KR20190116675A - Safety voyage system for small vessel with built-in ais - Google Patents

Abstract

An embodiment of the present invention relates to a safety navigation enclosure for a small ship with a built-in automatic identification system (AIS). The technical problem to be solved is to provide a safe navigation enclosure for a small ship with a built-in AIS, which has an embedded main board showing, on a camera image, navigation information of surrounding vessels received from the AIS and marine safety information such as navigation marks, piers, and reefs extracted from an electronic navigational chart by using augmented reality. To this end, according to an embodiment of the present invention, the enclosure comprises: a main board including, on one printed circuit board, an AIS signal processing unit receiving the navigation information of the surrounding traffic vessels from the AIS, a safety information extraction unit extracting the maritime safety information from the electronic navigation chart, and an image processing unit overlapping the navigation information of the surrounding traffic vessels and the marine safety information with the camera image and showing the same using augmented reality; and a case device accommodating the main board therein in an embedded form, and having an external interface connected to the main board on one side thereof.

Description

SAFETY VOYAGE SYSTEM FOR SMALL VESSEL WITH BUILT-IN AIS}

An embodiment of the present invention relates to a safety vessel for AIS built-in small ship that has a built-in Class B AIS and the main board for embedding the navigation safety information on the CCTV screen to show augmented reality in an embedded form.

Conventional Vessel Traffic System (Vessel Traffic System) is a method of preventing the identification of objects and marine accidents using radar.

The ship traffic control system (VTS) has a narrow range of sight, problems due to radar errors, and problems due to lack of information on the ship. Identification System (AIS). The ship automatic identification system (AIS) is an internationally defined microwave frequency system for vessel name and type, location information, speed, direction, navigation, etc. (VHF) A device that periodically transmits and receives through a circuit and automatically exchanges information and related data with land and other ships.

In addition, the electronic chart is an electronic map made by digitizing the data information of the existing paper chart to be viewed on the screen.

However, AIS, which does not have a built-in electronic chart, only draws the basic information and location of the vessel in black and white on a simple screen, and it takes time to compare and analyze it with the chart for understanding the surrounding situation. There is this.

Patent Publication No. 10-2006-0087360 (Published: 2006.08.02) Publication No. 10-2016-0087249 (Published: 2016.07.21)

An embodiment of the present invention is an embedded form of the main board that performs the role of showing the navigational information of the surrounding vessel received from the AIS and the sea safety information extracted from the electronic sea chart, such as pier markers, piers, reefs on the camera image as augmented reality Provides safety navigation box for small ship with built-in AIS.

According to one embodiment of the present invention, an AIS built-in safety vessel for a small ship includes an AIS signal processor for receiving flight information of surrounding traffic vessels from an automatic identification system (AIS); Safety information extraction unit for extracting the maritime safety information from the electronic chart; And a main board implemented on one printed circuit board by displaying an image processing unit augmented reality by superimposing the navigation information of the surrounding traffic vessel and the maritime safety information on a camera image. And a case device accommodating the main board therein in an embedded form and having an external interface connected to the main board on one side thereof.

The external interface may be provided to connect an AIS antenna, fish detector, camera, NMEA2000, and HDMI for image output.

The external interface may be provided to connect a USB On-The-Go device driver.

The main board may further include a location information receiver for receiving GPS information of the main ship, and the external interface may be provided to connect a GPS antenna.

The AIS built small ship safety navigator according to an embodiment of the present invention shows the navigational information of surrounding vessels received from the AIS and the marine safety information extracted from the electronic charts such as navigation marks, bridges, and reefs as augmented reality on a camera image. It can provide a case in which the main board to perform the embedded form.

In addition, one embodiment of the present invention can be supplied relatively cheaper than the combined price of the navigation system and the AIS by embedding the AIS, thereby reducing the economic burden of the user and activate the product dissemination.

