JP2019510679A - Tugboat with overturn sunken protection system - Google Patents

Abstract

Tugboat to help maneuver the ship. The tugboat has an engine driving one or more propulsors with controllable direction of thrust, a towline to establish a tension connection between the supported vessel and the tugboat, and the towline to the tugboat A first sensor device configured to detect magnitude and direction of a tensile force, a second sensor device configured to detect an orientation of the tug boat, and a signal from the first sensor device And a controller for receiving a signal from the second sensor device. The controller is informed of the magnitude and direction of thrust generated by the one or more propulsors, and the controller determines the magnitude and direction of the sensed thrust, the magnitude and direction of the sensed tensile force, and It is configured to determine whether a safety threshold has been exceeded based on the detected orientation of the tugboat.
[Selected figure] Figure 10

Description

  The present disclosure relates to a tugboat for assisting in the maneuvering of a ship.

  For example, support operations to support vessels, such as cargo ships entering, leaving, berthing and leaving, are conventionally supported by a large number of other crew members, such as 0-8 skilled crew members. It is done by a manned tugboat operated by the master. This support is necessary because ships generally can not maneuver on their own within the constraints of the harbor environment. One or more tugboats are used to tow the vessel using a towline connecting the winch on the tugboat to a capstan or bollard on the vessel. The connection point on the ship may be located near the stern or near the bow, but may be located anywhere between the stern and the bow. In addition, one or more tugboats may be used to push the vessel, if desired. In this regard, the bow of the tugboat engages a strong point (pushing position) on the hull of the vessel to be supported (hereinafter referred to as "supported vessel"). Usually, strong points on the hull are marked with a large letter TUG so that the tug crew can identify the position of the strong points.

  Generally, a tugboat is a boat operating in water space, harbor, cove, navigable waterways, lakes, and rivers, and the purpose of the tugboat should be towing / support from the tugboat using tugboat engines and propulsors To transfer mechanical energy to ships. The tugboat is adapted to the tugboat operation by equipping it with a powerful diesel electric drive or diesel drive and has a very high ratio of power to ton to generate a large pull / push force.

  The output of a tugboat is generally expressed as the horsepower of the engine and the total bollard pull of the tugboat. The largest commercial port tugboats of the 2000s-2010s used to tow container ships etc. had bollard pulls of about 60-65 tons. This is considered to be 15 tons larger than the "standard" tugboat.

  Tugboats are very maneuverable and various propulsion systems have been developed to improve maneuverability and safety. Most tugs are propeller driven. Colt nozzles are added to increase the thrust per kW / hp. Using a nozzle ladder eliminates the need for using a conventional ladder. The tugboat is generally provided with a so-called Z-drive or (azimuth thruster), which is a pod that can be rotated 360 ° and allows rapid changes in thrust direction.

  Additionally or alternatively, the tug boat is provided with a Voith Schneider propeller (VSP), also known as a cycloid drive, which is a dedicated marine propulsion system. The VSP is very easy to maneuver and can change the direction of thrust almost instantaneously. VSP is widely used in tugboats. A circular array of vertical blades (in the form of hydrofoil) projects out of the bottom of the boat from a disc rotating about a vertical axis. Each blade may rotate about a vertical axis. The internal gear changes the angle of attack of the blades in synchronization with the rotation of the disc so that each blade can generate thrust in any direction, much like the collective pitch control and period of the helicopter .

  The operating costs of tugboat operations, ie, ship support operations, are a large percentage of the cost to the crew. Therefore, there is a need to reduce the cost of tug boat operations.

  A tugboat can currently overturn or sink due to an inadvertent combination of tension and thrust. Such situations are usually avoided by experienced captains, but if the crew is unable to take action, or if the tugboat is an unmanned boat, enhance protection in such situations There is a need.

  It is an object of the present invention to provide a system which overcomes or at least reduces the above problems.

  The above and other objects are achieved by the features of the independent claims. Further implementations are evident from the dependent claims, the description and the drawings.

  According to a first aspect, a tugboat for assisting the maneuvering of a ship, wherein an engine for driving one or more propulsors having controllable directions of thrust, a supported ship and the tugboat And a first sensor device configured to detect the magnitude and direction of a tensile force exerted on the tug boat by the tow cord for establishing a tensile connection of the tug boat, and to detect the direction of the tug boat And a controller for receiving signals from the first sensor device and for receiving signals from the second sensor device, the controller being generated by one or more propulsors The magnitude and direction of the thrust are transmitted, and the controller determines the magnitude and direction of the sensed thrust, the magnitude and direction of the sensed tensile force, and the orientation of the sensed tug boat. Based on configured to determine whether or exceeds a safe threshold, tugs are provided.

  By providing the tugboat with a controller that is informed of the force acting on the tugboat and the orientation of the tugboat, for example, an automatic system can be formed that prevents the tugboat from overturning and / or sinking due to the excess power of the towing rope.

  In a first possible embodiment of the first aspect, the controller reduces the magnitude of thrust and / or changes the direction of thrust if the controller determines that the tugboat has exceeded the safety threshold. Configured as.

  In a second possible embodiment of the first aspect the tugboat is provided with a device for separating the tugboat from the tow rope in response to a command from the controller, which preferably comprises an instrument for cutting the tow rope Equipped with

  In a third possible embodiment of the first aspect the controller is configured to cut the tow line if the controller determines that the tugboat has exceeded the safety threshold.

  In a fourth possible embodiment of the first aspect, the first safety threshold as well as the second safety threshold is a risk of the tugboat to overturn, and / or the first safety threshold and the second safety threshold are tugboats. Is the risk of sinking.

  In a fifth possible embodiment of the first aspect the controller is configured to determine the risk of the tugboat to overturn or sink based on a computer model simulating the behavior of the tugboat.

  In a sixth possible embodiment of the first aspect the tugboat is an autonomously operating tugboat, an unmanned tugboat and / or a remotely controlled tugboat.

  In a seventh possible embodiment of the first aspect the controller is provided with a mathematical model of said tugboat.

  According to a second aspect, a method of operating a tugboat comprising: determining the magnitude and direction of thrust generated by a tugboat propulsor; Determining the direction, determining the direction of the tugboat, and determining whether the combination of the magnitude and direction of the thrust, the magnitude and direction of the tensile force, and the orientation of the tugboat exceeds a safety threshold. Methods are provided.

  In a first possible embodiment of the second aspect, the method further comprises adjusting the magnitude and / or direction of the thrust such that the tugboat does not exceed the safety threshold.

  In a first possible embodiment of the second aspect, the method further comprises adjusting the magnitude and / or direction of thrust when the tugboat exceeds a safety threshold.

  The above aspects and other aspects of the present invention will be apparent from the embodiments described below.

  In the following detailed description of the present disclosure, the invention will be described in more detail with reference to the example embodiments shown in the drawings.

FIG. 7 is a side view of a supported vessel and a plurality of tug boats during a support maneuver. FIG. 2A is a top view of the vessel and multiple tugboats of FIG. 1 during support operations, with one additional tugboat positioned to the side of the vessel. FIG. 2A is a top view of the vessel and multiple tugboats of FIG. 1 during support operations, with two additional tugboats positioned laterally of the vessel. FIG. 2 is a system diagram of a system having in the system a remote control unit for pilots, a remote control unit for control centers and a control unit for each tug boat. FIG. 5 is a side view of the tug boat with the crane arm in a rest position. FIG. 6 is a side view of the tug boat of FIG. 5 in a raised position holding a tow rope. FIG. 6 is a top view of the tug boat of FIG. 5 with the crane in a rest position. It is a front view of the tugboat of FIG. FIG. 6 is a top view of the tug boat of FIG. 5 in an operating position in which the crane delivers a tow rope to the recipient. FIG. 6 is a block diagram of a system for controlling the operation of the tug boat of FIG. 5; It is a side view of 1st Embodiment of a holding | gripping tool. FIG. 12 is another side view of the gripper of FIG. 11; It is a side view of 2nd embodiment of a holding | gripping tool. FIG. 14 is another side view of the gripper of FIG. 13; FIG. 5 is a top view of a tow with a stiff eye splice. FIG. 5 is a top view of a tow with a flexible eye splice. FIG. 10 is a perspective view of a guide bit having a support for a crane arm. 6 is a flowchart illustrating a method of operating the tag boat of FIG. 5; 6 is a flowchart illustrating a method of operating the tag boat of FIG. 5; 6 is a flowchart illustrating a method of operating the tag boat of FIG. 5; 6 is a flowchart illustrating a method of operating the tag boat of FIG. 5; 6 is a flowchart illustrating a method of operating the tag boat of FIG. 5; 6 is a flowchart illustrating a method of operating the tag boat of FIG. 5; 6 is a flowchart illustrating a method of operating the tag boat of FIG. 5; 6 is a flowchart illustrating a method of operating the tag boat of FIG. 5; It is a block diagram of a control center. It is a top view of the control center of FIG. FIG. 5 is a top view of a pilot portable control unit. FIG. 29 is a block diagram of the portable control unit of FIG. 28. FIG. 29 is a screen shot of a touch screen of the portable control unit of FIG. 28. FIG. FIG. 29 is a screen shot of a touch screen of the portable control unit of FIG. 28. FIG. FIG. 1 is a top view of a boat having a crane with short electrical connections. It is a chart which shows collision prevention.

