RU130437U1 - COMPLEX OF SECURING GUARANTEED EMERGENCY MOTION OF A SURFACE OR A SUBMARINE VEHICLE IN VARIOUS EMERGENCY SITUATIONS IN THE PRESENCE OF A SUBMARINE AND AQUATIC POTENTIALLY HAZARDOUS OBJECTS - Google Patents

Abstract

The utility model relates to the field of shipbuilding and navigation, namely in potentially dangerous emergency situations. When navigating a surface (submarine) vessel, the skipper uses the cards with islands, rocks, etc., to be the cause of potential ship accidents, and in the event of a skipper's erroneous actions or in the presence of reefs / rocks that are not on the cards, sunken ships and other obstructing objects severe disasters occur with loss of life, damage or drowning of surface (submarine) vessels. Potentially dangerous underwater objects (VET), which can be dangerous for ships, can be classified as static, i.e. not changing in time, and dynamic, i.e. change in time. For example, underwater reefs, sunken ships, especially recently sunken or moved by undercurrents, sunken fishing nets, submarines, a changed river channel, etc. When navigating a vessel about underwater and surface potentially hazardous objects (VET), the boatmaster relies on information on VET previously received before him. And he does not have a source of sufficient complete objective reliable current information about VET during the control of the vessel in motion and dynamics. And the skipper is encouraged to use: organizational activities, intuition, and the so-called good marine training. The claimed significant differences make it possible to increase the likelihood of accident-free movement of a surface and underwater vessel in various potential hazardous emergencies in the presence of underwater and surface potentially hazardous objects, including when a collision of a vessel with VET cannot be prevented under normal conditions by maneuver. To achieve this goal, on board the vessel, in addition to the echo sounder, which determines only the distance from the keel to the bottom of the sea, all-round sonars are installed. And if the vessel is large, then sonars are installed in the rear and front hemispheres, as well as on the left and right sides. This will provide accurate, detailed and operational three-dimensional information in front, behind, to the left and to the right of the moving vessel. In the case of detection and recognition of underwater obstructing objects that threaten the safety of the ship - a warning sound signal is issued, and if necessary, a corresponding control action on the steering gear of the vessel. to avoid a collision with VET. If it is not possible to avoid a collision with VET by maneuvering the vessel, then additional operations are used, namely: water jets to prevent tangling of the propeller in fishing nets, as well as a possible collision of the side of the vessel with VET, airbags similar to automobile airbags are triggered.

Description

The utility model relates to the field of shipbuilding and navigation, namely in potentially dangerous emergency situations. For example, the Italian super airliner "Costa Concordia" ran aground on the night of Saturday, January 14, 2012, off the island of Gilio off the coast of Tuscany, Italy. The length of the hole is about 70 m. Several dozen people died. Material losses of more than 500 million euros. And there are a lot of such accidents in the world.

The main accident version of this vessel, which is equipped with the most advanced navigation equipment, they encountered reefs that are not indicated on the navigation charts.

Collision avoidance of ships with potentially hazardous objects is currently regulated by the International Ship Warning Rules (IPPS)

To prevent the collision of marine vessels, graphic tasks on sea charts are solved. The boatmaster makes an observational plan assessing navigational safety. For the convenience of the skipper, a graphic transition plan is being built.

Monitoring (control) of underwater potentially hazardous facilities (VET) is carried out with the aim of entering into the VET register according to GOST R22.0.09 Safety in emergency situations. Emergencies in the waters. Terms and Definitions. State standard of the Russian Federation of 05.25.1995

The cause of the potential ship accident; when managing an offshore (underwater) vessel, the skipper uses cards with islands, rocks, etc. deposited on them, m in the event of a skipper's erroneous actions or in the presence of reefs, rocks, flooded ships and other interfering objects not marked on the cards, severe disasters occur death of people, damage or drowning of surface (submarine) vessels. Potentially dangerous underwater objects (VET), which can be dangerous for ships, can be classified as static, i.e. not changing in time, and dynamic, i.e. change in time. For example, underwater reefs, sunken ships, especially recently sunken or moved by undercurrents, sunken fishing nets, submarines, a changed river channel, etc. Atiyug Characteristic

The paper [1, p. 210] describes an electronic map-displaying information system, EKDIS, (ECDIS-Electronic Chart Display and Informal ion System), in which underwater conditions can also be displayed. This environment is synthesized on the basis of hydrographic maps using software for the analysis and visualization of three-dimensional data, for example, using the Ace Scene application.

