Device and method for automatically recognizing and documenting hazard situations in shipping
Patent Information
- Authority / Receiving Office
- EP · EP
- Patent Type
- Applications
- Current Assignee / Owner
- Filing Date
- 2024-05-15
- Publication Date
- 2026-04-01
Smart Images
Figure EP2024063366_28112024_PF_FP_ABST
Abstract
Description
[0001] Device and procedure for the automatic detection and documentation of dangerous situations in shipping traffic
[0002] Description:
[0003] The invention relates to a device for the automatic detection and documentation of dangerous situations in shipping traffic, the device comprising:
[0004] - monitoring sensors for detecting environmental conditions in a monitored area adjacent to land-based infrastructure and including a water area navigable by watercraft, and
[0005] - a sensor data evaluation unit, wherein the monitoring sensors comprise:
[0006] - at least one object detection sensor designed to detect the position, location and contour of a vessel located within the detection range of the object detection sensor,
[0007] - at least one environmental sensor to detect current air movements and water movements, and
[0008] - at least one vessel identification sensor to identify the vessels within the detection range.
[0009] The invention further relates to a method for automatic detection and
[0010] Documentation of dangerous situations in shipping traffic, including:
[0011] - Detection of environmental conditions in a monitored area adjacent to a land-based infrastructure and comprising a water surface navigable by watercraft, using monitoring sensors, wherein
[0012] - at least one object detection sensor detects the position, location and contour of a watercraft located within the detection range of the object detection sensor,
[0013] - at least one environmental sensor detects current air movements and water movements, and at least one vessel identification sensor identifies the watercraft in the detection area.
[0014] In shipping, berthing maneuvers, navigating under bridges, entering narrow harbor areas, locks, floating docks, and dry docks are among the most challenging activities for nautical personnel. Time constraints, economic pressure, increasingly dense traffic, and rapidly changing environmental conditions quickly lead to damage to ships and port infrastructure. Even ships that are already moored can become detached (e.g., lines break, failure to re-tighten or tighten lines), and the force of the environment combined with the lack of supervision by the responsible personnel can cause damage to the infrastructure.
[0015] Port and facility operators face three key problems when damage to their facilities is caused by ships:
[0016] 1. No damage report: Ships cause damage to infrastructure (e.g. damage to fenders and sheet piles) that is only identified at a much later point in time, e.g. during maintenance work, and can then no longer be attributed to the responsible party.
[0017] 2. Identification of the cause of damage: Due to the often delayed assessment of damage, it is difficult for the port operator to identify the cause of the damage, as the port infrastructure is accessed by various ships within a short period of time. Furthermore, ships outside of territorial waters (12-mile zone) cannot be prosecuted, so damage must be addressed quickly.
[0018] 3. Burden of proof: The burden of proof lies with the plant operator, who must therefore prove the negligent conduct of the ship's command. Shipping companies often cite force majeure (severe environmental conditions, such as gusts of wind), unexpected engine failure (e.g., rudder failure), or the influence of other vessels (e.g., bow waves). Therefore, proof of causation often fails because the plant operator cannot prove the conditions and maneuvers performed at the time of the accident. Due to these problems, plant operators are often the ones who suffer in the event of damage, as they are responsible for the costs of expert witnesses, the often lengthy legal disputes, the dismantling and reconstruction of the damaged plants, and the loss of business.
[0019] To address these problems, a system is needed that monitors shipping traffic in the area of port infrastructure and automatically detects collisions or accidents, identifies the person responsible, and creates documentary evidence of the accident that indisputably proves the behavior of the person who caused the damage.
[0020] On the port side, it is possible to use cameras installed along the quayside or in the port area. These cameras can be easily integrated into existing surveillance systems and stored. Advances in artificial intelligence and video data processing allow the recorded data sets to be automatically evaluated. Artificial intelligence methods can be used to detect and classify objects and determine distances (e.g., between a ship and the quay wall). Cameras are susceptible to contamination, for example, from cobwebs and dust, and are only of limited use in poor visibility conditions (e.g., at night, in fog, or in rain).
[0021] The use of radar sensors is also well known, with harbor radar installed in many ports. With these sensors and corresponding software solutions, approaching ships can be detected and tracked over long distances.
[0022] Alternatively, the Automatic Identification System (AIS) can be received and recorded via VHF radio. AIS is a system for transmitting a vessel's static (e.g., vessel ID, name, size), dynamic (e.g., speed, orientation, course), and voyage-related (e.g., destination port, draft) data. The system is mandatory for commercial shipping and is therefore installed on all larger vessels.
