KR101713160B1 - Method for supplying safe-voyage in Northic sea - Google Patents
Method for supplying safe-voyage in Northic sea Download PDFInfo
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- KR101713160B1 KR101713160B1 KR1020150067385A KR20150067385A KR101713160B1 KR 101713160 B1 KR101713160 B1 KR 101713160B1 KR 1020150067385 A KR1020150067385 A KR 1020150067385A KR 20150067385 A KR20150067385 A KR 20150067385A KR 101713160 B1 KR101713160 B1 KR 101713160B1
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G3/00—Traffic control systems for marine craft
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
- G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
- G01C21/20—Instruments for performing navigational calculations
- G01C21/203—Specially adapted for sailing ships
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
- G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
- G01C21/26—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network
- G01C21/34—Route searching; Route guidance
- G01C21/36—Input/output arrangements for on-board computers
- G01C21/3667—Display of a road map
- G01C21/367—Details, e.g. road map scale, orientation, zooming, illumination, level of detail, scrolling of road map or positioning of current position marker
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G3/00—Traffic control systems for marine craft
- G08G3/02—Anti-collision systems
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Abstract
The present invention relates to a method for providing safe flight information of the Arctic Ocean, and more particularly, it relates to a method of providing safe flight information of the Arctic Ocean by navigating the Arctic Sea safely by finding the least dangerous sailing route using ice- And to provide safe flight information to the Arctic Ocean.
A method for providing safe flight information of Arctic waters according to an embodiment of the present invention includes: setting an Arctic route region; Receiving satellite observations from a plurality of satellites to generate up-to-date satellite observations for the arctic route; Extracting ice sheet information for the Arctic route region from the satellite observation data; Receiving weather and geographical information about the Arctic Route region; Predicting ice sheet information, weather information, and geographical information from the present to a specific future time point through numerical modeling based on ice sheet information, weather information, and geographical information on the arctic route region; Calculating a risk index for the arctic route region using ice sheet information, weather information, geographical information, and ice sheet information, weather information, and geomorphological information predicted up to the set future time; Calculating an economic index for the Arctic Route Area; Calculating a safe operation index using the risk index and the economical efficiency index, and predicting and creating an optimal route using the safe operation index; And receiving the ice sheet information, weather information, and geographical information periodically after the optimal route forecast, calculating the safe operation index again, and correcting the predicted optimal route using the calculated safe operation index .
Description
The present invention relates to a method for providing safe flight information of the Arctic Ocean, and more particularly, it relates to a method of providing safe flight information of the Arctic Ocean by navigating the Arctic Sea safely by finding the least dangerous sailing route using ice- And to provide safe flight information to the Arctic Ocean.
Due to the recent decline in Arctic sea ice due to global warming, which has the greatest impact on the global environment, international interest in exploiting new routes and developing underground resources is rising. The decline of Arctic sea ice and the development of shipbuilding and sailing technologies increase the economic, political, and military potential of the Northern Sea Route connecting Asia and Europe, while the Arctic sea route is divided into Northwest and Northeast , The Bering Strait, the northern Russian coast, and the Barents Sea, there are various routes depending on the distribution of sea ice every year. Arctic sea routes reduce the route distance by up to 40% compared to the existing Southern Sea Route through the Strait of Malacca and the Suez Canal, and also reduce the day of operation from 30 days to 20 days. Due to these economic strengths, trade volume using Arctic sea routes is steadily increasing. In addition, the amount of underground resources such as oil and natural gas buried in the Arctic Ocean is about 25% of the world's undiscovered resources, and the fishing output of the Arctic Ocean's main fishing grounds accounts for 13% of the world catch. However, recent increases in logistics transportation through the Arctic sea route and resource development have increased the possibility of maritime safety and marine pollution accidents in the Arctic Ocean.
In order to develop a safe operation support method reflecting the ocean and sea ice environment of the rapidly changing Arctic sea area, it is necessary to calculate the sea-ice observation based on the satellite image and the calculation of the navigation risk based on the geographic information system and the optimum route calculation technique. However, Techniques for optimal route calculation have not been developed sufficiently. As a result, there is a problem that ships operating in the Arctic waters are forced to operate while exposed to risks such as sea ice.
