System and method for increasing water safety

Abstract

The present invention is directed to a system and method for increasing water traffic safety of a vessel, comprising at least one of an overwater detecting component that is configured to detect an overwater part of an obstacle and is configured to provide a first obstacle-related signal; an underwater detecting component that is configured to detect an underwater part of the obstacle and is configured to provide a second obstacle-related signal; wherein the system is configured to process the first obstacle-related signal and the second obstacle-related signal.

Description

[0001] System and method for increasing water safety

[0002] Field

[0003] The present invention relates to a system and a method for increasing the safety of traffic on the water.

[0004] Introduction

[0005] KR-102269676-B1 relates to a method and apparatus for automatic collision prevention of a vessel during sailing. It relates to a method and apparatus for preventing automatic collision of a ship for preventing a navigator from collisions with a ship or an offshore structure by not discovering the other party's ship or offshore structure during sea voyage and deep-sea voyage. Specifically, the present invention recognizes a structure floating in the sea that is a collision risk object or other vessel that may collide when sailing by installing a collision prevention sensor on the bow mast of the ship, the bow hull and the stern mast, and the stern hull. In the case of exceeding the threshold value set by calculating the collision risk rate of a vessel with a collision risk material, after classifying the evacuation vessel and the holding vessel according to the International Maritime Collision Prevention Rules in the storage unit of the present invention, when the own vessel (main vessel) is determined as the evacuation vessel , It relates to a method and apparatus for preventing automatic collision of a ship that generates a collision avoidance prevention path with a target vessel according to the International Maritime Collision Prevention Rules and performs automatic steering according to the generated collision avoidance path.

[0006] US 10037701 B2 is directed to apparatuses, methods, and computer-readable medium for navigation safety and collision prevention. The apparatus may cause the collection of marine electronic data from marine data sources. Marine data sources may include a radar system, a sonar system, a position system, a tracking system, and / or a chart system. The apparatus may further determine, based upon the marine electronic data, the presence of a hazard in the projected path of the watercraft. The apparatus may determine if the hazard is within a threshold distance and, in response, may cause the watercraft to stop before reaching the hazard. In some instances, the apparatus may transmit a warning alert to the watercraft operator, and after a predetermined period of time without response by the operator, the apparatus may cause the watercraft to stop to prevent collision with the hazard.

[0007] KR 102060567 Bl relates to a method and a system for recognizing objects around a ship using a deep neural network, and more particularly, to recognize a nearby object that may be dangerous to a ship in operation in a constrained environment such as a fog environment. It relates to a method and a system for recognizing surrounding objects using a deep neural network. According to the present invention, in order to prevent a collision with an object existing on the sea in an environment such as a fog caused by deterioration of the sea at sea, all object movement within a certain radius is detected and recognized, and when the object is detected, a danger notification is sent to the captain. By alerting a user the user can greatly reduce crash accidents. Also, by installing only CCTV cameras to detect the surrounding environment, you can prevent human inadvertence without enormous costs.

[0008] JP H08282585 A refers to an underwater obstacle detection device for a ship that can reliably detect underwater obstacles necessary for navigation safety by using existing detection technology that is simple and available. A pilot ship is remotely operated from the main ship so as to travel in the forward direction of the main ship. Then, the underwater obstacle is detected by the obstacle detecting device mounted on the pilot ship, and the output information is sent to the main ship via the antennas. In the main ship, the detection output information and the self-position detecting devices. Based on the relative position information of the two ships, the presence or absence of the underwater obstacle whose position is the main ship position and its position are displayed. In the main vessel of the ship, the pilot ship is ahead, so that it is possible to detect the underwater obstacle in the front and distance beyond the limit of the detection capability of the obstacle detection device, and in particular, the safe navigation of a large ship.

[0009] Summary

[0010] In light of the above, it is an object of the present invention to overcome or at least alleviate the shortcomings of the prior art.

[0011] The invention is further described with the following numbered embodiments.

[0012] The present invention relates to a system and a method for increasing water traffic safety of a vessel, a respective vessel and a computer program. A method relates to the features of the system in terms of respective method steps.

[0013] The present in invention can comprise an overwater detecting component that is configured to detect an overwater part of an obstacle and is configured to provide a first obstacle- related signal, and an underwater detecting component that is configured to detect an underwater part of the obstacle and is configured to provide a second obstacle-related signal. Depending on the technology applied for each of the first and / or second obstacle-related signal, the signal can comprise any of a combination of information and / or data relating to the volume, the mass, the condition, the location, the probable location, the likelihood and / or grade of conflict and / or damage with the vessel and / or any respective threshold.

[0014] The overwater component is intended to screen and / or monitor the area above or at the waterline without necessarily being located or located exclusively over water. The same is true for the underwater component, mutatis mutandis. They also may have but must not have an area of overlap, such as the level around the waterline that anyhow can have waves and other irregularities caused by the environment or other vessels.

[0015] An obstacle can comprise or consist of any floating, diving, floating and diving, in-water, over-water and / or under-water, mobile, immobile object and / or creature that is able to influence, harm the vessel or endanger the course of the vessel, that is particularly a hydrofoil vessel.

[0016] The system can be configured to process the first obstacle-related signal and the second obstacle-related signal. The system can be further configured to generate a third signal on the basis of the process the first obstacle-related signal and the second obstacle-related signal. The system can comprise a control for realizing this.

[0017] The third signal can comprise a binary flag, i.e., that the travel of the vessel is cleared or endangered. The third signal can alternatively or additionally comprise a trigger and / or data for a change of course and / or speed of the vessel in order to circumvent an obstacle and / or minimize damage in case of an impossible circumvention of the obstacle. The third signal can comprise classifying data, such as any of or any combination of the nature, size, volume, mass, density, weight and / or condition of the obstacle and / or any likelihood and / or grade of the before information and / or damage with the vessel. The system can comprise a parallel computing component that is configured to compute the classifying data in parallel in order to accelerate the reaction of the system.

[0018] The third signal can comprise classifying data indicating a human being at least part of the obstacle. This can then trigger an emergency reaction of the vessel with highest priority.

[0019] The system or its control can also jointly process the first obstacle-related signal and the second obstacle-related signal. Jointly is intended to mean that the first and the second obstacle-related signals are both considered in order to arrive at a third signal on the basis of the first and second obstacle-related signal together and that is intended to be more representative than an individual one of the first and second obstacle-related signals. This holds even true in case an obstacle is positioned exclusively over water or under water as then also the information of that exclusive position is provided. The first and the second obstacle-related signals can preferably represent the same moment in time although run time and / or processing of the respective components can defer, even considerably.

[0020] The first obstacle-related signal of the overwater detection component and the second obstacle-related signal of the underwater detection component can be analyzed on a statistic basis. A statistic basis is intended to comprise approximations and / or models rather than full precise measurement values and computations. On the other hand, as the processing time can then be considerably shortened the sample time can be increased. At least one of the first and / or the second obstacle-related signal can thus be analyzed at least 10 times a second, preferably at least 50 times a second, more preferably at least 100 times a second, even more preferably at least 250 times a second, and even more preferably at least 1,000 times a second. For specific sensors, even update lower rates like around one Hz may be advisable or even around 0.1 Hz.

[0021] This can even considerably reduce the reaction time or can compensate for previous false positive or false negative results.

[0022] The first and second obstacle-related signals can be analyzed on the basis of a particle filter in order to generated the third signal. A Kalman filter can also be used.

[0023] The third signal can comprise data representing the presence and / or location of an obstacle.

[0024] The vessel can comprise a hull and one or more struts with one or more wings forming the hydrofoil(s) and being configured to elevate the hull of the boat out of the water during operation, at least in part.

[0025] The system can be configured to provide ship traffic safety data, such as in real time or quasi real time. The ship traffic safety data can be merged with other data, such as visibility data, weather data etc.

[0026] The overwater detecting component can be configured to be assembled to the vessel so that it is capable to detect the obstacle on and / or over water when the vessel is travelling. The system according to the preceding system embodiment wherein the overwater detecting component can be configured to be integrated into the vessel, such as into the hull or on deck.

