WO2023136408A1

WO2023136408A1 - Method for calculating heading range for collision avoidance using module for analysis and evaluation of heading control performance according to control delay in remote control of autonomous ship

Info

Publication number: WO2023136408A1
Application number: PCT/KR2022/008625
Authority: WO
Inventors: 임정빈
Original assignee: 한국해양대학교산학협력단
Priority date: 2022-01-11
Filing date: 2022-06-17
Publication date: 2023-07-20
Also published as: KR102388672B9; KR102388672B1

Abstract

Disclosed is a method for calculating a heading range for collision avoidance using a module for the analysis and evaluation of heading control performance according to a control delay in the remote control of an autonomous ship. The present invention provides a method for calculating a heading range for collision avoidance using a module for the analysis and evaluation of heading control performance according to a control delay in the remote control of an autonomous ship, wherein the method prevents the autonomous ship from going off course, can ensure safe navigation of the autonomous ship by preventing collisions with other ships, and prevents the risk of marine accidents by making it possible to predict the heading control performance by means of a control delay, and thus can contribute to safe and economical navigation.

Description

A method for calculating heading range for collision avoidance using analysis evaluation module of heading control performance according to control delay in remote control of autonomous ship

The present invention relates to a method for calculating the heading range for collision avoidance using an analysis evaluation module of heading control performance according to control delay in remote control of an autonomous ship, and more particularly, to a heading control performance according to control delay. The heading according to the control delay in the remote control of the autonomous ship that can guarantee the safety of the ship by deriving and applying the range of the heading heading that requires collision avoidance when control delay occurs in the actual ship using the analysis evaluation module It relates to a method for calculating the heading range for collision avoidance using an analysis evaluation module of control performance.

Currently, R&D on autonomous ships is being actively conducted at sea, just like autonomous vehicles on land. Automated systems can speed up logistics flow by at least 10%, and human error accounts for 82% of all marine accidents. Accidents can be eliminated and costs can be reduced by more than 60% due to labor cost reduction.

These autonomous ships are referred to as MASS (Maritime Autonomous Surface Ships) by the International Maritime Organization (IMO), and are divided into four levels from level 1 to level 4. Level 2 is a level to support decision-making, and level 2 is a level that allows remote control while a crew member is on board, and level 3 is a level that enables remote control when no crew is on board or only a minimum number of people are on board, and the agency is automated Finally, level 4 is a completely unmanned level without a person on the ship. The domestic and international development goals are level 2 and level 3 that can be remotely controlled by adding a remote control device to the existing manned ship (ship controlled by a person). are in between The technology required between

levels

2 and 3 is to remotely pilot an autonomous ship safely, and for this, the heading control performance stipulated by the International Maritime Organization (IMO) is required to be followed.

The heading control performance is performed by the Zig-Zag Test among the three test methods (Turning Test, Zig-Zag Test, Spiral Test) prescribed by the International Maritime Organization (IMO), and the heading control A zigzag path is used to evaluate performance. The zigzag path refers to the trajectory of a ship that can appear when steering a ship by controlling the heading while repeating a certain rudder angle alternately to starboard and port. In addition, the heading control performance is an important evaluation index for a ship to follow a given route safely and economically. If the heading control performance is degraded or changed, the ship may collide with another ship or deviate from the course.

Meanwhile, domestically and internationally, only level 2 and level 3 autonomous ships are being designed, but there is no ship built in the form of an autonomous ship yet, which is currently international maritime transportation according to international regulations. This is because it is determined that all ships engaged in the ship must be controlled by a human (crew). Therefore, as a way to secure the operational safety and effectiveness of autonomous ships, research on land remote control systems is being actively conducted. This is to prepare for the case where autonomous operation is impossible due to Therefore, in the case of all existing ships, land control is required, because there are cases in which the navigator cannot directly control the ship in various situations such as collision between ships, fire, departure from route, and drunk driving.

As a prior art, 'autonomous navigation control system of a ship' has been proposed through Korean Patent Registration No. 10-1941896, and as a technical solution, an event such as when there is no urgent person inside the wheelhouse In addition, when various events occur on the ship, the ship's autonomous navigation system is effectively and automatically controlled by grasping the ship's location environment. By controlling, it is intended to increase the stability of the ship by positioning the ship in a safe position even if no personnel exist inside the wheelhouse.

However, the autonomous navigation control system of a ship according to the prior art relates to a system for unmanning the ship itself, and has a disadvantage in that it is difficult for a control officer to directly intervene in the event of various unexpected variables that may occur during navigation.

As another prior art, 'LNG ship operation real-time remote control device and method' has been proposed through Korean Patent Registration No. 10-2042058, and as a major technical configuration, 'a real-time remote control function An input unit for receiving an input, a display unit for displaying the operation status of an LNG vessel based on vessel information, a communication unit for performing communication with the LNG vessel and periodically receiving vessel information including vessel code information from the LNG vessel, and a communication unit. A storage unit for storing ship information received through the storage unit, and upon receipt of the ship information, the ship information is classified by ship code and stored in the storage unit, and when a command to select a ship is input through the input unit, a plurality of data items stored in the storage unit are received. Disclosed is a configuration including a controller extracting ship information including ship code information of a selected ship from among ship information and displaying the extracted ship information on a display unit.

However, the real-time remote control device for the operation of an LNG ship according to the prior art simply relates to a remote control system according to the ship's operation information, and as it is difficult to actively control the ship remotely, it is also difficult to quickly cope with various unexpected situations. there is

As another prior art, a 'remote monitoring of a vessel using a multiple communication environment and an optimal navigation support system' have been proposed through Korean Patent Publication No. 10-2018-0045440, but based on the ship's operation information and weather information It relates to a navigation support system for setting an optimal route and providing it to a ship, and there is a problem in that autonomous navigation of the ship is impossible and active control according to various unexpected situations that may occur during the operation of the ship is impossible.

As another prior art to solve this problem, an 'alternative route creation and steering angle control support system for collision avoidance of autonomous ships and other ships' has been proposed in Korean Patent Registration No. 10-1937439.