  FIG. 1 is a side view of the supported vessel 1 and a plurality of tug boats 2 during a support maneuver. FIG. 2 is a top view of the supported vessel 1 which may be the same vessel 1 or another vessel 1, showing one additional tug boat pushing the side of the supported vessel 1. FIG. 3 is another top view of the supported vessel 1, showing two tug boats pulling from the side of the supported vessel 1. As shown in FIG. The number of tugboats 2 involved in the assistance maneuver depends on the size of the vessel 1 to be assisted, the loading capacity of the vessel 1 to maneuver on its own, and the tension (bollar pull) that can be provided by the individual tugboats 2 . Generally, the tug boat 2 can generate bollard pulls of at least 40 tons, preferably at least 50 tons, more preferably at least 60 tons. The supported vessel 1 may be, for example, any type of vessel 1 requiring assistance, such as a cargo vessel, and in FIG. 1 a container vessel is shown as an example. This example shows a so-called twin island container vessel designed to have a stack 4 for the exhaust gas closer to the stern 6 and a bridge 5 closer to the bow 7. The containers 8 are shown stacked on the deck and are usually also loaded below the deck. On the side of the hull 3 strong points 9 marked "TUG" are provided in order to indicate the position on the hull which is suitable for being engaged by the tug 2 pushing the hull 3.

  The boat 1 is provided with bollards and capstans at several positions along the side of the boat in order to attach the towing line 10. Generally, bollards and capstans are provided along the side of the hull 3 at equal intervals near the stern 6 and near the bow 7. The towline 10 is attached to the appropriate position of the vessel 1 according to the actual requirements. Thus, one end of the tow rope 10 is attached to the vessel 1 and the other end of the tow rope 10 is attached to the tug boat 2

  At the time of support operation, the pilot gets on the supported vessel 1 and the pilot takes charge of controlling the thrust operation of the tugboat 2. In conventional procedures, the pilot will issue a thrust command to the individual tugboat captain via wireless communication.

  The embodiment of the present invention relates to a tug boat 2 which is preferably unattended, preferably partially remote control, and preferably partially autonomously operating. The tag boat 2 can preferably operate partially autonomously in response to the (wirelessly) received instructions and can operate partially direct (wireless) remote control.

  FIG. 4 is a system diagram showing a system for controlling the tag boat 2. Each tag boat 2 is provided with an electronic control unit 50 equipped with a wireless communication means. The number of tugboats 2 involved may vary as illustrated by the numbers 1 to n. A system controller 250 having wireless communication means is provided in the control center 200, and a remote controller 150 having wireless communication means is provided to a pilot on the supported vessel 1, for example. The tag boat 2 operates autonomously based on programmed instructions, operates semi-autonomously based on instructions from the system controller 250 of the control center 200, or instructs from the remote control unit 150 operated by a pilot. Operates with direct remote control based on.

  The system controller 250 is disposed, for example, at the control center 200 on land, and usually, the tug boat 2 is not visible. The system controller 250 controls the fleet or tugs 2. The system controller 250 determines which tug boat 2 to send to work, and directs navigation of the tug boat 2 from the mooring position to the mobilization position and from the mobilization position to the mooring position. Thus, system controller 250 is used to instruct tug boat 2 to navigate to a particular position, and in one embodiment tug boat 2 autonomously reaches a particular position after receiving the designation. Navigate When the tug 2 arrives at the mobilization position, control of the tug 2 is taken over by the pilot using the remote control unit 150. The remote control unit 150 is used to control the tug boat 2 while assisting the maneuvering of the ship 1. The remote control unit 150 is operated by the pilot, and the pilot is in a state where it can see the tugboat 2 which is generally used to support the maneuvering of the ship 1.

  A camera on the crane that sends signals to the remote control center 200 or remote control unit 150 allows the operation of the remote control center 200 operator or pilot using the remote control unit 150.

  5-9 are one example embodiment of a tugboat 2 that may be used to assist in the maneuvering of a vessel 1. As shown in FIG. The tug 2 includes a hull 23 provided with a skeg 24. The hull 23 extends from the stern 26 to the bow 27. The hull 23 is provided with a circumferential fender 29.

  One or two propulsors in the form of one or two azimuth thrusters 28 (nozzle drive) are provided near the stern 26 (other positions are also possible) and in any desired direction (horizontal) Generates a thrust of The azimuth thruster 28 is connected to an internal combustion engine (diesel engine) or a diesel electric drive or electric drive motor to generate thrust (eg, a bollard pull of at least 40 tons). Fuel tanks and / or batteries are also housed within the hull 23.

  The tug 2 contains a power winch 21 (in this embodiment, two power winches are provided side by side on one shaft), and a radar mast 30 provided with a radar antenna 31 and another antenna for wireless communication. An upper structure 25 is provided to support the The superstructure 25 further supports the crane 22 and the two LIDAR sensors 17.

  The crane 22 lifts the free end of the towline 10 in order to operate the towline 10 which is at least partially taken up by the power winch 21, ie a skilled crew or other crew member on the deck of the supported vessel 1 lifts the free end of the towline 10. Used to pass on to the crew. Another role of the crane 22 is to grab the mooring rope and make an electrical connection to the land when the tug 2 is docked.

  One tow rope 10 extends from the power winch 21 to the opening of the bit 11 located in front of the upper structure 25 and passes through the opening. The power winch 21 is preferably a double winch, and another tow 10 (FIG. 7) extends from the power winch 21 and passes through the opening of the bit 12 located behind the upper structure 25.

  Bits 11 and 12 guide the towline 10 to ensure that the towline 10 is at right angles to the power winch 21 in order to precisely roll up and read out the towline 10. The free end of the tow rope 10 is held by the free end grippers of the crane 22. A so-called quick rope 13 is attached to the free end of the towline 10. The fast rope 13 is a light string which can be handled by the crew and can extend through the channel in the vessel 1 to the capstan on the vessel 1. Thereafter, by activating the capstan, the heavy tow line 10 can be pulled through the channel to the deck of the vessel 1.

  The upper structure 25 supports a radar mast 30 provided with a radar antenna 31. Furthermore, the radar mast 30 is provided with another antenna for wireless communication.

  The superstructure 25 further serves to support the crane 22. In this embodiment, the crane 22 is a knuckle boom crane, but any other suitable type of crane or robotic arm can be used. In one embodiment, the crane arm is provided with a water gun (not shown) or at least provided with means for securing the water gun to the crane arm.

  The crane 22 on the tug 2, the power winch 21 and other equipment may be hydraulically driven. In this regard, the tug boat 2 is provided with a hydraulic pump or pumping station which supplies pressurized hydraulic fluid to the above-mentioned consumable parts under the control of the electronic control unit 50.

  The crane 22 is pivotally suspended from the upper structure 25 about the vertical axis of the tug 2 preferably by an annular base member 35. The proximal end of the inner portion 32 of the crane arm is hinged to the base member 35 and the distal end of the inner portion 32 is hinged to the outer portion 33 of the crane arm by a hinge 34. The outer portion 33 of the crane arm is telescopic to extend the reach of the crane.

  The proximal end of the first hydraulic cylinder 36 is hinged to the base member 35 and its distal end is hinged to the outer portion 33. The first hydraulic cylinder 36 may be used to raise and lower the crane arm. The crane arm is shown in the lowered down position in FIG. 5 and is shown in the raised position in FIG. 6 but the crane 22 is raised higher than shown in FIG. It will be understood to get. A second hydraulic cylinder 37 extends along the outer portion 33 in order to adjust the length of the telescopic outer portion 33. The crane arm is shown in FIG. 9 with the outer portion in the extended position.

  A jig 42 is provided at the free distal end of the crane arm. In one embodiment, the jig 42 is a holding tool, but the jig 42 is a replaceable jig, and jigs of different purpose according to the needs, such as a water gun or electrical connector, hook, search It will be appreciated that it may be replaced by a fixture such as a light. In this regard, the tug 2 is provided with a jig assembly that can be fitted to the free distal end of the crane arm. The jig assembly is stored at a position where the free end of the crane 22 on the tug 2 can reach, so the jig at the end of the free end of the crane arm changes even if a human operator is not actually present It is possible.

  The crane arm is provided with a sensor (not shown) that indicates the position of the crane arm. In one embodiment, the crane arm is provided with a sensor (not shown) for determining the force / load acting on the crane arm.

  The tug 2 is provided with a support 38 for the crane arm on which the crane arm can be mounted when the crane arm is not in operation, ie to provide a part position of the crane arm. In one embodiment, the support 38 is an integral part of the bit 11 on the front deck and preferably has the shape of a yoke. The tugboat can be provided with two supports, one support 38 on the front deck and one support 39 on the rear deck, so the crane arm can be part of a forward position or aft position. The support 39 is preferably an integral part of the bit 12 and is shaped like a yoke. The supports 38, 39 serve as reference points for adjusting the position of the crane arm. In one embodiment, the electronic control unit 50 is configured to recompensate the crane arm at regular intervals in the support 38 or support 39.

