KR102179115B1 - Vessel Remote Control System and Method - Google Patents

Abstract

The present invention relates to a ship remote control system and method, in which steering, switching, and shift operations necessary for ship navigation are set, and signal data set for these operations are transmitted based on short-range wireless communication, and are transmitted from the transmitter. A receiving unit that receives the signal data received from the receiving unit and the power units required for steering, switching, and shifting by receiving the signal data received from the receiving unit, which instructs and applies the operation of the steering unit, the switching unit, and the transmission unit. In addition to the system including the ECU, a) the process of transmitting signal data from the transmitting unit to which steering, switching, and shifting operations necessary for the operation of the ship are applied based on short-range wireless communication, b) the signal transmitted from the transmitting unit A process in which data is received by a receiving unit based on short-range wireless communication, c) a process of analyzing whether the signal data received by the receiving unit is a steering signal, a switching signal, or a shift signal in the ECU, d) that the signal data is a steering signal. When it is determined by the ECU, a process in which the set steering angle of the set steering gear is compared and analyzed with the collision distance value transmitted from the infrared sensor or the ultrasonic sensor in the ECU, e) When it is determined that there is no abnormality in the steering angle of the set steering gear, the ECU commands The indicated process, f) the process of operating the steering gear unit and the key unit according to the command instruction of the ECU, and g) the first limit switch detects whether or not the set rotation radius value of the steering gear exceeds the preset setting value. We want to provide a way to include the process.

Description

Vessel Remote Control System and Method

The present invention relates to a ship remote system and method, and more particularly, steering of the ship under sail, switching to change the driving direction of the ship by forward or backward, and the overall control of the ship such as shifting to adjust the speed of the ship under sail The present invention relates to a ship remote control system and method that can be conveniently controlled remotely from a master's portable terminal based on a short-range communication method applied to a ship.

In general, in the case of a ship sailing on the sea, a manual lever device is installed, so the driver has been operating the ship in a manner of manually manipulating the steering gear when adjusting the ship.

However, when the ship is operated for a long time, the driver's fatigue is inevitably accumulated because the driver has to manually operate the steering device for a long period of time, and this causes frequent driving errors of the driver, which causes collision with other ships. It may lead to a major crash.

Moreover, not only collision with other ships, but also because the ship's port is berthed using a manual lever built in the steering room, it is difficult to secure a view of the ship's blind spot during the ship's berthing process. By mistake, it leads to frequent collisions with other ships or other obstacles installed on the pier during the ship's berthing process.

Due to this problem, instead of a manual lever device, an electronic lever device is applied and installed on a ship, and the installation cost of such an electronic lever device is expensive, and a general small ship is not popularized due to the problem of installation time and installation cost.

Of course, a technology that improved such an electronic lever device has also been released, but the technology of such an electronic lever device can reduce the fatigue of a driver who operates a ship manually. It is difficult to expect complete automation for the entire operation.

Moreover, although such an electronic lever device is applied to a ship, it is only a method that automatically changes the operation of the ship, not manually, so collisions with obstacles that may be caused during the berthing process or the operation process of the ship can be prevented in advance. There are still problems in that smart operation of the ship cannot be implemented because no specific method for the automated driving of the ship has been presented.

Meanwhile, in the following prior art documents, it may be referred to that a patent document related to an electronic lever device applied to a ship is disclosed.

Patent Document 001: Registered Patent No. 10-0429067

The present invention for solving the above-described problems is to establish a complete automation for the overall operation of the ship, and remotely control and automate manual operations necessary for the direction of the ship operation, the speed of the ship operation, the forward/backward and neutral of the ship operation. The purpose of this is to provide a ship remote control system that can provide the convenience of operation necessary for overall ship operation.

In addition, the present invention solves the existing problems such as difficulty in securing the sight of the ship's blind spot by enabling control of the ship's maneuvering anywhere on the ship during navigation or berthing of the ship. Its purpose is to provide a ship remote control system that can prevent collisions with other ships in advance, secure the safety of ship voyages in the course of ship voyages, and quickly check whether or not the ship is broken. I leave it.

The present invention for achieving the above-described objects is a transmission unit in which steering, switching, and shift operations necessary for sailing a ship are set, and the signal data set for these operations are transmitted based on short-range wireless communication, and the transmission unit originated from the transmission unit. A receiving unit that receives the signal data of, and an ECU that instructs and applies the operation of the steering unit, the switching unit, and the transmission unit as power units required for steering, switching, and shifting by receiving the signal data received from the receiving unit. There is one feature of the ship's remote control system including.