However, in the system for generating an alternative route and steering angle control for collision avoidance of autonomous ships and other ships according to the prior art, the autonomous ship is configured to perform automatic navigation by a navigation route to which a collision avoidance turning point is added. As it is difficult to respond quickly and actively to unexpected collision risks, and manual intervention is difficult, especially in the case of completely unmanned autonomous ships, stability is not guaranteed.

On the other hand, the technology required for autonomous ships between

levels

2 and 3 is remote control, which uses a communication network to control autonomous ships from a place other than autonomous ships and by a remote operator. to safely steer. To this end, it is required to comply with the heading control performance specified by the IMO, and if this heading control performance is degraded or changed, the ship may collide with other ships and deviate from the course.

That is, in the remote control of an autonomous ship (MASS), the heading control performance can be degraded by control delay, and this control delay is caused by various circumstances (failure and delay of communication network, signal processing delay of control system, remote control). Since it is known that it can occur due to decision-making delays, etc.), it is necessary to analyze and evaluate the effect of control delay on the heading control performance.

In particular, in the remote control of an autonomous ship, the heading control performance can be degraded by control delay. Since the heading control performance is a factor that directly affects navigation safety, the heading control is scientifically and quantitatively controlled by control delay. Research on the analysis and evaluation method of the effect on performance is urgently needed.

The present invention was created to solve the problems of the prior art as described above, and an object of the present invention is autonomous navigation that can contribute to safe and economical navigation by evaluating and predicting the degradation of the heading control performance for autonomous ships. It is to provide a heading range calculation method for collision avoidance using an analysis evaluation module of heading control performance according to control delay in remote control of a ship.

In particular, the present invention enables visual and quantitative analysis and evaluation of the evaluation according to the degradation of the heading control performance due to the control delay by using the analysis evaluation module of the heading control performance according to the control delay, as well as the change of the control variable. Visually analyze the zigzag path by control delay, visually evaluate the range of zigzag path by control delay using a fan shape, and quantitatively evaluate the range of zigzag path by control delay It is to provide a heading range calculation method for collision avoidance using an analysis evaluation module of heading control performance according to control delay in remote control of an autonomous ship consisting of

That is, the present invention uses the Zig-Zag Test to measure the deviation of the heading controlled by the rudder among the test methods (Turning Test, Zig-Zag Test, Spiral Test) of the heading control performance prescribed by the International Maritime Organization. As a result, a zigzag path that can be measured by the Zig-Zag Test is used to evaluate the safety of the heading control when a certain rudder angle is alternately repeated to starboard and port to evaluate the heading control performance by control delay. , The zigzag path is obtained using a ship steering simulator, and the zigzag path is measured by using three types of ships, and then the effect of the control delay is compared and evaluated to obtain quantitative and scientific results. It is to provide a heading range calculation method for collision avoidance using an analysis evaluation module of heading control performance according to control delay in remote control.

A method for calculating a heading range for collision avoidance using an analysis evaluation module of heading control performance according to control delay in remote control of an autonomous ship according to a preferred embodiment of the present invention for realizing the above object is Acquisition of information on the main line and other lines; Obtaining zigzag (Zig-Zag) path data of the main line; Estimating the zigzag path according to the control delay; zigzag path data (

) using the range between zigzag vertices (

) as a pair of longitude and latitude differences (

,

Deriving using Equation 1 using ); zigzag path data (

), the average distance of the zigzag range requiring collision avoidance (

) is derived by Equation 2 below, and the average orientation (

) is characterized in that it consists of: a step derived by Equation 3.

[Equation 1]

,

here,

and

silver time

with time

represents the longitude difference in minutes of the zigzag path between

and

time

with time

represents the latitude difference in minutes of the zigzag path between

[Equation 2]

,

here,

is the average distance of the zigzag range,

and

represents the initial position of the main line converted to meters,

,

is the average position of the zigzag path converted to meters.

[Formula 3]

As a preferred feature of the present invention, in the step of acquiring information of the main ship and other ships in operation, the information in the information of the main ship and other ships,

The position of the main ship obtained using GPS (Global Positioning System) or radar; time obtained through Greenwich Mean Time (GMT) provided by GPS; The speed of the main line obtained using the speed log; the direction of the main ship acquired by the gyrocompass; The rudder angle of the main line acquired through the rudder indicator; It consists of any one or more than one of the control delay time information obtained by using the difference between the remote control start time and the main ship control start time.

As another preferred feature of the present invention, in the step of obtaining information on the main ship and other ships in operation, the information on the other ships consists of any one or more of time, direction, speed, and location, and automatic location identification installed on the main ship It is in what is obtained through the device (Automatic Identification System, AIS).

As another preferred feature of the present invention, in the step of obtaining the zig-zag route data of the main ship, the zig-zag route data is Zig-Zag 10 ° - 10 ° Test: at the main ship speed of 10 knots (kt) , The procedure for giving the rudder to starboard (Stb'd) 10°, giving the rudder to port (Port) 10° when the heading is 10°, and giving the rudder to starboard (Stb'd) 10° when the heading is 350° or Zig-Zag 20°- 20° Test: At 10 knots main speed, give the rudder to the starboard (Stb'd) 20° and when the heading is 20°, the port to be steered or Zig-Zag 35°- 35° Test: At 10 knots main speed, the rudder is to starboard. (Stb'd) 35°, when the heading is 35°, the rudder is given to the port side (Port) 35°, and when the heading is 325°, the rudder is given the starboard (Stb'd) 35°. It consists of any one or more than one of the methods of doing.

As another preferred feature of the present invention, the step of estimating the zigzag path according to the control delay is performed by using the Zig-Zag path data of the main ship to determine three types of rudder angles (10 °, 20 °, 35 °) and 4 It is configured to further include a process of estimating using Equation 4 consisting of a combination of species control delays (0 sec, 30 sec, 60 sec, 90 sec).

[Formula 4]

,

here,

Is

It represents the vector data of

represents three types of zigzag rudder angle (10 °, 20 °, 35 °) index,

represents the index of four types of control delay time (0 sec, 30 sec, 60 sec, 90 sec),

(

is the final time taken for the measurement) represents the index of the measurement time.