As a technology relating to the safety of the Arctic route, a system for measuring ice thickness, intensity, etc. of ice in the ice using a measuring instrument installed on a player of an icebreaker and providing the same in real time through wireless communication has been filed as follows .
However, this conventional technique is disadvantageous in that the amount of information obtained is very limited because ice sheet information is obtained based on the information obtained by the icebreaker, and a large number of vessels sailing in the Arctic region are subjected to safety operations There is a problem that there is a limit to providing sufficient information.
The present invention has been made to solve the above-mentioned problems, and it is an object of the present invention to provide a navigation system and a navigation system capable of providing safety navigation information to a ship navigating an Arctic region, There is a way to provide for the area.
A method for providing safe flight information of Arctic waters according to an embodiment of the present invention includes: setting an Arctic route region; Receiving satellite observations from a plurality of satellites to generate up-to-date satellite observations for the arctic route; Extracting ice sheet information for the Arctic route region from the satellite observation data; Receiving weather and geographical information about the Arctic Route region; Predicting ice sheet information, weather information, and geographical information from the present to a specific future time point through numerical modeling based on ice sheet information, weather information, and geographical information on the arctic route region; Calculating a risk index for the arctic route region using ice sheet information, weather information, geographical information, and ice sheet information, weather information, and geomorphological information predicted up to the set future time; Calculating an economic index for the Arctic Route Area; Calculating a safe operation index using the risk index and the economical efficiency index, and predicting and creating an optimal route using the safe operation index; And receiving the ice sheet information, weather information, and geographical information periodically after the optimal route forecast, calculating the safe operation index again, and correcting the predicted optimal route using the calculated safe operation index .
In a preferred embodiment, the step of generating the latest satellite observation data for the Arctic route region includes performing format matching of the satellite observation data through format conversion of the satellite observation data; And performing an interpolation operation on satellite observation data on which the format unification is performed.
In a preferred embodiment, the step of performing the interpolation operation interpolates the satellite observation data on which the format unification is performed by using an exponential function interpolation method or a linear interpolation method.
In a preferred embodiment, the step of generating the latest satellite observations for the Arctic Route Area may include providing satellite observations for a portion of the Arctic Route region, Obtain the latest observational data for the Arctic Route Area using satellite observations with the latest observation time.
In a preferred embodiment, the ice sheet information includes at least one of a position, a thickness, a moving direction and a moving speed of the sea ice, an ice density, a boundary, and a kind.
In a preferred embodiment, the weather information includes at least one of wind, sea current, wave, wave, and wave.
In a preferred embodiment, the geomorphological information is undersea obstacle information of a shoal and a reef.
In a preferred embodiment, the safe operation index reflects the risk index by 50% and the economy index by 50%.
In a preferred embodiment, the step of modifying the predicted optimal route may comprise the steps of: (1) modifying the forecasted optimal route by using numerical modeling based on ice sheet information, weather information, and geographical information on the Arctic route region at the time of modification; Predicting information, weather information and geographical information; Calculating a correction risk index for the arctic route region using ice sheet information, weather information, geographical information, and ice sheet information, weather information, and topographic information predicted up to the set future time, ; Calculating a corrected economic index for the Arctic Route Area; Calculating a modified safe flight index using the modified risk index and the corrected economic index, and predicting and creating a corrected optimal route using the modified safe flight index.
According to the present invention, it is possible to provide the latest safety navigation information to vessels navigating in the Arctic region, thereby preventing ships from being exposed to sea ice.
In addition, according to the present invention, it is possible to provide safety navigation information in a wide area because satellite navigation data obtained from a plurality of satellites are used to provide safe navigation information to the arctic route region.
BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a view showing a configuration of an optimal route providing method in an Arctic region according to an embodiment of the present invention,
2 is a view showing a process of generating the latest satellite observation data for the Arctic route region,
FIG. 3 is a view showing a process of finding an optimal route using the safe operation index,
FIG. 4 is a view showing the safe operation index of FIG. 3; FIG.
Hereinafter, embodiments according to the present invention will be described in detail with reference to the accompanying drawings. However, the present invention is not limited to or limited by the embodiments. Like reference symbols in the drawings denote like elements.
FIG. 1 is a view showing a configuration of an optimal route providing method for an Arctic region according to an embodiment of the present invention, FIG. 2 is a view showing a process of generating latest satellite observation data for an Arctic route region, FIG. 4 is a view showing the safety operation index of FIG. 3, and FIG.
