Understanding the Eye of the Navigator

The daily job of the navigator has changed significantly with the introduction of electronic navigation and integrated navigation systems. The navigator has progressed from using most of his time to find and fix the position, to understand and control complex system design to increase situation awareness and facilitate safe navigation for the officer of the watch. This article presents Eye Tracking data that has been collected on board the world’s fastest littoral combat ship, compared with similar datasets collected in a bridge navigation simulator. The data has been analyzed to determine how we better can use maritime navigation simulators and develop bridge design and general user interface to ease the burden of the navigator

CONTROL TECHNIQUES APPLIED TO INTEGRATED SHIP MOTION CONTROL

Fins stabilisers are devices which are fitted to the hull of a ship and utilised to ameliorate its rolling motions. They apply a regulated moment about the ship's axis of roll in order to oppose the sea induced disturbances. Recognising their unsurpassed performance, the Royal Navy, since the 1950's, equips all its vessels with fin stabilisers. It can be shown that the rudders, in vessels of appropriate size, also have the potential to be harnessed as roll stabilisers Rudder Roll Stabilisation (RRS) without degrading the ship's course-keeping. Thus creating a more stable platform for the human operators and equipment. The reported success of RRS imparted an impetus to the Royal Navy to initiate this study. The objectives are to ascertain whether RRS is possible without rudder modifications and to establish whether enhanced levels of stabilisation would accrue if the fins and RRS were operated in congress. The advantages in this novel approach being: avoidance of redesign and refit of rudders, three modes of operation (fins alone, RRS alone and combined RRS and fins), reduced fin activity and by implication self-generated noise, and amenability to be retrofitted by simple alteration of any existing ship's autopilot software. The study initially examined the mathematical models of the ship dynamics, defining deficiencies and evaluating sources of uncertainty. It was postulated that the dual purpose of the rudder can be separated into non-interacting frequency channels for controller design purposes. An integrated design methodology is adopted to the roll stabilisation problem. Investigating the capabilities of the rudder servomechanism, a new scheme, the Anti-Saturation Algorithm (ASA) was proposed which can eliminate slew rate saturation. Application of the ASA is generic to any servomechanism. The effects of lateral accelerations of the ship on human operators was examined. This resulted in an unique contribution to the Lateral Force Estimator problem in terms of generating time domain models and defining the limitations of the applicability of a control design strategy. Linear Quadratic Guassian and two types of classical controllers were constructed for the RRS and fins. A novel application of linear robust control theory to the ship roll stabilisation problem resulted in H . controllers whose performance was superior to the other design methods. This required the development of weight functions and the identification and quantification of possible sources of uncertainty. The structured singular value utilised this information to give comparable measures of robustness. The sea trials conducted represent the first experience of the integrated ship roll stabilisation approach. Experimental results are detailed. These afforded an invaluable opportunity to validate the software employed to predict ship motion. The data generated from the sea trials concurs with the simulations data in predicting that enhanced levels of roll stabilisation are possible without any modification to the rudder system. They also confirm that when the RRS is acting in congress with the fin stabilisers the activity of both actuators diminishes

