KR101894674B1 - Ship navigation apparatus and method for providing route information for ship - Google Patents

Abstract

A marine navigation device and a method of providing a route are disclosed. The marine navigation apparatus includes a navigation search unit searching for a marine navigation route to a destination; Wherein the route output unit controls the steering of the ship based on at least one of marine information, vehicle direction information, steering information, and error information between the vehicle direction information and the steering information, And provides the steering control information to be displayed visually or audibly.

Description

Technical Field [0001] The present invention relates to a marine navigation apparatus and a method for providing the marine navigation apparatus,

The present invention relates to a marine navigation apparatus and a method of providing a marine route.

Generally, the ship is equipped with a GPS receiver, and is configured to display the current position of the ship in the map data using the GPS receiver. Unlike the roads on land, there are no fixed routes in the sea, and there are many islands, farms, and reefs. If the captain who operates the ship does not know the surrounding geography closely, he can easily travel to the destination Frequent failures occur.

In addition, even if the position of the ship is displayed on the map data according to the GPS signal received by the GPS receiver provided on the ship, if the view is not secured due to nighttime or mist, the position of the ship displayed on the map makes it easy to operate the ship .

It is difficult to set the route because the land route is linear and the navigation route is easy to set. On the other hand, in case of the sea, there is no predetermined route and the whole sea is the route destination. Even if the route is set, It is only the level of connecting the line by pointing the user directly, and there is a disadvantage that it can not set the correct route automatically.

1 is a view for explaining a route guidance in a conventional marine navigation device. As shown in FIG. 1, when the ship is operated from the port A to the port B, the conventional marine navigation device can not establish a route to the sea made of a plane, and therefore, the port A, which is the departure point, and the port B, As shown in FIG.

In this case, even if an island exists between the port A and the port B, the sea is set on the map data on the map data, and the route that bypasses the island can not be set.

Korean Patent Publication No. 1289349 (Mar. 18, 2013) provides a marine navigation terminal that provides various information through a smart terminal. However, the navigation terminal of the present invention is not limited to a navigation terminal such as a ship's speed, ship's position, It provides only measurement information, and does not provide an accurate route.

The present invention provides a marine navigation device and a navigation providing method capable of searching for and providing a navigation route to a destination in consideration of maritime state information and maritime facilities information based on grid type route data.

The present invention also relates to a marine navigation apparatus and a navigation providing method capable of opening and searching a navigation route on the basis of previous navigation information of a ship in a section in which a navigation route to a destination can not be searched.

The present invention also relates to a marine navigation apparatus and a marine vessel providing method capable of allowing the marine vessel to follow the marine vessel by providing the degree of deviation of the marine vessel between the current direction of the vessel and the change information on the marine vessel.

In addition, the present invention relates to a marine navigation device and a navigation method capable of searching for and providing an optimal navigation route considering maritime condition information and maritime facilities information up to a marine distress signal.

According to an aspect of the present invention, there is provided a marine navigation device capable of searching for and providing a navigation route to a destination in consideration of marine status information and maritime facility information based on a grid type navigation database.

According to an embodiment of the present invention, there is provided a navigation system comprising: a route search unit searching for a ship navigation route to a destination; Wherein the route output unit controls the steering of the ship based on at least one of marine information, vehicle direction information, steering information, and error information between the vehicle direction information and the steering information, Wherein the navigation control device provides the steering control information to be displayed visually or audibly.

According to another embodiment of the present invention, there is provided a navigation system comprising: a GPS module for acquiring a current position of a ship; A communication unit for receiving a distress signal including a distress position of another ship or a victim; A route search unit searching for a distress route using at least one of maritime status information and maritime facilities information of the distress location at a current position of the ship; And a route output unit outputting the detected distress route.

According to another aspect of the present invention, there is provided a navigation providing method of a marine navigation apparatus capable of searching for and providing a navigation route to a destination in consideration of marine status information and maritime facilities information.

According to the first embodiment, searching for a ship navigation route to a destination; And outputting the searched navigation route, wherein the step of outputting the navigation route includes a step of outputting the navigation route based on at least one of maritime information, route guidance information, steering information, and error information between the route information and the steering information Wherein the navigation control device provides the navigation control device visually or audibly to provide the navigation control information for controlling the navigation device of the marine navigation device.

The marine navigation apparatus and the marine vessel providing method according to the embodiment of the present invention can search and provide the navigation route to the destination in consideration of the marine state information and the marine facility information based on the grid type route data.

In addition, the present invention can open and search the navigation route on the basis of the previous navigation information of the ship in a section where the navigation route to the destination can not be searched.

In addition, the present invention can provide a real-time dispatching degree of deviation between the change direction information on the navigation route and the current direction of the ship so that the ship follows the navigation route.

