the operation of the vessel begins.

[0020] In one embodiment, the screen configuration unit configures a screen for setting operation conditions for the operation of the vessel, and the operation setting unit sets a control transfer relationship between a crew member, an autonomous control system, and a remote center that have control of the vessel according to the operation stage classified according to the vessel's operation position on the operation setting screen, and sets operation conditions for each control and each operation stage.

[0021] In one embodiment, the operation condition setting screen includes a graph corresponding to the operation conditions set for each control authority and each operation stage, and the graph is characterized by being formed such that a plurality of radial graphs corresponding to the operation conditions set for each control authority and each operation stage are superimposed.

[0022] In one embodiment, the autonomous navigation ship system according to the present invention is characterized by further including at least one of: a control unit that switches the control of the ship by checking the operation conditions for each control and the operation conditions for each operation stage of the ship when the control switching event occurs; and a data collection unit that collects data on the state information of the ship corresponding to the operation conditions and the surrounding environment of the ship when the operation of the ship begins according to the ship's operation plan.

[0023] In one embodiment, the monitoring unit compares the operating status of the vessel collected by the data collection unit with the operating conditions set in correspondence with the current control and operating stage of the vessel, and determines that the control switching event has occurred if the operating status of the vessel deviates from the operable range of the set operating conditions or if there is a request to switch control to another control.

[0024] In one embodiment, the control unit is characterized by, when it is confirmed that the control transfer event has occurred, checking the operating conditions set for the control of the vessel to select a currently operational target for control transfer, and requesting the transfer of control of the vessel to the selected target.

[0025] In one embodiment, the control unit is characterized by transferring control of the vessel when a request for control transfer from the target for control transfer of the vessel is accepted, and otherwise requesting a transfer of control of the vessel from another target for control transfer.

[0026] In addition, a method for operating an autonomous vessel system according to an embodiment of the present invention comprises the steps of: configuring an integrated control screen containing information of each system installed on the vessel and outputting it to a display; setting a navigation plan for the vessel and setting operating conditions for the autonomous navigation of the vessel through the integrated control screen; and, when the navigation of the vessel begins, comparing the set operating conditions with the current navigation status of the vessel to monitor whether a control transfer event for the vessel occurs. Effects of the invention

[0027] According to one embodiment of the present invention, by configuring a single integrated control screen to display information on various onboard systems such as navigation, cargo, and engines, the ship has the effect of facilitating management during operation.

[0028] In addition, according to one embodiment of the present invention, the overall operating status of the ship is checked through an integrated control screen, and the control is rapidly switched to a control mode suitable for the operating conditions, thereby increasing the operational efficiency of the ship system. Brief explanation of the drawing

[0029] FIG. 1 is a diagram illustrating the configuration of an autonomous navigation ship system according to one embodiment of the present invention. FIG. 2 is a drawing illustrating the screen configuration of an integrated display device according to one embodiment of the present invention. Figure 3a is an example diagram illustrating the navigation scenario screen of Figure 2. FIG. 3b is an example diagram illustrating the operating condition table screen of FIG. 2. Fig. 3c is an example illustration showing the self-navigation information screen of Fig. 2. Fig. 3d is an example diagram illustrating the control authority selection screen of Fig. 2. FIG. 3e is an example diagram illustrating the control information screen of FIG. 2. Figure 3f is an example diagram illustrating the GIS screen of Figure 2. FIG. 4 is a diagram illustrating the control transfer relationship of an autonomous ship system according to one embodiment of the present invention. FIG. 5 is a diagram illustrating a screen for setting operating conditions of an autonomous navigation vessel system according to one embodiment of the present invention. FIGS. 6a, FIGS. 6b, and FIGS. 7 are drawings illustrating the operating condition range according to an embodiment of the present invention. FIG. 8 is a diagram illustrating the control transfer relationship of an autonomous ship system according to one embodiment of the present invention. FIGS. 9a and 9b are drawings illustrating an operation condition table and a state graph of an autonomous ship system according to an embodiment of the present invention. FIGS. 9c and 9d are drawings referenced to explain the control transfer operation of an autonomous vessel system according to one embodiment of the present invention. FIG. 10 is a diagram illustrating the detailed configuration of a data collection unit according to one embodiment of the present invention. FIGS. 11 to 13 are drawings illustrating the operation flow of an operation method for an autonomous ship system according to an embodiment of the present invention. Specific details for implementing the invention

[0030] Hereinafter, some embodiments of the present invention will be described in detail with reference to exemplary drawings. It should be noted that in assigning reference numerals to the components of each drawing, the same components are given the same reference numeral whenever possible, even if they are shown in different drawings. Furthermore, in describing the embodiments of the present invention, if it is determined that a detailed description of related known components or functions would hinder understanding of the embodiments of the present invention, such detailed description is omitted.

[0031] In describing the components of the embodiments of the present invention, terms such as first, second, A, B, (a), (b), etc., may be used. These terms are intended merely to distinguish the components from other components, and the essence, order, or sequence of the components is not limited by such terms. Furthermore, unless otherwise defined, all terms used herein, including technical or scientific terms, have the same meaning as generally understood by those skilled in the art to which the present invention pertains. Terms such as those defined in commonly used dictionaries should be interpreted as having a meaning consistent with their meaning in the context of the relevant technology, and should not be interpreted in an ideal or overly formal sense unless explicitly defined in this application.

