Operator assistance in collision avoidance

Abstract

The present invention provides a method, collision avoidance device, computer program, and computer program product for assisting an operator in collision avoidance of a first vessel moving along a current path along a water area OR route. [Solution] The collision avoidance device detects the risk situation of the first vessel 22, which has a possibility of colliding with an object 30, determines a plurality of parallel collision avoidance schemes (CAS1, CAS2, CAS3, CAS4), presents the collision avoidance schemes to the operator, selects one of the collision avoidance schemes, performs collision avoidance according to the selected collision avoidance scheme, and displays the progress of the first vessel 22 according to the selected collision avoidance scheme, along with the unselected collision avoidance schemes.

Description

[[Technical Field]]

[0001] The present invention relates to a method for assisting an operator in collision avoidance for a first vessel moving along a current waterway route, a collision avoidance device, a computer program, a computer program product, and such a first vessel. [[Background Art]]

[0002] One important aspect in vessel operation is the collision detection and collision avoidance (CDCA) system. CDCA systems essentially imitate the risk assessment and decision-making procedures of human navigators, enabling safe and efficient vessel operation while taking action to avoid grounding or collision with static and dynamic obstacles.

[0003] Human decision-making is inherently multi-objective. A human decision-maker can create alternative scenarios and evaluate them against each other.

[0004] To date, all known CDCA systems for autonomous navigation or for providing advice in conventional navigation are based on a single objective, and therefore only a single proposal is provided.

[0005] To assess whether collision avoidance action is necessary, a CDCA system utilizes inputs from sensors such as radar, cameras, positioning devices, anemometers, compasses, electronic navigational charts (ENC), along with the planned route. It can only consider inputs from sensors and inputs captured by mathematical models and algorithms. Human judgment of overall conditions, the development of upcoming situations, knowledge of local phenomena such as strong currents, etc., are generally not taken into account.

[0006] Therefore, actually implementing a CDCA system can only be done in a way that human operators are responsible for safe actions. This means that human operators must be aware of the situation and have the means to take over commands in all situations.

[0007] When a human navigator makes a decision to perform a collision avoidance maneuver in a navigation situation, the navigator considers several factors and several possible scenarios before performing the maneuver. The choice of action may depend on a comprehensive consideration of local phenomena, information received from radio communications, or other experience-based information that cannot be incorporated into measurements of a mathematical representation of the situation based on existing sources.

[0008] In complex situations, many alternative collision actions may exist. It can be difficult for a human operator to simultaneously evaluate which actions are feasible. Existing collision avoidance systems, on the other hand, calculate and present a single option at a time. If the system has a misinterpretation of the situation, the advice it provides may be completely wrong and useless.

[0009] Therefore, the way collision avoidance is performed needs to be improved. [Overview of the project]

[0010] Therefore, one object of the present invention is to improve the method by which collision avoidance is performed.

[0011] This objective is achieved, according to a first aspect, by a method for assisting an operator in collision avoidance of a first vessel moving along a current path along a waterway route, the method being carried out by a collision avoidance device, To detect the risk situation of the first vessel involving the possibility of collision with an object, Determining the number of parallel collision avoidance schemes, Presenting a collision avoidance scheme to the operator, Select one of the collision avoidance schemes, To perform collision avoidance according to the selected collision avoidance scheme, The system includes displaying the progress of a first vessel according to a selected collision avoidance scheme, along with any unselected collision avoidance schemes.

[0012] The objective is achieved, according to a second embodiment, through a collision avoidance device to assist the operator in avoiding a collision of a first vessel moving along a current path along a waterway route, the collision avoidance device is The system detects the risk situation of the first vessel, which involves the possibility of collision with an object. Determine the number of parallel collision avoidance schemes. Present the collision avoidance scheme to the operator, Select one of the collision avoidance schemes. Execute collision avoidance according to the selected collision avoidance scheme. It includes a processor capable of displaying the progress of a first vessel according to a selected collision avoidance scheme, along with any unselected collision avoidance schemes.

[0013] This objective is achieved, according to a third embodiment, by a first vessel equipped with a collision avoidance device according to a second embodiment.

[0014] The objective is achieved, according to a fourth aspect, by a computer program for assisting an operator in collision avoidance of a first vessel moving along a current path along a waterway route, the computer program being executed by the processor of the collision avoidance device, the processor, To detect the risk situation of the first vessel involving the possibility of collision with an object, Determine the number of parallel collision avoidance schemes. The operator is asked to present a collision avoidance scheme. Select one of the collision avoidance schemes. Perform collision avoidance according to the selected collision avoidance scheme. The system includes computer program code that displays the movement of a first vessel according to a selected collision avoidance scheme, along with any unselected collision avoidance schemes.

[0015] The objective is achieved, according to the fifth embodiment, by a computer program product for assisting an operator in collision avoidance of a first vessel moving along a current path along a waterway route, the computer program product comprising a data carrier having computer program code according to the fourth embodiment.

[0016] The presentation of a collision avoidance scheme may, to the advantage of the system, be a display of the collision avoidance scheme.

[0017] The object may be an object on the water, in the water, or underwater.

[0018] The object may be a floating object such as a buoy or another vessel. It may also be a navigational risk such as an iceberg, but it may also be a shoal, the ground, or a virtual no-go zone (as determined, for example, by the operator). Objects on the water may be a crane, bridge, platform, terminal tunnel, or gangway. Objects underwater may be a dock, island, reef, buoy, raft, and other vessels. Objects below the water may be reefs, underwater rocks, and parts of the seabed where the seabed is shallow.

[0019] The first vessel may be equipped with a sensor unit having at least one sensor for sensing the area around the first vessel in a body of water.

