KR20200084138A - Vessel Remote Control System and Method - Google Patents

Abstract

The present invention relates to a remote vessel control system and a method thereof. The system includes: a transmitting part setting necessary operations of steering, switching and gear-shifting for sailing, and transmitting signal data with the set operations based on near field communication; a receiving part receiving the signal data transmitted from the transmitting part; and an ECU receiving the signal data from the receiving part to command and apply the operation of a steering unit, a switching unit and a gear shifting unit as electric power units necessary for steering, switching and gear shifting. Moreover, the method includes: (a) a step in which the transmitting part where the necessary operations of steering, switching and gear-shifting for sailing are applied transmits the signal data based on near field communication: (b) a step in which the receiving part receives the signal data transmitted from the transmitting part based on the near field communication; (c) a step in which the ECU analyzes whether the signal data received by the receiving part is a steering signal, a switching signal or a gear-shifting signal; (d) a step in which, if the ECU determines the received data as a steering signal, the ECU compares and analyzes a set steering angle of steering gear with a collision distance value transmitted from an infrared sensor or ultrasonic sensor; (e) a step in which, if the set steering angle of the steering gear is determined to be normal, the ECU creates a command; (f) a step in which a steering gear unit and a key unit are operated in accordance with the command of the ECU; and (g) a step in which a first limit switch senses whether a set rotation radius value of the steering gear exceeds a preset setting value.

Description

Vessel Remote Control System and Method}

The present invention relates to a ship remote system and method, and more specifically, steering of a sailing ship, switching to switch the direction of travel of the ship by moving forward or backward, and controlling the ship as a whole, such as shifting to adjust the speed of the sailing ship. The present invention relates to a ship remote control system and method that can be conveniently remotely controlled by a captain's portable terminal based on a short-range communication method applied to a ship.

In general, in the case of a ship sailing the sea, since a manual lever device is installed, the driver has operated the ship in a manner of manually manipulating the steering wheel in adjusting the ship.

However, when the ship is operated for a long period of time, the driver is forced to manually operate the steering gear for a long time, which inevitably accumulates the driver's fatigue, which causes frequent driver manipulation errors, which collide with other ships. It could lead to a major crash.

Moreover, in addition to the collision with other ships, it is difficult to secure the field of view of the ship's blind spot during the ship's docking process due to the ship's docking of the ship using the manual lever built in the steering wheel. Mistakes lead to frequent collisions with other obstacles or other vessels installed on the pier during docking.

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

Of course, a technique for improving the electronic lever device was also released, but the technology of the electronic lever device can reduce the fatigue of the driver who manually operates the ship, but the ship can even travel to the speed of the ship or the direction of the ship. It is difficult to expect complete automation of the entire operation.

Furthermore, although such an electronic lever device is applied to a ship, this is only a method of automatically changing the ship's driving, not manual, so collisions with obstacles that may be caused during the anchoring or operation of the ship are prevented in advance. There are still problems in which smart operation of a ship cannot be realized because a specific method for the automated driving of the ship has not been proposed.

On the other hand, it can be referenced that the following prior art documents disclose patent documents related to an electronic lever device applied to a ship.

Patent Document 001: Registered Patent No. 10-0429067

The present invention for solving the above-mentioned problems is to build a complete automation for the overall operation of the ship by remotely manipulating the manual operation necessary for the direction of ship operation, the speed of ship operation, the forward and backward and neutral of ship operation, etc. The aim is to provide a remote control system for ships that can provide the convenience of operation necessary for overall ship operation.

In addition, the present invention can control the ship control anywhere in the ship when sailing or docking of the ship to solve existing problems, such as difficulty in securing visibility to the blind spot of the ship, collision or anchoring with obstacles installed on the pier Its purpose is to provide a remote control system for ships that can prevent collision accidents with other ships in advance, secure safety for ship voyages in the course of ship voyage, and quickly check for ship failures. I have it.