1 is a block diagram schematically illustrating a safety navigation enclosure for an AIS built small ship according to an embodiment of the present invention.
2 is a view showing the main board of the AIS built-in safety vessel for small ship according to an embodiment of the present invention.
3 is a view showing the external interface of the AIS built-in safety vessel for small ship according to an embodiment of the present invention.
Figure 4 is a block diagram showing the configuration of the charging unit for fast / slow charging of the AIS built safety navigation vessel for a small ship according to an embodiment of the present invention.
FIG. 5 is a flowchart illustrating a rapid / slow charging sequence during operation of the AIS-embedded small ship safety navigation enclosure according to an embodiment of the present invention.
6A and 6B are graphs showing an example of a temperature and a c-rate profile during rapid charging during operation of an AIS-integrated safety vessel enclosure according to an embodiment of the present invention.

Terms used herein will be briefly described and the present invention will be described in detail.

The terms used in the present invention have been selected as widely used general terms as possible in consideration of the functions in the present invention, but this may vary according to the intention or precedent of the person skilled in the art, the emergence of new technologies and the like. In addition, in certain cases, there is also a term arbitrarily selected by the applicant, in which case the meaning will be described in detail in the description of the invention. Therefore, the terms used in the present invention should be defined based on the meanings of the terms and the contents throughout the present invention, rather than the names of the simple terms.

When any part of the specification is to "include" any component, this means that it may further include other components, except to exclude other components unless otherwise stated. In addition, the terms "... unit", "module", etc. described in the specification mean a unit for processing at least one function or operation, which may be implemented in hardware or software or a combination of hardware and software. .

DETAILED DESCRIPTION Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings so that those skilled in the art may easily implement the present invention. As those skilled in the art would realize, the described embodiments may be modified in various different ways, all without departing from the spirit or scope of the present invention. In the drawings, parts irrelevant to the description are omitted in order to clearly describe the present invention, and like reference numerals designate like parts throughout the specification.

The present invention is a built-in Class B AIS embedded with a main board having a function of showing the navigational information of the surrounding vessel received from the AIS and the marine safety information extracted from the electronic chart, such as the navigation marks, bridges, reefs as augmented reality on CCTV camera images A safe navigational vessel for a ship. In other words, the present invention relates to a safety navigation vessel for ships in which a main board of a Class B AIS is miniaturized, a power supply required by a navigation system main board and an AIS main board is properly supplied, and a Class B AIS having a heat dissipation device is incorporated. will be.

As such, the navigation system that embeds Class B AIS and superimposes nautical safety information on CCTV screens in augmented reality shows augmented reality in the camera image of information on surrounding features such as reef piers, route marker information, and surrounding vessel traffic information. It can support safety navigation, show it as augmented reality, and determine whether a ship collides or approaches a dangerous area by using navigation information such as AIS and GPS, even if a ship operator does not have expert knowledge. It can have an intelligent safety navigation function that helps prevent marine accidents such as stranding.

In addition, this AIS built-in safety vessel for small ships has a Class B AIS built into the equipment, so it is easy to install in a narrow bridge of a small ship and can be supplied relatively cheaper than the combined price of the navigation system and AIS. It can relieve the burden and promote product dissemination.

In addition, this system has built-in Android operating system, Internet connection through tethering, wifi direct connection, touch screen two-finger haptic technology can be applied, screen object recognition and tracking technology can be applied using OpenCV. In this case, the augmented reality function can help the safety navigation to display the navigation safety information superimposed on the image in the Multi-Function Display (MFD), the augmented reality CCTV is applied to the navigator, night navigation, danger channel This can be a great help in navigating traffic-intensive areas.

Detailed description for this will be described below in more detail with reference to FIGS. 1 to 5.

1 is a block diagram schematically showing the safety navigation enclosure for AIS built-in small ship according to an embodiment of the present invention, Figure 2 is a view showing the main board of the safety vessel for AIS built-in small ship according to an embodiment of the present invention 3 is a view showing an external interface of the AIS built-in safety vessel for a small ship according to an embodiment of the present invention.

As shown in FIG. 1, the AIS built small ship safety navigation enclosure according to an embodiment of the present invention includes a main board 100 and a main board 100 embedded therein for the AIS built small ship safety navigation. Device 200.

The main board 100 is a printed circuit board for showing the navigational information of the surrounding vessels received from the AIS and the marine safety information extracted from the electronic charts such as sea lanes, bridges, and reefs as augmented reality on a camera image. The signal processor 110, the safety information extractor 120, the location information receiver 130, the image processor 140, and the controller 150 are included.