  In one embodiment, the free distal end of the tow cord 10 is provided with an eye splice 14. The towline 10 is preferably made of a synthetic material that is strong and light enough to float. Such types of tow ropes are commercially available. The bushing 15 is provided around the tow line 10 at a position close to the eye splice 14. The bushing 15 and its function will be described in more detail below.

  In FIG. 9 the crane is shown holding the free end of the tow line 10 at the telescopic outer part 33 of the crane arm in the extended position. This is a position suitable for passing the free end of the towline 10 to a skilled crew member on the supported vessel 1.

  FIG. 10 is a block diagram of the control system and equipment on the tug boat 2. The electronic control unit 50 includes a positioning system (GPS), a motion sensor (or a motion reference sensor capable of detecting an acceleration force), a microphone or a microphone device, a camera device (preferably a digital video camera), RADAR 31, a LIDAR (laser scanner) , A nozzle angle detector, a first RFID reader, a second RFID reader, and a towing force sensor, preferably a sensor array comprising a directional force sensor, a crane position sensor, a crane force sensor. The electronic control unit is further connected to a crane 22 including a wireless communication device 54, a power winch 21, an engine or drive motor for driving a nozzle drive 28, a nozzle drive 28 (directivity control angle sensor), a motion correction unit and a gripper 42 Be done. The electronic control unit 50 may be configured to pull on the towline 10 as the towline force sensor may be a combination of a torque sensor on the power winch 21 and a strain gauge or similar force measuring device for each bit 11, 12 The magnitude of the force and the direction of the tensile force applied by the tow line 10 are conveyed.

  In one embodiment, the tug boat 2 is provided with an optical sensor device or digital camera device, preferably with a 360 ° view in the horizontal plane so as to overlook the entire peripheral area of the tug boat 2. The camera device may operate in the visible portion of the spectrum and / or outside the visible portion of the spectrum. Electronic control unit 50, in one embodiment, is configured to wirelessly transmit camera device signals to control center 200 or remote control unit 150.

  The electronic control unit 50 is provided with a navigation module, an anti-collision module and an image recognition module, which will be described in more detail below.

  For example, to the control center 200 shown in FIGS. 26 and 27, the signal from the camera device transmitted by the communication device 54 on the tag boat 2 and, of course, any other transmitted by the communication device 54. A communication device 254 is provided to receive the A display screen 272 is displayed on the control center 200, preferably in real time, more preferably in real time, and the display screen 272 is arranged in a circular array of 360 ° to display the signal of the camera device to a human operator in the control center. A display screen 272 is provided. In the embodiment of the present invention, eight display screens 272 are provided in a circular array, but it is also possible to use fewer than eight display screens in a circular array, and more than eight in a circular array. It will be appreciated that display screens can also be used. Furthermore, a projector or the like may be used instead to provide a display screen that spans the entire perimeter.

  In one embodiment, for example, augmented reality is superimposed on the display screen 277, both for the source of sound (distance and direction) in the course of the tug boat 2 and for information on obstacles.

  The tug boat 2 is provided with an acoustic sensor, preferably a directional acoustic sensor device for capturing sounds in a 360 ° area in a horizontal plane. In one embodiment, electronic control unit 50 is configured to transmit signals from the directional acoustic sensor device to control center 200 or remote control unit 150. The electronic control unit 250 in the control center 200 is configured to display information on the direction and position of the source of the detected sound, for example by means of augmented reality, on a meter or display screen.

  Control center 200, preferably in real time, more preferably in real time and spatially, for the human operator in control center 200 to reproduce the signal of the optical sensor device received via wireless communication device 254. , A transducer (loudspeaker) 274 is provided. As a result, the human operator receives an impression of the direction of the source of the detected sound.

  Furthermore, the control center 200 is provided with at least one control console 280 which allows the operator to input instructions or commands for controlling the operation of the tug boat 2. Control console 280, wireless communication device 254, loudspeaker 274 and display screen 272 are all connected to electronic control unit 250. The electronic control unit 250 is configured to receive instructions and commands from the human operator via the control console 280 and wirelessly transmit these instructions / commands to the participating tag boat 2. The electronic control unit 250 is further configured to reproduce the information received from the tugboat on the display screen 272, via the loudspeaker 274, and on the meter and / or display in the control console 280.

  The positioning system on tug 2 is, in one embodiment, a satellite based positioning system (eg, GPS), and tug 2 in one embodiment controls the geographical position of the tug boat determined by the positioning system 200 and It is configured to wirelessly transmit to the remote control unit 150.

  In one embodiment, the electronic control unit 50 is configured to autonomously dock the tug boat 2. In this regard, the electronic control unit 50 is configured to be responsive to the environment in the vicinity of at least one tug 2 in order to avoid overload of the mooring site or hull 23. The electronic control unit uses, inter alia, signals from the motion reference sensor which include acceleration information and jerks (changes in acceleration, ie derivatives of acceleration with respect to time).

  In one embodiment, the method of controlling at least one tug boat 2 from the remote control center 200 comprises: deploying the tug 2; arranging the remote control center 200; and controlling the remote control center 200 wirelessly transmitting the instructions to at least one tug boat 2, receiving the instructions wirelessly on the tug boat 2, and executing the instructions by the tug boat 2.

  In one embodiment, transmitting instructions wirelessly includes transmitting instructions to Tugboat 2 to navigate to a particular location, Tugboat 2 receiving instructions, and Tugboat 2 at particular locations. And sailing. In one embodiment, the method further comprises the tugboat 2 autonomously navigating from the current position to the specific position, which preferably comprises the tugboat 2 autonomously navigating from the current position to the specific position. .

  In one embodiment, transmitting the instructions wirelessly comprises, at a fixed distance, the supported vessel 1, preferably the supported vessel connected to the tug 2 by the towing line 10 without tensioning the towing line 10. It includes transmitting an instruction to the tag boat 2 to follow.

  In one embodiment, the method comprises receiving from the remote control unit 150 the at least one tug 2 and the free end of the tow rope 10 connected to the tug 2 with the recipient on the supported vessel 1, in particular the supported vessel 1 Using the crane 22 to send instructions to pass to the recipient at a particular location on the top, and the tug 2 to pass the free end of the tow rope 10 to the crew on the deck of the supported vessel 1 And passing the free end of the tow rope 10 to the recipient.

  In one embodiment, the method instructs the tug 2 to roll up or pull out the towing cable 10 from the remote control unit, eg the portable remote control unit 150 on the assisted vessel 1 operated by the pilot. , And the tugboat 10 rolls up to unroll the tow rope 10 by actuation of the power winch 21.

  In one embodiment, the method applies thrust of a predetermined magnitude and direction to the supported vessel 1 from a remote control unit, for example, a portable remote control unit 150 on a supported vessel operated by a pilot To transmit an instruction for a thrust command of a predetermined magnitude and direction to the tug boat 2, and the tug boat 2 to apply a thrust of the instructed magnitude and direction to the supported vessel 1.

  In one embodiment, the method transmits an indication for thrust position and optionally optimal thrust angle from a remote control unit, eg a portable remote control unit 150 on a pilot operated vessel 1 operated by a pilot And moving the tug 2 to the designated thrust position and the optimal thrust angle.

  A first RFID reader is associated with each of the bits 11, 12 and a second RFID reader is associated with the free end of the crane 22. The communication device 54 enables the electronic control unit 50 to transmit and receive information.

  The electronic control unit 50 is configured to control the operation of the power winch 21, the operation (power) of the engine / drive motor, and the operation (angle) of the nozzle drive 28. The electronic control unit 50 is further configured to control the operation of the crane 22 and the operation of the grippers (grippers) 42.

  In one embodiment, the camera, RADAR and LIDAR, positioning system, if available, signals from the sonar are transmitted via the communication device 54 to the control unit 250 in the control center 200 or to the pilot's portable remote control unit 150 Be done.

  The crane 22 is mounted at the center of the tug boat 2 so that the towline 10 can be operated on the front and rear decks. In addition, the central position allows the crane 22 to cross the flanks when docked and when passing the towline 10 to a skilled crew member or other crew member on the supported vessel 1.

  The electronic control unit 50 is configured to control the operation of the crane in response to the position sensor and motion sensor on the crane and / or the motion reference unit of the tug boat and in response to the RFID reader on the crane.

  In one embodiment, the crane 22 is provided with a motion compensation unit. In one embodiment, the motion compensation unit is provided with an element capable of pivoting about at least two orthogonal axes, the motion compensation unit being capable of controllably pivoting the element about at least two orthogonal axes The actuator of In one embodiment, the crane 22 is disposed on a motion compensation platform. That is, the motion compensation unit is formed by a motion compensation platform. The motion compensation platform may comprise more than two linear actuators supporting the platform around the control of the electronic control unit 50. In another embodiment, the movement of the free end of the crane 22 is compensated by using the actuators of the crane 22. That is, the motion compensation unit is formed by the actuators of the crane 22. In one embodiment, the bowing of the tug boat 2 is at least partially compensated by the rotation of the crane 22, and the fore and aft shaking is at least partially compensated by raising and lowering and / or extension and contraction of the crane arm.

