KR102355388B1 - Ship Safety Management System And Method Thereof - Google Patents

Abstract

The present invention provides a ship safety management system and a method therefor. A ship safety management system according to an embodiment of the present invention generates seafarer data including real-time location information of a seafarer, selectively outputs a vessel inspection item according to the inspection route of the seafarer, and according to the vessel inspection item A seafarer terminal that generates and transmits inspection result information, creates the inspection route based on the location information of the crew terminal, determines whether the inspection is normal according to the received inspection result information, and if it is abnormal, an abnormal state image and resolution A safety management server that generates guide information, a captain terminal that receives at least one of the inspection result information, the abnormal state image, and the solution guide information, and generates a captain's instruction based thereon, and the inspection result information, the abnormality and a navigator terminal for receiving at least one of the status image, the solution guide information, and the captain's instructions, and generating the navigator's instructions based thereon.

Description

Ship Safety Management System And Method Thereof

The present invention relates to a ship safety management system and method, and more particularly, to a system and method for automatically controlling and managing a ship when a safety problem such as a fire or sinking occurs in a sailing ship.

In order to prevent and reduce ship accidents, IMO, the international maritime organization under the UN, enacted the International Safety Management Code (ISM CODE), a safety management system, forcing each shipping company to establish and implement it.

At this time, the International Safety Management Code (ISM CODE) encompasses all matters related to the reinforcement of requirements such as the physical stability of the structure and facilities of the ship itself and the qualification verification and qualifications of seafarers for maritime safety and marine environment preservation. Therefore, the ship must collect, record, maintain and operate the safety management status of the ship according to the safety management system regulations.

However, since the operation of the existing ISM is done by paper documents, accessibility and usability are poor, and it is relatively inefficient compared to the method using a smart device. Therefore, they are unable to focus on the safe operation task, which is the fundamental purpose of the establishment of the ISM, and spend a lot of work time on paperwork. , problems such as errors and omissions of data were inevitable.

Accordingly, in order to prevent accidents and reduce costs through systematic management of ships, it is urgently necessary to establish an e-ISM system (location-based automatic work system for ships) that incorporates ICT technology when operating ISM.

In addition, a system for remotely monitoring information on an onboard system has been developed to prevent ship operation accidents and reduce costs, but there is no development of a system for the main purpose of ship safety.

The conventional ship safety management system is mainly focused on reducing operating costs including fuel costs, so safety considerations are insufficient, it is difficult to determine the emergency situation of a ship in real time at sea and on land, and it takes a lot of time to support on land to respond to marine accidents. There is a problem with this taking.

On the other hand, there are various types of accidents such as fire, overturning, and stranding in marine accidents. Here, in the case of a fire accident, the fire spreads due to insufficient awareness of the initial fire or inexperienced response to the fire and the vessel may be burned out, so it is necessary to quickly detect and respond to the fire. And, the rollover accident may occur due to the loss of stability of the ship during the voyage. That is, the ship may overturn due to the consumption of fuel oil or fresh water and bad weather after leaving the ship in a state where ballasting work is not performed properly before departure. In addition, the ship may overturn due to the influence of poor stability due to arbitrary modification, increase in the center of gravity caused by not loading ballast water in the designated tank, and strong winds and waves due to bad weather. And, the stranded accident may occur because the ship operator does not recognize the abnormal state of the navigation equipment during the voyage, and operates based on the location information erroneously displayed on the instrument panel of the navigation equipment.

Therefore, it prevents marine accidents by monitoring the vessel status in real time during vessel operation. It is required to develop a ship safety management system that can

Korean Patent Publication No. 10-1355359 (2014.01.17)

An object of the present invention is to provide a ship safety management system and method that efficiently perform ship safety management through a wireless communication terminal and facilitate information exchange between city passengers, sailors, navigators and captains.

In addition, an object of the present invention is to provide a ship safety management system and method for collecting and analyzing data on the state of a ship in real time, and providing crisis response guide information in response to a crisis situation.

The problems to be solved by the present invention are not limited to the problems mentioned above, and other problems not mentioned will be clearly understood by those skilled in the art from the following description.