[0020] Each parallel collision avoidance scheme may have a starting position within the current path of the route, and this starting position may be the current position at the present moment or a later position at a future point in time. The starting positions may be the same. Therefore, each scheme may have the same starting position. Alternatively, one or more schemes may have different starting positions.

[0021] According to a modification of the first aspect, the method further comprises continuously analyzing a risk situation and updating a parallel collision avoidance scheme based on the analysis.

[0022] According to a corresponding modification of the second aspect, the collision avoidance device is further operable to continuously analyze a risk situation and update a parallel collision avoidance scheme based on the analysis.

[0023] According to another modification of the first aspect, the method further comprises updating an unselected collision avoidance scheme based on progress in accordance with the selected collision avoidance scheme.

[0024] According to a corresponding modification of the second aspect, the collision avoidance device is further operable to update an unselected collision avoidance scheme based on progress in accordance with the selected collision avoidance scheme.

[0025] Accordingly, the unselected collision avoidance scheme may be updated based on the progress of a first vessel along the path of the selected collision avoidance scheme.

[0026] Updating of the parallel collision avoidance scheme may additionally be performed where the situation develops in a manner different from expected, such as where collision risk remains, or where a new collision risk is introduced during use of the selected collision avoidance scheme.

[0027] According to a further modification of the first aspect, the method further comprises analyzing each of the parallel collision avoidance schemes and determining a primary collision avoidance scheme based on the analysis.

[0028] According to a corresponding modification of the second aspect, the collision avoidance device is further operable to analyze each of the parallel collision avoidance schemes and determine a primary collision avoidance scheme based on the analysis.

[0029] Further analysis may involve ranking collision avoidance schemes according to ranking criteria, where the primary collision avoidance scheme is the highest-ranked collision avoidance scheme.

[0030] Ranking criteria can take into account factors such as energy efficiency, safety, and time.

[0031] The ranking can be further adjusted by the operator.

[0032] The primary collision avoidance scheme may be further determined based on selection criteria such as priority, vessel type, and / or circumstances.

[0033] The selection may include automatic selection of the primary collision avoidance scheme.

[0034] According to yet another variation of the first embodiment, the method further comprises receiving a selection of a collision avoidance scheme made by an operator, the selection of a collision avoidance scheme comprising selecting a collision avoidance scheme by this selection for use when performing collision avoidance.

[0035] According to a corresponding modification of the second embodiment, the collision avoidance device is further operable to receive a selection of a collision avoidance scheme made by an operator, and when a collision avoidance scheme is selected, the collision avoidance device is operable to select a collision avoidance scheme in accordance with this selection for use when performing collision avoidance.

[0036] The current path along the route may be accompanied by a path within the first channel, and at least one of the parallel collision avoidance schemes may involve a change of direction. At least one collision avoidance scheme may, additionally or alternatively, involve a change of course inside the first channel.

[0037] At least one collision avoidance scheme may involve deviating from the first course. At least one collision avoidance scheme may additionally or alternatively involve changing course from the first course to the second course.

[0038] The first route may pass through one side of the element in the water, and the second route may pass through the other side of the element, and the element may be any of the aforementioned types of object.

[0039] At least one collision avoidance scheme may involve a change in the speed of the first vessel. Additionally or alternatively, at least one collision avoidance scheme may involve bringing the first vessel to a stop.

[0040] At least one collision avoidance scheme may involve performing an unregulated turn, which may not adhere to standardized rules such as the turn rules by COLREG.

[0041] At least one collision avoidance scheme may have tolerance settings for the time, distance, and / or speed to an object that the first vessel is at risk of colliding with, and these tolerance settings may be set based on the type of vessel and / or the circumstances.

[0042] At least one tolerance may be linked to the aforementioned later position and / or future point in time. At least one tolerance may be further linked, in some cases, to the nearest permissible distance of the first vessel to the object, along with the maximum permissible speed.

[0043] Where used herein, the term “equipped with / possessing” is used to identify the presence of a described feature, step, or component, but it should be emphasized that it does not exclude the presence or addition of one or more other features, steps, components, or groups thereof. [Brief explanation of the drawing]

[0044] The present invention will be described in more detail with reference to the accompanying drawings. [Figure 1] Figure 1 schematically shows a first method for realizing a collision avoidance device. [Figure 2] Figure 2 shows a computer program product in the form of a CD-ROM containing computer program code used to implement a collision avoidance device. [Figure 3] Figure 3 schematically shows a first vessel equipped with a collision avoidance device, a ship navigation control device, a display, and a sensor unit. [Figure 4] Figure 4 schematically shows the first vessel proceeding along its original route and several alternative routes, following several collision avoidance schemes to avoid a collision with another vessel. [Figure 5] Figure 5 shows a flowchart of several method steps in a first embodiment of a method for assisting an operator in collision avoidance of a first vessel. [Figure 6] Figure 6 shows a flowchart of several method steps in a second embodiment of a method for assisting an operator in avoiding a collision of a first vessel. [Modes for carrying out the invention]

[0045] The following description includes specific details, such as particular architectures, interfaces, and techniques, for illustrative purposes only, not limitation, to provide a complete understanding of the invention. However, it will be apparent to those skilled in the art that the invention can be implemented in other embodiments departing from these specific details. In other examples, detailed descriptions of well-known devices, circuits, and methods are omitted so as not to obscure the description of the invention with unnecessary details.

[0046] The aspects of this disclosure concern collision avoidance.