The AIS signal processing unit 110 is a device that receives the navigation information of the surrounding traffic vessels from the Automatic Identification System (AIS), displays the position of the other ship on the electronic chart, checks whether the collision with the main ship, the vessel on the CCTV image Allows you to determine where to display the information.

In this case, the AIS signal processor 110 may transmit a received message of another line using a VHF data-link message (VDM) and a transmit message by using an AIS VHF data-link Own-vessel report (VDO) protocol.

In the present invention, AIS (Automatic Identification System) means a Class B AIS signal.

Meanwhile, the Class B AIS signal has the following constraints on the Class A AIS signal. For example, a vessel with a speed of 14 knots or less sends a location every 30 seconds, does not send an IMO number and call sign, does not send a destination, estimated time of arrival, or sailing status, and only receives text safety or binary information. Do not send your turn rate or maximum draft.

Even so, because Class B AIS signals receive all Class A AIS signals, there is no difference in Class A, B, or processing capabilities for navigation equipment.

More specifically, the messages that must be sent by the AIS include Latitude, Longitude, Earth Speed, Earth Direction, Position Accuracy, Time, MMSI Number, Forward Heading (B only), Turn Rate (A Only), Navigational Status (A only), DSC installed (B only).

In addition, AIS additional information includes MMSI, Call Sign, Clear, Back Size, Reference Point Location, IMO Number (A Only), Location Receiver Type (A Only), Draft (A Only), Destination (A Only), and Destination (A Only) Time (A only) and manufacturer ID (B only) information.

Here, the received message of the other line is transmitted through the VDM, and the transmitted message is transmitted through the VDO protocol. AIS signal processing technology refers to a technology that receives VDM and VDO messages from serial communication and interprets them according to international standards.

The VIS (VHF Data-link Message) message of AIS is a binary AIS message defined in IEC 61162-1. It contains the information on the operation of the surrounding ships. It is packetized in the form of ITU-R M.1371. Use position reports of messages 1, 2, and 3.

Based on the VDM message of the AIS, the present invention may provide an AIS group management function for registering and managing AIS interest vessels by group, and may provide a function for displaying AIS vessels differently for each MMSI and country.

In other words, the above-mentioned flight information includes the latitude, longitude, ground speed, ground path, position accuracy, time, Maritime Mobile Service Identity (MMSI) number, forward heading, turn rate, navigation status, DSC installation information of surrounding traffic vessels. First flight information, including, call sign (Call Sign), clear, size, reference point location, IMO (International Maritime Organization) number, location receiver type, draft, destination, estimated time of arrival arrival destination manufacturer ID information It may include the second flight information.

Although not shown, the AIS signal processor 110 may further include an antenna, a transponder, and a storage unit for transmitting and receiving messages.

The antenna receives information data related to the ship name and type, location information, traveling speed, traveling direction, navigation sent from the transmission device of own ship and other ships.

The Automatic Identification System (AIS) transponder has a calculation program for receiving AIS data and calculating AIS data.

The storage unit acquires the data and position coordinates of landline, depth line, etc. and seafloor dangerous goods indicators, which are data objects of the electronic chart, and performs basic operations required for coordinate calculation.

The safety information extracting unit 120 is a device for extracting safety information from the electronic chart, in the electronic chart, to extract objects that need to be hindered or navigational navigation, such as traffic signs, bridge reefs, etc. to properly fit the CCTV image Can be displayed.

In general, an electronic chart based on the International Hydrographic Organization s-57 standard is composed of feature data (object) and vector data (spatial information). The safety information extractor 120 according to the present invention is a bridge (BRIDGE, Bridge code number). 11) Feature data such as reefs (UWTROC, Underwater Rock, Code No. 153), and route markers (Beacon and Buoy: various types) are extracted with spatial information and superimposed on CCTV images.

To this end, the safety information extraction unit 120 ported the electronic chart SW to operate in the Android operating system, and the electronic chart display software is installed in accordance with the International Hydrographic Organization s-52 electronic chart display standard.

In addition, the safety information extraction unit 120 may receive the GPS signal to display the position of the main ship, process the GPRMC, GPGGA, GPGSA, GPGSV signals, store the main track, and provide a route planning and monitoring function have.

