Adaptive ship speed control method and device

Abstract

An embodiment of the present invention provides an adaptive ship speed control method comprising the steps of: recognizing one or more other ships in front of an own ship while sailing on a first route; determining a possibility of collision with at least one of the recognized other ships; when the possibility of collision is determined to exist, controlling the own ship to perform an avoidance maneuver on the basis of a reference condition; and when the possibility of collision is eliminated after the avoidance maneuver, controlling the speed of the own ship to return to the speed before recognizing the other ship determined to have the possibility of collision.

Description

Adaptive ship speed control method and device therefor

[0001] The present invention relates to a method for controlling the speed of a vessel, and more specifically, to a method for adaptively controlling the speed of a vessel in an overtaking situation and a device for implementing the method.

[0002] Advances in autonomous driving technology are driving the continuous advancement of autonomous navigation technology not only for land-based vehicles but also for ships at sea. Among vessels, autonomous navigation for smaller boats is fundamentally implemented as a process that adheres to the route inputted into the boat, and does not operate along any other route than the inputted one.

[0003] However, obstacles encountered unexpectedly during a boat's operation can make it difficult for the boat to follow a predetermined path. In particular, in narrow channels and other areas with limited avoidance space, a boat's obstacle avoidance strategy is crucial. In other words, to ensure stable path following during autonomous navigation, collision avoidance strategies must be individually tailored to the type of obstacle encountered.

[0004] Typically, boats operating in autonomous mode maintain a preset path and overtake obstacles ahead in overtaking situations. However, in narrow waterways, such as narrow channels, or when there are multiple other vessels ahead of the boat, it may be safer to avoid overtaking even when an overtaking situation is perceived. In other words, autonomous navigation requires a methodology tailored to specific situations.

[0005] The technical problem to be solved by the present invention is to provide an adaptive ship speed control method and a device for implementing the method.

[0006] A method according to one embodiment of the present invention for solving the above technical problem comprises the steps of: recognizing at least one other ship in front of the own ship while navigating on a first route; determining a possibility of collision with at least one of the recognized other ships; if it is determined that there is a possibility of collision, controlling the own ship to perform an evasive maneuver based on a reference condition; and if the possibility of collision is resolved after the evasive maneuver, controlling the own ship to recover its speed to the speed before recognizing the other ship determined to have a possibility of collision.

[0007] According to another embodiment of the present invention for solving the above technical problem, a device includes a memory storing at least one program; and a processor for performing a calculation by executing the at least one program, wherein the processor recognizes at least one of an oncoming ship and an obstacle in front of the own ship while navigating on a first route, determines a possibility of collision with at least one of the recognized oncoming ships and obstacles, and if it is determined that there is a possibility of collision, controls the own ship to perform an avoidance maneuver based on a reference condition, and if the possibility of collision is resolved after the avoidance maneuver, controls the speed of the own ship to recover to the speed before recognizing the oncoming ship determined to have a possibility of collision.

[0008] According to the present invention, collision accidents between ships operating in a narrow waterway can be prevented.

[0009] Figure 1 is a flowchart showing an example of a method according to the present invention.

[0010] FIG. 2 is a block diagram showing an example of an adaptive speed control device according to the present invention.

[0011] FIG. 3 is a drawing for explaining a sub-module included in the processor of FIG. 2.

[0012] Figure 4 is an example of a drawing for explaining the line of fire recognized in the overtaking space.

[0013] Figure 5 is another example of a drawing for explaining the line of fire recognized in the overtaking space.

[0014] Figure 6 is a drawing for explaining a ship having the lowest speed, which is a criterion for determining the avoidance maneuver of charity in the present invention.

[0015] FIGS. 7 to 12 are drawings for explaining the adaptive speed control method according to the present invention using visualized information.

[0016] A method according to one embodiment of the present invention for solving the above technical problem comprises the steps of: recognizing at least one other ship in front of the own ship while navigating on a first route; determining a possibility of collision with at least one of the recognized other ships; if it is determined that there is a possibility of collision, controlling the own ship to perform an evasive maneuver based on a reference condition; and if the possibility of collision is resolved after the evasive maneuver, controlling the own ship to recover its speed to the speed before recognizing the other ship determined to have a possibility of collision.

[0017] In the above method, the step of determining the possibility of collision may include controlling the vessel to perform an avoidance maneuver if it is determined, based on the sensing value of the sensor of the vessel, that the area in which the vessel is currently operating is a narrow channel with a width less than a preset width.