The method for calculating the heading range for collision avoidance using the analysis and evaluation module of the heading control performance according to the control delay in the remote control of the autonomous ship according to the present invention In accordance with the collision avoidance regulations specified in COLREGs of the International Maritime Organization (IMO), It is possible to secure source technology that can be implemented, and also to secure commercialization technology for the remote control system of autonomous ships that can predict the location and time of collision due to control delay.

In addition, as it can be applied by applying the currently applied International Rules for Collisions at Sea mutatis mutandis, it is possible to convert a vessel currently in operation into an autonomous vessel without introducing a new regulation, or to apply and operate a vessel regulated as an autonomous vessel in the future. Therefore, the advantage of a high degree of freedom in application of the technology is expected.

In addition, it is expected to have a useful effect of preventing serious damage caused by collisions of autonomous ships and consequent environmental pollution and economic loss.

Features and advantages of the present invention will become more apparent from the following detailed description taken in conjunction with the accompanying drawings. Prior to this, the terms or words used in this specification and claims should not be interpreted in a conventional and dictionary sense, and the inventor may appropriately define the concept of the term in order to explain his or her invention in the best way. It should be interpreted as a meaning and concept consistent with the technical idea of the present invention based on the principle that there is.

1 is a diagram illustrating a method for calculating a heading range for collision avoidance using an analysis evaluation module of heading control performance according to control delay in remote control of an autonomous ship according to the present invention;

Figure 2 is a flow chart showing the analysis and evaluation procedure of the heading control performance according to the present invention;

3 is a schematic diagram showing the control variable analysis result (ship A; rudder angle 10 degrees) according to the control delay according to the present invention;

4 is a schematic diagram showing the control variable analysis result (ship A; rudder angle 20 degrees) according to the control delay according to the present invention;

5 is a schematic diagram showing the control variable analysis result (ship A; rudder angle 35 degrees) according to the control delay according to the present invention;

6 is a schematic diagram showing the control variable analysis result (ship B; rudder angle 10 degrees) according to the control delay according to the present invention;

7 is a schematic diagram showing the control variable analysis result (ship B; rudder angle 20 degrees) according to the control delay according to the present invention;

8 is a schematic diagram showing the control variable analysis result (ship B; rudder angle 35 degrees) according to the control delay according to the present invention;

9 is a schematic diagram showing the control variable analysis result (ship C; rudder angle 10 degrees) according to the control delay according to the present invention;

10 is a schematic diagram showing the control variable analysis result (ship C; rudder angle 20 degrees) according to the control delay according to the present invention;

11 is a schematic diagram showing the control variable analysis result (ship C; rudder angle 35 degrees) according to the control delay according to the present invention;

12 is a schematic diagram showing the analysis result of the zigzag curve according to the control delay according to the present invention (ship A, rudder angle 10 degrees);

13 is a schematic diagram showing the analysis result of the zigzag curve according to the control delay according to the present invention (ship A, rudder angle 20 degrees);

14 is a schematic diagram showing the analysis result of the zigzag curve (ship A, rudder angle 35 degrees) according to the control delay according to the present invention;

15 is a schematic diagram showing the analysis result of the zigzag curve according to the control delay according to the present invention (ship B, rudder angle 10 degrees);

16 is a schematic diagram showing the analysis result of the zigzag curve (ship B, rudder angle 20 degrees) according to the control delay according to the present invention;

17 is a schematic diagram showing the analysis result of the zigzag curve (ship B, rudder angle 35 degrees) according to the control delay according to the present invention;

18 is a schematic diagram showing the analysis result of the zigzag curve (ship C, rudder angle 10 degrees) according to the control delay according to the present invention;

19 is a schematic diagram showing the analysis result of the zigzag curve (ship C, rudder angle 20 degrees) according to the control delay according to the present invention;

20 is a schematic diagram showing the analysis result of the zigzag curve (ship C, rudder angle 35 degrees) according to the control delay according to the present invention;

21 is a schematic diagram showing the evaluation result of the zigzag average range according to the control delay according to the present invention (ship A, rudder angle 10 degrees);

22 is a schematic diagram showing the evaluation result of the zigzag average range according to the control delay according to the present invention (ship A, rudder angle 20 degrees);

23 is a schematic diagram showing the evaluation result of the zigzag average range according to the control delay according to the present invention (ship A, rudder angle 35 degrees);

24 is a schematic diagram showing the distance and azimuth evaluation result (ship A) of the zigzag average range according to the control delay according to the present invention;

25 is a schematic diagram showing the evaluation result (ship A) of the distance and orientation relationship of the zigzag average range according to the present invention;

26 is a schematic diagram showing the evaluation result of the zigzag average range according to the control delay according to the present invention (ship B, rudder angle 10 degrees);

27 is a schematic diagram showing the evaluation result of the zigzag average range (ship B, rudder angle 20 degrees) according to the control delay according to the present invention;

28 is a schematic diagram showing the evaluation result of the zigzag average range (ship B, rudder angle 35 degrees) according to the control delay according to the present invention;

29 is a schematic diagram showing the distance and azimuth evaluation result (ship B) of the zigzag average range according to the control delay according to the present invention;

30 is a schematic diagram showing the evaluation result (ship B) of the distance and azimuth relationship of the zigzag average range according to the present invention;

31 is a schematic diagram showing the evaluation result of the zigzag average range (ship C, rudder angle 10 degrees) according to the control delay according to the present invention;

32 is a schematic diagram showing the evaluation result of the zigzag average range (ship C, rudder angle 20 degrees) according to the control delay according to the present invention;

33 is a schematic diagram showing the evaluation result of the zigzag average range (ship C, rudder angle 35 degrees) according to the control delay according to the present invention;

34 is a schematic diagram showing the distance and azimuth evaluation result (ship C) of the zigzag average range according to the control delay according to the present invention;

Fig. 35 is a schematic diagram showing evaluation results (ship C) of the relationship between distance and orientation in the zigzag average range according to the present invention.

