EP2435998A1 - Procédé de commande d'un bateau assisté par ordinateur - Google Patents

Procédé de commande d'un bateau assisté par ordinateur

Info

Publication number
EP2435998A1
EP2435998A1 EP10720432A EP10720432A EP2435998A1 EP 2435998 A1 EP2435998 A1 EP 2435998A1 EP 10720432 A EP10720432 A EP 10720432A EP 10720432 A EP10720432 A EP 10720432A EP 2435998 A1 EP2435998 A1 EP 2435998A1
Authority
EP
European Patent Office
Prior art keywords
ship
computer
detected
control
image display
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP10720432A
Other languages
German (de)
English (en)
Inventor
Marco Jaehnisch
Markus Radimirsch
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
GLAESER, PHILIPP
Original Assignee
Glaser Philipp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Glaser Philipp filed Critical Glaser Philipp
Publication of EP2435998A1 publication Critical patent/EP2435998A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G3/00—Traffic control systems for marine craft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B43/00—Improving safety of vessels, e.g. damage control, not otherwise provided for
    • B63B43/18—Improving safety of vessels, e.g. damage control, not otherwise provided for preventing collision or grounding; reducing collision damage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B49/00—Arrangements of nautical instruments or navigational aids
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/20—Instruments for performing navigational calculations
    • G01C21/203—Specially adapted for sailing ships
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B2213/00—Navigational aids and use thereof, not otherwise provided for in this class
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B2241/00—Design characteristics
    • B63B2241/20—Designs or arrangements for particular purposes not otherwise provided for in this class
    • B63B2241/22—Designs or arrangements for particular purposes not otherwise provided for in this class for providing redundancy to equipment or functionality of a vessel, e.g. for steering
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/88—Radar or analogous systems specially adapted for specific applications
    • G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
    • G01S13/937—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of marine craft
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G3/00—Traffic control systems for marine craft
    • G08G3/02—Anti-collision systems