[0018] In the above method, at least one of the other lines may exist in a preset overtaking section.

[0019] In the above method, the reference condition may be a condition for the lowest speed among the speeds of at least one of the other lines.

[0020] In the above method, the step of controlling to perform the evasive maneuver may include detecting a line within a first distance from the charity, and then searching for a line with the lowest speed among the speeds of at least one line.

[0021] In the above method, the step of controlling to perform the evasive maneuver can control to reduce the speed of the charity to the minimum speed.

[0022] In the above method, the step of controlling to perform the evasive maneuver may be such that, if the lowest speed among the speeds of the other ships is faster than the current speed of the ship, the current speed of the ship can be maintained.

[0023] In the above method, the step of determining the possibility of collision can be controlled so that the determined possibility of collision is output as visualized information through a display device.

[0024] In the above method, the step of determining the possibility of collision can be controlled to highlight and display the line with the lowest speed among the recognized lines through the display device.

[0025] In the above method, the step of determining the possibility of collision may include controlling the display device to additionally output a safe distance in addition to the first path, and controlling the recognized other lines to be highlighted and displayed in a way that the other lines have come into contact with the safe distance.

[0026] In the above method, the step of determining the possibility of collision can control the first path to be highlighted and displayed if there is a line among the recognized lines that has come into contact with the safe distance.

[0027] In the above method, the step of performing the evasive maneuver may include, if it is determined that there is a possibility of collision and the direction of travel of the other ship is opposite to the direction of travel of the own ship, generating a second path in addition to the first path, and displaying the generated second path through a display device.

[0028] In the above method, the step of performing the evasive maneuver may be controlled so that, if it is determined that there is a possibility of collision and the direction of movement of the other ship is opposite to the direction of movement of the own ship, an auxiliary triangle in a direction corresponding to the direction of movement of the other ship is highlighted and displayed on a minimap displayed on the ship or user terminal.

[0029] According to another embodiment of the present invention for solving the above technical problem, a device includes a memory storing at least one program; and a processor for performing a calculation by executing the at least one program, wherein the processor recognizes at least one of an oncoming ship and an obstacle in front of the own ship while navigating on a first route, determines a possibility of collision with at least one of the recognized oncoming ships and obstacles, and if it is determined that there is a possibility of collision, controls the own ship to perform an avoidance maneuver based on a reference condition, and if the possibility of collision is resolved after the avoidance maneuver, controls the speed of the own ship to recover to the speed before recognizing the oncoming ship determined to have a possibility of collision.

[0030] The present invention is capable of various modifications and embodiments. Specific embodiments are illustrated in the drawings and described in detail in the detailed description. The effects and features of the present invention, as well as the methods for achieving them, will become clearer with reference to the embodiments described in detail below, along with the drawings. However, the present invention is not limited to the embodiments disclosed below and can be implemented in various forms.

[0031] Hereinafter, embodiments of the present invention will be described in detail with reference to the attached drawings. When describing with reference to the drawings, identical or corresponding components are given the same drawing reference numerals, and redundant descriptions thereof will be omitted.

[0032] In the following examples, the terms first, second, etc. are not used in a limiting sense, but are used for the purpose of distinguishing one component from another.

[0033] In the examples below, singular expressions include plural expressions unless the context clearly indicates otherwise.

[0034] In the following examples, terms such as “include” or “have” mean that a feature or component described in the specification is present, and do not preclude the possibility that one or more other features or components may be added.

[0035] In some embodiments, where the implementation is otherwise feasible, a particular process sequence may be performed in a different order than described. For example, two processes described in succession may be performed substantially simultaneously, or in a reverse order from the described order.

[0036] Figure 1 is a flowchart showing an example of a method according to the present invention.

[0037] The method according to the present invention is an adaptive vessel speed control method, and presents a methodology for avoiding vessel collisions in narrow waterways. The method according to the present invention can be implemented by an adaptive speed control device (200) described below.

[0038] The adaptive speed control device (200) can initiate operation after a ship that is autonomously navigating along a preset route (S110) recognizes another ship or obstacle ahead (S130) while navigating. The adaptive speed control device (200) can determine the possibility of collision with another ship or obstacle, and if it determines that there is a possibility of collision, it can control the ship to perform an evasive maneuver according to a preset procedure (S150). If the possibility of collision with another ship or obstacle ahead is resolved, the adaptive speed control device (200) can control the speed of the ship to return to the speed before recognizing the other ship ahead. A specific description of steps S130 to S170 will be provided with reference to FIGS. 2 to 12.