The present invention for achieving the above-described object is the steering, switching, shift operation required for ship navigation is set, the signal transmission of these operation set signal data is transmitted based on the short-range wireless communication, the departure from the transmitter A receiving unit for receiving the signal data of the, and receiving the signal data received from the receiving unit as a power unit required for steering, switching, and shifting, the steering unit, switching unit, and the ECU that instructs and applies the operation of the shift unit There is one feature in the ship remote control system.

The steering unit, the switching unit, and the shift unit are an electronic clutch operated according to an electrical application signal instructed from the ECU, a driven gear rotated in engagement with the flywheel, and axially connected to the center of the driven gear to rotate the driven gear It has 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 by controlling the.

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

The ECU is characterized in that it is a feature of the ship remote control system that transmits the steering angle of the steering and the engine RPM to the transmitter in a coded manner by comparing and analyzing the collision distance value transmitted from the infrared sensor or the ultrasonic sensor.

On the other hand, the present invention is a) the process of transmitting the signal data from the transmitter, the steering, switching, and transmission operations required for the operation of the ship is applied based on short-range wireless communication, b) the signal data from the transmitter is short-range Process received at the receiver based on wireless communication, c) Process of analyzing whether the signal data received at the receiver is a steering signal, a switching signal or a shift signal at the ECU, d) The ECU determines that the received data is a steering signal If possible, the steering angle of the set steering 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, the ECU instructs the command. , f) the operation of the steering unit and the key unit according to the command instruction of the ECU, and g) the process of detecting whether the rotational value of the set steering wheel exceeds the preset value based on the preset limit value. There are other features in the method of remote control of ships.

After the step c), if the received data is determined to be the switching signal from the ECU, a command is ordered from the ECU, a switching unit is operated according to the command instruction from the ECU, and a rotation radius value of the set switching lever It has a feature in the ship remote control method including the process of detecting whether the second limit switch is exceeded based on the preset value.

After the step c), when the received data is determined to be the 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. If it is determined that the command is instructed in the ECU, the process in which the shift unit is operated according to the command instruction of the ECU, and the third limit switch determines whether the rotation radius value of the set shift lever is exceeded based on a preset set value. It has a feature in the ship remote control method including the process detected in the.

As described above, the ship remote control system according to the present invention can significantly reduce the fatigue of the driver and the operator by being able to be operated by automation by remote control of the manual operation of the driver and the operator necessary for the overall operation of the ship, The labor force mobilized for manual operation of the entire ship operation can also be significantly reduced, and above all, a collision problem that may occur in the docking process of the ship due to a mistake in the manual operation of the steering key or inexperienced steering operation. There is an effect that can be prevented in advance.

In addition, the ship remote control system according to the present invention is capable of remotely controlling the ship from the bow of the ship, rather than manipulating the ship in the steering room, even in the foggy weather that frequently occurs on the coast. The ship can be operated while checking the movement of the ship, and in some cases, it is possible to easily perform the process of reaching the ship's berth with manual, wired and wireless control of the ship.

1 is a schematic view schematically showing the configuration of a transmitter, a receiver, and an ECU equipped in a ship as a ship remote control system according to the present invention.
FIG. 2 is a view showing detailed configurations of a steering change part, a change 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.
Figure 3 is a flow chart showing the flow of the remote control required for steering the ship as a remote control method according to the present invention.
Figure 4 is a flow chart showing the flow of the remote control required for the switch of the ship remote control method according to the present invention.
5 is a flow chart showing the flow of remote control required for shifting a ship as a ship remote control method according to the present invention.
6 is a view showing an example of the real parts of some components of the steering unit in the remote control system according to the present invention.

The ship remote control system and method according to the preferred embodiment of the present invention may refer to the accompanying drawings below, but should be understood as technical ideas not limited to the drawings, and these drawings are conceptually intended to help understanding of the present invention. In the relationship shown, the invention will not be construed as being limited by the drawings.