[0027] The underwater detecting component can be configured to be attached to the vessel so that it is capable to detect the obstacle in and / or under water when the vessel is travelling.

[0028] The underwater detecting component can be configured to be integrated and / or attached to a hydrofoil and / or one or more strut(s) of the vessel. The overwater detecting component can have a first detection time and the underwater detecting component can have a second detection time and wherein further the overwater detecting component and the underwater detecting component can be coordinated so as to receive the first obstacle-related signal and the second obstacle-related signal for the same time.

[0029] The location of the obstacle can be determined on the basis of the difference caused by a time-difference of the triggering the detecting components. This can be based on a timebased extrapolation of the first and second obstacle-related signals and / or the third signal.

[0030] The third signal can be generated on the basis of a map comprising values for the first and second obstacle-related signals and respective correlations. This mapping can be hardwired or can be programmed and / or actualized.

[0031] A statistical map can be configured to disregard and / or abandon obstacles over time. If new obstacles can be detected by the sensors, they can be added to the map and can appear in a local, dynamic map. If it is a real object, it can be detected by more sensors and with the motion of the vessel from different perspective. I.e., The probability of being a real object may increase with each detection of it. If it is a false sensor reading instead, it can be forgotten very fast and will gain very low probability.

[0032] The statistical map may further be suitable to display at least one of a local map, current course and speed, waypoints, detected objects in the vicinity and the probability of their existence. The statistical map may further trigger a warning message, adjust course and / or speed, like a total shutdown of all actuators in order to prevent damage to either the object or the vessel.

[0033] Further, the statistical map may classify detected objects and determine the nature of the object; this may be a swimmer or a log, a floating ton or any other a sudden step underwater that cannot be seen by an operator of the vessel.

[0034] The statistical map may comprise sensor data, deriving from at least one of an inertial sensor, a wireless and / or an optical position fixing, data from a compass that may represent the orientation of the vessel; further, underwater sensors may contribute information to the statistical map, for instance, by delivering water-depth data or underwater structure information.

[0035] An inertial sensor may comprise an inertial measurement unit (IMU).

[0036] The statistical map may further collect data from various sensors, i.e. a plurality of sensors, that may be used to achieve amplification and / or attenuation of a probability of a sensed object. The statistical map may comprise data from inertial- and / or sensored position data. Further, an overwater obstacle may be detected by one or more sensor while an underwater obstacle may be detected by one or more sensor. Further, chart data may be comprised.

[0037] A probability of an occurrence of the overwater and / or the underwater obstacle can be calculated. A map may be prepared by collecting all or several of the sensed obstacle and build up an obstacle map. The obstacle map may further be integrated in the statistical map.

[0038] The obstacle map may be a local and / or dynamic map. An obstacle may be detected by one or more of the sensors and can be added to the map and / or faded out over time.

[0039] A machine learning algorithm may be applied to the statistical and / or obstacle map to determine a type of the underwater- and / or overwater obstacle.

[0040] Several different above-water detection devices may be comprised, like a radar device that may comprise one or many wavebands for different detection. As longer-wave radar systems usually are suitable for ling range detection, the shorter the wave band is, the more precise the measurements are, be it resolution.

[0041] Further, an ultrasonic detection device may be comprised, an optical device, exemplified as a LIDAR system.

[0042] Further, electromagnetic fields may be detectable by certain devices as appropriate. Further, a bionic device may be installed.

[0043] In some embodiments, an infrasonic device or a magnetic anomaly detector may be comprised.

[0044] Optical devices, like photo-cameras, video-cameras may be comprised that may even provide stereo aspects.

[0045] For the sake of further options, also one or more MEMS devices may be comprised.

[0046] It should be understood that at least one of the above sensors may be comprised, however usually a combination of sensor devices may be comprised to alleviate the shortcomings of the one sensor by the input provided by another sensor that works on another basis.

[0047] To cover underwater detection scene, a variety of devices suitable for underwater detection of obstacles; a selection of possible sensors are a sonar device; or an ultrasonic and / or an infrasonic device.

[0048] With an electromagnetic device, underwater structures can be detected. A bionic device may detect various properties of the water and / or changes in salinity or define chemical or biological properties that might affect viscosity and with this adaption of speed and or reactive properties.

[0049] Further, a magnetic anomaly detector may be comprised; Even novel simulated lateral line system (LLS or LLO) may contribute information that affect the safe passage of a vehicle.

[0050] An ultra-low sound detection device may cover detections that cannot be gained by other devices.

[0051] As with the over-water sensors, a combination of under-water devices may be comprised to alleviate shortcomings of the one sensor principle by the contributions of another sensor type.

[0052] While the overwater detecting component and / or the underwater detecting component may be configured to detect absolute values, they may also be configured to detect relative motion between a vessel and as obstacle.

[0053] The system comprising an overwater detecting component and / or an underwater detecting component may be configured to send the first obstacle-related signal and / or the second obstacle-related signal in case that a steady bearing between the vessel and an obstacle with decreasing distance between the vessel and the obstacle is detected.

[0054] Further, in case of a steady bearing with decreasing distance between the vessel and an obstacle an overwater detecting component and / or an underwater detecting component can be configured to trigger a stop-signal in case that an estimated time of a predicted collision between the vessel and the obstacle falls below a threshold value. This may mean that a collision could be avoided by timely triggering the stop signal to propulsion device. Further, if the risk of a collision is detected in time, also an alteration of course to starboard, according to the Rules of the Road, may be advised to an operator or, if quick response may be advisable, carried out automatically.

[0055] Further a control may be comprised that is configured to process the first obstacle-related signal and the second obstacle-related signal together and to control the course of the vessel in order to avoid or, in case a hitting of the obstacle cannot be avoided, to minimize any damage to the obstacle and / or to the vessel.

[0056] As a further sensor, a lateral line system (LLS) may be configured to allow a detection of movement, vibration, and pressure gradients in the water surrounding of the vessel.

[0057] A system may be comprised to a vessel that may be a hydrofoil vessel and a control is configured to control the motion of the vessel.

[0058] The motion of the vessel can be defined by at least one of Course, Heading, Flying height, Speed and / or Rotation in roll and / or yaw. The hydrofoil vessel may comprise a control system, translating the motion commands from the navigation / safety layer into actuator commands with one or more of the following actuators, like One or more motor(s), allowing the control system to command differential thrust, one or more actuated hydrofoil(s) (flap or moving the full foil), one or more rudder and / or one or more side thruster or transverse thruster.

[0059] The system may be configured to allow switching between detection components so that at least signals of two different detection components can be processed.

[0060] The system may further be configured to allow processing of all signals from at least three detection components.

[0061] The system may comprise an inertial measurement unit that can be configured to measure an orientation of the vessel and feed its results to the control.

[0062] The inertial measurement unit is further configured to measure a change in the orientation of the hydrofoil vehicle.

[0063] The system may further comprise one or more wireless navigation sensor(s) configured to determine a geographical location of the vessel.

[0064] Any wireless navigation sensor(s) may comprise at least one or a combination of GNSS; GPS; Glonass; Beidoo; Galileo; Real Time Kinematic; Ultra-wideband; Transit satellite; Lidar; Radar; and / or ground based hyperbolic navigation system, like LORAN, DECCA, OMEGA.

[0065] The vessel may further comprise a speed sensor configured to measure a speed of the vessel. Speed may be measured by application of a dynamic pressure sensor, the speed of a rotating propeller (impeller) and / or measuring of passing water particles. Also, measuring by comparing distances over time to a random or defined fixed position.

[0066] The system may be configured to send a speed data to a control.

[0067] A camera and / or a stereo camera may be configured to image the vicinity of the vessel.

[0068] The camera and / or the stereo camera can be configured to detect objects over water. However, a camera may also be used to detect underwater objects.

[0069] The camera and / or the stereo camera may be supported by a structured light laser projector (i.e. "active stereo").