[0039] FIG. 2 is a block diagram showing an example of an adaptive speed control device according to the present invention.

[0040] The adaptive speed control device (200) according to the present invention is considered a device that can control the acceleration / deceleration of a ship by being connected to the main controller controlling the ship via wire or wirelessly. Therefore, the adaptive speed control device (200) may be physically or logically included in the ship's control panel, may be implemented in the form of hardware physically separated from the ship, or may be implemented in the form of an application installed on a user terminal used by a user. In the following, the own ship is considered a target on which a user is on board or whose speed is controlled by the adaptive speed control device (200), and other ships are considered ships other than the own ship.

[0041] Referring to FIG. 2, it can be seen that the adaptive speed control device (200) includes a communication unit (210), a processor (230), and a memory (250).

[0042] The communication unit (210) may include one or more components that enable wired / wireless communication with external devices. For example, the communication unit (210) may include at least one piece of hardware necessary to implement short-range communication, such as Wi-Fi or Bluetooth, in a network provided by a communication network, or to implement various communications, including the Internet, when a LAN cable is connected.

[0043] The memory (250) is hardware that stores various data processed within the adaptive speed control device (200), and can store a program for processing and controlling the processor (230). The memory (250) may include a random access memory (RAM) such as a dynamic random access memory (DRAM), a static random access memory (SRAM), a read-only memory (ROM), an electrically erasable programmable read-only memory (EEPROM), a CD-ROM, a Blu-ray or other optical disk storage, a hard disk drive (HDD), a solid state drive (SSD), or a flash memory.

[0044] The processor (230) can control the overall operation of the adaptive speed control device (200). For example, the processor (230) can control the operation of the input unit (not shown), display (not shown), communication unit (210), memory (250), etc. included in the adaptive speed control device (200) by executing programs stored in the memory (250).

[0045] As an example, the processor (230) can determine the possibility of collision with at least one of the recognized other lines and obstacles, and if it is determined that there is a possibility of collision, control the vehicle to perform an evasive maneuver based on a reference condition, and if the possibility of collision is resolved after the evasive maneuver, control the vehicle to return to the speed before recognizing the other line determined to have a possibility of collision.

[0046] When the adaptive speed control device (200) is implemented as a physical device, the processor (230) may be implemented using at least one of application specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field programmable gate arrays (FPGAs), controllers, micro-controllers, microprocessors, and other electrical units for performing functions.

[0047] In addition, when the adaptive speed control device (200) of the present invention is implemented in the form of an application (program) that runs on an integrated data processing device such as a server, the processor (230) and memory (250) included in the adaptive speed control device (200) may be implemented in the form of a virtual machine that implements hardware such as DSPs, microcontrollers, RAM, ROM, HDD, etc. as software (command script).

[0048] FIG. 3 is a drawing for explaining a sub-module included in the processor of FIG. 2.

[0049] Referring to FIG. 3, it can be seen that the processor (230) includes . The collision possibility determination unit (231), the other ship speed determination unit (233), and the own ship speed calculation unit (235) illustrated in FIG. 3 are modules logically and conceptually separated to explain the process performed by the processor (230) in the process of implementing the ship speed control method according to the present invention. Therefore, although three sub-modules are illustrated in FIG. 3, the processor (230) may include fewer than three or more than three sub-modules depending on the embodiment. In addition, the collision possibility determination unit (231), the other ship speed determination unit (233), and the own ship speed calculation unit (235) of FIG. 3 are sub-modules of the processor (230), and thus, like the processor (230), they can be implemented using at least one of application specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field programmable gate arrays (FPGAs), controllers, micro-controllers, microprocessors, and other electrical units for performing functions.

[0050] The collision possibility determination unit (231) can determine the possibility of collision for at least one of the recognized other ships when the own ship is navigating along the first route and at least one other ship is recognized. First, when the own ship is navigating along the first route set in advance and at least one other ship in front of the own ship is recognized through a sensor (camera, distance sensor, speed detection sensor, LIDAR, etc.) installed on the own ship, the collision possibility determination unit (231) can determine the possibility of collision for the recognized other ship. If there are multiple recognized other ships, the collision possibility determination unit (231) can determine the possibility of collision for all of the multiple other ships.