[0023] Voyage Data Recorders (VDRs) are used on ships to record ship voyages. Voyage Data Recorders (VDRs) are ship-based black box systems. They are mandatory for larger vessels (>3000 gross tonnage) and are standardized by the International Maritime Organization (IMO) in Resolution A.861 (20). Depending on sensor availability, VDRs store, among other things, positions, speeds, radio transmissions and environmental data. At least the last twelve hours are recorded in a VDR and then overwritten. If necessary, this period can also be persisted so that the data can be used for investigations even after the time has elapsed. This places control and possession of the monitoring data required as evidence for the plant operator, to the detriment of the potential perpetrator of the accident.
[0024] US 7 340610 B1 describes a trusted system for storing timestamped data. A hash value is generated for data stored in a data storage system. The hash value and a request for a timestamp are then sent to a timestamp authority. A timestamp token and / or a timestamp certificate is received from the timestamp authority. The timestamp token contains a timestamp and the hash value and can be encrypted using a private key of the timestamp authority. The timestamp token and / or timestamp certificate is then stored, for example, with a reference to the data stored in the data storage system. The timestamp token and / or timestamp certificate can then be used to validate the stored data and the timestamp.
[0025] US 9,922,332 B2 discloses a digital signature and timestamping notary service for documents and objects. An integrated electronic networked notary system includes computer subsystems for performing biometric analysis, input and analysis of target object information, marking, and timestamping with a trusted third party to enable an electronic notarization process. The system provides for authentication of both signers and target objects. The user has the option of either unilaterally notarizing the target object themselves or collaborating with others to electronically notarize the target object. For high-value target objects, a selectable display menu can be changed to semi-automatic mode, where a legally authorized notary public can be present to assist users in the notarization and timestamping process.A machine-readable notary symbol generator generates a machine-readable notary symbol by encoding an identifier representing a container of notary information, including an official current time corresponding to a notarization event, identification information of the target object, and GPS notarization authorization information.
[0026] US Patent No. 7,921,283 B2 describes a method for authenticating data in real time. Digital data is provided with a digital signature in real time. The digital signature serves as a mark of authenticity that assures a recipient that the digital data actually originates from a specified source. The digital signature can be applied to any digital data, including video signals, audio signals, e-commerce information, data related to land vehicles, watercraft, aircraft, or any other data that can be transmitted and received in digital form.
[0027] US 10 121 078 B2 describes a method and system for detecting foreign objects in a maritime environment. The present invention provides techniques for detecting foreign objects in a region of interest in a maritime environment. Image data indicative of a sequence of consecutively acquired images of the region of interest is analyzed to determine candidate points of interest, and data indicative of these points is processed to identify candidate points clustered adjacently at various locations in the image data. Grouping data can then be generated based on the identified clusters of candidate points, indicating a group of the candidate points.The grouping data is processed to identify a spatio-temporal correlation between the points in the group and to determine a corresponding tracking function, thereby enabling detection of the presence of a foreign object in the image data.
[0028] WO 2005 / 125209 A1 discloses a method and system for monitoring vessels. The system comprises monitoring means for surveying a waterway; vessel detection means for determining the presence and location of a vessel in the waterway based on information from the monitoring means; camera means for capturing one or more images of the vessel;
[0029] Image processing means for processing the images captured by the camera means to derive surveillance data; wherein the camera means captures the vessel images based on information from the vessel detection means, the surveillance data from the image processing means, or both. The images can be used to classify and identify the vessel by name and category. The category can be compared to the category previously registered for a vessel of that name. The vessel can be tracked, including speed and direction, until it leaves the monitored waterway.
[0030] DE 19540 550 A1 describes a traffic monitoring system for collecting data in a port area and documenting it with a time stamp. Traffic-relevant data is transmitted from a network of computers to a mobile computer via a connected transmitting and receiving unit using a transmitting and receiving station with an antenna unit. From the mobile computer, the data is transmitted via the connected transmitting and receiving unit and another transmitting and receiving unit of the antenna unit, and then via a transmitting and receiving station to the computers in the network. The data is stored continuously and is not stored in a legally compliant manner.
[0031] For the investigation of serious traffic accidents, larger vessels are required to install a Voyage Data Recorder (VDR). However, not every vessel is equipped with a VDR, and reading the data is often a manual and costly process. Furthermore, not only ship-related information can be relevant for traffic accident reconstruction, but also information from other entities such as meteorological services or port operators. Another major challenge is that companies tend to trust only their own records and not those of others, as these could be manipulated to the benefit of the recording company (e.g., to conceal damage caused).