Moreover, the ship remote control system and method according to an embodiment of the present invention are not limited by the drawings, and should be interpreted in a manner including a range of rights ranging from technical ideas through various modified embodiments, and the configuration of the present invention In the description of the elements, the description of terms such as one side, the other side, the top, the bottom, etc. is only indicated as a way to help understanding the description of the present invention, and may be mixed in some cases. Thought 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 by utilizing short-range wireless communication. Short-range wireless communication includes, for example, WiFi Direct, WiDi, Bluetooth, NFC, Beacon, and the like. Since any one of the communication can be employed and utilized, in the present invention, the short-range wireless communication is considered to be basically applied and used, and the detailed description thereof is omitted, but in the present invention, the short-range wireless communication is applied and analyzed. something to do.

In addition, in the present invention, the steering unit, key unit, cut-out unit, and shifting unit, which will be described later, can be referred to as being shown in a simple block shape rather than in a specific structural shape in relation to a role function. The reason for bulbi will not be.

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

The ship remote control system according to an embodiment of the present invention can refer to FIGS. 1 and 2, and is a system capable of remotely operating steering, switching, and shifting required for ship navigation using short-range wireless communication. , A steering unit for setting a steering operation, switching operation, and shift operation necessary for sailing a ship and transmitting signals necessary for such setting, a transmitting unit 10 for receiving signals transmitted from the transmitting unit, and provided by the receiving unit It may be composed of an ECU 30 that analyzes data information of signals and instructs 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 the ship, a change change part 200 for changing the driving direction of the ship, and a shift change part 300 for operating the speed change of the ship ), these steering change parts 100, switching change parts 200, and shift change parts 300 may each perform power required for sailing the ship.

The transmitter 10 may be provided as a portable terminal type, for example, as a type of remote control that can be remotely controlled, or may be, for example, a smartphone. 1 and 2, the transmission unit 10 may be configured of a steering setting area 11, a switching setting area 12, and a shift setting area 13.

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

On the other hand, the receiving unit 20 serves as a kind of repeater, and distinguishes signals provided by the transmitting unit 10 for signals of steering change, switching change, or shift change. Receiving and transmitting to the ECU 30.

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

Here, it is possible to distinguish whether the signal transmitted from the transmitter 10 is a signal related to a steering change, a switch change signal, or a shift change signal, the operation of the steering gear 125, the switching lever 215 Operation, it can be divided into 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 125, the switching lever 215, and the shift lever 315 should be assumed to be the same rotation angle so that it can be rotated only up to a specified rotation angle, and is required for rotation. 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 rotation wetting of the switching lever 215 and the shift lever 315, and is required for the rotation wetting of the switching lever 215 and the shift lever 315. Assuming that the rotation angle is, for example, 120°, the rotation angle of 120° must be equally applied to the steering 125 so that the rotation angles are all the same.

At this time, the time required for rotation of the steering gear 125 rotated at the same speed and the same rotation angle (120°), the time required for rotation 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 that time difference. This is synonymous with the difference in the rotational travel distance when the rotation time is assumed to be the same.

That is, the steering gear 125 may be rotated without a stoppage period in the process of being rotated at a rotation angle of 120°, but the shift lever 315 passes through two stoppage periods in the process of rotation at a rotation angle of 120°. It can be rotated, and the switching lever 215 can be rotated through three stop sections of the moment in the process of being rotated at a rotation angle of 120°.

In other words, the steering gear 125 can be rotated at a 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, it can be rotated through two stages of instantaneous stop (low speed, high speed) from the rotation start section to the rotation end section, while the switching lever 215 is rotated at a rotation angle of 120°. Since it can be rotated through three stages of instantaneous stop (reverse, neutral, forward) from to the end of the rotation, if it is assumed that the time required for rotation is the same, a difference may occur in the rotation travel distance.

On the basis of the signal information transmitted from the receiver 20, the ECU 30 can transmit a command for applying power to be performed in the steering change part 100, the switching change part 200, and the shift change part 300. have.