36 is a block diagram for explaining the configuration of a method for calculating a heading range for collision avoidance using an analysis evaluation module for heading control performance according to control delay in remote control of an autonomous ship according to the present invention.

Hereinafter, the configuration and operation of an embodiment of the present invention will be described in detail with reference to the accompanying drawings. However, it is not intended to limit the present invention to a specific disclosure, and it should be understood to include all changes, equivalents, or substitutes included in the spirit and technical scope of the present invention.

In this application, terms such as "comprise" or "having" are intended to designate that a feature, step, operation, component, part, or combination thereof described in the specification exists, but one or more other features, steps, or operations However, it should be understood that it does not preclude in advance the possibility of the presence or addition of components, parts, or combinations thereof. That is, throughout the specification, when a certain component is said to "include", it means that it may further include other components without excluding other components unless otherwise stated.

In addition, unless otherwise defined, all terms used herein, including technical or scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art to which the present invention belongs. Terms such as those defined in commonly used dictionaries should be interpreted as having a meaning consistent with the meaning in the context of the related art, and unless explicitly defined in this application, it should not be interpreted in an ideal or excessively formal meaning. don't

Here, repeated descriptions, well-known functions that may unnecessarily obscure the subject matter of the present invention, and specific descriptions of configurations are omitted in order not to obscure the subject matter of the present invention. Embodiments of the present invention are provided to more completely explain the present invention to those skilled in the art. Accordingly, the shapes and sizes of elements in the drawings may be exaggerated for clarity.

1 to 36 are diagrams for explaining a method for calculating a heading range for collision avoidance using an analysis evaluation module for heading control performance according to control delay in remote control of an autonomous ship according to the present invention. Technical features include:

1) Acquisition of information of the vessel in operation (size, type, speed, control delay time, etc.) of the vessel and reflection of estimated virtual information of the other vessel or actual information of the other vessel (position, speed, size, distance, steering angle of the vessel) etc.) process

2) Route data acquisition process according to the zigzag route of the ship

3) The process of acquiring the ship's estimated route according to the changes in the steering angle, heading, turning ratio, and speed of the ship, which change every interval of control delay time (eg, 1 second to 60 seconds);

4) A zigzag path visualization process for visually analyzing the distance between the vertices of the path, which are two elements of the zigzag path that can be changed by control delay,

5) It includes the process of calculating the distance of the zigzag average range and the bearing of the average range, and calculating the control time for collision avoidance.

In particular, since the purpose of the present invention is to estimate the range of the average zigzag path of the main vessel, it does not require variable estimation for the virtual opponent vessel.

On the other hand, if the present invention describes the heading control performance evaluation concept, the heading control performance is evaluated by using a zig-zag path based on the international standard defined by the International Maritime Organization (IMO) According to the international standard, the position and overshoot of the zigzag path designed for a given rudder angle must be kept constant. Because they collide or deviate from their course, the position and apex of the designed zigzag path must remain constant even if the environment changes. However, the location and apex of the zigzag path can be changed by the control delay.

Hereinafter, the composition of the heading range calculation method for collision avoidance using the analysis evaluation module of the heading control performance according to the control delay in the remote control of the autonomous ship according to the present invention will be described in detail with reference to the drawings. .

First, with reference to the block diagram for explaining the configuration of the heading range calculation method for collision avoidance using the analysis evaluation module of the heading control performance according to the control delay in the remote control of the autonomous ship shown in FIG. 36, the outline of the technology To summarize, it is as follows.

Step 1 (Step 1) is the stage of acquiring information on the main ship and other ships in operation.

The position of the main ship is obtained using GPS (Global Positioning System) or radar, and the time uses Greenwich Mean Time (GMT) provided by GPS. The speed of the main ship is obtained using a speed log, and the bearing of the main ship is obtained using a gyrocompass. In addition, rudder angle information is acquired through a rudder indicator. The control delay (time) is obtained using the difference between the remote control start time and the main ship control start time. In the present invention, it is assumed that the control delay (time) can be measured using a separate device.

On the other hand, various information (time, direction, speed, location) of other ships is acquired using the Automatic Identification System (AIS) installed on the main ship.

Step 2 is a step of obtaining Zig-Zag route data of the main line.

Zigzag path data can be obtained using a ship steering simulator or numerical simulation. In the present invention, it was obtained using a ship steering simulator. As for the acquisition method, the zigzag test performance standard prescribed by the International Maritime Organization (IMO) was applied. It is to measure the main line path that becomes. In the present invention, the zigzag path was obtained using the following three tests.

1) Zig-Zag 10°- 10° Test: At the ship's speed of 10 knots (kt), the rudder is given at 10° to starboard (Stb'd) and when the heading is 10°, the rudder is set to 10° to port. and measured by repeating the procedure of giving the rudder to starboard side (Stb'd) 10° when it becomes 350°

2) Zig-Zag 20°- 20° Test: At the ship's speed of 10 knots, give the rudder to starboard (Stb'd) 20°, and when the heading is 20°, give the rudder to port (20°), 340 ° is measured by repeating the procedure giving the rudder to starboard (Stb'd) 20°

3) Zig-Zag 35°- 35° Test: At the ship's speed of 10 knots, give the rudder to starboard (Stb'd) 35° and when the heading is 35°, give the rudder to port (35°) 35°, 325 ° is measured by repeating the procedure to give the rudder to starboard (Stb'd) 35° when

An algorithm for acquiring the zigzag path data is as follows.

Step 1 : Set the port and starboard rudder angles to be applied to the zigzag test.

Set Stb'd Zig-Zag Rudder Angle; S_Rudder_Angle (starboard rudder angle)

Set Port Zig-Zag Rudder Angle; P_Rudder_Angle (port rudder angle)

Step 2 : Set the port and starboard headings to be applied to the zigzag test.

Set Stb'd side Heading; S_Heading (starboard heading)

Set Port side Heading; P_Heading (port side heading)

Step 3 : Acquire current ship's position, heading, rudder angle, rate of turn (ROT), speed, etc. from various navigation equipment on board.