[0032] Jankowski, D., Möller, J.; Wiards, H.; Hhn, A.: Decentralized Documentation of Maritime Traffic Incidents to Support Conflict Resolution, in: Journal of Marine Science and Engineering, 2022, 20, 2011 describes a peer-to-peer (P2P) approach in which all participants actively participate and in which a trusted authority for common trust is negotiated in advance to later document data in the event of an accident. Any data is documented by various entities in a trustworthy, decentralized, and secure manner, thus supporting the conflict resolution process. For this purpose, all entities involved in a traffic situation can contribute to the documentation by persisting their available data. Since the maritime actors are equipped with different sensors, a diverse and meaningful database can be aggregated. The data is then signed by a jointly agreed time stamping authority (TSA).In this way, anyone can cryptographically verify whether the data has been subsequently altered.
[0033] Timestamp Authority (TSA) refers to a trusted authority that confirms that data exists at a specific point in time. They are suitable for signing documents and data tuples, among other things.
[0034] The main problem with public situation assessment is data protection,
[0035] Data quality (accuracy, such as data resolution in space and time), missing
[0036] Combining data measured on the ship and the system, as well as protecting against data manipulation.
[0037] The simplest solution is camera systems. However, these have the disadvantage that the measurement quality of cameras depends on the environmental conditions. For example, limited illumination, particularly at night, in fog, precipitation, dirt, or cobwebs on the lens, impairs the image quality. This means that optical camera systems cannot be used for evidence in all cases. Furthermore, cameras can be used to identify individuals. Therefore, the use of cameras is very limited due to national or regional data protection regulations. In addition, there are security restrictions that can restrict the recording of public infrastructure. In ports, the facility operator is typically not permitted to film ships, and ship operators are not permitted to film port areas.
[0038] The information required for damage documentation regarding ship position, orientation, and speed cannot be measured directly, but requires complex methods such as artificial intelligence. The reliability of these methods correlates negatively with data quality (e.g., night, rain, fog, pollution), and the data remains inaccurate due to the statistical methods used, and the calculations are not verifiable (as is the case with neural networks, for example).
[0039] In the case of radar sensors used for maritime traffic monitoring, accuracy issues arise. Current radar technology only achieves a practically usable accuracy in the meter range due to interference (multiple reflections). Furthermore, there are problems with the detection of non-metallic targets and the accuracy (resolution) of the sensors, which in many cases cannot be detected at all (e.g., fender jams, dinghies). Due to changing shadows from port infrastructure such as piers or cranes, continuous detection of the vessel cannot be guaranteed.
[0040] The transmission interval of the AIS ship data radio depends on the ship's speed. The lower the speed, the shorter the transmission interval. The radio transmission is unencrypted and unsigned, and tampering cannot be ruled out. For example, one ship could impersonate another. In harbor areas, many ships with their transmitters switched on are moored close together. Due to limited transmission bandwidth, AIS transmitters share time slots, so that signals from different ships can overwrite each other in heavy traffic. Therefore, this sensor technology cannot be used as evidence on its own.
[0041] Voyage Data Recorders (VDRs) are mandatory as "black boxes" for large vessels and are already installed on all ships. They store at least the last 12 hours of data. After that, the data can be overwritten due to limited storage capacity. The system operator is therefore dependent on how quickly the damage is detected, the person responsible for the accident is identified, and the VDR is secured. Furthermore, the VDR system relies on the sensors installed on board. Due to the long service life of ships, they are often poorly equipped, and the accuracy of the sensors is low.
[0042] The problem arises of documenting a traffic situation completely and in a legally compliant manner. The necessary burden of proof must be established without limiting the facility operator's ability to provide evidence of hazardous situations and resulting damage events due to data protection concerns or the lack of or inconsistent installations on board the vessel.
[0043] The object is achieved by the device having the features of claim 1 and by the method having the features of claim 12. Advantageous embodiments are described in the subclaims and the description.
[0044] It is proposed that the sensor data evaluation unit be configured to automatically detect hazardous situations by comparing the movements of a watercraft located within the detection range, as detected by the at least one object detection sensor, with predefined movement behavior under the prevailing environmental conditions, as detected by the environmental sensor, in the current air and water movements. The sensor evaluation unit is then configured to automatically detect hazardous situations in the event that a hazardous situation has been detected.
[0045] - to combine the data currently recorded by the monitoring sensors and the corresponding measurement times into data packets with unique verification codes,
[0046] - for storing the data packets containing verification codes,
[0047] - for transmitting the data packets containing verification codes to a signature instance independent of the sensor data evaluation unit, and
[0048] - is designed to receive and store data packets provided with a digital signature by the signature authority. This enables monitoring of a defined geographical area of the waterside of a facility using heterogeneous land-based sensors. This ensures continuous hazard assessment, tamper-proof recording of the land-based sensor data (raw data), consistent merging with data sent by the ship, and automated interpretation of these data streams.