A ship safety management system according to an embodiment of the present invention for achieving the above object generates crew member data including real-time location information of a crew member, and selectively outputs a vessel inspection item according to the crew member's inspection path, A seafarer terminal that generates and transmits inspection result information according to the vessel inspection item, generates the inspection route based on the location information of the seafarer terminal, determines whether the inspection is normal according to the received inspection result information, and if it is abnormal The safety management server for generating an abnormal state image and solution guide information, the check result information, the captain terminal for receiving at least one or more of the abnormal state image and the solution guide information, and generating captain instructions based on this, and the and a navigator terminal for receiving at least one of the inspection result information, the abnormal state image, the resolution guide information, and the captain's instructions, and generating the navigator's instructions based thereon.

In addition, the ship safety management system, a passenger terminal that generates and transmits passenger data including real-time location information of the passenger, and receives and outputs an alarm and crisis response guide information when a crisis situation occurs; may further include.

And the safety management server, a collection unit that collects and transmits at least one of the crew data, the passenger data, the navigation data, and the environment data from a plurality of sensing devices installed in the vessel, the shortest time based on the position of the crew Alternatively, an inspection analysis module that generates an optimal inspection route by calculating the shortest distance, and performs state analysis of the ship inspection item based on the inspection result information, static stability, dynamic stability, and crew movement based on the collected data A stability analysis module that performs a stability analysis of the ship by calculating the index and whether or not resonance occurs between the ship and the wave, and fire that performs a fire analysis of the ship according to detecting whether a fire has occurred based on the collected data An analysis module, a navigation analysis module that performs navigation analysis of the vessel according to detecting an abnormal state of a navigation facility during navigation based on the collected data, and the abnormal state image, the solution guide information, the alarm and It may include an output unit for outputting at least one or more of the crisis response guide information.

A ship safety management method according to an embodiment of the present invention for achieving the above object generates seafarer data including real-time location information of a seafarer, and selectively outputs a vessel inspection item according to the inspection route of the seafarer, Seafarer inspection step of generating and transmitting inspection result information according to the vessel inspection item, generating the inspection route based on the position information of the seafarer, determining whether it is normal according to the received inspection result information, and if it is abnormal A safety management step of generating an abnormal state image and resolution guide information, a captain instruction step of receiving at least one or more of the inspection result information, the abnormal state image, and the resolution guide information, and generating a captain instruction based thereon, and the and receiving at least one of the inspection result information, the abnormal state image, the resolution guide information, and the captain's instructions, and generating the navigator's instructions based thereon.

In addition, the ship safety management method may further include; a passenger notification step of generating and transmitting passenger data including real-time location information of passengers, and receiving and outputting an alarm and crisis response guide information when a crisis occurs.

And the safety management step is a collection step of collecting and transmitting at least one of the crew data, the passenger data, the navigation data, and the environment data from a plurality of sensing devices installed in the ship, the shortest time based on the location of the crew Alternatively, an inspection and analysis step of generating an optimal inspection route by calculating the shortest distance and performing a state analysis of the ship inspection item based on the inspection result information, static stability, dynamic stability, and crew movement based on the collected data A stability analysis step of performing a stability analysis of the ship by calculating the index and whether or not resonance occurs between the ship and the wave, and fire analysis of the ship is performed by detecting whether a fire has occurred based on the collected data The analysis step, the navigation analysis step of performing navigation analysis of the vessel as an abnormal state of the navigation equipment is detected at the time of navigation based on the collected data, and the abnormal state image, the solution guide information, the alarm and It may include an output step of outputting at least one or more of the crisis response guide information.

Other specific details of the invention are included in the detailed description and drawings.

A ship safety management system and method according to an embodiment of the present invention can efficiently support a response to various accidents occurring in a marine vessel.

In addition, it can support the construction of safety management and cost-effective ISM system (location-based automatic work system for ships).

