Collision avoidance maneuvering system for autonomous single-propeller, dual-rudder ships

Abstract

To secure safe navigation of a self ship by determining a collision risk of the self ship in a warning sea area expanded in a peripheral sea area of the self ship when a collision risk occurs in a ship.SOLUTION: When a collision risk determination unit 301 determines that a collision occurs, an alarm device 302 issues an alarm to a land ship steering support center B, an emergency ship steering unit 303 performs hovering ship steering after emergency stop ship steering, and the land ship steering support center B allows a navigation safety determination unit 408 to quickly guide a main ship to a main ship safety zone by determining a main ship interference zone and the main ship safety zone by another ship based on dual information of horizontal information of a radar image and information from above a satellite image.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a collision avoidance maneuvering system for an autonomous single-propeller, dual-rudder ship equipped with an emergency control function, and relates to technology that can prevent collisions in an emergency and quickly confirm the safety of navigation. [Background technology]

[0002] Conventionally, a ship steering device is disclosed, for example, in Patent Document 1. This is an automatic control device for a ship having a twin rudder system in which a pair of rudders are provided symmetrically behind one propeller with respect to the propeller axis, or a twin rudder system in which one rudder is provided behind each of two propellers.

[0003] In this automatic control device, the steering command system is composed of an autopilot device and a joystick panel, the autopilot device is composed of a course setting device and a gyrocompass, the joystick panel is composed of a joystick lever, a rudder angle setting device and an emergency stop push button, and the control device system is composed of an automatic calculation device, a joystick unit, a rudder angle setting device and an emergency stop control unit.

[0004] In addition, Patent Document 2 describes an automatic navigation, single-propeller, twin-rudder ship equipped with an emergency control function that allows the ship's original operator to give a command to escape from an abnormal maneuvering state when a ship with automatic navigation function enters an abnormal maneuvering state.The ship has an emergency power cut-off unit that receives an emergency command to stop power supply to the automatic control device, and an emergency maneuvering unit that receives an emergency command to perform hovering maneuvering to keep the ship in place.

[0005] Moreover, in recent years, research has been conducted into methods for determining collision risk for safe navigation in unmanned, autonomous ships with automatic navigation capabilities. [Prior art documents] [Patent documents]

[0006] [Patent Document 1] Patent No. 5213729 [Patent Document 2] Patent Publication No. 2021-91307 Summary of the Invention [Problem to be solved by the invention]

[0007] In the case of a ship equipped with the above-mentioned unmanned autonomous navigation function, if an abnormal maneuver occurs and commands are given by the ship's original operator, it is important for the safe navigation of the ship to quickly obtain information about the navigation conditions of other ships in the surrounding sea area and determine the collision risk of the ship.

[0008] The present invention is devised to solve the above-mentioned problems, and aims to provide a collision avoidance maneuvering system for an autonomous single-propeller, dual-rudder ship that can, when a risk of collision arises for a ship with autonomous navigation function, keep the ship in place to avoid a collision, and can determine the collision risk of the ship in an expanded alert area around the ship, thereby ensuring the safe navigation of the ship. [Means for solving the problem]

[0009] In order to solve the above problems, the collision avoidance maneuvering system for an automatic navigation single-propeller, twin-rudder ship of the present invention is This ship isand a land-based ship-steering support center that monitors and supports the safe navigation of the ship. The ship is equipped with one propeller located at the stern, a pair of left and right high-lift rudders located behind the propellers, a pair of rotary vane steering gears that drive each high-lift rudders, a control device that controls the direction of ship motion by combining the rudder angles of the two high-lift rudders, an emergency control device that controls the direction of ship motion by combining the rudder angles of the two high-lift rudders independently of the control device, a ship radar device, and a transmitting / receiving antenna device. The control device has an automatic control device that autonomously steers the ship, an on-board remote control device that steers the ship by remote control, and an on-board ship-steering switching device that controls switching between the automatic control device and the on-board remote control device. The emergency control device has a collision risk judgment unit, an emergency ship-steering unit, and an alarm device. The collision risk judgment unit judges whether the ship will collide with another ship based on the ship's own ship information and other ship information obtained from the ship radar device, and when it determines that a collision will occur, The on-shore ship maneuvering support center has a communication device and a on-shore ship maneuvering device, and the on-shore ship maneuvering device has a satellite image receiving device that displays satellite images of a wide set warning area around the current position of the ship that exceeds the radar range of the ship radar device when an alarm is received from the ship via the communication device, a on-shore ship maneuvering switching device that instructs the on-shore ship maneuvering switching device of the ship's control device to switch steering power between the automatic control device and the on-shore remote control device via the communication device, and a on-shore remote control device that remotely steers the ship via the on-shore remote control device of the ship.