[0049] The system can record any vessel contour detected on the waterside by means of object tracking, identify a vessel located within the monitored area, and clearly combine the data, including data transmitted by the vessel (e.g., AIS). As long as the vessel is within the monitored area, the system can continuously perform a risk analysis regarding collision with the facility infrastructure and behavior deviating from normal maneuvers (anomalies). Once a defined threshold for collision risk (e.g.,
[0050] If the vessel's speed in relation to a distance from the installation structure) or an anomaly is exceeded, a warning can be given, for example by triggering an actuator and sending a message to the installation operator and the vessel's master (e.g. acoustic or visual warning as a direct warning signal or warning signal transmitted to a remote location via communication technology).
[0051] As soon as a vessel is detected by the sensors in the waterside area, the system can perform continuous data recording. In this process, the raw data from all shore-based sensors and the data transmitted by the vessel are synchronized without altering them (data fusion). A unique verification code, such as a checksum ("hash"), can be generated for each of these data packets, including the times of the measurements and the data integration. These checksums can be transmitted directly from the system as a chronologically sorted data stream to a third, independent entity, which digitally signs them in the order of receipt and transmits them back to the system for data storage.
[0052] The following data streams from the monitoring sensors can be temporally correlated by the facility at different measurement intervals and data qualities:
[0053] 1. Environmental data of the defined waterside, such as current wind speed, current wind direction, visibility, humidity, rainfall, sun position, current speeds and directions, and water level. 2. Data required to be transmitted by the vessel, such as point position, vessel size (length, width), identification (MSSI), heading (COG), and speed (SOG).
[0054] 3. Land-based detection of vessels on the defined waterside, e.g. using LiDAR (2D and 3D), radar (1D and 2D), camera.
[0055] The setup and procedure are based on a centralized approach in which data sovereignty lies exclusively with the plant operator and remains confidential.
[0056] No common trust is required because the vessel does not share any private data (e.g., from the voyage data recorder), and therefore no negotiation of a common trust is necessary. Only publicly available data can be recorded as vessel data by the facility, such as AIS data transmitted unencrypted by vessels via radio. Vessels never participate independently with their own private data; only the data that the vessel is required to transmit publicly via AIS needs to be recorded.
[0057] This system allows the plant operator to be actively warned of a detected hazardous situation, allowing them to initiate immediate action. This allows damage events to be promptly identified, investigated, attributed to the cause, and remedied.
[0058] Data can only be recorded when hazardous situations are identified. This prevents the generation of irrelevant data ("data economy"), which would make subsequent evaluation unnecessarily complex. For example, hundreds of ships enter a harbor every day, which would make subsequent evaluation of the data complex if a damage event was subsequently identified. By reducing the data recorded with high data integrity to those cases in which a vessel is in the monitored area and a hazardous situation with an associated risk of a damage event has been identified, the data volume is limited to a few critical cases. This allows an investigation to be carried out later, even after a damage event has been identified, limited to the risk events recorded in the meantime, with reduced effort.
[0059] The device can have at least one data storage unit for storing the data packets provided with verification codes and for storing the data packets provided with a digital signature. The data storage unit can be located locally at the location of the sensor data evaluation unit. However, it can also be located remotely, for example, at the location of a trusted provider, such as an insurance company.
[0060] The sensor data evaluation unit can be configured to encrypt the data collected by the monitoring sensors, for example with a hash value.
[0061] The sensor data evaluation unit can be configured to calculate checksums for data collected by the environmental sensors and to combine the data with the associated checksums as check codes.
[0062] The at least one object detection sensor can be configured to detect the silhouette of a watercraft, the distances between the bow, stern and shoulder of the watercraft, the height profile of the watercraft above the water surface, the distances to shore-side position markers, the berth angle and / or relative speeds of the silhouette to shore-side position markers.
[0063] The sensor data evaluation unit can be configured to detect the path followed by the watercraft located in the detection area as well as maneuvering points on the path and to detect deviations from paths and maneuvering points classified as usual by comparing the detected path and maneuvering points with paths and maneuvering points followed by comparable watercraft under comparable environmental conditions.
[0064] This allows data on trajectories and characteristic maneuvers obtained from experience with safe maneuvers of comparable watercraft to be compared to evaluate the currently recorded trajectories and maneuver points, and if significant deviations are detected, a hazardous situation can be concluded. A K1 artificial intelligence method, particularly image-based K1 algorithms, can also be used for this purpose. Since the detection of the hazardous situation only serves to trigger data recording, and the recorded data is independent of the indeterminate K1 algorithms, the use of K1 algorithms has no impact on data integrity or evidential value. Thus, the deviation from previous, historical, or usual behavior can be measured to determine abnormal vessel behavior.The movement behavior ultimately flows into a risk assessment, which need not be limited to considering the trajectory, but can also take other parameters (e.g. speed, course, etc.) into account.