A Study on the Development of Ship Operation Data Transmission System

Autonomous vessels are becoming a hot topic in the global shipping industry. In the EU, Autonomous ship technology is rapidly developing. Autonomous vessels are expected to become a new paradigm to change and accelerate the digitization, platform connectivity and intelligence of the shipping industry. Over the past few years, the marine industry has maintained its competitive edge by securing operating competitiveness by reducing operating costs such as vessel size and oil costs. However, as with other industries, ICBM (Industry 4.0) IOT, Cloud, Big Data, Mobile), cyber security, simulation, etc., and to create new business by maximizing the unique capabilities of the shipping industry as defined in Shipping 4.0. Until recently, autonomous vessels were named as various types such as Smart Ship, Digital Ship, Connected Ship, Remote Ship, Unmanned Ship and Autonomous Ship. They were defined as MASS (Maritime Autonomous Surface Ship) by International Maritime Organization (IMO) This is a comprehensive product and service for the unmanned ship, autonomous transportation and efficient transportation in the stepwise upgrade for safety, reliability, and efficiency in ship operation. In this paper, the research background and research scope is described in chapter 1, discussion about autonomous ship related contents are in chapter 2. The design and implementation of a large scale ship data transmission system including method of ship communication, data protocol and messaging processing technology to transmit and display large amount of data are describe in Section 3. The configuration and results of the experimental environment are in Section 4. Then finally the conclusion and further studies are described. Chapter 2 - Autonomous vessels are that incorporate ship control systems and communication technologies that enable wireless monitoring and control, including improved decision support systems and remote control and autonomous navigation capabilities. The control function for the autonomous vessels is implemented in the Shore Control Center (SCC). In order to accurately recognize the situation of the ship at the remote land control center, the existing systems such as AIS and RADAR are equipped with thermal cameras, LIDAR an advanced sensor module is added to the vessel to replace the existing sailing company's watch keeping operations with the landlord and system. The land control center simultaneously monitors the safe operation of autonomous vessels, manages the voyage plan update and autonomous navigation system, and manages the maintenance plan for autonomous vessels. Chapter 3 - In this paper, we constructed and implemented a large capacity ship data acquisition and transmission system that can collect, process, and transmit data generated from ships. The required physical configuration is largely divided into onboard and onshore, and by design, it can have n ships and n land. On the ship side, data are collected from navigation equipment and AMS (Alarm Monitoring System) such as RADAR, Speed Log, Doppler, Gyro Compass and GPS, processed and stored for use on land and onboard service applications, The land consists of a server composed of modules capable of receiving data from various ships and transmitting them to a required place after processing, and servers for service application. The user is connected to the web browser on the PC and configured to use services such as flight information monitoring. Chapter 4 - Experiments were conducted on the large scale ship data acquisition and transmission system implemented in this paper by constructing an environment in the T/V Hanbada Lab. For each unit function, the experiment proceeded while the Kongsberg simulator and the training line were at anchor, and the integrated test for the stability and function of the data was conducted during the long voyage. Chapter 5 - In this study, the research was carried out in order to process the ship’s navigation data generated from various equipment for several number of vessels in terms of ship operation data and remote control center technology for this purpose. For the research on application system implementation and verify evaluation, an analysis of a data collection and process on ship and shoreside and design of data transmission has been studied. Also for this research, the basic research knowledge were achieved together with research results on ship data processing and transmission. The newly developed web based system can used to monitor ship’s data in real-time on the shoreside.1. 서 론 1.1 연구의 배경 및 목적 1 1.2 연구의 범위와 방법 4 1.3 논문의 구성 4 1.4 연구의 절차 5 2. 기술동향 분석 2.1 e-Navigation 6 2.1.1 e-Navigation 정의 6 2.1.2 e-Navigation 아키텍쳐 7 2.1.3 MSP(Marine Service Portfolios) 8 2.2 자율운항선박의 육상 관제 9 2.2.1 자율운항선박의 정의 9 2.2.2 육상관제 센터 9 2.3 선박 데이터 수집 11 2.3.1 NMEA0183 Sentence 13 2.3.2 Modbus 18 2.4 Kafka 메시징 시스템 25 2.4.1 MOM- Kafka 개념 26 2.4.2 MOM - Kafka 특징 28 2.5 다중이용자에 의한 메세지 전달 방법 30 3. 운항 정보전송 시스템 설계 3.1 개발 방향 33 3.2 성능 구현 35 3.3 데이터 수집과 시스템 36 3.3.1 하드웨어 데이터 수집 장비 개발 36 3.3.2 소프트웨어 데이터 수집 장비 개발 39 3.4 데이터 프로세싱 및 Web UI 구현 47 4. 운항 정보전송 시스템 구현 4.1 단위 및 통합 성능 시험 52 4.2 실험 및 결과 56 4.2.1 단위 기능 실험 및 평가 56 4.2.2 통합 기능 및 성능 실험 60 5. 결론 63 참고문헌 66Maste

Virtue integrated platform : holistic support for distributed ship hydrodynamic design

Ship hydrodynamic design today is often still done in a sequential approach. Tools used for the different aspects of CFD (Computational Fluid Dynamics) simulation (e.g. wave resistance, cavitation, seakeeping, and manoeuvring), and even for the different levels of detail within a single aspect, are often poorly integrated. VIRTUE (the VIRtual Tank Utility in Europe) project has the objective to develop a platform that will enable various distributed CFD and design applications to be integrated so that they may operate in a unified and holistic manner. This paper presents an overview of the VIRTUE Integrated Platform (VIP), e.g. research background, objectives, current work, user requirements, system architecture, its implementation, evaluation, and current development and future work