[0010] In addition, in the collision avoidance maneuvering system for an autonomous single-propeller, dual-rudder ship of the present invention, the land-based maneuvering device is characterized by having an alarm verification device that determines whether the alarm issued by the ship is correct based on radar information from the ship's radar device and satellite images of the set warning area.

[0011] In addition, in the collision avoidance maneuvering system for an autonomous single-propeller, dual-rudder ship of the present invention, the land-based maneuvering device is characterized by having a navigation safety judgment unit that judges the ship's interference zone and the ship's safety zone caused by other ships based on radar information from the ship's ship radar device and satellite images of the set warning area.

[0012] In addition, in the collision avoidance maneuvering system for an autonomous single-propeller, dual-rudder ship of the present invention, the on-shore maneuvering device switches the steering authority to the on-board remote control device using a on-shore maneuvering switching device, remotely steers the ship via the on-shore remote control device, and causes the ship to navigate through the ship safety zone indicated by the navigation safety judgment unit.

[0013] In addition, in the collision avoidance maneuvering system for an autonomous single-propeller, dual-rudder ship of the present invention, the on-shore steering device instructs the ship to navigate the ship safety zone indicated by the navigation safety judgment unit, returns steering control to the ship's automatic control unit via the on-shore steering switching device, and steers the ship using the ship's automatic control unit, causing the ship to automatically navigate through the ship safety zone indicated by the navigation safety judgment unit.

[0014] In the collision avoidance maneuvering system for an automatic navigation single-propeller, dual-rudder ship of the present invention, the navigation safety judgment unit is characterized by comprising a computer equipped with artificial intelligence.

[0015] Furthermore, the satellite images of the designated warning area are characterized by being far-infrared images.

[0016] The warning device also features an automatic identification system that transmits information that the ship is in an abnormal maneuvering state, and a warning signal device that issues a warning signal as stipulated in Article 36 of the Act on Prevention of Collisions at Sea. Effect of the Invention

[0017] With the above configuration, when a risk of collision occurs in an abnormal maneuvering state in which a ship with automatic navigation function deviates from the route it should be traveling or the ship's speed becomes abnormally fast, or in a state in which the abnormal maneuvering state occurs due to a malfunction of the steering device, or in a state in which the other ship approaches abnormally due to erroneous maneuvering, the ship can be kept in place to avoid a collision.

[0018] Then, in the land-based ship maneuvering device, by displaying satellite images of a wide set warning area around the ship's current position, which exceeds the radar range of the ship's radar device, on the center display device, it is possible to confirm an event that the collision risk assessment unit has determined to be a collision based on dual information consisting of horizontal information from the radar image and different information from above from the satellite image, and to determine the validity of the judgment.

[0019] If the collision judgment is correct, the on-shore steering switching device instructs the on-board steering switching device to switch steering control between the automatic control device and the on-board remote control device, and the on-shore remote control device steers the ship via the on-board remote control device, and after the ship navigates to a ship safety zone, the ship is returned to steering by the automatic control device.

[0020] In addition, if the collision judgment is incorrect, the cause of the judgment error is identified and information is sent to the collision risk judgment unit that the current event is safe, causing the ship to return to being maneuvered by the automatic control device.

[0021] In addition, in the collision avoidance maneuvering system for an autonomous single-propeller, dual-rudder ship of the present invention, the alarm verification device of the land-based maneuvering device determines whether the alarm issued by the ship is correct based on radar information from the ship's radar device and satellite images of the set warning area, thereby enabling the validity of the judgment of the collision risk judgment unit in an event that has been judged to result in a collision to be quickly determined, and by accumulating alarm verification events, the judgment accuracy of the collision risk judgment unit can be improved.

[0022] In addition, since the satellite images of the designated alert area are far-infrared images, the current situation can be confirmed without being affected by the environmental factors of the area, such as day / night and weather.

[0023] In addition, the navigation safety judgment section of the land-based ship steering device can quickly guide the ship to the ship safety zone by determining the ship interference zone and the ship safety zone caused by other ships based on dual information consisting of horizontal information from radar images and different information from above from satellite images.