[0032] In this specification, the term "ship" may refer not only to a means of transportation but also to a smart ship that utilizes digital technology to improve the operation, maintenance, safety, etc. A smart ship can utilize various digital technologies to improve the productivity, efficiency, safety, and environmental friendliness of the ship, and support the ship operator in performing their duties more efficiently. For example, a smart ship can utilize various digital technologies such as the Internet of Things, Big Data, Artificial Intelligence, and Autonomous Navigation.

[0033] Embodiments are described in detail below with reference to the attached drawings. However, embodiments may be implemented in various different forms and are not limited to the examples described herein.

[0034] FIG. 1 is a diagram illustrating the configuration of an autonomous navigation ship system according to one embodiment of the present invention.

[0035] Referring to FIG. 1, the autonomous navigation ship system (100) may include a control unit (110), a display (120), a communication unit (130), a storage unit (140), a screen configuration unit (150), an operation setting unit (160), a monitoring unit (170), and a data collection unit (180).

[0036] Here, the control unit (110) may be a hardware device such as a processor or a CPU (central processing unit), or a program implemented by a processor. The control unit (110) is connected to each component of the autonomous vessel system (100) and can perform the overall functions of the autonomous vessel system (100).

[0037] First, the display (120) is an integrated display device that displays an integrated control screen configured in the screen configuration unit (150), and can display an integrated control screen for the ship's navigation system, engine management system, and system information of each piece of equipment installed on the ship. If the display (120) is equipped with a touch sensor such as a touch film, touch sheet, or touch pad, the display (120) may operate as a touch screen.

[0038] Accordingly, the screen configuration unit (150) configures a scenario guidance screen (211) for the ship's operation plan, an operation condition table screen (212), a ship's navigation information screen (213), a control authority selection screen (214), a control information screen (215), and a GIS (Geographic Information System) screen (216), as shown in FIG. 2, and configures each of the configured screens (211~216) into a single integrated control screen (210) to be displayed through the display (120). Specific embodiments of the integrated control screen (210) are to be referenced in FIG. 3a to 3f.

[0039] FIG. 3a is a drawing illustrating an example of a scenario guidance screen.

[0040] Referring to FIG. 3a, the scenario guidance screen (211) is a screen that displays the ship's operation scenario and may include information on the ship's operation plan and waypoints, and may further include information on the occurrence of control transfer events at each operation stage of the ship's operation plan. For example, each stage of the ship's operation plan may be divided into port-departure, departure-coast, coast-ocean, ocean-coast, coast-arrival, arrival, arrival-port, etc.

[0041] In the embodiment of Fig. 3a, the operation plan is set by classifying the operation phases into 8 stages, and it can be seen that a control transfer event is set for each operation phase.

[0042] For example, in a port, control is switched to REMOTE to operate the vessel, but in the event of a communication failure, control may be switched to CREW. Also, in a coastal area, control is switched to AUTO to operate the vessel, but in the event of an overload of vessels or an emergency situation, control may be switched to REMOTE. Also, in the open ocean, in the event of a deterioration in weather conditions, control may be attempted to be switched in the order of AUTO->REMOTE->CREW, and these situations may be displayed on the scenario guidance screen (211).

[0043] In addition, the scenario guidance screen (211) may also include additional navigation information such as structures around the ship, the remaining navigation distance on the set navigation route, and the estimated time of arrival.

[0044] FIG. 3b is a drawing illustrating an example of an operation condition table screen.

[0045] Referring to FIG. 3b, the operation condition table screen (212) may include information on the operation conditions of the system for each operation stage set by the operation setting unit (160), that is, information on the operable range and information on the operation status of the ship. For example, the operation condition table screen (212) may include information such as the ship's speed, ocean current speed, wave height, etc., and the operable range of the ship for said information.

[0046] Additionally, the operation condition table screen (212) may display information regarding the operational availability of each system. Here, the results of the determination of the operational availability of the vessel may be displayed by color. For example, it may be displayed in green if it is in an operational state, yellow if it is at the operational threshold, and red if it is in an inoperable state. The information displayed on the operation condition table screen (212) may be updated according to the vessel's current location.

[0047] FIG. 3c is a drawing illustrating an example of a self-navigation information screen.

[0048] Referring to FIG. 3c, the ship navigation information screen (213) is a screen that displays characteristic information about the current dynamic behavior state of the ship, and may include information about the ship's course angle, which represents the current angle of the ship relative to the true north direction, and the ship's rate of turn (ROT).

[0049] Additionally, the vessel navigation information screen (213) may further include a Rudder indicating the current steering command, an RPM indicating the speed of the vessel's propulsion engine, and a Speed ​​indicating the vessel's current navigation speed. For example, information regarding the vessel's course angle and ROT may be displayed in the form of a graph.

[0050] FIG. 3d is a drawing illustrating an example of a control authority selection screen.

[0051] Referring to FIG. 3d, the control authority selection screen (214) may include information on the current control status for ship operation.