[0047] Figure 1 schematically shows one implementation of the collision avoidance device CAD10. In this example, the collision avoidance device 10 comprises a processor PR12 and a data storage device 14 having computer program instructions or computer program code 16 that, when executed by the processor 12, perform the collision avoidance function. There is also a communication interface CI18. The communication interface 18 may include a computer communication section, which may be an Ethernet® interface for connecting to a local area network (LAN), for example, a LAN installed on a ship. It should be understood that the communication interface 18 may also include a wireless communication section having a transceiver for wireless communication.

[0048] Therefore, the collision avoidance device 10 may include a processor 12 having associated program memory 14 containing computer program code 16 for performing the collision avoidance function.

[0049] The computer program may be provided, for example, via a computer program product in the form of a computer-readable storage medium or data carrier, such as a CD-ROM or memory stick, which holds such a computer program having computer program code that, when loaded into a processor, performs collision avoidance functions. One such computer program product in the form of a CD-ROM 20 having the computer program code 16 described above is schematically shown in Figure 2. Such a computer-readable storage medium may also be called a non-temporary storage medium.

[0050] It may be advantageous for the collision avoidance device 10 to be installed inside the first vessel.

[0051] Figure 3 schematically shows a first vessel V1 22 equipped with a collision avoidance device CAD 10. The first vessel 22 may further include at least one sensor. In the example in Figure 3, the first vessel 22 includes a sensor unit SU 24. It also includes a ship navigation control device VNCD 26 and a display D 28. The ship navigation control device 26 may be implemented via a processor operating on software in memory, similar to the collision avoidance device 10. The ship navigation control device 26 may be provided via the same processor and memory as the collision avoidance device 10. Alternatively, the ship navigation control device 26 may be provided via a separate processor / memory combination. These devices may be further interconnected using a LAN. It should be understood that LAN is just an example, and other communication methods such as fieldbus technology, wireless technology, and serial communication are also possible.

[0052] The sensor unit SU24 may include one or more sensors that sense the surroundings of the first vessel 22 in a body of water. It may also include sensors for measuring relevant quantities such as the vessel's speed and direction of travel. It may also include functions for collecting sensor data such as radar echoes, LiDAR images, ultrasonic echoes, and / or camera images. The sensor unit may further include underwater sensors such as sonar sensors. The first vessel 22 may also be equipped with a ship tracking system such as AIS, which is an acronym for Automatic Identification System. In this case, the sensor unit 24 may be equipped with an AIS transponder. AIS is just one example of a transponder that provides "oracle"-like information from specific objects such as ships, route markers, and navigation hazards. Another example is a VHF data exchange system (VDES), where VHF is an acronym for Very High Frequency. The sensor unit 24 may further include a ship positioning system, a wind sensor, and a compass.

[0053] Figure 4 schematically shows an electronic chart (ENC) indicating that the first vessel V1 22 is moving along the original route OR of the waters in the current course, which is created in the first course F1 on one side of an element, object, or obstacle, where the element, object, or obstacle is a stationary object in the form of an island ISL. There is also a second course F2 branching off from the first course F1, which passes on the opposite side of the element. Thus, the first course F1 passes on one side of the element in the waters, and the second course F2 passes on the other side of the element.

[0054] The ship navigation control device 26 may be configured to autonomously operate the first ship. For example, the first ship 22 can be operated to follow the original route OR at a speed that can vary within a speed envelope defined by the operator of the first ship 22. Thus, the ship navigation control device 26 can control the movement of the first ship along the original route OR, and the operator simply monitors its progress. The collision avoidance device 10 then processes collision detection and collision avoidance (CDCA).

[0055] One aspect that distinguishes collision detection and avoidance in marine applications from those in other applications, such as automotive applications, is time. In the automotive sector, risky situations often occur so quickly that there is no time for any kind of "dialogue" between the human and the collision detection and avoidance system. However, in maritime applications, risky situations are typically detected from minutes to hours before a potential collision occurs. Therefore, there is often ample time for interactive dialogue between the human and the machine.

[0056] It should be understood that the collision avoidance device 10 may be capable of collision detection and collision avoidance even when the operator controls the progress of the first vessel 10 along the original route OR, that is, when the vessel navigation control device 26 is not being used.

[0057] CDCA essentially mimics the risk assessment and decision-making procedures of a human navigator, enabling safe and efficient vessel operation while taking action to avoid collisions with grounded, static, and dynamic obstacles or objects.

[0058] Collision detection and collision avoidance may operate according to different stages, the first of which may involve collecting sensor data on which collision detection and collision avoidance are based; the second of which involves analyzing the data to determine where and if collision risks exist; the third of which involves determining where the decision will be made; and the fourth of which involves implementing the decision. These stages may be carried out in different boxes. Furthermore, the stages described above are merely examples of ways in which the operation can be divided. It should be understood that other ways of dividing the operation may exist.

[0059] Human decision-making is inherently multi-purpose. Human decision-makers can create alternative scenarios and evaluate them against each other. To date, CDCA for autonomous navigation or conventional navigation advice has been based on a single purpose and therefore provides a single recommendation. Furthermore, CDCA considers only the inputs captured by mathematical models and algorithms from sensor units. Therefore, it does not consider human judgments of the overall state, the progression of the situation ahead, or knowledge of local phenomena such as strong currents.

[0060] When a human navigator makes a decision to perform a collision avoidance maneuver in a navigation situation, the navigator considers multiple factors and several possible scenarios before performing the maneuver. The choice of action may depend on a comprehensive consideration of local phenomena, information received from radio communications, or other experience-based information that cannot be incorporated into measurements of a mathematical representation of the situation based on existing sources.