[0024] In addition, because the navigation safety assessment unit is made up of a computer equipped with artificial intelligence, it can learn and accumulate events that the collision risk assessment unit judges to be collisions and warning verification events, making it possible to more quickly and reliably derive a ship safety zone.

[0025] In addition, the warning device uses a caution signal device to emit a caution signal as stipulated in Article 36 of the Act on Prevention of Collisions at Sea, thereby providing sufficient warning to other vessels in the area. [Brief description of the drawings]

[0026] [Figure 1] FIG. 1 is a schematic diagram showing a thrust system and an automatic control device of an automatic navigation single-propeller, twin-rudder ship equipped with an emergency control function according to an embodiment of the present invention. [Diagram 2] FIG. 2 is a schematic diagram showing a steering stand of an automatic navigation single-propeller, dual-rudder ship equipped with an emergency control function according to the embodiment. [Diagram 3] FIG. 2 is a schematic diagram showing a configuration of a ship steering stand according to the embodiment; [Figure 4] FIG. 2 is a schematic diagram showing an emergency control device according to the embodiment; [Diagram 5] FIG. 2 is a schematic diagram showing a land-based ship-handling support center according to the embodiment; [Figure 6] FIG. 4 is a plan view showing a movable range of the high-lift rudder in the embodiment. [Figure 7] FIG. 2 is a perspective view showing a propulsion device and a high-lift rudder in the embodiment, and showing the configuration of the stern part of the thrust system 100. [Figure 8] Schematic diagram showing rudder combination angle and turning direction DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0027] The present invention relates to a system for automatic navigation, single-propeller, dual-rudder ships, and a ship-maneuvering support center B on land that monitors and supports the safe navigation of the ship.

[0028] The automatic navigation single-propeller, twin-rudder ship A includes a thrust system 100 and a ship steering system 200 that controls the thrust system 100, as shown in Figs.

[0029] As shown in FIG. 7, the thrust system 100 comprises a propeller thruster 101 consisting of a single propeller arranged at the stern of a hull 110, and two high-lift rudders 102, 103 arranged behind the propeller.

[0030] As shown in Fig. 6, the high-lift rudders 102, 103 are rudders having rudder blades with a cross-sectional profile of high lift along the axial direction of the propeller. There are various shapes of high-lift rudder blades, but the rudder blades of the high-lift rudders 102, 103 of this embodiment have the following shape. That is, in the horizontal cross-sectional profile, they have a shape consisting of leading edge parts 102a, 103a protruding forward in a semicircular shape, intermediate parts 102c, 103c whose width increases streamlined from the leading edge parts 102a, 103a and then gradually decreases toward the minimum width parts 102b, 103b, and fishtail trailing edge parts 102e, 103e whose width gradually increases from the intermediate parts 102c, 103c toward the rear ends 102d, 103d of a predetermined width.

[0031] Each high-lift rudders 102, 103 is configured to be able to steer 105° outboard (outside, ship's side) and 35° inboard (inner ship's side). Then, while the single-shaft propeller is rotating forward, the pair of high-lift rudders 102, 103 are independently operated at various angles, and the combination of the rudder angles of the high-lift rudders 102, 103 on both sides is changed, so that the propeller wake can be distributed in a desired direction and the thrust in each direction can be freely changed. Therefore, the composite thrust of the thrust in each direction can be freely changed, and by controlling the propeller wake to control the thrust around the stern in all directions of 360°, the ship can be steered forward and backward, stopped, turned forward, turned backward, etc., and the motion of the ship can be freely controlled.

[0032] As shown in FIG. 1, the thrust system 100 includes rotary vane steering gears 104, 105 that drive high-lift rudders 102, 103, rudder control devices (servo amplifiers) 106, 107 that control the rotary vane steering gears 104, 105, a bow thruster 108 arranged on the bow side of the hull 110, and a thruster control device 109 that controls the bow thruster 108.

[0033] In addition, pump units 151, 152, rudder angle transmitters 153, 154 and feedback units 155, 156 are connected to the rotary vane steering gears 104, 105, respectively, and the feedback units 155, 156 are connected to the rudder control devices 106, 107.