[0070] The camera and / or the stereo camera may further be supported by infrared or visible light.

[0071] However, the camera and / or the stereo camera may only use surrounding light, or a combination of surrounding light and / or infrared and / or visible light. A lidar device may be configured to perform a two-dimensional scan of the vicinity of the vessel.

[0072] The lidar device may be configured to perform a three-dimensional scan of the vicinity of the hydrofoil vehicle.

[0073] The vessel may comprise at least one microphone configured to detect sounds in the vicinity of the vessel, wherein the vicinity of the vessel may be determined as a ratio of the measured distance from the vessel over the speed of the vessel, absolute speed and / or relative speed.

[0074] Further as means to detect an obstacle or an object that may construe the safe path of the vessel, also a microphone may be comprised, wherein the microphone may further consist of a microphone array.

[0075] Any of the overwater and / or the underwater sensor can be configured to provide a doubling-the-angle-of-the-bow position finding.

[0076] The present invention also relates to a navigation control and navigation control method for vessels. These can comprise an underwater detecting component that is configured to detect an underwater obstacle at least in part and to deliver respective underwater data and a navigation component that is configured to provide navigation-relevant data. The navigation control can be configured to compute the underwater data and the navigationrelevant data for a safe course of the vessel.

[0077] The navigation component can comprise an IMU.

[0078] All features of the system involve respective method steps and vice-versa. The system and method comprise an underwater detecting component that is configured to detect an underwater obstacle, at least in part. A navigation control can be configured to compute output data of at least one sensor, comprising at least one or a plurality of position data originating from an inertial sensor, one or more gyroscope(s), a GNSS and / or a RTK system. The navigation system and / or the navigation component can be further configured to receive data from the underwater detecting component. It can further merge the data and / or compute the data to navigate the vessel in order to avoid any collision with an obstacle.

[0079] The navigation system can be configured to detect the underwater obstacle at a distance of 10m, preferably at a distance of 50m, more preferably at a distance of 100m.

[0080] The navigation system can be configured to repeat its detections at a rate of at least 1Hz, preferably at a rate of 10Hz, more preferably at a rate of 50Hz, even more preferably at a rate of more than 100Hz. The navigation system can be configured to provide a horizontal opening angle of around 30° on either side. The underwater detecting component can be configured to provide a vertical opening angle of at least 5°, preferably 10°, more preferably 20°, even more preferably 30° compared to a horizontal plane.

[0081] The navigation system can be configured to comprise at least two sectored sensing angle ranges for the horizontal opening angle and / or the vertical opening angle.

[0082] The horizontal opening angle and / or the vertical opening angle can comprise at least 20 sectors.

[0083] The sectors can be equally distributed over the full horizontal opening angle and / or the vertical opening angle. The sectors are different in their size.

[0084] The different sectors can be distributed in a manner to provide for higher accuracy at a sector of interest.

[0085] A pulse repetition rate can be variable for each sector.

[0086] Moreover, the navigation system can be configured to construct a virtual map around the vessel.

[0087] The navigation system can be configured to receive data from the detecting component to be entered into the virtual map that further can be configured to bring map data into relation with position data.

[0088] The navigation system can be configured to compute the likelihood of the relevance of a detection of the obstacle.

[0089] The navigation system can be configured to apply known filtering methods, i.e., at least one of a statistical map, such as a particle filter.

[0090] The navigation system can be configured to feed its raw data and / or its processed data into an Al model to receive navigation data for the further navigation of the vessel.

[0091] The navigation system can be configured to provide information about its processed and / or raw data to a display and / or initiates an emergency measure, i.e., sound an alarm and / or initiate an emergency stop of the vessel (1).

[0092] The navigation system can be further configured to adapt a path planning according to an existence of the obstacle (2).

[0093] The navigation system can be configured to accept data from an above water sensor and to compute it with other data. The navigation system can be configured to compute all data to navigation data for safety and / or to avoid any obstacles.

[0094] A navigation method for increasing water traffic safety of a vessel, may further comprise the following steps: detecting an overwater part of an obstacle in the way of the vessel and providing a respective first obstacle-related signal; and detecting an underwater part of the obstacle in the way of the vessel and providing a second obstacle-related signal, and further may comprise processing the first obstacle-related signal and the second obstacle- related signal.

[0095] Further, a step of processing at least one further signal may be comprised.

[0096] And a further step of comparing the first obstacle-related signal may be comprised, the second obstacle-related signal and optionally the at least one further signal.

[0097] The present invention also refers to the use of the system as disclosed above and below for increasing water traffic safety by applying the system according to any one of the below system embodiments.

[0098] The use may further comprise avoiding collision or interfering wherein the object can be at least one of flotsam; an aquatic plant; jellyfish and / or seaweed.

[0099] It may further be advisable to make use of ensuring a minimum draft or water depth in order to avoid grounding.

[0100] The surveillance of underwater has the advantage that usually most of the volume of obstacles is below the waterline.

[0101] The invention also relates to a sensor data component that is configured to emulate space- or location-resolved sensor data on the basis of simple sensors that are standard or not configured to deliver any (further) orientation-, space- or location-related data. An example is a standard camera without any stereo information, space information and / or location information. The data that is typically provided by an IMU is taken in order to take the movement information of the vessel and the position of the IMU to the sensor(s) or any other vehicle and to correlated this with the visual information of the camera. An example can be the heeling movement of a vessel and two camera frames or pictures taken by the camera at two different locations. A stereo camera or TOF-camera information can thus be emulated by the sensor data component according to the present invention. Any sensor used in vessel navigation can be used for the present inventive concept.

[0102] All sensors in this respect are relevant where their data combined with location, orientation and / or space data provides further information for the navigation. In the following any data that is orientation-, space- and / or location-resolved is abbreviated to space-resolved data. Any such data is called multi-spaced data, wherein the term multi embraces two and more data.

[0103] This enables to reduce costs in case of simple sensors and / or to increase precision (in case of stereo cameras or TOF cameras) of data regarding the space information.

[0104] For carrying out the methods according the below disclosures and to enable the use of the below use-embodiments, a computer related product with a program can be comprised that may be configured for carrying out the method according to any one of the below method embodiments.

[0105] Below, NC embodiments will be discussed in the context of a navigation control. These embodiments are abbreviated by the letter "NC" followed by a number. Whenever reference is herein made to "NC system embodiments", these embodiments are meant.

[0106] NCI. A navigation control for vessels comprising an underwater detecting component (6) that is configured to detect an underwater obstacle (2,3) at least in part and to deliver respective underwater data; a navigation component that is configured to provide navigation-relevant data; wherein the navigation control is configured to compute the underwater data and the navigation-relevant data for a safe course of the vessel.

[0107] NC2. The navigation control according to the preceding navigation control embodiment wherein the navigation control comprises a IMU (Inertial Measurement Unit).

[0108] NC3. The navigation control according to any of the preceding navigation control embodiments wherein the navigation component comprises at least one of: an inertial sensor; a gyroscope(s); a GNSS and / or a RTK system.

[0109] NC4. The navigation control according to any one of the preceding navigation control embodiments, wherein the navigation control is configured to output at least one of an attitude of the vessel (1); a speed of the vessel (1); a geographical position of the vessel (1). NC5. The navigation control according to the preceding navigation control embodiment, wherein the underwater detecting component (6) is configured to detect the underwater obstacle (2) at a distance of 10m, preferably at a distance of 50m, more preferably at a distance of 100m.

[0110] NC6. The navigation control according to any one of the preceding navigation control embodiments, wherein the underwater detecting component (6) is configured to repeat its detections at a rate of at least 1Hz, preferably at a rate of 10Hz, more preferably at a rate of 50Hz, even more preferably at a rate of more than 100Hz.

[0111] NC7. The navigation control according to any one of the preceding navigation control embodiments, wherein the underwater detecting component (6) is configured to provide a horizontal opening angle of around 30° on either side.