[0052] FIG. 4 illustrates the switching operations of controllers for ship operation. Referring to FIG. 4, the controller of ship operation can be set to any one of the ship's crew, an autonomous control system (hereinafter referred to as "AUTO"), and a remote operation center (hereinafter referred to as "REMOTE").

[0053] Here, "crew" may refer to a crew member designated to be involved in the control of the ship's operation on the bridge.

[0054] An Autonomous Control System (AUTO) refers to a system installed on a vessel that autonomously controls the vessel's operation by considering pre-set operating conditions and commands, as well as the vessel's operating status.

[0055] A remote center communicates with one or more vessels, monitors the operational status of each vessel, and supports the safe operation of one or more vessels. Additionally, if granted control over vessel operations, the remote center can collect operational status information received from the vessels and other information related to the vessels' operations, and perform the role of remotely controlling the vessels' operations based on this information. For example, remote centers may be installed on land, and multiple centers may be installed at different locations.

[0056] If the operator of the ship's operation is selected as Crew, a designated crew member on board can manually control the ship's operation. Additionally, if the operator of the ship's operation is selected as AUTO, the autonomous control system installed on the ship can automatically control the ship's operation according to pre-set operating conditions and commands. Additionally, if the operator of the ship's operation is selected as REMOTE, a remote center on land can control the ship's operation based on information received from the ship.

[0057] Accordingly, the control authority selection screen (214) may include information on where the current control authority status is AUTO (autonomous control system), REMOTE (remote center), or Crew (crew).

[0058] Additionally, the control authority selection screen (214) may further include a menu (button) for switching the current control authority.

[0059] FIG. 3e is a drawing illustrating an example of a control information screen.

[0060] Referring to FIG. 3e, the control information screen (215) may include angle information of the telegraph (TG1, TG2) and the rudder of the ship for each mode, for example, AUTO CONTROL MODE, REMOTE CONTROL MODE, and BRIDGE CONTROL MODE.

[0061] Additionally, the control information screen (215) may include an operation Ready indicator and an ACK button. Here, the operation Ready indicator may be linked to an operation condition table to indicate whether the operation conditions of the vessel are satisfied. For example, the operation Ready indicator may be displayed in green when the operation conditions of the vessel are satisfied. The ACK button is a button for acknowledging a request for control transfer.

[0062] FIG. 3f is a drawing illustrating an example of a GIS screen.

[0063] Referring to FIG. 3f, the GIS screen (216) is configured based on a GIS map, and information related to the ship's location, such as the destination coordinates of the navigation plan, the ship's current coordinates, the remaining distance on the navigation plan, and the port location, may be included on the GIS map.

[0064] Additionally, the GIS screen (216) may include location and route information for other vessels, and may also include location information for obstacles located around the vessels other than other vessels.

[0065] Here, the information displayed on the GIS screen (216) can reflect changes made in real time as the ship moves.

[0066] In this way, the integrated control screen (210) displayed on the display (120) is displayed commonly in the bridge and engine room of the ship without configuring a separate screen for each system of the ship's equipment, so there is no need to configure and manage separate screens for each field, and comprehensive information related to ship operation can be grasped and controlled through a single screen, thus increasing the operational efficiency of the autonomous ship system (100).

[0067] Again, referring to FIG. 1, the communication unit (130) may include a communication module for communication with equipment and / or systems installed within the vessel. Additionally, the communication unit (130) may further include a communication module for wireless communication with other nearby vessels and remote centers, etc.

[0068] The storage unit (140) may store data and / or algorithms necessary for the operation of the autonomous ship system (100).

[0069] For example, the storage unit (140) may store commands and algorithms for configuring the integrated control screen (210) and displaying them on the display (120). Additionally, the storage unit (140) may store information collected from equipment and / or systems within the ship, and may store commands and / or algorithms for controlling the operation of the ship according to the ship's operation scenario. Furthermore, the storage unit (140) may store various information related to ship operation.

[0070] Here, the storage unit (140) may include a storage medium such as RAM (Random Access Memory), SRAM (Static Random Access Memory), ROM (Read-Only Memory), PROM (Programmable Read-Only Memory), and EEPROM (Electrically Erasable Programmable Read-Only Memory).

[0071] The operation setting unit (160) sets the operation scenario of the ship. Accordingly, when setting the operation plan of the operation scenario, the operation setting unit (160) can distinguish operation stages by location segment and set operation conditions, such as the operational range of systems within the ship, for each operation stage. For example, the operation setting unit (160) can divide the location segments of the ship into operation stages such as port to departure, departure to coast, coast to ocean, ocean to coast, coast to arrival, and arrival to port. The location segments for each operation stage of the ship are not limited to any one and can be divided in various ways depending on the embodiment.

[0072] Additionally, the operation setting unit (160) can set the operation conditions of the controllers. For example, the controllers for the operation of the ship may be AUTO, REMOTE, and Crew.

[0073] Here, the operation setting unit (160) can set different controllers for each location section on the ship's operation scenario.

[0074] Additionally, the operation setting unit (160) sets the primary controller in the ship's operation scenario to one of the autonomous control system, the remote center, and the crew. At this time, the operation setting unit (160) may also set the primary controller to be switched to another controller if, during ship operation, the operation condition set corresponding to the primary controller is exceeded within the operable range under the control of the primary controller.

