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The radar installed on the ship is the captain's eye. It assists the ship in navigation and assists in collision avoidance when visibility is low or when it is crowded. In the past 30 years, the technology of the antenna unit and the transceiver unit of the radar system has not actually changed substantially, and the production technology of the display unit has undergone significant changes. Some color radars using computer type displays have been available, but until now no computer radar has appeared on the market (the radar display units are all based on PCs). In which direction will radar technology develop in the next century? This article introduces you to the latest developments and representative products of Transas in the field of radar.
Due to the entry into force of the latest revision of SOLAS Chapter 5, marine radars will begin to be completely updated. If tens of thousands of marine radars around the world have to be renewed since 2002, this will coincide with two other major events. Since 2002, all ships with a load of more than 300 tons must be forced to install VHF transponders; the navigation channel measurement department of IMO member states will produce three simultaneous incidents of official electronic navigation charts covering the global seas, for the generation of new marine radars. Provide an opportunity.
At the time of the replacement of marine radar, the company's research results and practices over the past few years have presented a new concept: an excellent ARPA radar = ordinary antenna transceiver + ordinary PC and display + ship dealer Radar signal processing card. The ship operator's Radar Integrator Board has been developed to the second generation. It is directly inserted into the PCI slot of an ordinary PC. It is directly connected to the radar transceiver antenna unit and has direct processing of radar video signals, admission and tracking. Moving targets, controlling transceivers, etc.; computers with radar signal processing cards can superimpose radar images with vector electronic charts, and use computer networking to transmit radar images and electronic charts to any part of the ship; The ship operator expands the serial interface and the computer can also process information for all marine sensors including the VHF transponder (or the ship's automatic identification system - AIS). In addition, the computer can compress and save the information in the navigation process on the hard disk. This information includes not only the dynamic data of all the targets, but also the entire radar image obtained by rotating the radar antenna every revolution in several months of continuous navigation.
A few years ago, the International Electrotechnical Commission (IEC) Working Group 1 was responsible for the development of radar technical standards. The IEC allowed for the display of some elements of the Electronic Navigation Chart (ENC) on the radar screen, including shorelines, safety zones, early warning zones and Lines, isolated danger, buoys and lighthouses. According to the experience of the ship company for many years of research and development of electronic chart (the ship chart database has included nearly 6,000 vector electronic charts in the global sea area), we believe that the above objects account for 70% of the ENC data. For example, in the process of making electronic charts using paper charts in some countries (such as Norway, Sweden, Finland, etc.), we have encountered hundreds of charts, which contain more than one million elements. Lines (or points); some charts have 11,000 reefs. If we use Finnish No. 25 charts and display them on a 21-inch display with the original scale, the screen will show 840 islands. According to the S57 standard, the capacity of an ENC chart cannot exceed 5 Mb, but if the ship is to be displayed at the chart connection, four charts will be displayed, which means a very large amount of information. These instructions are not easy to display ENC on radar images. So far, no radar in the world can display ENC and radar images at the same time.
However, superimposing all of the ENC data on the radar image will be very helpful for safe navigation. For example, the display of the buoy graphic allows the driver to easily distinguish between the buoy echo and the target echo; if the shoreline of the ENC coincides with the radar shoreline image, the reference to the entire chart element is correct, the driver can Quickly determine the relative position of the ship and all other targets. The display of prohibited areas and isolated dangerous objects allows the driver to consider avoiding navigational accidents when formulating routes. It is worth noting that a large number of accidents such as reefing or stranding are caused by the captain or the duty officer relying excessively on the radar for collision avoidance, and the radar does not display the elements of the sea, such as reefs, shoals, and forbidden zones. If the radar can simultaneously display dangerous areas such as reefs, shoals, forbidden areas, lane separation areas, anchor areas, fishing areas, and aquaculture areas, it will help to improve the driver's sense of position, thereby reducing the avoidance A collision accident caused another accident.
The advantage of superimposing the radar admission target on the electronic chart is obvious, and the driver can immediately determine the moving target, buoy and other stationary objects. When a moving target is seen on an electronic chart, its further dynamics can be predicted and judged fairly accurately, such as when a moving target approaches a traffic diversion point when navigating in a traffic separation area, or heads for When the pilot boarding area or anchorage, or when heading to the beach, you need to turn around and so on. If these radar images are displayed on the ENC, the driver can predict the dynamics of the target fairly accurately. However, there is no such auxiliary information on the traditional ARPA, so it is difficult to judge the next behavior of the target.