[0112] NC8. The navigation control according to any one of the preceding navigation control embodiments, wherein the underwater detecting component (6) is configured to provide a vertical opening angle of at least 5°, preferably 10°, more preferably 20°, even more preferably 30° compared to a horizontal plane.

[0113] NC9. The navigation control according to any one of the preceding navigation control embodiments, wherein the underwater detecting component (6) is configured to comprise at least two sectored sensing angle ranges for the horizontal opening angle and / or the vertical opening angle.

[0114] NC10. The navigation control according to any one of the preceding navigation control embodiments, wherein the horizontal opening angle and / or the vertical opening angle is configured to comprise at least 20 sectors.

[0115] NC11. The navigation control according to any one of the preceding navigation control embodiments, wherein the sectors are equally distributed over the full horizontal opening angle and / or the vertical opening angle.

[0116] NC12. The Navigation control according to any one of the preceding Navigation control embodiments, wherein the sectors are different in their size. NC13. The navigation control according to any one of the preceding navigation control embodiments, wherein the different sectors are distributed in a manner to provide for higher accuracy at a sector of interest.

[0117] NC14. The navigation control according to any one of the preceding navigation control embodiments, wherein a pulse repetition rate is variable for each sector.

[0118] NC15. The navigation control according to any one of the preceding navigation control embodiments, wherein the navigation component is configured to construct a virtual map around the vessel (1).

[0119] NC16. The navigation control according to any one of the preceding navigation control embodiments, wherein the navigation component is configured to receive data from the detecting component (6) to be entered into the virtual map.

[0120] NC17. The navigation control according to any one of the preceding navigation control embodiments, wherein the virtual map is configured to bring into relation with position data.

[0121] NC18. The navigation control according to any one of the preceding navigation control embodiments, wherein the navigation component computes the likelihood of the relevance of a detection of the obstacle (2).

[0122] NC19. The navigation control according to any one of the preceding navigation control embodiments, wherein the IMU applies known filtering methods, i.e., at least one of a statistical map, such as a particle filter.

[0123] NC20. The navigation control according to any one of the preceding navigation control embodiments, wherein the navigation component is configured to feed its raw data and / or its processed data into an Al model to compute navigation data for the further navigation of the vessel.

[0124] NC21. The navigation control according to any one of the preceding navigation control embodiments, wherein the navigation component is configured to provide information about its processed and / or raw data to a display and / or initiates an emergency measure, i.e., sound an alarm and / or initiate an emergency stop of the vessel (1). NC22. The navigation control according to any one of the preceding navigation control embodiments, wherein the navigation component is configured to adapt a path planning according to an existence of the obstacle (2).

[0125] NC23. The navigation control according to any one of the preceding navigation control embodiments, wherein the navigation component is configured to accept data from an above water sensor.

[0126] NC24. The navigation control according to any one of the preceding Navigation control embodiments, wherein the navigation component is configured to compute all data to navigation data for safety and / or to avoid any obstacles.

[0127] Below, NCM method embodiments will be discussed. These embodiments are abbreviated by the letter "NCM" followed by a number. Whenever reference is herein made to "NCM method embodiments", these embodiments are meant.

[0128] NCM1 : A navigation control method for vessels comprising the steps of detecting an underwater obstacle (2,3) at least in part by an underwater detecting component (6) that is configured to deliver respective underwater data; providing navigation-relevant data by a navigation component; and computing the underwater data and the navigation-relevant data for a safe course of the vessel.

[0129] NCM2: The navigation control method according to the preceding navigation control method and with the further steps of operating a navigation control according to any of the preceding navigation control embodiments.

[0130] Below, SD embodiments will be discussed in the context of sensor data. These embodiments are abbreviated by the letter "SD" followed by a number. Whenever reference is herein made to "SD method embodiments", these embodiments are meant.

[0131] SD1. A sensor data component for emulating multi-space sensor data by sensors comprising: a sensor configured to provide sensor data; an IMU system configured to provide IMU data; wherein the sensor data component is configured to compute the IMU data and the sensor data and to emulate space-resolved sensor data.

[0132] SD2. The sensor data component according to the preceding sensor data component embodiment wherein the sensor comprises a visual sensor, such as a camera. SD3. The sensor data component according to any of the preceding sensor data component embodiment wherein the sensor comprises a radar sensor and / or radar detector.

[0133] SD4. The sensor data component according to any of the preceding sensor data component embodiment wherein the sensor comprises a laser sensor and / or a laser detector, such as a lidar component.

[0134] Below, SDM embodiments will be discussed. These embodiments are abbreviated by the letter "SDM" followed by a number. Whenever reference is herein made to "SDM method embodiments", these embodiments are meant.

[0135] SDMI. A sensor data method for emulating multi-space sensor data by sensors comprising: providing sensor data by a sensor; providing IMU data; computing the IMU data and the sensor data and emulating space-resolved sensor data.

[0136] SDM2. The sensor data method according to the preceding sensor data method embodiment wherein the sensor comprises a visual sensor, such as a camera.

[0137] SDM3. The sensor data method according to any of the preceding sensor data method embodiments wherein the sensor comprises a radar sensor and / or radar detector.

[0138] SDM2. The sensor data method according to any of the preceding sensor method embodiments wherein the sensor comprises a laser sensor and / or a laser detector, such as a lidar component.

[0139] Below, system embodiments will be discussed. These embodiments are abbreviated by the letter "S" followed by a number. Whenever reference is herein made to "system embodiments", these embodiments are meant.

[0140] SI. A system for increasing water traffic safety of a vessel (1), comprising at least one of: a. an overwater detecting component (5) that is configured to detect an overwater obstacle (2,3) at least in part and is configured to provide a first obstacle-related signal; b. an underwater detecting component (6) that is configured to detect an underwater obstacle (2,3) at least in part and is configured to provide a second obstacle-related signal; wherein the system is configured to process the first obstacle-related signal and the second obstacle-related signal.

[0141] 52. The system according to the preceding system embodiment wherein the vessel (1) is a hydrofoil vessel (1).

[0142] 53. The system according to any of the preceding system embodiments, the system comprising a control that is configured to process the first obstacle-related signal and the second obstacle-related signal.

[0143] 54. The system according to any of the preceding system embodiments wherein the system is configured to generate a third signal on the basis of the process the first obstacle-related signal and the second obstacle-related signal.

[0144] 55. The system according to the preceding system embodiment wherein the third signal comprises a trigger and / or data for a change of course and / or speed of the vessel in order to circumvent an obstacle and / or minimize damage in case of an impossible circumvention of the obstacle.

[0145] 56. The system according to any of the two preceding system embodiments wherein the third signal comprises classifying data regarding any or a combination of the nature, size, volume, mass, density and / or weight of the obstacle.

[0146] 57. The system according to any of the three preceding system embodiments wherein the third signal comprises classifying data indicating a mammalian being at least part of the obstacle.

[0147] 58. The system according to the preceding system embodiment wherein the classifying data indicating a mammalian is configured to trigger an emergency reaction of the vessel with highest priority.

[0148] 59. The system according to any of the preceding system embodiments further comprising a parallel computing component that is configured to compute the first obstacle-related signal and the second obstacle-related signal in parallel. 510. The system according to any of the preceding system embodiments wherein the system is configured to generate a third signal on the basis of jointly processing the first obstacle-related signal and the second obstacle-related signal.

[0149] 511. The system according to any one of the preceding system embodiments wherein the first obstacle-related signal of the overwater detection component (5) and the second obstacle-related signal of the underwater detection component (6) are jointly analyzed.

[0150] 512. The system according to any one of the preceding system embodiments wherein the first obstacle-related signal of the overwater detection component (5) and the second obstacle-related signal of the underwater detection component (6) are analyzed on a statistic basis.

[0151] 513. The system according to any one of the preceding system embodiments wherein at least one of the first and / or the second obstacle-related signal are analyzed less than once every second.

[0152] 514. The system according to any of the preceding system embodiments wherein at least one of the first and / or the second obstacle-related signal are analyzed at least 10 times a second.