Referring to the drawings, a method of providing Arctic Safety Navigation Flight information according to an embodiment of the present invention includes setting an Arctic Route Area (S100), receiving satellite observation data from a plurality of satellites, (S300) of extracting ice sheet information on the arctic route region from the satellite observation data (S300), receiving weather information and geographical information on the arctic route region (S400) (S500) of estimating ice sheet information, weather information, and geographical information for each time period from a start point to a destination arrival point through numerical modeling based on ice sheet information, weather information, and topographic information on the arctic route region, , Ice sheet information, weather information, and geographical information on the Arctic Route Area, (S600) calculating a risk index for the Arctic Route Area using ice sheet information, weather information, and geographical information, calculating an economic index for the Arctic Route Region (S700), calculating the risk index and the economic index (S800) of estimating and generating an optimal route from the start point to the destination using the safe operation index (S800), and calculating the safe navigation index using the ice sheet information, the weather information, and the geomorphological information (S900) of receiving the information, calculating the safe operation index again, and correcting the predicted optimal route using the calculated safe operation index (S900).
The step of setting the Arctic Route Area (S100) is a step of setting a region for the user to navigate the ship in the Arctic Ocean region, that is, an area to obtain information about the navigation.
The step S200 of generating the latest satellite observation data for the arctic route region includes performing a format matching of the satellite observation data through format conversion of the satellite observation data S210, And performing an interpolation operation on the satellite observation data (S220). Since the data provided by each satellite has its own information format, it is necessary to unify the format of these satellite observations in order to use them together to acquire specific information. Also, since satellite observations do not provide complete information on the area, information on areas not provided with information should be obtained through interpolation number.
At this time, the interpolation operation (S220) performs an interpolation operation on the satellite observation data on which the format unification is performed by using an exponential function interpolation method or a linear interpolation method.
In particular, in the step S200 of generating the latest satellite observation data for the arctic route region, each of the satellites provides satellite observation data for each partial region observed by each satellite in the arctic route region, And the satellite observation data for the Arctic route region is generated using the satellite observation data having the latest observation time for each region.
FIG. 2 is a view showing a process of generating the latest satellite observation data for the Arctic route region.
The information obtained by each satellite is limited to the information of a specific area, and the observation information of each satellite should be integrated to obtain observation information for a wide area in the Arctic region. However, the information obtained by each of these satellites is not obtained at the same time. The time at which each satellite acquires information is not synchronized with each other and is different from each other. Therefore, it is difficult to obtain the observation information of the entire Arctic region that we desire from a single satellite. If all of the observation information obtained from each of the satellites are combined and combined, the observation information about the region to be sailed . ≪ / RTI >
In FIG. 2, three satellites (A, B and C) periodically provide satellite observations and continuously receive the latest satellite observations to generate the latest satellite observations for the entire region . Where a is the area covered by artificial satellite A, b is the area covered by artificial satellite B, and c is the area covered by artificial satellite C.
At the time point t0, the first image A1 by the satellite A is acquired and at the time t1, the first image B1 by the satellite B is acquired. Then, in this step, the latest satellite observation data for the whole area (the Arctic Route region for which safe flight information is to be obtained) is generated by using the A1 image and B1 image received at the time t1. Therefore, at this point, each of the images of satellite A and satellite B is the latest data.
At time t2, C1 image, which is the first image by the artificial satellite C, is acquired. Then, in this step, the latest satellite observation data for the entire area (the arctic route region for which the safe operation information is to be obtained) is generated using the A1 image, B1 image and C1 image, which are received at the time t2. Therefore, also at this point, the images of satellite A, satellite B and satellite C are the latest data, respectively. Because the image of the satellite A is still before the new image A2 is obtained, the image of the satellite A is the latest image at the time t2 until the present time. Since the image of the satellite B is still before the new image B2 is obtained, the image of the satellite B is the latest image until time t2. Since the C1 image was obtained at time t2, this image is, of course, the latest image. Therefore, at time t2, A1 image obtained for a region at time t = t0, B1 image obtained for region b at t = t1, S1 image composed of C1 image obtained for region c at t = t2, The data will be up-to-date or up-to-date satellite observations.
