KR102191504B1 - Method and System for Automatic Sailing and Remote Control about Vessel - Google Patents

Abstract

The present invention relates to a ship remote control system and a method thereof. The ship remote control system comprises: a transmission part in which steering, switching, and shift manipulations required for navigation of a ship is set and pieces of manipulated and set signal data thereof are transmitted based on short-range wireless communication; a receiving part which receives the pieces of signal data transmitted from the transmission part; and an ECU which receives the pieces of signal data received from the receiving part and instructs and applies operations of a steering unit, a switching unit, and a transmission unit as power units required for steering, switching, and shifting. The ship remote control method comprises the steps of: a) transmitting pieces of signal data based on short-range wireless communication from a transmission part to which steering, switching, and shift manipulations required for ship navigation are applied; b) receiving, by a receiving part, the pieces of signal data transmitted from the transmission part based on short-range wireless communication; c) analyzing, by an ECU, whether the pieces of signal data received by the receiving part are steering signals, switching signals, or shift signals; d) comparing and analyzing, by the ECU, the steering angle of a set steering gear with a collision distance value transmitted from an infrared sensor or an ultrasonic sensor when the ECU determines that the received data is a steering signal; e) 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) operating a steering unit and a key unit according to the instructed command of the ECU; and g) detecting, by a first limit switch, whether a set rotation radius of the steering gear exceeds a predetermined setting value.

Description

Method and System for Automatic Sailing and Remote Control about Vessel}

The present invention relates to a method and system for remote control and autonomous navigation of a ship, and more particularly, a switch to change the driving direction of the ship by steering, forward or backward, and to control the speed of the sailing ship. The ship's overall control such as shifting can be conveniently controlled remotely from the captain's portable terminal based on the short-range communication method applied to the ship, as well as the ship's remote control and autonomy, which enables autonomous navigation of the ship during the ship's navigation process. It relates to a method and system for navigation.

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.

Moreover, it is an object of the present invention to realize autonomous navigation without colliding with obstacles in the course of sailing along the route set in the navigation from the departure of the ship to anchoring at the destination.

The present invention for achieving the above-described objects is 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) transmitted from the transmitter. A process in which the signal 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) the received data is a steering signal When the ECU determines that 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 ECU determines that there is no abnormality in the steering angle of the set steering gear. The first limit switch determines whether the command is commanded, f) the steering gear unit and the key unit are operated according to the command command of the ECU, and g) the rotation radius value of the set steering gear is exceeded based on the preset set value. There is one feature of the method of remote control of a ship including the process of being detected.

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 one feature of a method for remote control of a ship including the 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 the 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 one feature of the remote control method of the ship including the process detected in.

When the signal data received by the ECU during the c) process is analyzed as a switching signal from the ECU, the ECU shifts the engine RPM so that the current ship engine RPM is in the high-speed RPM range. One feature is the remote control method of a ship in which the power application signal required for the operation of the lever is first applied to the motor, and then the power application signal required for the operation of the switching lever for the operation of the ship is applied to the motor in a lower order. .

On the other hand, the driving process of the ship according to GPS reception, in which the ship travels while the signal transmitted from the GPS is received by the GPS receiver of the smart cruise control unit; A process of detecting a fixed object through a lidar operation in which a lidar is directed toward a fixed object positioned in front of the ship during the voyage and then a laser is fired to detect the fixed object; In the process of analyzing the detection information of the object detected by the lidar in the ECU, the ECU analysis process for the detection information of the fixed object is calculated by analyzing the distance value from the current ship's position to the detected position of the object ; When the distance value is calculated from the ECU, the collision prevention program installed in the cruise control computer is interlocked and operated, and based on the current driving direction and speed of the ship, the ship's change route and response to the possibility of avoiding the ship from colliding with an object Ship collision avoidance analysis process of a collision prevention program based on the detection information of a fixed object, which virtually analyzes the information of one change speed; Based on the information, the collision prevention program as the virtual change values of the ship's speed is the stability distance values that do not collide in the process of providing the level values of the first change speed, the second change speed, and the third change speed. , Comparison process of the collision avoidance distance value according to the virtual speed change value of the ship, comparing and providing the level values of the intermediate stability class and the lower stability class; In the process of calculating the collision prevention program by comparing the virtual speed change values and the stability distance values, the matching program installed in the cruise control computer is interlocked, and the virtual speed change values and the stability distance values provided from the collision prevention program are interlocked. A matching process of an arbitrary collision avoidance stability distance value by substituting each other to match a certain virtual speed change value and an arbitrary certain speed stability distance value to provide a final matching result, a collision avoidance stability distance value; A steering angle instruction process of the cruise control computer in which the cruise control computer transmits an instruction signal to change the steering angle to the ECU based on the collision avoidance stability distance value provided as a matching result in the matching program; And when the ship moves out of the collision range with the fixed object while traveling according to the steering angle instruction of the cruise control computer, the ship receives the signal provided from the GPS again and travels. Driving process according to re-reception; Including, there is another feature of the autonomous navigation method based on remote control of the ship in which the ship avoids a fixed object.