[0075] For example, the operation setting unit (160) may grant basic control rights to the autonomous control system (AUTO) when setting the operation plan of the vessel, but may set the control rights to be switched if data such as the vessel's status and surrounding environment collected during the vessel's operation does not satisfy the operation conditions of the autonomous control system (AUTO).

[0076] Accordingly, when data such as the condition and environment of the ship collected during ship operation does not satisfy the operating conditions of the autonomous control system (AUTO), the control unit (110) can switch the control of the ship operation based on the controller corresponding to the operating range by comparing the operating conditions set in correspondence with the ship's crew and remote center (REMOTE).

[0077] Additionally, the operation setting unit (160) can set standard operation conditions for each controller, comparison information of operation conditions between each controller, etc. through the operation condition setting screen (212).

[0078] When setting operation conditions, the screen configuration unit (150) can configure an operation condition setting screen (212) and display it on the display (120). For an example of the operation condition setting screen (212), refer to FIG. 5.

[0079] Referring to FIG. 5, the operation condition setting screen (212) may include information on the switching relationship between each controller, namely Crew, AUTO, and REMOTE, for each operation stage (procedure). Additionally, the operation condition setting screen (212) may include operation condition information set for each controller (e.g., crew, AUTO1, AUTO2, REMOTE1, REMOTE2) and for each operation stage (procedure).

[0080] The operation setting unit (160) can set operation condition information, such as wind direction, wind speed, communication status, field of view, traffic volume, ship speed, wave height, COG, SOG, and current, for each controller (e.g., crew, AUTO1, AUTO2, REMOTE1, REMOTE2) and for each operation stage (procedure), and the screen configuration unit (150) can display the operation condition setting screen (212) based on the setting information of the operation setting unit (160).

[0081] At this time, the operation setting unit (160) can set 'L x M x N' operation conditions. Here, L represents the number of controllers, M represents the number of operation stages (procedures), and N represents the number of operation condition setting items.

[0082] The operation condition setting screen (212) may include a graph that allows the set operation conditions to be checked at a glance.

[0083] For example, the operation condition setting screen (212) lists items of operation conditions that can be set for each controller, and items for which operation conditions are set for each controller may be displayed in shaded form.

[0084] In addition, the operation condition information set by the operation setting unit (160) may be displayed on the operation condition setting screen (212) in the form of a radial graph such as a spider chart. For an example of the radial graph, refer to FIGS. 6a to 7.

[0085] FIGS. 6a, FIGS. 6b, and FIGS. 7 are drawings illustrating the range of operating conditions according to an embodiment of the present invention. In the embodiments of FIGS. 6a to FIGS. 7, the radial graph is illustrated as a regular pentagonal graph based on wind direction, wind speed, communication status, viewing angle, and traffic volume, but is not limited thereto and can be represented as a regular N-gonal radial graph depending on the number (N) of operating condition setting items.

[0086] FIG. 6a shows the operating conditions set for each controller as a radial graph. Referring to FIG. 6a, the graph of reference numeral 811 represents the operating conditions set corresponding to the crew, the graph of reference numeral 613 represents the operating conditions set corresponding to the remote center, and the graph of reference numeral 815 represents the operating conditions set corresponding to the autonomous control system.

[0087] The graph of the operating conditions set for each controller is configured with overlapping areas; the closer to the center of the circle, the more stable the operation, and the further away from the center, the more unstable the operation.

[0088] In this case, a designated crew member on the ship can compare the radial graph for each controller and change the operating conditions by dragging a point on the radial graph as shown in Fig. 6b. Of course, the operating conditions can also be changed by changing the setting value for a predetermined operating condition.

[0089] Figure 7 shows the operating conditions set for each operation step (procedure) in remote control mode as a radial graph.

[0090] Referring to FIG. 7, the graph of reference numeral 711 represents standard operating conditions, the graph of reference numeral 713 represents operating conditions set corresponding to a port position, the graph of reference numeral 715 represents operating conditions set corresponding to a deep sea position, and the graph of reference numeral 717 represents the boundary of operating conditions that can be operated at all stages of operation.

[0091] The graph of the operating conditions set for each operation phase is configured with overlapping areas; the closer to the center of the circle, the more stable the operation, and the further away from the center, the more unstable the operation.

[0092] In this case, a designated crew member on board the vessel can compare the radial graph for each operation stage and change the operating conditions or switch the operating mode.

[0093] When the operation of the ship begins according to the operation scenario set by the operation setting unit (160), the data collection unit (180) collects information such as the ship's position, speed, status of each system within the ship, and surrounding environment.

[0094] Refer to the embodiment of FIG. 10 for the detailed configuration of the data collection unit (180). Referring to FIG. 10, the data collection unit (180) may include an electronic control unit (ECU) that processes the operation of collecting and storing data.

[0095] The data collection unit (180) collects data from the vessel (10) and stores the collected data in the storage unit (140). At this time, the data collection unit (180) is connected via a communication module to sensors (including cameras) that sense information from equipment installed in the vessel, such as navigation equipment, engine equipment, situational awareness devices, and electrical equipment, and can collect information sensed by each sensor.