[0034] 3, the ship maneuvering system 200 includes, as a control device 206, an automatic control device 201 for controlling the direction of ship motion by combining the rudder angles of the two high-lift rudders 102, 103 and automatically maneuvering the ship autonomously (mode), a manned control device 202 for manning the ship by combining the rudder angles of the two high-lift rudders 102, 103 (mode), an onboard remote control device 204 for maneuvering the ship by remote operation, and an onboard remote control device 205 for controlling switching between the automatic control device 201 and the onboard remote control device 204. The control device 206 also includes an emergency control device 203 for controlling the direction of ship motion by combining the rudder angles of the two high-lift rudders 102, 103 (mode), independent of the automatic control device 201, and further includes a ship radar device 271 and a transmitting / receiving antenna device 272 connected thereto.

[0035] The automatic control device 201 is stored in a steering stand 250 and is operated by an autopilot using a gyrocompass 251 and a GPS compass (not shown). It receives information necessary for navigation such as destination, route, ship speed, etc. from a remote location as steering commands via wireless communication communicated through a transmitting / receiving antenna device 272, and has an automatic navigation steering unit 253 that autonomously steers the ship while detecting surrounding ships and obstacles with a ship radar device 271, and a steering command receiving unit 265 that receives steering commands via wireless communication.

[0036] The manned control device 202 has a gyro direction display unit 252 that displays the gyro direction of the gyro compass 251, a joystick steering unit 255 that steers the ship using a joystick lever 254, a mode switching unit 261 that switches between the automatic control device 201 and the manned control device 202 using a mode switching switch 260, a ship display device 262 with a touch panel on the screen, and an image control unit 263 that controls the image displayed on the ship display device 262.

[0037] The image control unit 263 selectively displays or simultaneously displays a gyro orientation display image 267 that displays the gyro orientation, an orientation display unit operation image 268 for touch-operating the gyro orientation display unit 252 on the monitor screen, and an auto-ship steering operation image 269 for touch-operating the automatic navigation steering unit 253 on the monitor screen.

[0038] The joystick operation unit 255 is configured so that the joystick lever 254 can be operated in either the X or Y direction, and the tilt direction of the joystick lever 254 controls the commanded direction of movement of the hull, and the tilt angle in the tilt direction controls the commanded speed in the bow-stern direction and the commanded speed in the hull's lateral direction.

[0039] The joystick steering unit 255 controls the rudder angles of the high-lift rudders 102, 103 on both sides to rudder angles set according to the tilt direction of the joystick lever 254, and by combining the rudder angles of the high-lift rudders 102, 103 on both sides, the thrust of the propeller wake is redirected toward the desired direction, and the rotary vane steering gears 104, 105 control the rudder angles of the high-lift rudders 102, 103 on both sides within a range of 105° outboard and 35° inboard. Details will be described later.

[0040] The automatic navigation and steering unit 253 guides and controls the ship to a set course received by steering commands via wireless communication based on the ship's current position information, guidance route information, and stationary holding position information provided by the gyrocompass 251, GPS compass, and electronic chart system.

[0041] As shown in FIG. 4, the emergency control device 203 has a collision risk determination unit 301 , an alarm unit 302 , an emergency ship maneuvering unit 303 , and a current position information transmission unit 304 .

[0042] The collision risk determination unit 301 determines whether or not the ship will collide with another ship based on the ship's own ship information and other ship information obtained from the gyrocompass 251, GPS compass, and ship radar device 271, and issues an emergency command to the emergency maneuvering unit 303 if it determines that a collision will occur.

[0043] When the collision risk judgment unit 301 judges that a collision will occur, the warning device 302 issues a warning to the land-based ship-maneuvering support center B, and also transmits information that the ship is in an abnormal maneuvering state via the Automatic Identification System by the current position information transmission unit 304. Furthermore, the warning device 302 issues a warning signal, such as a light signal or an acoustic signal, as stipulated in Article 36 of the Act on Prevention of Collisions at Sea by the attention signal device 305.

[0044] The emergency ship maneuvering unit 303 performs emergency stop maneuvering upon receiving an emergency command, and then performs hovering maneuvering to keep the ship in place.

[0045] The on-board remote control device 204 has a remote ship-steering command receiving unit 221 that receives remote ship-steering commands from the land-based ship-steering support center B, and a remote ship-steering unit 222 that executes the remote ship-steering commands received by the remote ship-steering command receiving unit 221.