On the other hand, a driving process according to GPS reception, in which the ship runs while the signal transmitted from the GPS is received by the GPS receiver of the smart cruise control unit; During the voyage of the ship, the lidar continuously detects the moving object by shooting a laser along the moving object based on the speed measurement information of the moving object provided by the speed sensor, grasping the changing direction of the object, and determining the speed. The detection sensor detects a change in movement of an object through the operation of a speed detection sensor of a moving object in connection with a lidar detection operation in which the speed of the moving object is measured and recognized in real time; In the process of analyzing the detection information of the moving object detected from the lidar and the speed measurement information of the moving object measured from the speed sensor, the current ship's position to the real-time position according to the moving direction of the detected moving object. ECU analysis process for sensing information of a moving object, which is calculated by analyzing the distance value; When the distance value is calculated from the ECU, the collision prevention program installed in the cruise control computer is interlocked and operated, and based on the current driving direction and speed of the ship, the ship's change route for the possibility of avoiding collision with the moving object. A ship collision avoidance analysis process of a collision prevention program based on detection information of a moving object, which virtually analyzes and provides information of a change speed corresponding thereto; Based on the information, the collision prevention program as the virtual change values of the ship's speed is the stability distance values that do not collide in the process of providing the level values of the first change speed, the second change speed, and the third change speed. , Comparing and providing the level values of the intermediate stability class and the lower stability class, comparing the stability distance value according to the virtual speed change value of the ship; In the process of calculating the collision prevention program by comparing the virtual speed change values and the stability distance values, the matching program installed in the cruise control computer is interlocked, and the virtual speed change values and the stability distance values provided from the collision prevention program are interlocked. A matching process of an arbitrary collision avoidance stability distance value by substituting each other to match a certain virtual speed change value and an arbitrary certain speed stability distance value to provide a final matching result, a collision avoidance stability distance value; An engine RPM instruction process of the cruise control computer in which the cruise control computer transmits an instruction signal to change the engine RPM value to the ECU based on the collision avoidance stability distance value provided as a result of matching in the matching program; And when the ship moves out of the collision range with the moving object while traveling according to the engine RPM value instruction of the cruise control computer, the ship receives the signal provided from the GPS again and travels. Driving process according to re-reception; There is another feature of the autonomous navigation method based on the remote control of the ship, which causes the ship to avoid moving objects, including.

On the other hand, in the present invention, the steering, switching, and shift operations required for ship navigation are set, and the signal data set for these operations are transmitted based on short-range wireless communication, and the above signal data transmitted from the transmitting unit are received. Receiving unit, an ECU that instructs and applies the operation of a steering unit, a switching unit, and a shift unit as power units required for steering, switching, and shifting by receiving the signal data received from the receiving unit, and a cruise control computer, GPS If the coordinates of the ship are matched with the ship's coordinates and the speed of the ship by combining the receiver, the lidar, and the speed sensor, the safe distance of the ship is calculated in real time by accurately calculating the separation distance from a fixed or moving object away from the front of the sailing ship. Another feature is the autonomous navigation system based on remote control of the ship, including the SCART Cruise control unit that secures and maintains the vehicle.

The steering unit, the switching unit, and the transmission unit may include an electronic clutch operated according to an electric application signal instructed from the ECU, a driven gear engaged with the flywheel, and a driven gear rotated in contact with the flywheel, and the driven gear is axially connected to the center of the driven gear. Another feature is the autonomous navigation system based on remote control of a ship, further comprising a motor equipped with a reducer for controlling the rotation of the steering gear and the shift lever to control and induce the rotation.

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. Another feature is the autonomous navigation system based on remote control of a ship further including a limit switch reporting this to the ECU.

The ECU compares and analyzes the steering angle and engine RPM of the steering gear with the collision distance value transmitted from the infrared sensor or the ultrasonic sensor, and transmits the result of code to the transmitter. There are work features.

The cruise control computer has another feature of an autonomous navigation system based on remote control of a ship in which a tracking prevention program and a matching program are further installed.

As described above, in 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 operator can be significantly reduced, and The labor mobilized for manual operation can also 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 the steering key operation can be prevented in advance. There is an effect.

In addition, 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 occurs frequently on the coast. It can be manipulated, and in some cases, there is an effect that it is possible to easily perform the process leading to securing of the ship along with manual, wired and wireless control of the ship.