[0096] The monitoring unit (170) monitors the current operating status of the vessel in real time based on data collected by the data collection unit (180). At this time, when a vessel status change event occurs, the monitoring unit (170) can display the changed vessel status information, such as a change in the vessel's location and / or a change in the surrounding environment, on the scenario guidance screen (211).

[0097] The screen configuration unit (150) can update at least one of the scenario guidance screen (211), operation condition table screen (212), vessel navigation information screen (213), control authority selection screen (214), control information screen (215) and GIS screen (216) based on information about the vessel's operation status confirmed from the monitoring unit (170).

[0098] When the operation of the vessel begins, the monitoring unit (170) monitors the current operation status of the vessel in real time and, based on the currently set basic controller, compares the current operation status of the vessel with the operational range of each operation stage set by the operation setting unit (160) to determine whether operation is possible.

[0099] Accordingly, the screen configuration unit (150) displays the result of determining whether the vessel is operational in one area of ​​the operation condition table screen (212). At this time, the result of determining whether the vessel is operational may be displayed by distinguishing colors. For example, it may be displayed in green if it is operational, in yellow if it is at the operational threshold, and in red if it is not operational.

[0100] In addition, the monitoring unit (170) monitors the current operating status of the vessel in real time and can determine whether to switch control by comparing the operating range of the operating conditions set in correspondence with the currently set basic controller with the current operating status of the vessel.

[0101] The monitoring unit (170) can determine that a control transfer event has occurred and transmit relevant information to the control unit (110) when the current operating status of the vessel is outside the operational range for at least one of the operating conditions set in correspondence with the currently set basic controller.

[0102] In addition, the monitoring unit (170) can determine that a control transfer event has occurred and transmit relevant information to the control unit (110) even when there is a request for control transfer from at least one of the crew, autonomous control system, or remote center.

[0103] Accordingly, when a control transfer event occurs, the control unit (110) can determine a transferable controller by comparing the operation conditions set for each control mode according to each controller. At this time, the control unit (110) can transfer control based on the result of the determination. Here, the control unit (110) can transfer control by considering the control transfer relationship between each controller.

[0104] FIG. 8 is a diagram illustrating the control transfer relationship of an autonomous ship system according to one embodiment of the present invention, showing the control transfer relationship between each controller.

[0105] Referring to FIG. 8, each controller is broadly classified into Crew, AUTO, and REMOTE. In the embodiment of FIG. 8, the rectangular box containing each controller indicates the location of the controller. Additionally, the circle inside the rectangular box indicates the mode of each controller.

[0106] For example, while an autonomous control system (AUTO) generally controls the navigation of a vessel autonomously, the range of operating conditions may vary depending on whether it operates in route tracking mode or collision avoidance mode.

[0107] Accordingly, the control authority for the autonomous control system (AUTO) is largely managed as AUTO, but in detail, it can be divided into AUTO1 corresponding to route tracking mode and AUTO2 corresponding to collision avoidance mode, and managed as different control authorities. Accordingly, the operation setting unit (160) can set the operation conditions for AUTO1 and AUTO2 for the autonomous control system (AUTO).

[0108] As another example, a remote center (REMOTE) primarily controls the ship's navigation operations through communication with the vessel from a land-based remote center. However, since multiple remote centers exist in different locations, multiple remote centers can be connected to a single vessel, and the range of operating conditions may vary depending on the location of the remote center.

[0109] Accordingly, control over the remote center (REMOTE) is largely managed by REMOTE, but in detail, each remote center can be classified as REMOTE1, REMOTE2, etc., and managed by different control. Accordingly, the operation setting unit (160) can set the operation conditions for REMOTE1 and REMOTE2 respectively for the remote center (REMOTE).

[0110] In FIG. 8, reference numerals 811 to 875 indicate the possibility of switching control.

[0111] First, reference numeral 811 indicates the possibility of transferring control from REMOTE1 to CREW. When there is a request for transfer of control from both CREW and REMOTE1, and the operating conditions of REMOTE1 are outside the operational range, transfer of control from REMOTE1 to CREW is possible.

[0112] Reference numeral 815 indicates the possibility of transferring control from CREW to REMOTE1, and transferring control is possible when there is a request for transfer of control from CREW.

[0113] Reference numeral 821 indicates the possibility of switching control from REMOTE2 to REMOTE1. When there is a request for control switching from both REMOTE1 and REMOTE2, and the operating conditions of REMOTE2 are outside the operational range, control switching from REMOTE2 to REMOTE1 is possible.

[0114] Reference numeral 825 indicates the possibility of switching control from REMOTE1 to REMOTE2. When there is a request for control switching from both REMOTE1 and REMOTE2 and the operating conditions of REMOTE1 are outside the operational range, control switching from REMOTE1 to REMOTE2 is possible.

[0115] Reference numeral 831 indicates the possibility of switching control from AUTO1 to CREW. When there is a request for control switching from CREW and the operating conditions of AUTO1 are outside the operable range, control switching from AUTO1 to CREW is possible.

[0116] Drawing symbol 835 indicates the possibility of switching control from CREW to AUTO1, and the control can be switched when there is a request for control switching from CREW.

