We bring the control of your vessel at a fingertip.

Propulsion control

Hull Simulation & training

& auxiliaries Power
management

Damage
control
Condition based
maintenance

Dynamic positioning

Automation

Energy
management

www.seastema.it

L’evoluzione delle tecnologie navali dal controllo

automatico al controllo auto-remoto
Luca Sebastiani (SEASTEMA)

Workshop ATENA/UCINA su “L’evoluzione delle imbarcazioni nell’era dell’IoT e dei Big Data”
Genova, 23 Settembre 2019
LISTA DEI CONTENUTI

q Stato dell’arte e trend tecnologici del controllo auto-remoto delle navi

q Trasversalità tra tecnologie MARITIME e NAVAL

q Le funzioni chiave e le tecnologie abilitanti del controllo auto-remoto

q Le esperienze di SEASTEMA su applicazioni Maritime Unmanned Surface Ships (MASS)

q Conclusioni

Intellectual Property of SEASTEMA SpA. All Rights Reserved. CONFIDENTIAL Slide 2

Il progresso tecnologico dell’automazione navale dal controllo manuale all’automazione integrata

• Manual Control. Manning levels are based on

Before continuous watch requirements
1970

• Analogue Control. Manning levels reduced for US flag

1970-
vessels from 45 to 21
1985

• Digital Control. 8 bit EEPROM chips with 16K of

assembly code. Single motherboards that are very
1980- difficult to troubleshoot in operation
1995
• Distributed Control. Serial fieldbuses and plug in
modules allowed automation of more ship processes
1990- and less disruptive troubleshooting
2005
• Networked Closed Loop Control. Real-Time Ethernet
reduces control and IT network integration efforts.
2000-
onwards
Unmanned machinery spaces are the norm

Intellectual Property of SEASTEMA SpA. All Rights Reserved. CONFIDENTIAL Slide 3

Il trend evolutivo dell’automazione navale dal controllo automatico al controllo autonomo

Sensing and Monitoring

Automated
Health and Performance Monitoring

Performance Optimization Smart

Software Integrity

Semi-
Cybersecurity
Autonomous

Machine Learning and Decision Making

Autonomy Autonomy

1 di 23
Intellectual Property of SEASTEMA SpA. All Rights Reserved. CONFIDENTIAL Slide 4
 however it is expected that following completion of this RSE, they will be reviewed also taking into
Il trend evolutivo dell’automazione navale dal controllo automatico al controllo autonomo
consideration different levels of automation, etc.

The degrees of autonomy which were agreed by MSC 99 and revised at MSC 100 following the discussion of
the working group on MASS are as follows:

Livelli di autonomia secondo MSC100

Table 1 - Degrees of autonomy agreed at MSC 100

Autonomy level Description

Stato attuale
delle navi 1 Ship with automated processes Seafarers are on board to operate and control shipboard
manned and decision support systems and functions. Some operations may be automated
and at times be unsupervised but with seafarers on board
mercantili e ready to take control.
militari più
Stato attuale delle dei
moderne 2 Remotely controlled ship with The ship is controlled and operated from another location.
seafarers on board Seafarers are available on board to take control and to dimostratori
operate the shipboard systems and functions.
4 See e.g. http://www.abb.com/cawp/seitp202/cb99bdc1a0fe4de9c12581df002e46ca.aspx , https://www.rolls-royce.com/media/press-
tecnologici mercantili
releases/2018/17-04-2018-rr-to-supply-innovative-autocrossing-system-and-propellers-to-13-new-ferries.aspx ,
3 Remotely controlled ship without The ship is controlled and operated from another location.
https://www.wartsila.com/twentyfour7/innovation/look-ma-no-hands-auto-docking-ferry-successfully-tested-in-norway Stato attuale degli
seafarers on board There are no seafarers on board.
5 AAWA, Remote and Autonomous Ships the next steps (2016). USV operativi
4 Fully autonomous ship The operating system of the ship is able to make decisions
Obiettivo and determine actions by itself.