Get Position of Own ship; PSN (Latitude, Longitude)

Get Current Heading of Own ship; Current_Heading

Get Current ROT of Own Ship ; Order_Rudder_Angle

Get Current Speed of Own Ship ; SPD

Get Current Rate of Turn (ROT) of Own Ship ; ROT

Step 4 : Set the initial command angle.

Set Ordered Rudder Angle; Order_Rudder_Angle

Order_Rudder_Angle = S_Rudder_Angle;

Step 5: In accordance with the standard performance regulations of IMO, the zigzag test is executed from time t=1 to t=T (T is the time until the test is finished), and three types of rudder angles (10°, 20°, 35° ) and each combination of the four delay times (0 sec, 30 sec, 60 sec, 90 sec) is executed. This delay time serves to delay the command timing at time t by the delay time (time t + delay time Del).

for Del = 1 : 4

if Del == 1 ; Del_time = 0; end

if Del == 2 ; Del_time = 30; end

if Del == 3 ; Del_time = 60; end

if Del == 4 ; Del_time = 90; end

for RA = 1 : 3

if RA == 1 ; Rudder_Angle = 10; end

if RA == 2 ; Rudder_Angle = 20; end

if RA == 3 ; Rudder_Angle = 35; end

for t = 1: T

if Current_Heading(t) == S_Heading, then,

Order_Rudder_Angle(t + Del_time) = P_Rudder_Angle ; end

Wait Current_Heading(t) == P_Heading ;

if Current_Heading(t) == P_Heading, then,

Order_Rudder_Angle(t + Del_time) = S_Rudder_Angle ; end

Wait Current_Heading == S_Heading ;

if Current_Heading(t) == S_Rudder_Angle, then,

Order_Rudder_Angle(t + Del_time) = P_Rudder_Angle ; end

end

Step 6: Acquire the location of the main line zigzag route and heading data, etc., generated according to the lapse of time (t) in the above zigzag test.

zigzag path position data at time t; PSN (Latitude, Longitude, t)

heading data at time t; Current_Heading(t)

rudder angle data at time t; Order_Rudder_Angle(t)

Rate of Turn (ROT) data at time t; ROT(t)

speed data at time t; SPD(t)

Step 3 is the step of estimating the zigzag path according to the control delay. The zigzag path consists of a combination of 3 types of rudder angles (10°, 20°, 35°) and 4 types of control delays (0 sec, 30 sec, 60 sec, 90 sec) using the time series data obtained in step 2 above. It was estimated with vector data in the following form.

,

here,

Is

It represents the vector data of

represents three types of zigzag rudder angle (10 °, 20 °, 35 °) index,

(

Step 4 is the zigzag path data (

) using the range between zigzag vertices (

) is a step to visualize.

Path visualization of the zigzag range is a pair of longitude and latitude differences (

,

) was implemented using The calculation formula is Equation 1 below.

[Equation 1]

,

here,

and

silver time

with time

represents the longitude difference in minutes of the zigzag path between

and

time

with time

represents the latitude difference in minutes of the zigzag path between

Step 5 is the zigzag path data (

) is used to derive the average distance and average direction of the zigzag range that requires collision avoidance.

The average distance of the zigzag range (Lzz or

) was obtained by Equation 2 below using the initial position of the main line and the average position of the zigzag route.

[Equation 2]

,

here,

and

represents the initial position of the main line converted to meters,

,

represents the average position of the zigzag path converted to meters.

In addition, the average bearing of the zigzag range (Azz or

) was obtained by Equation 3 below using the initial position of the main line and the average position of the zigzag route.

[Formula 3]

The average distance of the zigzag range of Equation 2 (

) and the average orientation of Equation 3 (

), a combination of (

,

), it is possible to derive the visible range or average range for the vessel to avoid collision with other vessels. The reason is that a combination of bearing and distance can be used to determine position.

Therefore, by using the method proposed in the present invention, it is possible to derive the visible range and average range of the heading heading of the main course, which requires collision avoidance during control delay, and apply them to collision avoidance.

Hereinafter, an implementation configuration using the main technical features of the present invention described above will be described with reference to the drawings.

First, FIG. 1 shows the evaluation concept of the heading control performance according to the control delay. Referring to the drawings, the core of the concept of the present invention is to use a zigzag path that can be changed by the control delay. solid blue line (

) represents the path generated when the ship is maneuvered in a zigzag pattern.

The left and right range of the zigzag path depends on the given rudder angle, and the apex of the zigzag path is determined by the position where the rudder angle starts to change. If a control delay occurs, the apex position of the zigzag path may change. The present invention focuses on the fact that the vertex position of a zigzag path can be changed by such a control delay.

The analysis and evaluation method proposed in the present invention proposes to use three analysis indicators and three evaluation indicators.

1) Analysis index 1: Four control variables (steering angle, heading bearing, turn ratio, speed)

Analysis method: Visually analyze the effect of control delay on control variables through the changes of the four control variables caused by control delay.

2) Analysis index 2: location and size of zigzag path

Analysis method: Visually analyze the effect of control delay on the location and size of the zigzag path.

3) Analysis index 3: Zigzag range (

) size and shape

Analysis method: Visually analyze the effect of control delay on the zigzag range. Through this, the stability of the zigzag path is determined.

4) Evaluation index 1: Distance from the initial ship position to the virtual center point (Lzz)

Evaluation method: By calculating the distance (Lzz) according to the control delay, the effect of the control delay on the distance of the average movement range of the zigzag path is quantitatively evaluated.

5) Evaluation index 2: Azimuth (Azz) from the initial ship position to the virtual center point

Evaluation method: By calculating the bearing (Azz) according to the control delay, the effect of the control delay on the direction of the average moving range of the zigzag path is quantitatively evaluated.

6) Evaluation index 3: Proportional relationship between Lzz and Azz

Evaluation method: By calculating the proportional relationship between Lzz and Azz according to the control delay, the effect of the control delay on the zigzag range is quantitatively evaluated.

Hereinafter, the analysis and evaluation procedure of the heading control performance shown in FIG. 2 will be described with reference to the drawings.