At time t3, the A2 image, which is the second image by the satellite A, is acquired. In this step, since the A2 image, which is a new image, has been received for the area a, it is necessary to discard the A1 image, which is the past data for the area, and to update the A2 data, which is the latest data, to the latest data for the area. Therefore, at time t3, S2 satellite observation data consisting of A2 image obtained for a region at time t = t3, B1 image obtained for region b at t = t1, and C1 image obtained for region c at t = t2 are updated Or the latest satellite observations.
At time t4, the B2 image, which is the second image by the satellite B, is acquired. In this step, since the B2 image, which is a new image, is received for the b region, the B1 image, which is the past data for the relevant region, should be discarded and the B2 data, which is the latest data, should be corrected to the latest data for the corresponding region. Therefore, at time t4, S2 satellite observation data consisting of A2 image obtained for a region at time t = t3, B2 image obtained for region b at t = t4, and C1 image obtained for region c at t = t2 are updated Or the latest satellite observations.
In the step S300 of extracting the ice sheet information from the satellite observation data, the ice sheet information includes the position, the thickness, the moving direction and the moving speed, the ice density, the boundary, and the type of the ice sheet, From satellite observations.
In step S400, the weather information is information on wind, ocean current, wave, eclipse, wave, etc., and the geomorphological information is information on the undersea obstacle information to be.
In step S500 of predicting ice sheet information, weather information, and geographical information from the start point to the destination point of arrival through numerical modeling based on ice sheet information, weather information, and geographical information on the Arctic Route region, In this case, the observation data and the weather data received from the satellite observation data are the information at the starting point. Therefore, at the time of arrival of the future point of time, they can not know what situation they are in. Therefore, using appropriate numerical modeling method, it is possible to predict ice sheet information, weather information, and topographical information up to a specific future time point using current ice information, weather information, and topographical information.
When ice sheet information, weather information, geographical information, and ice sheet information, weather information, and geomorphological information predicted up to the set destination arrival point are obtained at the starting point of the Arctic Route Area, (S600). The risk index is calculated by considering the moving speed and direction of the ice sheet as main factors. Next, an economic index for the Arctic Route region is calculated (S700). The economic index is calculated on the assumption that the ship will use less fuel to reach a certain destination. In other words, if you navigate to the nearest distance, the economy index becomes the best, and as the distance to the sea gets longer, the economic index becomes worse. Therefore, the economics index is the best route in the area corresponding to the shortest path.
Next, the safe operation index is calculated using the risk index and the economy index, and the optimal route is predicted using the safe operation index (S800).
FIG. 3 is a diagram for explaining how to predict and create an optimal route using the safe operation index, and FIG. 4 shows the safe operation index in numerals.
3 and 4, a predetermined Arctic route region is divided into cells having a small area, and a safe operation index for each cell is calculated and displayed. Among these cells, a path from a source to a destination is defined as a safety operation index Connect the small cells to create the optimal route.
First, the safe operation index is calculated by combining the risk index and the economy index in the process of calculating the safe operation index of each cell after dividing the area into cells having a small area. At this time, although the safety operation index reflects the risk index 50% and reflects the economic index 50%, it reflects the risk index 60% and reflects the economy index 40% or 70:30 It is also possible to change the respective reflection ratios at various ratios such as calculation.
In Fig. 4, the safe operation index is indicated for each cell. And the optimum route predicted by connecting the cells with the smallest safe operation index is indicated by an arrow.
In FIG. 4, the safety operation indexes such as 10 or 9 are relatively high risk areas, and the safety operation indexes such as 1 or 2 are relatively low risk areas. Represents a safe area.
If the vessel starts to operate using the predicted optimal route but the ship is operating for one month, the ice sheet information and weather information for the relevant route area will be changed continuously for the month. With this changing information, the risks and economies of the route also continue to change.
Therefore, even when the optimal route is predicted and generated considering the risk and economy at the initial departure point, and the navigation is performed using the predicted route, if the surrounding circumstances change over time, the optimal route predicted at the beginning is no longer actually The risk index and the economy index may not be the lowest route.
Therefore, when the vessel starts to operate, it is necessary to constantly collect the changing environmental information to predict a new optimal route for the changing environment, and to operate the ship in accordance with the newly created optimal route, the most safe and economical vessel navigation It becomes possible.