VIRTUE : integrating CFD ship design

Novel ship concepts, increasing size and speed, and strong competition in the global maritime market require that a ship's hydrodynamic performance be studied at the highest level of sophistication. All hydrodynamic aspects need to be considered so as to optimize trade-offs between resistance, propulsion (and cavitation), seakeeping or manoeuvring. VIRTUE takes a holistic approach to hydrodynamic design and focuses on integrating advanced CFD tools in a software platform that can control and launch multi-objective hydrodynamic design projects. In this paper current practice, future requirements and a potential software integration platform are presented. The necessity of parametric modelling as a means of effectively generating and efficiently varying geometry, and the added-value of advanced visualization, is discussed. An illustrating example is given as a test case, a container carrier investigation, and the requirements and a proposed architecture for the platform are outlined

A collaborative platform for integrating and optimising Computational Fluid Dynamics analysis requests

A Virtual Integration Platform (VIP) is described which provides support for the integration of Computer-Aided Design (CAD) and Computational Fluid Dynamics (CFD) analysis tools into an environment that supports the use of these tools in a distributed collaborative manner. The VIP has evolved through previous EU research conducted within the VRShips-ROPAX 2000 (VRShips) project and the current version discussed here was developed predominantly within the VIRTUE project but also within the SAFEDOR project. The VIP is described with respect to the support it provides to designers and analysts in coordinating and optimising CFD analysis requests. Two case studies are provided that illustrate the application of the VIP within HSVA: the use of a panel code for the evaluation of geometry variations in order to improve propeller efficiency; and, the use of a dedicated maritime RANS code (FreSCo) to improve the wake distribution for the VIRTUE tanker. A discussion is included detailing the background, application and results from the use of the VIP within these two case studies as well as how the platform was of benefit during the development and a consideration of how it can benefit HSVA in the future

Realising intelligent virtual design

This paper presents a vision and focus for the CAD Centre research: the Intelligent Design Assistant (IDA). The vision is based upon the assumption that the human and computer can operate symbiotically, with the computer providing support for the human within the design process. Recently however the focus has been towards the development of integrated design platforms that provide general support irrespective of the domain, to a number of distributed collaborative designers. This is illustrated within the successfully completed Virtual Reality Ship (VRS) virtual platform, and the challenges are discussed further within the NECTISE, SAFEDOR and VIRTUE projects

A virtual environment to support the distributed design of large made-to-order products

An overview of a virtual design environment (virtual platform) developed as part of the European Commission funded VRShips-ROPAX (VRS) project is presented. The main objectives for the development of the virtual platform are described, followed by the discussion of the techniques chosen to address the objectives, and finally a description of a use-case for the platform. Whilst the focus of the VRS virtual platform was to facilitate the design of ROPAX (roll-on passengers and cargo) vessels, the components within the platform are entirely generic and may be applied to the distributed design of any type of vessel, or other complex made-to-order products

Realising intelligent virtual design

This paper presents a vision and focus for the CAD Centre research: the Intelligent Design Assistant (IDA). The vision is based upon the assumption that the human and computer can operate symbiotically, with the computer providing support for the human within the design process. Recently however the focus has been towards the development of integrated design platforms that provide general support irrespective of the domain, to a number of distributed collaborative designers. This is illustrated within the successfully completed Virtual Reality Ship (VRS) virtual platform, and the challenges are discussed further within the NECTISE, SAFEDOR and VIRTUE projects

Ship product modelling

This paper is a fundamental review of ship product modeling techniques with a focus on determining the state of the art, to identify any shortcomings and propose future directions. The review addresses ship product data representations, product modeling techniques and integration issues, and life phase issues. The most significant development has been the construction of the ship Standard for the Exchange of Product Data (STEP) application protocols. However, difficulty has been observed with respect to the general uptake of the standards, in particular with the application to legacy systems, often resulting in embellishments to the standards and limiting the ability to further exchange the product data. The EXPRESS modeling language is increasingly being superseded by the extensible mark-up language (XML) as a method to map the STEP data, due to its wider support throughout the information technology industry and its more obvious structure and hierarchy. The associated XML files are, however, larger than those produced using the EXPRESS language and make further demands on the already considerable storage required for the ship product model. Seamless integration between legacy applications appears to be difficult to achieve using the current technologies, which often rely on manual interaction for the translation of files. The paper concludes with a discussion of future directions that aim to either solve or alleviate these issues