Step 1: Acquisition of zigzag path data

The following three methods are proposed for obtaining zigzag path data.

1) Acquisition method by measuring zigzag path of actual ship,

2) Acquisition method by numerical simulation using a ship model,

3) Acquisition method using ship steering simulator.

In addition, the zigzag path data in the present invention means data that can be obtained by using all methods including the above three methods.

As a preferred embodiment, the present invention proposes to use data obtained by a ship steering simulator as zigzag path data, and the conditions for this simulation are three types of ships, four types of control delay time, and three types of steering angles as follows. Therefore, a total of 36 types (3X4X3) of zigzag path data were obtained.

First, three types of ships are for comparing the effect of control delay according to ship type and size, and four types of control delay and three types of steering angle are for analyzing and evaluating the effect of heading control performance by control delay. will be.

The above three types of ships are as follows

A, container ship (LOA, 347.0 m, width 42.8 m); (hereinafter referred to as 'Vessel A')

B, container ship (LOA, 149.1 m, width 22.5 m); (Hereinafter referred to as 'Vessel B')

C, practice ship (LOA 133.0 m, width 19.4 m) (hereinafter referred to as 'ship C')

The four types of control delay (seconds) were set to 0 seconds (meaning no delay), 30 seconds, 60 seconds, and 90 seconds.

The three types of steering angles (degrees) were set at 10 degrees, 20 degrees, and 35 degrees.

Step 2. Control variable visualization

Visualization of control variables is to visually analyze the changing aspects of the four factors (rudder angle, heading, turn ratio, and ship speed) that are changed by control delay. This analysis is to visually compare various changes of control variables due to control delay, and also to explain why the zigzag path changes due to control delay.

Step 3: Visualize zigzag path

Zigzag path visualization is for visually analyzing two elements (distance between vertices of the path) of the zigzag path that can be changed by control delay. This analysis is to visually compare various types of zigzag paths that can be generated by control delay, and to verify the validity of the quantitative evaluation results of zigzag paths.

Step 4: Calculate the distance and bearing of the zigzag average range

The distance and direction of the zigzag average range are indicators for evaluating the change of the zigzag path due to the control delay. The distance of this is to quantitatively evaluate the moving magnitude of the zigzag path according to the control delay, and the direction of this is to quantitatively evaluate the moving direction of the zigzag path according to the control delay. These two indicators are key evaluation indicators for evaluating the method proposed in the present invention.

Hereinafter, the control variable analysis result of ship A (container ship, LOA, 347.0 m, width 42.8 m) will be described with reference to FIGS. 3, 4, and 5.

3, 4, and 5 show analysis results of control variables measured when zigzag steering is performed by three steering angles, that is, 10 degrees, 20 degrees, and 35 degrees, and FIG. 3 will be described as an example.

In FIG. 3, the drawing at the top left shows the command steering angle (degree) given to the ship and the response steering angle (degree) by control delay, and the drawing at the top right shows the change in heading (degree) according to the control delay. The lower box diagram shows the change in the rate of turn (ROT) according to the control delay, and the ROT represents the turn angle per minute (degrees/minute). 4) The box at the bottom right shows the change in speed (vessel speed) of the ship according to the control delay. In addition, four types of lines are shown in each box drawing, which are for distinguishing delay times of 0 second, 30 seconds, 60 seconds, and 90 seconds, and the meaning of each line is shown representatively in the lower right figure.

The analysis results of FIGS. 3 to 5 are summarized as follows.

First, it can be confirmed that a delay occurs at a constant rate between the command steering angle and the response steering angle according to the control delay.

Second, it can be confirmed that the forward direction is delayed at a certain rate according to the control delay, and it can be seen that it appears in a complicated form.

Third, it can be confirmed that the ROT appears nonlinearly as it is delayed at a constant rate according to the control delay.

Fourth, the ship speed tends to decrease while being delayed at a certain rate according to the control delay. Here, the ship's speed is reduced due to the increase in resistance of the rudder according to the turning of the ship. It can be seen in all figures that the line speed is reduced. Through the above analysis result, the effect of control delay on the control variable can be confirmed, which is the basis for evaluating the effectiveness of the zigzag path to be analyzed.

Hereinafter, the control variable analysis result of ship B (container ship, LOA, 149.1 m, width 22.5 m) will be described with reference to FIGS. 6 to 8.

6, 7, and 8 show the control variable analysis results of vessel B for three types of rudder angles (10 degrees, 20 degrees, and 35 degrees), and are the same as those of vessel A described above.

In vessel B, as in vessel A, changes in control variables according to control delay can be seen. In addition, the control variable variation tendency of ship B and the control variable variation tendency of vessel A are different from each other. In particular, the speed of ship B was different from that of ship A. This difference is due to the difference in hydraulic mechanics movement according to ship type.

Hereinafter, with reference to Figs. 9, 10, and 11 show control variable analysis results of ship C for rudder angles of 10 degrees, 20 degrees, and 35 degrees, respectively, and descriptions of the three drawings are the same as those of ship A described above.

Even in the case of ship C, it shows the change tendency of control variables different from ship A. In particular, unlike the speed of ship A, the speed of ship C showed different increasing and decreasing tendencies. This difference is due to the difference in hydraulic mechanics movement according to ship type.

In summary, ship A (LOA, 347 m) is larger than ship B (LOA, 149.1 m) and ship C (LOA, 133.0 m), and ship B and ship C have similar LOA, but are different ship types. am. As a result of the above analysis, it was confirmed that the control variables of the three ships appeared differently according to the control delay. As a result, it was verified that the control delay affects the control variable.

Hereinafter, the zigzag path analysis of the vessel A, vessel B, and vessel C will be described.

First, the zigzag path of ship A is shown in FIGS. 12, 13, and 14, showing the visualization results of the zigzag path according to four types of control delays (0 sec, 30 sec, 60 sec, 90 sec), FIG. , 13 and 14 show visualization results for 10-degree, 20-degree, and 35-degree steering angles, respectively.