The steering change part 100 may be composed of 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 include a first electronic clutch 121, a driven gear 122, and a first motor 123 including a reduction gear 123a, a steering shaft 124, and a steering gear 125, , The key unit 130 is composed of a plurality of hydraulic cylinders (131) (132), the piston loader (131a) (132a), the rotating bar 133, the key shaft 134, the first limit switch 135 Can.

The steering of the ship can be changed by adjusting the direction of the key (not shown) due to the organic operation of the steering unit 120 and the key unit 130.

In the steering unit 120, as shown in FIGS. 2 and 6, the first electronic clutch 121 rotates by interlocking with a clutch disc moving magnetically and in contact with the clutch disc according to an electrical signal. It may be composed of an upper wheel, the driven gear 122 is connected to the flywheel through a chain and has a structure in which the flywheel is interlocked and rotated when the flywheel is rotated, and a first motor including the reducer 123a 123 may control rotation of the driven gear 122 through the reduction gear 123a while being axially coupled to the driven gear 122. Of course, the rotation of the electronic clutch 121 may be realized as the power of the hydraulic motor 121a.

The steering 125 is coupled in a form fixed to the flywheel and can be rotated and rotated together when the flywheel is rotated, and the steering shaft 124 has one end portion axially coupled to the central portion of the steering 125 It is possible to transmit the rotation operation of the steering wheel 1245 to a key (not shown) that determines steering.

In the key unit 130, the hydraulic cylinders 131 and 132 are configured to maintain a predetermined gap therebetween, 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, the rotary bar 133 is connected to each end of the piston loader (131a) (132a) in a hinged structure, the center of which is connected to the shaft shaft 134 is connected to the structure The key shaft 134 may be axially coupled to a central portion of the rotary bar 133 to transmit rotation of the steering 125 and rotation of the rotary 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. The rotational radius of the rotating bar 133 may be sensed by sensing whether it exceeds the preset value.

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

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

In the switching unit 210, the second electronic clutch 211 may be composed of a clutch disc moving magnetically according to an electrical signal and a flywheel interlocking and rotating by contact of the clutch disc, and the driven gear (Not shown) is a structure that meshes with the flywheel and can be rotated and rotated when the flywheel is rotated, and the second motor 213 including the reducer 213a is axially coupled to the driven gear (not shown). Rotation of the driven gear (not shown) may be controlled through the reduction gear 213a.

The switching lever 215 is coupled in a form fixed to the flywheel and can be rotated and rotated together when the flywheel rotates, and the switching shaft 214 has one end portion at the lower portion of the switching lever 215 The rotation operation of the switching lever 215 may be transmitted to a propeller (not shown) that is axially coupled to determine switching.

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

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

Due to the organic operation of the shift unit 310, the RPM speed of the engine is shifted, so that the traveling speed of the ship can be shifted to low speed or high speed.

Meanwhile, a method for remotely controlling a ship 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 for switching a ship It is a view showing a process for a remote control required, and FIG. 5 is a view showing a process for a remote control required for shifting a ship.

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

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

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

When the steering angle signal is received, for example, the ECU 30 (Electronic Control Unit) installed in a certain 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))

If the signal is determined to be a steering angle signal, for example, the ECU 30 determines the steering angle of the steering 125 and the ship's obstacle collision distance, and determines the ECU 30. It may be determined whether or not to collide with the collision distance value provided from the infrared sensor or the ultrasonic sensor. (Comparison of the steering angle and the collision distance value (S4))

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

That is, for example, when the result that the steering angle is smaller than the collision distance value, the sign expression can be expressed as the steering angle <collision distance value, and such a steering angle <collision distance value is portable, which 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 when the ship is traveling with the currently set steering angle.