In addition, the present invention has the effect of being able to autonomously navigate to the final destination set in the navigation without being controlled by a sailing pilot while preventing a collision with an obstacle during the sailing process of a ship.

1 is a flow chart showing a flow of remote control required for steering a ship as a method for remote control of a ship according to an embodiment of the present invention.
2 is a flow chart showing a flow of remote control required for switching of a ship as a method for remote control of a ship according to an embodiment of the present invention.
3 is a flow chart showing the flow of remote control required for shifting of a ship as a method for remote control of a ship according to an embodiment of the present invention.
4 is a schematic diagram showing the configuration of a transmitter, a receiver, and an ECU equipped on a ship as a remote control system for a ship according to an embodiment of the present invention.
FIG. 5 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. 4 in a simple block structure.
6 is a view showing the real of some components for the steering unit in the remote control system of the ship according to the present invention as an example.
7 is a flowchart illustrating a method for avoiding a fixed object as an autonomous navigation method based on remote control of a ship according to an embodiment of the present invention.
8 is a flowchart illustrating a method for avoiding by grasping a moving object in real time as an autonomous navigation method based on remote control of a ship according to an embodiment of the present invention.
9 is a block diagram schematically showing the configurations of an autonomous navigation system equipped on a ship as an autonomous navigation system based on remote control of a ship according to an embodiment of the present invention.
10 is a block diagram showing detailed configurations of the smart cruise control unit shown in FIG. 9.

The method and system for remote control and autonomous navigation of a ship according to a preferred embodiment of the present invention may refer to the accompanying drawings, but should be understood as a technical idea that is not limited to the drawings. In order to facilitate understanding, the present invention is limited by the drawings and does not need to be interpreted as it has been shown conceptually.

Moreover, the method and system for remote control and autonomous navigation of a ship according to an embodiment of the present invention are not limited by the drawings, and should be interpreted in a manner that includes the scope of rights to technical ideas through various modified embodiments. In the description of the constituent elements of the present invention, 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 aid understanding of the description of the present invention, and may be used interchangeably in some cases. The technical idea of the present invention should not be limited to terms.

The present invention relates to a method and system capable of implementing remote control and autonomous navigation of a ship using short-range wireless communication and a GPS program, and short-range wireless communication includes, for example, WiFi Direct, WiDi, Bluetooth, NFC, and beacons. Since it is not limited and can be utilized by employing any one of the types of short-range wireless communication, in the present invention, short-range wireless communication is basically applied and operated in connection with a GPS program. Separate detailed descriptions are interpreted as being omitted, and the present invention should be understood.

In addition, it can be noted that the steering unit, the key unit, the cutting unit, and the transmission unit to be described later in the present invention are not shown in a specific structural shape because they are faithfully based on their functional roles, but are shown in a simple block shape. The reason for inadequate description of the information cannot be a reason.

In the method for remote control of a ship according to the present invention, 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) the above The process in which the signal data transmitted from the transmitter is received by the receiver based on short-range wireless communication, c) The process of analyzing whether the signal data received by the receiver is a steering signal, a switching signal or a shift signal from the ECU, d) the When the ECU determines that the received 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 ultrasonic sensor in the ECU, e) It is determined that the steering angle of the set steering gear is not abnormal. If so, the process in which the command is commanded by the ECU, f) the process of operating the steering unit and the key unit according to the command of the ECU, and g) whether the set rotation radius value of the steering gear exceeds the preset set value. It may consist of a configuration including a process detected by the first limit switch.

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 It may include 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 the 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. It may include a process detected in.

As a method for remote control of a ship in the present invention, a method for remote control of a ship according to an embodiment may refer to FIGS. 1 to 3, and FIG. 1 is a view showing a process for remote control required for steering a ship. And FIG. 2 is a view showing a process for remote control required for switching of a ship, and FIG. 3 is a view showing a process for remote control required for shifting a ship.

The process for remote control required for steering of a ship according to an embodiment is a signal transmission (S1) of the transmitter, signal reception (S2) of the receiver, signal analysis (S3) of the ECU, and the steering angle and collision distance values as shown in FIG. Comparison (S4), ECU code transmission (S'), transmission unit steering setting (S4"), ECU command instruction (S5), steering unit and key unit operation (S6), the setting value of the first limit switch and the steering gear It can be achieved through the processes of comparing the rotation radius value (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 30 is resolved, the ECU 30 will indicate that the rotation radius value <the sign of the set value, that is, the rotation radius value does not exceed the set value. It is possible to instruct a new correction command, called mala, to 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 ship is as shown in Fig. 2, 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 Unit operation (S50), comparison of the setting value of the second limit switch and the rotation radius value of the switching lever 215 (S60), ECU cause tracking (60'), ECU correction command instruction (60"). I can.