[0051] As an example, the collision possibility determination unit (231) can determine the possibility of collision with the recognized other vessel if it is determined that the area in which the own vessel is currently navigating is a narrow channel with a width smaller than a preset value based on the sensing value of the own vessel's sensor. Since the present invention is designed to suggest an avoidance maneuver method for a small vessel such as a boat in an area where there is insufficient avoidance space, such as a narrow channel, the collision possibility determination unit (231) can implement an avoidance maneuver based on an avoidance process different from the avoidance maneuver according to the present invention if the area in which the own vessel is currently navigating is not a narrow channel but an area where avoidance space is open in various directions.

[0052] In the present invention, while the own vessel is navigating along the first route, another vessel detected may exist within a preset overtaking space. That is, if another vessel exists within the overtaking space, the collision possibility determination unit (231) may determine that there is a possibility of collision between the own vessel and the other vessel. Here, the overtaking space refers to a space located at a relative distance and in a relative movement direction that allows the own vessel to overtake the other vessel ahead through acceleration and alteration of course. Typically, the area of ​​the overtaking space may be expanded in proportion to the performance of the sensors installed on the own vessel, but is not limited thereto.

[0053] Figure 4 is an example of a drawing for explaining the line of fire recognized in the overtaking space.

[0054] More specifically, FIG. 4 is a diagram exemplifying vessel operation control information that can be output through a display device installed on a control panel of a ship or a screen of a smart terminal used by a user. The operation control information illustrated in FIG. 4 may include at least one of a first screen (410), a second screen (430), and a third screen (450).

[0055] The first screen (410) of Fig. 4 shows a maritime mini-map. The first screen (410) of Fig. 4 shows the relative distance between the own ship and other ships, and in particular, the own ship's overtaking space (411) and safety distance (412) are shown. In the first screen (410) of Fig. 4, the overtaking space (411) is shaped like a circle, and the collision possibility determination unit (231) can determine that there is a possibility of collision between the own ship and the other ship when the other ship is located within the overtaking space (411). Referring to the first screen (410) of Fig. 4, since there is no other ship in the overtaking space, the collision possibility determination unit (231) can determine that there is no other ship with a possibility of collision. In addition to the maritime mini-map, the first screen (410) of FIG. 4 may display motion parameters such as the ship's heading, COG (Course Over Ground), CA status, and hdg chg (heading change), and the user may utilize the displayed motion parameters to control the ship.

[0056] The second screen (430) of Fig. 4 exemplifies maritime navigation. More specifically, the second screen (430) of Fig. 4 displays the gear status, engine RPM, and speed of the ship, and the path the ship is following and other ships recognized among those located ahead of the ship may be displayed in the form of icons.

[0057] The third screen (450) of Fig. 4 exemplifies a forward image of the ship, captured from a camera mounted on the bow of the ship. The third screen (450) of Fig. 4 depicts a bridge and two other ships in front of the ship. Through the third screen (450), the user can roughly assess the appearance of the bridge and other ships located in front of the ship.

[0058] Figure 5 is another example of a drawing for explaining the line of fire recognized in the overtaking space.

[0059] The operation control information illustrated in FIG. 5 may include at least one of the fourth screen (510), the fifth screen (530), and the sixth screen (550).

[0060] The fourth screen (510) of Fig. 5, like the first screen (410) of Fig. 4, shows a maritime mini-map. In particular, the fourth screen (510) of Fig. 5 shows the own ship's overtaking space (511) and safety distance (512). Since one other ship (513) is located within the own ship's overtaking space (511), the collision possibility determination unit (231) can determine that there is a recognized other ship and that there is a possibility of collision with the recognized other ship.

[0061] The fifth screen (530) of Fig. 5, like the second screen (430) of Fig. 4, exemplifies maritime navigation. More specifically, the fifth screen (530) of Fig. 5 displays the gear status, engine RPM, and speed of the ship, and may display the path the ship is following and other ships recognized among those located in front of the ship in the form of icons. In the fifth screen (530) of Fig. 5, one other ship located within the overtaking space (511) is highlighted and displayed, allowing the user to recognize that one other ship is close to the front of the ship.