In [1, p.45], it is noted that in reality the quality of many maps used for navigation does not satisfy the requirements of users. Errors of such real maps can reach 2.5 miles, and sometimes 7 miles.

All this requires to have more accurate, detailed operational continuously updated information directly in the navigation area of the vessel to increase the safety of navigation.

Now, before sailing, the skipper selects sea charts of the navigation area with underwater and surface obstacles plotted on them.

When a ship is sailing, the skipper receives information above the sea surface using radar stations, an automatic identification system (AIS), and below the sea surface using sea charts of the navigation area, i.e. in statics. Sometimes on modern ships, for the purpose of determining the depth between the keel of the vessel and the bottom of the water area, echo sounders are used. But the echo sounder has limited capabilities, it does not allow receiving information from the front of the vessel and from the sides of the vessel.

For navigation, they also use an automatic course-laying device, a compass, a gyrocompass, and a satellite navigation system.

Prototype Characterization

In [14], the basic integrated automated navigation system BIANS for marine vessels for various purposes, including Arctic navigation "Constellation", OJSC "Concern" Central Research Institute of Electrical Appliance, St. Petersburg, Russia, 197046, ul. Malaya Pasadskaya 30, Yu.P. Belous, 2011, office (@) eprib.ru (812) 232-33-76.

BIANS includes a navigation sounder EN200. The navigation echo sounder is designed for accurate measurement, visualization, registration and transmission to other systems of depth data under the keel of the vessel (especially in shallow water) in the range from 1 m to 200 m) with the results displayed on the depth indicator, with registration of the bottom profile on a paper tape , and gives an alarm-alarms: audiovisual alarm in the following cases: 1) dangerous depth, 2) bottom loss. The accuracy of measuring depth + _2.5% [14].

Prototype criticism

When navigating a vessel about underwater and surface potentially hazardous objects (VET), the boatmaster relies on information on VET previously received before him. And he does not have a source of sufficient complete objective reliable current information about VET during the control of the vessel in motion and dynamics. And the skipper is encouraged to use: organizational activities, intuition, and the so-called good marine training.

Utility Model Purpose

The claimed significant differences make it possible to increase the likelihood of accident-free movement of a surface and underwater vessel in various potential hazardous emergencies in the presence of underwater and surface potentially hazardous objects, including when a collision of a vessel with VET cannot be prevented under normal conditions by maneuver.

The characteristic of the utility model. Figure 1 shows a structural diagram of a system that implements a utility model.

To achieve this goal, on board the vessel, in addition to the echo sounder, which determines only the distance from the keel to the bottom of the sea, all-round sonars are installed. And if the vessel is large, then sonars are installed in the rear and front hemispheres, as well as on the left and right sides. This will provide accurate, detailed and operational three-dimensional information in front, behind, to the left and to the right of the moving vessel. In the case of detection and recognition of underwater obstructing objects that threaten the safety of the ship, a warning sound signal is generated, and, if necessary, a corresponding control action on the steering gear of the vessel to avoid collision with VET. If it is not possible to avoid a collision with VET by maneuvering the vessel, then additional operations are used, namely: water jets to prevent tangling of the propeller in fishing nets, as well as in the place of a possible collision of the vessel with VET, airbags similar to automobile ones are triggered.

Devices for data integration and object recognition are described in detail in the works:

1. Nebabin V.G., Sergeev V.V. Methods and techniques of radar recognition. M.Radio and communication. 1984;

2. Nebabin V.G. Methods and Techniques of Radar Recognition. Boston-London. Artech House. 1995;

3. Multisensor Data Fusion and Applications. Paramond K. Varshney Siracuse University, New York. 13244. USA 4. US patent No. 7.102.496. IPC B60Q 1/00. Publ. 09/05/2006. Multi-sensor integration for a vehicle.