[0117] Reference numeral 841 indicates the possibility of switching control from AUTO2 to AUTO1. In this case, if the operating conditions of AUTO2 are outside the operable range, control can be switched from AUTO2 to AUTO1.

[0118] Reference numeral 845 indicates the possibility of switching control from AUTO1 to AUTO2, and if there is a request for control switching from AUTO2, control switching from AUTO1 to AUTO2 is possible.

[0119] Reference numeral 851 indicates the possibility of switching control from AUTO1 to REMOTE1. When there is a request for control switching from REMOTE1 and the operating conditions of AUTO1 are outside the operable range, control switching from AUTO1 to REMOTE1 is possible.

[0120] Reference numeral 855 indicates the possibility of switching control from REMOTE1 to AUTO1, and if there is a request for control switching from REMOTE1, control can be switched from REMOTE1 to AUTO1.

[0121] Reference numeral 861 indicates the possibility of switching control from AUTO1 to REMOTE2. When there is a request for control switching from REMOTE2 and the operating conditions of AUTO1 are outside the operable range, control switching from AUTO1 to REMOTE2 is possible.

[0122] Reference numeral 865 indicates the possibility of switching control from REMOTE2 to AUTO1. When there is a request for control switching from REMOTE2 and the operating conditions of REMOTE2 are outside the operable range, control switching from REMOTE2 to AUTO1 is possible.

[0123] Reference numeral 871 indicates the possibility of switching control from AUTO2 to REMOTE2. When there is a request for control switching from REMOTE2 and the operating conditions of AUTO2 are outside the operable range, control switching from AUTO2 to REMOTE2 is possible.

[0124] Reference numeral 875 indicates the possibility of switching control from REMOTE2 to AUTO2. When there is a request for control switching from REMOTE2 and the operating conditions of REMOTE2 are outside the operable range, control switching from REMOTE2 to AUTO2 is possible.

[0125] Accordingly, examples of control transfer operations are to be referenced in FIGS. 9a to 9d.

[0126] First, FIGS. 9a and 9b are drawings illustrating an operation condition table and a state graph of an autonomous navigation ship system according to an embodiment of the present invention, where FIG. 9a shows an operation condition table screen and FIG. 9b shows a radial graph comparing operation conditions based on the operation condition table of FIG. 9a.

[0127] Referring to FIG. 9a, the integrated control screen is a screen in which multiple control screens are integrated. When an operation condition table screen is selected on the integrated control screen, an enlarged operation condition table screen and a radial graph can be displayed through a pop-up window.

[0128] Referring to FIG. 9b, reference numeral 911 is a radial graph representing standard operating conditions, reference numeral 913 is a radial graph representing operating conditions set for the CREW currently in control, and reference numeral 915 represents the operating status currently being collected.

[0129] In the embodiments of FIGS. 9a and 9b, the control unit (110) can determine the transfer of control by checking a radial graph (915) representing the operating conditions set for the CREW based on operating status information, such as wind direction, wind speed, communication status, viewing angle, and traffic volume, and comparing it with a radial graph (913) representing the operating conditions set for the CREW.

[0130] In the graph of Fig. 9b, since the operating status of wind direction, wind speed, communication status, viewing angle, and traffic volume collected during the current operation of the vessel is included within the operable range of the operating conditions set for the CREW, the control can be transferred to either AUTO1, which is candidate 1 for control, or REMOTE1, which is candidate 2 for control, only when there is a request for transfer of control.

[0131] In this case, the control unit (110) requests the transfer of control to either AUTO1, which is control candidate 1, or REMOTE1, which is control candidate 2, and when a response is received from the candidate, the control can finally be transferred.

[0132] If any of the operating conditions of wind direction, wind speed, communication status, viewing angle, and traffic volume collected during the current operation of the vessel fall outside the operational range of the pre-set operating conditions of the CREW, control may be transferred from the CREW to either AUTO1, which is candidate 1 for control, or REMOTE, which is candidate 2 for control.

[0133] FIGS. 9c and 9d are drawings referenced to explain the control transfer operation of an autonomous vessel system according to an embodiment of the present invention, FIG. 9c shows a control authority selection screen, and FIG. 9d shows a relationship diagram in which control transfer is possible based on the CREW currently holding control.

[0134] Referring to FIG. 9c, the integrated control screen is a screen in which multiple control screens are integrated. When a control authority selection screen is selected on the integrated control screen, an enlarged control authority selection screen can be displayed through a pop-up window as shown in FIG. 9d. Of course, when other screens on the integrated control screen are selected, an enlarged screen of the selected screen can also be provided through a pop-up window.

[0135] As shown in FIGS. 9c and 9d, when CREW has control, control can be switched to REMOTE1 or AUTO1.

[0136] In this case, when there is a request for control transfer from the CREW, the control unit (110) requests the transfer of control to either REMOTE1 or AUTO1, and can transfer control when a response is received from either REMOTE1 or AUTO1. The request for control transfer from the CREW can be made by operating the control transfer button displayed on the control authority selection screen (214).