Referring to FIG. 12 as an example, the x-axis and the y-axis indicate latitude and longitude, and 128 degrees east longitude and 34 degrees north latitude indicate the experimental target sea area. The small white circle shown at the bottom left of the drawing represents the initial starting position of the ship. The vessel's initial heading is 0 degrees (i.e., up the ground). Four different lines represent the four types of control delay. The ship that has moved from the initial starting position cannot be controlled for a time corresponding to the control delay, and in addition, when the rudder angle changes from starboard to port or from port to starboard, the rudder angle is also delayed and applied during the time corresponding to the control delay. The result of the zigzag maneuver appears as a trajectory of the ship's position, and this trajectory appears as an 'S' shaped curve with a certain range, and this curve is called a 'zigzag curve'.

The analysis results of the zigzag curves shown in FIGS. 12 to 14 are as follows.

first. The apex position of the zigzag curve according to the control delay shows a significant difference.

second. The range of the zigzag curve according to the control delay shows a significant difference.

third. At a steering angle of 10 degrees (FIG. 12), a steering angle of 20 degrees (FIG. 13), and a steering angle of 30 degrees (FIG. 14), the apex and range of the zigzag curve according to the control delay show significant differences.

To summarize the above results, 1) The position of the apex of the zigzag curve is changed by the control delay. 2) The range of the zigzag curve is changed by the control delay. 3) The apex and range of the zigzag curve change according to the steering angle. Therefore, it was confirmed that the apex and range of the zigzag curve change depending on the control delay and steering angle.

The zigzag path of ship B will be described with reference to FIGS. 15, 16 and 17.

The drawing shows the visualization result of the zigzag curve according to the control delay of ship B, which is the same as that of ship A described above. In the case of vessel B, it was confirmed that the same results as those described in vessel A appeared.

The zigzag path of ship C will be described with reference to FIGS. 18, 19 and 20.

18 to 20 show the visualization results of the zigzag curve according to the control delay of ship C, and the description of the three drawings is the same as that of ship A. In the case of ship C, it was confirmed that the same results as those described for ship A or ship B appeared.

The results of visual analysis of the zigzag paths observed in ships A, B, and C above are summarized as follows.

First, as the control delay increases and the steering angle increases, the zigzag path gradually becomes more complex.

Second, the zigzag path is formed differently depending on the type and size of the vessel.

Third, the apex and range of the zigzag path change depending on the control delay and steering angle.

Therefore, it was confirmed that the visual analysis method of the zigzag path proposed in the present invention can effectively analyze the degree of congestion of the path according to the increase in control delay and steering angle.

Hereinafter, evaluation of the zigzag range of ship A, ship B, and ship C will be described.

First, referring to FIGS. 21 to 23 for the zigzag range of vessel A, the visualization results of the zigzag range according to four types of control delay (0 sec, 30 sec, 60 sec, 90 sec) are shown, FIG. 21 and FIG. 22 and 23 show the visualization results for the 10-degree, 20-degree, and 35-degree steering angles, respectively.

Referring to FIG. 21 as an example representing FIGS. 21 to 23, the X-axis and the y-axis represent the hardness difference in minutes (

) and latitude difference (

), respectively. These differences are so small that they are multiplied by 10000. Here, the difference between latitude and longitude is calculated as the difference between the initial position of the ship and the average position of the zigzag route. In this figure, the coordinate center (0,0) represents the initial position of the vessel.

The zigzag range appeared in a form similar to a sector from the center of coordinates (0,0), and this form was due to the 'S'-shaped zigzag curve appearing in the form of a sine wave. As the control delay increases, not only the fan-shaped range increases, but also another range similar to a chicken comb increases. The range of these chicken comb-like shapes seems to increase as the zigzag curve becomes complex. Therefore, it was confirmed that the evaluation method using the zigzag range can effectively evaluate the complexity of the zigzag curve. The evaluation results are as follows.

first. As the control delay increases, not only the zigzag range increases, but also the range similar to a chicken comb increases.

second. The zigzag range increases as the rudder angle increases.

As a result of the above evaluation, it was found that the zigzag path, which is complicatedly formed according to the increase in control delay, can be effectively evaluated by using the zigzag range. In addition, it was evaluated that the zigzag range increased according to the increase of the control delay and the increase of the steering angle.

In addition, FIG. 24 shows the distance and direction calculation results of the zigzag average range according to the control delay. The upper box diagram represents the distance according to the control delay, and the lower box represents the direction according to the control delay.

And Fig. 25 shows the relationship between the distance and the orientation of the zigzag average range. The evaluation results for the two figures are as follows.

first. As the control delay increases and the steering angle increases, the distance decreases.

Second, as the control delay increases and the steering angle increases, the bearing also decreases.

third. As the steering angle increases, the combination of distance and orientation for the zigzag average range decreases.

Therefore, it was confirmed that as the control delay increases and the rudder angle increases, the center position of the zigzag range gradually moves to the initial ship position. This means that the complexity of a zigzag path can be evaluated by a combination of distance and orientation. As a result of the above evaluation, it was found that the zigzag range, which is complexly formed according to the increase in control delay, can be effectively evaluated by the combination of distance and direction.

Hereinafter, referring to FIGS. 26 to 28 for the zigzag range of ship B, the meaning of the drawings described for ship A described above is the same. As a result of the evaluation, it was confirmed that vessel B also showed the same results as vessel A. That is, as the control delay increases and the rudder angle increases, the zigzag range increases, and the center position of the zigzag average range gradually moves to the initial ship position.

In addition, FIG. 29 shows the distance and direction calculation results of the zigzag average range according to the control delay. The upper box in the figure represents the distance according to the control delay, and the lower box represents the direction according to the control delay.

And Fig. 30 shows the relationship between the distance and the orientation of the zigzag average range. As a result of the evaluation, the evaluation results of the two drawings for ship B were similar to those of ship A.

Referring to FIGS. 31 to 33 for the zigzag range of ship C below, the meaning of the drawings described for ship A described above is the same. As a result of the evaluation, it was confirmed that vessel C also showed similar results to vessel A. That is, as the control delay increases and the rudder angle increases, the zigzag range increases, and the center position of the zigzag average range gradually moves to the initial ship position. On the other hand, the zigzag range of ship C shows a larger characteristic compared to ships A and B.