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. Negative 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 may be rotated by a predetermined rotation section based on the set switching data information, and the motor 213 is driven through the reducer 213a along with the rotation of the driven gear (not shown) meshed with the flywheel. By controlling the rotation of the gear (not shown), in the end, the rotational speed of the switching lever 215 may also be adjusted. (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 is as shown in Figure 3, 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 value 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 as 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 the 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 an infrared sensor or an 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 which is an example of the transmitter 10 and presented. (ECU code transmission (S400'))

That is, for example, if a result that the engine RPM is less than the collision distance value is obtained, the code expression may be expressed as the engine RPM <collision distance value, and such engine RPM <the collision distance 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 it may collide with an obstacle while driving a ship at the currently set engine RPM.

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

When the new engine RPM is set, after going through the processes of S1, S2, S3, and S4, the ECU 30 is a command necessary 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 driven gear (not shown) engaged with the flywheel rotates, and the motor 313 is driven through the reducer 313a. 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 the shifting of the ship may be terminated.

As described above, in the remote control of the ship required for switching or shifting of the ship, the signal required for the operation (folding) of the switching lever 215 for forward, neutral, and backward travel of the ship is the ECU 30; Electronic Control Unit), the ECU 30 determines whether the current ship engine RPM is high speed, medium speed, or low speed. At this time, if the current ship engine is in the range of 1800 or more and 2300 or less RPM corresponding to high speed, The ECU 30 preferentially applies an application signal required for the operation of the shift lever 315 so that the engine RPM is in a low-speed state, and then receives an application signal required for the operation of the changeover lever 215 for driving the ship. There is a feature of subordinate approval.

When the engine RPM is high, for example, it may be in the range of 1800 or more and 2300 or less, for example, it may be in the range of, for example, 700 or more and less than 1800 RPM, and in the case of low speed, it may be in the range of, for example, 500 or more to less than 700 RPM have. Of course, the high-speed, medium-speed, and low-speed RPM ranges of the engine RPM can be changed and applied according to the design, but in particular, the low-speed RPM range does not affect the ship's engine in the operation (folding) of the switching lever 215. Adjustable in RPM range.

That is, when the ship intends to travel forward, the switch lever 215 is operated (bent) in the forward direction. In this case, if the engine is in the high-speed RPM range, not only the crowd of the engine but also the switch lever 215 The impact force on the flywheel and driven gear is significant at the moment of the ship's running through the operation (bending) of the ship.

Therefore, if the ECU 30 determines that the engine is in the high-speed RPM range, even if a signal required for the operation (folding) of the switching lever 215 is input to the ECU 30, the ECU 30 is a switching lever. By preferentially transmitting a power cut-off signal that electrically cuts off the power required for the operation of 215 to the motor, preferential operation of the switching lever 215 is prevented, while the ECU 30 adjusts the RPM of the engine. A power application signal for electrically first applying power required for the operation of the shift lever 315 is transmitted to the motor so that it is in a low RPM range.

As such, when the engine is in the high-speed RPM range, the ECU 30 electrically first applies the power required for the operation of the shift lever 315, and then applies the power required for the operation of the changeover lever 215 in the following order. By doing so, it is possible to prevent a mistake due to the driver's inexperience in maneuvering in advance, and it is possible to achieve safety in ship driving.

Of course, the operation of the switching lever 215 and the shifting lever 315 is not specifically shown in the drawing, but can be implemented by operating a wireless remote control, such a wireless remote control is a left button for the left or right operation of the steering angle. The right and left buttons may be configured, and a forward button, a neutral button, and a reverse button for forward, neutral, and reverse operation of the switching lever 215 may be configured, and a high speed for high speed and low speed operation of the shift lever 315 A button and a low speed button may be configured, as well as a power button for turning on and off the power of the wireless remote control and an operation prevention button for preventing a button malfunction of the wireless remote control.

On the other hand, the remote control system of a ship according to an embodiment of the present invention may refer to Figures 4 to 6, and a system capable of remotely operating steering, switching, and shift required for ship navigation using short-range wireless communication. In that, a transmitter (10) for setting the steering operation, switching operation, and shift operation required for vessel navigation and transmitting signals necessary for such setting, a receiver 20 to receive signals transmitted from the transmitter, and the receiver It may be configured with the ECU 30 that analyzes data information of signals provided in the ECU 30 to instruct and give commands necessary 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 switching setting area 12, and a shift setting area 13 as shown in FIGS. 4 and 5.