[0046] The onboard ship maneuvering switching device 205 has a switching command receiving unit 223 that receives a switching command from the land-based ship maneuvering support center B, and a switching operation unit 224 that executes the switching command received by the switching command receiving unit 223.

[0047] The land-based ship maneuvering support center B has a communication device 401 and a land-based ship maneuvering device 402 . The land-based ship maneuvering device 402 has a satellite image receiving device 404 that displays satellite images of a wide area of ​​a set alert area around the ship's current position that exceeds the radar range of the ship radar device 271 on the center display device 403 when it receives an alert from the ship via the communication device 401, a land-based ship maneuvering switching device 405 that instructs the onboard ship maneuvering switching device 205 of the ship's maneuvering system 200 to switch steering control between the automatic control device 201 and the onboard remote control device 204 via the communication device 401, a land-based remote control device 406 that remotely maneuvers the ship via the onboard remote control device 204 of the ship, an alert verification device 407 that determines whether the alert issued by the ship is correct based on radar information from the ship's radar device 271 and satellite images of the set alert area, and a navigation safety judgment unit 408 that determines the ship's interference zone by other ships and the ship's safety zone based on radar information from the ship's radar device 271 and satellite images of the set alert area. Here, the navigation safety judgment unit 408 is composed of a computer equipped with artificial intelligence, or AI.

[0048] The satellite images of the designated alert area are far-infrared images, making it possible to check the current situation without being affected by the environmental factors of the area, such as day / night or weather.

[0049] The land-based ship maneuvering device 402 switches the steering authority to the onboard remote control device 204 using the land-based ship maneuvering switching device 405, remotely steers the ship via the land-based remote control device 406, and causes the ship to navigate within the ship safety zone indicated by the navigation safety judgment unit 408.

[0050] Alternatively, the on-shore ship steering device 402 instructs the ship to navigate the ship safety zone indicated by the navigation safety judgment unit 408, returns steering control to the ship's automatic control unit 201 via the on-shore ship steering switching device 405, and steers the ship using the ship's automatic control unit 201, causing the ship to automatically navigate through the ship safety zone indicated by the navigation safety judgment unit 408.

[0051] The basic combinations of rudder angles of the high-lift rudders 102, 103, the states of the joystick lever 254, their names, propeller wake streamlines, and movement directions will be explained with reference to FIG.

[0052] In Figure 8, the rudder is shown in horizontal section, and the rudder angle of each rudder is shown to the side or below. Rudder angles to the right are shown as positive (+) and to the left as negative (-), and names for combinations of these rudder angles are given. The propeller wake is shown with a thin arrow, and the resulting propulsion direction of the ship is shown with a thick hollow arrow.

[0053] By the way, "TURN TO PORT" (forward left turn) is port rudder -35° and starboard rudder -35°, "ROTATE TO PORT" (bow turn left) is port rudder -70° and starboard rudder -35°, "STERN TO PORT" (stern left turn) is port rudder -105° and starboard rudder +45° to +75°, "ASTERN TO PORT" (reverse left turn) is port rudder -105° and starboard rudder +75° to +105°, "AHEAD" (forward) is port rudder 0° and starboard rudder 0°, "HOVERING" (stop in place) is port rudder -75° and starboard rudder +75°, "ASTERN" (reverse) is port rudder -105° and starboard rudder +105°, and "TURN TO "STARD" (forward starboard turn) is port rudder +35° and starboard rudder +35°, "ROTATE TO STARD" (bow turn right) is port rudder +35° and starboard rudder +70°, "STERN TO STARD" (stern starboard turn) is port rudder -45° to -75° and starboard rudder +105°, and "ASTERN TO STARD" (astern starboard turn) is port rudder -75° to -105° and starboard rudder +105°.

[0054] The operation of the above configuration will now be described. 1. Manned control device 202 control mode A mode change switch 260 is operated to select a joystick operation mode of the manned control device 202. A joystick operation unit 255 uses a joystick lever 254 to command the direction of hull movement, command thrust in bow / stern directions, and command thrust in hull lateral directions.

[0055] In this maneuvering, while the propeller thruster 101 continues to rotate in the forward direction, the high-lift rudders 103 are independently operated at various angles to control the propeller wake and control the thrust around the stern in all directions of 360°. This control allows the ship to move forward or backward, stop, turn forward, turn backward, etc., thereby improving maneuverability in maneuvering.

