在综合导航系统上使用雷达和自动识别系统外文翻译资料

 2023-01-13 17:39:40

Use of radar and AIS on integrated navigation systems

在综合导航系统上使用雷达和自动识别系统

When using an integrated navigation system on a multifunction display it is important that complete awareness is maintained of the currently set mode. In particular, it is highly important to differentiate between radar and ECDIS modes of operation. This is because the IMO required functionality of an ECDIS displaying radar data and of a radar displaying chart data can be quite different. It occurs because the required radar functionality is concentrated on collision avoidance, whilst the ECDIS concentrates on route monitoring and route planning .For instance, range rings, an azimuth bearing scale and CPA calculation are required on a radar; route planning functions, look-ahead hazard detection and voyage recording facilities are required on an ECDIS.

在多功能显示器上使用综合导航系统时，保持对当前设置模式的清楚认识是很重要的。特别重要的是，要区分雷达和电子海图显示与信息系统的工作模式。这是因为国际海事组织要求的电子海图显示与信息系统显示雷达数据和雷达显示海图数据的功能可能有很大的不同。它的出现是因为所需的雷达功能集中在避免碰撞上，而电子海图显示与信息系统集中在路线监测和路线规划上，例如，距离环、方位比例尺和CPA计算在雷达上是必需的，航线设计功能，在电子海图显示与信息系统上需要提前进行危险探测和航行记录功能。

On an ECDIS the charted information naturally takes precedence. Any radar data on top, be it lsquo;rawrsquo; radar images or target tracking vectors, have to allow the chart symbols to remain visible. In effect the chart data acts as an opaque overlay onto a radar background. On a radar the opposite is true. If a chart underlay is being used the radar image always takes precedence over the charted features.

在电子海图显示与信息系统上，图表信息优先显示。顶部的任何雷达数据，无论是“原始”雷达图像还是目标跟踪矢量，都必须保持海图符号可见。实际上，海图数据充当了雷达背景上的不透明覆盖。在雷达上，情况正好相反。如果使用海图底图，雷达图像总是优先于海图上的标志。

It is particularly dangerous to assume that a standalone ECDIS can be used safely as a radar or vice versa, despite the apparent capability of modern designs. There are numerous reasons for this, For instance an ECDIS may be capable of displaying target tracks from a TT. However, during the type approval process it is only necessary for it to have been tested to ensure that radar images and target vectors appear in the correct positions and do not degrade the chart displayed information. Type approval would not necessarily include checks on other transferred data concerning tracked targets such as CPA, TCPA or track number. These may be inadequately displayed or even in error. Furthermore, it may not be possible to independently choose whether true or relative vectors are displayed. Also, the actual reference frame of the vectors may not be clearly displayed.

假设独立的电子海图显示与信息系统可以安全地用作雷达是特别危险的，反之亦然，尽管现代设计具有明显智能化的能力。对于这个问题，原因有很多，例如，电子海图显示与信息系统可能能够显示到目标的运动轨迹。然而，在类型核准过程中，只需要对其进行测试，以确保雷达图像和目标矢量出现在正确的位置，并且不会降低图表显示信息的质量。类型批准不一定包括对其他被跟踪目标(如CPA、TCPA或目标编号)传输的数据的检查。这些可能显示不充分，甚至出错。此外，可能无法独立地选择显示的是真向量还是相对向量。此外，矢量的实际参考系可能无法清楚地显示出来。

Similarly, even a type approved chart radar , with an ENC underlay does not have many of the features of ECDIS that are considered essential within the design of a digital charting system. For instance, to ensure safe route monitoring and planning an ECDIS cannot show less charted detail than that defined within the Display Base. A chart radar is usefully allowed to display less detail than this to avoid confusing the assimilation of radar data. Also, chart radars do not have to include the route checking and hazard monitoring facilities provided on an ECDIS.

类似地，即使是一种经批准的带ENC衬底的海图雷达，也不具备电子海图显示与信息系统的很多特性，而这些特性在设计数字海图系统时被认为是必不可少的。例如，为了确保安全的航线监视和规划，电子海图显示与信息系统不能比在显示基中定义的显示更少的图表细节。为了避免混淆雷达数据同化，允许海图雷达显示比这更少的细节是很有必要的。此外，海图雷达不需要包括这些功能------电子海图显示与信息系统上提供的路线检查和危险监测设施。

When this book was being written it was not clear how multifunction displays fit into the carriage requirements of SOLAS Chapter V. For instance, if a ship is of a size that has to carry two radars and it also has a paperless chart system, consisting of an ECDIS and a second ECDIS for back-up, how many MFDs does that equate to? A good answer, possibly, is four but do the regulations imply that any two of these must be continuously used for radar and the other two for ECDIS functions? Is it acceptable for the bridge team to adopt different configurations according to their immediate needs，in the knowledge that an appropriate configuration -particularly the statutory configuration - can always be switched in instantaneously?

在编写本书时，在多功能显示器如何符合SOLAS第五章的运输要求的这个问题上是非常不明确的。例如，如果一艘船的大小要求必须携带两个雷达，它也有一个无纸化的图表系统，包括一个电子海图显示与信息系统和第二个电子海图显示与信息系统作为备份，这相当于多少个MFDs ? 一个令人满意的答案可能是四个，但是法规是否意味着其中任何两个必须连续用于雷达，另外两个必须用于电子海图显示与信息系统功能? 在知道适当的配置(特别是法定配置)总是可以随时切换的情况下，驾驶台成员是否可以根据他们的即时需要采用不同的配置?

Alarms, alerts, backup and fallback

警报、通告、备份和应变计划

There are a number of failure possibilities that have to be continuously monitored by the radar and displayed accordingly. The description is based on the requirements for radars introduced from 2008 but earlier radars have similar requirements, except there are none concerning AIS. For each failure there is usually a mandatorily required backup or fallback arrangement. These arrangements are described in the description of each failure.

有许多故障的可能性，必须不断通过雷达监测和显示相应的内容。该描述是基于2008年推出的雷达的要求，除了没有关于自动识别系统的要求，较早的雷达是有类似的要求。对于每个故障，通常都有一个强制要求的备份或回退安排。这些安排在每个故障的描述中进行了详细说明。

Sensor failures

传感器故障

Failure of any signal or sensor in use, creates an alarm. In the case of specific failures, listed below, the system functionality is limited by reversion to a fall-back mode; in other cases the display presentation will be inhibited. There will be a permanent indication of the sensor failure even when the alarm has been acknowledged.

任何信号或传感器在使用过程中出现故障，都会发出警报。在具体故障的情况下，下面列出的一些故障，系统功能是被倒退回模式的降级所限制的，在其他情况下，显示演示将被抑制。即使在警报已被确认的情况下，也会有一个永久性的传感器故障指示。

Failure of heading information (azimuth stabilisation)

航向信息(方位稳定)故障

The equipment will switch automatically to the non-stabilised head up mode within 1 minute if the azimuth stabilisation becomes ineffective. Also, if

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