[0153] 515. The system according to any of the preceding system embodiments wherein at least one of the first and / or the second obstacle-related signal are analyzed at least 50 times a second.

[0154] 516. The system according to any of the preceding system embodiments wherein the overwater and / or underwater detecting component comprises a visual sensor, such as a camera, wherein the system also computes the visual data from the visual sensor with movement data in order to emulate stereo and / or TOF camera data.

[0155] 517. The system according to any of the preceding system embodiments wherein at least one of the first obstacle-related signal and / or the second obstacle-related signal are analyzed at least 100 times a second.

[0156] 518. The system according to any of the preceding system embodiments wherein at least one of the first obstacle-related signal and / or the second obstacle-related signal are analyzed at least 250 times a second. 519. The system according to any of the preceding system embodiments wherein at least one of the first obstacle-related signal and / or the second obstacle-related signal are analyzed at least 1,000 times a second.

[0157] 520. The system according to any of the preceding system embodiments wherein at least one of the first obstacle-related signal and / or the second obstacle-related signal are wherein the first and second obstacle-related signals are analyzed on the basis of a particle filter in order to generated the third signal.

[0158] 521. The system according to the preceding system embodiment wherein the third signal comprises the data of presence and / or location of an obstacle at least in part.

[0159] 522. The system according to any of the preceding system embodiments wherein the vessel (1) comprises a hull and one or more struts (la, lb) with one or more wings forming the hydrofoil(s) and being configured to elevate the hull of the boat out of the water during operation, at least in part.

[0160] 523. The system according to any one of the preceding system embodiments wherein the system is configured to provide ship traffic safety data.

[0161] 524. The system according to the preceding system embodiment wherein the system is configured to provide the ship traffic safety data in real time.

[0162] 525. The system according to any of the two preceding system embodiments wherein the ship traffic safety data is merged with other data.

[0163] 526. The system according to any one of the preceding system embodiments wherein the overwater detecting component (5) is configured to be assembled to the vessel (1) in so that it is capable to detect the obstacle (2,3) on and / or over water when the vessel (1) is travelling.

[0164] 527. The system according to the preceding system embodiment wherein the overwater detecting component (5) is configured to be integrated into the vessel (1).

[0165] 528. The system according to any one of the preceding system embodiments wherein the underwater detecting component (6) is configured to be attached to the vessel (1) in so that it is capable to detect the obstacle (2,3) in and / or under water when the vessel (1) is travelling. 529. The system according to any one of the preceding system embodiments wherein the underwater detecting component (6) is configured to be integrated and / or attached to a hydrofoil (la, lb) and / or a strut of the vessel.

[0166] 530. The system according to any one of the preceding system embodiments wherein the overwater detecting component (5) has a first detection time and the underwater detecting component (6) has a second detection time and wherein further the overwater detecting component (5) and underwater detecting component (6) are coordinated so as to receive the first obstacle-related signal and the second obstacle-related signal for the same time.

[0167] 531. The system according to the preceding system embodiment wherein the location of the obstacle (2,3) is determined on the basis of the difference caused by a timedifference of the triggering the detecting components (5,6).

[0168] 532. The system according to any of the respective preceding system embodiment wherein the third signal is generated on the basis of a map comprising values for the first obstacle-related signal and second obstacle-related signal and respective correlations.

[0169] 533. The system according to any of the respective preceding system embodiment wherein a statistical map is created comprising data from a plurality of sensors.

[0170] 534. The system according to any of the respective preceding system embodiment wherein the statistical map comprises sensor data, deriving from an Inertial Measurement Unit (IMU).

[0171] 535. The system according to any of the respective preceding system embodiment wherein the statistical map comprises sensor data, deriving from at least one of a gyro, a magnetometer, GNSS or a combination thereof.

[0172] 536. The system according to any of the respective preceding system embodiment wherein the statistical map comprises sensor data, deriving from at least one of a. Inertial Sensor; b. Position fixing; c. Orientation of the vessel (1); d. Visual sensor; and / or e. Underwater detector. 537. The system according to any of the respective preceding system embodiment wherein a plurality of sensor data is combined to achieve amplification and / or attenuation of a probability a sensed fix.

[0173] 538. The system according to any one of the preceding embodiments wherein the statistical map is defined by one or more of a. Inertial- and / or sensored position data; b. An overwater obstacle (2,3), detected by one or more sensor; c. an underwater obstacle (2,3), detected by one or more sensor; d. chart data.

[0174] 539. The system according to the proceeding embodiment wherein a probability of an occurrence of the overwater and / or the underwater obstacle is calculated.

[0175] 540. The system according to the proceeding embodiment wherein the obstacle map is a local and dynamic map.

[0176] 541. The system according to the proceeding embodiment wherein the obstacle, detected by one or more of the sensors are added to the map and faded out over time.

[0177] 542. The system according to any one of the two preceding embodiments whereina machine learning algorithm is configured to determine a type of the underwater- and / or overwater obstacle.

[0178] 543. System according to any of the preceding system embodiments wherein the overwater detecting component (5) is at least one of

[0179] - a radar device; or

[0180] - an ultrasonic device; or

[0181] - a lidar device; or

[0182] - an electromagnetic device; or

[0183] - a bionic device; or

[0184] - an infrasonic device; or

[0185] - a magnetic anomaly detector; or

[0186] - an optical device, preferably a camera; or

[0187] - a stereo camera; or

[0188] - a MEMS device.

[0189] 544. System according to any one of the preceding system embodiments wherein the underwater detecting component (6) is at least one of

[0190] - a sonar device; or - an ultrasonic and / or an infrasonic device; or

[0191] - an electromagnetic device; or

[0192] - a bionic device; or

[0193] - a magnetic anomaly detector; or

[0194] - a simulated lateral line system (LLS or LLO); or

[0195] - an ultra-low sound detection device.

[0196] 545. System according to any one of the preceding system embodiments wherein the overwater detecting component (5) and / or the underwater detecting component (6) are configured to detect relative motion between the vessel (1) and the obstacle

[0197] (2.3).

[0198] 546. System according to any one of the preceding system embodiments wherein the overwater detecting component (5) and / or the underwater detecting component (6) are configured to send the first obstacle-related signal and / or the second obstacle-related signal in case that a steady bearing between the vessel (1) and the obstacle (2,3) with decreasing distance between the vessel (1) and the obstacle

[0199] (2.3) is detected.

[0200] 547. System according to any one of the preceding system embodiments wherein the overwater detecting component (5) and / or the underwater detecting component (6) are configured to further trigger a stop-signal in case that an estimated time of a predicted collision between the vessel (1) and the obstacle (2,3) falls below a threshold value.

[0201] 548. System according to any one of the preceding system embodiments further comprising a control that is configured to process the first obstacle-related signal and the second obstacle-related signal together and to control the course of the vessel (1) in order to avoid or, in case a hitting of the obstacle cannot be avoided, to minimize any damage to the obstacle (2,3) and / or to the vessel (1).

[0202] 549. System according to any one of the preceding system embodiments, wherein the lateral line system is configured to allow the detection of movement, vibration, and pressure gradients in the water surrounding of the vessel (1).

[0203] 550. System according to any one of the preceding system embodiments wherein the vessel (1) is a hydrofoil vessel (1) and the control is configured to control the motion of the vessel. 551. System according to any one of the preceding system embodiments wherein the motion of the vessel is at least one of a. Course, b. Heading, c. Flying height, d. Speed, e. Rotation in roll and / or yaw.

[0204] 552. The system according to any one of the preceding system embodiments wherein the hydrofoil vessel contains a control system, translating the motion commands from the navigation / safety layer into actuator commands with one or more of the following actuators:

[0205] One or more motor, allowing the control system to command differential thrust

[0206] One or more actuated hydrofoil (flap or moving the full foil)

[0207] One or more rudder or more side thruster or transverse thruster.

[0208] 553. System according to any one of the preceding system embodiments further comprising at least one more detecting component.