In addition, the present invention can search for and provide an optimal distress route in consideration of maritime state information and marine facility information up to the distress signal.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a view for explaining a route guidance in a conventional marine navigation device; FIG.
2 is a view schematically showing a configuration of a marine navigation apparatus according to the first embodiment;
3 is a view schematically showing an internal configuration of a navigation unit according to the first embodiment;
Fig. 4 is an exemplary diagram of chart data according to the first embodiment, and Fig. 5 is an exemplary view of lattice-shaped route data according to the first embodiment. Fig.
6 is a diagram for explaining a hierarchical structure of lattice-shaped route data according to the first embodiment;
FIG. 7 is a diagram for explaining a connection structure of a virtual grid of grid-like route data according to the first embodiment; FIG.
8 is a diagram showing an example of outputting chart data according to the first embodiment as lattice-shaped route data in a virtual lattice unit;
Figs. 9 and 10 are diagrams for explaining a navigation route according to the first embodiment; Fig.
11 is a view for explaining a navigation route including change direction information according to the first embodiment;
FIG. 12 is a view for explaining a navigation route search based on grid-shaped route data according to the first embodiment; FIG.
13A is a view showing a UI that outputs a navigation route along with the related information according to the first embodiment.
FIG. 13B is a diagram for explaining return to a navigation route when a ship according to the first embodiment departs from the navigation route; FIG.
13C is a view showing a UI outputting a navigation route along with the related information according to the second embodiment.
14 is a view showing a UI outputting a navigation route according to the second embodiment;
15A and 15B are diagrams showing a UI outputting a navigation route according to the third embodiment;
16 is a flowchart showing a method of providing a navigation route according to an embodiment of the present invention;
Figure 17 is a flow diagram illustrating a method of providing an access route in accordance with another embodiment of the present invention.
18 is a flowchart showing a method of providing a navigation route according to another embodiment of the present invention;

BRIEF DESCRIPTION OF THE DRAWINGS The present invention is capable of various modifications and various embodiments, and specific embodiments are illustrated in the drawings and described in detail in the detailed description. It is to be understood, however, that the invention is not to be limited to the specific embodiments, but includes all modifications, equivalents, and alternatives falling within the spirit and scope of the invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, the present invention will be described in detail with reference to the accompanying drawings.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, the present invention will be described in detail with reference to the accompanying drawings. In addition, numerals (e.g., first, second, etc.) used in the description of the present invention are merely an identifier for distinguishing one component from another.

Also, in this specification, when an element is referred to as being "connected" or "connected" with another element, the element may be directly connected or directly connected to the other element, It should be understood that, unless an opposite description is present, it may be connected or connected via another element in the middle.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

FIG. 2 is a view schematically showing a configuration of a marine navigation apparatus according to a first embodiment, FIG. 3 is a view schematically showing an internal configuration of a navigation unit according to the first embodiment, Fig. 5 is an exemplary diagram of lattice-type route data according to the first embodiment, and Fig. 6 is a diagram illustrating the hierarchical structure of lattice-type route data according to the first embodiment. FIG. 7 is a view for explaining a connection structure of a virtual grid of grid-like route data according to the first embodiment, and FIG. 8 is a diagram for explaining a connection structure of grid data according to the first embodiment, 9 and 10 are diagrams for explaining a navigation route according to the first embodiment, and FIG. 11 is a view showing an example of a navigation route including the change direction information according to the first embodiment Explain FIG. 12 is a view for explaining a navigation route search based on grid-shaped route data according to the first embodiment, and FIG. 13A is a view for explaining a navigation route according to the first embodiment, FIG. 13B is a view showing a return to the navigation route when the ship according to the first embodiment is out of the navigation route, FIG. 13C is a view showing the navigation route according to the second embodiment, FIG. 14 is a view showing a UI for outputting a navigation route according to the second embodiment, and FIGS. 15A and 15B are views showing a UI for outputting the navigation route according to the third embodiment. And shows the output UI.

2, the marine navigation apparatus 200 according to the first embodiment includes a display unit 210, an input unit 215, a navigation unit 220, a memory 225, and a processor 230 .

The display unit 210 is a means for outputting various information inputted or processed through the navigation device 200 in the form of time information.

For example, the display unit 210 may be a liquid crystal display.

The input unit 215 is a means for receiving various commands, data, and the like for controlling or operating the marine navigation device 200 from the user.

For example, the input unit 215 may include a plurality of key buttons.

As another example, the input unit 215 may be a touch pad.

2, it is assumed that the display unit 210 and the input unit 215 are separately included in the marine navigation device 200. However, the marine navigation device 200 ).

The navigation unit 220 is a means for receiving at least one of a departure point and a destination of the ship and providing navigation route data from the departure point to the destination of the ship.

In providing the navigation route data, the navigation unit 220 may search and provide the navigation route data from the origin to the destination based on the pre-stored grid type route data.

In addition, the navigation unit 220 may search for and provide the navigation route data by considering at least one of the marine state information and the marine facility information in addition to the grid type route data. Here, the sea state information may include all information about the natural phenomenon that can be measured in the sea such as real-time algae information, wind direction information, wind speed information, and typhoon information.

In addition, the maritime facility information includes information on various facilities that may interfere with vessel operations such as farms, light buoys, reefs, submarine cables, pipelines, and the like.

In other words, the navigation unit 220 searches for the navigation route data including at least one position of the directional location considering at least one of the maritime state information and the maritime facility information between the departure point and the destination based on the grid-shaped route data, Can be output. This will be described in more detail with reference to FIG. 13 below.

3 shows the detailed structure of the navigation unit 220. In FIG.

3, the navigation unit 220 includes a chart database 310, a grid type route database 315, a route search unit 320, and a route output unit 325.

The chart database 310 stores chart data and ship operation information.