[0062] The sixth screen (550) of Fig. 5 exemplarily shows a forward image of the ship collected from a camera mounted on the bow of the ship. The sixth screen (550) of Fig. 5 is similar to the third screen (450) of Fig. 4 in that it depicts a bridge and two other ships in front of the ship, but it can be distinguished in that one other ship, which is located within the own ship's overtaking space (511) and is judged to have a possibility of collision, is highlighted and displayed using a technique such as augmented reality (AR). In particular, the sixth screen (550) of Fig. 5 may additionally display a gauge bar (551) that intuitively indicates the speed of the own ship and the other ship, and the difference in heading angle / azimuth angle between the own ship and the other ship.

[0063] Again, let us continue with the explanation of Figure 3.

[0064] If the collision possibility judgment unit (231) determines that there is a possibility of collision, the collision speed judgment unit (233) can control the ship to perform an evasive maneuver based on the reference conditions.

[0065] In one embodiment, if the collision possibility is determined to exist, the speed determination unit (233) can control the ship to perform an evasive maneuver based on a reference condition, wherein the reference condition may be a condition for the lowest speed among the speeds of at least one recognized ship.

[0066] Figure 6 is a drawing for explaining a ship having the lowest speed, which is a criterion for determining the avoidance maneuver of charity in the present invention.

[0067] First, as described in Figure 1, the vehicle can detect at least one other vehicle ahead (S130). If at least one other vehicle ahead is detected, the collision probability determination unit (231) determines the possibility of collision, and if a collision probability exists, the vehicle can enter a process for performing an evasive maneuver (S150).

[0068] More specifically, the collision possibility determination unit (231) can determine an encounter situation between the own ship and the other ship (S1501). If the collision possibility determination unit (231) determines that the other ship is located within the own ship's overtaking space and is in an overtaking situation based on the difference in heading angle and azimuth angle between the own ship and the other ship in front recognized in step S130, the collision possibility determination unit (231) determines that there is a collision possibility, and then can cause the other ship speed determination unit (233) to determine the speed of the recognized other ship (S1503). If there are multiple other ships recognized in front, the other ship speed determination unit (233) determines the speed of all of the multiple other ships, detects the other ship with the slowest speed (lowest speed), and determines an estimated value of the speed of that other ship.

[0069] For example, in Fig. 6, when only the second ship operating at 10 knots enters the overtaking space of the own ship while the speed of the own ship is 5 knots, the ship speed judgment unit (233) maintains the speed of the own ship as it is and does not activate the adaptive cruise control (ACC) mode according to the present invention because the speed (10 knots) of the second ship operating in the overtaking space is faster than the current speed (5 knots) of the own ship.

[0070] As another example, in FIG. 6, when the speed of the own ship is 5 knots and the second other ship operating at 10 knots and the fourth other ship operating at 3 knots enter the overtaking space of the own ship, the other ship speed determination unit (233) detects the fourth other ship operating at the optimal speed of 3 knots because the speed of the second other ship (10 knots) is faster than the current speed of the own ship (5 knots) and the speed of the fourth other ship (3 knots) is slower than the current speed of the own ship (5 knots), estimates the speed of the other ship as 3 knots, and uses that value to calculate the target speed of the own ship. That is, the other ship speed determination unit (233) can activate the adaptive speed control (ACC) mode according to the present invention.

[0071] Next, the own ship speed calculation unit (235) calculates the target speed based on the judgment result of the other ship speed judgment unit (233) (S1505), and transmits the target speed to the main controller of the boat to change the own ship's current speed (5 knots) to the target speed (3 knots) to perform an evasive maneuver (S1507). In step S1507, the own ship speed calculation unit (235) may consider a preset margin in the process of calculating the own ship's target speed. For example, the own ship speed calculation unit (235) may calculate the target speed as a value obtained by subtracting a preset margin value of 0.5 from the other ship's minimum speed. In this case, the own ship's target speed is calculated as 2.5 knots, and the own ship's speed may be adjusted from 5 knots to 2.5 knots. The speed calculation unit (235) can control the speed of the ship to be restored to the speed before recognizing the ship with which the possibility of collision was determined to be present during the adaptive speed control process when the possibility of collision with the ship in front is eliminated after the ship performs an evasive maneuver.

[0072] Ultimately, the adaptive speed control device (200) according to the present invention can control the own ship to sequentially perform the process according to the present invention when the possibility of collision is determined in a narrow area such as a narrow channel while the own ship is operating autonomously. In particular, in a narrow channel, even if an overtaking situation occurs, the own ship's path change is limited, making overtaking practically difficult, and unlike movement on land, it is difficult to implement a control process for continuously maintaining a constant distance from a moving object in front due to various environmental disturbances. However, according to the present invention, even if an overtaking situation occurs in a narrow channel, the own ship can safely operate while maintaining a preset path (route) without a collision accident.