finale Page 4 of 19

As an indication to the different opinions that have been expressed during the MSC 99 and MSC 100
Normative relative all’incremento dell’automazione nelle operazioni navali
meetings, Finland submitted a paper6 at MSC 99 where it was argued that different options and solutions
combining manning, automation, remote control and autonomy need to be considered. Furthermore, it was
noted that two factors should be considered; first, a ship has a wide range of systems on board, and the levels
q Navigazione
of autonomy Integrata:
should be applicable Rules
to all of those for One
systems. Man
It is also quiteBridge
possible Operated
that some of (OMBO)
the ship Ships
systems are on a higher level of autonomy than others. Hence, some modularity in the analysis should be
q Automazione Integrata: Rules for Periodically Unattended Machinery Spaces
considered to permit looking at autonomous functions as a single system or a combination of systems
(UMS)
included on a ship. Second, dynamic moving between levels of automation and autonomy is possible for the
same ship; therefore transfer of responsibility and decision-making entity should be clear in all the potential
operational scenarios.

At the same time, autonomy is often mixed with manning, although the two might not be related at all. There is
also the matter whether decision Intellectual
making Property
is local or connected, which adds another dimension to the problem.
of SEASTEMA SpA. All Rights Reserved. CONFIDENTIAL Slide 5
In a similar line, in a submission by Australia, Denmark, Finland, France and Turkey to MSC 100 regarding
Il contesto normativo per il controllo remoto / autonomo delle navi (navi ‘auto-remote’)

q LR nel 2017 ha emesso il proprio “Design Code for Unmanned Marine Systems (UMS)”.
q LR nel 2017 ha rivisto la propria “ShipRight procedure for Cyber-Enabled systems” con l’emission della “ShipRight procedure for
cyber descriptive nots for autonomos & remote access ships” in cui si considerano esplicitamente le operazioni auto-remote.
q DNV-GL nel 2018 ha emesso la propria guideline DNVGL-CG-0264 per la Notazione di Classe “Autonomous and Remotely operated
ships”
q IMO nella sessione 100 di fine 2018 del proprio comitato MSC ha completato l’esercizio preparatorio sulla regolamentazione delle
navi unmanned e si propone a fine 2019 di stabilire la “way-ahead” più appropriate per rivedere I regolamenti al fine di abilitare le
operazioni auto-remote (la Guardia Costiera partecipa a questa iniziativa come rappresentante della delegazione italiana con il
supporto del DITEN dell’Università di Genova e prossimamente di SEASTEMA).

Intellectual Property of SEASTEMA SpA. All Rights Reserved. CONFIDENTIAL Slide 6

Livelli di autonomia secondo
Autonomousil LR have been assigned, based on the degree of autonomy or remote access
levels
granted at the systems level:

Intellectual Property of SEASTEMA SpA. All Rights Reserved. CONFIDENTIAL Slide 7

 and
Thewhich
othertosubsections
be covered by a human
provide operator.guidance
technical In addition,
forthe location
design of the human
of specific operatorfunctions.
engineering may be
defined; i.e. if on board or remote. This should end up in an autoremote infrastructure that in total will give
aEach
level subsection is introduced
to or better by
Livelli di autonomia secondo il DNV-GL
of safety equal relevant
than baseline
a traditional requirements
vessel. As there mayin beSOLAS
varyingand/or
abilitiesDNV GL main class rules.
for systems
The subsequent paragraphs provide technical design guidance deemed necessary for autoremote
to comply with an autonomous functionality that will cover all navigational functions, a mix of human and vessels to
achieve a level of safety equivalent
system operated tasks is assumed. to the baseline.