Chart data is used to digitize and store electronic maps of maritime, maritime facilities and land. In addition to visible facilities such as land, islands and farms where vessels can not navigate, invisible facilities located in the sea contain a variety of information about non-navigable coastlines, reefs, and coral islands.

Chart data may also include location information for marine facilities such as military facilities, currents, and territorial waters of each country.

Other than that, the data may further include various information about the maritime facilities such as navigation area information, depth of water depth at each sea, bridge height, cable height, submarine pipeline information, depth information of other facilities,

In addition, the sea chart database 310 stores facilities corresponding to respective positions of maritime facilities in the form of polygons, using the location information of maritime facilities based on sea chart data.

Therefore, in the case where the data is loaded and outputted in the chart database 310, the facilities can be output in the form of polygons.

An example of outputting data in the form of a polygon is shown in Fig.

The ship navigation information represents the GPS log data of the route operated by the actual ship.

The chart database 310 may receive GPS information through a GPS receiver provided on the ship in accordance with the ship's operation and store the information as ship operation information.

Such navigation information can be used to search the navigation route for the relevant section with reference to the navigation information when there is a section in which the navigation route can not be searched using the grid-like route data between the departure point and the destination.

The grid-like route database 315 stores grid-like route data.

Here, the lattice route data represents a chart in a grid form based on the chart data.

In order to facilitate understanding and explanation, the lattice route data will be briefly described with reference to FIG.

In general, the sea is represented by a single plane. Therefore, it is very difficult to determine the navigation route between the departure point and the destination at sea, unlike land.

In order to facilitate this, a virtual node is created based on a certain distance in each area represented by a plane in the sea chart data, and a virtual grid is created by connecting the virtual node and the virtual node with each other, It is possible to search the navigation route.

As shown in FIG. 5, a virtual node can be created by a predetermined interval with reference to chart data, and a virtual grid can be generated by linking a link with a neighboring virtual node adjacent to each virtual node.

The grid-like route data represents such chart data as a virtual grid. In addition, the virtual node included in the lattice route data is classified into the operable node and the non-operable node.

That is, the virtual grid at the position where the ship can not be operated by referring to the sea chart data is classified into the non-operational nodes, and the virtual grid at the operable positions can be separately stored as the operational nodes.

In Fig. 5, the white virtual node represents a node that can not be operated, and the black virtual node represents a node that can be operated.

Accordingly, when the navigation unit 220 searches for the navigation route between the departure point and the destination using the grid-shaped navigation route data, the navigation route can be searched for around the navigation-enabled node except for the virtual node that can not be operated.

Such a virtual grid can be generated at a sufficient distance from land and inaccessible areas in consideration of the accessibility of the ship.

In addition, the virtual lattice included in the lattice route data may have a hierarchical structure as shown in Fig.

In general, the sea can be divided into the offshore area, the far-off area and the offshore area based on the distance from the land.

Since there are many maritime facilities in the offshore area, it is necessary to generate the virtual grid more precisely for the offshore area when creating the virtual grid included in the grid type route data.

On the other hand, there is no possibility that maritime facilities exist in the oceanic area compared to the offshore area, so it is not necessary to generate tightly when generating the virtual grid.

Thus, virtual lattices can be created with different sizes depending on the sea classification.

That is, the virtual grid of the offshore region can be generated smaller than the perspective region and the oceanic region, and the perspective region can be generated larger than the virtual grid of the offshore region and smaller than the virtual grid of the oceanic region. Further, the virtual grid of the oceanic ocean region can be generated larger than the oceanic and far-sea region.

In addition, the virtual grid may be expressed as a virtual grid of a higher level by grouping the virtual grid into a plurality of units. In this way, when a virtual grid is represented at a high level, a virtual node of a virtual grid represented by a higher level and a virtual node of a virtual grid of a lower level must have the same attribute.

Referring to FIG. 6, consider a virtual node shared by lower-level virtual lattices and higher-level virtual lattices. If the attributes of the virtual nodes of the lower level and the virtual nodes of the higher level virtual lattice are mutually different, they can not be used for the navigation route search.

Therefore, if the virtual grid of the lower level and the attributes of the virtual node shared among the virtual grid of the upper level are the same, it is possible to express to the higher level.

In addition, the virtual lattice can be set to have different densities according to the sea classification. This means that the maritime regions are separated for maritime search more closely in the region close to the land through the maritime region division, that is, in the maritime region where there are relatively many facilities, and all the maritime regions are connected.

Therefore, each of the separated sea areas must be connected to each other, so that some of the virtual nodes may be shared among the sea areas and connected to each other by the virtual grid between the separated sea areas.

By forming the hierarchical structure having the virtual grid at the upper level in this manner, there is an advantage that the search speed can be increased by referring to the virtual grid at the upper level in the navigation route search.

That is, the upper level virtual node and the lower level virtual node at the same point have the same connection information as a result. Such connection information may include a map number, a node number, or a network database storage location.

7 is a view for explaining various link connections between virtual nodes included in a virtual grid.

As shown in FIG. 7, the virtual node can be interconnected with neighboring neighboring virtual nodes. Neighboring nodes adjacent to the center E of the virtual node located at the center of FIG. 7 include upper left virtual node 710A, upper virtual node 710B, upper right virtual node 710C, left virtual node 710D, 710E, a lower left virtual node 710F, a lower virtual node 710G, and a lower right virtual node 710H.