  The motion sensor (motion reference unit) causes the electronic control unit 50 to move the tug boat 2, for example, pitch, roll and bow, more preferably, pitch, roll, bow, roll, shake Communicate movement including swinging. The electronic control unit 50 is configured to compensate for the movement of the tug 2 in order to maintain free movement of the free end of the crane arm relative to the substantially global coordinate system. Alternatively, the electronic control unit 50 may receive the information of the motion sensor and / or the position sensor mounted on the supported vessel 1, and the substantially free movement of the free end of the crane arm relative to the assisted vessel 1 It can be maintained. In one embodiment, the electronic control unit 50 is configured to ignore the actual navigation speed of the tug 2. That is, movements caused by the speed of the tugboat are not taken into account in the correction. Thus, the free end of the crane arm may be stable while the tug 2 is tracking the supported vessel 1. The crane arm passes the towline 10 to the crew on the deck of the supported vessel 1 by compensating the movement of the tug 2 or by maintaining the free movement of the free end of the crane arm relative to the supported vessel 1 Sometimes, it becomes easier for the crew on the deck of the vessel 1 to be supported to grasp or catch the towline 10 or the quick rope 13 attached to the crane arm. Electronic control unit 50 is configured to compensate for movement of the free end of the crane arm when establishing an electrical connection to land. Thus, the electronic control unit 50 is configured to minimize the movement of the free end of the crane caused by the movement of the tugboat in a beneficial situation. When the crane 22 is used to collect the free end of the tow rope 10 from the home position (storage position) at the bit 11 or the bit 12, the electronic control unit 50 uses the tug boat 2's own coordinate system for reference. The electronic control unit 50 is configured to recorrect the position of the free end of the crane arm using the rest position on the support 38 or the support 39.

  A navigation module that allows the electronic control unit 50 to navigate the tug boat 2 autonomously from the current position to the indicated reception position, for example to a position near the ship 1 in need of assistance Is provided. The navigation module contains the charts necessary for the safe navigation of the tugboat 2 and forms a navigation system for the tugboat 2. By means of the navigation module, the electronic control unit 50 navigates the tug boat 2 from the mooring position to the target position, for example to the mobilization position, ie to the position where the tug boat 2 is to be deployed to support the maneuvering of the ship 1 Can. In addition, the navigation module allows the electronic control unit to navigate the tugboat from the mobilization position back to the mooring position. Therefore, when receiving an instruction via the wireless communication device 54, the electronic control unit 50 autonomously navigates the tug 2 from the mooring position to the mobilization position and from the mobilization position to the mooring position. Collisions with obstacles in the course of the tugboat 2 are avoided by the electronic control unit deploying a collision prevention module. This will be described in more detail below. With the assistance of the anti-collision unit, the electronic control unit 50 takes evasive action as necessary to avoid collisions with objects such as another ship, land, bridge or shallow water.

  The navigation system is preferably an autonomous navigation system configured to maneuver the tug boat 2 in all scenarios within the scope of the COLREG Convention. Because the COLREG-compliant algorithm is stored within the electronic control unit 50, the electronic control unit 50 can make the necessary course corrections to navigate safely in all scenarios.

  The anti-collision module contains regulatory information on collision prevention, such as, for example, COLREG (Convention on the International Convention for the Prevention of Collisions at Sea, 1972), and takes evasive action in accordance with the rules. The collision prevention module enables the electronic control unit 2 to determine when and what evasive action to take.

  Furthermore, the electronic control unit 50 is provided with an image recognition module that enables the electronic control unit 50 to recognize the strong point on the side surface of the hull 3 and the image showing the supported vessel 1. In one embodiment, the electronic control unit may, with the help of the image recognition module, recognize the crew on deck, ie the supported vessels ready to receive the towline 10.

  11 and 12 show two sides of the first embodiment of the gripper 42 in more detail. The gripper 42 comprises two mirror symmetrical parts 71 pivotally connected to one another by means of hinge pins 78. The wire spring 75 biases the two parts 71 together. One end of the two parts 71 forms a V-shaped recess for engaging the towline 10 or for receiving the bushing 15 on the towline 10. The contact of the surface of the V-shaped recess 79 with the tow rope 10 or the bushing 15 makes the two parts counter to the force of the wire spring 75 in the same way that the peg is biased against the clothesline. A biasing force is created such that 71 pivots about hinge pin 78 away from one another. When the grasping tool 42 sandwiches the towline 10 or the bushing 15, the towline 10 or the bushing 15 is a substance formed by the two semi-cylindrical recesses of each part 71, as shown in FIG. Is received in the cylindrical recess 72. The portion of the substantially cylindrical recess 72 closest to the V-shaped recess 79 is shaped to form a substantially V-shaped cross section that facilitates withdrawal of the tow cord 10 from the cylindrical recess 72 against the force of the wire spring 75. To be

  The pivoting movement of the two parts 71 about the hinge pin 7 can be prevented by the action of an electromagnetically controlled, pneumatically controlled or hydraulically controlled locking pin 73. The electric, pneumatic or hydraulic actuator 74 is in a retracted position where the locking pin 73 does not advance to the cylindrical recess 77 between the two parts 71 and an advanced position in which the locking pin is advanced to the cylindrical recess 77 The position of the locking pin 73 is controlled between FIG. The recesses 77 are arranged on the side of the hinge pin 78 opposite the cylindrical recess 72 between the parts 71. The locking pin 72 prevents the parts 71 from moving away from each other when advanced into the recess 77, so that the tow rope 10 is substantially retained within the cylindrical recess 72 even when a large force is applied to the tow line 10. obtain.

  FIGS. 13 and 14 show a second embodiment of the gripper 42, without the need for a spring, the movement of the two parts 71 about the hinge pin 78 being one or two double pneumatic cylinders The second embodiment is the same as the first embodiment except that it is controlled by the action of the hydraulic cylinder 80. The recess 72 may be cylindrical as the grasping tool 42 can be actively opened so that there is no need to withdraw the towline against the force of the spring. One or two pneumatic or hydraulic cylinders 80 extend between the upper (upper in the orientation of FIGS. 13 and 14) tips of the part 71 and apply tension to open the grippers The towing cord 10 is received or released, and a pushing force is applied to close the grasping tool 42 to maintain the grasping tool 42 in a closed state regardless of the presence or absence of the towing cord 10 in the cylindrical recess 72. The operation of the pneumatic cylinder or hydraulic cylinder 80 is controlled by the electronic control unit 50.

  The hinge pin 78 extends from the gripper 42 to a recess in the opposite arm of the yoke 84 which serves to suspend the gripper 42 from the free end of the crane. The grippers 42 of the first embodiment can likewise be suspended from the free end of the crane by means of a yoke.

  FIG. 15 shows the distal portion of one embodiment of the tow rope 10. At the free distal end of the towline 10, a rigid eye splice 14 is provided. The hard eye splice forms an end stop. A ring 42 of light metal or heavy duty elastic plastic is placed in the eye to provide structural rigidity. The end stop formed by the hard eye splice 14 is sized and shaped so that it can not pass through the opening 18 (FIG. 17) in the bits 11, 12, so the hard eye splice 14 is an end stop. Form This allows the power winch 21 to fully wind up the tow rope 10 until the endstops hit the bits 11,12.

  In one embodiment, the power winch 21 is provided with a rotational position sensor (not shown) coupled to the electronic control unit 50, and the length of the tow rope 10 drawn out to the electronic control unit 50 by the rotational position sensor Will be informed roughly.

  In one embodiment, the power winch 21 is provided with a force or torque sensor, and the electronic control unit 50 uses the signal from the force or torque sensor to limit the force applied to the tow line during winding up Configured as. The electronic control unit 50 is preferably configured to limit the force applied to the tow line 10 by the power winch 21 when pulling towards the end stop.

  Since the tow rope 10 is at the home position (parts position) when the electronic control unit 50 instructs the power winch 21 to wind up the tow cord 10, the surge of the signal from the force sensor on the power winch 21 is electronically controlled Instruct the unit 50 to stop the winding of the tow rope 10.

  In one embodiment, the tow rope 10 is provided at its free end or near the free end with a first RFID tag 90. The first RFID tag is preferably a passive RFID 90 tag 90. The tug boat 2 in one embodiment is provided with a first RFID reader, preferably an active RFID reader, wherein the first RFID reader is such that the free end of the tow rope 10 is in close proximity to bit 11 or bit 12 The RFID reader is arranged to detect the first RFID tag 90 when, ie when in the home position or part position. Preferably, two first RFID readers are provided, one near each bit 11,12. The first RFID tag 90 is preferably a passive tag, and the first RFID reader is preferably an active RFID reader.

  The first RFID tag 90 is provided in the rigid eye splice 14 or at the position of the rigid eye splice 14 in one embodiment. In another embodiment, the first RFID tag 90 is provided at the end stop 15 position.

  The first RFID reader is arranged such that the RFID reader detects the first RFID tag 90 when the endstop 15 or the rigid eye splice 14 is in close proximity to the bit 11 or 12.

  The electronic control unit 50 is coupled to the first RFID reader, and the electronic control unit 50 detects the presence of the first RFID tag 90 in bit 11 or bit 12 during the winding operation. When configured, the operation of the power winch 21 is terminated.