Per le operazioni di navigazione il DNV-GL prevede i seguenti livelli di autonomia

Table 1 Levels of autonomy for navigation functions
1.2 Extent of automation and support from personnel on board
Autonomy level Description of autonomy level
Remotely controlled vessels without personnel on board can only achieve an equivalent or increased level
of
M availability andManually
safety operated
if the tasks currently carried out on board are either eliminated (i.e. automated) or
function.
performed
DS
by operators in a remote control centre (RCC).
System decision supported function.
In addition, important vessel functions should generally be arranged with fault tolerance or redundancy to
System decision supported function with conditional system execution capabilities (human in the
compensate
DSE for failures and incidents which cannot be handled by manual work on board.
loop, required acknowledgement by human before execution).
The design guidance in this section assumes that the vessel is operated with remote engineering watch
as Self controlled function (the system will execute the operation, but the human is able to override
SC defined in Sec.1 [3]. Any design alleviation due to assistance by personnel on board is given where
the action. Sometimes referred to as 'human on the loop'.
applicable. Document Concept of Operation should specify which, if any, tasks can be performed by personnel
on board, see Sec.3.
Autonomous function (the system will execute the function, normally without the possibility for a
A
Furthermore, thishuman
designto intervene
guidance onassumes
the functional
thatlevel).
remotely controlled vessel functions will require a certain
level of automation to aid the operator in RCC. This guidance defines two main categories of automation, see
As explained above, a function may be covered by a varying degree of autonomy; hence it is necessary to
Per le operazioni di piattaforma il DNV-GL prevede i seguenti livelli di automazione a bordo al fine di supportare la
below.
break the degree of autonomy further down. Below is a method that may be used to clarify which part of a
The objective is to differentiate
to be solvedbetween tasks needing
which toactive involvement by personnel versus tasks which
gestione
function
dell’operatore
that is intended
will be automatically dabyremoto
performed
by a human and
automation system(s).
be solved by a system.
Initially the control of a function can be divided into four main parts:
— Detection:
— automatic support (AS)
Operationofofinformation
Acquisition the vesselthatfunction by automation
is relevant for control ofsystems and
a function. Thepersonnel in may
information combination.
be based on Automation
sensors and/or
system(s) mayhuman perceptions.
partly or fully perform data acquisition, interpretation and decision. This mode is
— Analysis:
a collective term for all variants of decision support where the automatic support function may
Interpretation of the acquired
need complementary human information
sensing,into a situational understanding
interpretation relevant
or decision-making for where
and control the
of the
action is not
function.
automatically effectuated.
— Planning:
— automatic operation (AO)
Determination of needed changes in control parameters in order to keep the function performance within
Operation
the offrames.
applicable the vessel function by automation system(s) without need for intervention by personnel.
Unwanted and unexpected events and situations (outside operational design domain) are automatically
— Action:
handled bythe
Effectuating on-board
planned safety
changessystem(s) to ensure the
of control parameters, ship will
typically remain in
via actuators a safe state
operated (within the last resort
via a control
MRCs). Personnel will supervise the operation and may intervene.
system. This is however considered to be conventional systems based on existing technologies,
accordingly this guideline does not provide any further guidance for this.

Intellectual Property of SEASTEMA SpA. All Rights Reserved. CONFIDENTIAL Slide 8

Class guideline — DNVGL-CG-0264. Edition September 2018 Page 51
SAE Working Group per l’inquadramento e la standardizzazione del concetto di veicoli autonomi (ALFUS)

ALFUS : Autonomy Levels for Unmanned Systems

Intellectual Property of SEASTEMA SpA. All Rights Reserved. CONFIDENTIAL Slide 9

Il concetto di autonomia secondo ALFUS

Intellectual Property of SEASTEMA SpA. All Rights Reserved. CONFIDENTIAL Slide 10