At this time, in the steering setting area 11 of the transmitter 10, a new steering angle in which a collision with an obstacle cannot be generated may be made. (Sending part steering setting (S4"))

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

When the command instruction of the ECU is made, according to the electrical application to the first electronic clutch 121 of the steering unit 120, the clutch disk is joined to the flywheel by an electrical signal, and the steering gear 125 is interlocked with the rotation of the flywheel. Can be rotated by a predetermined rotation section based on the set steering angle data information, and in addition to the rotation of the driven gear 122 engaged with the flywheel, the motor 123 rotates the driven gear 122 through a reduction gear 123a. In the end, the rotational speed of the steering gear 125 can also be adjusted. (Steering unit and key unit operation (S6))

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

When the steering unit 120 and the key units 130 are operated, the first limit switch 135 installed in a section of the hydraulic cylinder hydraulic cylinder 131 and 132 is a preset value (prevention of rotation over rotation of the steering gear) ) And the rotation radius value of the steering gear 125 that is rotated based on the currently set steering angle can be detected 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 presumes 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, this is expressed by a coded expression. The cause of the excess can be traced. (S7')

That is, for example, when the result that the set value is smaller than the rotation radius value, the sign expression can be expressed as the set value <rotation radius value, and the display of the set value <rotation radius value may be performed through the local area network. As it can be transmitted to the portable terminal, which is an example, the driver determines that there is a cause in the steering unit 120 and the key unit 130 based on the notation of the set value <turning radius value provided from the ECU 30. Can.

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

As a result, a new correction command is instructed to perform the process of S7 and then S7, and remote control necessary for steering the ship may be ended.

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

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 through short-range wireless communication may be transmitted. Signaling (S10))

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

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

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

When such an instruction instruction of the ECU 30 is made, according to the electrical application to the second electronic clutch 211 of the switching unit 210, the clutch disk is connected to the flywheel by an electrical signal and interlocked 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 in addition to the rotation of the driven gear (not shown) engaged with the flywheel, the motor 213 may be driven through the reduction gear 213a. By controlling the rotation (not shown), the rotational speed of the switching lever 215 can also be adjusted in the end. (Switch 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 (prevention of rotation over rotation of the switching lever) and a currently set switching. By comparing the rotation radius value of the switching lever 215, it is possible to detect whether the rotation radius value of the switching lever 215 exceeds or does not exceed the set value (S60).

At this time, when the ECU 30 presumes that the rotation radius value exceeds the set value in the process of comparing the set value of the second limit switch 216 and the rotation radius value of the switching lever 215, this is expressed as a sign. By doing so, the cause of the excess can be traced. (S60')

That is, for example, when the result that the set value is smaller than the rotation radius value, the sign expression can be expressed as the set value <rotation radius value, and the display of the set value <rotation radius value may be performed through the local area network. As it can be transmitted to the portable terminal, which is an example, the driver can determine that there is a cause in the switching unit 210 part based on the notation of the set value &lt; turn 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 is, the rotation radius value <sign of the set value, that is, the rotation radius value does not exceed the set value. Unit operation (S50) can be instructed. (ECU correction command instruction (S60")

As a result, a new correction command is instructed to perform the process of S60 and then S60, and remote control required for switching of the ship can be terminated.

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

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

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

When an 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 the engine RPM signal, for example, the ECU 30 compares the engine RPM value with the ship's obstacle collision distance value, and the ECU 30 uses the set engine RPM value to prevent the obstacle from driving. Whether or not to collide can 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, when the ECU 30 presumes that the engine RPM is greater than the collision distance value, for example, in the process of comparing the engine RPM and the collision distance value, it is indicated by a coded expression and transmitted to the portable terminal, which is an example of the transmitter 10, for presentation. (ECU code transmission (S400'))

That is, for example, when the result that the engine RPM is smaller than the collision distance value, the sign expression may be expressed as the engine RPM <collision distance value, and such engine RPM <collision distance value may be expressed by the transmitter 10 through a local area network. As it can be transmitted to the portable terminal, which is an example, the driver can determine that the vehicle may collide with an obstacle when the ship is traveling with the currently set engine RPM.