[0061] An important aspect of autonomous or semi-autonomous navigation is CDCA. This utilizes electronic charts and planned routes, along with input from sensor units 24 such as AIS, radar, cameras, positioning, wind, and compass, to assess whether collision avoidance action is necessary. The practical adoption of such systems today can only be done in a way that a human operator is responsible for safe actions. This means that a human operator must be aware of the situation and have the means to take command in all circumstances.

[0062] In safe navigation, the ability to accurately interpret the situation is crucial. This interpretation can influence the safest and most efficient way to perform possible avoidance maneuvers to mitigate the risk of collision or grounding. Typically, in a COLREG (International Regulations for Collision Prevention at Sea) situation, the yielding vessel is primarily expected to adjust its course. However, the human operator must consider the overall situation based on several alternatives: 1. Adjust the course, but do not adjust the speed. 2. Adjust the speed, but do not adjust the course. 3. Adjust speed and course. 4. Stop and wait. 5.Sudden stop And so on.

[0063] The practical selection of alternatives for human operators may depend on knowledge of local conditions, anticipated situations (which may not yet be visible), the conditions and capabilities of other vessels, and weather. In an ideal world, a CDCA system would have equivalent information about the situation, but in reality, human perception, memory, knowledge, and communication abilities allow us to acquire information that is not available to computers today.

[0064] In more complex situations, there may be more alternatives, such as choosing an alternative route, selecting a smaller tolerance based on the interpreted situation, choosing a non-COLREG operation based on one or more target types and navigation conditions (e.g., turning left instead of right), or leaving the route (but remaining within safe waters).

[0065] For human operators, it can be difficult to simultaneously assess which actions are feasible (meaning they lead to situations where the distance to the waterway / safe waters and other vessels / obstacles is within an acceptable tolerance). Existing collision avoidance systems, on the other hand, calculate and present a single option at a time. If the CDCA has a misinterpretation of the situation, the given advice or action may be completely wrong and useless. Therefore, the resulting action may lead to a dangerous situation, or alternatively, require manual control by a human operator. The embodiments described herein allow for maintaining an autonomous mode and enable the operator to potentially influence the actions of the CDCA system without having to switch to manual control. Having a way to influence system behavior and ensure safe operation without having to fully intervene in manual control is a prerequisite for achieving a higher level of automation that does not require continuous human supervision. However, the embodiments described herein can also be applied to conventional vessels to enhance the safety, comfort, and efficiency of work while reducing the workload on the crew.

[0066] Typically, when multiple objectives are considered in an existing CDCA system, they employ a collision avoidance algorithm based on sequential calculation of collision avoidance maneuvers by selecting objectives from a predetermined list until the vessel's trajectory is safe. The first objective that yields a safe solution is selected. Objectives are usually in a prioritized list: 1. Adjust the course 2. Adjust the speed 3. Adjust the course and speed. 4.Sudden stop / emergency situation

[0067] Furthermore, objectives related to energy efficiency, safety, and time may exist. Therefore, it is possible to have energy consumption objectives, duration objectives, and / or safety objectives. The energy consumption objective may be a minimum energy consumption objective, the time objective may be a minimum time objective, and the safety objective may be a maximum safety objective. The minimum energy consumption objective may be having additional consumption that is the smallest compared to the energy consumption of the original route, the minimum time objective may be having additional time required that is the smallest compared to the time of the original route, and the safety objective may be having safety that has the maximum safety tolerance for the object.

[0068] While this leads to safe and efficient collision avoidance, it also relies on the DCCA to correctly interpret the situation, and does not give the human operator (i) an understanding of what other options are available and (ii) additional insight / possibilities to adjust the behavior in the current situation. In principle, the human operator can adjust the parameters online, but when in the midst of a collision avoidance situation, the focus is on the situation itself, not on what parameters the system should have.

[0069] The nature of this disclosure is intended to improve this situation.

[0070] How this can be done is also illustrated with reference to Figure 5, which shows a flowchart of several method steps in a first embodiment of a method for assisting an operator in collision avoidance of a first vessel moving along a current path along the original route OR of a body of water, these steps being performed by a collision avoidance device 10.

[0071] This method may also be initiated by the collision avoidance device 10 detecting a risk situation in the first vessel 22, S100, where this risk situation involves the possibility of collision with an object.

[0072] The object may be an object on the water, in the water, or underwater.

[0073] The object may be a floating object such as a buoy or another vessel. It may also be a navigational hazard such as an iceberg, but it may also be a shoal, the ground, or a virtual no-go zone (as determined, for example, by the operator). Objects on the water may be a crane, bridge, platform, terminal tunnel, or gangway. Objects underwater may be a dock, island, reef, buoy, raft, and other vessels. Objects below the water may be reefs, underwater rocks, and, where the seabed is shallow, parts of the seabed.

[0074] For stationary objects such as islands or reefs, risk situation detection may involve determining the object's location by considering sensor data such as radar echoes, LiDAR images, and camera images, positioning data, and electronic charts. Observations can also be collected from third-party sources that may not be onboard the vessel (such as intelligent navigational aids), and small objects such as buoys, floating platforms / pontoons, floating containers, debris, logs, and fishing nets can also be analyzed in this manner. The same type of analysis is possible for slowly moving objects such as boats, kayaks, canoeists, and swimmers. For small boats moving at a certain speed, such data can be additionally used to predict the boat's direction and speed. Larger vessels can use AIS to transmit information about their position, speed, and direction of travel. Shallow waters (waters with a risk of grounding) and restricted areas (geofenced areas) may be determined based on self-positioning and electronic chart data. Human operators can even have and capture data on objects as virtual objects.

[0075] This data may be used to determine whether the first vessel 22 is at risk of colliding with an object, and the determination of the collision risk will, of course, also take into account the position, direction of travel, and speed of the first vessel 22. Knowledge of wind may also be used.