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°) is different from each other. This is the same as the difference in rotational travel distance when it is assumed that the rotational time required 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. 5 and 6, the first electronic clutch 121 has a magnetic force according to an electric signal and a clutch disk that moves while being in contact with the clutch disk and rotates while 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, as an autonomous navigation method based on remote control of a ship according to an embodiment of the present invention, a method for avoiding a fixed object is a driving (S1100) and a lidar (1030) according to GPS reception as shown in FIG. 7. Detection of a fixed object through operation (S1110), analysis of the ECU 30 on the detection information of the fixed object (S1120), analysis of a collision prevention program based on the detection information of the fixed object (S1130), Comparison of the collision avoidance distance value according to the virtual speed change value of the ship (S1140), matching the arbitrary collision avoidance stabilization distance value (S1150), steering angle indication of the cruise control computer 1010 (S1160), detection range of a fixed object If it deviates from, it may consist of steps including driving according to GPS re-reception (S1170).

The driving according to the GPS reception (S1100) refers to a process in which the ship travels in a state in which the signal transmitted from the GPS is received by the GPS receiver 1020 of the smart cruise control unit 1000 (SCC).

In this case, the ship may travel based on the route receiving information provided from GPS along the route to the voyage destination set in the navigation installed in the cruise control computer 1010 of the smart cruise control unit 1000.

The detection of a fixed object through the operation of the lidar 1030 (S1110) refers to a process in which the lidar 1030 detects a fixed object positioned in front of the ship during navigation. Fixed objects can be detected by shooting a laser.

In the analysis (S1120) of the ECU 30 on the detection information of the fixed object, the detection information of the object detected by the lidar 1030 is analyzed by the ECU 30. In this process, the ECU 30 It is calculated by analyzing the distance value from the current ship's position to the detected object's position.

Ship collision avoidance analysis (S1130) of the collision prevention program based on the detection information of the fixed object is linked to the collision prevention program 1010a installed in the cruise control computer 1010 when the distance value is calculated from the ECU 30 During operation, information such as the change route of the ship and the change speed corresponding thereto about the possibility of avoiding the ship from colliding with the object based on the current ship's driving direction and speed information can be virtually analyzed and provided.

Comparison of the stability distance values according to the virtual speed change values of the ship (S1140) is the virtual speed change values of the ship based on the collision avoidance information, and the collision prevention program 1010a includes a first change speed and a second change. The level values of the speed and the third change speed can be presented, and the level values of the upper stable class, the intermediate stable class, and the lower stable class can be presented and compared.

Matching of the collision avoidance stability distance value (S1150) is calculated by the collision prevention program 1010a by comparing the virtual speed change values and the stability distance values, and a matching program installed in the cruise control computer 1010 ( 1010b) is interlocked with each other by substituting the virtual speed change values and the stability distance values provided from the collision prevention program 1010a to match any virtual speed change value and any speed stability distance value as a final matching result. The collision avoidance stability distance value is provided.

The steering angle instruction (S1160) of the cruise control computer 1010 generates an instruction signal to cause the cruise control computer 1010 to change the steering angle based on the collision avoidance stability distance value provided as a result of matching in the matching program 1010b. 30) can be directed.

At this time, the ECU 30 instructs a command required for the operation of the steering unit and the key unit according to the steering angle change setting data information for avoiding object collision of the ship based on the steering angle indication signal transmitted from the cruise control computer 1010 Is done.

When such a command instruction of the ECU is made (S5), the above-described and procedures up to S6, S7 (S7', S7") shown in Fig. 1 can be applied mutatis mutandis, and then the ship will soon leave the detection range of the fixed object. In this case, the process of driving (S1170) according to GPS re-reception is performed.

That is, between the steering angle indication (S1160) and the driving according to the GPS re-reception (S1170), the process from the command instruction (S5) of the ECU shown in FIG. 1 to S6, S7 (S7', S7") Can be applied mutatis mutandis.

Meanwhile, as an autonomous navigation method based on remote control of a ship according to an embodiment of the present invention, a method for avoiding a moving object is a driving (S1200) and a lidar (1030) detection operation according to GPS reception as shown in FIG. 8. Movement change detection of the moving object through the operation of the speed detection sensor 1040 of the moving object linked to (S1210), analysis of the ECU 30 for the detection information of the moving object (S1220), collision based on the detection information of the moving object Ship collision avoidance analysis (S1230) of the prevention program (1010a), comparison of the stability distance value according to the virtual change value of the ship's speed (S1240), matching of a random collision avoidance stabilization distance (S1250), cruise control computer (1010) The engine RPM instruction (S1260) of the moving object may be composed of steps including driving according to the GPS re-reception (S1270) when out of the detection range.

Driving according to the GPS reception (S1200) refers to a process in which the ship travels while receiving the signal transmitted from the GPS by the GPS receiver 1020 of the smart cruise control unit 1000 (SCC).

In this case, the ship may travel based on the route receiving information provided from GPS along the route to the voyage destination set in the navigation installed in the cruise control computer 1010 of the smart cruise control unit 1000.

