JP7634290B2 - Collision avoidance maneuvering system for autonomous single-propeller, dual-rudder ships - Google Patents

Description

This invention relates to a collision avoidance maneuvering system for an autonomous single-propeller, dual-rudder ship equipped with an emergency control function, and is related to technology that can prevent collisions in emergencies and quickly confirm the safety of navigation.

Conventionally, there is a ship steering device, such as that described in Patent Document 1. This is an automatic control device for a ship that has 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 rudders is provided behind each of the two propellers.

The steering command system of this automatic control device 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.

Patent Document 2 also describes an automatic navigation single-propeller, twin-rudder ship equipped with an emergency control function that allows the ship's original operator to issue a command to escape from an abnormal maneuvering state when the ship, which has an automatic navigation function, enters the abnormal maneuvering state. The ship has an emergency power cutoff unit that receives an emergency command to stop the power supply to the automatic control device, and an emergency maneuvering unit that receives an emergency command to perform hover maneuvering to keep the ship in place.

In addition, in recent years, research has been conducted into methods for determining collision risk for safe navigation in unmanned ships equipped with autonomous automatic navigation functions.

Patent No. 5213729 Patent Publication No. 2021-91307

In the case of a ship equipped with the above-mentioned unmanned autonomous navigation function, if an abnormal operation occurs and the ship's original operator issues commands, it is important for the safe navigation of the ship to quickly obtain information on the navigation status of other ships in the surrounding sea area and determine the collision risk of the ship.

The present invention aims to solve the above problems, and to provide a collision avoidance maneuvering system for an autonomous single-propeller, dual-rudder ship that can stop the ship in place and avoid a collision when a risk of collision arises for a ship with autonomous navigation capabilities, and can determine the collision risk of the ship in an expanded alert area around the ship, ensuring the safe navigation of the ship.

In order to solve the above-mentioned problems, the collision avoidance maneuvering system for an automatic navigation single-screw, twin-rudder ship of the present invention comprises a ship which is an automatic navigation single-screw, twin-rudder ship and a land-based ship-maneuvering support center which monitors and supports the safe navigation of the ship, the ship is equipped with one propulsion propeller arranged at the stern, a pair of left and right high-lift rudders arranged behind the propulsion propellers, a pair of rotary vane steering gears which drive each high-lift rudders, a control device which controls the direction of ship motion by combining the rudder angles of the two high-lift rudders, an emergency control device which is independent of the control device and controls the direction of ship motion by combining the rudder angles of the two high-lift rudders, a ship radar device and a transmitting/receiving antenna device, the control device has an automatic control device which autonomously steers the ship automatically, an on-board remote control device which steers the ship by remote operation, and an on-board maneuvering switching device which controls 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, and the collision risk determination unit determines whether or not a collision is avoided based on the ship's own ship information and other ship information obtained from the ship radar device. The collision risk judgment unit judges whether the ship will collide with another ship by using the collision risk judgment unit's automatic identification system, and if it determines that a collision will occur, issues an emergency command to the emergency ship maneuvering unit, and if the collision risk judgment unit determines that a collision will occur, the warning device issues an alarm to the on-shore ship maneuvering support center and transmits information that the ship is in an abnormal maneuvering state using the automatic identification system, and the emergency ship maneuvering unit performs emergency stop maneuvering upon receiving the emergency command, and then performs hovering maneuvering to keep the hull in place, and 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 ship's current position that exceeds the radar range of the ship radar device on a center display device when it receives an alarm 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 rights 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.

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 an alarm issued by the ship is correct based on radar information from the ship's radar device and satellite images of the set alert area.

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 determination unit that determines 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 alert sea area.

In addition, in the collision avoidance maneuvering system for an autonomous single-propeller, dual-rudder ship of the present invention, the onshore maneuvering device switches steering authority to the onboard remote control device using the onshore maneuvering switching device, remotely steers the ship via the onshore remote control device, and navigates the ship through the ship safety zone indicated by the navigation safety judgment unit.

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

In addition, in the collision avoidance maneuvering system for an autonomous single-propeller, dual-rudder ship of the present invention, the navigation safety judgment unit is characterized by being made up of a computer equipped with artificial intelligence.

The satellite images of the designated alert area are also characterized by being far-infrared images.

The warning device also uses the Automatic Identification System to transmit information that the ship is in an abnormal maneuvering state, and also uses the caution signal device to emit a caution signal as stipulated in Article 36 of the Act on Prevention of Collisions at Sea.