  In one embodiment, the crane 22 is provided with a second RFID reader, preferably an active RFID reader. Because the second RFID reader is located in close proximity to the gripper 42, the second RFID reader is suitable for gripping the tow rope at or near the eye splice 14 at the position of the eye splice 14. The first RFID tag is detected when in position. Thus, the electronic control unit 50 is informed when the gripper 42 is near the free end of the tow line 10.

  In one embodiment, the tow cord 10 is provided with a plurality of RFID tags 90 spaced along the length of the tow cord 10, preferably at regular intervals. The first RFID reader may be configured such that the RFID tag 90 of the plurality of RFID tags passes through the opening 18 (FIG. 17) in the bits 11 and 12 during winding up or unwinding of the tow rope 10. Are arranged to record. Because each RFID 90 can store individual information, the test control unit 50 can tell how much of the time-series link has been rolled up or unwound when the particular RFID tag 90 passes the first RFID reader. It can be judged accurately. Thus, the capable electronic control unit 50 is configured to control the length of the towing cord 10 drawn out very accurately, using the signal from the first RFID reader, and the breakage of the towing cord 10 or Errors such as stacking of the towline 10 between the powered winch 21 and the bit 11 or bit 12 due to lack of tension in the towline 10 can be determined.

  In another embodiment, the tow rope 10 is provided with a plurality of optical tags spaced along the length of the tow rope 10, preferably at regular intervals, and the power winch 21 Position, the position of the bits 11, 12, or an optical reader connected to the electronic control unit 50 between the power winch 21 and the bits 11, 12 to determine the length of the tow rope 10 to be fed out To detect

  FIG. 16 illustrates another embodiment of a towline 10 having a flexible eye splice 14. A bushing 15, preferably formed of light metal or heavy duty elastic plastic, is disposed on the towline 10 and secured to the towline 10 near the flexible eye splice 14. Thus, the towline 10 extends through the bushing 15. The bushing 15 is flanged at the end closest to the flexible eye splice 14 and is provided with an end stop 17 at the opposite end. The main extension of the bushing 15 serves as a gripping object for the gripping tool 42 (shown in phantom in FIG. 16). The length of the main extension of the bushing 15 is sufficient to allow the gripper 42 to grip around the bushing 15. The end stop 17 comprises a truncated cone which serves as an engagement surface for engaging the corresponding conical seat 19 in the bits 11, 12 (FIGS. 16 and 17). The openings 18 in the bits 11, 12 are large enough to allow the tow 10 to pass, but have a small diameter such that the end stop 17 can not pass through the openings 18. As shown in FIG. 16, when the power winch 21 pulls the tow rope 10 and rolls it up, the end stop 17 abuts on the bit 11, 12 and the conical seat surface 19 and is maintained by the power winch 21. A tension of 10 ensures that the bushing 15 always extends from the bit 11, 12 in the same direction. Thus, when the towline 10 is fully wound up, the position and orientation of the bushing 15 is known and always the same. As a result, since the grasping tool 42 recognizes the exact position of the bushing 15, the grasping tool 42 can be easily grasped by the grasping tool 42.

  The support 38 is preferably an integral part of the bits 11, 12, and is formed of two wings 44 forming two tapered guides 43 for guiding the crane arm towards the center of the support 38. And a yoke-shaped support. The support surface of the yoke is preferably inclined to coincide with the angle of the crane arm mounted to the support surface in the rest (retracted) position.

  In one embodiment, the electronic control unit 50 is instructed by the operation of the crane arm to move the gripper 42 from an arbitrary position to a first reference position near the bits 11 and 12. The electronic control unit 50 is instructed to operate the grasping tool so as to grasp the tow line 10 when the grasping tool 52 reaches the first reference position. Furthermore, the electronic control unit 50 is instructed to move the holding tool 42 at the free end of the crane arm from the first reference position to the indicated position, which preferably indicates the remote transmitter (eg, the pilot's remote position). The position received wirelessly by the communication device 54 from the control unit 150). The electronic control unit 50 is further configured to extend the tow line 10 at the same time as the crane arm moves the free end of the tow line to the desired position. Thus, constant tension can be maintained on the towline 10 while the crane 22 moves the free end of the towline 10 from the storage position to the desired position.

  The electronic control unit 50, when the gripper 42 reaches the indicated position, and / or when the dosing device 54 on the tug boat 2 receives a confirmation from the remote transmitter to stop / open the gripper 42, That is, when the crew on the deck of the supported vessel 1 receives the towline 10, it is configured to stop / open the holding tool 42 in order to release the towline 10. The pilot's remote control unit 150 is provided with input means to indicate that the towline 10 has been delivered, so that the grasper 42 can release the towline. Alternatively, the crew may have his own portable wireless communication unit to send an acknowledgment that the tow rope 10 has been received.

  In one embodiment, the tug 2 is provided with a second reference point for correcting the crane or robot arm in a coordinate system relative to the tug boat, the second reference point being a support 38 or support 39 or the like. It may be a fixed structure provided on the tugboat. The electronic control unit 50 is configured to recorrect the crane 22 at the second reference point at predetermined time intervals.

  The electronic control unit 50 operates the power winch 21 when the instruction is received via the communication device 54, that is, when the tow rope 10 is received and released from the supported vessel 1. Configured to roll up. The instruction to wind up the towing line 10 is, for example, when the support operation is completed and the pilot determines that the crew on the system vessel 1 has removed the towing line 10 from the bollard or capstan on the system vessel 1 , Can be output from the remote control unit 150. Towing on the deck of the supported vessel 1 so that the involved crew members can wirelessly communicate to the tug 2 that the tow rope 10 can be released from the supported vessel 1 and can be rolled up by the tug 2 Additional remote control units (not shown) may be carried by the crew operating the search 10. This additional remote control unit for use by a crew operating a tow line on the deck is, in one embodiment, used in conjunction with Beacon X.

  The electronic control unit 50 uses the signal from the rotational position sensor on the power winch 21 during the winding operation, using the signal from the first RFID reader or the optical reader, if available. Track the length of the towing cord 10 that is being fed out.

  Since the electronic control unit 50 is configured to feed the towing rope 10 by operating the power winch 21 when receiving an instruction via the location device 54, the tug boat 2 is most suitable for the supported vessel 1. An optimal desired thrust position at a distance can be inferred. The instructions to bring out the towline 10 may be issued by the pilot's remote control unit 150.

  In one embodiment, the crane arm is provided with a digital camera and the image recognition unit recognizes a graphic pattern on the hull of the supported vessel 1 or recognizes a crew on the deck of the supported vessel 1. Alternatively, it is configured to recognize the channel vessel on the supported vessel 1 or to recognize the entering position or the docked position. In one embodiment, signals from the camera are wirelessly transmitted to a remote recipient (eg, control center 200) via communication device 54.

  In one embodiment, the tug boat 2 is provided with a sensor (not shown) for detecting the position of the beacon X (FIG. 3) on the supported vessel 1. The beacon X on the supported vessel 1 may be a GPS beacon, a radar beacon or any other suitable beacon that can easily and accurately determine the location of the supported vessel 1. The beacon X is, in one embodiment, carried by a crew on board the supported vessel 1 to receive the towline 10. Therefore, the electronic control unit 50 is informed of the exact position where the towline 10 should be delivered to the supported vessel 1. Beacon X may be part of a package that includes one or more beacons X and a remote control unit 150. This package is carried by the pilot while being aboard the supported vessel 1. The pilot operates the remote control unit, and the pilot distributes one or more beacons X to the individual crew members who are to receive the tow rope (s) 10. In one embodiment, the tug boat 2 is used to detect the presence and the exact position of the beacon X in order to facilitate passing the tow rope 10 at the exact position of the crew ready to receive the tow rope 10. A dedicated sensor is provided.

  In one embodiment, the electronic control unit 50 is configured to select a replaceable jig from the jig assembly when receiving an instruction to select a replaceable jig. In one embodiment, the instructions to select a replaceable fixture include information for selecting a specific replaceable fixture associated with the operation to be performed by the crane 22. Instructions to select a replaceable fixture can be issued from the electronic control center 200 as part of an autonomous operation, or from a remote sender such as the pilot's remote control unit 150.

  In one embodiment, the remote control unit 150, for example, the system vessel from a location far from at least one tug boat 2 by the pilot inputting an instruction to the remote control unit 150 via the user interface of the remote control unit 150 It is configured to wirelessly control the operation of at least one tug boat 2 from one.

  The remote control unit 150 is configured to wirelessly transmit a thrust command to at least one tug boat 2. The electronic control unit 50 is configured to control the propulsor of the tug boat 2 to execute the thrust command wirelessly received from the remote control unit 150. In one embodiment, the thrust command includes a vector that indicates the magnitude and direction of the thrust to be applied.

  The thrust command is, in one embodiment, implemented as a vector with respect to the hull 3 of the supported vessel 1. In one embodiment, the electronic control unit 50 is configured to block invalid commands, ie commands that cause a collision between involved vessels.