Stato dell’arte internazionale delle navi unmanned ad uso mercantile
Maritime Autonomous Surface Ships (MASS)
q La “Yara Birkeland”, una piccola portacontenitori specificamente progettata da Kongsberg Maritime per operazioni autonome, sarà
varata nel 2020 ed eseguirà una serie di prove in mare con equipaggio a bordo e controllo remoto da centro di terra.
q Wartsila ha recentemente dimostrato il controllo remoto di un piccolo supply vessel tramite link satellitare e ha provato in Norvegia su
di un traghetto la propria suite di navigazione autonoma.
q RR condotto test di navigazione autonoma (comprese le operazioni di doking/undocking) su di un traghetto in Finlandia con pilotaggio
remoto durante il viaggio di ritorno.

q ABB ha recentemente dimostrato il controllo remoto di un piccolo traghetto urbano.

Intellectual Property of SEASTEMA SpA. All Rights Reserved. CONFIDENTIAL Slide 11

Stato dell’arte internazionale degli Unmanned Surface Vessels (USV) ad uso militare
Unmanned Patrol Vessels (UPV) e Naval Autonomous Surface Ships (NASS)
q Il drone navale “Protector” prodotto dall’industria della difesa Israeliana, con 11m di lunghezza e 40 nodi di velocità massima, è già
operativo presso le marine di diverse nazioni: offre parziale autonomia con controllo remoto da centro di controllo di terra dei sistemi
di piattaforma / navigazione / combattimento.
q La classe “Vigilant” in forza presso la Marina di Singapore è al momento il drone navale operativo di maggiori dimensioni, con 17m di
lunghezza e 30 nodi di velocità massima: offre parziale autonomia con controllo remoto da centro di controllo di terra dei sistemi di
piattaforma / navigazione (non sono previsti sistemi d’arma).
q La US Navy sta conducendo una sperimentazione in mare sul “SEA HUNTER” che, con 40m di lunghezza, è più grande mezzo navale
unmanned al mondo: offre parziale autonomia con controllo remoto da centro di controllo di terra.

Intellectual Property of SEASTEMA SpA. All Rights Reserved. CONFIDENTIAL Slide 12

Stato dell’arte nazionale degli USV

q Progetto di ricerca SWAD a guida Oto Melara in ambito

DLTM per realizzazione prototipo di pattugliatore veloce
(oltre 50 nodi) da 12m di lunghezza unmanned con
possibile armamento leggero.
q Progettto di ricerca SAND in partnership tra
EffeBi, Meccano e IDS in ambito Regione
Toscana per realizzazione prototipo di
pattugliatore veloce da 16m di lunghezza
unmanned con possibile armamento leggero.
q Progetto di ricerca MARIN a guida
Seastema in ambito Regione Puglia per
realizzazione del Dimostratore
Tecnologico di un veicolo unmanned
per il monitoraggio ambientale capace
di agire come piattaforma per droni
aerei e sottomarini.
q Progetto di ricerca UPV in partnership tra
Fincantieri, Seastema e Cetena per studio
fattibilità di pattugliatore a controllo remoto
da 90m su base Classe ‘Comandanti’

Intellectual Property of SEASTEMA SpA. All Rights Reserved. CONFIDENTIAL Slide 13

Trend evolutivo degli USV
u NASS evolution trend NASS
RR Multi-role Unmanned Naval Ship design – Size 60m
ü Pay-load Semi-autonomous
Fully autonomous
ü Range
ü Sea State Semi-autonomous
Singapore – Unmanned Patrol Boat design – Size 17m
Remote RR UPV Concept
Fast UPV

ISRAELI – KATANA Unmanned Patrol Boat – Size 12m

Remote PNRM UPV Concept
Sea Hunter (USN) < 30kts
30kts < 30kts
Semi-autonomous
USN MUSV Concept
Vigilant (Singapore)
30kts
USN LUSV Concept
Katana(Israeli) Semi-autonomous
60kts
STATE-OF-THE ART: UNMANNED NAVAL VESSELS UP TO 20m

Remote

ISRAELI – PROTECTOR Unmanned Patrol Boat – Size 11m

Protector (Israeli)

