EP2571006A1 - Système de surveillance pour bateau - Google Patents
Système de surveillance pour bateau Download PDFInfo
- Publication number
- EP2571006A1 EP2571006A1 EP12184469A EP12184469A EP2571006A1 EP 2571006 A1 EP2571006 A1 EP 2571006A1 EP 12184469 A EP12184469 A EP 12184469A EP 12184469 A EP12184469 A EP 12184469A EP 2571006 A1 EP2571006 A1 EP 2571006A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- ais
- receiving
- units
- traffic data
- airliner
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G3/00—Traffic control systems for marine craft
Definitions
- the invention relates to a monitoring system for monitoring vessels of shipping traffic, comprising AIS ship-to-ship units and / or AIS ship receiving units for transmitting and / or receiving AIS radio signals containing vessel traffic data of shipping traffic.
- the invention also relates to a method for producing such a monitoring system and to a method for monitoring the shipping traffic for this purpose.
- AIS Automatic Identification System
- the AIS transmits alternately on two channels in the VHF maritime radio range, namely on one to 168.975 MHz and on the other to 162.025 MHz.
- the transmission of the individual AIS ship data takes place in fixed time frames, the assignment of which is coordinated independently by the respective participants becomes (so-called SOTDMA: Self-Organizing Time Division Multiple Access).
- SOTDMA Self-Organizing Time Division Multiple Access
- AIS radio range is approximately 40 to 60 km from ship to ship, which is a little more than normal visibility at sea. Coastal stations can cover a radius of up to 100 km due to their higher position. Due to the limited range and the SOTDMA transmission protocol used, ships that can see and receive each other form an AIS radio cell within which the participants can transmit and receive without collision.
- the AIS is merely a local radio system that provides sufficient data for a ship on the high seas, but is not suitable for the worldwide survey of increasing shipping traffic.
- a timely collection of the worldwide AIS shipping data would be of great interest, in particular to counteract illegal activities on the high seas.
- a reception area with a diameter of approximately 5,000 km Due to the extremely high altitude of a satellite, a reception area with a diameter of approximately 5,000 km is generated. Since the AIS as local Radio system independently organized into individual radio cells, all of which transmit on the same frequency bands, it comes with such a large reception radius for receiving a plurality of radio cells with identical transmission frequencies. The AIS radio signals of the various AIS radio cells are thus superimposed on the receiver, which makes normal data processing impossible. Rather, the received radio signal must be processed consuming and computationally intensive in order to determine the individual AIS radio signals from the superimposed AIS radio signals can. With such a large reception area, however, this is no longer possible on the satellite alone, so that the signal processing on the earth's surface must be carried out in large data centers.
- the AIS radio signals are severely disturbed by the atmosphere when they are received on the satellite, which significantly affects the signal quality and thus reduces the number of receivable and evaluable AIS radio signals.
- conventional commercial aircraft are equipped with corresponding AIS transmitting units and / or AIS receiving units, which can then receive on their flight to their respective destinations the AIS radio signals emitted by the ships or also corresponding AIS radio signals using the Send out transmission units.
- conventional commercial aircraft usually have a much lower altitude than communication satellites, the possible reception range is much smaller and is approximately up to 350 km. This ultimately leads to fewer AIS radio cells can be received simultaneously, which reduces the superposition of the individual AIS radio signals and thus reduces the cost of signal processing after receiving the radio signals.
- the reception quality is increased due to the lower altitude of the commercial aircraft.
- the reception rate can be increased due to the smaller reception area.
- AIS radio cells are still covered by a single AIS flight reception unit or AIS transmission unit, since the commercial aircraft usually have a cruising altitude of several thousand meters (usually between 8 and 12 km).
- the number of AIS radio cells that can be received in this case is sufficient to be able to derive a corresponding situation image.
- the inventors have recognized that with a sufficient number of equipped commercial aircraft almost complete monitoring of the busy international shipping routes is possible because on the one hand most shipping routes are covered by the routes of the commercial aircraft and on the other hand due to the high volume of flights always a certain number of airliners in the air, ensuring the reception of AIS radio signals.
- AIS signal processing units are arranged on the respective commercial aircraft, which are set up for determining AIS radio signals from superimposed AIS radio signals of different AIS ship transceivers. Because of the lower altitude of the aircraft compared to the satellite and fewer SOTDMA cells are received, resulting in a lower superposition of the AIS radio signals from the individual cells result. Because of this, the signal processing or signal processing is much simpler, so that this would already be feasible on board the commercial aircraft. With the aid of an AIS signal processing unit, it is thus possible to calculate the individual AIS radio signals from the superimposed AIS radio signals of the different cells already during the flight of the airliner, and thus to base their further use.