The movement change detection (S1210) of the moving object through the operation of the speed detection sensor 1040 of the moving object in connection with the lidar 1030 detection operation (S1210) detects the moving object moving forward while the ship is sailing (1030). ), which refers to the process of measuring the speed of the speed sensor 1040 linked to), and the lidar 1030 moves while shooting a laser along the moving object based on the speed measurement information of the moving object provided by the speed sensor 1040. By continuously detecting an object, it is possible to grasp the changing direction of movement of the object, and the speed sensor 1040 may measure and grasp the speed of the moving object in real time.

Analysis of the ECU 30 for the sensing information of the moving object (S1220) includes the sensing information of the moving object detected from the lidar 1030 and the speed measurement information of the moving object measured from the speed sensing sensor 1040. Analysis is performed by the ECU 30. In this process, the ECU 30 analyzes and calculates the distance value from the current ship's position to the real-time position according to the moving direction of the detected moving object.

Ship collision avoidance analysis (S1230) of the collision prevention program (1010a) based on the detection information of the moving object is linked to the collision prevention program (1010a) installed in the cruise control computer (1010) when the distance value is calculated from the ECU (30). As it is operated, it is possible to virtually analyze and provide information such as the change route of the ship and the change speed corresponding to the possibility of avoidance not colliding with the object in which the ship is moving based on the current ship's running direction and speed information. .

The comparison of the stability distance values according to the virtual speed change values of the ship (S1240) is the virtual speed change values of the ship based on the collision avoidance information, and the collision prevention program 1010a includes a first change speed and a second change. The level values of the speed and the third change speed can be presented, and the level values of the upper stable class, the intermediate stable class, and the lower stable class can be presented and compared.

Matching of the collision avoidance stability distance value (S1250) is calculated by the collision prevention program 1010a comparing the virtual speed change values and the stability distance values, and a matching program installed in the cruise control computer 1010 ( 1010b) is interlocked with each other by substituting the virtual speed change values and the stability distance values provided from the collision prevention program 1010a to match any virtual speed change value and any speed stability distance value as a final matching result. The collision avoidance stability distance value is provided.

The engine RPM instruction (S1260) of the cruise control computer 1010 is an instruction signal to cause the cruise control computer 1010 to change the engine RPM value based on the collision avoidance stable distance value provided as a result of matching in the matching program 1010b. Can be transmitted to the ECU 30 to instruct.

At this time, the ECU (30) based on the engine RPM change instruction signal transmitted from the cruise control computer (1010) in accordance with the shift setting data information for the object collision avoidance of the ship, the command required for the operation of the transmission units (310). Will be directed.

When such a command instruction of the ECU is made (S500), the above-described and procedures up to S600 and S700 (S700', S700") shown in FIG. 3 can be applied mutatis mutandis, and then, if the ship is out of the detection range of the moving object soon The process of driving (S1270) according to GPS re-reception is performed.

That is, between the engine RPM indication (S1260) and the driving according to the GPS re-reception (S1270), it is detailed, and from the command instruction (S500) of the ECU shown in FIG. 3 to S600, S700 (S700', S700"). The processes can be applied mutatis mutandis.

On the other hand, in the autonomous navigation system based on remote control of a ship according to an embodiment of the present invention, the autonomous navigation system based on remote control of a ship sets steering, switching, and shift operations necessary for ship navigation, and manipulates them. A transmitter in which the set signal data is transmitted based on short-range wireless communication, a receiver for receiving the signal data transmitted from the transmitter, and the signal data received from the receiver for steering, switching, and shifting. In the configuration including the ECU for instructing and applying the operation of the steering unit, the switching unit, and the transmission unit as power units, a cruise control computer, a GPS receiver, a lidar, and a speed detection sensor as shown in Figs. When the coordinates of the ship and the speed of the ship are matched in a fused configuration, the smart cruise control unit that secures and maintains the safe distance of the ship by accurately calculating the separation distance from a fixed or moving object away from the front of the sailing ship in real time. 1000, SCC), automatic emergency braking system (2000, AEB), anchorage assistance system (3000, SPAS), route departure warning system (4000, LDWS), and underwater obstacle detection system (5000, SONAR). It can be operated while equipped on the ship.

In particular, the smart cruise control unit (1000, SCC) is made of a configuration that further includes a cruise control computer 1010, a GPS receiver 1020, a lidar 1030, and a speed sensor 1040 as shown in FIG. May be.

The smart cruise control unit 1000 (SCC) combines the cruise control computer 1010, the GPS receiver 1020, the lidar 1030, and the speed detection sensor 1040 to match the coordinates and the speed of navigation. Safe navigation can be maintained by accurately calculating the distance between a fixed object (e.g., a stationary vessel) or a moving object (e.g., another vessel under sailing) away from the front of the vessel to secure and maintain a safe distance. .