30kts
10m 20m GAP 40m 60m LUSV 90m
Length

Intellectual Property of SEASTEMA SpA. All Rights Reserved. CONFIDENTIAL Slide 14

La visione della Unione Europea sui MASS
§ With a focus on first adopters (inland waterways, short sea shipping, ferries coastal operations and urban water
transport) develop and demonstrate to TRL7 a fully autonomous vessel within a realistic environment which
encompasses all necessary features including collision avoidance, interaction with waterway and/or port
infrastructure, interaction with waterborne traffic, connectivity, control, navigation and docking, condition
monitoring, smart maintenance and fail safe operation.
§ Assess operability, reliability and failure scenarios for on board systems without human interaction on board, for
example; propulsion and machinery systems, auxiliaries, safety systems, navigation, connectivity/communication
and if appropriate, their connectivity/controllability from a remote operation centre.
§ Develop validation, certification and safety assessment methodologies, tools to support autonomous ships and
system development.
§ Safety assessment and demonstrate hazard avoidance using typical scenarios.
§ Regulatory and legal requirements, including liability regimes, needed to operate autonomous waterborne transport
within the environments foreseen for the likely first adopters should be addressed.
§ Cybersecurity solutions to enable secure safe and reliable data connectivity that are resistant to both malicious
intervention and system failure.
§ Advance and demonstrate underdeveloped technologies such as for example situational awareness and actions to
alert in case of a potential unavoidable collision such as with a fast moving leisure craft.
§ Address operations and establish a business case for the most promising vessel type and for other services likely to
be adopted at an early stage.

Intellectual Property of SEASTEMA SpA. All Rights Reserved. CONFIDENTIAL Slide 15

 The below list intends to identify such key functions. The list is not exhaustive and may be e
depending on
Le ‘key-functions’ dele.g. vessel
controllo type and the intended level of autonomy and remote operation.
auto-remoto
Key functions of the autoremote infrastructure:
— remote control and supervision funzioni proprie del controllo auto-
— communication remoto ancora in fase di sviluppo su cui
si sta focalizzando l’attenzione degli
— navigation and maneuvering
attuali Dimostratori Tecnologici
— propulsion
— steering funzioni essenziali dell’automazione
navale che posseggono già una notevole
— electrical power supply maturità tecnologica e non sono quindi
— control and monitoring state indirizzate dagli attuali Dimostratori
— watertight integrity Tecnologici
— fire safety
— ballasting funzioni finora trascurate dagli attuali
— drainage and bilge pumping Dimostratori Tecnologici ma
comunque necessarie ai fini della
— anchoring gestione operativa delle navi
— cargo handling unmanned
— maintenance.
The functions listed above are on a high abstraction level, and it is often desirable to make o
these functions remote-controlled or autonomous. A further analysis of the function is then
the different parts that should be automatic, autonomous, remote-controlled or manual.
Intellectual Property of SEASTEMA SpA. All Rights Reserved. CONFIDENTIAL Slide 16
Livello di maturità tecnologica delle funzioni NASS secondo US Navy
A summary with average scores for this TRL assessment is shown in Figure 39.

Vehicle System Average

Hull 8.3
Ballast 9.0
Energy 9.0
Navigation, Guidance, & Control
Autonomy 6.6
Threat Avoidance 4.5
Group Behavior 5.0
Autonomous Obstacle Avoidance Surface & Submersible 5.3
Common Control 7.5
Autonomous Obstacle Avoidance at Interface 3.5
Navigation System 8.6
Communications
Line-of-Site 8.5
Over-the Horizon 7.5
Networked (Multi-Vehicle Control) 5.0
Propulsion 8.3
Masts 8.7
Auto Launch & Recovery 7.0
Figure 38 - TRL Definitions Figure 39 - Consolidated TRLs for USV Classes
The concepts were then each evaluated across several areas of technology, using a TECHNOLOGY ISSUES
modified Delphi Process with TRLs as metrics, to determine (1) the maturity level of the
There are several issues that pertain to overall USV technology development. The
concepts, (2) the technology areas that require investment, (3) the optimal sequencing of
importance of each of these areas will vary based on the specific payload, hull type, and
system developments, and (4) the overall schedule that may be achieved.
operational mission profile, but all will factor in to some degree.
Intellectual Property of SEASTEMA SpA. All Rights Reserved. CONFIDENTIAL Slide 17
Tecnologie abilitanti del controllo auto-remoto