- an AIS data processing unit is provided on the commercial aircraft, which is set up to extract the vessel traffic data contained in the AIS radio signals.
- the received shipping traffic data from the AIS radio signals can already be determined during the flight of the airliner, so that they can be used for further use.
- the shipping traffic data may now be forwarded to a ground station as AIS radio signals are sent back to the ships or transmitted to the ships using other communication and radio systems.
- an AIS data memory for storing received shipping traffic data is provided on the commercial aircraft, in order to collect the received shipping traffic data, for example in the event of a lack of contact with a ground station.
- the AIS data memory can either store the AIS radio signals in raw format or store the vessel traffic data already extracted from the AIS radio signals as data records. Also, from other aircraft forwarded shipping traffic data can be stored in this data store for further use.
- the AIS receiving units are designed such that they generate a time stamp when receiving shipping traffic data, which is then stored together with the vessel traffic data in the AIS data memory.
- the vessel traffic data of the temporal aspect in particular the age of the corresponding data, are taken into account.
- the commercial aircraft have a communication unit which is used to transmit received and / or deposited Ship traffic data is set up at a receiving station directly or by using intermediate stations.
- a communication unit may be different from the AIS transmitting and / or receiving units in order to forward, for example, received shipping traffic data to other ships, aircraft, satellites or ground stations directly or using intermediate stations.
- vessel traffic data received by means of the AIS receiving unit on the commercial aircraft can also be transmitted to the ships by means of these already existing communication means, so that it is not absolutely necessary to have an AIS transmitting unit on the commercial aircraft.
- the communication units other than the AIS are also adapted to receive vessel traffic data from a transmitting station in order, for example, to receive vessel traffic data from other aircraft, satellites or ground stations.
- This shipping traffic data which receives a commercial aircraft via the communication unit can then be sent, for example, using the AIS transmission units to the ships of shipping in the transmission range of the AIS transmission unit of the airliner, which the situation and situation awareness of the individual ships within the reception area on the own reception and transmission horizon increased.
- the AIS transmission units or AIS reception units or additional AIS transmitters and receivers already arranged on the commercial aircraft are used as communication means for communication with other stations such as commercial aircraft or satellites.
- the already equipped with AIS satellites can be used as intermediate stations to exchange information about AIS between the aircraft and the satellites.
- a real-time AIS signal monitoring can be performed, such as by means of a ground station receiving the corresponding data , a worldwide awareness of the shipping traffic can be determined.
- the current AIS satellite systems offer only a daily contact several times, with the number of actually receivable vessel traffic data is greatly reduced due to the overlapping signal problems.
- the object is also achieved with a method for producing a monitoring system of the above by arranging AIS receiver units and / or AIS transmitter units on commercial aircraft.
- FIG. 1 shows an AIS aircraft unit 1, as it can be used for arrangement on a commercial aircraft to form the monitoring system.
- the AIS aircraft unit 1 has an AIS transmission unit 2 and an AIS reception unit 3.
- the AIS transmission unit 2 and the AIS reception unit 3 are set up in such a way that they can transmit and receive AIS radio signals.
- the AIS aircraft unit 1 further has a signal processing unit 4, which is connected to the AIS receiving unit 3.
- the AIS signal processing unit 4 is configured to process the superimposed AIS radio signals received by the AIS receiving unit 3 in such a way as to disperse the superimposed radio signals of different AIS radio cells.
- the superimposed radio signals can be determined individually, whereby the reception rate is substantially increased.
- the AIS signal processing unit 4 is further contacted with an AIS data processing unit 5 which receives as input the AIS radio signals processed by the AIS signal processing unit 4.
- the AIS data processing unit 5 of the AIS aircraft unit 1 now extracts the vessel traffic data contained in the received AIS radio signals from the Ships was sent out.
- This received vessel traffic data can now be sent out again via the AIS transmission unit 2 to the ships located in the transmission and reception area of the AIS aircraft unit 1, so as to increase the situational awareness of the ships, since a much larger transmitting and receiving area for the ships set up becomes.
- the extracted vessel traffic data may also be fed into an AIS data store 6, advantageously along with a receive timestamp to hold it for later use.
- the AIS aircraft unit 1 also has a communication unit 7 different from the AIS radio system, so as to forward the received or deposited shipping traffic data to other aircraft or ground stations directly or by using intermediate stations such as satellites or other flying objects.
- vessel traffic data of other aircraft from other transmission and reception areas can also be received via this communication unit 7, so that a common transmission and / or reception area, which is composed of the individual transmission and reception areas of the respective AIS transmission units and / or AIS Receiving units is formed.
- the airliner arrives in the reception area of a ground station, it is for example quite advantageous if the vessel traffic data stored in the data memory 6 are now transmitted via the communication unit 7 to the ground station, so that a complete picture of the world-wide ship traffic can be established over time ,
- FIG. 2 shows the operation of the monitoring system according to the invention.