The steering unit, the switching unit, and the transmission unit are an electronic clutch operated according to an electric application signal instructed from the ECU, a driven gear engaged with the flywheel and rotated, and the driven gear is axially connected to the center of the driven gear to rotate the driven gear There is a feature in the ship remote control system further comprising a motor equipped with a reducer for controlling the rotation of the steering gear and the shift lever to control the induction.

The steering unit, the switching unit, and the transmission unit detect whether the turning radius of the steering gear, the switching lever, and the shift lever rotated according to the electric application signal value instructed from the ECU is exceeded based on a preset set value. There is a feature in the ship remote control system further includes a limit switch reporting to the ECU.

The ECU is characterized by a ship remote control system that compares and analyzes a steering angle of a steering gear and an engine RPM with a collision distance value transmitted from an infrared sensor or an ultrasonic sensor in a code format to the transmitter.

On the other hand, the present invention is a) a process in which signal data is transmitted based on short-range wireless communication from a transmitter to which steering, switching, and shift operations necessary for ship operation are applied, b) the signal data transmitted from the transmitter is short-range The process of being received by the receiver based on wireless communication, c) The process of analyzing whether the signal data received by the receiver is a steering signal, a switching signal, or a shifting signal by the ECU, d) The ECU determines that the received data is a steering signal. If yes, the process of comparing and analyzing the set steering angle of the steering gear with the collision distance value transmitted from the infrared sensor or the ultrasonic sensor in the ECU, e) the process of instructing the command from the ECU when it is determined that there is no abnormality in the steering angle of the set steering gear , f) the process of operating the steering gear unit and the key unit according to the command instruction of the ECU, and g) the process of detecting by the first limit switch whether the set rotation radius value of the steering gear exceeds the preset set value. Another feature is the remote control method of the vessel.

After the c) process, when the ECU determines that the received data is a switching signal, the ECU command is instructed, the switching unit is operated according to the ECU command, and the rotation radius value of the set switching lever There is a feature of a ship remote control method including a process of detecting whether the second limit switch is exceeded based on the preset set value.

After the c) process, when the ECU determines that the received data is a shift signal, the set engine RPM is compared and analyzed with the collision distance value transmitted from the infrared sensor or ultrasonic sensor in the ECU, and there is no abnormality in the set engine RPM. When it is determined that the third limit switch determines whether the command is commanded by the ECU, the transmission unit is operated according to the command command of the ECU, and whether the rotation radius value of the set shift lever is exceeded based on a preset set value. There is a feature in the ship remote control method including the process detected in.

As described above, in the ship remote control system according to the present invention, the manual operability of the driver and the operator required for the overall operation of the ship can be operated by automation by remote control, so that the fatigue of the driver and the workers can be significantly reduced. The labor force that was mobilized for manual operation for the overall operation of the existing ship may be significantly reduced, and above all, a collision problem that may occur during the berthing process of the ship due to a mistake in the manual operation of the steering key or inexperience in driving the steering key. There is an effect that can be prevented in advance.

In addition, the ship remote control system according to the present invention enables remote control control of the ship from the bow of the ship, not from the ship control in the steering room as before, even in foggy weather that frequently occurs on the shore. The ship can be manipulated while checking the movement of the ship, and in some cases, there is an effect that the process of reaching the ship's anchorage can be easily performed with manual, wired and wireless control of the ship.

1 is a schematic diagram showing the configuration of a transmitter, a receiver, and an ECU equipped on a ship as a ship remote control system according to the present invention.
FIG. 2 is a diagram illustrating detailed configurations of a steering change part, a changeover change part, and a shift change part together with a transmitter, a receiver, and an ECU shown in FIG. 1 in a simple block structure.
3 is a flow chart showing the flow of remote control required for steering of a ship as a method for remote control of a ship according to the present invention.
4 is a flow chart showing the flow of remote control required for switching of a ship as a ship remote control method according to the present invention.
5 is a flow chart showing the flow of remote control required for shifting of a ship as a ship remote control method according to the present invention.
6 is a view showing the real of some components for the steering unit in the ship remote control system according to the present invention as an example.

Ship remote control system and method according to a preferred embodiment of the present invention may refer to the accompanying drawings, but it should be understood as a technical idea that is not limited to the drawings, and these drawings are conceptually intended to help understanding of the present invention. In the illustrated relationship, the present invention will not need to be interpreted as being limited by the drawings.