[0073] FIGS. 7 to 12 are drawings for explaining the adaptive speed control method according to the present invention using visualized information.

[0074] More specifically, FIGS. 7 to 12 are each composed of a minimap screen and a navigation screen. The minimap screen is a drawing for explaining the relative distance and arrangement of the own ship and other ships, and the navigation screen is a drawing for explaining visual elements output from a navigation displayed on a display device or user terminal installed on the own ship. In the following description, the minimap screen and the navigation screen are described as being output together on the display device or user terminal, but the present invention is not limited thereto, and according to an embodiment, the minimap screen may be omitted and only the navigation screen may be output on the display device or user terminal.

[0075] First, Fig. 7 is composed of a first mini-map screen (710) and a first navigation screen (730). The first mini-map screen (710) exemplarily shows a state in which another ship b1 on the left front of the own ship has entered within a horizontal safety distance (731) set on the own ship's path. Referring to the first navigation screen (730), it can be seen that when another ship b1 on the left front comes into contact with the horizontal safety distance (731) set by the user, a highlight is applied to the other ship b1 on the left front, and the size and estimated speed of the other ship b1 on the left front are displayed together. In addition, even when another ship approaches within the vertical safety distance (733), a result similar to that of the first navigation screen (730) of Fig. 7 can be output.

[0076] FIG. 8 is composed of a second mini-map screen (810) and a second navigation screen (830). The second mini-map screen (810) exemplarily shows a state in which the left front line b1 of the own ship deviates from the horizontal safety distance (731). In addition, referring to the second navigation screen (830), it can be seen that when the left front line b1 of the own ship deviates from the horizontal safety distance (731), the highlight applied to the left front line b1 is released, and the size and estimated speed of the left front line b1 that were displayed together are also removed.

[0077] FIG. 9 is composed of a third mini-map screen (910) and a third navigation screen (930). The third mini-map screen (910) exemplarily shows a state in which a left front other ship b2, which is sailing in the opposite direction to the own ship's direction of travel, and a left front other ship b3, which is sailing in the same direction as the own ship's direction of travel, have entered within a vertical safety distance (933) set on the own ship's path. Referring to the third navigation screen (930), it can be seen that when the left front other ship b3 comes into contact with the vertical safety distance (933) set by the user, a highlight is applied to the left front other ship b3, and the size and estimated speed of the left front other ship b3 are displayed together.

[0078] Fig. 10 is composed of a fourth mini-map screen (1010), a fifth mini-map screen (1030), and a fourth navigation screen (1050). The fourth mini-map screen (1010) displays three other ships sailing in the same direction as the own ship ahead of the own ship. The fifth mini-map screen (1030) is a mini-map screen that appears after a predetermined amount of time has elapsed from the fourth mini-map screen (1010), and exemplarily shows that among the three other ships sailing in the same direction as the own ship, the other ships sailing at a slower speed (3 knots and 4 knots) than the own ship have become closer to the own ship. In addition, referring to the fourth navigation screen (1050), when the right front line b4 comes into contact with the horizontal safety distance (1051) set by the user, a highlight is applied to the right front line b4, and when the right front line b4 encroaches on the own path (first path), a warning sign is visually applied to the own path to notify of the risk of collision.

[0079] The user can quickly check the risk of collision through the fourth navigation screen (1050) of FIG. 10, and the adaptive speed control device (200) according to the present invention can reduce the speed of the ship from the current 4.8 knots to less than 4 knots, which is the speed of the other ship b4 on the right front.

[0080] Fig. 11 is composed of a sixth mini-map screen (1110) and a fifth navigation screen (1130). The sixth mini-map screen (1110) exemplarily shows a state in which a left front other ship b5, which is sailing in the opposite direction to the own ship's direction of travel, and a left front other ship b6, which is sailing in the same direction as the own ship's direction of travel, have entered within a vertical safety distance (1133) set on the own ship's path. In addition, the collision possibility determination unit (231) can determine that there is a possibility of a collision between the left front other ship b5 and the own ship through a comparison of the heading angle and azimuth angle of the left front other ship b5 with the heading angle and azimuth angle of the own ship. If the collision possibility judgment unit (231) determines that there is a possibility of collision due to a line moving in the opposite direction to the charity, the collision possibility judgment unit (231) can control the display of an auxiliary triangle (1111) corresponding to the expected direction of movement of the line b5 on the left front to be additionally displayed on the sixth mini-map screen (1110).