The cruise control computer 1010 may be configured by further installing a collision prevention program 1010a and a matching program 1010b as shown in FIG. 10, and the collision prevention program 1010a is from the position of the currently running ship. Collision avoidance measures can be suggested by analyzing a method to avoid a collision by using a virtual simulation in the state that the separation distance to a fallen fixed object or a moving object is calculated.

As such, when the collision prevention program 1010a proposes a collision avoidance plan, the matching program 1010b matches and presents any one of the collision avoidance methods.

That is, when the distance value is calculated from the ECU 30, the collision prevention program 1010a installed in the cruise control computer 1010 is interlocked and operated, and the object on which the ship is moving based on the driving direction and speed information of the current ship. Information such as the change route of the ship and the speed of change corresponding thereto about the possibility of avoidance not colliding with the ship can be analyzed and provided virtually.

In the process of comparing the stability distance values according to the virtual speed change values of the ship (S1240), the collision prevention program 1010a as the virtual speed change values of the ship based on the collision avoidance information includes a first change speed and a second speed change. The level values of the change speed and the third change speed can be presented, and the level values of the upper stable class, the intermediate stable class, and the lower stable class can be presented and compared.

When the collision prevention program 1010a is calculated by comparing the virtual speed change values and the stability distance values, the matching program 1010b installed in the cruise control computer 1010 is interlocked with the collision prevention program 1010a. The provided virtual speed change values and the stability distance values are substituted to each other to match the virtual speed change value and the speed stability distance value to provide a collision avoidance stability distance value as the final matching result.

On the other hand, the automatic emergency braking system (AEB) can perform a functional role of bypassing or stopping when a safety distance is close by recognizing a fixed object or a moving object, and the berth assistance system (SPAS) is a It can perform a functional role of inducing a safe anchoring of a ship by searching for a location, steering and direction change, and the route departure warning system (LDWS) can raise an alarm when the vessel leaves the route. The Obstacle Detection System (SONAR) can detect water depth and underwater obstacles, bypass or stop the vessel, and raise an alarm.

Moreover, advanced driver assistance systems (aka ADAS (Advanced Driver Assistance System)) can be further equipped on the ship, but these advanced driver assistance devices can detect a dangerous situation and notify the driver in advance, so that collision apologies and The same accident can be prevented in advance.

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 (11)