Moreover, the ship remote control system and method according to the embodiment of the present invention are not limited to the drawings, and should be interpreted in a manner that includes the scope of the rights to the technical idea through various modified embodiments. In the description of the elements, the description of terms such as one side, the other side, the top side, the bottom side, etc. is only indicated as a way to help the understanding of the description of the present invention, and can be mixed in some cases. Thoughts will not be limited.

The ship remote control system and method of the present invention is a system that can remotely control the operation of a ship using short-range wireless communication, and short-range wireless communication includes, for example, WiFi Direct, WiDi, Bluetooth, NFC, beacon, and the like. Since any one of the communication can be adopted and utilized, in the present invention, it is regarded that short-range wireless communication is basically applied and utilized, and a detailed description thereof is omitted, but in the present invention, it should be interpreted as applied and utilized short-range wireless communication. something to do.

In addition, it may be noted that the steering unit, key unit, cut-off unit, and transmission unit to be described later in the present invention are not shown in a specific structural shape because of a relationship based on their role functions, but are shown in a simple block shape. It will not be the reason for injustice.

Hereinafter, a ship remote control system and method according to an embodiment of the present invention will be described in detail with reference to the accompanying drawings.

A ship remote control system according to an embodiment of the present invention is a system capable of remotely operating steering, switching, and shift required for ship navigation using short-range wireless communication, as reference may be made to FIGS. 1 and 2. , A transmission unit 10 for setting the steering operation, switching operation, and shift operation required for vessel navigation and transmitting signals necessary for this setting, a receiving unit 20 receiving signals transmitted from the transmitting unit, and provided from the receiving unit It may be configured with the ECU 30 that analyzes data information of signals and instructs and gives commands required for performing each power required for steering operation, switching operation, and shift operation.

The commands issued from the ECU 30 include a steering change part 100 for steering operation of a ship, a switching change part 200 for switching operation of the ship's driving direction, and a shift change part 300 for shifting the traveling speed of the ship. ), the steering change part 100, the changeover change part 200, and the shift change part 300 may each perform the power required for sailing the ship.

The transmitter 10 may be provided in a portable terminal type as a type of remote control capable of remote control, for example, and may be, for example, a smart phone in some cases. The transmitter 10 may include a steering setting area 11, a changeover setting area 12, and a shift setting area 13 as shown in FIGS. 1 and 2.

The steering setting area 11 is an area for manipulating and setting the left/right direction of the steering machine 125 in setting the steering of the ship, and the switching setting area 12 is a switching lever ( 215) is an area for manipulating and setting switching for the driving direction of reverse, neutral, and forward, and the shift setting area 13 sets the low speed and high speed directions for the shift lever 315 in setting the engine RPM. This is an area for setting operation.

On the other hand, the receiver 20 serves as a kind of repeater, and divides the signals by classifying signals provided by the transmitter 10 and distinguishing whether the signal is related to a steering change, a changeover change, or a signal related to a shift change. It serves to receive and transmit to the ECU (30).

That is, the receiver 20 may be composed of a steering receiver 21, a switching receiver 22, and a transmission receiver 23. For example, if the signal provided by the transmitter 10 is a signal related to steering change, the above This can be received by the steering receiver 21. For example, if the signal provided by the transmitter 10 is a signal for switching change, the switching receiver 22 can receive it. For example, the transmitter 10 If the signal provided by is a signal related to a shift change, it may be received by the shift receiver 23.

Here, it is possible to distinguish whether the signal transmitted from the transmitter 10 is a signal for a steering change, a signal for a switching change, or a signal for a shift change is the operation of the steering gear 125 and the switching lever 215. It can be divided into an operation and a rotational movement distance difference according to the operation of the shift lever 315.

Of course, at this time, the rotation required for each operation of the steering gear 125, the changeover lever 215, and the shift lever 315 should be assumed to have the same rotation angle so that rotation only up to a specified rotation angle. The speed should be assumed to be the same.

The rotation angle can be assumed to be a rotation angle from the start point to the end point of the rotational bending of the switching lever 215 and the shifting lever 315, and required for rotational bending of these switching levers 215 and shift lever 315 Assuming that the rotation angle is, for example, 120°, the rotation angle of 120° must be applied equally to the steering gear 125 so that the rotation angles are all the same.

At this time, the rotation required time of the steering gear 125 rotated at the same speed and the same rotation angle (120°), the rotation required time of the switching lever 215 rotated at the same speed and the same rotation angle (120°), the same speed, and The time required for rotation of the shift lever 315 rotated at the same rotation angle (120°) has a time difference. This is the same as the difference in the rotational travel distance when it is assumed that the required rotation time is the same.