1 is a configuration diagram of a ship safety management system according to an embodiment of the present invention.
2 is a block diagram of a safety management server of a ship safety management system according to an embodiment of the present invention.
3 is a configuration diagram illustrating a data flow of a ship safety management system according to an embodiment of the present invention.
4 is a flowchart illustrating an operation flow of a ship safety management method according to another embodiment of the present invention.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. Advantages and features of the present invention and methods of achieving them will become apparent with reference to the embodiments described below in detail in conjunction with the accompanying drawings. However, the present invention is not limited to the embodiments disclosed below, but will be implemented in a variety of different forms, and only these embodiments allow the disclosure of the present invention to be complete, and common knowledge in the technical field to which the present invention belongs It is provided to fully inform the possessor of the scope of the invention, and the present invention is only defined by the scope of the claims. Like reference numerals refer to like elements throughout.

It should be understood that although first, second, etc. are used to describe various elements, components, and/or sections, these elements, components, and/or sections are not limited by these terms. These terms are only used to distinguish one element, component, or sections from another. Accordingly, it goes without saying that the first element, the first element, or the first section mentioned below may be the second element, the second element, or the second section within the spirit of the present invention.

The terminology used herein is for the purpose of describing the embodiments and is not intended to limit the present invention. In this specification, the singular also includes the plural unless specifically stated otherwise in the phrase. As used herein, “comprises” and/or “made of” refers to a referenced component, step, operation and/or element of one or more other components, steps, operations and/or elements. The presence or addition is not excluded.

Unless otherwise defined, all terms (including technical and scientific terms) used herein may be used with the meaning commonly understood by those of ordinary skill in the art to which the present invention belongs. In addition, terms defined in a commonly used dictionary are not to be interpreted ideally or excessively unless clearly defined in particular.

In this case, the same reference numerals refer to the same components throughout the specification, and it will be understood that each configuration of the process flowchart drawings and combinations of the flowchart drawings may be performed by computer program instructions. These computer program instructions may be embodied in a processor of a general purpose computer, special purpose computer, or other programmable data processing equipment, such that the instructions performed by the processor of the computer or other programmable data processing equipment are not described in the flowchart configuration(s). It creates a means to perform functions.

It should also be noted that in some alternative embodiments it is also possible for the functions recited in the configurations to occur out of order. For example, it is possible that two components shown one after another may in fact be performed substantially simultaneously, or that the components may sometimes be performed in the reverse order according to the corresponding function.

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

1 is a configuration diagram of a ship safety management system 1 according to an embodiment of the present invention, and the ship safety management system 1 includes a safety management server 10 , a sailor terminal 100 , a captain terminal 200 , It may be composed of a navigator terminal 300 and a passenger terminal 400 .

In this case, the crew terminal 100 and the passenger terminal 400 are computing terminal devices having one or more processors and one or more memories, which can connect to the safety management server 10 in a wired or wireless manner. Such terminal devices include a smart phone, a tablet personal computer (PC), a mobile phone, a video phone, an e-book reader, a desktop PC, and a laptop. (laptop) PC, netbook PC, personal digital assistant (PDA), portable multimedia player (PMP), MP3 player, mobile medical device, camera, wearable device (work For example, a computing device such as a head-mounted device (HMD), electronic clothing, electronic bracelet, electronic necklace, electronic accessory (appcessory), electronic tattoo, or smart watch (smart watch) may be this. can

This is merely an example, and the terminal in the present invention should be interpreted as a concept including all devices capable of transmitting data or signals that have been developed and commercialized or will be developed in the future in addition to the above-described examples.

In addition, one or more applications may be installed in the crew terminal 100 and the passenger terminal 400, and in particular, an API (Application Program Interface) or embedded system related to the ship safety management system 1 according to an embodiment of the present invention. An application including embedded software may be installed.

In addition, the communication unit provided in each of the crew terminal 100 and the passenger terminal 400 is configured to transmit and receive data or signals with the safety management server 10 . In addition, the control unit of each of the crew member terminal 100 and the passenger terminal 400 is functionally connected to the communication unit and other devices including the safety management server 10, that is, the captain terminal 200 and the navigator terminal 300 and It may be configured to control the process of transmitting and receiving data or signals.

And the captain terminal 200 and the navigator terminal 300 is also a computing terminal device having one or more processors and one or more memories, which can connect to the safety management server 10 in a wired or wireless manner, and is a kiosk (KIOSK) desirable.