[0065] From the movements of the vessel recorded by the monitoring sensors, taking into account the silhouette of the vessel and the current environmental conditions measured by the environmental sensors, it is later possible to determine from the data recordings, in comparison with passive changes in the position of the vessel caused by environmental influences, whether changes in course and / or speed were deliberately initiated actively by the vessel's captain or passively caused by environmental influences.
[0066] With such detection of actively initiated maneuvers by the ship's captain from the signed data storage, the plant operator's burden of proof for negligent behavior on the part of the captain can be met. Thus, by correlating these maneuvers with the current environmental conditions, shipping companies' arguments about engine failure and force majeure can be countered.
[0067] Object detection sensors can be selected from the group of LIDAR sensors, radar sensors, or image camera sensors, for example. LIDAR sensors are particularly suitable because they provide anonymized geolocation data and are robust against environmental influences such as weather and pollution.
[0068] The sensor data evaluation unit can be configured to detect the entry of a watercraft into the monitored area based on the data acquired by the monitoring sensors and to initiate automatic detection of hazardous situations upon detection of a watercraft entering the monitored area. This allows the effort and the amount of data collected to be reduced to a necessary level. This is particularly advantageous for meeting data economy requirements.
[0069] For example, an AIS receiver can be used as a ship identification sensor, which is set up to receive automatic identification signals from watercraft according to the ITU-R M.1371 standard.
[0070] The sensor data evaluation unit can be configured to emit an acoustic, visual, and / or communication warning signal upon detection of a hazardous situation. This allows the detection of a hazardous situation to be used not only for secure recording of environmental data for evidence preservation, but also for rapid intervention to prevent or repair damage.
[0071] The method for the automatic detection and documentation of hazardous situations in shipping traffic comprises the detection of environmental conditions in a monitored area adjacent to a land-based infrastructure and comprising a water area navigable by watercraft, with monitoring sensors, whereby
[0072] - with at least one object detection sensor, a detection of the position, location and
[0073] Contour of a watercraft located in the detection range of the object detection sensor,
[0074] - at least one environmental sensor detects current air and water movements, and
[0075] - at least one vessel identification sensor is used to identify the watercraft within the detection range.
[0076] Dangerous situations are automatically detected by a sensor data evaluation unit by comparing the movements of a watercraft located within the detection range, as detected by at least one object detection sensor, with predefined movement behavior under the prevailing environmental conditions, as detected by the environmental sensor. Only if a dangerous situation is detected are the following procedural steps executed:
[0077] - Combining the data currently recorded by the monitoring sensors and the corresponding measurement times into data packets with unique verification codes,
[0078] - Saving the data packets with verification codes,
[0079] - Transmission of the data packets containing verification codes to a signature instance independent of the sensor data evaluation unit, and
[0080] - Receiving and saving the data packets provided with a digital signature by the signature authority.
[0081] Both data packets with verification codes and data packets with digital signatures can be saved, and their contents can be compared in the event of a damage event to prove data integrity. The entry of a watercraft into the monitored area can be detected based on the data captured by the monitoring sensors, and automatic detection of hazardous situations can be initiated upon detection of a watercraft entering the monitored area.
[0082] A hazardous situation can be detected by identifying the path traveled by the vessel within the detection range, as well as maneuvering points along the path. Detecting deviations from paths and maneuvering points classified as non-hazardous canals by comparing the detected path and maneuvering points with paths and maneuvering points traveled by comparable vessels under comparable environmental conditions. A hazardous situation is detected if the detected deviation exceeds a specified limit.
[0083] It is advantageous to detect actively initiated course changes and / or speed changes from the recorded movements of the watercraft, taking into account the silhouette of the watercraft and the current environmental conditions measured by the environmental sensors, in comparison to passive changes in the position of the watercraft caused by environmental influences.
[0084] The invention is explained in more detail below using an exemplary embodiment. Shown are:
[0085] Fig. 1 - Sketch of a monitored water area at a pier with a device for detecting and documenting hazardous situations;
[0086] Figure 2- Sketch of the safeguarding of the data integrity of the sensor data with a sensor data evaluation unit and a signature instance;
[0087] Fig. 3 - Diagram of the links between devices and steps for the automatic detection and documentation of dangerous situations in shipping traffic;
[0088] Fig. 4 - Flowchart of a procedure for the automatic detection and documentation of dangerous situations in shipping traffic.
[0089] Figure 1 shows a sketch of a monitored water area W at a pier with a block diagram of a device for detecting and documenting hazardous situations. A pier at a quay wall 1 is shown as an example of a monitored water area W. However, monitoring of water areas W next to lock entrances, in locks, offshore wind turbines, drilling platforms, and the like is also conceivable.
[0090] Figure 1 shows a schematic diagram of the land-side structure of an installation of the device with monitoring sensors 2a, 2b, 2c and associated sensor control devices 3 and sensor data evaluation unit 4 connected to the sensor control devices 3.