[0137] Of course, while control has been transferred to REMOTE1, if there is a request for control transfer from CREW and REMOTE1, and the operating conditions of REMOTE1 are outside the operational range, control may be transferred back from REMOTE1 to CREW.

[0138] In addition, when control is switched to AUTO1, if there is a request for control switching from CREW and the operating conditions of AUTO1 are outside the operable range, control may be switched back from AUTO1 to CREW.

[0139] The monitoring unit (170) monitors the operational status of the vessel in real time even after the control has been switched, checks whether a control switching event has occurred, and can transmit the monitoring results to the control unit (110).

[0140] Each component of the autonomous navigation ship system (100) according to the present embodiment operating as described above may be implemented in the form of an independent hardware device including a memory and a processor that processes each operation, and may be operated in a form included in other hardware devices such as a microprocessor or a general-purpose computer system.

[0141] The detailed operation of an autonomous navigation ship system according to one embodiment of the present invention configured as described above is as follows.

[0142] FIGS. 11 to 13 are drawings illustrating the operation flow of an operation method of an autonomous ship system according to an embodiment of the present invention, where FIG. 11 shows the initial operation of the autonomous ship system, FIG. 12 shows the control operation of the autonomous ship system, and FIG. 13 shows the control transfer operation of the autonomous ship system.

[0143] First, referring to FIG. 11, the autonomous ship system (100) executes an operation condition setting screen (212) during initial operation (S110), inputs operation conditions through the operation condition setting screen (212) (S120), and sets the operable range (scale) of the input operation conditions (S130). In the processes of 'S120' and 'S130', the autonomous ship system (100) can set operation conditions and the operable range of operation conditions for each control authority and each operation stage.

[0144] When the autonomous navigation ship system (100) completes the setting of operating conditions, it generates a reference polygonal graph based on the operating conditions set in the processes of 'S120' and 'S130' (S140). Here, the polygonal graph may be a radial graph configured such that N items for which operating conditions are set correspond to the vertices of a regular N-gon. For example, if there are five items for which operating conditions are set—wind direction, wind speed, communication status, viewing angle, and traffic volume—a radial graph of a regular pentagon may be generated.

[0145] Afterwards, the autonomous ship system (100) generates a relationship diagram of the operating conditions for each control mode based on the operating conditions set for each control mode of the ship (S150).

[0146] The relationship diagram of the polygon graph of the 'S140' process and the operation conditions by control mode of the 'S150' process is to refer to the operation condition setting screen (212) shown in FIG. 5.

[0147] Accordingly, when the operating conditions for each control mode set through the processes of FIG. 11 are set, the autonomous ship system (100) sets a navigation plan for each navigation stage to the destination as shown in FIG. 12 (S210), and manages the status of the controller on the navigation plan set in process 'S210' (S220).

[0148] When the operation of the ship begins, the autonomous ship system (100) collects data that affects the operation of the ship, such as information on the ship's operating status and surrounding environment information (S230). In the process of 'S230', the autonomous ship system (100) can collect data in real time.

[0149] The autonomous ship system (100) checks the current control rights according to the operation stage and the operation conditions set corresponding to the control rights and displays them on the integrated control screen (210) (S240), and compares the operation conditions set corresponding to the control rights with the current operation status of the ship (S250).

[0150] If, as a result of the comparison in process 'S250', the current operating state of the vessel does not deviate from the operating conditions set in response to the controller (S260), the autonomous vessel system (100) repeats the process from 'S210' to 'S260'.

[0151] Meanwhile, if, as a result of the comparison in process 'S250', the current operating state of the vessel deviates from the operating conditions set in correspondence with the controller (S260), the autonomous vessel system (100) switches the current control to another control (S270).

[0152] Accordingly, the detailed operation flow for switching control is to be referenced in the embodiment of FIG. 13.

[0153] Referring to FIG. 13, the autonomous navigation ship system (100) checks whether the operating conditions of the autonomous control system are satisfied, and if the operating conditions are satisfied (S310), it may request a transfer of control to AUTO (S312). At this time, if AUTO accepts the request for transfer of control (S314), the control may be transferred to AUTO (S316). Of course, if the current control is with AUTO, the process from 'S312' to 'S316' may be omitted.

[0154] If the operating conditions of AUTO are not satisfied (S310), or if AUTO does not accept the request for control transfer during the 'S314' process, the autonomous ship system (100) checks whether the operating conditions of the remote center (REMOTE) are satisfied, and if the operating conditions are satisfied (S320), it may request the transfer of control to REMOTE (S322). At this time, if REMOTE accepts the request for control transfer (S324), the control may be transferred to REMOTE (S326). Of course, if the current control is with REMOTE, the process from 'S322' to 'S326' may be omitted.

[0155] If the operating conditions of REMOTE are not satisfied (S320), or if REMOTE does not accept the request for control transfer during the 'S324' process, the autonomous vessel system (100) checks whether the operating conditions of a designated crew member (CREW) on the vessel are satisfied, and if the operating conditions are satisfied (S330), it may request the transfer of control to the CREW (S332). At this time, if the CREW accepts the request for control transfer (S334), control may be transferred to the CREW (S336). Of course, if the current control is held by the CREW, the 'S332' through 'S336' process may be omitted.