In other words, the E virtual node can form a mutual link with neighboring neighbor nodes. In this specification, in order to facilitate understanding and explanation, a virtual node adjacent to a specific virtual node is collectively referred to as a first neighbor node Quot;

In addition, the E virtual node may include virtual nodes that can be directly connected in the diagonal direction, such as left upper left virtual node 720A, upper left upper virtual node 720B, upper right upper virtual node 720A, A virtual lower left virtual node 720C and a left lower left virtual node 720H form a link with a virtual upper left virtual node 720C, a right upper virtual node 720D, a lower right virtual node 720E, a lower right virtual node 720F, You can create a grid. In order to facilitate understanding and explanation, these virtual nodes will be referred to as secondary neighbor nodes.

These secondary neighbor nodes are virtual nodes adjacent to the first adjacent nodes in the diagonal direction among the first adjacent nodes in the upper, lower, left, or right directions, and are nodes not located in the diagonal direction of the first adjacent node .

In the embodiment of the present invention, the virtual lattice describes a link to the first neighbor nodes and the second neighbor nodes, respectively. However, according to the implementation method, in addition to the second neighbor nodes, May be established.

However, when the link to the n-th adjacent nodes is complicatedly formed around a specific node, the virtual grid becomes very complicated and the amount of computation for route calculation to the destination increases exponentially. Thus, Only the link to the secondary neighbor node will be considered.

8 shows an example of outputting chart data as grid-like route data in a virtual lattice unit.

As described above, the grid-like route data will be fully understood. Such grid-like route data and sea chart data may be generated and stored by the marine navigation device 200 or may be generated through a separate tool and stored in the memory of the marine navigation device 200. Here, it should be understood that the memory is collectively referred to as a storage device such as an SD card, a HDD, and the like.

The route search unit 320 is a means for searching the navigation route between the start point and the destination based on the grid type route data.

At this time, the route searching unit 320 can search the navigation route considering at least one of the marine status information and the maritime facilities information in addition to the grid type route data.

The navigation route includes at least one position (v1, v2, v3, v4) between the source and destination, as shown in Fig.

When searching the navigation route considering at least one of the maritime state information and the maritime facility information based on the grid type route data, the route search unit 320 assigns a weight to the straight line distance between the virtual nodes of the virtual grid of the grid type route data So that the navigation route can be searched in a linear form (see FIG. 11).

In this way, when the navigation route is searched without weighting the straight line distance between the virtual nodes included in the virtual grid, the navigation route may be relatively long as shown in Fig.

Also, unlike the route through which the actual ship passes, it can be seen that the turning point (turning angle) is clearly displayed in angles. In addition, it is difficult to know the position of the starting point of the route at the starting position of the ship when the distance from the starting position of the present ship to the starting point of the route where the operating route exists. This is the same around the destination.

Therefore, it is desirable to search the route so that it is close to the straight line distance by weighting the straight line of the lattice as much as possible when searching the navigation route using the grid type route data.

In FIG. 10, it is assumed that the origin position is the A point, the destination position is the B point, and the positions of the variables such as v1, v2, v3 and v4 are present on the navigation route searched between the origin and destination.

The route searching unit 320 can search for a unit route from the place of departure to the first position (v1) (for convenience, referred to as a first unit route) using the lattice route data. In addition, the route searching unit 320 can search unit route (second unit route) from the first position position v1 to the second position position v2. In this way, the route search section 320 can search the unit route from the departure point or the previous point of departure point to the next point of departure or destination, respectively, using the grid type route data.

In searching for a unit route, the route searching unit 320 can search the unit route by considering the sea state information and the marine facility information as described above.

In searching for the navigation route, the route search unit 320 may determine the navigation route (the shortest time navigation route) that can arrive in the shortest time considering the maritime state information and the marine facility information, (Hereinafter, referred to as a standard navigation route) considering both the distance and the time.

That is, the route searching unit 320 may search for the shortest time travel route, the shortest distance travel route, and the standard travel route, respectively, and provide the shortest time travel route, the shortest distance travel route, and the standard travel route.

In addition, if the grid-like route data can not be used for all or some of the sections during the search for the navigation route between the departure point and the destination, the navigation search unit 320 can search the navigation route considering further the navigation information .

That is, as described above, since the ship navigation information is the GPS log information previously operated by the actual ship to the departure place and the destination, it can be used to search the navigation route for all or some sections.

In addition, the route searching unit 320 may further use the vessel information in searching for the navigation route from the origin to the destination.

In other words, it may or may not be possible to operate a certain section of the operating route according to the size of the ship and the draft of the ship.

Therefore, the route search section 320 may further provide the possibility of operation for a specific section on the navigation route, considering the maritime tide information and the ship information.

In other words, depending on ship draft and tide, some sections of the route may be navigable by the vessel, or may not be navigable by the vessel. Therefore, the route search unit 320 can search for and provide the available time of the ship according to the marine tide information on the navigation route at the destination.

In addition, the route search unit 320 may re-search the route to the next position on the navigation route based on the current position of the ship when the ship falls a certain distance or more from the navigation route.

The route output unit 325 is means for outputting the navigation route detected by the route search unit 320 in an audiovisual form.

The route output unit 325 can convert the straight line-shaped navigation route into a curved line in consideration of the ship's steering angle information before outputting the navigation route (refer to the transition point in FIG. 9).