Tecnologie comuni a MASS/NASS

q Centro di Controllo Remoto

TRL crescente
q Comunicazioni dirette con il Centro di Controllo Remoto
q Controllo autonomo dei Sistemi di Piattaforma
q Sistemi di Navigazione Autonoma & Collision Avoidance
q Situational Awareness System & Collision Detection System
q Comunicazioni con altre entità manned

COMPLETA TRASVERSALITA’ TRA ’’MARITIME’’ E ’’NAVAL’’

(con l’ovvia eccezione dei Sistemi d’Arma…)

MAGGIORE INTEGRAZIONE, AUTOMAZIONE E COMPLESSITA’ TECONOLOGICA

DEI SISTEMI NELLE APPLICAZIONI ‘’NAVAL’’

POSITIVO TECHNOLOGY TRANSFER DALLE ESPERIENZE ’’NASS’’ ALLE

APPLICAZIONI ‘’MASS’’

Intellectual Property of SEASTEMA SpA. All Rights Reserved. CONFIDENTIAL Slide 18

Il ruolo dell’Intelligenza Artificiale nelle operazioni auto-remote

Crew embarked

Unintended event Human support no Interaction

Crew embarked solved longer required possibility restored

Autonomous
Manned Autonomous Remote
problem Fail to safe
operation operation operation
solving

Crew disembarked Unintended event Human support Interaction possibility

detected required lost

Critical situation waiting for response or

interaction possibility lost

3 Emergency crew embarked

1 di 23
MUNIN‘s operational modes MUNIN‘s short-term outlook
Intellectual Property of SEASTEMA SpA. All Rights Reserved. CONFIDENTIAL Slide 19
Centro di Controllo Remoto: Virtual Reality & Augmented Reality

HMI evoluta

Plancia Integrata

Intellectual Property of SEASTEMA SpA. All Rights Reserved. CONFIDENTIAL Slide 20

 Typical advantages of troposcatter systems relative to other transmission media are summarized

Comunicazioni dirette con il Centro di Controllo Remoto below in Table 1.

Table 1. Advantages of Troposcatter Links Compared to Other Media

Transmission
Main Advantage Main Disadvantage
Media

High capacity, high reliability,

Equipment cost is higher than microwave and VSAT, but
Troposcatter no delay, IP based system,
lower than fiber optic
no recurring monthly costs
Microwave Low cost, high capacity, Requires line of sight, limiting distances to approximately
line of sight high reliability 30 km
Low equipment cost, most
Absolute delay (latency), availability degradation
Satellite economical for low capacity
(outages), monthly transponder lease cost
(512 kb/sec or less)
Highest installation and restoral cost of all media.
q Il monitoraggio
Undersea fiber real-time
Highest capacity da remoto
of all media richiede
Installation una estimated
cost is typically comunicazione
at more than US$10
robusta a banda larga in download million per 100 km, plus restoral service costs