The remaining devices in the system depicted in FIG. 1 are widely known and described in the relevant literature. [1-16]

System Performance Assessments

This effectiveness can be assessed using the information approach described in [21]. We consider this approach in more detail.

The advantage of the information approach is, firstly, the convenience and relative simplicity of its application in practice, especially when used in information sensors: radar, radar, etc. digital methods for processing and transmitting information (which allows us to simplify the specification of requirements for speed and memory of computers, as well as the bandwidth of data transfer systems); secondly, the ability to compare different recognition systems. For example, in comparison with probabilistic quality indicators, the proposed information criterion, on the one hand, allows you to compare systems with quality indicators obtained in different conditions (with a different number of classes of recognized objects, with different values of the probability of erroneous recognition, etc.), and with on the other hand, it allows you to move from the probabilistic quality indicators Rp.r, R _o.r. to the information indicator I *.

The information criterion has one more advantage, since with known parameters of information sensors: radar, radar, etc. and a recognizable object, it allows you to evaluate the indicator of information content of information sources in each case. Consider performance indicators in more detail. The efficiency of automatic object recognition systems can be characterized by both probabilistic parameters - the probability of detecting an object, the probability of correct recognition and the probability of false alarms, and the information amount of information issued by the system. Probabilities of correct detection of P _bp and correct recognition of P _r.p. defined by formulas

P _p.o = N _p.o / N _total , P _p.p = N _p.p / N _total

where N and N _{Po p.p} - number of correctly detected and the number of correctly recognized objects, N _total - total number of objects in a given volume. The probability of false alarms P _lt per review (frame) is determined by the formula

R _lt = N _p.ch.l.t / _O.Ch.,

where N _pctp is the total number of false alarms and N _pct is the total number of images in the review (frame).

The information approach allows you to compare automatic object recognition systems that recognize a different number of objects with different quality indicators. According to the data obtained (see. Nebabin VG. Choice of radar parameters for recognition. Radio engineering. Moscow. 1990. No. 5, p.16-18) the amount of information I * needed for recognition is determined by the expression:

,

,

- отношение сигнал/шум по напряжению; Э_ср - средняя энергия распознаваемого сигнала; N₀ - спектральная плотность мощности шума; Р_op, Р_пр. - вероятности ошибочного и правильного распознавания; m_c - число распознаваемых сигналов.where ΔF is the radar frequency band; T is the time of receipt and processing of information;

- signal to noise ratio over voltage; E _cf - the average energy of the recognized signal; N ₀ is the spectral density of the noise power; P _op , P _pr - the probability of erroneous and correct recognition; m _c is the number of recognized signals.

So, for example, if recognition is carried out by a long-range portrait, then m _c = n _cells · n _pβ · n _pε ,

where n _cl is the number of recognizable classes (types) of goals, and n _pβ and n _pε are the number of camera angles respectively in azimuth β and elevation angle ε.

The minimum amount of information I * necessary for the recognition of ten classes of signals (i.e., m _c = 10) with P _s.r. = 0.9 and P _op = 01 with a simple signal. From Fig. 2, along curve 6, we obtain the value q _u = 9.7. or 19.5 dB.

Further, setting ΔF = 1 / τ _and , T = (2-3) / f _modes , where τ _and are the duration of the probe pulses, f _mod is the minimum modulation frequency of the reflected signal at which recognition is carried out, with τ _and = 10 ^-6 s, f _mod = 2 Hz, we obtain ΔF = 10 ⁶ Hz, T = (1-1.5) s. Then I * = ΔF · T · Log ₂ [l + q _and ² ] = 10 ⁶ · s ^-1 · 1 ^s · Log ₂ [1+ (9.7) ² ] ≈6.6 · 10 ⁶ bits. For higher recognition quality, a large amount of information is required, i.e. large values of the parameters ΔF, T and q _u .

The inventive complex and its system that implements to ensure guaranteed trouble-free movement of the vessel in various emergency situations works in this way.