In other words, the maritime safety information includes feature data including bridges (BRIDGE, Bridge), reefs (UWTROC, Underwater Rock), route markers (Beacon and Buoy), and the safety information extracting unit 120 includes such feature data. And spatial information can be extracted together.

The location information receiving unit 130 is a GPS receiver for receiving GPS information of the main ship and may provide the GPS processing information of the main ship to the image processing unit to display the location information of the main ship.

In addition, the AIS-embedded small ship safety navigation enclosure may further include an azimuth sensor unit having a geomagnetic sensor, a gyro sensor, and an acceleration sensor in order to detect azimuth information.

Through this, the controller 150 receives the position information provided from the position information receiver 130 and calculates an azimuth angle from the geomagnetic component detection signal, the rotation angle detection signal, and the tilt detection signal provided from the azimuth sensor unit.

The geomagnetic sensor provided in the azimuth sensor unit detects a direction component of the geomagnetism formed from the north pole of the earth to the south pole and provides a geomagnetic component detection signal to the controller 150 so that the controller 150 derives the direction of the geomagnetism.

The gyro sensor detects real-time rotational components and provides them to the controller 150 in real time to calculate a relative real-time rotation angle based on the direction of the geomagnetism derived through the controller 150.

The acceleration sensor detects a tilt of the earth plane and provides a tilt detection signal to the controller 150 so that the controller 150 compensates for an error due to the tilt of the device.

To this end, it will be apparent that the interface is provided to connect the control unit 150 and the communication port (P1) of the external navigation equipment interlocked with the navigation equipment and the position information receiver 130 and the azimuth sensor unit.

The image processor 140 is a device for displaying the navigation information and the maritime safety information of the surrounding traffic vessels in augmented reality by overlaying the camera image, and the geometric topology of the electronic navigation chart (ENC), AIS information, and image information Calculate and show the exact position on the camera image, extract the watermarks (including buoys, lighthouses, routes) of the electronic chart and display them on the camera image using a preset image superposition modeling technique, or use CCTV camera images. By applying USB On-The-Go technology, augmented reality can be realized by receiving images from a USB-connected camera.

The image processing unit 140 may efficiently process image information requiring large-capacity high-speed processing of more than 14 frames per second in order to superimpose CCTV image processing and safety information, and may spread AIS information and electronic chart information on the screen in a practical manner. .

To this end, the image processing unit 140 implements an image processing function with OpenCV5 in the Android operating system, calculates an electronic navigation chart (ENC), geometric topology of AIS information and image information, and accurately corrects the image on the camera image. Can be shown in position.

In addition, the image processor 140 extracts an object (buoy, lighthouse, route, etc.) of the electronic chart and expresses it on a CCTV image. At this time, an image superimposition algorithm and mathematical modeling for image superimposition can be implemented. That is, the image processor 140 secures ENC low data and topographic map low data, generates 3D navigation support data through data transformation and shaping, and develops 3D objects for each object to match ECDIS linkage / navigation information. Image superimposition can be implemented through the process and the spatial information analysis / spatial object search process (ENC / AIS / sensor / navigation support information is provided for this).

In addition, the image processing unit 140 transmits an image from a camera connected by USB by applying USB On-The-Go technology as well as a HW built-in CCTV camera to implement augmented reality using an OTG USB camera. It will be possible to implement augmented reality.

In addition, the image processor 140 may provide a function of tracking the classified marine object using a Kalman filter. In this case, the image processor 140 may combine the Kalman filter and the object classification algorithm so that the tracking may not be interrupted even when the image overlaps with another object. In this case, if only the Kalman filter is used, the target may be missed. However, by remembering the ship type for each target, the tracking may be maintained after the crossing.

The controller 150 controls the overall driving of the AIS signal processor 110, the safety information extractor 120, the location information receiver 130, and the image processor 140 by executing a pre-installed safety navigation program. do.

In addition, the main board 100 may further include a power supply unit (not shown) for supplying a driving voltage of a safety navigation enclosure for an AIS built-in small ship according to an embodiment of the present invention.