[0076] It can be observed that the object or obstacle that may collide is not necessarily another vessel, but could be another floating object such as a buoy, canoe, fishing net, or person. The object or obstacle may also be a stationary or fixed object such as an island or reef.

[0077] In the example given in Figure 4, the risk of collision is the risk of collision with another vessel OV30, which may be detected as having a course and speed such that the other vessel 30 crosses the course of the first vessel 22 along its original route OR. In this case, the crossing may additionally occur within the point of closest approach (CPA) to the other vessel. Alternatively, the risk of collision may be linked to the distance to the point of closest approach (DCPA) and / or the time to the point of closest approach (TCPA).

[0078] It should be noted that the CPA does not need to be represented as a single point. Instead, it may be represented by a probability distribution or area that defines a likely location of the CPA with acceptable uncertainty. Furthermore, the CPA may be calculated based on a known future path that may include already determined maneuvers and turns according to the planned route.

[0079] Furthermore, predicting the future position of other vessels may be based on methods far more complex than simply assuming a constant speed and course.

[0080] After the risk of collision is determined, the collision avoidance device 10 then determines several parallel collision avoidance schemes S110.

[0081] Alternatives may involve adjusting speed, adjusting direction, or adjusting both speed and direction. Alternatives may also involve stopping or making an emergency stop.

[0082] The alternative may further involve performing non-COLREG operations, which are operations that do not conform to COLREG rules. Thus, at least one collision avoidance scheme may involve performing an unregulated turn, which may not conform to standardized rules such as the COLREG turning rules. This may involve making a left turn, for example, which may be beneficial when encountering a sailing ship or fishing vessel.

[0083] Alternatives may also involve changing different parameters related to the object, such as changing tolerances. Tolerances may be expressed in terms of time and / or distance. For example, an operation may be initiated based on a tolerance for a specific time / distance, such as a certain number of minutes before a collision. There may also be tolerances relating to the extent to which the first vessel is allowed to pass the object, and these tolerances may also depend on speed, with close passing being at a low speed. Thus, at least one tolerance may be linked to a later position and / or future point in time. Later positions and future points in time will be discussed further later. At least one tolerance may be further linked to the nearest tolerance distance of the first vessel to the object, along with possibly a maximum tolerance speed, and the nearest tolerance distance may be linked to the CPA. Tolerances may also include CPA, DCPA, and / or TCPA. For example, depending on the type / situation of the vessel, it may be possible to use a standard tolerance with respect to the distance to other vessels, or depending on the type / situation of the vessel, to use a smaller tolerance with respect to the distance to other vessels.

[0084] Alternatives may include staying firmly in the first channel F1, deviating from the first channel F1 but remaining in safe waters, or choosing an alternative route such as going east or west of the island.

[0085] Furthermore, there may be "early avoidance" behaviors in which very small speed and / or course changes are made very early to avoid the entire encounter situation. While this may be beneficial in the open ocean where it is desirable to stay far away from other vessels, the ability to actually perform COLREG operations in encounter situations remains interesting.

[0086] Therefore, at least one of the parallel collision avoidance schemes may involve a change of direction of travel. Additionally or alternatively, at least one collision avoidance scheme may involve a change of course inside the first channel F1. At least one collision avoidance scheme may involve leaving the first channel F1. Additionally or alternatively, at least one collision avoidance scheme may involve changing course from the first channel F1 to another channel such as the second channel F2. At least one collision avoidance scheme may involve a change of speed of the first vessel 22. Additionally or alternatively, at least one collision avoidance scheme may involve bringing the first vessel to a stop.

[0087] In general, a collision avoidance scheme can be any of the types described above. Therefore, a collision avoidance scheme can be any of the alternatives described above. However, in the example in Figure 4, there is a first collision avoidance scheme CAS1, a second collision avoidance scheme CAS2, a third collision avoidance scheme CAS3, and a fourth collision avoidance scheme CAS4. In this example, all collision avoidance schemes involve a change of route; the first scheme CAS1 involves a change of route that includes staying firmly within the first channel F1, the third scheme CAS3 also involves a change of route and speed that is within the first channel F1 but closer to its edge, the second scheme CAS2 involves a change of course from the first channel F1 while still remaining in safe waters, and the fourth scheme CAS4 involves a change from the first channel to the second channel to pass on the side of a different island ISL than the side of the island ISL through which the first channel F1 passes.

[0088] Each parallel collision avoidance scheme may also start from a corresponding starting position within the current path of the route, and the starting position may be the current position at the present moment or a later position at a future point in time. The starting positions may be the same. Thus, each scheme may have the same starting position, or one or more of the schemes may have different starting positions.

[0089] Having a starting position later in the future can be advantageous. This allows for the detection of the situation ahead and the planning of different collision avoidance schemes, along with alternative evasive actions, minutes or nautical miles in advance of their implementation.

[0090] After determining a different scheme, the collision avoidance device 10 presents the collision avoidance schemes CAS1, CAS2, CAS3, and CAS4 to the operator in S120. This presentation can be made by displaying the schemes on the display 28 using an electronic chart.