The above configuration makes it possible to avoid collision by keeping the ship in place when a risk of collision occurs in the following cases: a ship with automatic navigation capability deviates from its intended route or its speed increases abnormally, or when the abnormal maneuvering state occurs due to a malfunction of the steering device, or when the other ship approaches abnormally due to incorrect maneuvering.

Then, in the land-based ship-steering device, by displaying satellite images of a wide area of the set alert area around the ship's current position, which is beyond the radar range of the ship's radar device, on the center display device, it is possible to confirm the event that the collision risk determination unit judges to be a collision based on the dual information of the horizontal information of the radar image and the different information from above of the satellite image, and to judge the validity of the judgment.

If the collision judgment is correct, the onshore steering switching device instructs the onboard steering switching device to switch steering control between the automatic control device and the onboard remote control device, and the onshore remote control device steers the ship via the onboard remote control device, and after the ship navigates to the ship's safety zone, the ship is returned to steering by the automatic control device.

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, and the ship is returned to being controlled by the automatic control device.

In addition, in the collision avoidance maneuvering system for an autonomous single-propeller, dual-rudder ship of the present invention, the warning verification device of the land-based maneuvering device determines whether the warning issued by the ship is correct based on radar information from the ship's radar device and satellite images of the set alert area, making it possible to quickly determine the validity of the judgment of an event in which the collision risk judgment unit judges that a collision will occur, and by accumulating warning verification events, the judgment accuracy of the collision risk judgment unit can be improved.

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.

In addition, the navigation safety judgment section of the land-based ship-steering device can quickly guide the ship to the ship's safety zone by determining the ship's interference zone and the ship's safety zone based on dual information, namely horizontal information from radar images and different information from above from satellite images.

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, enabling it to more quickly and reliably derive a ship safety zone.

In addition, the warning device will emit a warning signal as stipulated in Article 36 of the Act on Prevention of Collisions at Sea, providing sufficient warning to other vessels in the area.

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. 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. FIG. 2 is a schematic diagram showing a configuration of a ship steering stand according to the embodiment; FIG. 2 is a schematic diagram showing an emergency control device according to the embodiment; FIG. 2 is a schematic diagram showing a land-based ship-handling support center according to the embodiment; FIG. 4 is a plan view showing a movable range of the high-lift rudder in the embodiment. FIG. 2 is a perspective view showing a propulsion device and a high-lift rudder in the embodiment, illustrating the configuration of a stern portion of the thrust system 100. Schematic diagram showing rudder combination angle and turning direction

The following describes an embodiment of the present invention with reference to the drawings. The collision avoidance maneuvering system for an autonavigation single-propeller, dual-rudder ship according to the present invention comprises an autonavigation single-propeller, dual-rudder ship A and a land-based ship-maneuvering support center B that monitors and supports the safe navigation of the ship.

As shown in Figures 1 to 8, the autonavigation single-propeller, dual-rudder vessel A is equipped with a thrust system 100 and a maneuvering system 200 that controls the thrust system 100.

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

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

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 (propeller) rotates forward, the pair of two high-lift rudders 102, 103 can be operated independently at various angles, and by changing the combination of rudder angles of the high-lift rudders 102, 103 on both sides, the propeller wake can be distributed in the 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 and controlling the thrust around the stern in all directions 360°, the ship can be steered forward and backward, stopped, turned forward, turned backward, etc., and the movement of the ship can be freely controlled.

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.

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.

As shown in FIG. 3, the ship steering system 200 includes, as the 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 autonomously steering the ship (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 remotely steering the ship, and an onboard ship steering switching device 205 for controlling switching between the automatic control device 201 and the onboard remote control device 204. In addition, the control device 206 has 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 independently of the automatic control device 201, and further has a ship radar device 271 and a transmitting/receiving antenna device 272 connected.

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

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.

The image control unit 263 selectively displays or simultaneously displays a gyro orientation display image 267 that shows 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.

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

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.

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.

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

The collision risk determination unit 301 determines whether the ship will collide with another ship based on the 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.

When the collision risk assessment unit 301 judges that a collision will occur, the warning device 302 issues a warning to the onshore ship-handling support center B, and also transmits information that the ship is in an abnormal maneuvering state via the Automatic Identification System from the current position information transmission unit 304. Furthermore, the warning device 302 emits 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.

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

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.

The on-board ship maneuvering switching device 205 has a switching command receiving unit 223 that receives switching commands from the on-shore ship maneuvering support center B, and a switching operation unit 224 that executes the switching commands received by the switching command receiving unit 223.

The on-shore ship maneuvering support center B has a communication device 401 and an on-shore 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, which 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 via the communication device 401 to switch steering control between the automatic control device 201 and the onboard remote control device 204, 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 interference zone by other ships and the ship 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 consists of a computer equipped with artificial intelligence, or AI.