[0091] Object detection sensors 2a are provided, which can be implemented, for example, as RADAR sensors 2a-R and / or LiDAR sensors 2a-L (LiDAR = "Light imaging, detection and ranging"). LiDAR sensors emit laser light pulses and detect the backscattered light in order to calculate the distance to the scattering location from the light travel time of the signals. Using the signals detected by the object detection sensors 2a, the position, orientation, and contour of a watercraft S located within the detection range of the object detection sensor 2a can be determined. This can be done in the sensor control devices 3, which are configured accordingly using a computer program or signal-processing hardware.
[0092] Furthermore, environmental sensors 2b are present, which are configured, for example, to measure air movements 2b-W, i.e., wind, and / or water movements 2b-T, such as water level, wave height, wave strength, and tide. These allow environmental data on wind (direction, strength, gusts), visibility, tide sensors, and current measurements to be collected in order to record weather influences.
[0093] The device also has a vessel identification sensor 2c, which can be configured as a radio receiver for radio reception of vessel identification data, e.g., AIS data. A VHF receiver receives AIS messages for identifying surrounding vessels S and for recording the movement data of the vessel S determined via AIS (e.g., speed, course, position, size).
[0094] Furthermore, cameras can be integrated into the recording, provided this is permitted under data protection law.
[0095] As soon as the watercraft S, in particular a merchant ship, enters an area defined by predetermined boundaries G, i.e. the water area W, the sensor control devices 3 and the sensor data evaluation unit 4 start recording the sensor data acquired by the connected monitoring sensors 2a, 2b, 2c, as well as the hazard assessment for each object within the monitored water area W. The sensor control devices 3 can be a functional part of the monitoring sensors 2a, 2b, 2c and / or the sensor data evaluation unit 4.
[0096] By fusing the position, attitude, and contour data of the watercraft S recorded by the object detection sensors 2a, i.e., LiDAR 2a-L and RADAR 2a-R, and the AIS position and identification data transmitted by the vessel identification sensor 2c, the sensor data evaluation unit can detect objects present in the monitored water area W. As soon as a watercraft S is detected in the monitored water area W, an automatic, continuous (i.e., ongoing) hazard assessment is carried out by calculating the distance D and approach speed in relation to the quay (in particular, to the quay wall 1). This can be identified by the arrow D between the quay wall 1 and the vessel S.
[0097] If the defined threshold for a collision risk is exceeded, all sensor measurements and the results of the hazard assessment are automatically cryptographically secured using a signature instance 5, i.e. a Time Stamp Authority (TSA).
[0098] In addition to these measurements, the sensor configuration and sensor specifications can also be added to the data packets to ensure traceability of the system setup. This allows for retrospective verification of which monitoring sensors were used to protect the system and their accuracy.
[0099] To integrate an insurance company into the monitoring and documentation system, an external server can be used, to which the data collected by the monitoring sensors is sent cryptographically secured by the sensor data evaluation unit 4. The system operator can be informed, for example, via an email server.
[0100] Figure 2 shows a diagram of the safeguarding of the data integrity of the sensor data from the monitoring sensors compiled in data packets DP using a sensor data evaluation unit 4 and a signature instance 5. The sensor data evaluation unit 4, or its function implemented in the sensor control device 3, generates a check code H for a data packet DP. This can be a checksum in the form of a hash value, e.g., SHA256. The hashed data packets certified by the checksum H are sent to the signature instance 5. This can be done cryptographically encrypted. The signature instance assigns a timestamp T to the hashed data packets DP_H and creates a check code H for the combination of the hashed data packet DP_H and the timestamp T.This data packet DP_H_T, which is further certified with regard to time, is signed with a private key K of the signature instance 5 and stored as a signed hashed data packet with the time stamp integrated therein in the data memory 7 and / or sent back to the sensor data evaluation unit 4 for storage there in the data memory 6.
[0101] For later proof, the signed data packets DP_H_T_K can then be read from the data storage and decrypted. The stored raw data can be hashed in parallel and assigned an assumed timestamp T. The hash value of a decrypted data packet DP can be compared with the hash value of the data packet assigned the assumed timestamp. If the hash values match, the data integrity is established.
[0102] Figure 3 shows a diagram of the device connections and steps for the automatic detection and documentation of hazardous situations in shipping traffic. This illustrates the system's structure at the component level.
[0103] The first component a) consists of monitoring sensors 2a, 2b, and 2c for object detection, which are used to monitor the maritime area. Heterogeneous object detection sensors 2a are used to ensure the detection of environmental conditions, even under adverse interference. Information transmitted by the ship, such as AIS data, is used with the help of the ship identification sensors 2c to understand the coordination and interaction between road users. The environmental sensors 2b are used to document external influences on road users.