In addition to the navigation route, the route output unit 325 may also output shift information on the navigation route, ship steering information, and typo information between the turn information and the steering information.

As shown in Fig. 12, the route output unit 325 can linearize the route to the destination of the lattice route data according to the weight data, and output the navigation route. This makes it possible to avoid navigating farther than the passage that can pass if the vessel actually sails.

The route output unit 325 dashed from the departure position of the ship to the start point of the route where the navigation route exists or from the route end point where the navigation route exists to the destination when the navigation route does not exist at the departure point or the destination of the ship , A dashed line, a dotted line, or the like, to display and output the direction and position.

Here, the guide line is a route starting point of the navigation route or a route start point of the navigation route by using the navigation information (GPS log) of the actual navigated ship in the area where the navigation route does not exist near the departure point or destination of the ship, You can connect to the path endpoint.

13A shows an example in which the route output unit 325 outputs the turnout information, the ship steering information, and the typo information between the turnaround information and the steering information together with the navigation route.

This will be described in more detail with reference to FIG. 13A.

Reference numeral 1010 in the route output unit 325 is a UI for outputting the navigation route searched by the route search unit 320. Reference numeral 1015 is a compass UI for outputting variation information on the navigation route. Reference numeral 1020 denotes a UI And reference numeral 1025 denotes a UI for error information between the change point information and the steering information. Here, the compass may be a magnetic bearing or a true azimuth taken from a gyro compass or the like (including a GPS compass).

13A is merely an example to facilitate understanding and explanation, and it is natural that the UI form can be output in various forms in addition to the form of FIG. 13A. For example, each of the orientation displays shown at the bottom may be displayed so that only one orientation is close-up (i.e., one orientation display screen) by double-clicking any one of the orientation displays.

The ship steering information includes the ship's current direction information 1020A and ship's ship heading information 1020B. Here, the present direction information of the ship is preferably displayed in the actual operating direction of the ship taken from the movement of the GPS position, so that the compass-shaped bearing may be displayed at the lower end of the bow direction information 1020B if necessary (See Fig. 13C).

The error information also includes steering angle control information 1025A indicating an error between the vehicle direction information and the current direction information, and error angle information 1025B indicating an error between the heading direction information and the vehicle direction information.

Here, the steering gear control information 1025A is information indicating to what degree the steering gear is controlled by reflecting inconsistent diving deviation information between the navigation route and the present traveling direction of the ship. Therefore, the steering gear control information 1025A is used to calculate the steerage control information 1025A from the position (PORT :-), the starboard (STBD: +) which is calculated when the navigation route from the current position It is preferable to display it in numerical value.

Therefore, the steering control information 1025A should be understood as a dialing correction value necessary for operating the next position of the navigation route based on the current position of the ship. Here, when the error is '0', a display device such as a green lamp (or sound) may be additionally operated to emphasize this.

Such steering gear control information 1025A can be interlocked with the steering control device of the ship. In this case, there is also an advantage that the ship automatically controls the navigation of the ship in accordance with the control information 1025A so that the ship can automatically operate along the navigation route.

For example, suppose that the ship has departed from the navigation route as shown in FIG. 13B.

In this case, along with the navigation route, the turnout information, the ship steering information, and the typification information between the turnaround information and the steering information can be output together with the route route output section 325. In particular, as described above, inconsistent drifting off information between the navigation route and the present traveling direction of the ship can be displayed as the steer control information 1025A.

13B, when the ship departs from the navigation route, the steering outputted by the route output section 325 controls the steering by referring to the control information 1025A, so that the ship returns to the navigation route in the shortest time There is an advantage to be able to do.

* Without such control, the ship will have to travel to the departure route for a considerable amount of time, and as a result, the shipping cost may increase. However, when the ship is operating, it controls the steering at the time of departure of the ship and directs the ship to the normal route with the shortest distance immediately, so there is no unnecessary additional route and thus the operation cost of the ship can be minimized. For example, if there is no steer control information 1025A in FIG. 13B, the ship will return to the normal route along the dashed line b or leave the complete route, but when the steer control information 1025A is provided, Therefore, it is possible to return to the normal route immediately. Of course, depending on the setting, (a) and (b) may be reversed.

In addition, when the steering control information is automatically interlocked with the control device capable of controlling the steering gear, when the ship departs from the navigation route more than a predetermined distance, the steering control device provided on the ship, based on the steering control information, It is possible to allow the ship to automatically return to the navigation route and to operate the navigation route.

Of course, according to the implementation method, the navigation unit may allow the ship to return to the navigation route within the shortest time based on the navigation control information, and may return to the navigation route at the shortest distance instead of the shortest time.

In addition, the navigation unit may separately provide a guide line so that the departed ship can return to the navigation route optimally considering both the time and the distance.

In this way, when the ship departs from the navigation route, a route for returning to the navigation route based on the current position of the ship may be displayed as time information (for example, a guide line, etc.) separate from the navigation route.

In addition, the route output unit 325 may output the average line speed (AVG) and the maximum line speed (MAX) of the ship together with the navigation route.

Compared with vehicle navigation, since there is a designated route on the road, the navigation system sets a new route when it is determined that the vehicle navigation is out of order. In this case, the new route is not an optimal route. In addition, there is no case in which a vehicle that normally travels when the vehicle is traveling on the road does not depart from the road. In this case, adjustment of the travel angle of the steering wheel is not necessary.