The satellite images of the designated alert area are far-infrared images, so the current situation can be confirmed without being affected by the environmental factors such as day/night and weather in the area.

The onshore ship steering device 402 switches steering authority to the onboard remote control device 204 using the onshore ship steering switching device 405, remotely steers the ship via the onshore remote control device 406, and navigates the ship through the ship safety zone indicated by the navigation safety judgment unit 408.

Alternatively, the onshore ship maneuvering device 402 instructs the ship to navigate the ship safety zone indicated by the navigation safety judgment unit 408, and the onshore ship maneuvering switching device 405 returns steering control to the ship's automatic control unit 201, and the ship is steered by 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.

The basic combinations of rudder angles for the high-lift rudders 102 and 103, as well as the state of the joystick lever 254, their names, and the propeller wake streamline and direction of movement are explained in Figure 8.

In Figure 8, the rudder is shown in horizontal cross section, with the rudder angle of each rudder 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.

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°, and "ASTERN TO "PORT" (turn astern) is port rudder -105°, starboard rudder +75° to +105°, "AHEAD" (forward) is port rudder 0°, starboard rudder 0°, "HOVERING" (stop in place) is port rudder -75°, starboard rudder +75°, "ASTERN" (astern) is port rudder -105°, starboard rudder +105°, "TURN TO STARD" (turn right ahead) is port rudder +35°, starboard rudder +35°, "ROTATE TO STARD" (turn bow to right) is port rudder +35°, starboard rudder +70°, "STERN TO "ASTARD" (turn astern to the right) is -45° to -75° port rudder and +105° starboard rudder, and "ASTERN TO STARD" (turn astern to the right) is -75° to -105° port rudder and +105° starboard rudder.

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

In this maneuvering, while the propeller thrusters 101 continue to rotate in 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 360°. This control allows the ship to move forward or backward, stop, turn forward, turn backward, etc., improving maneuverability in maneuvering.

In other words, by changing the combination of rudder angles on both sides, it is possible to orient the propeller wake in a desired direction and change the thrust in that direction. The rudder angle combinations listed here are just an example, and the rudder angle combinations can be changed as desired to obtain the desired propulsion direction and thrust.

In this way, there is no need to reverse the thrust of the propeller (reverse the propeller) during maneuvering, 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 reverse speed, without having to adjust the main engine speed.
2. Control mode by automatic control device 201 The mode changeover switch 260 is operated to select the control mode by automatic control device 201.

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 steering commands using the steering command receiver 265, steers the ship using an autopilot that uses a GPS compass based on the received commands, and guides and controls the ship to the set course received in the steering 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.

When maneuvering with this automatic control device 201, as with maneuvering with the manned control device 202, the command direction of hull movement, command thrust in bow-stern direction, and command thrust in lateral direction of the hull are commanded.

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. Steering mode by emergency control device 203 The emergency control device 203 judges the collision risk when an abnormal ship steering state occurs due to a malfunction of the automatic control device 201, or when an abnormal approach occurs due to erroneous ship steering by the other ship.

That is, the collision risk determination unit 301 determines whether 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 ship's position, speed, and direction, and the other ship information includes the ship's position, speed, and direction.

If the collision risk assessment unit 301 judges that a collision will occur, the warning device 302 issues a warning to the ship operator (if on board) and to the land-based ship-maneuvering support center B, while 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. The warning device 302 also issues a warning signal as stipulated in Article 36 of the Act on Prevention of Collisions at Sea via the attention signal device 305, so that other ships in the area can be adequately alerted.

Upon receiving an emergency command, the emergency maneuvering unit 303 performs hover maneuvering to keep the ship in place. 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 hard over (to the full extent) in the starboard direction (counterclockwise when viewed from above), and the high-lift rudder 102 on the starboard side is turned hard over (to the full extent) to apply braking force to the ship and stop it. These two rudders generate very large braking and reverse forces, so the ship can be stopped in a much shorter time and distance than maneuvering by reversing the propeller.

Next, the emergency maneuvering unit 303 performs hovering maneuvering to keep the hull in place. To this end, the high-lift rudder 103 on the port side is turned -75° in the starboard direction (clockwise as seen from above) and the high-lift rudder 102 on the starboard side is turned +75° in the starboard direction (counterclockwise as seen from above), performing "HOVERING" (stopping in place) as shown in Figure 7.