Definitions

  • the invention relates to methods for the computer-aided control of a ship.
  • US 2004/0064249 A1 relates to a method and a device for assisting in the control of a vehicle, in particular also of a ship, wherein the possibility is also raised of determining a course for a landing maneuver in order to assist the skipper.
  • This object is achieved in that in plant maneuvers positions and movements of the vessel as well as moving or stationary obstacles or interference contours are detected automatically by redundant means and by means of a computer image display is controlled on the actual position of the ship relative to obstacles and Interference contours and introduced or recommended control measures are shown.
  • the invention is based on the general idea to constantly record the positions of the bow and stern of a ship relative to a fixed ground reference system and / or obstacles and Störkonturen and display on a display, so that the respective skipper the respective situation including the potential danger constantly Has eyes and in case of automatic maneuvers, if necessary, can intervene immediately.
  • one of the redundant means for determining the positions and movements of the ship is a GPS system having a nose-end and a rear-end GPS receiver.
  • the position of the ship in a basically known manner
  • the position data of the GPS receiver whose distance from each other can be determined and compared with the actually measured value on the ship.
  • the deviation between the distance determined from the GPS data and the actual distance can then be used as a criterion for the quality of the position data of the GPS system.
  • the arrangement of three GPS antennas on the ship and very small quasi-periodic movements of the ship in a known per se can be accurately detected.
  • ramming, rolling and / or rolling movements and the like of the ship can not lead to any errors in determining the position of the ship relative to the environment.
  • At least one further location system is provided, which allows the position of the bow and stern of the ship to be detected relative to stationary and / or movable obstacles.
  • positioning systems may be sonar, ultrasound, laser and / or radar systems.
  • distance-measuring sensors such as ultrasonic sensors
  • ultrasonic sensors are arranged on the ship as sensor triples at three measured positions.
  • the coordinates of obstacles can be detected with high accuracy in a ship-side coordinate system, so that at a start time of a plant maneuver a precise environment map of the ship can be generated.
  • a tracking of the reference system or a detection of the ship movements can be realized by an inertial navigation device, which determines the translational and rotational movements of the vessel from the start time. Due to the relatively short time duration of a docking maneuver, the position errors occurring during integration remain low and can be improved by redundant sensors, such as compass, GPS systems, etc., preferably when using a Kalman filter. Absolute position determination is of minor importance in landing maneuvers so that a relative frame of reference with respect to the ship is sufficient to automatically perform a landing maneuver. In this way, a map of the environment of the ship can be made and displayed on a monitor, so that the space of movement available to the ship is easily recognizable. The data acquired for the generation of the card can be processed by means of a Kalman filter in order to "hide" errors or measurement errors that occur during data acquisition.
  • a desired path of the ship is automatically determined and stored.
  • the control and propulsion systems of the ship are controlled so that the target-actual value deviation between the predetermined target path and the actually executed by the ship actual path is minimal or remains.
  • Such a control of the propulsion and control systems of the ship is basically independent of any confounding factors, such. Eg flow or wind, possible. The only requirement is that the control and propulsion systems of the ship are sufficiently powerful to be able to move the ship against any disturbing forces relative to a fixed earth reference system.
  • an anemometer communicating with the assistance system can be arranged on the ship.
  • the thus determinable wind speed and direction relative to the ship can then be used by the assistance system for determining the wind speed and direction relative to a fixed ground reference system, as from the data of the GPS system or other ship-side positioning systems, the movement speed and direction of the ship relative can be determined to the earth-fixed reference system.
  • Possible water flows can be determined with regard to direction and speed, if necessary, by the assistance system "knowing" a model of the respective ship and, based on the model parameters, being able to calculate the speed and direction of movement of the ship at the respective wind load in (ideally) still waters
  • the flow velocity and direction can then be determined between the calculated course or calculated movement direction and speed with respect to the actual movement direction and speed Since, at least in ports, it can be assumed that the flow conditions of adjacent locations are practically indistinguishable, the flow data may be determined before the beginning of a critical maneuver and then taken into account in the subsequent critical maneuver.
  • FIG. 1 is a schematic plan view of ships in a port section
  • Fig. 2 is a highly schematic block diagram of the assistance system according to the invention.
  • the further ship 5 may now be equipped with an assistance system according to the invention It has a GPS device with a GPS receiver 6 at the bow and a GPS receiver 7 at the rear, and the ship 5 also has a plurality of locating devices 8 with which the environment of the ship 5 can be detected.
  • a computer 9 of the assistance system is connected on the input side to the GPS receivers 6 and 7.
  • the computer 9 can communicate on the input side with a memory 11 or a transmitter or the like in order to obtain the data of a digital map of the respective port section.
  • the computer 9 can display the ship 5 in the correct position relative to the quay wall 1 on the image display 10.
  • the computer 9 can also generate on the image display 10 by means of the data supplied by the locating devices 8 an image of the ship 5 with the surroundings of this ship. If the digital map of the port is available, the data of the locating devices 8 are essentially only used to "draw in” the ships 2 and 3 in the map or in the map image appearing on the image display 10. Otherwise the computer checks For example, from the data of the GPS receivers 6 and 7, their distance from one another can be determined and compared with the constructively specified value, the greater the deviation between the two values determined thereby The more uncertain are the position data for the bow and stern of the ship 5 ascertained by means of the GPS receivers 6 and 7. This can be reproduced on the image display 10, for example, by showing the most probable position of the ship 5 on the one hand and a corresponding uncertainty range on the other hand is reproduced figuratively, within which the ship are 5 could.
  • a desired target position of the ship 5 can be given and "communicated" to the computer 9.
  • the computer 9 determines a suitable or optimum target path, so that the ship 5 can reach the target position
  • the computer 9 takes into account the ship-side control and drive devices available to the ship 5. If these devices are not suitable or sufficient to carry out the necessary maneuvers, this is indicated If there are sufficient control and drive devices, on the one hand there is the possibility that the necessary maneuvers are carried out automatically by the computer 9 correspondingly actuating the drive and control devices 15 of the ship, that is to say depending on a setpoint.
  • I stwert- comparison between the determined target path for the ship 5 and the actual From the ship 5 executed actual way. To determine this difference, both the signals provided by the GPS receivers 6 and 7 as well as the signals of the locating devices 8 can be used.
  • the control devices 15 are actuated by means of manual control elements 16, whereby the commands given by the computer 9 to the control devices become ineffective.
  • the computer 9 can propose on the image display 10 appropriate operations of the control and drive means of the ship and simultaneously represent the actual position of the ship 5 and a recommended target position. As a result, the ship's crew, the control of the ship 5 is much easier.
  • the assistance system can also be helpful if the performance of the propulsion and control devices of the ship 5 alone is not sufficient to carry out the necessary maneuvers to achieve a desired berth.
  • the computer may suggest appropriate maneuvers for tow tractors or the like, so that the ship's crew will be given substantial help in the necessary instructions to the crews of the tow tractors.
  • the computer 9 "knows" a model of the ship 5, so that it can predict the reactions of the ship to interventions on the control and propulsion devices of the ship in an ideal (in particular flow-free) waters From the data of the GPS receiver 6 and 7 compare actual reactions of the ship and thereby check whether the deviating reactions by acting on the ship 5 wind loads, the data from an input side connected to the computer 9 anemometer 13 determined are, can be explained. The reactions of the ship, which can not be explained in this way, are then returned by the computer 9 to water flows which can be determined in this way with regard to strength and direction. In principle, this determination of water flows can take place continuously, in particular in good time before a special maneuver of the ship 5, so that the flow influences can be taken into account in advance in the automatic or computer-assisted execution of a maneuver.
  • data on water currents and the like can in principle also be transmitted from a port-side data transmitter to a corresponding receiving device of the computer 9, for example together with a digital map of the respective port.
  • the computer 9 is additionally connected on the input side with a motion sensor system 14, with which rolling or pitching movements or the like of the ship can be detected. If the computer 9 due to a stored ship model possible rolling and tamping movements of the ship "knows" can be avoided in this way that the computer 9 undesirably reacts to the aforementioned ship movements in an automatically performed maneuver of the ship or in the determination of recommended maneuvers In particular, it is possible in this way to avoid that essentially periodic movements of the ship are stimulated by means of control measures. Rather, there is the advantageous possibility of damping periodic ship movements by push-pull control measures.
  • the invention can be summarized by way of example as follows:
  • the environment of the ship is detected, with basically known methods (Kalman filtering) can be used to compensate for measurement errors.
  • the GPS receivers of the ship are mainly used for course determination (compass) and to record the extent of the ship.
  • the motion sensor detects movements of the ship in the direction of the degrees of freedom and thus allows conclusions about the strength of the sea state, also can be avoided so that unnecessary control measures of the ship are automatically performed or recommended to the ship's personnel.
  • the data used for the calculation are preferably improved by Kalman filtering or the like.
  • manipulated variables for the control and propulsion systems of the ship are determined and supplied to this via a CAN bus or the like. These manipulated variables are constantly updated by comparing the set and actual travel of the ship.