[0081] At this time, the direction of the other ship b5 on the left front is opposite to the direction of the own ship, and after the collision possibility determination unit (231) determines that the other ship b5 on the left front has a possibility of collision with the own ship, the operation of the other ship speed determination unit (233) for determining the minimum speed of the other ship is omitted, and the own ship speed calculation unit (235) can immediately calculate the second path (avoidance path) for evasion maneuver and calculate the target speed of the own ship on the second path. Referring to Fig. 11, the own ship speed calculation unit (235) can change the speed of the own ship from the current speed of 5 knots to 7.8 knots and control the own ship to navigate on a second path (1135) different from the existing first path.

[0082] Figure 12 comprises a seventh mini-map screen (1210) and a sixth navigation screen (1230). The sixth mini-map screen (1210) exemplarily illustrates that the distance between the left front lane b5 and the own lane has become closer. Furthermore, referring to the sixth navigation screen (1230), it can be seen that a highly distinctive highlight has been applied to the left front lane b5, which is expected to collide if an evasive maneuver along the second route is not performed.

[0083] The processor (230) of the adaptive speed control device (200) can process information necessary to output the mini-map screen and navigation screen described in FIGS. 7 to 12 to the display device of the vehicle or the user terminal communicating with the adaptive speed control device (200).

[0084] As an example, the processor (230) can control the collision probability determined by the collision probability determination unit (231) to be output as visualized information through a display device.

[0085] As an example, the processor (230) can control the display device to highlight and display the line with the lowest speed among the recognized lines.

[0086] As an example, the processor (230) can control the display device to highlight and display the line with the lowest speed among the recognized lines.

[0087] As an example, the processor (230) can control the display device to additionally output a safety distance (horizontal direction, vertical direction) in addition to a first path preset on the display device, and can control the recognized lines to be highlighted and displayed when they come into contact with the safety distance.

[0088] As an example, the processor (230) can control the first path to be highlighted and displayed when there is a line among the recognized lines that has come into contact with a safe distance (horizontal direction or vertical direction), as described above in FIG. 10.

[0089] As an example, if the processor (230) determines that there is a possibility of collision and the direction of travel of the other line is opposite to the direction of travel of the self, the processor (230) may generate a second path in addition to the preset first path and display the generated second path through a display device. This embodiment has been schematically described with reference to FIGS. 11 and 12.

[0090] According to the present invention, collision accidents between ships operating in a narrow waterway can be prevented.

[0091] The embodiments of the present invention described above may be implemented in the form of a computer program that can be executed through various components on a computer, and such a computer program may be recorded on a computer-readable medium. At this time, the medium may include a magnetic medium such as a hard disk, a floppy disk, and a magnetic tape, an optical recording medium such as a CD-ROM and a DVD, a magneto-optical medium such as a floptical disk, and a hardware device specifically configured to store and execute program instructions, such as a ROM, a RAM, a flash memory, etc.

[0092] Meanwhile, the computer program may be specifically designed and constructed for the present invention, or may be one known and available to those skilled in the computer software field. Examples of computer programs may include not only machine language code, such as that generated by a compiler, but also high-level language code that can be executed by a computer using an interpreter or the like.

[0093] The specific implementations described in the present invention are exemplary embodiments and do not limit the scope of the present invention in any way. For the sake of brevity, descriptions of conventional electronic components, control systems, software, and other functional aspects of the systems may be omitted. In addition, the lines connecting or connecting members between components illustrated in the drawings are merely representative of functional connections and / or physical or circuit connections, and may be replaced or represented as various additional functional connections, physical connections, or circuit connections in an actual device. In addition, unless specifically mentioned as “essential,” “important,” etc., a component may not be absolutely necessary for the application of the present invention.