That is, the steering gear 125 can be rotated without an instantaneous stop section in the process of being rotated at a rotation angle of 120°, but the transmission lever 315 passes through two instantaneous stop sections in the process of being rotated at a rotational angle of 120°. It may be rotated, and the switching lever 215 may be rotated through three stops in a moment in the process of being rotated at a rotation angle of 120°.

In other words, the steering gear 125 can be rotated at one time without stopping from the rotation start section to the rotation end section in the process of being rotated at a rotation angle of 120°, while the shift lever 315 rotates at a rotation angle of 120°. In the process of being rotated from the rotation start section to the rotation end section, the rotation start section can be rotated through two-stage instantaneous stops (low speed and high speed), while the switching lever 215 is rotated at a rotation angle of 120°. Since it can be rotated through three instantaneous stops (reverse, neutral, and forward) from to the end of the rotation, if it is assumed that the required rotation time is the same, a difference may occur in the rotational movement distance.

Based on the signal information transmitted from the receiver 20, the ECU 30 can transmit a command to apply power to be performed in the steering change part 100, the changeover change part 200, and the shift change part 300. have.

The steering change part 100 may include a steering unit 110 composed of a steering unit 120 and a key unit 130, and the steering unit 110 may be, for example, a clutch means.

The steering unit 120 may be composed of a first electronic clutch 121, a driven gear 122, and a first motor 123 including a reducer 123a, a steering shaft 124, and a steering gear 125 , The key unit 130 is composed of a plurality of hydraulic cylinders (131) (132), a piston loader (131a) (132a), a rotating bar (133), a key shaft (134), a first limit switch (135). I can.

By controlling the direction of the key (not shown) due to the organic operation of the steering unit 120 and the key unit 130, the steering of the ship may be changed.

In the steering unit 120, as shown in Figs. 2 and 6, the first electronic clutch 121 is a clutch disk that moves with magnetic force according to an electrical signal, and a plastic that rotates interlocking with the clutch disk. It may be composed of an upper wheel, and the driven gear 122 is a structure of a structure that is connected to and meshed with the flywheel through a chain, and may be rotated while interlocking when the flywheel rotates, and a first motor including the reducer 123a 123 may control the rotation of the driven gear 122 through the reducer 123a while being axially coupled to the driven gear 122. Of course, the rotation of the electronic clutch 121 may be implemented by the power of the hydraulic motor (121a).

The steering gear 125 is coupled to the flywheel in a fixed form, so that when the flywheel rotates, it can be interlocked and rotated, and the steering shaft 124 has one end of the shaft coupled to the central portion of the steering gear 125 As a result, it is possible to transmit the rotational motion of the steering gear 1245 to a key (not shown) that determines steering.

In the key unit 130, the hydraulic cylinders 131 and 132 are in a form that maintains a predetermined gap between each other, and the piston loaders 131a and 132a configured in each of the hydraulic cylinders 131 and 132 are It can be moved back and forth, and the rotation bar 133 has both ends of the piston loader 131a, 132a connected to each end in a hinged structure, but the center thereof is connected in a structure that is axially coupled to the key shaft 134. The key shaft 134 is axially coupled to the central portion of the rotation bar 133 to transmit the rotation of the steering gear 125 and the rotation operation of the rotation bar 133 to a key (not shown). . Of course, the key shaft 134 may be coupled to the steering shaft 124 by a coupler, and the first limit switch 135 is installed near both upper ends of the hydraulic cylinders 131 and 133 It may be sensed by sensing whether the rotation radius of the rotation bar 133 is exceeded based on a preset set value.

On the other hand, the switching and changing part 200 may be made of a switching unit 210, the switching unit 210 may be, for example, a clutch means, a second electronic clutch 211, a second driven gear (not shown) , It may be composed of a second motor 213 including a reducer (213a), a switching shaft 214, a switching lever 215, and a second limit switch 216.

The rotation direction of the propeller (not shown) is changed due to the organic operation of the switching unit 210, so that the traveling of the ship can be switched to forward or backward.

In the switching unit 210, the second electronic clutch 211 may include a clutch disk that moves with magnetic force according to an electrical signal and a flow wheel that rotates in contact with the clutch disk, and the driven gear (Not shown) is a structure that meshes with the flywheel and can be rotated while being interlocked with the flywheel, and the second motor 213 including the reducer 213a is shaft-coupled with the driven gear (not shown). Rotation of the driven gear (not shown) may be controlled through the reducer 213a.