[0091] Furthermore, the collision avoidance device 10 selects one of the collision avoidance schemes to avoid a collision with an object S130. The selection may be preceded by receiving a selection of collision avoidance schemes from the operator. In this case, the scheme selected by the collision avoidance device is the scheme selected by the operator. Alternatively, the collision avoidance device 10 may make a scheme selection independently of the operator. As an example, it may analyze each of the parallel collision avoidance schemes and determine a primary collision avoidance scheme based on the analysis. In this case, the analysis may further comprise ranking the collision avoidance schemes according to ranking criteria, where the primary collision avoidance scheme is the highest-ranked collision avoidance scheme. The primary collision avoidance scheme may be determined based on selection criteria such as priority, ship type, and / or situation. For example, a ship owner or operator may have guidelines specifically defined in their ISM (International Safety Management) procedures that define, for example, how to deal with encountering a certain type of ship. For example, a passenger ship would normally want to yield to a large oil tanker (and react very early with a large tolerance), regardless of the condition of the oil tanker. Furthermore, in some ports, certain vessels may have priority. Cruise ferries, for example, may have priority over other vessels in some ports, meaning that other vessels must generally yield the right of way. Alternatively, or instead, one or more of the aforementioned objectives may be considered.

[0092] Ranking criteria may also take into account factors such as energy efficiency, safety, and time.

[0093] Therefore, the selection may include an automatic selection of the primary collision avoidance scheme. It can also be mentioned that the operator may be able to adjust the ranking.

[0094] Therefore, the collision avoidance device 10 can always anticipate the operator's selection before initiating the execution of a collision avoidance operation, which is the case for a Level 2 automated system where the decision is always made by a human. Alternatively, the collision avoidance device 10 may have a default priority list of collision avoidance schemes that the operator can influence, and the collision avoidance device will always automatically choose to execute the first scheme from that list, i.e., the primary collision avoidance scheme, but will also indicate other safe alternative schemes. The operator can then freely change from the automatically selected scheme to another safe alternative. The default priority list may be based on a ranking that is performed according to ranking criteria.

[0095] After a scheme is selected, the collision avoidance device 10 then performs collision avoidance according to the selected collision avoidance scheme S140. This may involve operating the vessel or issuing commands to the vessel navigation control device 26 in order to operate the vessel according to the selected collision avoidance scheme.

[0096] Furthermore, the collision avoidance device 10 displays the progress of the first vessel 22 according to the selected collision avoidance scheme, along with the unselected collision avoidance schemes, in S150. This can be done again by displaying it on the display 28 using an electronic chart. The progress of the first vessel 22 according to the selected collision avoidance scheme may be the progress of the first vessel along the route of the selected collision avoidance scheme, which may be along the original route or an alternative route. For this purpose, the collision avoidance device 10 may update the unselected collision avoidance schemes based on the progress according to the selected collision avoidance scheme. This may involve updating the unselected collision schemes based on the progress of the first vessel along the aforementioned route of the selected collision avoidance scheme. This also allows the collision avoidance device 10 to continuously analyze the risk situation and update the parallel collision avoidance schemes based on the analysis.

[0097] Parallel collision avoidance schemes may be updated additionally if circumstances develop in unexpected ways, such as when a collision risk remains or when new collision risks are introduced while the selected collision avoidance scheme is in use.

[0098] As described above, the presentation of the collision avoidance scheme may, advantageously, be a display of the collision avoidance scheme, and the presentation of the first vessel's progress may be a display of the first vessel's progress on the aforementioned display. However, it should be understood that the presentation can be done on mobile / other wireless / remote devices using other image rendering devices such as AR / VR glasses, or even through projection onto a window / transparent display. The presentation can also be done by means other than display, such as through natural language communication. The operator can use any of a number of input devices to communicate with the collision avoidance device in a similar manner. Thus, the operator can use physical input devices such as a touchscreen, keypad, or keyboard. The operator can also use physical gestures or natural language, etc.

[0099] The proposed multi-purpose approach allows for the calculation of several scenarios with different sets of actions and objectives, presenting them as alternatives for the operator. The operator can then ultimately determine which scenario is best, considering aspects not necessarily considered by the collision avoidance device 10. Alternatively, the operator can allow the collision avoidance device 10 to select a collision avoidance scheme, and then change the scheme if the selected scheme is unsatisfactory. This latter change can be made even if the selected scheme was the one initially selected by the operator.

[0100] Furthermore, as the first vessel proceeds according to the selected scheme, the operator can verify whether any of the alternatives are better than the selected scheme by updating the unselected schemes. In this case, the operator can further switch to the better alternative. Thus, even after the selected scheme has been used, a safe and reasonable alternative scheme can be maintained.

[0101] Therefore, after the vessel has begun operating according to the selected collision avoidance scheme, the collision avoidance device 10 may receive a selection of another collision avoidance scheme from the operator and change to the newly selected collision avoidance scheme, which may involve operating the vessel or commanding the vessel navigation control device 26 to operate according to the newly selected collision avoidance scheme.

[0102] A second embodiment will now be described with reference to Figure 6. Figure 6 shows a flowchart of several method steps in the second embodiment of a method for assisting the operator in collision avoidance in the current path along the original route OR, these steps being performed by the collision avoidance device 10.

[0103] This method can be restarted by the collision avoidance device detecting a risk situation with respect to the first vessel 22 S200, which involves the possibility of collision with an object such as another vessel OV30. This can be done by any of the methods disclosed in the first embodiment.

[0104] After the risk of collision is determined, the collision avoidance device 10 then determines several parallel collision avoidance schemes S210, the collision avoidance schemes may be any of the types described in relation to the first embodiment, for example, the first, second, third, and fourth collision avoidance schemes CAS1, CAS2, CAS3, and CAS4.

[0105] Here, each parallel collision avoidance scheme may start from a corresponding starting position in the current path of the route, and the starting position may be the current position at the present moment or a later position at a future point in time. The starting positions may be different from each other or may be the same.

[0106] The collision avoidance device 10 also analyzes each of the parallel collision avoidance schemes in S220 and determines the primary collision avoidance scheme based on the analysis in S230.