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 direction signal, a switching signal, or a shift signal from the ECU; d) a process of comparing and analyzing the set steering angle of the steering gear in the ECU with the collision distance value transmitted from the infrared sensor or the ultrasonic sensor when the ECU determines that the received signal data are steering signals; 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,
A process of instructing a command from the ECU when the ECU determines that the received signal data are switching signals after the c) process;
A process of operating the switching unit according to the command instruction of the ECU; And
A process of detecting, by the second limit switch, whether the rotation radius value of the set switch lever exceeds the preset set value;
Remote control method of a ship comprising a. The method of claim 2,
After the c) process, when the ECU determines that the received signal data are shift signals, the set engine RPM is compared and analyzed with the collision distance value transmitted from the infrared sensor or the ultrasonic sensor in the ECU;
A 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
A process of detecting, by a third limit switch, whether a rotation radius value of the set shift lever is exceeded based on a preset set value;
Remote control method of a ship comprising a. The method of claim 2,
When the signal data received by the ECU during the c) process is analyzed as a switching signal from the ECU, the ECU shifts the engine RPM so that the current ship engine RPM is in the high-speed RPM range. A method for remote control of a ship, characterized in that the power application signal required for operation of the lever is first applied to the motor, and then the power application signal required for operation of the switching lever for the operation of the ship is applied to the motor in a lower order. A driving process of the ship according to GPS reception, in which the ship travels while the signal transmitted from the GPS is received by the GPS receiver of the smart cruise control unit;
A process of detecting a fixed object through a lidar operation in which a lidar is directed toward a fixed object positioned in front of the ship during the voyage and then a laser is fired to detect the fixed object;
In the process of analyzing the detection information of the object detected by the lidar in the ECU, the ECU analysis process for the detection information of the fixed object is calculated by analyzing the distance value from the current ship's position to the detected position of the object ;
When the distance value is calculated from the ECU, the collision prevention program installed in the cruise control computer is interlocked and operated, and based on the current driving direction and speed of the ship, the ship's change route and response to the possibility of avoiding the ship from colliding with an object Ship collision avoidance analysis process of a collision prevention program based on the detection information of a fixed object, which virtually analyzes the information of one change speed;
Based on the information, the collision prevention program as the virtual change values of the ship's speed is the stability distance values that do not collide in the process of providing the level values of the first change speed, the second change speed, and the third change speed. , Comparison process of the collision avoidance distance value according to the virtual speed change value of the ship, comparing and providing the level values of the intermediate stability class and the lower stability class;
In the process of calculating the collision prevention program by comparing the virtual speed change values and the stability distance values, the matching program installed in the cruise control computer is interlocked, and the virtual speed change values and the stability distance values provided from the collision prevention program are interlocked. A matching process of an arbitrary collision avoidance stability distance value by substituting each other to match a certain virtual speed change value and an arbitrary certain speed stability distance value to provide a final matching result, a collision avoidance stability distance value;
A steering angle instruction process of the cruise control computer in which the cruise control computer transmits an instruction signal to change the steering angle to the ECU based on the collision avoidance stability distance value provided as a matching result in the matching program; And
When the ship moves out of the collision range with the fixed object while traveling according to the steering angle instruction of the cruise control computer, the ship receives the signal provided from the GPS and travels again. Driving process according to reception;
An autonomous navigation method based on remote control of a ship, characterized in that the ship avoids a fixed object, including. A driving process according to GPS reception, in which the ship is driven in a state in which the signal transmitted from the GPS is received by the GPS receiver of the smart cruise control unit;
During the voyage of the ship, the lidar continuously detects the moving object by shooting a laser along the moving object based on the speed measurement information of the moving object provided by the speed sensor, grasping the changing direction of the object, and determining the speed. The detection sensor detects a change in movement of an object through the operation of a speed detection sensor of a moving object in connection with a lidar detection operation in which the speed of the moving object is measured and recognized in real time;
In the process of analyzing the detection information of the moving object detected from the lidar and the speed measurement information of the moving object measured from the speed sensor, the current ship's position to the real-time position according to the moving direction of the detected moving object. An ECU analysis process for sensing information of a moving object, which is calculated by analyzing a distance value;
When the distance value is calculated from the ECU, the collision prevention program installed in the cruise control computer is interlocked and operated, and based on the current driving direction and speed of the ship, the ship's change route for the possibility of avoiding collision with the moving object. A ship collision avoidance analysis process of a collision prevention program based on detection information of a moving object, which virtually analyzes and provides information of a change speed corresponding thereto;
Based on the information, the collision prevention program as the virtual change values of the ship's speed is the stability distance values that do not collide in the process of providing the level values of the first change speed, the second change speed, and the third change speed. , Comparing and providing the level values of the intermediate stability class and the lower stability class, comparing the stability distance value according to the virtual speed change value of the ship;
In the process of calculating the collision prevention program by comparing the virtual speed change values and the stability distance values, the matching program installed in the cruise control computer is interlocked, and the virtual speed change values and the stability distance values provided from the collision prevention program are interlocked. A matching process of an arbitrary collision avoidance stability distance value by substituting each other to match a certain virtual speed change value and an arbitrary certain speed stability distance value to provide a final matching result, a collision avoidance stability distance value;
An engine RPM instruction process of the cruise control computer in which the cruise control computer transmits an instruction signal to change the engine RPM value to the ECU based on the collision avoidance stability distance value provided as a result of matching in the matching program; And
When the ship is out of the collision range with the moving object while traveling according to the engine RPM value instruction of the cruise control computer, the ship receives the signal provided from the GPS again and travels. Driving process according to reception;
Autonomous navigation method based on remote control of the ship, characterized in that the ship avoids moving objects, including. delete delete 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 receiving unit for receiving the signal data transmitted from the transmitting unit; An ECU for receiving the signal data received from the receiving unit and instructing and applying the operation of the steering unit, the switching unit, and the transmission unit as power units required for steering, switching, and shifting; And cruise control computer, GPS receiver, lidar, and speed detection sensor, if the coordinates and the speed of the ship are matched, the separation distance from a fixed or moving object away from the front of the sailing ship is accurately measured in real time. A smart cruise control unit that operates to secure and maintain a safe distance of the ship; 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 a flywheel joined to the clutch disk of the electronic clutch; 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,
A limit switch that detects whether the turning radius of the steering gear, the changeover lever, and the shift lever rotated according to the electrical application signal value instructed from the ECU is exceeded based on a preset set value, and reports it to the ECU is further included. An autonomous navigation system based on remote control of ships. The method of claim 9,
The ECU is an autonomous navigation system based on remote control of a ship, characterized in that the result of comparing and analyzing the steering angle and engine RPM of the steering gear with the collision distance value transmitted from the infrared sensor or the ultrasonic sensor is transmitted to the transmitter in a code format. The method of claim 9,
An autonomous navigation system based on remote control of a ship, characterized in that the cruise control computer further includes a tracking prevention program and a matching program according to the autonomous navigation method based on the remote control of the ship of claim 5.

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