[0209] 554. System according to any one of the preceding system embodiments wherein the system is configured to allow switching between detection components so that at least signals of two different detection components are processed.

[0210] 555. System according to any one of the preceding system embodiments wherein the system is configured to allow processing of all signals from at least three detection components.

[0211] 556. System according to any one of the preceding embodiments, wherein an inertial measurement unit is configured to measure an orientation of the vessel (1) and feed its results to the control.

[0212] 557. System according to the preceding embodiment, wherein the inertial measurement unit is further configured to measure a change in the orientation of the hydrofoil vehicle. 558. System according to any one of the preceding embodiments, wherein the vessel (1) further comprises a wireless navigation sensor configured to determine a location of the vessel (1).

[0213] 559. The system according to any one of the preceding embodiments wherein the wireless navigation sensor is at least one or a combination of a. GNSS; b. GPS; c. Glonass; d. Beidoo; e. Galileo; f. Real Time Kinematic; g. Ultra-wideband; h. Transit satellite; i. Lidar; j. Radar; k. Land based hyperbolic navigation system, like LORAN, DECCA, OMEGA.

[0214] 560. System according to any one of the preceding embodiments, wherein the vessel (1) further comprises a navigation sensor configured to determine a location of the vessel (1) based on communication with a ground-based network.

[0215] 561. System according to any one of the preceding embodiments, wherein the vessel (1) further comprises a speed sensor configured to measure a speed of the vessel (1).

[0216] 562. System according to the preceding embodiment, wherein the vessel (1) is further configured to send a speed data to the control.

[0217] 563. System according to any one of the preceding embodiments, wherein the camera and / or the stereo camera is configured to image the vicinity of the vessel (1).

[0218] 564. System according to any one of the preceding embodiments, wherein the camera and / or the stereo camera is configured to detect objects over water.

[0219] 565. System according to any one of the preceding embodiments, wherein the camera and / or the stereo camera is supported by a structured light laser projector (i.e. "active stereo"). 566. System according to any one of the preceding embodiments, wherein the camera and / or the stereo camera is supported by infrared or visible light.

[0220] 567. System according to any one of the preceding embodiments, wherein the camera and / or the stereo camera only using surrounding light.

[0221] 568. System according to any one of the preceding embodiments, wherein the lidar device is configured to perform a two-dimensional scan of the vicinity of the vessel (1).

[0222] 569. System according to any one of the preceding embodiments, wherein the lidar device is configured to perform a three-dimensional scan of the vicinity of the hydrofoil vehicle.

[0223] 570. System according to any one of the preceding embodiments, wherein the vessel (1) comprises at least one microphone configured to detect sounds in the vicinity of the vessel (1), wherein the vicinity of the vessel (1) is determined as a ratio of the measured distance from the vessel (1) over the speed of the vessel (1).

[0224] 571. System according to the preceding embodiment, wherein the at least one microphone comprises an array of microphones.

[0225] 572. System according to the preceding embodiment, wherein the overwater and / or the underwater sensor is configured to provide a doubling-the-angle-of-the-bow position finding.

[0226] 573. System according to any of the preceding embodiments in combination with any of the preceding sensor data component embodiments.

[0227] Below, method embodiments will be discussed. These embodiments are abbreviated by the letter "M" followed by a number. Whenever reference is herein made to "method embodiments", these embodiments are meant.

[0228] Ml. Method for increasing water traffic safety of a vessel (1), particularly of operating a system according to any of the preceding system embodiments, the method comprising the following steps: a. detecting an overwater part of an obstacle (2,3) in the way of the vessel (1) and providing a respective first obstacle-related signal; and b. detecting an underwater part of the obstacle (2,3) in the way of the vessel (1) and providing a second obstacle-related signal, processing the first obstacle-related signal and the second obstacle-related signal.

[0229] M2. Method according to the preceding method embodiment with the further step of processing at least one further signal.

[0230] M3. Method according to any one of the preceding method embodiments with the further step of comparing the first obstacle-related signal, the second obstacle-related signal and optionally the at least one further signal.

[0231] Below, use embodiments will be discussed. These embodiments are abbreviated by the letter "U" followed by a number. Whenever reference is herein made to "use embodiments", these embodiments are meant.

[0232] Ul. Use of the system according to any one of the preceding system embodiments for increasing water traffic safety of by applying the system according to any one of the preceding system embodiments.

[0233] U2. Use of the method according to any one of the preceding method embodiments for increasing water traffic safety of by carrying out the method according to any one of the preceding method embodiments.

[0234] U3. Use of a method to protect the vessel (1) from objects that may harm the vessel (1).

[0235] U4. Use of a method according to embodiment U3, wherein the object is at least on of

[0236] Flotsam;

[0237] - Aquatic plant; and / or

[0238] - Seaweed.

[0239] U5. Use of a method to ensure a minimal draft of the vessel (1).

[0240] Below, computer related product embodiments will be discussed. These embodiments are abbreviated by the letter "C" followed by a number. Whenever reference is herein made to "computer related product embodiments", these embodiments are meant. Cl. A computer related product with a program that is configured for carrying out the method according to any one of the preceding method embodiments.

[0241] The present invention will now be described with reference to the accompanying drawings, which illustrate embodiments of the invention. These embodiments should only exemplify, but not limit, the present invention.

[0242] Figure Description

[0243] Fig. 1 shows a computing device being able to process signals in accordance with the present invention.

[0244] Fig. 2 schematically exemplifies a top view of a travelling vessel and an obstacle in its way.

[0245] Fig. 3 schematically exemplifies a top view of a vessel and an obstacle in its way with a direction of travel and a direction of travel over ground with side wind or side current.

[0246] Fig. 4 a schematic picture of a hydrofoil boat travelling in accordance with the present invention and an obstacle in its way.

[0247] Fig. 5 A "true-motion" representation of 2 vessels making way through water.

[0248] Fig. 5a A representation of relative motion of the two vessels from Fig. 5 with the risk of a collision.

[0249] Fig. 5b A representation of relative motion alternatives, both without risk of collision.

[0250] Fig. 6 A representation of an underwater sensor detecting an obstacle.

[0251] Fig. 7 A representation of a ship with a mast heeling and thereby producing a stereoeffect.

[0252] Description of preferred embodiments as exemplified in the figures

[0253] It is noted that not all the drawings carry all the reference signs. Instead, in some of the drawings, some of the reference signs have been omitted for sake of brevity and simplicity of illustration. Embodiments of the present invention will now be described with reference to the accompanying drawings.

[0254] Fig. 1 provides a schematic of a computing device 100. The computing device 100 may comprise a computing unit 35, a first data storage unit 30A, a second data storage unit 30B and a third data storage unit 30C.

[0255] The computing device 100 can be a single computing device or an assembly of computing devices. The computing device 100 can be locally arranged or remotely, such as a cloud solution.

[0256] On the different data storage units 30 the different data can be stored. Additional data storages can be also provided and / or the ones mentioned before can be combined at least in part.

[0257] The computing unit 35 can access the first data storage unit 30A, the second data storage unit 30B and the third data storage unit 30C through the internal communication channel 160, which can comprise a bus connection 160.

[0258] The computing unit 30 may be single processor or a plurality of processors, and may be, but not limited to, a CPU (central processing unit), GPU (graphical processing unit), DSP (digital signal processor), APU (accelerator processing unit), ASIC (application-specific integrated circuit), ASIP (application-specific instruction-set processor) or FPGA (field programable gate array). The first data storage unit 30A may be singular or plural, and may be, but not limited to, a volatile or non-volatile memory, such as a random access memory (RAM), Dynamic RAM (DRAM), Synchronous Dynamic RAM (SDRAM), static RAM (SRAM), Flash Memory, Magneto-resistive RAM (MRAM), Ferroelectric RAM (F-RAM), or Parameter RAM (P-RAM).