  In one embodiment, the remote control unit 150 is configured to transmit an instruction to track the supported vessel 1 to at least one tug boat 2. The electronic control unit 50 is configured to control the tug boat 2 so as to autonomously track the supported vessel 1 at a certain distance from the supported vessel 1 in order to execute the received instruction. The instruction to track the supported vessel 1 includes an instruction on the tension required for the tow line 10 during the operation of tracking the supported vessel 1.

  In one embodiment, when in escort (tracking mode), the desired position of the tugboat is defined as a relative vector from a reference point on the assisted vessel 1 or as any point near the assisted vessel 1 .

  Electronic control unit 50, in one embodiment, is configured to transmit sensor data to remote control unit 150, and remote control unit 150 is configured to receive information and present the received information to a pilot. . Thus, for example, the pilot may be informed of the exact position of the tug 2, the amount of thrust applied and the direction of the thrust, and the tension of the towline 10.

  Figures 28-31 show the remote control unit 150 and its operation. In one embodiment, the remote control unit 150 is a portable tablet computer 150 with a touch screen 172. The tablet computer 150 comprises an electronic control unit 155 coupled to a wireless communication device 154, a battery power unit, a position sensor (GPS), and a touch screen 172.

  In one embodiment, the remote control unit 150 allows the tug boat 2 to identify the location of the supported vessel 1, ie to make it easier for the tug boat 2 to reach a mobilization position near the supported vessel 1. , (GPS) position of the remote control unit 150 is configured to be transmitted to the tug 2.

  The electronic control unit 155 displays the supported vessel 1 in the form of the outline of the hull on the display screen and, as shown in FIG. 28, the tug 2 connected to the supported vessel 1 in the track map (TUG 1 , TUG2, ... TUGn) are configured to indicate the position. The desired mooring position of the supported vessel 1 is shown by way of example in the outline of the vessel 1 in which the mooring position is indicated by a dashed line. The pilot can use the touch screen to magnify the supported vessel 1 and select the position on the assisted vessel 1 to which the tow line 10 is attached. Possible mounting positions are indicated by the dashed circle in the outline of the vessel 1 as shown in the screen shot of FIG. The pilot can change the connection position using the touch screen 172, and the pilot can select one of the tug boats 2 on the touch screen 172 to send an indication to the tug boat 2 involved it can. The pilot can change the desired position of the tug boat 2 by moving the involved tug boat 2 to another position on the touch screen.

  FIG. 31 is a screen shot showing information on the touch screen 172 when a specific tag boat 2 is selected. The solid vector indicates the magnitude and direction of the current thrust applied by the involved tug 2 (TUG 1 in the case of this patent). The magnitude and direction of the current thrust shown is in accordance with the most recently issued thrust indication (if any), or the magnitude and / or magnitude of the force on the towline 10 detected by the sensor on the tug 2 May follow the direction.

  The pilot can use touch screen 172 to indicate new thrust magnitudes and directions, as shown by the dashed vector in FIG. The pilot can execute the change and transmission of a new thrust indication for the involved tugboat 2 by pressing the virtual button labeled “perform change” on the touch screen 172.

  When the communication device 54 on the tug boat 2 receives a new thrust command from the remote control unit 150, the electronic control unit 50 controls the engine / motor and azimuth thruster 28 in response to the thrust command to support the supported vessel 1 Apply a certain magnitude and direction of thrust to.

  The remote control unit 150 may further be used by the pilot to issue a command to the tug 2 to track the supported vessel. In response to receiving an instruction to track the supported vessel by the wireless communication device 54, the electronic control unit 50 operates the engine and the azimuth thruster (nozzle drive) 28 based on the instruction. Therefore, the electronic control unit 50 causes the tug boat 2 to track the supported vessel 1 at a certain distance, and more preferably, the electronic control unit 50 places the tug boat 2 at a certain distance and the supported vessel 1 Track the supported vessel 1 at a fixed relative position to

  The remote control unit 150, in one embodiment, is a loudspeaker for reproducing the sound picked up by the microphones (devices) on the tugboat 2 or other information that the pilot needs to receive from the tugboat 2 Is provided.

  In one embodiment, the tug 2 is provided with an automatic mooring system that secures the tug 22 to the bollards 112 on the land 110 using the spreader bar 111 (FIG. 32). The crane 22 is used to operate the spreader bar 110, i.e. to move the spreader bar from the position of the tugboat or the position of the tugboat to a position behind the bollard 112 (rear to the tugboat 2). The mooring cords are attached to each end of the spreader bar 111 and the mooring cords are preferably fixed to the tug boat 2 via an automatic tensioning system comprising one or more small power winches (not shown) Be done. FIG. 18 illustrates one embodiment of a method for automatically mooring and releasing the tug boat 2. When tug 2 is docked, tug 2 receives mission instructions via communication device 54 and electronic control unit 50 processes mission objectives and plans the route. Next, the electronic control unit 50 checks whether there is any system error or nearby obstacle, and if there is any system error or nearby obstacle, the electronic control unit 50 stays in the docked state And report the problem to the control center 200 via the communication device 54 and the process ends. If there are no system errors or nearby obstacles, the electronic control unit 50 activates the automatic mooring system to release the tugboat from the land. The task is then performed and the electronic control unit checks if the task is complete. When the mission is complete, the electronic control unit 50 controls the tug boat 2 to return to the mooring site by planning and executing the return route. Near the mooring site, the electronic control unit maneuvers carefully to dock the tugboat using available sensor signals to recognize the situation. At that time, the electronic control unit 50 operates the automatic mooring system to connect the tug 2 to the land, and the process returns to the block "Benching".

  FIG. 19 is a flowchart showing a method of operating the tag boat 2 started with the tag boat 2 in the standby position and then receiving an instruction via the communication device 54. The electronic control unit 50 processes the mission purpose, plans and implements the route. If an obstacle is detected by the anti-collision system, the electronic control unit 50 will take evasive action as needed to plan a new route, as will be described in more detail below. When the tug 2 arrives close to the supported vessel 1, the tug 2 waits for a new indication / command from the pilot on the supported vessel 1.

  FIG. 20 is a flow chart showing a method of operating the tug boat 2 for receiving an instruction to track the supported vessel 1 by applying tension to the tow rope 10 while being in the vicinity of the supported vessel 1. In the next step, the electronic control unit 50 uses available sensor information to verify that the tension on the tow line 10 is within the specified range. If the tension is within the specified range, the electronic control unit continues control such that the tug boat 2 follows the supported vessel 1 with the required tension on the tow rope 10 at a fixed distance. . If the tension is below the minimum threshold, the electronic control unit 50 controls the operation of the tug 2 to increase the tension on the towline 10. If the tension on the towline 10 exceeds the maximum threshold, the electronic control unit 50 controls the operation of the tug 2 to reduce the tension on the towline 10. The tension change of the tow rope 10 is achieved, for example, by changing the power that the engine / motor sends to the azimuth thruster 28.

  FIG. 21 is a flow chart showing a method of operating the tug boat 2 receiving an instruction to pass the tow rope 10 to a specific position on the supported vessel while in the standby position near the supported vessel 1 . In this regard, the electronic control unit 50 may, for example, use the beacon X to identify crews on the deck of the supported vessel 1 ready to receive the tow rope 10 or camera and image processing Software is used to identify delivery points on the supported vessel 1. Next, the electronic control unit 50 controls the tug boat 2 to navigate the tug boat 2 to a predetermined position, that is, to near the identified delivery point. Next, the electronic control unit 50 confirms that the criteria for extending the crane arm are satisfied. If the criteria for extending the crane arm are not met, the electronic control unit 50 adjusts the position of the tug boat or adjusts the stability (motion compensation) of the crane 22. If the criteria for extending the crane arm are met, the electronic control unit 50 maintains the position of the tugboat, starts and / or continues the crane operation, and checks if the safety criteria are out of range Do. If the safety criteria are out of range, the crane operation ends. Next, the position of the tug boat 2 and / or the crane 22 is adjusted, the stability of the crane 2 is adjusted, and / or other criteria are adjusted to meet safety standards. If the safety criteria are within range, crane operation is continued until the communication device 54 receives from the supported vessel 1 a positive response that the tow line 10 has been received. If this acknowledgment is not received, the crane operation is continued. When an acknowledgment is received, crane operation is terminated and the crane is retracted and stored at the rest position shown in FIG.

  As shown in FIG. 22, after the electronic control unit 50 receives an affirmative response that the tow rope 10 has been delivered, the electronic control unit 50 takes out the distance between the tug boat 2 and the supported vessel 1 while delivering the tow rope 10. adjust. This process is continued until the required distance is reached. When the required distance is reached, the process moves on to a process of waiting for a thrust command from the supported vessel 1.