q Le tecnologie troposcatter sono mature in ambito terrestre ma

richiedono ulteriore sviluppo per il navale
Comtech Systems, Inc.
q Inaffidabilità dei link satellitari 2
commerciali per il telecomando remoto
ØFigure 40 – Communications
Possibile Bandwidth vs. USV
utilizzo delle comunicazioni Autonomy
4G/5G in ambito
order costiero
to reduce communications, increased autonomy is required to push signal
cessing and decision-making to the lowest level at which it can be successfully
q Il range
omplished. Levels LOS delle comunicazioni
of autonomy can be measured 4G/5G può
in terms of essere
both frequency of
erator interaction and complexity of operator interaction as seen in the chart, Figure 40,
ove.
esteso fino a 100 MN utilizzando droni ’tethered’
(passivi/attivi) come bridge
eas requiring additional development in order to meet JCA mission requirements cover
spectrum of USV operations. Data from USV sensors must be collected, evaluated
d sorted for importance, both as a mission product and as it may impact vehicle
eration for the remainder of the sortie. The USV must autonomously recognize data
resenting a threat or calling for a change in its initial sortie plan and then respond
Intellectual Property of SEASTEMA SpA. All Rights Reserved. CONFIDENTIAL Slide 21
Gestione auto-remota dei Sistemi di Piattaforma
Ausiliari
Propulsione Monitoraggio su condizione

Chief
Engineer
Virtuale

Generazione elettrica Sicurezza Stabilità & Falla

Intellectual Property of SEASTEMA SpA. All Rights Reserved. CONFIDENTIAL Slide 22

 Gestione auto-remota dei Sistemi di Navigazione

CONTROL
Desired Control
Waypoint Signal Control
Management Controller Allocators

Reference
Trajectories Actuator
Commands
GUIDANCE
Mission Planning
1) Tasks; Actuators
Trajectory Path 2) Environment; (Rudders,
Generation Planning 3) Operators; Propellers)
4) Other vehicles
5) Power available, etc.

USV USV & Environment Forces &

States Information Moments
NAVIGATION

Sensing
Environment Motion
GPS/IMU
Situation Perception
Awareness
Other Sensors
State (camera, radar,
Estimation sonar, laser etc.)
Environmental Disturbances
(wind, wave, current, etc.)

of a typical USV.
Figure 2: General structure of USV guidance, navigation, and control systems.

nication systems include Intellectual Property of SEASTEMA SpA. All Rights Reserved. CONFIDENTIAL Slide 23
Gestione auto-remota dei Sistemi di Navigazione: tecnologie abilitanti CONTROL

Autopilota Evoluto Posizionamento Dinamico

Inviluppo ( ogni10 s) - SAT 20150211 - Muggiano

Inviluppo ( ogni10 s) - SAT 20150211 - Muggiano 60

40
50

30 40

20 30

20
10
10

0
0 F1
F2
F3 OFF
F4 ON
OFF
ON
F3
F1
F2
F4 OFF
ON
-10 -10

-20 -20

-30
-30
-40
-40
-60 -40 -20 0 20 40 60 80 100

-60 -40 -20 0 20 40 60

STATION-KEEPING

RELAXED POSITIONING FOLLOW TARGET

Inviluppo ( ogni10 s) - SAT 20150211 - Muggiano Inviluppo ( ogni10 s) - SAT 20150211 - Muggiano
160
150

140

120
100

100

F9 ON
F3 OFF
F3 OFF
F6 ON
80
50

F1
F2 OFF
ON 60

40
F6 ON
0
20

0 F3
F9 OFF
ON
-50
-20

-40
-200 -150 -100 -50 0 50 100 150 200
-150 -100 -50 0 50 100 150

Docking
System

Intellectual Property of SEASTEMA SpA. All Rights Reserved. CONFIDENTIAL Slide 24

Gestione auto-remota dei Sistemi di Navigazione: tecnologie abilitanti GUIDANCE

Collision Avoidance Maneuvers at close Pilotaggio automatico tramite

range PIM track

Intellectual Property of SEASTEMA SpA. All Rights Reserved. CONFIDENTIAL Slide 25