The power supply unit is a device for supplying power required by the main board 100, the navigation system main board and the AIS main board is integrated, the heat dissipation means (not shown) for the heat dissipation of the main board 100 is provided do.

The main board 100 configured as described above may be further provided with a CCTV integrated Android motherboard and a device driver, a motherboard with a NVIDIA GPU or Coretex A8-class CPU and GPU, a device driver and the like.

As illustrated in FIG. 2, each of the above-described components may be provided on the main board 100 in the form of a printed circuit board (PCB).

The case device 200 accommodates the main board 100 in an embedded form and has an external interface connected to the main board on one side thereof.

The external interface may be provided to connect an AIS antenna, fish detector, camera, NMEA2000, and HDMI for image output.

The external interface may be provided to connect a USB On-The-Go device driver.

In addition, the case device 220 is a 10-inch multi-function display (MFD, Multi-Function Display), CCTV interlocking device driver, IPx6 waterproof structure, USB OTG device driver, etc., which operates in conjunction with the motherboard 100 It may be provided.

As illustrated in FIG. 3, the above-described external interfaces and devices may be provided on the front and rear surfaces of the case apparatus 200.

The AIS built-in small ship safety navigation enclosure according to an embodiment of the present invention configured as described above augments maritime safety information such as navigation marks, piers, reefs, etc., extracted from electronic information and navigational information of surrounding vessels received from the AIS. It can provide a case that accommodates the mainboard in an embedded form, which serves as a reality. In addition, one embodiment of the present invention can be supplied relatively cheaper than the combined price of the navigation system and the AIS by embedding the AIS, thereby reducing the economic burden of the user and activate the product dissemination.

On the other hand, the power supply unit provided in the main board 100 may be supplied with driving power directly from the outside, or may be supplied with driving power from the chargeable charging unit 145.

In this case, a secondary battery such as a lithium ion battery or a lithium polymer battery may be used as the battery of the charging unit 145.

In a battery such as a lithium ion battery or a lithium polymer battery, in general, when the charge C-rate increases to shorten the charging time, lithium ions are deposited (lithium plated) on the surface of the negative electrode active material and the battery life is increased due to electrolyte decomposition. It is known to be shortened. Therefore, in the present invention, a configuration and method of the charging unit 145 capable of shortening the charging time (fast charging) and suppressing the battery deterioration phenomenon and the shortening of the lifespan will be described below.

Figure 4 is a block diagram showing the configuration of the charging unit for fast / slow charging of the AIS built safety navigation vessel for a small ship according to an embodiment of the present invention.

As shown in FIG. 4, the charging unit 145 of the AIS-embedded small ship safety navigation enclosure according to an embodiment of the present invention includes a thermoelectric element 1453, a current control unit 1454, a charging mode selector 1455, The apparatus may further include a charging controller 1456 and a storage unit (memory) 1475.

The thermoelectric element 1453 is installed on the surface of the battery 1452, and serves to increase or decrease the temperature of the battery 1452 according to the ambient temperature under the control of the charging controller 1456. The thermoelectric element 1453 may be one of the heat generating surface and the other surface may be the heat absorbing surface according to the flow direction of the current, so that the thermoelectric element 1453 simply operates as the heating element or the heat absorbing element by controlling the flow direction of the current. can do.

The current controller 1454 is installed between the DC-DC converter 1451 and the battery 1452, and controls the sea rate supplied to the battery 1452 under the control of the charging controller 1456. . The current controller 1454 may be implemented by an Insulated Gate Bipolar mode transistor (IGBT), a field effect transistor (FET), a bipolar transistor, or the like, controlled by pulse width modulation (PWM).

The charging mode selector 1455 serves to select a quick charging mode (for example, a 30 minute quick charging mode) or a slow charging mode (for example, a 3 hour slow charging mode) by the user. For example, the charging mode selector 1455 is not limited thereto, but if the user does not select a charging mode, the charging mode selection unit 1455 basically selects the slow charging mode and transmits the slow charging mode to the charging control unit 1456. In addition, the charging mode selector 1455 may be implemented by a key or button structure.