[0056] In other words, by changing the combination of the rudder angles of the two rudders, it is possible to change the thrust in a desired direction by directing the propeller wake in the desired direction. The combination of rudder angles given here is one example, and the combination of rudder angles can be changed arbitrarily to obtain the desired propulsion direction and thrust.

[0057] In this way, there is no need to reverse the thrust of the propeller (reverse the propeller) when maneuvering the ship, and all maneuvering control can be performed with the main engine always rotating in forward direction.By adjusting the rudder angle of both rudders, the ship speed can be controlled steplessly and precisely from the maximum forward speed corresponding to the propeller speed at that time, to the maximum astern speed, without having to adjust the main engine speed. 2. Operation mode by automatic control device 201 The mode changeover switch 260 is operated to select the operation mode of the automatic control device 201.

[0058] The automatic control device 201 autonomously steers the ship without any crew. That is, the automatic control device 201 receives information necessary for navigation such as destination, route, ship speed, etc. from a remote location via wireless communication as maneuvering commands at the maneuvering command receiving unit 265, steers the ship with an autopilot using a GPS compass based on the received commands, and guides and controls the ship to the set course received in the maneuvering commands via wireless communication based on the ship's current position information, guidance route information, and stationary holding position information from the GPS compass and electronic chart system.

[0059] In ship maneuvering by this automatic control device 201, as in ship maneuvering by the manned control device 202, a commanded direction of hull motion, commanded thrust in bow-stern direction, and commanded thrust in hull lateral direction are commanded.

[0060] In other words, while the propeller thruster 101 continues to rotate forward, the high-lift rudders 102 and 103 are independently operated at various angles to control the propeller wake and control the thrust around the stern in all directions of 360°. This control allows the ship to move forward or backward, stop, turn forward, turn backward, etc. 3. Operation mode by emergency control device 203 The emergency control device 203 judges the risk of collision when an abnormal ship maneuvering state occurs due to a malfunction of the automatic control device 201, or when an abnormal approach occurs due to erroneous ship maneuvering by the other ship.

[0061] That is, the collision risk determination unit 301 determines whether or not the ship will collide with another ship based on the ship information and other ship information obtained from the ship radar device 271. The ship information includes the position, speed, and direction of the ship, and the other ship information includes the position, speed, and direction of the other ship.

[0062] When the collision risk judgment unit 301 judges that a collision will occur, the alarm device 302 issues an alert to the ship operator (if on board) and to the land ship-maneuvering support center B, and at the same time, the current position information transmission unit 304 transmits information that the ship is in an abnormal maneuvering state via the Automatic Identification System, and issues an emergency command to the emergency ship-maneuvering unit 303. In addition, the alarm device 302 issues an attention signal stipulated in Article 36 of the Act on Prevention of Collisions at Sea by the attention signal device 305, so that other ships in the area can be sufficiently alerted.

[0063] The emergency maneuvering unit 303 performs hover maneuvering to keep the ship in place upon receiving an emergency command. At this time, the emergency maneuvering unit 303 performs emergency stop maneuvering of the ship prior to hover maneuvering. For this purpose, the high-lift rudder 103 on the port side is turned in the starboard direction (counterclockwise direction as seen from above) and the high-lift rudder 102 on the starboard side is turned in the starboard direction (counterclockwise direction as seen from above) to hard over (full rudder), respectively, to apply braking force to the ship and stop it. Since these two rudders generate very large braking force and reverse force, the ship can be stopped in a much shorter time and distance than maneuvering by reversing the propeller.

[0064] Next, the emergency ship maneuvering unit 303 performs hovering maneuvering to keep the ship in place. For this purpose, the high-lift rudder 103 on the port side is turned -75° in the starboard direction (clockwise direction as seen from above) and the high-lift rudder 102 on the starboard side is turned +75° in the starboard direction (counterclockwise direction as seen from above), to perform "HOVERING" (stopping in place) as shown in Fig. 7.

[0065] In this way, the emergency control device 203 can avoid a collision by using the emergency ship maneuvering unit 303 to perform hovering maneuver to keep the ship in place.

[0066] When the onshore ship maneuvering device 402 of the onshore ship maneuvering support center B receives an alarm from the ship via the communication device 401, it displays on the center display device 403 a satellite image of the wide set alert sea area around the ship's current position that is beyond the radar range of the ship radar device 271. Since the satellite image of the set alert sea area is a far-infrared image, the current situation can be confirmed without being affected by the environmental conditions of the on-site sea area, such as day / night and weather.