 USVs, niques (as shown in Fig. 4).
Gestione auto-remota dei Sistemi di Navigazione: tecnologie abilitanti NAVIGATION
obsta-
work on
(2011); Sensing
Noise & accumulative errors elimination
mounted IMU/GPS Dealing with model uncertainties
estimation Accommodating sensor faults
derwa- Multi-sensor fusion
State
inverse estimation Estimation based
Image stabilization
Navigation on other sensors
eported system Monocular vision Image defogging
optimal Passive
Environment estimation Stereo vision
Wave information perception
perception Multiple-camera perception
Infrared vision
LIDAR-based perception
Active Radar-based perception
Situation estimation
awareness Sonar-based perception
f coast
, 2008; Figure 4: Classification of USV navigation systems with respect to functions
and methods.
maneu-
USVs, Intellectual Property of SEASTEMA SpA. All Rights Reserved. CONFIDENTIAL Slide 26
Gestione auto-remota dei Sistemi di Navigazione: Situation Awareness
Sensori di prossimità LIDAR di derivazione automobilistica

Sensori di prossimità Radar per DP

Riproduzione
‘bird-view’
dell’ambiente
circostante e
identificazione
ostacoli tramite
UAV ’tethered’

Intellectual Property of SEASTEMA SpA. All Rights Reserved. CONFIDENTIAL Slide 27

Esperienze di SEASTEMA sui MASS: il progetto H2020 ‘’TALOS’’

q Le future unità unmanned saranno comunque una piccola frazione della flotta in servizio per cui il mercato più
ampio per le soluzioni unmanned è la possibilità di intervenire in retrofit, tramite un package tecnologico
standardizzato, su di un’imbarcazione ‘manned’ esistente al fine di consentirne il controllo auto-remoto con il
minimo impatto installativo.
retrofit package per il controllo auto-remote di imbarcazioni manned

PORTABLE CONTROL STATION WITH

CUSTOM-MADE HMI

Tethered drone for

optic/IR 360° coverage
from above &
communications bridge

SITUATIONAL AWARENESS SYSTEM

Intellectual Property of SEASTEMA SpA. All Rights Reserved. CONFIDENTIAL Slide 28

Esperienze di SEASTEMA sui MASS: il progetto H2020 ‘’E-NAVIGOMED’’

q Prototipo operativo di un MASS per applicazioni short-sea shipping (small costal passenger ferry, abt 50 pax)
q Idee chiave

Intellectual Property of SEASTEMA SpA. All Rights Reserved. CONFIDENTIAL Slide 29

Esperienze di SEASTEMA sui MASS: il progetto H2020 ‘’SOVEREIGN’’

q Prototipo operativo di un MASS per applicazioni short-sea shipping (90m autonomous cargo ship)
q Idee chiave

Intellectual Property of SEASTEMA SpA. All Rights Reserved. CONFIDENTIAL Slide 30

Conclusioni

q Stato dell’arte e trend tecnologici del controllo auto-remoto delle navi

§ Gli attuali USV operativi prevedono una parziale autonomia con un centro di controllo remoto per il
monitoraggio continuo della Situation Awareness e la gestione degli eventuali Sistemi d’Arma e delle
emergenze.
§ Gli attuali dimostratori tecnologici MASS ospitano tuttora un’equipaggio a bordo e prevedono un centro di
controllo remoto con una parziale autonomia limitata essenzialmente alle funzioni di navigazione.
§ Benefici di un technology transfer dalle tecnologie NASS o in generale NAVAL alle applicazioni MASS.

q Le funzioni chiave e le tecnologie abilitanti del controllo auto-remoto

§ Centro di Controllo Remoto di terra: Virtual & Augmented Reality
§ Comunicazioni dirette terra-bordo
§ Controllo autonomo dei Sistemi di Piattaforma
§ Sistemi di Navigazione Autonoma & Collision Avoidance
§ Situation Awareness System & Collision Detection System

Intellectual Property of SEASTEMA SpA. All Rights Reserved. CONFIDENTIAL Slide 31