The charging control unit 1456 loads a profile of the temperature and / or sea-rate of the battery 1452 per charge time and / or charge capacity corresponding to the charging mode selected by the user, and then loads the profile of the battery 1452 according to the profile. It controls temperature and / or sea rate and charges the battery 1452. Of course, for this purpose, the charging controller 1456 directly controls the thermoelectric element 1453 and the current controller 1454.

The storage unit 1457 stores a profile of the temperature and / or sea rate of the battery 1452 per charge time and / or charge capacity according to the operation algorithm (program or software) and the charging mode of the charge controller 1456 described above. do. The temperature of the battery 1452 and / or the profile of the c-rate is stored at pre-optimized values according to a number of experiments or simulations in the manufacture of the battery 1452.

In this manner, the charging control unit 1456 may gradually reduce the temperature and the c-rate of the battery 1452 from the highest value to the lowest value as the charging time elapses when the quick charging mode is selected by the user. By directly controlling the 1414 and the current adjuster 1454, the charging time may be shortened while the battery 1452 deterioration or lifespan reduction may be minimized.

For example, but not by way of limitation, the charging control unit 1456 may control the current regulator 1454 to gradually reduce the c-rate in the form of steps, particularly at points where the levels are different and / or at the same level. The charging time can be further shortened by further providing at least one charge down time. That is, rather than supplying the charging current continuously, when supplying the charging current discontinuously and also reducing the amount of charging current, the internal resistance of the battery 1452 is reduced and stabilized, so that the charging speed is increased and the deterioration phenomenon appears small. .

For example, but not by way of limitation, the charging control unit 1456 controls the current control unit 1454 to gradually reduce the c-rate in steps from approximately 5C to 1C, and at this time, to control the thermoelectric element 1453 to control the temperature. Gradually decrease from 50 ° C to 10 ° C. Here, these numerical values are only examples for the understanding of the present invention, and the present invention is not limited to these numerical ranges.

In another example, the present invention is not limited thereto, but when the slow charging mode is selected by the user, the charging control unit 1456 maintains the temperature of the battery 1452 at about 20 ° C. to 30 ° C. using the thermoelectric element 1453. In addition, the current regulator 1454 may be controlled to maintain the c-rate at approximately 0.1C to 0.5C. That is, in this temperature range and the c-rate, although the charging time is long, the battery deterioration rate or the shortening of the lifespan appear the smallest.

In addition, although not shown in the drawings, the AIS built-in safety vessel for a small ship according to an embodiment of the present invention is a temperature sensor for sensing the temperature of the battery 124, a voltage sensor for estimating the capacity of the battery 124 and It is natural to have a current sensor.

FIG. 5 is a flowchart illustrating a rapid / slow charging sequence during operation of the AIS-embedded small ship safety navigation enclosure according to an embodiment of the present invention. 6A and 6B are graphs showing an example of a temperature and a c-rate profile during rapid charging during operation of an AIS-integrated safety vessel enclosure according to an embodiment of the present invention. In FIG. 6A, the X axis represents battery capacity (SOC,%) and the Y axis represents temperature (° C.). In addition, in FIG. 6B, the X axis is the battery capacity (SOC,%) and the Y axis is the c-rate (C).

As shown in FIG. 5, the charging method of the charging unit may include determining whether the charging unit is in the fast charging mode (S1), loading the temperature for rapid charging and the c-rate file (S2), determining whether the charging mode is the slow charging mode (S3), The slow charging temperature and the c-rate profile loading step (S4), a step of checking whether the full charge (S5), and the stop charging step (S6).

In operation S1, the charging controller 1456 determines whether the rapid charging mode is selected by the user through the charging mode selector 1455. If the quick charge mode is selected, step S2 is performed; otherwise, step S3 is performed.

In the quick charging temperature and c-rate profile loading step (S2), the charging control unit 1456 loads the quick charging temperature and the c-rate profile per charging time and / or per charging capacity stored in the storage unit 1575.