[0104] The results of the sensor measurements are merged in step b) by a data fusion unit. This unit combines the system's own sensor data and, if available, external data received from the ship into a common, consistent situational picture. The ship detection component uses the situational picture to detect ships S via object detection c). Ships S can be uniquely identified using object detection sensors, independent of external data and / or AIS data transmitted by the ship.
[0105] For each identified vessel S in the surveillance area W, a collision risk assessment with the protected facility 1 is performed in step d). This involves evaluating both the probability of a collision and the predicted severity of a potential collision. The probability can be determined based on the historical and current movement vector of the object. The severity of a collision, i.e., the extent of a potential damage event, can be determined by the size and speed of the object as well as the individual facility conditions, such as maximum fender loads.
[0106] The collision probability can be checked against a predefined threshold. If the threshold is exceeded, an actuator can be triggered in step f) "Alarm" to notify the facility operator of the detected hazardous situation in step g) "Infrastructure Management" and to issue a warning signal to port personnel and surrounding vessels.
[0107] At the same time, when a dangerous situation is detected in step d), a data recording unit e) can be activated, which starts recording the sensor data detected by the monitoring sensors with this signal.
[0108] To ensure the incontrovertible and tamper-proof nature of the data, this sensor data can be cryptographically secured in step h) and optionally sent to a third party, such as an insurance company. This ensures data integrity for evidentiary purposes.
[0109] Figure 4 shows the process of A) entering and B) departing a ship from the monitored water area W. As soon as the ship is within the monitored water area W (A.1 Arrival), it is detected and identified by the object detection system A.2. Hazard detection system A.3 is then activated, which continuously performs a risk assessment. If a threshold for a collision probability is exceeded, data recording A.4 starts, so that all resulting sensor data is stored encrypted and sent to an insurance company. At the same time, an alarm A.5 is triggered by an actuator, which notifies the port operator.
[0110] The data is stored locally and on an external server. As soon as the vessel S leaves the monitored sea area W (departure B.1) and no other vessel S is present in the monitoring area W, the hazard analysis A.3 is stopped in step B.2 and the data recording A.4 is stopped in step B.3. The recorded data, secured with regard to data integrity, can later be validated in the event of a loss, e.g., by the plant operator's insurance company or by a court or expert.
[0111] The system presented can be used to monitor facilities worthy of protection. The application example here relates primarily to the protection of quays due to their high maintenance costs and the difficulty of determining who caused accidents from the port operator's perspective. However, other maritime facilities can also be protected with it, such as dry docks, locks, or bridges. Furthermore, the described device and method can also be used to monitor restricted-access areas with waterside access (e.g. LNG terminals), in which no objects are allowed. This applies, for example, to the monitoring of private waters, waters with critical infrastructure (offshore wind turbines, underwater cables / pipelines, etc.), or areas used for military purposes, for which special access restrictions apply to ships. Another application is the monitoring of regulations orViolations of the rules in port areas, such as speeding.
[0112] *****
Claims
Patent claims:
1. A device for the automatic detection and documentation of dangerous situations in shipping traffic, which device comprises: - monitoring sensors for detecting environmental conditions in a monitored area (W) adjacent to a land-based infrastructure (1) and comprising a water surface navigable by watercraft (S), and - a sensor data evaluation unit (4), wherein the monitoring sensors comprise: - at least one object detection sensor (2a) which is designed to detect the position, location and contour of a watercraft (S) located in the detection range of the object detection sensor (2a), - at least one environmental sensor (2b) for detecting current air movements (2b-W) and water movements (2b-T), and - at least one ship identification sensor (2c) for identifying the watercraft (S) located in the detection area, characterized in that the sensor data evaluation unit (4) for automatically detecting dangerous situations by comparing the movements of a watercraft (S) located in the detection area detected by the at least one object detection sensor (2a) with predetermined movement behavior under the current air and water movements detected by the environmental sensor (2b) prevailing environmental conditions, and that the sensor evaluation unit (4) in the event that a dangerous situation has been detected, - for merging the data currently recorded by the monitoring sensors (2a, 2b, 2c) and the corresponding measurement times into data packets (DP) provided with unique check codes (H), - for storing the data packets (DP) provided with check codes (H), - for transmitting the data packets (DP) provided with check codes (H) to a signature instance (5) independent of the sensor data evaluation unit (4), and - is designed to receive and store the data packets (DP) provided with a digital signature (K) by the signature instance (5).
2. Device according to claim 1, characterized in that the device has at least one data storage unit (6, 7) and is set up to store the data packets (DP) provided with check codes (H) and to store the data packets (H) provided with digital signatures (K) in this at least one data storage unit (6, 7).