[0067] The land-based ship-steering switching device 405 instructs the on-board ship-steering switching device 205 of the ship's steering system 200 via the communication device 401 to switch steering control between the automatic control device 201 and the on-board remote control device 204.

[0068] Then, prior to remote maneuvering by the land-based maneuvering device 402, the warning verification device 407 determines whether the warning issued by the ship is correct based on radar information from the ship's radar device 271 and satellite images of the set warning area, and performs remote maneuvering if the collision judgment is correct.

[0069] The navigation safety judgment unit 408 of the computer equipped with AI judges the zone of interference with the ship caused by other ships and the safety zone of the ship based on the radar information of the ship's ship radar device 271 and satellite images of the set warning area.

[0070] Then, the land-based ship steering device 402 instructs the onboard ship steering switching device 405 to switch steering control between the automatic control device 201 and the onboard remote control device 204, and steers the ship via the onboard remote control device 204 using the land-based remote control device 406, and after sailing the ship to the ship safety zone indicated by the navigation safety judgment unit 408, returns the ship to steering by the automatic control device 201.

[0071] Alternatively, the on-shore ship steering device 402 instructs the ship to navigate the ship safety zone indicated by the navigation safety judgment unit 408, returns steering control to the ship's automatic control unit 201 via the on-shore ship steering switching device 405, and steers the ship using the ship's automatic control unit 201, causing the ship to automatically navigate through the ship safety zone indicated by the navigation safety judgment unit 408.

[0072] In addition, if the collision judgment is incorrect, the cause of the judgment error is identified, and information that the current event is safe is sent to the collision risk judgment unit, causing the ship to return to being maneuvered by the automatic control device 201.

[0073] With the above configuration, when a risk of collision occurs in an abnormal maneuvering state in which a ship with automatic navigation function deviates from the route it should be traveling or the ship's speed becomes abnormally fast, or in a state in which the abnormal maneuvering state occurs due to a malfunction of the steering device, or in a state in which the other ship approaches abnormally due to erroneous maneuvering, the ship can be kept in place to avoid a collision.

[0074] Then, in the land-based ship maneuvering device 402, by displaying satellite images of a wide set warning area around the ship's current position, which exceeds the radar range of the ship radar device 271, on the center display device 403, it is possible to confirm the event that the collision risk determination unit 301 has determined to be a collision based on dual information consisting of horizontal information from the radar image and different information from above from the satellite image, and to judge the validity of the determination.

[0075] In addition, the warning verification device 407 of the land-based maneuvering device 402 can determine whether the warning issued by the ship is correct based on radar information from the ship radar device 271 of the ship and satellite images of the set warning area, thereby quickly determining the validity of the judgment of an event in which the collision risk judgment unit 301 has judged to be a collision, and by accumulating warning verification events, the judgment accuracy of the collision risk judgment unit 301 can be improved.

[0076] In addition, the navigation safety judgment unit 408 of the land-based ship maneuvering device 402 can quickly guide the ship to the ship safety zone by determining the ship interference zone caused by other ships and the ship safety zone based on dual information consisting of horizontal information from radar images and different information from above from satellite images.

[0077] In addition, since the navigation safety judgment unit 408 is made up of a computer equipped with artificial intelligence, it can learn and accumulate events that the collision risk judgment unit 301 judges to be collisions and alarm verification events, and can more quickly and reliably derive a ship safety zone. [Explanation of symbols]

[0078] 100 Thrust System 110 Hull 101 Propeller thruster 102, 103 High-lift rudders 104, 105 Rotary vane steering gear 106, 107 Rudder control device 108 Bow Thruster 109 Thruster Control Device 151, 152 Pump unit 153, 154 Rudder angle transmitter 155, 156 Feedback unit 200 Steering System 201 Automatic control device 202 Manned control equipment 203 Emergency Control Device 204 Shipboard remote control device 205 On-board steering switching device 206 Control device 221 Remote control command receiver 222 Remote Control Unit 223 Switching command receiver 224 Switching operation section 250 Steering stand 251 Gyrocompass 252 Gyro direction display unit 253 Automatic Navigation and Steering Unit 254 Joystick Lever 255 Joystick Control Unit 260 Mode Switch 261 Mode switching section 262 Ship Display Device 263 Image Control Unit 271 Marine radar equipment 272 Transmitting and receiving antenna equipment 301 Collision Risk Judgment Unit 302 Alarm device 303 Emergency Navigation Department 304 Current Location Information Transmission Unit 305 Alert signal device 401 Communication equipment 402 Land-based steering equipment 403 Center display unit 404 Satellite Image Receiving Device 405 Land-based ship steering switching device 406 Land Remote Control Equipment 407 Alarm Verification Device 408 Navigation Safety Judgment Department A. Autonomous single-screw, twin-rudder vessel B. Land-based Ship Handling Support Center