The switching lever 215 is coupled to the flywheel in a fixed form and interlocked with and rotated when the flywheel rotates, and the switching shaft 214 has one end portion at the lower end of the switching lever 215 The rotational motion of the switching lever 215 may be transmitted to a propeller (not shown) that is shaft-coupled to determine switching.

The second limit switch 216 may be installed in the vicinity of the switching cable 217 to sense whether the rotation radius of the switching lever 215 is exceeded based on a preset set value.

On the other hand, the shift change part 300 may be made of a shift unit 310, the shift unit 310, for example, may be a means for adjusting the engine RPM, a third electronic clutch 311, a third driven gear (Not shown), a third motor 313 including a speed reducer 313a, a shift shaft 314, a shift lever 315, and a third limit switch 316.

As the RPM speed of the engine is changed due to the organic operation of the transmission unit 310, the traveling speed of the ship may be changed to a low or high speed.

On the other hand, a ship remote control method according to an embodiment of the present invention may refer to FIGS. 3 to 5, and FIG. 3 is a view showing a process for remote control required for steering of a ship, and FIG. 4 is It is a diagram showing a process for remote control required, and FIG. 5 is a view showing a process for remote control required for shifting of a ship.

As shown in Fig. 3, the process for remote control required for steering of the ship is the signal transmission of the transmitter (S1), the signal reception of the receiver (S2), the signal analysis of the ECU (S3), the comparison of the steering angle and the collision distance value (S4), ECU code transmission (S'), transmission unit steering setting (S4"), ECU command instruction (S5), steering unit and key unit operation (S6), comparison of the setting value of the first limit switch and the rotation radius value of the steering gear It can be accomplished through the processes of (S7), ECU cause tracking (S7'), and ECU correction command instruction (S7").

For example, in the steering setting area 11 displayed on the screen of the transmitter 10, which is a portable terminal, a steering angle signal may be transmitted through short-range wireless communication according to the steering angle setting of the steering device 125 required for steering. Outgoing (S1))

When the steering angle signal is transmitted, for example, the steering angle signal transmitted through the steering receiver 21 as the receiver 20 installed in a specific area of the ship may be received. (Signal reception of the receiver (S2))

When the steering angle signal is received, for example, an ECU 30 installed in a specific area of the ship analyzes the steering angle signal provided from the steering receiver 21 to determine whether the signal is a steering angle signal. (Signal analysis of the ECU (S3))

When the signal is determined as a steering angle signal, for example, the ECU 30 is a process of comparing the set steering angle of the steering machine 125 with the obstacle collision distance value of the ship, and the ECU 30 It can be determined by comparing the collision distance value and the collision distance value provided from the infrared sensor or the ultrasonic sensor (S4)).

At this time, if the ECU 30 presupposes that the steering angle is greater than the collision distance value in the process of comparing the steering angle and the collision distance value, for example, it may be indicated by a coded expression and transmitted to a portable terminal which is an example of the transmitter 10 and presented. Yes (ECU code transmission (S4'))

That is, if a result is obtained that the steering angle is smaller than the collision distance value, the code expression can be expressed as the steering angle <collision distance value, and the marking of the steering angle <collision distance value is a portable device that is an example of the transmitter 10 through a local area network. As it can be transmitted to the terminal, the driver can determine that it can collide with an obstacle while driving the ship at the currently set steering angle.

At this time, in the steering setting area 11 of the transmitting unit 10, a new steering angle can be set in which a collision with an obstacle cannot occur. (Transmitting unit steering setting (S4"))

When a new steering angle is set, after going through the processes of S1, S2, S3, and S4 above, the ECU 30 instructs a command necessary for the operation of the steering unit and key unit to be described later based on the newly set steering angle data information. (ECU command instruction (S5))

When the command instruction of the ECU is made, the clutch disk is bonded to the flowy wheel by an electrical signal according to electrical application to the first electronic clutch 121 of the steering unit 120, and the steering gear 125 is interlocked with the rotation of the flywheel. May be rotated by a predetermined rotation section based on the set steering angle data information, and the motor 123 rotates the driven gear 122 through the reducer 123a along with the rotation of the driven gear 122 engaged with the flywheel. In the end, the rotational speed of the steering gear 125 may be adjusted by controlling the steering gear 125 (operation of the steering gear unit and the key unit (S6)).