[0107] The analysis can involve ranking collision avoidance schemes according to ranking criteria, where the primary collision avoidance scheme is the highest-ranked collision avoidance scheme. The primary collision avoidance scheme may be determined based on selection criteria such as priority, vessel type, and / or circumstances, and the same principles described above may be applied. Ranking may, for example, be based on the probability of collision, with the scheme having the lowest probability of collision having the highest rank. For example, the first collision avoidance scheme CAS1 may be the highest-ranked primary collision avoidance scheme, the second collision avoidance scheme CAS2 may be the second-highest-ranked scheme, the third collision avoidance scheme CAS3 may be the third-highest-ranked scheme, and the fourth collision avoidance scheme CAS4 may be the fourth-highest-ranked scheme. Ranking may also be based on other factors such as energy consumption, time, and safety tolerance.

[0108] Subsequently, the collision avoidance device 10 presents the collision avoidance schemes CAS1, CAS2, CAS3, and CAS4 to the operator in S240, which may be done again by displaying them on the display 28 using an electronic chart. Ranking, in particular which schemes are primary collision avoidance schemes, may be reflected in the presentation. The operator may also change or adjust the priorities.

[0109] In this embodiment, the operator further selects which collision avoidance scheme should be used, and thus the collision avoidance device 10 receives the scheme selection made by the operator S250, and then selects the scheme selected by the operator so that in the first selection, it is the collision avoidance scheme to be used to avoid a collision S260.

[0110] After a scheme, for example, a first collision avoidance scheme CAS1, is selected, the collision avoidance device 10 then performs collision avoidance according to the selected scheme S270, which may involve operating the vessel according to the selected collision avoidance scheme, or commanding the vessel navigation control device 26 to operate the vessel.

[0111] Here again, the collision avoidance device 10 displays the progress of the first vessel 22 according to the selected collision avoidance scheme, along with the unselected collision avoidance scheme, which may again be displayed on the display 28 using an electronic chart.

[0112] Furthermore, the collision avoidance device 10 updates any unselected collision avoidance schemes based on the progress according to the selected collision avoidance scheme. The collision avoidance device 10 can also continuously analyze the risk situation and update parallel collision avoidance schemes based on the analysis.

[0113] Here, the parallel collision avoidance scheme may also be updated if the situation develops in a way that is different from what was anticipated, such as when the risk of collision remains or when a new risk of collision is introduced while the selected collision avoidance scheme is in use.

[0114] After the first vessel has begun operating according to the first selected collision avoidance scheme, the collision avoidance device 10 may receive a selection of another collision avoidance scheme from the operator and change to the newly selected collision avoidance scheme, which may involve operating the vessel or commanding the vessel navigation control device 26 to operate the vessel according to the newly selected collision avoidance scheme.

[0115] Therefore, the collision avoidance device 10 simultaneously calculates several alternative feasible behaviors for the first vessel 22, presents them to the human operator, selects a primary behavior based on criteria (which may depend on priority, vessel type, situation, etc.), allows the human operator to select one of the feasible behaviors, and continuously maintains alternative behaviors as the situation evolves.

[0116] Alternatives can be determined based on the following (non-exclusive list): 1. Different purposes, for example a. Adjust the speed b. Adjust the direction of travel c. Adjusting speed and direction of travel d.Stop c.Emergency stop f. Perform a "non-COLREG action" (for example, turn left. This may be useful when encountering a sailing ship, fishing boat, etc.). 2. Different sets of parameters a. Standard tolerances for distance to other vessels, depending on the type / circumstances of the vessel. b. Smaller tolerance regarding distance to other vessels, depending on the type / circumstances of the vessel. c. Stay firmly in the shipping lane. d. Accept deviation from the shipping lane but remain in safe waters. 3. Selection of an alternative route a. For example, going east from the island b. For example, going west from the island

[0117] Therefore, several different alternatives for handling a collision risk situation may be visualized simultaneously for the operator, and the operator may be able to select the most preferred of the alternatives based on the operator's interpretation of the collision risk situation, rather than the collision avoidance device providing only one alternative. Feasible alternatives may be continuously maintained / updated based on the progression of the collision risk situation. The alternatives may also include different sets of “safety parameters” that allow the user to mitigate the situation with a controlled increase in risk (e.g., accepting that the first vessel moves away from the course it is traveling).

[0118] The selected collision avoidance scheme may lead to an unsafe situation. This could happen if another vessel does something unexpected, or if yet another vessel is detected, the latter potentially being blocked by, for example, an island or another vessel. It could also happen if the CDCA system begins to estimate the vessel state in a different way (for example, if two sensors begin to pick up an object instead of one, which is more reliable). In this case, the collision avoidance device can operate as it did before, i.e., it can detect the hazard, recalculate / reconstruct the updated situation with all alternatives, and, if necessary, select the best / highest priority.

[0119] In international ocean voyages, no vessel remains completely autonomous for extended periods. Therefore, operators will have a significant role to play in the future when using collision avoidance devices. It is crucial to present alternatives to make collision avoidance devices as useful as possible for operators. There are several reasons for this: 1. Operators may possess implicit information that is not captured by any digital source, such as collision risk conditions, operating area, weather, ocean currents, and the behavior of other vessels. 2. Collision avoidance devices may misinterpret the situation, and therefore the first or primary alternative may be incorrect or ineffective. 3. A good captain typically has one or more backup plans to enable safe mitigation of collision risk situations, even if the primary assumptions fail or the situation unfolds differently than anticipated. By presenting the operator with several scenarios, even if they have different safety margins, the operator can remain continuously aware of the remaining safe options in collision risk situations.