For example, but not by way of limitation, as shown in FIG. 6A, the charging control unit 1456 controls the thermoelectric element 1453 so that the temperature of the battery 1452 is approximately 30 ° C. to 1 ° C. regardless of the ambient temperature at the beginning of charging. The temperature is maintained at 50 ° C, and the profile is controlled to control the thermoelectric element 1453 as the charging time elapses or the charging capacity is increased so that the temperature of the battery 1452 is maintained at approximately 20 ° C to 30 ° C. Further, as shown in FIG. 6B, the charging control unit 1456 controls the current controller 1454 to form a pulse having a charge pause time while the sea-rate of the battery 1452 is approximately 3C to 5C at the beginning of charging. The current is supplied to the battery 1452, and the charging controller 1454 controls the current controller 1454 as the charging time elapses or the charging capacity is increased. A profile is loaded that causes current to be supplied to battery 1452 in the form of a pulse.

In operation S3, the charging controller 1456 determines whether the slow charging mode is selected by the user through the charging mode selector 1455. When the slow charging mode is selected, step S4 is performed.

In the slow charging temperature and the c-rate profile loading step (S4), the charging control unit 1456 loads the slow charging temperature and the c-rate profile per charging time and / or per charging capacity stored in the storage unit 1575.

For example, but not by way of limitation, the charging control unit 1456 controls the thermoelectric element 1453 to maintain the temperature of the battery 1452 at approximately 20 ° C. to 30 ° C., regardless of the ambient temperature, and further includes a current control unit ( 1454) to load a fill profile that maintains the c-rate at approximately 0.1C to 0.5C.

In step S5 of checking whether the battery is fully charged, the charging controller 1456 determines whether the current battery 1452 charge amount is in the fully charged state. The determination of whether the battery 1452 is fully charged may be performed by converting the battery 1452 voltage into a state of charge (SOC) or by measuring the total amount of charge injected into the battery 1452. Since the method of determining whether the battery 1452 is fully charged is well known to those skilled in the art, a description thereof will be omitted.

If the battery 1452 is found to be fully charged, step S6 is performed, otherwise, the flow returns to step S1.

In the charging stop step S6, the charging controller 1456 controls the current controller 1454 to block the current from being supplied to the battery 1452 so that the charging of the battery 1452 is completed.

Thus, in the embodiment of the present invention, by supplying a relatively high temperature of the battery 1452 and a relatively high pulse charge current in the region of low capacity of the battery 1452, there is no precipitation of lithium ions and electrolytic decomposition Allows quick charging of the battery 1452 in the absence. Here, when the battery 1452 is charged with a relatively high pulse charging current in a situation where the temperature of the battery 1452 is about 0 ° C. or less, the above-described lithium ion precipitation and electrolyte decomposition may occur, resulting in severe degradation of the battery 1452. Therefore, the life is shortened. However, as in the present invention, if the battery temperature is increased and charged at high rate during initial charging, regardless of the ambient temperature, and the battery temperature is lowered and charged at low rate during late charging, the battery charging time may be shortened. Deterioration and shortening of life can be reduced.

In order to prevent corrosion of the metal surface, the surface coating material of the case device 200 of the AIS-integrated safety ship enclosure for small ships includes 20% by weight of tolytriazole, 15% by weight of benzimidazole, 10% by weight of trioctylamine, and 15 of hafnium. Wt%, aluminum oxide 40wt%, coating thickness is 8㎛.

Tolyltriazole, benzimizol and trioctylamine serve as corrosion protection and discoloration prevention.

Hafnium is a corrosion-resistant transition metal element that serves to have excellent water resistance and corrosion resistance.

Aluminum oxide is added for the purpose of fire resistance, chemical stability, and the like.

The reason for the numerical limitation of the ratio of the components and the coating thickness as described above, the inventors analyzed through the test results several times, showed the optimum corrosion protection effect at the ratio.

The outer surface of the main board 100 may be formed on the outer surface of the anti-fouling coating layer is coated with a composition for anti-fouling coating to effectively achieve the prevention and removal of contaminants.

The antifouling coating composition includes alkanolamide and ampopropionate in a molar ratio of 1: 0.01 to 1: 2, and the total content of alkanolamide and ampopropionate is 1 to 10 based on the total aqueous solution. Weight percent.

The alkanolamide and ampopropionate are preferably in a molar ratio of 1: 0.01 to 1: 2. When the molar ratio is out of the above range, the coating property of the substrate is decreased or the moisture absorption of the surface is increased after the coating, thereby forming a coating film. There is a problem that is eliminated.