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

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 area of the set alert area near the ship's current position, which is beyond the radar range of the ship radar device 271. Since the satellite image of the set alert area is a far-infrared image, the current situation can be confirmed without being affected by the environmental conditions of the onsite sea area, such as day/night and weather.

The land-based ship steering switching device 405 instructs the on-board ship steering switching device 205 of the ship's ship 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.

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 alert area, and performs remote maneuvering if the collision judgment is correct.

The AI-equipped computer's navigation safety judgment unit 408 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 271 and satellite images of the set alert sea area.

Then, the onshore ship steering device 402 instructs the onshore 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 onshore remote control device 406, navigates the ship to the ship safety zone indicated by the navigation safety judgment unit 408, and then returns the ship to steering by the automatic control device 201.

Alternatively, the onshore ship maneuvering device 402 instructs the ship to navigate the ship safety zone indicated by the navigation safety judgment unit 408, and the onshore ship maneuvering switching device 405 returns steering control to the ship's automatic control unit 201, and the ship is steered by 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.

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, and the ship is returned to being controlled by the automatic control device 201.

The above configuration makes it possible to avoid collision by keeping the ship in place when a risk of collision occurs in the following cases: a ship with automatic navigation capability deviates from its intended route or its speed increases abnormally, or when the abnormal maneuvering state occurs due to a malfunction of the steering device, or when the other ship approaches abnormally due to incorrect maneuvering.

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

In addition, the warning verification device 407 of the land-based maneuvering device 402 determines 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 alert area, thereby quickly determining the validity of the judgment of an event that 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.

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 judging 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 information from above from satellite images, which is different from the horizontal information.

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 warning verification events, and can more quickly and reliably derive a ship safety zone.

REFERENCE SIGNS LIST 100 Thrust system 110 Hull 101 Propeller thruster 102, 103 High-lift rudder 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 Ship maneuvering system 201 Automatic control device 202 Manned control device 203 Emergency control device 204 On-board remote control device 205 On-board ship maneuvering switching device 206 Control device 221 Remote ship maneuvering command receiving unit 222 Remote ship maneuvering unit 223 Switching command receiving unit 224 Switching operation unit 250 Ship maneuvering stand 251 Gyro compass 252 Gyro direction display unit 253 Autonavigation maneuvering unit 254 Joystick lever 255 Joystick maneuvering unit 260 Mode changeover switch 261 Mode changeover unit 262 Ship display device 263 Image control unit 271 Ship radar device 272 Transmitting/receiving antenna device 301 Collision risk judgment unit 302 Warning device 303 Emergency maneuvering unit 304 Current position information transmission unit 305 Attention signal device 401 Communication device 402 Land maneuvering device 403 Center display device 404 Satellite image receiving device 405 Land maneuvering switching device 406 Land remote control device 407 Warning verification device 408 Navigation safety judgment unit A Autonavigation single-shaft, dual-rudder ship B Land maneuvering support center

Claims (8)

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. The collision avoidance maneuvering system for an autonomous single-propeller, dual-rudder ship described in claim 1, characterized in that the land-based maneuvering device has an alarm verification device that determines whether an alarm issued by the ship is correct based on radar information from the ship's ship radar device and satellite images of the set alert area. The autonomous single-propeller, dual-rudder ship avoidance maneuvering system described in claim 1, characterized in that the land-based ship maneuvering device has a navigation safety determination unit that determines 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 alert area. The collision avoidance maneuvering system for an autonomous single-propeller, dual-rudder ship described in claim 3, characterized in that the onshore maneuvering device switches steering authority to the onboard remote control device using a onshore maneuvering switching device, remotely steers the ship via the onshore remote control device, and navigates the ship through the ship safety zone indicated by the navigation safety judgment unit. The collision avoidance maneuvering system for an automatic navigation single-propeller, dual-rudder ship described in claim 3, characterized in that the land-based ship-steering device indicates to the ship the ship safety zone indicated by the navigation safety judgment unit, returns steering control to the ship's automatic control unit by the land-based ship-steering switching device, and steers the ship using the ship's automatic control unit, automatically navigating the ship through the ship safety zone indicated by the navigation safety judgment unit. The collision avoidance maneuvering system for an autonomous single-propeller, twin-rudder ship described in claim 3, characterized in that the navigation safety judgment unit is made up of a computer equipped with artificial intelligence. The collision avoidance maneuvering system for an autonomous single-propeller, twin-rudder ship described in claim 1, characterized in that the satellite image of the set alert area is a far-infrared image. The collision avoidance maneuvering system for an autonavigation single-propeller, twin-rudder ship 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 stipulated in Article 36 of the Act on Prevention of Collisions at Sea using a warning signal device.

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