After 2002, most ship ships will be equipped with a radio transponder (also known as the Automatic Ship Identification System - AIS). If there is no display system that can display the transponder signal, the transponder will not help the captain. To date, only a handful of ECDIS manufacturers (including shipbuilders) in the world have produced ECDIS products with the ability to display and process transponder information. For ECDIS, having a transponder interface is not mandatory, just as ECDIS itself has not yet been enforced. There is no radar in the world that has the function of receiving and displaying transponder information. After 2002, all updated marine radars must have the above functions, regardless of whether there are corresponding international regulations.
The presence of radio transponder information on the radar will significantly reduce the workload of the captain. First of all: the transponder can transfer the gyroscopic heading and the log speed, which can overcome the limitations of the safety impact when using ARPA, such as measuring the time delay of the target movement. It is well known that radars can take up to several minutes to process moving targets. For this reason alone, hundreds or even thousands of ships around the world are colliding. Second, each transponder has a separate call sign that you can use to call a specific ship using VHF. Furthermore, the transponder can also transmit information such as dangerous goods on board ships, the size of the ship and other fairly useful information. If there is no ENC display on the radar, the role of the transponder can help to deal with a large number of targets, helping to find buoys, beacons, etc. If the radar image and the ENC elements can be superimposed on each other, the two can clearly complement each other.
In fact, the shipping company has already implemented many standard functions that are not possible on the radar on ordinary PCs. These functions are very practical. For example, the computer on the ship is networked, and the original image of the radar obtained by rotating each circle of the antenna and processed in real time is completely transmitted to a networked computer, for example, can be transmitted to the computer of the captain's room, so that he can be in his own room. You can view electronic charts and superimposed radar images without using the bridge. There can be more than a dozen sub-users on a probe or survey vessel or other similar vessel, and each user can view electronic charts and radar images.
The shipping company has been able to successfully compress and save all information such as own ship, target and important raw radar images onto disk. If an uncompressed video signal map is saved, the data obtained by one rotation of the antenna occupies 2 Mb of space on the disk. The shipping company has been able to compress image data to one-250th or even higher. A standard 10Gb hard drive can continuously save more than one month of navigation information, and also has the ability to play back and replay the dynamic information of the past at any time. This function is very useful as evidence that some ships have no faults in the event of a collision or other navigational accident. The original radar image recorded includes all shorelines, own ship dynamics, target ship dynamics, sea clutter, etc., which cannot be forged.
The IEC Working Group 10 has been studying the Integrated Navigation System (INS) for several years, and the shipping company is also actively involved. The prototype of the INS we saw was interconnected by 2-4 systems, and the size of the monitor also met the size required for the actual cabin. These systems can be radars, or radars with the required ENC elements, or ECDIS, or ECDIS with radar image overlay. Shipowners have embarked on operational models of the third and fourth generation INS, all of which include the functions and ideas mentioned above. Work on the first two generations of models is underway. According to our thinking, this kind of work enables the captain to effectively configure and combine the INS in the most suitable way under the specific navigation conditions, based on the comprehensive consideration of visibility, possible navigation hazard, surrounding ship dynamics and other environmental factors.
After 2002, marine radars must be updated, and the above research results can be used as one of the radar upgrade options. The shipping company believes that in most cases it is not necessary to update the antenna unit containing the receiver. At the beginning of this article, it has been mentioned that the radar antenna unit and the transceiver unit have not changed significantly in the past 30 years. The antenna system is very reliable, and its maintenance usually only requires the replacement of the magnetron. If your radar antenna system is used for 10 years, there is no need to update it at all. On the other hand, many radar display units (such as size and function) are outdated and should be updated.
If the old radar display unit is replaced by a computer and a general display that is installed with the ship's radar signal processing card, the performance price ratio will be very significant. In addition to economics, the above update method has significant flexibility and selectivity. For example, when an old radar display unit needs to be updated, there are two ways to do this. One is to completely replace the old display unit with the new display unit, and the other is to install a new display unit next to the old display unit. Either way, all you have to do is add new radar/ARPA software to your regular computer and monitor. The ship's radar signal processing card has embedded full-featured ARPA software. You can also attach it to the ARPA software. Navigate the Electronic Chart (ENC) element, or display an Electronic Chart System (ECDIS) on the display, or overlay the radar image on ECDIS. In short, if the above-mentioned fully functional ARPA and ECDIS software are used in the radar update, not only can the transition of the old radar to the new radar be smoothly completed, but also the navigation safety can be improved, and the detour can be reduced during the navigation, thereby saving Time and fuel.