  FIG. 24 shows a process when a thrust command is received. The tugboat is in the standby position with the tow rope 10 connected to the supported vessel 1. The electronic control unit receives thrust commands issued by the pilot from the electronic control unit 150 via the communication device 54. The thrust command includes a thrust vector that indicates the magnitude and direction of thrust that needs to be applied. In one embodiment, the thrust command may further include a thrust position, ie, a position with respect to the supported vessel 1 to execute the thrust command, and the thrust command may further include a thrust angle. Alternatively, the electronic control unit may be configured to determine the optimal thrust angle. The electronic control unit 50 controls the tag boat 2 to move to the thrust position when the thrust command is received. Next, the electronic control unit 50 confirms that the tug boat 2 has reached the thrust position and angle. If the tug 2 has not reached the thrust position, the electronic control unit adjusts the position of the tug 2 to rotate the hull to an optimum thrust angle. When the tug 2 reaches the thrust position and angle, the electronic control unit 50 gradually increases the thrust applied to the tow 10 until the tow 10 reaches the required tension. At that time, the electronic control unit 50 maintains the necessary tension on the tow rope 10 and waits for the next command from the supported vessel 1 (from the remote control unit 150) while at the same time the tension on the tow rope 10 Determine if thrust adjustment is required to maintain. When a new thrust command is received from the remote control unit 150, the electronic control unit adjusts the position of the tug boat 2 to rotate the hull to an optimal thrust angle. The process then returns to the box "Is thrust position reached?" And the process is repeated. If a thrust command is not received, the electronic control unit checks if the thrust mission has been completed. If the thrust mission has not been completed, the process returns to the box "Wait a command from the supported vessel. Need thrust adjustment?". If the thrust mission is complete, the process returns to the box "Move to Standby".

  The process of FIG. 24 is practically the same as the process of FIG. 25 except that thrust is applied by the tug 2 by engaging the strong point 9 on the hull 3 of the supported vessel with the bow 27 of the tug 2 It is. As described, the electronic control unit 50 identifies the strong points 9 using a camera for identifying indicia on the hull 3 and image recognition software. In the process of FIG. 24, the tension on the tow line 10 can not be used to confirm that the required thrust has been applied. Instead, the electronic control unit controls the propulsor to achieve the required amount and direction of thrust applied to the hull 3 of the supported vessel 1 using the look-up table or mathematical model of the tugboat 2.

  FIG. 25 illustrates the process of releasing the towline 10 when the thrust mission is complete. The electronic control unit 50 waits to receive an acknowledgment that the tow line 10 has been released from the supported vessel 1. At this time, the control unit 50 operates the power winch 21 so as to wind up the tow rope 10. During winding up, the electronic control unit 50 verifies, as described above, whether the towline 50 has been fully wound up and that the free end of the towline 10 is in the stored position. If the tow rope 10 is not fully wound up, the winding process is continued. When the tow rope 10 is fully wound up, the electronic control unit 50 waits for the next command from the supported vessel 1 or from the control center 200 via the remote control unit 150.

  FIG. 32 shows a tug boat 2 (which may be a crane 22 or any other type of boat provided with a robotic arm) moored to land 110. The moorings connected to the spreader bar 111 are used to secure the boat 2 to the land 110. The crane 22 is in this embodiment configured to establish a connection to the land 110 when the boat 2 is moored. The connection to land 110 may be an electrical data connection and / or a power connection. Electronic control unit 50 is configured to establish an electrical connection to land using crane 22. The electronic control unit 50 can be programmed to perform this process autonomously when the boat 2 is moored, and the electronic control unit 50 further disconnects the electrical connection when the boat is leaving the sea Configured to Electronic control unit 50 is configured to connect the connector with a land connection point to establish a connection. In one embodiment, the connector is formed with a coil 95 to establish an inductive connection. The connection partner on the land 110 is a coil of the corresponding electrode 99 on land (such as a quay). The coil 95 is provided with an opening sized and shaped to fit the electrode 99. A gripping element 97 is attached to the coil 95. The gripping element 97 has the same or the same shape and size as the bushing 15. The gripping element 97 thus coincides with the gripping tool 42, so that the coil 95 can be manipulated by the gripping tool 42. Attached to the coil 95 is a power cable 96 extending to a cable reel 98 provided on the boat 2, and the cable reel 98 is connected to the electrical system of the boat 2. When not in use, the coil 95 is placed by the crane 22 on top of the simple electrode 91 on the deck of the boat 2 as indicated by the dashed line in FIG.

  The electronic control unit 50 is configured to lift the coil 95 from the deck of the boat 2 using the gripper 42 and the gripping element 97 to move the coil 95 onto the electrode 99 above the electrode 99. . Thus, inductive electrical connections are established on land that can be used to transmit power and / or data.

  The electronic control unit 50 is configured to maintain the electrical connection while the boat is in a moored state, so that the battery mounted on the boat 2 can be charged, for example, and mounted on the boat 2 Power can be supplied to electrical devices. The electronic control unit 50 is free to move the crane 22 arm in order to adjust the movement of the boat 2 relative to land with the connector 95 connected to a connection point in the form of a coil 99.

  The electronic control unit 50 is configured to disconnect the electrical connection when the boat 2 has to leave, for example, work has to be started. The electronic control unit 50 grips the gripping element 97 using the gripping tool 42 and lifts the coil 95 from the quill's coiled electrode 99 to move the coil 95 over the electrode 91 towards the electrode 91 on the deck. Configured as.

  In one embodiment, the cable reel 98 automatically provides for winding and unwinding of the power cable 96 while maintaining a predetermined amount of tension on the power cable 96 using resilient or other suitable means.

  In one embodiment, the tug 2 is configured to automatically prevent overturning or sinking due to overload on the tow line 10. In this regard, the tug boat 2 is provided with a sensor device configured to detect the magnitude and direction of the pulling force that the tow cord 10 exerts on the tug boat 2. This sensor arrangement combines a sensor on the power winch 21 to determine the torque applied to the power winch 21 and in particular a strain gauge or the like at the bits 11, 12 which serve to determine the direction of the force exerted by the towboard on the tugboat 2. It can be. Furthermore, the tug boat 2 is provided with a sensor device configured to detect the orientation of the tug boat. A motion sensor (emotion reference unit) may be used for this purpose. The sensor device is configured to transmit the detection information or the detection signal to the electronic control unit 50. The electronic control unit 50 is configured to receive detection information or a detection signal from the sensor device. The electronic control unit 50 may be connected to a sensor device in a wired or wireless configuration. The electronic control unit 50 receives the sensor signal, and the electronic control unit 50 is notified of the magnitude and direction of the thrust generated by the thruster. In some embodiments, the electronic control unit 50 is coupled to a sensor device that detects the magnitude and direction of the thrust generated by the propulsor. Alternatively, or additionally, in other embodiments, there is no sensor to detect the magnitude and direction of thrust, instead the control unit of the pusher communicates directly with the electronic control unit 50. The control unit of the pusher transmits information on the magnitude and direction of thrust of the pusher to the electronic control unit 50. In some embodiments, electronic control unit 50 is configured to receive information regarding thrust. In this manner, the electronic control unit 50 is informed of the magnitude and direction of thrust by one or more of several methods. The electronic control unit 50 determines whether the tugboat 2 exceeds the safety threshold based on the magnitude and direction of the detected thrust, the magnitude and direction of the detected tensile force, and the orientation of the tugboat detected. Do. The safety threshold may include the maximum slope to the horizon of the tugboat 2. In some embodiments, electronic control unit 50 comprises an electronic memory or storage device that includes information regarding the operating thresholds described in connection with the embodiments of the present application. The electronic memory may further include information regarding predetermined safety threshold information. For example, the electronic control unit 50 may determine the determined magnitude and direction of the tensile force based on the detected information and the determined orientation of the tug boat, of the maximum tilt and / or tensile force of the given tug boat stored. Compare with predetermined size and direction. Electronic control unit 50 may reference a look-up table that includes a plurality of predetermined safety and / or operating thresholds that change for one or more situations. The magnitude and direction of the thrust generated by the pusher are transmitted to the electronic control unit 50, for example by a signal representing the magnitude and direction of the thrust generated by the pusher, for example.

  In some embodiments, electronic control unit 50 determines whether a safety threshold has been exceeded. In one embodiment, when the electronic control unit 50 determines that the safety threshold is exceeded, the electronic control unit 50 reduces the magnitude of the thrust and / or changes the direction of the thrust. Preferably, the electronic control unit wirelessly communicates the reduction in the magnitude of the thrust and / or the change in the direction of the thrust to the control center 200 or the remote control center 150 via the communication device 54.

  In one embodiment, the tug boat 2 is provided with a device for separating the tug boat 2 from the tow rope 10 in response to a command from the electronic control unit 50, preferably the device comprises an instrument for cutting the tow rope 10 Prepare. The device for separating the tug 2 from the tow 10 by cutting preferably comprises an element such as a knife or scissors or generally heats the polymer based tow 10 in order to cut the tow 10.

  The electronic control unit 50 is preferably configured to cut the tow line 10 when the electronic control unit 50 determines that the tug boat 2 has exceeded a second safety threshold that is higher than the first safety threshold. In one embodiment, the first safety threshold as well as the second safety threshold is a risk of the tugboat to overturn and / or the first safety threshold and the second safety threshold is a risk of the tugboat to sink.

  In one embodiment, the electronic control unit 50 is configured to determine the risk of the tug 2 to overturn or sink based on a computer model that simulates the behavior of the tug 2. In this regard, the electronic control unit 50 may be provided with a mathematical model of the tug 2 that simulates the behavior of the tug 2 in response to thrust, tow force and direction, and optionally to waves.