[0156] Meanwhile, if it is determined that all control rights, namely AUTO, REMOTE, and CREW, do not satisfy the operating conditions, or that AUTO, REMOTE, and CREW do not accept the request to switch control rights (S340), the autonomous ship system (100) determines that it is an emergency situation and performs a pre-designated Emergency Fallback operation.

[0157] As described above, the autonomous navigation ship system and the method of operation according to one embodiment of the present invention facilitate management in ship operation by displaying information on various onboard systems, such as navigation, cargo, and engines, on a single integrated display, and increase the operational efficiency of the ship system by checking the operating status of the ship through the single integrated display and rapidly switching control to operate in an operating mode suitable for the operating conditions accordingly.

[0158] The above description is merely an illustrative explanation of the technical concept of the present invention, and those skilled in the art to which the present invention pertains will be able to make various modifications and variations within the scope of the essential characteristics of the present invention.

[0159] Accordingly, the embodiments disclosed in this invention are intended to illustrate, not limit, the technical concept of the invention, and the scope of the technical concept of the invention is not limited by these embodiments. The scope of protection of this invention shall be interpreted by the claims below, and all technical concepts within an equivalent scope shall be interpreted as being included within the scope of rights of this invention. Explanation of the symbols

[0160] 100: Autonomous navigation ship system 110: Control unit 120: Display 130: Communication unit 140: Storage section 150: Screen composition section 160: Operation setting section 170: Monitoring section 180: Data Collection Unit

Claims

Claim 1 An autonomous navigation ship system comprising: a screen configuration unit that configures an integrated control screen containing information of each system installed on the ship and outputs it to a display, and configures an operation condition setting screen for the operation of the ship; an operation setting unit that sets an operation plan of the ship through the integrated control screen, sets a control transfer relationship between a crew member, an autonomous control system, and a remote center having control of the ship according to operation stages classified by the ship's operating position on the operation condition setting screen, and sets operation conditions for the autonomous operation of the ship and an operable range of the operation conditions according to the control of the ship and the operation stages; and a monitoring unit that, when the operation of the ship begins, compares the set operation conditions with the current operating state of the ship, and determines that a control transfer event for the ship has occurred if the current operating state of the ship deviates from the operable range or if there is a request to transfer control to a controller other than the controller currently holding control. Claim 2 An autonomous navigation ship system according to claim 1, wherein the screen configuration unit generates the integrated control screen by including at least one of a scenario guidance screen for the operation plan of the ship, an operation condition table screen for operation conditions by control authority and operation stage and whether the operation conditions are operable, a ship navigation information screen for the current behavioral state of the ship, a control authority selection screen for the current control authority status of the ship and a control authority transfer request, a control information screen for the control mode and control information of the ship, and a GIS screen for operation information according to the position change of the ship on a GIS (Geographic Information System) map. Claim 3 An autonomous navigation ship system according to claim 2, wherein the screen configuration unit updates information included in the integrated control screen in real time based on data collected about the ship and the surrounding environment of the ship when the operation of the ship begins. Claim 4 delete Claim 5 An autonomous navigation ship system according to claim 1, wherein the operation condition setting screen includes a graph corresponding to operation conditions set for each control authority and each operation stage of the ship, and the graph includes a plurality of radial graphs corresponding to operation conditions set for each control authority and each operation stage of the ship, and the plurality of radial graphs are formed to overlap. Claim 6 An autonomous vessel system according to claim 1, further comprising a control unit that switches the control of the vessel by checking the operation conditions for each control and the operation conditions for each operation stage of the vessel when the control switching event occurs. Claim 7 An autonomous ship system according to claim 1, further comprising a data collection unit that collects data on the ship's state information corresponding to the operating conditions and the ship's surrounding environment when the operation of the ship begins according to the ship's operation plan, and wherein the monitoring unit monitors the ship's current operating status in real time based on the data collected by the data collection unit. Claim 8 An autonomous vessel system according to claim 6, wherein the control unit, upon confirming that the control transfer event has occurred, checks the operating conditions set for the control of the vessel to select a currently operable target for control transfer, and requests the transfer of control of the vessel to the selected target for control transfer. Claim 9 An autonomous vessel system according to claim 8, wherein the control unit transfers control of the vessel when a request for transfer of control of the vessel is accepted from a target for transfer of control of the vessel, and otherwise requests a transfer of control of the vessel from another target for transfer of control. Claim 10 A method for operating an autonomous ship system comprising: a step of configuring an integrated control screen containing information of each system installed on the ship and outputting it to a display, and configuring a screen for setting operating conditions for the operation of the ship; a step of setting an operation plan for the ship through the integrated control screen, and on the screen for setting operating conditions, setting a control transfer relationship between a crew member, an autonomous control system, and a remote center having control of the ship according to the operation stage classified according to the ship's operating position, and setting operating conditions for the autonomous operation of the ship and an operable range of said operating conditions according to the ship's control and said operating stage; and a step of, when the operation of the ship begins, comparing the set operating conditions with the current operating state of the ship, and determining that a control transfer event for the ship has occurred if the current operating state of the ship deviates from the operable range or if there is a request to transfer control to a controller other than the controller currently holding control.

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