[0259] The second data storage unit 30B may be singular or plural, and may be, but not limited to, a volatile or non-volatile memory, such as a random-access memory (RAM), Dynamic RAM (DRAM), Synchronous Dynamic RAM (SDRAM), static RAM (SRAM), Flash Memory, Magneto-resistive RAM (MRAM), Ferroelectric RAM (F-RAM), or Parameter RAM (P-RAM). The third data storage unit 30C may be singular or plural, and may be, but not limited to, a volatile or non-volatile memory, such as a random-access memory (RAM), Dynamic RAM (DRAM), Synchronous Dynamic RAM (SDRAM), static RAM (SRAM), Flash Memory, Magneto-resistive RAM (MRAM), Ferroelectric RAM (F-RAM), or Parameter RAM (P-RAM). It should be understood that generally, the first data storage unit 30A (also referred to as encryption key storage unit 30A), the second data storage unit 30B (also referred to as data share storage unit 30B), and the third data storage unit 30C (also referred to as decryption key storage unit 30C) can also be part of the same memory. That is, only one general data storage unit 30 per device may be provided, which may be configured to store the respective encryption key (such that the section of the data storage unit 30 storing the encryption key may be the encryption key storage unit 30A), the respective data element share (such that the section of the data storage unit 30 storing the data element share may be the data share storage unit 30B), and the respective decryption key (such that the section of the data storage unit 30 storing the decryption key may be the decryption key storage unit 30A).

[0260] In some embodiments, the third data storage unit 30C can be a secure memory device 30C, such as, a self-encrypted memory, hardware-based full disk encryption memory and the like which can automatically encrypt all of the stored data. The data can be decrypted from the memory component only upon successful authentication of the party requiring to access the third data storage unit 30C, wherein the party can be a user, computing device, processing unit and the like. In some embodiments, the third data storage unit 30C can only be connected to the computing unit 35 and the computing unit 35 can be configured to never output the data received from the third data storage unit 30C. This can ensure a secure storing and handling of the encryption key (i.e. private key) stored in the third data storage unit 30C.

[0261] In some embodiments, the second data storage unit 30B may not be provided but instead the computing device 100 can be configured to receive a corresponding encrypted share from the database 60. In some embodiments, the computing device 100 may comprise the second data storage unit 30B and can be configured to receive a corresponding encrypted share from the database 60.

[0262] The computing device 100 may comprise a further memory component 140 which may be singular or plural, and may be, but not limited to, a volatile or non-volatile memory, such as a random-access memory (RAM), Dynamic RAM (DRAM), Synchronous Dynamic RAM (SDRAM), static RAM (SRAM), Flash Memory, Magneto-resistive RAM (MRAM), Ferroelectric RAM (F-RAM), or Parameter RAM (P-RAM). The memory component 140 may also be connected with the other components of the computing device 100 (such as the computing component 35) through the internal communication channel 160. Further the computing device 100 may comprise an external communication component 130. The external communication component 130 can be configured to facilitate sending and / or receiving data to / from an external device (e.g., backup device, recovery device, database). The external communication component 130 may comprise an antenna (e.g., WIFI antenna, NFC antenna, 2G / 3G / 4G / 5G / 6G antenna and the like), USB port / plug, LAN port / plug, contact pads offering electrical connectivity and the like. The external communication component 130 can send and / or receive data based on a communication protocol which can comprise instructions for sending and / or receiving data. Said instructions can be stored in the memory component 140 and can be executed by the computing unit 35 and / or external communication component 130. The external communication component 130 can be connected to the internal communication component 160. Thus, data received by the external communication component 130 can be provided to the memory component 140, computing unit 35, first data storage unit 30A and / or second data storage unit 30B and / or third data storage unit 30C. Similarly, data stored on the memory component 140, first data storage unit 30A and / or second data storage unit 30B and / or third data storage unit 30C and / or data generated by the computing unit 35 can be provided to the external communication component 130 for being transmitted to an external device.

[0263] In addition, the computing device 100 may comprise an input user interface 110 which can allow the user of the computing device 100 to provide at least one input (e.g., instruction) to the computing device 100. For example, the input user interface 110 may comprise a button, keyboard, trackpad, mouse, touchscreen, joystick and the like.

[0264] Additionally, still, the computing device 100 may comprise an output user interface 120 which can allow the computing device 100 to provide indications to the user. For example, the output user interface 110 may be a LED, a display, a speaker and the like.

[0265] The output and the input user interface 100 may also be connected through the internal communication component 160 with the internal component of the device 100.

[0266] The processor may be singular or plural, and may be, but not limited to, a CPU, GPU, DSP, APU, or FPGA. The memory may be singular or plural, and may be, but not limited to, being volatile or non-volatile, such an SDRAM, DRAM, SRAM, Flash Memory, MRAM, F-RAM, or P-RAM.

[0267] The data processing device can comprise means of data processing, such as, processor units, hardware accelerators and / or microcontrollers. The data processing device 20 can comprise memory components, such as, main memory (e.g., RAM), cache memory (e.g. SRAM) and / or secondary memory (e.g. HDD, SDD). The data processing device can comprise busses configured to facilitate data exchange between components of the data processing device, such as, the communication between the memory components and the processing components. The data processing device can comprise network interface cards that can be configured to connect the data processing device to a network, such as, to the Internet. The data processing device can comprise user interfaces, such as:

[0268] ■ output user interface, such as: o screens or monitors configured to display visual data (e.g., displaying graphical user interfaces of the questionnaire to the user), o speakers configured to communicate audio data (e.g., playing audio data to the user),

[0269] ■ input user interface, such as: o camera configured to capture visual data (e.g., capturing images and / or videos of the user), o microphone configured to capture audio data (e.g., recording audio from the user), o keyboard configured to allow the insertion of text and / or other keyboard commands (e.g., allowing the user to enter text data and / or other keyboard commands by having the user type on the keyboard) and / or trackpad, mouse, touchscreen, joystick - configured to facilitate the navigation through different graphical user interfaces of the questionnaire.

[0270] The data processing device can be a processing unit configured to carry out instructions of a program. The data processing device can be a system-on-chip comprising processing units, memory components and busses. The data processing device can be a personal computer, a laptop, a pocket computer, a smartphone, a tablet computer. The data processing device can be a server, either local and / or remote. The data processing device can be a processing unit or a system-on-chip that can be interfaced with a personal computer, a laptop, a pocket computer, a smartphone, a tablet computer and / or user interface (such as the upper-mentioned user interfaces).

[0271] Fig. 2 exemplifies a vessel 1 or boat 1 travelling in water and seen from above. In the way of travel or on its course is an obstacle 2 that is shown in principle only. This obstacle can be a fixed obstacle such as a rock, a cliff, a pole etc., or a floating or swimming obstacle 2, such as a swimmer, a floating piece of wood, etc. Fig. 3 shows a scenario with winds and / or currents from the side identified with 3 arrows on the left-hand side. Although the vessel 1 is supposedly travelling with a straight forward course, the actual course or way over ground tends to the right-hand side. This is identified by the arrow in interrupted lines. Correspondingly, the obstacle 2 can either stay where it is in case it is fixed to the ground or the obstacle 3 can float or move according to the wind or current.

[0272] The respective control of the vessel can be controlled accordingly. That is, a system control can be configured to distinguish between a fixed obstacle 2 and a floating obstacle 3 and can control the vessel or the route or course or way of the vessel accordingly around the obstacle. As the vessel can be a hydrofoil vessel 1 the respective control can be very agile or responsive.

[0273] The system control may be configured to detect relative motion between the vessel 1 and the obstacle 2 or 3. If this relative motion is determined to comprise a steady bearing and a decreasing distance, a risk of collision exists and action should be taken, i.e., stopping the engine, reducing speed, alter course or any action according to the rules of the sea or local requirements. International rules are laid down in the Convention on the International Regulations for Preventing Collisions at Sea (COLREGs).