Claims

1. It consists of the ship, which is an automatic navigation single-propeller, dual-rudder vessel, and a land-based ship-handling support center that monitors and supports the vessel's safe navigation. The vessel is equipped with a single propeller located at the stern, a pair of high-lift rudders located aft of the propeller, a pair of rotary vane steering gears which drive each high-lift rudders, a control device which controls the direction of vessel motion by combining the rudder angles of the two high-lift rudders, an emergency control device which is independent of the control device and which controls the direction of vessel motion by combining the rudder angles of the two high-lift rudders, a marine radar device, and a transmitting / receiving antenna device. The control device includes an automatic control device for autonomously and automatically steering the ship, an on-board remote control device for remotely steering the ship, and an on-board ship steering switching device for controlling switching between the automatic control device and the on-board remote control device, The emergency control device has a collision risk determination unit, an emergency maneuvering unit, and an alarm device, The collision risk determination unit determines whether or not the ship will collide with another ship based on the ship information and other ship information obtained from the ship radar device, and issues an emergency command to the emergency maneuvering unit when it is determined that a collision will occur. When the collision risk assessment unit judges that a collision will occur, the warning device issues an alarm to the onshore ship-handling support center and transmits information that the ship is in an abnormal maneuvering state via the Automatic Identification System. The emergency maneuvering department will receive an emergency command and then perform emergency stop maneuvers to keep the ship in place by hovering. The onshore ship maneuvering support center has a communication device and an onshore ship maneuvering device, The land-based ship steering device is a collision avoidance maneuvering system for an autonomous single-propeller, twin-rudder ship, characterized in that it has a satellite image receiving device that displays satellite images of a wide, set alert area around the ship's current position, which exceeds the radar range of the ship's radar device, on a center display device when it receives an alarm from the ship via the communication device, a land-based ship steering switching device that instructs the onboard ship steering switching device of the ship's control device via the communication device to switch steering control between the automatic control device and the onboard remote control device, and a land-based remote control device that remotely steers the ship via the onboard remote control device of the ship.

2. The collision avoidance maneuvering system for an autonomous single-propeller, dual-rudder ship as described in claim 1, characterized in that the land-based maneuvering device has an alarm verification device which determines whether the alarm issued by the ship is correct or not based on radar information from the ship's ship radar device and satellite images of the set warning area.

3. The land-based maneuvering device is characterized in that it has a navigation safety judgment unit that judges the ship's interference zone and the ship's safety zone caused by other ships based on radar information from the ship's radar device and satellite images of the set warning area.

4. The on-shore ship steering device switches steering authority to the on-board remote control device using a on-shore ship steering switching device, remotely steers the ship via the on-shore remote control device, and navigates the ship through the ship safety zone indicated by the navigation safety judgment unit.

5. The land-based ship steering device instructs the ship to navigate the ship safety zone indicated by the navigation safety judgment unit, returns steering control to the ship's automatic control unit via the land-based ship steering switching device, and steers the ship using the ship's automatic control unit, causing the ship to automatically navigate through the ship safety zone indicated by the navigation safety judgment unit.

6. 4. The system for avoiding collisions of an automatic navigation single-propeller, twin-rudder ship according to claim 3, wherein the navigation safety judgment unit is made up of a computer equipped with artificial intelligence.

7. 2. The collision avoidance maneuvering system for an automatic navigation single-propeller, twin-rudder ship according to claim 1, characterized in that the satellite image of the set alert sea area is a far-infrared image.

8. The system for avoidance maneuvering of an autonavigation single-propeller, twin-rudder ship as described in claim 1, characterized in that the warning device transmits information that the ship is in an abnormal maneuvering state using an automatic identification system, and issues a warning signal as prescribed in Article 36 of the Act on Prevention of Collisions at Sea using a warning signal device.

Images