On the other hand, various causes such as seawater flow, wind, and tide difference on the sea affect the operation of the ship, and besides the land, the ship can be operated anywhere besides the designated route. Therefore, even if the same vessel is operated on the same route at the same speed, it is not recognized that the ship has departed from the normal route because the ship is departing from the route, It is possible. As a result, even if the ship completely departs from the navigation route or returns to the normal navigation route, the operating cost will increase considerably. However, in the present invention, in which the navigation information is provided continuously during navigation of a ship, the navigation control angle is displayed even when the ship is affected by seawater flow, so that the ship can return to the normal navigation route without departing from the normal navigation route. You do not need to navigate the route.

That is, the steering gear control information 1025A can be always useful during the operation of the ship regardless of whether the ship departs from the normal navigation route or is operated. In addition, since the navigation section guides the ship to return to the normal route with the shortest distance when the navigation route departs, the operation cost of the ship can be considerably reduced. In addition, there is a risk of accident such as a reef when an unsteady route is operated. However, since the possibility of the ship to which the present invention is applied is always low, the probability of an accident can be considerably lowered.

Meanwhile, the UI shown in FIG. 13A corresponds to an embodiment of the present invention, and a UI displaying another UI display form or another index can be displayed.

14 is a view showing an example of outputting a navigation route according to another embodiment of the present invention.

As shown in Fig. 14, the route output unit 325 can output the ridable time at the starting point and the destination together with the navigation route when the navigation route detected by the route searching unit 320 is outputted.

In addition, the route output unit 325 provides the departure-possible time at the departure place and the destination along with the operation route, and separately displays the partial route which is not possible to berth in the navigation route. .

For example, in the low tide state, some of the navigational routes may include navigable routes. The route output unit 325 may display the unavailable route as a ridiculable route so that the ship can provide the navigation route to the corresponding route.

In addition, the route output unit 325 may separately route the navigation route at the berth available time based on the navigation information of the existing navigation information when the grid-like route data of the navigation route is not available at the departure point and the destination along with the berth available time zone . The route output unit 325 can output a visual information form different from the navigation route provided based on the existing grid type route data when the navigation route is separately provided based on the ship operation information.

Further, as already described above, the ship navigation information may be provided in connection with the route end point of the navigation information.

Also, in the high tide, the navigation route, which is displayed in a straight line, may be provided based on natural or artificially formed waterways in the low tide condition. If a navigation route is provided based on natural or artificially formed waterways, the navigation route may be provided in a meandering form using the existing navigation information (GPS log information) of the ship.

In addition, the route output unit 325 may be configured such that, when additional routes are provided based on the ship's flight information, additional routes are provided only when additional routes are available based on the berth available time zone or vessel information (draft) You may.

It is assumed that information on such natural or artificial channels in the low-tide state is stored in the pre-map database.

15A and 15B are views showing an example of outputting a navigation route according to another embodiment of the present invention.

Referring to FIGS. 15A and 15B, the route output unit 325 can display the current route and the cruise speed information of the current ship together with the navigation route detected by the route search unit 320. FIG. In addition, the present steering information of the ship at the navigation route position of the ship and the steering information and the change direction information necessary for the change point can be outputted together.

In addition, the route output unit 325 may further display the ship condition information (rolling, yawing, pitching).

When the navigation route is output, the route output unit 325 may output the arrival time of each specific position (for example, the position of the destination) and the destination information for each destination of the route along with the speed information of the ship have.

For example, the route output unit 325 can calculate and display the estimated arrival time for each position (for example, a transition position) on the navigation route on the basis of the current speed limit of the ship. This allows you to print what time you arrive at your final destination along with your flight route.

In addition, the route output unit 325 may separately display the ridable position according to the marine state information at the destination at the estimated arrival time by calculating the estimated arrival time to the final destination based on the current speed of the ship.

Here, the cruise speed of the ship may be displayed in the form of a note, or in the form of km / h.

In another example, the route output unit 325 calculates the speed of the ship to arrive at the destination at the departure time and the arrival time at the departure point when the estimated arrival time for the destination is input, You may. This function allows you to specify the time zone of the target point that can be settled in high tide, so that it can arrive at the destination with fixed speed within the fixed time without the shutdown of the stoppage waiting for the high tide during the voyage, Effect can be obtained.

Thus, the route output unit 325 can output not only the navigation route detected by the route search unit 320, but also various information necessary for the navigation together with the navigation route.

For example, the present invention can make the state of the tide accompanied by a change in tide displayed in the direction and length of the arrow. Accordingly, the operator of the ship can operate the boat by controlling the speed of the ship by adjusting the steering angle by referring to the state of the bird. That is, in FIG. 15B, the solid line arrows show the direction and flow velocity when the tide is in the direction of the arrow and the length, and it can be seen that the flow velocity is the fastest at the B (sea water) point and the flow velocity is the slowest at the C point. On the other hand, it can be seen that the flow velocity from the point B (from the sea) to the point C corresponds to the middle point. The dashed arrows indicate the direction and flow velocity of the ebb. According to this, it can be seen that the flow velocity is the fastest at the point D and the flow rate between the point C and the point D is medium. Therefore, it can be seen that, from the point A to the point C, the steering angle should be weighted toward the port side, and the point from the point C to the point B (land) should be weighted toward the starboard side opposite to the steering angle. At this time, the display may be represented by an arrow of a still image or a moving arrow of a moving image.