Accordingly, the sailor terminal 100, the captain terminal 200, the navigator terminal 300 and the passenger terminal 400 may include all wired and wireless home appliances/communication terminals having a display module, and in addition to the mobile communication terminal, a computer, a notebook computer, a tablet It may be an information communication device such as a PC or a device including the same.

The display module may output whether or not the voice authentication result is obtained, and includes a liquid crystal display (LCD), a thin film transistor-liquid crystal display (TFT LCD), an organic light-emitting diode (OLED) , OLED), a flexible display (flexible display), a three-dimensional display (3D display), an electronic ink display (e-inkdisplay), may include at least one of a transparent display (TOLED, transparent organic light emitting diode), the display When the module is a touch screen, various information can be output at the same time as voice input.

And as an example of the safety management server 10, a cloud server, an IMS (IP Multimedia Subsystem) server, a telephony application server, an IM (Instant Messaging) server, a MGCF (Media Gateway Control Function) server, MSG ( Messaging Gateway) server and CSCF (Call Session Control Function) server may be included.

The network shown in FIG. 1 is a text, digital image, and digital signal between the crew terminal 100 , the navigator terminal 200 , the captain terminal 300 and the passenger terminal 400 and the safety management server 10 . It means a data communication network for transmitting and receiving data such as video, and the type is not particularly limited.

And each terminal can be accessed through the network, and the network includes a local area network (LAN), a metropolitan area network (MAN), a wide area network (WAN), the Internet, and 2G. , 3G, 4G mobile communication network, Wi-Fi (Wi-Fi), may include Wibro (Wibro), etc., of course, includes a wired network as well as a wireless network. An example of such a communication network is the Internet. In this case, as the wireless network, wireless LAN (WLAN) (Wi-Fi), wireless broadband (Wibro), World Interoperability for Microwave Access (Wimax), High Speed Downlink Packet Access (HSDPA), etc. may be used.

Referring to FIG. 1 , the ship safety management system 1 generates seafarer data including real-time location information of a seafarer, and selectively outputs a vessel inspection item according to the inspection route of the seafarer, and according to the vessel inspection item The inspection route is generated based on the location information of the crew terminal 100 and the crew terminal 100 that generates and transmits the inspection result information, and determines whether it is normal according to the received inspection result information, and if it is abnormal, The safety management server 10 for generating an abnormal state image and resolution guide information, the captain terminal for receiving at least one or more of the inspection result information, the abnormal state image and the resolution guide information, and generating a captain's instruction based thereon (200) and receiving at least one of the inspection result information, the abnormal state image, the resolution guide information, and the captain's instructions, and may include a navigator terminal 300 for generating navigator instructions based thereon. .

In addition, the ship safety management system 1 may further include a passenger terminal 400 that generates and transmits passenger data including real-time location information of passengers, and receives and outputs an alarm and crisis response guide information when a crisis occurs. have.

Specifically, the means for providing the real-time location information of the crew member terminal 100 and the passenger terminal 400 may be a GPS, a beacon, NFC, or an RFID method, and the location information is transmitted to the safety management server 10 . can be transmitted.

However, by installing a beacon in addition to the above-described means in a dangerous area that is difficult to access within the ship, the location information of the crew can be clearly collected anywhere.

And the safety management server 10 can accurately determine the position of the crew member by mapping it with the ship's map (design drawing), and generates an optimal inspection route, wherein the optimal inspection route allows the crew to efficiently manage time and distance. It may be a path having the shortest time or the shortest distance that can be moved.

Therefore, the safety management server 10 may generate the inspection route based on the list of tasks to be processed by the seafarer and the real-time location information of the seafarer, and transmit the inspection route to the seafarer terminal 100, Vessel inspection items that can be processed at the current location may be output from the crew terminal 100 .