The alkanolamide and ampopropionate have a problem in that 1 to 10% by weight of the total composition aqueous solution is preferred. If the content is less than 1% by weight, the applicability of the substrate is lowered. Precipitation is likely to occur due to an increase.

On the other hand, it is preferable to apply | coat by the spray method as a method of apply | coating this antifouling coating composition on a base material. The final coating film thickness on the substrate is preferably 500 to 2000 kPa, more preferably 1000 to 2000 kPa. If the thickness of the coating film is less than 500 kPa, there is a problem of deterioration in the case of high temperature heat treatment, and if the thickness of the coating film exceeds 2000 kPa, crystal precipitation of the coated surface is liable to occur.

In addition, the present antifouling coating composition may be prepared by adding 0.1 mol of alkanolamide and 0.05 mol of ampopropionate to 1000 ml of distilled water, followed by stirring.

In addition, the surface of the case device 200 is coated with a fragrance material having a function such as respiratory disease treatment, thereby exhibiting effects such as fatigue recovery of the user, health promotion, and the like.

97중량%에 기능성 오일 3

5중량%가 혼합되며, 기능성 오일은 탄저린 오일(Tangerine oil) 50중량%, 팔미토레익산 오일(Palmitoleic acid oil) 50중량%로 이루어진다.The fragrance material may be mixed with a functional oil, and the mixing ratio thereof is fragrance 95

Functional oil 3 to 97% by weight

5% by weight is mixed, and the functional oil is composed of 50% by weight of Tangerine oil and 50% by weight of Palmitoleic acid oil.

5중량%가 혼합되는 것이 바람직하다. 기능성 오일의 혼합비율이 3중량% 미만이면, 그 효과가 미미하며, 기능성 오일의 혼합비율이 3

5중량%를 초과하면 그 기능이 크게 향상되지 않는 반면에 제조 단가는 크게 증가된다.Where the functional oil is 3 for the fragrance

It is preferred that 5% by weight be mixed. If the mixing ratio of the functional oil is less than 3% by weight, the effect is insignificant, and the mixing ratio of the functional oil is 3

If it exceeds 5% by weight, the function thereof is not greatly improved while the manufacturing cost is greatly increased.

Tangerine oil of functional oils include citronellol, linalool and cital as the main chemicals, and it is effective in relieving stress by performing antiseptic, antispasmodic and sedative effects.

Palmitoleic acid oil is an antioxidant that is good for dry or aged skin and has excellent effects on cell regeneration, sterilization and skin inflammation treatment.

As the functional oil is coated on the surface of the case device 200, it serves to contribute to the user's fatigue recovery, health promotion and the like.

What has been described above is just one embodiment for carrying out the safety navigation enclosure for AIS built-in small ship according to the present invention, the present invention is not limited to the above embodiment, as claimed in the following claims Without departing from the gist of the present invention, those skilled in the art to which the present invention pertains to the technical spirit of the present invention to the extent that various modifications can be made.

100: motherboard 110: AIS processing unit
120: safety information extraction unit 130: location information receiving unit
140: image processor 150: controller
200: case device

Claims (5)

An AIS signal processor for receiving flight information of surrounding traffic vessels from an automatic identification system (AIS); Safety information extraction unit for extracting the maritime safety information from the electronic chart; And a main board implemented on one printed circuit board by displaying an image processing unit augmented reality by superimposing the navigation information of the surrounding traffic vessel and the maritime safety information on a camera image. And
The main board accommodates the main board in an embedded form, and the safety device for the AIS built small ship comprising a case device having an external interface connected to the main board on one side. The method of claim 1,
The external interface is an AIS antenna, a fish detector, a camera, NMEA2000, AIS built-in safety ship for small ships, characterized in that it is provided to connect the HDMI for video output. The method of claim 1,
The external interface is a safety ship for the AIS built-in small ship, characterized in that the USB on-the-go device driver is provided to connect. The method of claim 1,
The main board further comprises a location information receiver for receiving GPS information of the main ship AIS built-in safety voyage enclosure for small vessels. The method of claim 4, wherein
The external interface is a navigational safety enclosure for the AIS built-in small ship, characterized in that it is provided to connect the GPS antenna.

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