Of course, in addition to this, the hydraulic cylinders 131 and 132 of the key unit 130 can be operated by combining the piston loaders 131a and 132a in a forward or retreat manner by an electrical signal according to electrical application, According to the combination of the piston loaders 131a and 132a, both ends of the piston loaders 131a and 132a are hinged and the center of the rotating bar 133 is fixed to the key shaft 134 by a predetermined rotation section. The direction of the key (not shown) configured to be rotated and coupled to the key shaft 134 may be changed. (Operation of the steering gear unit and the key unit (S6))

When the steering unit 120 and the key unit 130 are operated, the first limit switch 135 installed in the section of the hydraulic cylinder hydraulic cylinder 131, 132 is a preset set value (the rotation over prevention value of the steering gear ) And the rotation radius value of the steering gear 125 that is currently rotated based on the newly set steering angle, it is possible to detect whether the rotation radius value of the steering gear 125 exceeds or does not exceed the set value (S7).

At this time, when the ECU 30 assumes that the rotation radius value exceeds the set value in the process of comparing the set value of the first limit switch 135 and the rotation radius value of the steering gear 125, for example, The cause of the excess can be traced (S7')

That is, for example, when a result that the set value is less than the rotation radius value is obtained, the coded expression may be expressed as the set value <the rotation radius value, and this set value <the rotation radius value is indicated by the transmitter 10 through a local area network. As it can be transmitted to a portable terminal, which is an example, the driver may determine that there is a cause in the parts of the steering unit 120 and the key unit 130 based on the indication of the set value <the turning radius value provided from the ECU 30. I can.

When the cause of the steering unit 120 and the key unit 130 tracked by the ECU() is resolved, the ECU() will indicate that the rotation radius value <the sign of the set value, that is, the rotation radius value should not exceed the set value. A correction command can be instructed during the steering unit and key unit operation (S6). (ECU correction command instruction (S7")

As a result, while receiving a new correction command and performing the process of S7 following S6, remote control required for steering of the ship may be terminated.

On the other hand, the process for remote control required for switching of the vessel is as shown in Fig. 4, the signal transmission of the transmitter (S10), the signal reception of the receiver (S20), the signal analysis of the ECU (S30), the command instruction of the ECU (S40), and the switching The unit operation (S50), the comparison of the setting value of the second limit switch and the rotation radius value of the switching lever (S60), ECU cause tracking (60'), ECU correction command instruction (60").

For example, in accordance with the switching setting of the switching lever 215 required for switching in the switching setting area 12 displayed on the screen of the transmitter 10, which is a portable terminal, a switching signal may be transmitted through short-range wireless communication. Signal transmission (S10))

When the switching signal is transmitted, for example, the switching signal transmitted through the switching receiver 22 as the receiver 20 installed in a specific area of the ship may be received. (Signal reception of the receiver (S20))

When a switching signal is received, for example, an ECU 30 installed in a specific area of the ship may analyze the switching signal provided from the switching receiver 22 to determine whether this signal is a switching signal. (Signal analysis of the ECU (S30))

If the signal is determined to be a switching signal, for example, the ECU 30 may instruct a command required for the operation of the switching unit 210 to be described later (ECU command instruction (S40)).

When the command instruction of the ECU 30 is made, the clutch disk is bonded to the flowywheel by an electrical signal according to electrical application to the second electronic clutch 211 of the switching unit 210 and is linked with the rotation of the flywheel. The switching lever 215 can be rotated by a predetermined rotation section based on the set switching data information, and the driven gear (not shown) engaged with the flywheel rotates, and the motor 213 is the driven gear through the reducer 213a. By controlling the rotation of (not shown), the rotation speed of the switching lever 215 may be adjusted eventually. (Switching unit operation (S50))

When the switching units 210 are operated, the second limit switch 216 installed in the section of the switching cable 217 is rotated based on a preset set value (the rotation over prevention value of the switching lever) and the currently newly set switching. By comparing the rotation radius value of the switching lever 215, it is possible to detect whether or not the rotation radius value of the switching lever 215 exceeds a set value (S60).

At this time, if the ECU 30 assumes that the rotation radius value exceeds the set value in the process of comparing, for example, the set value of the second limit switch 216 and the rotation radius value of the switching lever 215, this is indicated by a sign. The cause of the excess can be traced (S60')

That is, for example, when a result that the set value is less than the rotation radius value is obtained, the coded expression may be expressed as the set value <the rotation radius value, and this set value <the rotation radius value is indicated by the transmitter 10 through a local area network. As it can be transmitted to the portable terminal as an example, the driver can determine that there is a cause in the switching unit 210 based on the indication of the set value <the rotation radius value provided from the ECU 30.

When the cause of the switching unit 210 tracked by the ECU 30 is resolved, the ECU 30 switches a new correction command that indicates that the rotation radius value <the sign of the set value, that is, the rotation radius value does not exceed the set value. Can instruct the unit operation (S50) process. (ECU correction command instruction (S60")

As a result, while receiving a new correction command and performing the process of S60 following S50, remote control required for switching of the vessel may be terminated.