- Commercial aircraft 21 and 22 are each equipped with an AIS aircraft unit 1, as in FIG. 1 shown.
- Each of these commercial aircraft 21 and 22 forms with the aid of this AIS aircraft unit 1 a transmitting and / or Reception area 21 a, 22 a, within each of which AIS radio signals from ships 23 a, 23 b, 24 a, 24 b received and corresponding signals can be sent to this.
- a plurality of AIS transmission units and / or AIS reception units are provided which are used on a multiplicity of commercial aircraft to form a common transmission and / or reception area which consists of individual transmission and / or reception areas of the respective AIS transmission units and / or or AIS receiving units are arranged.
- the individual transmission and / or reception areas 21a and 22a of the respective commercial aircraft 21 and 22 thus form a common transmission and / or reception area for transmitting and receiving AIS radio signals when the commercial aircraft travel on their predetermined trajectories in the aviation space in the direction of their destinations fly.
- the vessel traffic data determined by the commercial aircraft 21 and 22 can be exchanged with each other via a first communication link 25, so that, for example, the commercial aircraft 22 receives vessel traffic data of the ships 23a, 23b of the transmitting and / or receiving area 21a.
- the airliner 22 may then provide these vessel traffic data to the vessels 24a, 24b of the transmit and / or receive area 22a formed by the airliner 22 via the AIS radio signals so that the ships 24a and 24b receive information about the vessels 23a and 23b, although they are located in another radio cell and outside the radio range of the AIS.
- the communication link 25 is a direct communication link between the two commercial aircraft 21 and 22. It is also conceivable, however, a communication link 26, which takes place via a satellite connection.
- the airliner 21 transmits each of the vessel traffic data received, either directly via the AIS radio signals or indirectly via other commercial aircraft 22, to this ground station 27, so that there is a worldwide situation picture of the Ships and shipping can be built. This is done by way of example via the communication link 28.
- a satellite communication 26 is used for the communication with the ground station 27, so that 27 data can be transmitted to them outside the reach of the ground station.
- FIG. 3 finally shows the operation of the monitoring system according to the invention in a commercial aircraft 31, which can receive at least two AIS radio cells 32 and 33.
- the participants of the first radio cell 32 are two ships 32a and 32b, while the participants of the second radio cell are two ships 33a and 33b.
- the participants of the radio cells 32 and 33 can not see each other and neither receive nor detect their corresponding transmitted AIS radio signals.
- the airliner 31 may receive more than one radio cell, such as in FIG FIG. 3 represented by the reception of the two radio cells 32 and 33. Since, however, the subscribers of the respective radio cells transmit on the same frequency band, corresponding signal superimpositions arise upon receipt by the aircraft 31, since the subscribers of the respective radio cell 32 and 33 transmit on the same frequency bands. Therefore, the radio signal received by the airliner 31 must first be processed by signal technology in order to be able to individually determine the individual AIS radio signals emitted by the individual subscribers of the radio cells 32 and 33.
- the vessel traffic data of the subscribers 32a, 32b, 33a and 33b can be extracted from the AIS radio signals and thus stand of further use available.
- the airliner 31 can now transmit AIS radio signals to the transmitting and / or receiving area 34 on its own, so that the subscribers of the first radio cell 32 can receive vessel traffic data of the subscribers of the second radio cell 33, although they do not receive them under normal circumstances could.
- the participants of the second radio cell 33 the vessel traffic data of the participants of the radio cell 32 received from the airliner 31.
- the vessel traffic data to be sent to the ships are also transmitted via alternative communication links, so that, for example, the AIS flight transmitting unit can be saved on the satellite.