Landscapes

  • Engineering & Computer Science (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Ocean & Marine Engineering (AREA)
  • Mechanical Engineering (AREA)
  • General Physics & Mathematics (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Health & Medical Sciences (AREA)
  • Public Health (AREA)
  • Navigation (AREA)
  • Position Fixing By Use Of Radio Waves (AREA)
  • Traffic Control Systems (AREA)

Abstract

Selon l'invention, les positions et les mouvements de la proue et de la poupe d'un bateau sont détectés grâce à des moyens redondants et exploités aux fins de la réalisation de manoeuvres délicates à effectuer dans les ports et de l'élaboration de recommandations relatives à la commande du bateau.
EP10720432A 2009-05-26 2010-05-26 Procédé de commande d'un bateau assisté par ordinateur Withdrawn EP2435998A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102009022652A DE102009022652A1 (de) 2009-05-26 2009-05-26 Assistenzsystem für die Steuerung eines Schiffes
PCT/EP2010/057242 WO2010136490A1 (fr) 2009-05-26 2010-05-26 Procédé de commande d'un bateau assisté par ordinateur

Publications (1)

Publication Number Publication Date
EP2435998A1 true EP2435998A1 (fr) 2012-04-04

Family

ID=42333310

Family Applications (1)

Application Number Title Priority Date Filing Date
EP10720432A Withdrawn EP2435998A1 (fr) 2009-05-26 2010-05-26 Procédé de commande d'un bateau assisté par ordinateur

Country Status (5)

Country Link
US (1) US8442710B2 (fr)
EP (1) EP2435998A1 (fr)
JP (1) JP2012528417A (fr)
DE (1) DE102009022652A1 (fr)
WO (1) WO2010136490A1 (fr)

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Also Published As

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US8442710B2 (en) 2013-05-14
US20120072059A1 (en) 2012-03-22
JP2012528417A (ja) 2012-11-12
DE102009022652A1 (de) 2010-12-09
WO2010136490A1 (fr) 2010-12-02

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