On the other hand, the process related to the remote control required for the shifting of the ship, as shown in Figure 5, the signal transmission of the transmitter (S100), the signal reception of the receiver (S200), the signal analysis of the ECU (S300), the comparison of the shift value and the collision distance S400), ECU code transmission (S400'), transmission part shift setting (S400"), ECU command instruction (S500), shift unit operation (S600), the setting value of the third limit switch and the rotation radius value of the shift lever It can be made through the processes of comparison (S700), ECU cause tracking (S700'), and ECU correction command instruction (S700").

For example, an engine RPM signal may be transmitted through short-range wireless communication in the shift setting area 13 displayed on the screen of the transmitter 10, which is a portable terminal, according to the engine RPM setting required for shifting. (Transmission of a signal from the transmitter (S100) ))

When the engine RPM signal is transmitted, for example, the engine RPM signal transmitted through the transmission unit 23 as the receiving unit 20 installed in a specific area of the ship may be received. (Signal reception of the receiving unit (S200))

When the engine RPM signal is received, for example, an ECU 30 (Electronic Control Unit) installed in a specific area of the ship analyzes the engine RPM signal provided from the transmission receiver 23 to determine whether the signal is an engine RPM signal. (Signal analysis of the ECU (S300))

When the signal is determined to be an engine RPM signal, for example, the ECU 30 compares the engine RPM value with the obstacle collision distance value of the ship to determine, and the ECU 30 uses a set engine RPM value to Whether to be collided or not to be collided may be determined by comparing the collision distance value provided from the infrared sensor or the ultrasonic sensor (comparison of the engine RPM and the collision distance value (S400)).

At this time, if the ECU 30 presupposes that the engine RPM is greater than the collision distance value in the process of comparing the engine RPM and the collision distance value, for example, it is indicated by a coded expression and transmitted to a portable terminal as an example of the transmitter 10 and presented (ECU code transmission (S400'))

That is, if a result that engine RPM is smaller than the collision distance value is obtained, the code expression may be expressed as engine RPM <collision distance value, and such engine RPM <collision distance value is indicated by the transmitter 10 through a local area network. As it may be transmitted to a portable terminal, which is an example, the driver may determine that it may collide with an obstacle while driving a ship with the currently set engine RPM.

At this time, in the shift setting area 13 of the transmitter 10, a new engine RPM can be set in which a collision with an obstacle cannot occur. (Engine RPM setting of the transmitter 10 (S400"))

When a new engine RPM is set, after the processes of S1, S2, S3, and S4 described above, the ECU 30 is a command required for the operation of the transmission units 310 to be described later based on the newly set engine RPM data information. (ECU command instruction (S500))

When such a command instruction of the ECU 30 is made, the clutch disk is bonded to the flowywheel by an electrical signal according to electrical application to the third electronic clutch 311 of the transmission unit 310, and the shift is linked to the rotation of the flywheel. The lever 315 may be rotated by a predetermined rotation section based on the set engine RPM data information, and the motor 313 is driven through the reducer 313a along with the rotation of the driven gear (not shown) engaged with the flywheel. By controlling the rotation of the gear (not shown), the rotational speed of the shift lever 315 may be adjusted eventually. (shift unit operation (S600))

When the transmission units 310 are operated, the third limit switch 316 installed in the section of the transmission cable 317 is based on a preset set value (the rotation over prevention value of the shift lever) and the currently newly set engine RPM value. It is possible to detect whether or not the rotation radius value of the shift lever 315 exceeds a set value by comparing the rotation radius value of the shift lever 315 to be rotated (S700).

At this time, if the ECU 30 assumes that the rotation radius value exceeds the set value in the process of comparing, for example, the set value of the third limit switch 316 and the rotation radius value of the shift lever 315, this is indicated by a coded expression. The cause of the excess can be traced (S700')

That is, for example, when a result that the set value is less than the rotation radius value is obtained, the coded expression may be expressed as the set value <the rotation radius value, and this set value <the rotation radius value is indicated by the transmitter 10 through a local area network. As it may be transmitted to a portable terminal as an example, the driver may determine that there is a cause in the transmission unit 310 based on the indication of the set value <the rotation radius value provided from the ECU 30.