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

When a new engine RPM is set, after passing through the above steps S1, S2, S3, and S4, the ECU 30 commands necessary for the operation of the shift units 310 to be described later based on the newly set engine RPM data information. Can be instructed. (ECU's command instruction (S500))

When the command instruction of the ECU 30 is made, according to the electrical application to the third electronic clutch 311 of the transmission unit 310, the clutch disk is joined to the flywheel by an electrical signal, and the shift is interlocked with 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 in addition to the rotation of the driven gear (not shown) engaged with the flywheel, the motor 313 is driven through the reducer 313a. By controlling the rotation of the gear (not shown), eventually, the rotation speed of the shift lever 315 can also be adjusted (shift unit operation (S600)).

When the shifting units 310 are operated, the third limit switch 316 installed in the section of the shifting cable 317 is set based on a preset set value (rotation over rotation of the shift lever) and a currently set engine RPM value. By comparing the rotational radius value of the shifting lever 315 to be rotated, it can be detected whether the rotational radius of the shifting lever 315 exceeds or does not exceed the set value (S700).

In this case, when the ECU 30 presumes that the rotation radius value exceeds the set value in the process of comparing the set value of the third limit switch 316 and the rotation radius value of the shift lever 315, this is expressed as a sign. By doing so, the cause of the excess can be traced. (S700')

That is, for example, when the result that the set value is smaller than the rotation radius value, the sign expression can be expressed as the set value <rotation radius value, and the display of the set value <rotation radius value may be performed through the local area network. As it can be transmitted to the portable terminal, which is an example, the driver can determine that there is a cause in the portion of the shift unit 310 based on the notation of the set value &lt; turn radius value provided from the ECU 30.

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

As a result, a new correction command is instructed to perform the process of S700 and then S700, and remote control necessary for shifting the ship may be terminated.

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

Claims (7)

A steering unit for steering, switching, and shifting necessary for ship navigation, and a transmitter configured to transmit the signal data of which operation is set based on short-range wireless communication;
A receiver configured to receive the signal data lost from the transmitter; And
An ECU that receives and 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;
Ship remote control system comprising a. According to claim 1,
The steering unit and the switching unit and the shift unit
An electronic clutch operated according to an electrical application signal instructed from the ECU;
A driven gear rotated in engagement with the flywheel;
A motor which is connected to the center of the driven gear and is provided with a reducer to control rotation of the driven gear to control the rotation of the steering gear and the shift lever;
Ship remote control system further comprising a. According to claim 2,
The steering unit, the switching unit, and the shift unit detect whether the turning radius of the steering gear, the switching lever, and the shift lever that is rotated according to the electrical application signal value instructed from the ECU is exceeded based on a preset value. A remote control system for ships, further comprising a limit switch for reporting to the ECU. According to claim 2,
The ECU remote control system of a ship, characterized in that the steering angle of the steering and engine RPM is compared with the collision distance value transmitted from an infrared sensor or an ultrasonic sensor and the result of the analysis is transmitted to the transmitter in a coded manner. 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) a process in which the signal data transmitted from the transmitter is received at the receiver 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) when the ECU determines that the received data is a steering signal, the steering angle of the set steering is compared and analyzed with a collision distance value transmitted from an infrared sensor or an ultrasonic sensor in the ECU;
e) when it is determined that there is no abnormality in the steering angle of the set steering gear, a command is instructed in the ECU;
f) a process in which the steering unit and the key unit are operated according to the instruction instruction of the ECU; And
g) a process in which the first limit switch detects whether the set steering radius is exceeded based on a preset set value;
Ship remote control method comprising a. According to claim 2, After the c) process,
When the ECU determines that the received data is the switching signal, a command is instructed in the ECU;
A process in which the switching unit is operated according to the command instruction of the ECU; And
A process in which the second limit switch detects whether the rotation radius value of the set switching lever is exceeded based on a preset set value;
Ship remote control method comprising a. According to claim 3, After the c) process,
A process in which 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 when the received data is determined to be the transmission signal in the ECU;
A process in which a command is instructed in the ECU when it is determined that there is no abnormality in the set engine RPM;
A process in which the shift unit is operated according to the command instruction of the ECU; And
A process in which the third limit switch detects whether the rotation radius of the set shift lever is exceeded based on a preset set value;
Ship remote control method comprising a.

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