In this case, the degree of weighting affects the tidal flow from point A to point B (sea surface) and point D to point B (land) The point up to the point may be provided as information on how much the steering angle of the ship should be set to a certain weight in consideration of the phenomenon that it affects the searched route to a side close to 90 degrees. The relationship between the speed and the angle of the bird and the relation between the angle and the weight of the bird can be easily deduced from the above information if the operator is skilled. For example, in the case of a bird close to 90 degrees, the steering angle is weighted more heavily than the 45 degrees, Depending on this quickness, weights can be made heavier. The relationship between the route and the tide also affects the speed of the ship. For example, if a ship with a speed of 10 knots receives 3 knots at the front, the actual speed will be 7 knots. Therefore, the tide information provides an important milestone for the operator.

In the present invention, as well as the result of the navigation according to the present invention, that is, in conjunction with the information of 1025A and 1025B shown in FIG. 13A, There is an advantage that navigation information can be provided.

The configuration of the navigation unit 220 has been described in detail with reference to FIG. Referring again to Fig. 2, the memory 225 is a means for storing various data necessary for operating the marine navigation device 200. [

The processor 230 may be coupled to the internal components of the marine navigation device 200 according to one embodiment of the present invention (e.g., the display portion 210, the input portion 215, the navigation portion 220, the memory 225, ).

16 is a flowchart illustrating a method of providing a navigation route according to an embodiment of the present invention.

In step 1610, the marine navigation device 200 acquires the current position of the vessel.

For example, the marine navigation device 200 can acquire current position information of a ship using a GPS receiver provided in the marine vessel.

In step 1615, the marine navigation device 200 loads the marine chart data in the marine chart database 310 and displays the present position of the marine on the marine chart data and outputs it.

In step 1620, the marine navigation device 200 receives at least one of a starting point and a destination.

In the case of the origin, it may be automatically set based on the current position information of the marine navigation device 200. Therefore, the marine navigation device 200 may receive only the information about the destination separately.

Of course, the starting position and the position of the ship may be different. In such a case, the marine navigation device 200 can also receive a starting point separately.

In step 1625, the marine navigation device 200 loads the grid-like route data in the grid-like route database 315.

In step 1630, the marine navigation device 200 searches for the navigation route from the origin to the destination using the loaded grid type route data.

As described above with reference to FIG. 3, the marine navigation device 200 may further include at least one of the maritime state information and the maritime facilities information between the departure point and the destination based on the grid-like route database, It is possible to search the included navigation route.

Since this is the same as described above, redundant description will be omitted.

In step 1635, the marine navigation device 200 simultaneously outputs the searched navigation route on the map data.

At this time, the marine navigation device 200 can output various information necessary for the navigation of the ship in addition to the navigation route. Since this is the same as described above, redundant description will be omitted.

17 is a flowchart illustrating a method of providing an access route according to another embodiment of the present invention.

In step 1710, the marine navigation device 200 receives the distress signal. Here, the distress signal may include the distress location.

At this time, the distress signal may be received from another ship or may be received from a life jacket worn by a distressed distressed person at sea.

A GPS module can be attached to the survivor's vest, and the distress location of the victim can be dispatched based on this.

Of course, distress signals may also be received through the ocean control room.

In step 1715, the marine navigation device 200 searches for the route between the current position of the ship and the distress position included in the distress signal.

As already described with reference to Figs. 2 to 3, the marine navigation device 200 can search the route from the current position of the ship to the distress position based on the lattice route data.

In addition, the marine navigation device 200 can search the route by further considering the maritime state information and the maritime facilities information between the current location and the distress location.

In step 1720, the marine navigation device 200 outputs the searched route.

Thereby, the marine navigation apparatus 200 has an advantage that it can navigate to the navigated route and promptly participate in the distress activity.

18 is a flowchart illustrating a method of providing a navigation route according to another embodiment of the present invention.

In step 1810, the marine navigation device 200 determines whether there is another ship approaching within a certain distance to the ship being operated according to the navigation route.

Generally, each ship is equipped with an AIS (Auto Identification System). As a result, each ship can display the position (coordinates) of the other ship.

The marine navigation device 200 can determine whether another ship on the current navigation route is approaching based on the AIS.

If the other ship is approaching within the predetermined distance to the current vessel position on the navigation route, the marine navigation device 200 recognizes the other vessel as an obstacle in step 1815 and searches for the navigation route where the other vessel can be avoided.

At this time, the marine navigation device 200 can search for the navigation route that can avoid the other marine vessel to the next position on the navigation route based on the current position of the marine vessel.

In addition, the marine navigation device 200 re-searches the section navigation route in a gentle curve in consideration of the steering angle information so as to avoid a sudden change in the ship, .

In step 1820, the marine navigation device 200 outputs the navigation route including the detected section navigation route.

As another example, the marine navigation device 200 can control the navigation route to be not opened on the sea within a certain distance based on the typhoon route, referring to the typhoon route in the marine state information.

That is, the marine navigation device 200 may search for the navigation route including at least one position of the meta by referring to the grid type route data, the marine state information, and the maritime facilities information by avoiding the typhoon route.