When the cause of the transmission unit 310 tracked by the ECU 30 is resolved, the ECU 30 shifts a new correction command that indicates that the rotation radius value <the sign of the set value, that is, the rotation radius value does not exceed the set value. Unit operation (S6) process can be instructed. (ECU correction command instruction (S700")

As a result, while receiving a new correction command and performing the process of S700 following S600, remote control required for shifting of the ship may be terminated.

Transmitter (10) steering setting area (11)
Changeover setting area (12) Shift setting area (13)
Receiver (20) Steering receiver (21)
Changeover Receiver(22) Transmission Receiver(23)
ECU(30)
Steering change part (100) Steering unit (110)
Steering unit (120) Key unit (120)
Switching change part (200) Switching unit (210)
Shift change part (300) Shift unit (310)

Claims (7)

A transmitter for setting steering, switching, and shifting operations necessary for sailing a ship, and transmitting signal data set for these operations based on short-range wireless communication; A receiver configured to receive the signal data emitted from the transmitter; And an ECU that receives the signal data received from the receiving unit and instructs and applies the operation of the steering unit, the switching unit, and the transmission unit as power units required for steering, switching, and shifting. Including,
The steering unit, the switching unit, and the transmission unit may include an electronic clutch operated according to an electric application signal instructed by the ECU; A driven gear rotated in engagement with the flywheel; A motor provided with a reducer that is axially connected to the center of the driven gear to control the rotation of the driven gear to control the rotation of the steering gear and the shift lever; It further includes,
The steering unit, the switching unit, and the transmission unit detect whether the turning radius of the steering gear, the switching lever, and the shift lever rotated according to the electric application signal value instructed from the ECU is exceeded based on a preset set value. A limit switch reporting to the ECU is further included,
The ECU transmits the result of comparing and analyzing the steering angle of the steering gear and the engine RPM with the collision distance value transmitted from the infrared sensor or the ultrasonic sensor in a code form to the transmitter,
The transmitter is a remote-controlled portable terminal of a remote control type, a steering setting area that manipulates the left and right directions of the steering gear to set the steering of the ship, and runs backward, neutral, and forward for the switch lever to set the ship's switching. Consisting of a switching setting area for operating and setting switching regarding the direction, and a shift setting area for operating and setting low and high speed directions for the shift lever to set engine RPM;
The receiver is composed of a steering receiver for receiving a signal related to a steering change provided by the transmitter, a switching receiver for receiving a signal for a changeover change provided by the transmitter, and a transmission receiver for receiving a signal regarding a shift change provided by the transmitter. ;
The signal transmitted from the transmitter is based on the steering gear operation, the operation of the selector lever, and the distance difference signal of the rotational movement according to the operation of the shifting lever. However, the distance difference of the rotational movement is based on the presence or absence of a momentary stop occurring during each rotational operation of the steering gear, the switching lever, and the shifting lever. delete delete delete a) A process in which signal data from a transmitter to which steering, switching, and shift operations required for ship operation are applied are transmitted based on short-range wireless communication; b) receiving the signal data transmitted from the transmitter at a receiver based on short-range wireless communication; c) analyzing whether the signal data received by the receiver is a steering signal, a switching signal, or a shift signal by the ECU; d) when the ECU determines that the signal data is a steering signal, the steering angle of the set steering gear is compared and analyzed with the collision distance value transmitted from the infrared sensor or the ultrasonic sensor in the ECU; e) the process of instructing a command from the ECU when it is determined that there is no abnormality in the steering angle of the set steering gear; f) the process of operating the steering unit and the key unit according to the command instruction of the ECU; And g) detecting, by the first limit switch, whether or not the set rotation radius value of the steering gear exceeds the preset set value. Including,
After the c) process, when the ECU determines that the signal data is a switching signal, a command is instructed by the ECU; A process of operating the switching unit according to the command instruction of the ECU; And detecting, by the second limit switch, whether the rotation radius value of the set switch lever exceeds the preset set value. Including,
After the c) process, when the ECU determines that the signal data is a shift signal, the engine RPM set by the ECU is compared and analyzed with a collision distance value transmitted from an infrared sensor or an ultrasonic sensor; The process of instructing a command from the ECU when it is determined that there is no abnormality in the set engine RPM; A process of operating the transmission unit according to the command instruction of the ECU; And detecting, by the third limit switch, whether the rotation radius value of the set shift lever is exceeded based on a preset set value. Including,
The signal transmitted from the transmitter is based on the steering gear operation, the operation of the selector lever, and the distance difference signal of the rotational movement according to the operation of the shifting lever. Wherein, the distance difference of the rotational movement is based on the presence or absence of a momentary stop occurring during each rotational operation of the steering gear, the switching lever, and the shifting lever. delete delete

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