3. Device according to claim 1 or 2, characterized in that the sensor data evaluation unit is configured to encrypt the data acquired by the monitoring sensors (2a, 2b, 2c), for example with a hash value.
4. Device according to one of the preceding claims, characterized in that the sensor data evaluation unit (4) is configured to calculate checksums for data acquired by the environmental sensors (2b) and to combine the data with the associated checksums as check codes (H).
5. Device according to one of the preceding claims, characterized in that the at least one object detection sensor (2a) is set up to detect the silhouette of a watercraft (W), the distances between the bow, stern and shoulder of the watercraft (W), the height profile of the watercraft (W) above the water surface, the distances to land-side position marks, the berth angle and / or relative speeds of the silhouette to land-side position marks.
6. Device according to one of the preceding claims, characterized in that the sensor data evaluation unit (4) for detecting actively initiated course changes and / or speed changes from the recorded Movements of the watercraft (W) taking into account the silhouette of the watercraft (W) and the current environmental conditions measured by the environmental sensors (2b) in comparison to passive changes in position of the watercraft (W) caused by environmental influences.
7. Device according to one of the preceding claims, characterized in that the sensor data evaluation unit (4) is set up to detect the path traveled by the watercraft (W) located in the detection area as well as maneuvering points on the path and to detect deviations from paths and maneuvering points classified as usual by comparing the detected path and maneuvering points with paths and maneuvering points traveled by comparable watercraft (W) under comparable environmental conditions.
8. Device according to one of the preceding claims, characterized in that object detection sensors (2a) are selected from the group of LIDAR sensors, radar sensors or image camera sensors.
9. Device according to one of the preceding claims, characterized in that the sensor data evaluation unit (4) is set up to detect the entry of a watercraft (S) into the monitored area (W) on the basis of the data recorded by the monitoring sensors (2a) and to start the automatic detection of dangerous situations upon detection of the entry of a watercraft (S) into the monitored area (W).
10. Device according to one of the preceding claims, characterized in that a ship identification sensor (2c) is an AIS receiver for radio reception of automatic identification signals of watercraft (S) according to ITU-R M.1371 standard is set up.
11. Device according to one of the preceding claims, characterized in that the sensor data evaluation unit (4) is configured to emit an acoustic, optical and / or telecommunications warning signal upon detection of a dangerous situation.
12. Procedure for the automatic detection and documentation of hazardous situations in shipping traffic, comprising: - Detection of environmental conditions in a monitored area (W) located at a land-based infrastructure and includes a water surface navigable by watercraft (S), with monitoring sensors, whereby - at least one object detection sensor (2a) detects the position, location and contour of a watercraft (S) located in the detection range of the object detection sensor (2a), - at least one environmental sensor (2b) detects current air movements and water movements, and - at least one ship identification sensor (2c) is used to identify the watercraft (S) located in the detection area, characterized by automatic detection of dangerous situations with a sensor data evaluation unit (4) by comparing the movements of a watercraft (S) located in the detection area detected by the at least one object detection sensor (2a) with predetermined movement behavior under the prevailing environmental conditions of the current air and water movements detected by the environmental sensor (2b), and in the event that a dangerous situation has been detected, - combining the data currently recorded by the monitoring sensors (2a, 2b, 2c) and the corresponding measurement times into data packets (DP) provided with unique check codes (H), - Saving the data packets (DP) provided with check codes (H), - transmitting the data packets (DP) provided with check codes (H) to a signature instance (5) independent of the sensor data evaluation unit (4), and - Receiving and storing the data packets (DP) provided with a digital signature (K) by the signature instance (5).
13. Method according to claim 12, characterized by storing both the data packets (DP) provided with check codes (H) and the data packets (DP) provided with digital signatures (K) and comparing the contents in the event of damage to prove data integrity.
14. Method according to claim 12 or 13, characterized by detecting the entry of a watercraft into the monitored area on the basis of the data acquired by the monitoring sensors and starting the automatic detection of dangerous situations upon detection of the entry of a watercraft into the monitored area.
15. Method according to one of claims 12 to 14, characterized by detecting the path traveled by the watercraft (S) located in the detection area as well as maneuvering points on the path, detecting deviations from paths and maneuvering points classified as usual by comparing the detected path and maneuvering points with paths and maneuvering points traveled by comparable watercraft (S) under comparable environmental conditions, and detecting a dangerous situation if the detected deviation exceeds a predetermined limit.Method according to one of claims 12 to 15, characterized by detecting actively initiated course changes and / or speed changes from the detected movements of the watercraft (S) taking into account the silhouette of the watercraft (S) and the current environmental conditions measured by the environmental sensors (2b) in comparison to passive changes in position of the watercraft (S) caused by environmental influences.