[0120] The multi-scenario feature for collision avoidance is far more useful for users in complex situations.

[0121] 85 to 95 percent of maritime accidents are caused by some form of human error. Many people have insufficient situational awareness and interpretation. Intelligent decision support tools that enable users to deal with complex situations in a safe and efficient manner enhance safety and enable fuel savings due to better prediction of complex situations.

[0122] The multi-scenario solution for collision avoidance enables novel collision avoidance advisory functions, but also allows for more interactive semi-autonomous functions, where the operator's role is not based on the current concept of autonomy, but rather on selecting the best option from different alternatives, with the operator using a single solution provided by the collision avoidance device or replacing manual control.

[0123] Although the present invention has been described in relation to what is currently considered the most practical and preferred embodiment, it should be understood that the present invention is not limited to the disclosed embodiment, but rather is intended to encompass a variety of modifications and equivalent configurations. Therefore, the present invention is limited only to the following claims.

Claims

1. A method to assist an operator in avoiding a collision of a first vessel (22) moving along a current path along a waterway route (OR), the method being performed by a collision avoidance device (10), To detect the risk situation of the first vessel (22) which involves the possibility of collision with an object (30) (S100, S200), The number of parallel collision avoidance schemes (CAS1, CAS2, CAS3, CAS4) is determined (S110; S210), Presenting the aforementioned collision avoidance schemes (CAS1, CAS2, CAS3, CAS4) to the operator (S120; S240), Selecting one of the aforementioned collision avoidance schemes (S130; S260), To perform collision avoidance according to the selected collision avoidance scheme (S140; 270), A method comprising displaying the progress of the first vessel (22) in accordance with the selected collision avoidance scheme along with the unselected collision avoidance scheme (S150; S280).

2. The method according to claim 1, further comprising continuously analyzing the risk situation and updating the parallel collision avoidance scheme based on the analysis.

3. The method according to claim 1 or 2, further comprising updating the unselected collision avoidance scheme based on the progress according to the selected collision avoidance scheme (S290).

4. The method according to any one of claims 1 to 3, further comprising analyzing each of the parallel collision avoidance schemes (S220) and determining a primary collision avoidance scheme based on the analysis (S230).

5. The method according to claim 4, wherein the selection comprises automatic selection of the primary collision avoidance scheme.

6. The method according to any one of claims 1 to 4, further comprising receiving a selection of a collision avoidance scheme made by the operator (S250), and selecting the collision avoidance scheme (S260), wherein the collision avoidance scheme is selected according to the selection for use when performing collision avoidance.

7. The method according to any one of claims 1 to 6, wherein the current path along the route (OR) is accompanied by a path in the first course (F1), and at least one of the parallel collision avoidance schemes (CAS1, CAS2, CAS3, CAS4) involves a change of direction of travel.

8. The method according to claim 7, wherein at least one collision avoidance scheme (CAS1, CAS3) involves a change of course inside the first flight path (F1).

9. The method according to claim 7 or 8, wherein at least one collision avoidance scheme (CAS2, CAS4) involves deviating from the first course (F1).

10. The method according to any one of claims 7 to 9, wherein at least one collision avoidance scheme involves changing course from the first course (F1) to the second course (F2).

11. The method according to any one of claims 1 to 10, wherein at least one collision avoidance scheme involves a change in the speed of the first vessel (22).

12. The method according to any one of claims 1 to 11, wherein at least one collision avoidance scheme involves stopping the first vessel (22).

13. The method according to any one of claims 1 to 12, wherein at least one collision avoidance scheme involves performing an unregulated turn.

14. The method according to any one of claims 1 to 13, wherein at least one collision avoidance scheme has tolerances relating to time, distance, and / or speed to an object (30) that the first vessel (22) is at risk of colliding with, and the tolerances are set based on the type of vessel and / or circumstances.

15. A collision avoidance device (10) for assisting an operator in avoiding a collision of a first vessel (22) moving along a current path along a water route (OR), wherein the collision avoidance device (10) comprises a processor (12), and the processor (12) The risk situation of the first vessel (22) involving the possibility of collision with an object (30) is detected, Determine the number of parallel collision avoidance schemes (CAS1, CAS2, CAS3, CAS4), The collision avoidance schemes (CAS1, CAS2, CAS3, CAS4) are presented to the operator. Select one of the aforementioned collision avoidance schemes, Collision avoidance is performed according to the selected collision avoidance scheme. A collision avoidance device (10) is operable to display the progress of the first vessel (22) in accordance with the selected collision avoidance scheme, along with the unselected collision avoidance scheme.

16. A first vessel (22) equipped with the collision avoidance device according to claim 15.

17. A computer program for assisting an operator in collision avoidance of a first vessel (22) moving along a current path along a waterway route (OR), wherein the computer program comprises computer program code (16), and when the computer program code (16) is executed by the processor (12) of the collision avoidance device (10), the processor (12) receives The system detects the risk situation of the first vessel (22) that involves the possibility of collision with an object (30), Determine the number of parallel collision avoidance schemes (CAS1, CAS2, CAS3, CAS4). The operator is asked to present the collision avoidance scheme (CAS1, CAS2, CAS3, CAS4), Select one of the aforementioned collision avoidance schemes. The collision avoidance is performed according to the selected collision avoidance scheme. A computer program that displays the progress of the first vessel (22) in accordance with the selected collision avoidance scheme, along with the unselected collision avoidance scheme.

18. A computer program product for assisting an operator in collision avoidance of a first vessel (22) moving along a current path along a waterway route (OR), wherein the computer program product comprises a data carrier (20) having the computer program code (16) described in claim 17.

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