In addition, FIG. 34 shows the distance and direction calculation results of the zigzag average range according to the control delay. In the drawing, the upper box represents the distance according to the control delay, and the lower box represents the direction according to the control delay. And Fig. 35 shows the relationship between the distance and the orientation of the zigzag average range. The evaluation results of the two drawings for vessel C were similar to those of vessel A.

In summary, the evaluation results of the three ships for the zigzag range can be summarized as follows.

First, as the control delay increases and the steering angle increases, the zigzag range increases.

Second, as the control delay increases and the rudder angle increases, the center position of the zigzag average range gradually moves to the initial ship position. As a result, it was confirmed that the control delay has a significant effect on the zigzag range, and thus, it was verified that the zigzag range evaluation method proposed in the present invention can be effectively applied to the heading control performance evaluation by the control delay.

Comprehensively summarizing the method for calculating the heading range for collision avoidance using the analysis evaluation module of the heading control performance according to the control delay in the remote control of the autonomous ship according to the present invention configured as described above, the change due to the control delay The zigzag path was used, and it was confirmed that the zigzag path was changed as follows by the control delay.

first. As a result of control variable analysis, all control variables were different due to control delay.

second. As a result of the zigzag path analysis, as the control delay increases and the steering angle increases, the complexity of the zigzag path gradually increases.

third. As a result of the zigzag range evaluation, the distance and orientation of the zigzag average range decrease as the control delay increases and the steering angle increases. As a result, it was confirmed that the zigzag path according to the control delay did not satisfy all conditions specified in the IMO zigzag test regulations. Through this analysis and evaluation, the validity of the method proposed in the present invention was verified.

As described above, according to the method for calculating the heading range for collision avoidance using the analysis evaluation module of the heading control performance according to the control delay in the remote control of the autonomous ship according to the present invention, the control delay It is expected that it will be possible to effectively remotely control autonomous ships to maintain their course and avoid collisions by preventing deviation from the course and collision with other ships.

On the other hand, the present invention is not limited to the described embodiments, it is possible to change and use the application site, and various modifications and variations can be made without departing from the spirit and scope of the present invention. It is self-evident to those who have knowledge. Therefore, such variations or modifications should fall within the scope of the claims of the present invention.

Claims

Acquisition of information on the main ship and other ships in operation;

Acquiring Zig-Zag route data of the main line;

estimating a zigzag path according to a control delay;

zigzag path data (
) using the range between zigzag vertices (
) as a pair of longitude and latitude differences (
,
Deriving using Equation 1 using );

zigzag path data (
), the average distance of the zigzag range requiring collision avoidance (
) is derived by Equation 2 below, and the average orientation (
) is derived by Equation 3: A method for calculating a heading range for collision avoidance using an analysis evaluation module of heading control performance according to control delay in remote control of an autonomous ship, characterized in that it includes.

[Equation 1]

,

here,
and
silver time
with time
represents the longitude difference in minutes of the zigzag path between
and
time
with time
represents the latitude difference in minutes of the zigzag path between

[Formula 2]

,

here,
is the average distance of the zigzag range,
and
represents the initial position of the main line converted to meters,
,
is the average position of the zigzag path converted to meters.

[Formula 3]
The method of claim 1, wherein in the step of obtaining information on the main ship and other ships in operation, the information in the information on the main ship and other ships,

The position of the main ship obtained using GPS (Global Positioning System) or radar; time obtained through Greenwich Mean Time (GMT) provided by GPS; The speed of the main line obtained using the speed log; the direction of the main ship obtained by the gyrocompass; The rudder angle of the main line obtained through the rudder indicator; Analysis of heading control performance according to control delay in remote control of an autonomous ship, characterized in that it consists of one or more of the control delay time information obtained by using the difference between the remote control start time and the main ship control start time A method for calculating the heading range for collision avoidance using an evaluation module.
The method of claim 1, wherein in the step of acquiring information of the main ship and other ships in operation, the information of the other ships consists of any one or more of time, direction, speed, and location, and an automatic location identification device installed on the main ship ( A method for calculating the heading range for collision avoidance using the analysis evaluation module of the heading control performance according to the control delay in the remote control of the autonomous ship, characterized in that it is obtained through the Automatic Identification System (AIS).
The method of claim 1, wherein in the step of acquiring zig-zag route data of the main line, the zig-zag route data,

Zig-Zag 10°- 10° Test: At a ship speed of 10 knots (kt), give the rudder to the starboard side (Stb'd) 10° and when the heading is 10°, give the rudder to the port side (Port) 10°, When 350° is reached, measure by repeating the procedure giving the rudder 10° to starboard (Stb'd);

or Zig-Zag 20°- 20° Test: At 10 knots speed, give the rudder to starboard (Stb'd) 20°, and when the heading is 20°, give the rudder to port (20°), 340° is measured by repeating the procedure giving the rudder to starboard (Stb'd) 20° when

Or Zig-Zag 35°- 35° Test: At 10 knots speed, give the rudder to starboard (Stb'd) 35° and when the heading is 35°, give the rudder to port (35°) 35° and 325° The heading control performance according to the control delay in the remote control of an autonomous ship, characterized in that it consists of any one or more of the methods of repeatedly measuring the procedure of giving the rudder to starboard (Stb'd) 35 ° when A method for calculating the heading range for collision avoidance using the analysis evaluation module.
According to claim 1,

In the step of estimating the zigzag path according to the control delay, 3 types of rudder angles (10°, 20°, 35°) and 4 types of control delays (0 seconds, 30 seconds) are performed using the zig-zag path data of the main ship. . A method for calculating the heading range for collision avoidance.

[Formula 4]

,

here,
Is
It represents the vector data of
represents three types of zigzag rudder angle (10 °, 20 °, 35 °) index,
represents the index of four types of control delay time (0 sec, 30 sec, 60 sec, 90 sec),
(
is the final time taken for the measurement) represents the index of the measurement time.