On a ship that is equipped with the safety devices listed above, the skipper enters the final destination into the system, turns on the engine, and the ship begins to move in the required direction. The display constantly shows the path and all obstacles and emergency sections of the path, the presence of potentially dangerous objects on the path. If obstacles appear instantly, and the collision cannot be avoided by a maneuver, an activation signal for external airbags or water cannons is issued.

It is known that the time of filling the airbag (PB) with gas is about 20-50 milliseconds, ie (20 ÷ 50) × 10 ^-3 sec [23]. The PB is filled with gas when an electrical impulse is supplied from the corresponding sensor from the control signal generation device 28, Fig. 1, The pillow is inflated with gas automatically, when the electrical contact closes, the pyrosystem is ignited. Gas is generated and fed into the airbag due to the chemical reaction of NaN ₃ with KNO ₃ resulting in the formation of gaseous nitrogen N ₂ . After a while (about 10 seconds), gas begins to seep through the tiny holes in the airbag, and it deflates. Modern airbags are faster to deploy; it takes no more than 20 milliseconds to deploy them. [24]

Variations are possible from the time of blowing off of the PB.

The structural diagram of the system for ensuring guaranteed trouble-free movement of a surface or underwater vessel in various emergency situations, and especially, in the presence of underwater and surface potentially dangerous objects, is shown in Fig. 1 where:

1 - weather radar;

2 - satellite navigation system (SNA), such as GPS, GLONASS;

3 - automatic identification system (AIS);

4 - a system for monitoring the movement of ships;

5 - hydrometeocenters;

6 - ship;

7 - receiver of a satellite navigation system;

8 - receiver of hydrometeoinformation;

9 - onboard unit AIS;

10 - display;

11 - information processing system;

12, 12a - data transmission system;

13 - depth sounder measuring the depth under the keel of the vessel;

14 - sonar stations;

15 - radar stations;

16 - device for data integration and recognition of objects;

17 - gyrocompass,

18 - system of objective control (registrar) of data.

19 - infrared sensors;

20 is a memory block of the rules for the movement of ships;

21 - surface cameras;

22 - underwater video cameras;

23 - device for determining the speed of the vessel (lag);

24 - a device for analyzing the situation and making decisions on measures of passive and active protection of the vessel;

25 - device for controlling the course of the vessel;

26 - a device for controlling the operation modes of the ship's engines;

27 - external airbags of the vessel;

28 - a device for generating control signals;

29 - a magnetic compass; 31 - water cannons;

30 - a device for controlling water cannons; 32 - radiation sensors;

Literature

1. Vaguschenko L. L., Stafeev A.M. Ship automated navigation systems M. Transport 1989 - 158 p.

2. Demidenko P.P. Ship radar and radio navigation systems. Odessa. Phoenix. 2009-368 p.

3. Vaguschenko L. L. Ship navigation information systems. Odessa. Phoenix. 2004 - 303 p.

4. Vilsky G.B., Maltsev A.S., Bezdolny V.V. Goncharov E.I. Navigational safety during pilotage of vessels Nikolaev-Odessa. Phoenix. 2007 - 456 p.

5. Maltsev A.S., May B.L. Device for preventing collision of ships A.S. No. 622275 A, IPC G08G 3/02. Published by B.I. No. 12, priority dated December 15, 2003

6. Kharin V.M., Zanko O.N., Dekin B.G., Pisklov V.T. Ship machines, installations, devices and systems M. Translit. 2010 - 646 p.

7. Bronstein D.Ya. Device and fundamentals of the theory of the ship L. Shipbuilding. 1988 - 336 p.

8. Ryabchenko V.K., Kucher Yu.L. The device of the vessel. Odessa. Phoenix. 2006 - 118 p.

9. Fried E.G. The device device L. Shipbuilding. 1989-340 s.

10. Vaguschenko L.L., Vaguschenko A.L. Support for decisions on discrepancies with the courts. O. Phoenix 2010 - 294 p.

11. Maltsev A.S. Maneuvering ships in case of divergence. Odessa. ONMA. 2008 - 232 p.

12. Dyba V.G., Pozolotin L.A., Chistyakov V.L. Ship Safety Management. Odessa. Autograph. 2004 - 334 p.

13. Snopkov V.I. Management ship M. Transport. 1991 - 360 p.

14. www.mir-forum.ru/files/materials/ sozvezdie.pdf. Ship systems. 2011

15. GOST R22.0.09. Safety in emergency situations in the waters. Terms and Definitions. State standard of the Russian Federation from 05.25.1995;