For example, if another ship approaches the current vessel position on the navigation route within a certain distance, the navigation device 200 sets a route avoiding the collision and controls the ship's control device (not shown) Can automatically control the steering of the ship. As a result, even if the ships enter each other within a certain distance, an accident may not occur.

On the other hand, the access information of such other ships may be received from an ocean control center or the like, and the ships may detect the approach of another ship by using a communication device such as a radar. In this case, the detection device and the navigation device 200 are interlocked with each other, so that the navigation device 200 can reset the path through which the collision can be avoided.

In this regard, although the physical scheme is omitted in the present invention, the tide information, the farm site information, the obstacle information, the typhoon information, the AIS information, and the distress location (MOB) information described above are integratedly managed by the communication network and the on- But may additionally include an Internet interfacing configuration for storing and utilizing the flight information of the ship collected from the ship navigation as the big data, while providing safety information.

The navigation providing method of the marine navigation apparatus according to the present invention can be implemented as a computer readable code on a computer readable recording medium. The computer-readable recording medium includes all kinds of recording media storing data that can be decoded by a computer system. For example, it may be a ROM (Read Only Memory), a RAM (Random Access Memory), a magnetic tape, a magnetic disk, a flash memory, an optical data storage device, or the like. In addition, the computer-readable recording medium may be distributed and executed in a computer system connected to a computer network, and may be stored and executed as a code readable in a distributed manner.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it will be understood by those of ordinary skill in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the following claims And changes may be made without departing from the spirit and scope of the invention.

210:
215:
220: navigation unit
225: Memory
230: Processor

Claims (5)

The navigation section searches for the navigation route to the destination, searches the navigation route for availability of a section on the navigation route in consideration of the tide information and the vessel information on the sea, A navigation route searching unit for searching together with the available time of the ship according to the navigation information; And
And a control unit for converting the detected navigation route into a curved shape in consideration of steering angle information of the ship and outputting control information for steering control of the marine vessel along with change point information on the navigation route, And an output unit,
Wherein the ship steering information includes the current direction information of the ship and the ship heading information and the control information includes steering control information which is an error between the change direction information and the current direction information, Wherein the navigation route includes at least one position of a transition between a departure location and a destination location,
Wherein the route search unit comprises:
If the route data can not be used in some sections during the search of the ship navigation route, it is possible to search for the unit navigation route in units of the unit route up to the position of the current position, The navigation route is searched for the navigation route and the navigation route in the area where the navigation route does not exist using the ship draft and the existing navigation information for the navigation route existing in the departure place or the navigation route in the vicinity of the destination, Providing the additional route in connection with the navigated route only when an additional route of the area in which the navigation route does not exist is available based on the draft of the ship,
Wherein the navigation device controls the steering of the ship so that the ship returns to the navigation route in accordance with the steering control information.
The method according to claim 1,
Wherein the steering control information is displayed as a steering angle of the steering wheel.
The method according to claim 1,
The route output unit includes:
And the direction and intensity of the bird are displayed together with arrows on the navigation route.
A GPS module for acquiring a current position of the ship;
A communication unit for receiving a distress signal including a distress location of the victim;
When the distress signal is received while searching for the ship navigation route by considering the maritime state information, the navigation facility information and the eyepiece information between the departure point and the destination on the basis of the grid type route data, A route search unit for further multi-searching the distress route using state information and maritime facility information; And
The vessel navigation route and the searched navigation route are simultaneously output with different time information, and the change information, the ship steering information, and the control information for steering control of the ship are output together with the ship navigation route And a route output unit,
Wherein the route search unit comprises:
The navigation section searches for the navigation route to the destination, searches the navigation route for availability of a section on the navigation route in consideration of the tide information and the vessel information on the sea, And the time when the ship can be operated according to the time,
The route output unit includes:
Wherein the control information includes a current direction information of the ship and a ship heading information, and the control information includes at least one of the change direction information and the change direction information, The steering angle information being an error between the current direction information and an error between the transition direction information and the heading direction information, wherein the operating route includes at least one position of a position between a departure location and a destination,
Wherein the navigation device controls the steering of the ship so that the ship returns to the navigation route in accordance with the steering control information.
The navigation section searches for the navigation route to the destination, searches the navigation route for availability of a section on the navigation route in consideration of the tide information and the vessel information on the sea, Searching for available time of vessel navigation according to the navigation information; And
Converting the detected navigation route into a curved shape in consideration of the steering angle information of the ship, and outputting the change information on the navigation route, the ship steering information, and control information for steering control of the ship together with the navigation route , ≪ / RTI &
Wherein the ship steering information includes the current direction information of the ship and the ship heading information and the control information includes steering control information which is an error between the change direction information and the current direction information, And error angle information,
Wherein the navigation route includes at least one position of a transition between a source and a destination,
Wherein the step of searching for the navigation route comprises:
If the route data can not be used in some sections during the search of the ship navigation route, it is possible to search for the unit navigation route in units of the unit route up to the position of the current position, The navigation route is searched for the navigation route and the navigation route in the area where the navigation route does not exist using the ship draft and the existing navigation information for the navigation route existing in the departure place or the navigation route in the vicinity of the destination, Providing the additional route in connection with the navigated route only when an additional route of the area in which the navigation route does not exist is available based on the draft of the ship,
Wherein the navigation device is configured to automatically control the steering of the ship so that the ship returns to the navigation route in accordance with the steering control information.

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