[0274] Fig. 4 shows a hydrofoil vessel 1 making way through water. A hydrofoil la and lb lift up the body of the vessel so that the hull does not provide friction in the water while moving. At the over water portion of the vessel, over water sensors 5 may be installed. Represented here is a radar-like sensor on the top of the vessel. It should be noted that other than radar devices may be applied. It can usually be configured to keep an overview of the surroundings. Data from this sensor may electronically be fed into a control device. Also, some radar devices can provide acoustic and / or optical signals if they detect a prospective hazardous sIMUation or evolution. A further over water sensor 5 is shown at the front of the vessel 1 that is used to surveil the immediate course with certain angles to the left and to the right of the course. Such angles may vary from + / - 5° to + / - 50°. Also, for certain occasions, a preset offset of the angle may be applied, for instance, but not limited to, prevailing hazardous sIMUations.

[0275] An underwater sensor 6 may be positioned at the front mast that also carries the front hydrofoil lb. This sensor may provide a range of angles of as little as + / - 1° substantially in the form of a cone tip. Fig. 5 represents an example where the vessel 1 making way through water and also obstacle 2 (or 3, not shown) would probably make way through water. This fig. shows a "true" sIMUation, while figs 5a and 5b show relative motion-patterns (relative to vessel 1).

[0276] Fig. 5a shows an aspect as the sIMUation of Fig. 5 would appear on a radar screen, if the vessel 1 and the obstacle 2 or 3 steer courses that carry the risk of a collision. The dashed line indicates the relative motion between the objects. If their distance decreases, a high risk of collision exists. The dotted line indicates the relative motion that shows that obstacle 2 or 3 approach vessel 1 (this is a subjective view from vessel 1).

[0277] Fig. 5b shows an aspect, where no risk of collision is immanent - which in no way means that no care should be taken by the responsible captain of the vessel. The above dotted line would represent that obstacle 2 or 3 will pass well ahead of vessel 1. The right dotted line would show a very slow (or even stationary) obstacle 2 or 3. It would in this example however not cause a reason for control measures.

[0278] Fig. 6 shows a detail of an underwater sensor 6 looking ahead. A certain width-angle, also addressable as opening angle, may be provided. An angle of elevation is indicated by the dotted lines. Obstacle 2 may, in this representation, be an obstacle afloat.

[0279] The underwater sensor 6 in this representation where the boat is in flight mode may be installed at the front strut and / or at the front foil. The sensor 6 may emit sound signals that can be reflected by the obstacle 5. Due to the time difference, be it the Doppler-effect or a calculation of the time-of-flight of the sound signal is fed to a navigation control 8 that is installed on the boat. The navigation control preferably comprises an IMU.

[0280] The navigation control or IMU can estimate the movement of the vessel. The calculation of the position of the vessel is calculated or computed by the navigation system on the basis of the IMU data, at least in part.

[0281] Fig. 7 shows an effect that results from movement a ship usually performs in an environment such on a river, a lake, or at the sea. A sensor 5, such as a visual sensor and preferably a camera can be installed on the vessel, such as on an elevated position as a mast. The movement of the vessel can be estimated by the IMU and the sensor data of the sensor 5 can be brought into correlation by the navigation control of the vessel. The different locations of the sensor 5 are shown in Fig. 7, such as at the end of a straight line and a second position at the end of a dotted line. The sensors can be any sensor used in vessel navigation, such as cameras, radars, lidars etc. The vessel when heeling provides a stereo effect as the tip of a mast, where a sensor 5 is installed, moves a considerable distance. Taking into account the known angle of heel and the position of the sensor 5, the navigation control can calculate the distance and relative position of an obstacle (not shown). This has the same or similar effect as a stereo camera or TOF-camera. It improves efficiency and the probability of detection of an obstacle. Obstacles frequently have uneven structure, i.e., the albedo rate may vary from different angles.

[0282] Reference numbers and letters appearing between parentheses in the claims, identifying features described in the embodiments and illustrated in the accompanying drawings, are provided as an aid to the reader as an exemplification of the matter claimed. The inclusion of such reference numbers and letters is not to be interpreted as placing any limitations on the scope of the claims.

[0283] The term "at least one of a first option and a second option" is intended to mean the first option or the second option or the first option and the second option.

[0284] Whenever a relative term, such as "about", "substantially" or "approximately" is used in this specification, such a term should also be construed to also include the exact term. That is, e.g., "substantially straight" should be construed to also include "(exactly) straight".

[0285] Whenever steps were recited in the above or also in the appended claims, it should be noted that the order in which the steps are recited in this text may be accidental. That is, unless otherwise specified or unless clear to the skilled person, the order in which steps are recited may be accidental. That is, when the present document states, e.g., that a method comprises steps (A) and (B), this does not necessarily mean that step (A) precedes step (B), but it is also possible that step (A) is performed (at least partly) simultaneously with step (B) or that step (B) precedes step (A). Furthermore, when a step (X) is said to precede another step (Z), this does not imply that there is no step between steps (X) and (Z). That is, step (X) preceding step (Z) encompasses the situation that step (X) is performed directly before step (Z), but also the situation that (X) is performed before one or more steps (Yl), ..., followed by step (Z). Corresponding considerations apply when terms like "after" or "before" are used. In this document, when a vessel is said to be travelling, it is meant that it is "making way through water" according to the COLREGs. The expressions "travelling" and "making way through water" are used in the identical meaning. The expressions "mast" and "strut" are understandable unchangeably. Whereas a "mast" is usually a structure above the water line, is a strut below the waterline of a ship as long as in non-flight (non-foiling) mode.

Claims

Claims1. A system for increasing water traffic safety of a vessel (1), comprising at least one of: a. an overwater detecting component (5) that is configured to detect an overwater part of an obstacle (2,3) and is configured to provide a first obstacle-related signal; b. an underwater detecting component (6) that is configured to detect an underwater part of the obstacle (2,3) and is configured to provide a second obstacle-related signal; c. wherein the system is configured to process the first obstacle-related signal and the second obstacle-related signal.

2. The system according to the preceding claim wherein the vessel (1) is a hydrofoil vessel (1).

3. The system according to any of the preceding claims, the system comprising a control that is configured to process the first and the second obstacle-related signal.

4. The system according to any of the preceding claims wherein the system is configured to generate a third signal on the basis of the process the first obstacle- related signal and the second obstacle-related signal.

5. The system according to any of the preceding claims wherein the third signal comprises a trigger and / or data for a change of course and / or speed of the vessel in order to circumvent an obstacle and / or minimize damage in case of an impossible circumvention of the obstacle.

6. The system according to any of the preceding claims wherein the third signal comprises classifying data regarding any of or combination of the nature, size, volume, mass, density and / or weight of the obstacle.

7. The system according to any of the preceding claims wherein the third signal comprises classifying data indicating a human being at least part of the obstacle.

8. The system according to any of the respective preceding system claims wherein a plurality of sensor data is combined to achieve amplification and / or attenuation of a probability a sensed fix.

9. The system according to any one of the preceding claims wherein the statistical map is defined by one or more of a. Inertial- and / or sensored position data; b. An overwater obstacle (2,3), detected by one or more sensor; c. an underwater obstacle (2,3), detected by one or more sensor; d. chart data.

10. The system according to the preceding claim wherein a probability of an occurrence of the overwater and / or the underwater obstacle is calculated.

11. The system according to any one of the preceding system claims wherein the overwater detecting component (5) and / or the underwater detecting component (6) are configured to further trigger a stop-signal in case that an estimated time of a predicted collision between the vessel (1) and the obstacle (2,3) falls below a threshold value.

12. A method for increasing water traffic safety of a vessel (1), comprising the following steps: a. detecting an overwater part of an obstacle (2,3) in the way of the vessel (1) and providing a respective first obstacle-related signal; and b. detecting an underwater part of the obstacle (2,3) in the way of the vessel (1) and providing a second obstacle-related signal, c. processing the first obstacle-related signal and the second obstacle- related signal.

13. The method according to the preceding method claim with the further step of processing at least one further signal.

14. The method according to any one of the preceding method claims with the further step of comparing the first obstacle-related signal, the second obstacle-related signal and optionally the at least one further signal.

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