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- Engineering & Computer Science (AREA)
- Ocean & Marine Engineering (AREA)
- Radar, Positioning & Navigation (AREA)
- Remote Sensing (AREA)
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Traffic Control Systems (AREA)
- Mobile Radio Communication Systems (AREA)
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102011113152.7A DE102011113152B4 (de) | 2011-09-14 | 2011-09-14 | Schiffsüberwachungssystem |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| EP2571006A1 true EP2571006A1 (fr) | 2013-03-20 |
| EP2571006B1 EP2571006B1 (fr) | 2019-08-14 |
Family
ID=46845627
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP12184469.0A Active EP2571006B1 (fr) | 2011-09-14 | 2012-09-14 | Système de surveillance pour bateau |
Country Status (2)
| Country | Link |
|---|---|
| EP (1) | EP2571006B1 (fr) |
| DE (1) | DE102011113152B4 (fr) |
Families Citing this family (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102012110384B4 (de) | 2012-10-30 | 2019-11-28 | Deutsches Zentrum für Luft- und Raumfahrt e.V. | AIS-Überwachungssystem |
| DE102012110541B4 (de) | 2012-11-05 | 2016-01-21 | Deutsches Zentrum für Luft- und Raumfahrt e.V. | AIS-Schiffstransceiver |
| DE102012110540B4 (de) | 2012-11-05 | 2017-02-09 | Deutsches Zentrum für Luft- und Raumfahrt e.V. | AIS-Schiffstransceiver |
| DE102012110947B4 (de) | 2012-11-14 | 2014-10-09 | Deutsches Zentrum für Luft- und Raumfahrt e.V. | AIS-Empfangsvorrichtung |
| DE102015112570B4 (de) | 2014-08-06 | 2016-11-10 | Deutsches Zentrum für Luft- und Raumfahrt e.V. | Verfahren zum Senden und Empfangen von AIS-Funksignalen |
| RU2637069C2 (ru) * | 2015-11-02 | 2017-11-29 | Илья Николаевич Шаповалов | Информационная система мониторинга и обнаружения событий между транспортными средствами либо между транспортными средствами и стационарными, плавучими или наземными объектами и комплексами с помощью удаленного наблюдения |
| DE102019109632B3 (de) | 2019-04-11 | 2020-07-09 | Deutsches Zentrum für Luft- und Raumfahrt e.V. | Verfahren, Kommunikationssystem, Sende- und Empfangseinrichtung zur funkbasierten Übertragung von Kommunikationsdaten |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20080086267A1 (en) * | 2006-05-30 | 2008-04-10 | John Stolte | Space based network for detection and monitoring of global maritime shipping using automatic identification system |
| US20090279490A1 (en) * | 2005-08-18 | 2009-11-12 | Wi-Sky Networks, Llc | Terrestrial based high speed data communications mesh network |
| EP2407952A1 (fr) * | 2010-07-13 | 2012-01-18 | Thales | Système permettant d'augmenter la couverture, l'information et la robustesse des dispositifs d'identification automatique de navires |
-
2011
- 2011-09-14 DE DE102011113152.7A patent/DE102011113152B4/de not_active Expired - Fee Related
-
2012
- 2012-09-14 EP EP12184469.0A patent/EP2571006B1/fr active Active
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20090279490A1 (en) * | 2005-08-18 | 2009-11-12 | Wi-Sky Networks, Llc | Terrestrial based high speed data communications mesh network |
| US20080086267A1 (en) * | 2006-05-30 | 2008-04-10 | John Stolte | Space based network for detection and monitoring of global maritime shipping using automatic identification system |
| EP2407952A1 (fr) * | 2010-07-13 | 2012-01-18 | Thales | Système permettant d'augmenter la couverture, l'information et la robustesse des dispositifs d'identification automatique de navires |
Non-Patent Citations (4)
| Title |
|---|
| ERIKSEN T ET AL: "Maritime traffic monitoring using a space-based AIS receiver", ACTA ASTRONAUTICA, PERGAMON PRESS, ELMSFORD, GB, vol. 58, no. 10, 1 May 2006 (2006-05-01), pages 537 - 549, XP027930605, ISSN: 0094-5765, [retrieved on 20060501] * |
| SCORZOLINI A ET AL: "European enhanced space-based AIS system study", ADVANCED SATELLITE MULTIMEDIA SYSTEMS CONFERENCE (ASMA) AND THE 11TH SIGNAL PROCESSING FOR SPACE COMMUNICATIONS WORKSHOP (SPSC), 2010 5TH, IEEE, PISCATAWAY, NJ, USA, 13 September 2010 (2010-09-13), pages 9 - 16, XP031764149, ISBN: 978-1-4244-6831-7 * |
| TORKILD ERIKSEN ET AL: "Tracking ship traffic with Space-Based AIS: Experience gained in first months of operations", WATERSIDE SECURITY CONFERENCE (WSS), 2010 INTERNATIONAL, IEEE, 3 November 2010 (2010-11-03), pages 1 - 8, XP031930677, ISBN: 978-1-4244-8894-0, DOI: 10.1109/WSSC.2010.5730241 * |
| WAHL T ET AL: "New possible roles of small satellites in maritime surveillance", ACTA ASTRONAUTICA, PERGAMON PRESS, ELMSFORD, GB, vol. 56, no. 1-2, 1 January 2005 (2005-01-01), pages 273 - 277, XP027747085, ISSN: 0094-5765, [retrieved on 20050101] * |
Also Published As
| Publication number | Publication date |
|---|---|
| EP2571006B1 (fr) | 2019-08-14 |
| DE102011113152B4 (de) | 2018-09-20 |
| DE102011113152A1 (de) | 2013-03-14 |
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