[0094] The use of the term "above" and similar referential terms in the specification of the present invention (especially in the claims) may refer to both singular and plural. Furthermore, if a range is described in the present invention, it includes inventions that apply individual values ​​within the range (unless otherwise stated), and is equivalent to describing each individual value constituting the range in the detailed description of the invention. Finally, unless the order of the steps constituting the method according to the present invention is explicitly stated or otherwise stated to the contrary, the steps may be performed in any appropriate order. The present invention is not necessarily limited by the order in which the steps are described. The use of all examples or exemplary terms (e.g., "for example," etc.) in the present invention is merely intended to illustrate the present invention in detail, and the scope of the present invention is not limited by the examples or exemplary terms, unless otherwise defined by the claims. Furthermore, those skilled in the art will appreciate that various modifications, combinations, and variations can be made within the scope of the appended claims or their equivalents, depending on design conditions and factors.

[0095] One embodiment of the present invention can be used in an industry that manufactures leisure boats.

Claims

1. A step of recognizing at least one other ship ahead of the ship while operating on the first route; A step of determining the possibility of collision for at least one of the above recognized lines; If it is determined that there is a possibility of collision, a step of controlling the vehicle to perform an evasive maneuver based on the reference conditions; and An adaptive ship speed control method, comprising a step of controlling the speed of the ship to return to the speed before recognizing the other ship determined to have a collision possibility after the evasive maneuver is performed and the possibility of collision is resolved.

2. In paragraph 1, The step of controlling to perform the above evasive maneuver is: An adaptive ship speed control method for controlling a vessel to perform an avoidance maneuver when, in a state where the possibility of collision is determined, the area in which the vessel is currently operating is determined to be a narrow channel with a width less than a preset width based on the sensing value of the vessel's sensor.

3. In paragraph 1, At least one of the above lines, An adaptive vessel speed control method existing in a preset overtaking section.

4. In paragraph 1, The above criteria are: An adaptive ship speed control method, which is a condition for the lowest speed among the speeds of at least one of the above ships.

5. In paragraph 1, The step of controlling to perform the above evasive maneuver is: An adaptive ship speed control method, which detects a ship within a first distance from the above-mentioned charity and then searches for a ship with the lowest speed among the speeds of at least one ship.

6. In paragraph 5, The step of controlling to perform the above evasive maneuver is: An adaptive ship speed control method for controlling the speed of the above-mentioned vessel to be reduced to the above-mentioned minimum speed.

7. In paragraph 5, The step of controlling to perform the above evasive maneuver is: An adaptive ship speed control method that controls the speed of the above ships to maintain the current speed of the above ships if the lowest speed among the speeds of the above ships is faster than the current speed of the above ships.

8. In paragraph 1, The step of determining the possibility of the above collision is: An adaptive ship speed control method that controls the above-determined collision probability to be output as visualized information through a display device.

9. In paragraph 8, The step of determining the possibility of the above collision is: An adaptive ship speed control method that controls the ship with the lowest speed among the recognized ships to be highlighted and displayed through the display device.

10. In paragraph 8, The step of determining the possibility of the above collision is: An adaptive ship speed control method, which controls to output a safety distance in addition to the first path on the display device, and controls to highlight and display a ship that has come into contact with the safety distance among the recognized ships.

11. In paragraph 10, The step of determining the possibility of the above collision is: An adaptive ship speed control method, wherein if there is a ship among the recognized ships that has come into contact with the safety distance, the first path is controlled to be highlighted and displayed.

12. In paragraph 1, The steps for performing the above evasive maneuver are: An adaptive ship speed control method, wherein, if it is determined that there is a possibility of collision and the direction of movement of the other ship is opposite to the direction of movement of the own ship, a second path is generated in addition to the first path, and the generated second path is displayed through a display device.

13. In paragraph 1, The steps for performing the above evasive maneuver are: An adaptive ship speed control method, wherein, if it is determined that there is a possibility of collision and the direction of movement of the other ship is opposite to the direction of movement of the own ship, an auxiliary triangle corresponding to the direction of movement of the other ship is highlighted and displayed on a minimap displayed on a ship or a user terminal.

14. A computer-readable recording medium storing a program for executing the method according to paragraph 1.

15. Memory in which at least one program is stored; and By executing at least one program, a processor is included that performs an operation, The above processor, While operating on the first route, recognize at least one of the ships ahead of you and any obstacles, Determine the possibility of collision with at least one of the above-described lines and obstacles, If it is determined that there is a possibility of the above collision, the above charity is controlled to perform an evasive maneuver based on the reference conditions, An adaptive ship speed control device that controls the speed of the ship to return to the speed before recognizing the other ship with which the possibility of collision was determined to exist after the above-mentioned evasive maneuver is resolved.

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