The step of modifying the predicted optimal route proceeds as follows.
First, the ice sheet information, weather information, and geographical information from the correction point to the destination point set by the numerical modeling based on the ice sheet information, the weather information, and the geographical information about the Arctic route region at the time of modification are predicted.
Because ice ice information, weather information, and geomorphological information are changed, ice sheet information, weather information, and topographical information predicted through numerical modeling based on them are also changed.
Next, using the ice sheet information, the weather information and the geomorphological information on the Arctic route region at the time of modification, and the ice sheet information, the weather information, and the geomorphological information predicted up to the set future time, .
Next, the modified economics index for the Arctic Route Area is calculated.
Next, the modified safe operation index is calculated using the modified risk index and the corrected economic index, and the corrected optimal flight route is predicted using the modified safe operation index.
While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the invention is not limited to the disclosed embodiments, but, on the contrary, is intended to cover various modifications and equivalent arrangements included within the spirit and scope of the invention.
Claims (9)
Receiving satellite observations from a plurality of satellites to generate up-to-date satellite observations for the arctic route;
Extracting ice sheet information for the Arctic route region from the satellite observation data;
Receiving weather and geographical information about the Arctic Route region;
Predicting ice sheet information, weather information, and geographical information from a start point to a destination arrival point through numerical modeling based on ice sheet information, weather information, and geographical information about the Arctic route region;
A risk index and an economical index for the Arctic Route Area are calculated using ice sheet information, weather information and geographical information on the Arctic Route Area, and ice sheet information, weather information and geomorphological information predicted up to the set future time step;
Calculating a safe operation index using the risk index and the economical efficiency index, and predicting and creating an optimal route using the safe operation index; And
And receiving the ice sheet information, weather information, and geographical information periodically after the optimal route forecast, calculating the safe operation index again, and correcting the predicted optimal route using the calculated safe operation index and,
In the step of generating the latest satellite observation data for the Arctic Route Area, each of the satellites provides satellite observation data for each partial region observed by each satellite in the Arctic Route Area, and the observation time for each of the partial regions And the satellite observation data for the Arctic route region is generated using the most recent satellite observation data.
Wherein the generating of the latest satellite observations data for the Arctic Route Area comprises:
Performing format conversion of the satellite observation data through format conversion of the satellite observation data;
And performing an interpolation operation on satellite observation data on which the format unification is performed.
Wherein the interpolating operation is performed by using an exponential interpolation method or a linear interpolation method to interpolate the satellite observation data on which the format unification is performed.
Wherein the ice sheet information includes at least one of a position, a thickness, a moving direction and a moving speed of the sea ice, an ice density, a boundary, and a type of sea ice.
Wherein the weather information includes at least one of wind, sea current, wave, eclipse, and wave.
Wherein the geomorphological information is undersea obstacle information of a reef and a reef.
Wherein the safe operation index is calculated by reflecting 50% of the risk index and 50% of the economical efficiency index.
Wherein modifying the predicted optimal route comprises:
Predicting ice sheet information, weather information, and geographical information from a correction point to a specific future time point through numerical modeling based on ice sheet information, weather information, and geographical information on the Arctic route region at the time of correction;
A correction risk index for the Arctic Route Area and a correction risk index for the Arctic Route Area using the ice sheet information, the weather information and the geomorphological information for the Arctic Route Area at the time of modification, and the ice sheet information, the weather information, Calculating an economics index;
Calculating a modified safe flight index using the modified risk index and the corrected economic index; and predicting and creating a corrected optimal route using the modified safe flight index.
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| KR20200094269A (en) | 2019-01-30 | 2020-08-07 | 동강엠텍(주) | Method for supplying safe-voyage in Northic sea |
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| KR102584396B1 (en) * | 2019-05-31 | 2023-09-27 | 삼성중공업 주식회사 | A system for providing weather information for ship and a method of providing weather information using the same |
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| KR102124747B1 (en) | 2018-12-24 | 2020-06-18 | 동강엠텍(주) | Method for supplying safe-voyage in Northic sea |
| KR20200094269A (en) | 2019-01-30 | 2020-08-07 | 동강엠텍(주) | Method for supplying safe-voyage in Northic sea |
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