  Thus, in one embodiment, the electronic control unit 50 determines the magnitude and direction of the thrust generated by the propeller of the tug 2 and the magnitude and direction of the tensile force applied to the tug 1 by the tow rope 10 The direction of the tug 2 is determined, and it is determined whether the combination of the magnitude and direction of thrust, the magnitude and direction of tensile force, and the orientation of the tug 2 exceeds a safety threshold. The electronic control unit 50 may be further configured to adjust the magnitude and / or direction of thrust to prevent the tug boat 2 from exceeding the safety threshold. The electronic control unit may be further configured to cut the tow line 10 when the safety threshold is exceeded.

  In one embodiment, the boat or vessel (which may be any type of boat, ship or vessel, and need not be a tugboat 2), for example, avoid collisions with obstacles such as other boats or vessels An anti-collision system is provided that can assist the crew to In one embodiment, the boat or ship is configured to alert the crew if the first risk level is exceeded, and in one embodiment the boat or ship is further configured to provide a first higher level than the first risk level. It is configured to take evasive action when the crew takes evasive action when the risk level of 2 is exceeded. Furthermore, the collision avoidance system may be used on an autonomously operating boat or vessel, in which case the collision avoidance system issues an alert sent wirelessly to the remote recipient when the first risk level is exceeded. The navigation system takes evasive action when the second risk level is exceeded. FIG. 33 shows a scenario on the diagram to illustrate the functionality of the anti-collision system.

  As shown in FIG. 33, the anti-collision system (which may be an integral part of the electronic control unit 50) designates a first collision zone 80 around the boat 2 and a second one around the boat 2. The second collision zone 81 surrounds the first collision zone 80. The shape and size of the first collision zone 80 and the shape and size of the second collision zone 81 depend on the velocity and bow direction of the boat or ship 2. The velocity and bow direction of the boat or ship 2 is indicated by vector 82.

  The first collision zone 80 and the second collision zone 81 are larger in the bow direction of the boat or ship, and become larger at least in the bow direction as the speed of the boat or ship 2 increases, and preferably, Slightly larger in the transverse direction of the bow direction.

  As shown in FIG. 33, the anti-collision system detects multiple obstacles using sensors on boat 2 such as, for example, RADAR, LIDAR, and camera. In this example, detected obstacles include pleasure boats (yachts) 85, fishing boats 87, cargo vessels 86, and islands 88. However, it will be appreciated that this is merely an example of the type of potential obstacle, and that other obstacle types may also be detected.

  The collision avoidance system is configured to assign a category to each detected obstacle. Examples of categories are, for example, watercraft, fixed structures, shallow water, land, and the category preferably includes multiple categories of waterborne vehicles including boats, ships, and the multiple categories of said boats are further Preferably, it comprises fishing boats, tugs, speedboats, yachts and sailing yachts, the category of said vessels comprising cargo ships, naval vessels, cruise ships and ferries. However, it will be understood that this list is merely an example and this list is not an exhaustive list.

  In each category, for example, repositioning of the detection obstacle preferably using a mathematical model of the detection obstacle (if available) or (if available) a navigation plan of the detection obstacle, Information on the possibility of course change and / or speed change is associated. Each category is preferably associated with information about the shape and size of the first collision zone and the second collision zone, preferably with respect to the detected velocity and bow direction of the detection obstacle (if detected). Sometimes.

  In one embodiment, the navigation system is configured to track the course of the detected obstacle. In one embodiment, the navigation system is configured to determine the possibility of a change in course and / or speed of a detected obstacle, preferably based on the category in which the obstacle is located.

  The navigation system determines a collision zone 83 around each detected obstacle based on the determined category and the speed of the detected obstacle.

  In the example of FIG. 33, the boat 2 has a planned route 78. When this channel 78 is taken, the navigation system detects that the collision zone 83 of the pleasure boat 85 overlaps with the second collision zone 82 of the boat after a while. At that time, the collision prevention system wirelessly transmits an alert to the remote control center 200 and / or the remote control unit 150. If the boat 2 does not receive a wireless instruction from the remote control center 200 and / or the remote control unit 150, the boat 2 proceeds along the planned course 78. If such a route change radio indication is not received, the collision prevention system detects that after a while the collision zone 83 of the pleasure boat 85 overlaps the first collision zone 80 of the boat 2, The anti-collision system preferably takes evasive action by following the new channel 79 passing the pleasure boat 85 behind the pleasure boat 85 at a safe distance, preferably in accordance with COLREG. In order to determine the evasive action, the anti-collision system preferably takes into account the boat or ship 2's navigation restrictions, preferably using the boat or ship 2 mathematical model (if available).

  At the same time, the anti-collision system preferably uses, for example, VHF communication, preferably using standard maritime VHF communication (e.g. channel 16 used for emergency safety messages). Broadcast route changes according to such international standard routes. If both vessels have the same anti-collision system, standard communication protocols are used for data exchange.

  In one embodiment, portable control unit 150 may be used to enhance conventional VHF communication from a supported vessel to a conventional tugboat. The system is configured such that the pilot can be commanded to control the entire system including the tug 2 and the supported vessel 1 in a dynamic positioning manner. The interface on the formal control unit 150 may include additional sensors to support DP operation and to enhance the position data available to the captain and pilot (of the supported vessel 1).

  In one embodiment, the tug boat 2 is provided with an automatic anchoring system (not shown). The automatic anchoring system may be provided with a safety function, and the electronic control unit 50 may, in one embodiment, activate the automatic anchoring system as safe fallback (e.g. defect mode supports this operation) Can be configured.

  In one embodiment, the tugboat 2 is a full unmanned surface boat (USV). That is, the tug boat 2 is automated so that the crew can be operated without getting on board and possibly assisted by instructions from a remote control station such as the remote control sensor 200 or the remote control unit 150. With the remote control station in place, one operator can safely maneuver or monitor the tug boat 2 in all work scenarios. The operator can overlook the operating area around the tug boat 2 360 ° from the control station and preferably can capture sounds in the area of 360 ° simultaneously.

  Communication provides high reliability and bandwidth for quick and effective communication. In one embodiment, the communication system itself becomes a redundant system by using a topology that utilizes multiple different communication channels. A satellite communication system is provided as a secondary fallback option.

  Although the preferred embodiments of boats, tugs, vessels, and methods have been described with respect to the environment in which they are deployed, these are merely examples illustrating the principles of the present invention. The elements of the various embodiments may be incorporated into each of the other types of elements to achieve the benefits of these elements in combination with other types of elements, and the various beneficial features in the embodiments are alone. Or in combination with each other. One controller or control unit may be formed of a plurality of controllers or a combination of control units. Other embodiments and configurations may be devised without departing from the spirit of the invention and the appended claims. In the claims, the word "comprising" does not exclude other elements or steps, and the indefinite article "a" or "an" does not exclude a plurality. The mere fact that certain measures are recited in mutually different dependent claims does not indicate that a combination of these measures can not be used to advantage.

Claims (10)

A tugboat to assist in the maneuvering of a ship,
An engine driving one or more propellers having controllable directions of thrust;
A towing line for establishing a tension connection between the supported vessel and the tugboat,
A first sensor device configured to detect the magnitude and direction of the tensile force exerted by the towline on the tug boat;
A second sensor device configured to detect the orientation of the tugboat;
A controller that receives a signal from the first sensor device and receives a signal from the second sensor device;
The controller is informed of the magnitude and direction of thrust generated by the one or more propulsors;
The controller
Magnitude and direction of the detected thrust,
A tugboat configured to determine whether a first safety threshold has been exceeded based on the magnitude and direction of the sensed tensile force, and the orientation of the tugboat sensed.   The controller is configured to reduce the magnitude of thrust and / or change the direction of thrust if the controller determines that the tugboat exceeds the first safety threshold. The tugboat of item 1. The tug boat is provided with a device for disconnecting the tug boat from the tow line in response to a command from the controller;
The tugboat according to claim 1 or 2, wherein the device preferably comprises an instrument for cutting the towline.   The controller according to claim 3, wherein the controller is configured to disconnect the tow rope if the controller determines that the tug boat exceeds a second safety threshold that is higher than the first safety threshold. Tugboat.   The first safety threshold as well as the second safety threshold is the risk of the tugboat to overturn, and / or the first safety threshold and the second safety threshold is the risk of the tugboat to sink. The tugboat of any one of 4.   A tugboat according to any of the preceding claims, wherein the controller is configured to determine the risk of the tugboat to overturn or sink based on a computer model simulating the behavior of the tugboat.   The tugboat according to any of the preceding claims, wherein the controller is provided with a mathematical model of the tugboat. How to operate a tugboat,
Determining the magnitude and direction of thrust produced by the tugboat's propulsor;
Determining the magnitude and direction of the tensile force applied to the tugboat by the towline;
Determining the orientation of the tugboat;
Determining whether the combination of thrust magnitude and direction, tension magnitude and direction, and orientation of the tugboat exceeds a safety threshold.   The method according to claim 8, further comprising adjusting the magnitude and / or direction of the thrust so that the tugboat does not exceed a safety threshold.   10. A method according to claim 8 or 9, further comprising cutting the tow line when the safety threshold is exceeded.