16. RF patent No. 2318187 dated 06/15/2006. Central Research Institute "Course" Device for navigating a vessel (UPS) along narrow sections of the fairway;

17. Nebabin V.G., Sergeev V.V. Methods and techniques of radar recognition. M. Radio and communications. 1984 .;

18. Nebabin V.G. Methods and Techniques of Radar Recognition. Boston-London. Artech House. 1995;

19. Multisensor Data Fusion and Applications. Paramond K. Varshney Siracuse University, New York. 13244. USA;

20. US patent No. 7.102.496. IPC B60Q 1/00. Publ. 09/05/2006. Multi-sensor integration for a vehicle;

21. Nebabin V.G., Grishin V.K. Methods and techniques of radar recognition. Current status, development trends, prospects. Foreign electronics. 1992, No. 10, pp. 5-20.

22. Nebabin V.G. Selection of radar parameters for recognition. Radio engineering. Moscow. 1990. No. 5, p.16-18

23. Fiorian Hessen. Retter und Bergen von Personen. Airbags ausgenustereugen 2001, No. 3, p. 19)

24. http://www.jcwiki.ru/

Claims (1)

A complex to ensure guaranteed trouble-free movement of a surface or submarine vessel in various emergency situations in the presence of underwater and surface potentially hazardous objects, including in emergency situations when, using conventional ship maneuvering, a collision with potentially dangerous objects cannot be prevented containing meteorological radar stations (1), satellite navigation system (2), automatic identification system (3), system (4) for monitoring ship traffic, g drometeocenters (5), and on board the vessel (6) there are installed: receiver (7) of satellite navigation system, receiver (8) of hydrometeorological information, airborne unit (9) of automatic identification system, display (10), information processing system (11), system ( 12) and (12a) data transmission, echo sounder (13), radar station (15), gyrocompass (17), objective control system - data logger (18), vessel heading control (25), steering device (26) modes of operation of the ship's engine, a magnetic compass (29), characterized in that it additionally includes: lateral viewing stations and in the rear and front hemispheres (14), the block (20) of the memory of the rules of motion of the vessel, infrared sensors (19), sensors (32) for radiation, surface video cameras (21), underwater video cameras (22), device ( 23) determining the speed of the vessel (lag), device (16) for data integration and object recognition, device (24) for analyzing the situation and deciding on measures for passive and active protection of the vessel, external underwater cushions (27) for the vessel’s safety, device (28) for forming control signals, device o (30) water cannon control, water cannons (31), satellite navigation system (2) is connected through the receiver (7) of the satellite navigation system to the display (10), and meteorological radars (1) are connected through: meteorological centers (5), systems (12a ) data transmission, hydrometeorological information receiver (8), information processing system (11), objective control system - data recorder (18), data transmission system (12), vessel traffic control system (4), while hydrometeorological information receiver (8) connected to the second input of the display (10), and the radar (15) is connected through the device (1 6) data integration and object recognition, a device (24) for analyzing the situation and deciding on measures of passive and active protection of the vessel with a device (28) for generating control signals, which is connected through the device (30) for controlling water cannons with water cannons (31), while the inputs of the device (24) for analyzing the situation and deciding on measures of passive and active protection of the vessel are also associated with the outputs: infrared sensors (19), sensors (32) of radioactive radiation, surface cameras (21) and underwater cameras (22), devices (23 ) opr speed, magnetic compass (29), block (20) of the memory of the rules of motion of the vessel, and the inputs of the device (16) for data integration and recognition of objects are associated with the second outputs: echo sounder (13), sonar stations (14), radar (15), infrared sensors (19), sensors (32) of radioactive radiation, information processing system (11).

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