In other words, the vessel inspection item according to the inspection route may be output through the seafarer terminal 100 according to the real-time location information of the seafarer. And the seafarer checks the ship inspection item, inputs the checklist (the result of collecting, recording, maintaining, and checking the safety management state), which is the inspection result information, into the seafarer terminal 100 and sending it to the safety management server 10 . can send

Here, the ship inspection item output to the sailor terminal 100 may be at least one or more of navigation information, engine information, E-ISM document, ship equipment manual, and ship service training materials, and includes a bridge, an office, a pump room, etc. It may be information that needs to be viewed in a ship service area, such as a cabin where the At this time, the e-ISM document is an electronic document of information necessary for business processing and safe operation of ships according to the ISM Code (International Safety Management Regulations).

And the safety management server 10 receives the inspection result information from the crew member terminal 100, and based on this, the engine, equipment, equipment, navigation information, engine information, E-ISM document, and ship equipment in the ship that performed the inspection. It is possible to judge whether the manual, ship work training, etc. are normal.

At this time, all transmission/reception records and related documents may be stored in the database 17 provided in the safety management server 10 .

Meanwhile, when the safety management server 10 determines that the inspection result information is abnormal, the abnormal state image may be generated and the solution guide information for normal maintenance may be generated. At this time, the abnormal state image is a 3D-rendered image or a live-action image or image of the engine, equipment, equipment, area, etc., in the vessel determined to be abnormal, to visually inform the captain, the navigator and the crew of the abnormal state. can

The safety management server 10 will be described later in detail with reference to FIG. 2 .

And the captain terminal 200 receives the abnormal state image and the solution guide information together with the inspection result information from the safety management server 10, outputs it to the captain, and receives the captain's instructions, so that the captain's instructions are given. can be created and sent.

In this case, the captain's instructions may be transmitted not only to the navigator terminal 300 , but also to the safety management server 10 and the crew member terminal 100 .

In addition, the captain terminal 200 stores the captain's instructions for each situation, and automatically extracts and outputs the captain's instructions corresponding to at least one of the inspection result information, the abnormal state image, and the solution guide information. can

And the navigator terminal 300 receives the abnormal state image, the solution guide information, and the captain's instructions together with the inspection result information, outputs it to the navigator, and receives the navigator's instructions according to the captain's instructions. You can create and transmit navigator instructions.

At this time, the navigator's instructions may be transmitted not only to the crew terminal 100 , but also to the safety management server 10 and the captain terminal 200 .

In addition, the navigator terminal 300 stores the navigator instructions for each situation, and automatically extracts and outputs the navigator instructions corresponding to at least one of the captain instructions, the abnormal state image, and the solution guide information. can

Therefore, when the inspection result in the ship is judged to be abnormal, all workers in the ship can effectively receive the abnormal status information and the solution guide, and it is possible to time-efficiently transmit and receive instructions from the captain and the navigator.

And the passenger terminal 400 generates real-time location information and passenger data based on the GPS provided in the terminal and transmits it to the safety management server 10, and the safety management server 10 maps the ship's map (plan) and It is possible to accurately determine the location of passengers. In this case, the passenger data may be information such as a passenger's name, age, passenger name, boarding area, boarding time, and the like.

Accordingly, when a crisis situation such as a fire or sinking occurs, the location of the passengers may be identified through the passenger terminal 400 , and alarm and crisis response guide information may be output to the passengers. That is, when a crisis situation occurs, an alarm can be quickly output to the passenger terminal 400 to minimize damage to human life.

2 is a block diagram of a safety management server of a ship safety management system according to an embodiment of the present invention.

Referring to FIG. 2 , the safety management server 10 collects and transmits at least one of the crew data, the passenger data, the navigation data, and the environment data from a plurality of sensing devices installed in the ship and transmits the collection unit 11 , an inspection analysis module 12 that generates an optimal inspection route by calculating the shortest time or shortest distance based on the position of the sailor, and performs state analysis of the vessel inspection item based on the inspection result information, the collection The stability analysis module 13, which performs the stability analysis of the ship by calculating the static stability, dynamic stability, crew mobility index, and whether or not resonance between the ship and the wave occurs based on the obtained data, based on the collected data A fire analysis module 14 that performs a fire analysis of the vessel according to whether or not a fire occurs, and a navigation analysis that performs a navigation analysis of the ship according to detecting an abnormal state of a navigation facility during navigation based on the collected data It may include a module 15 and an output unit 16 for outputting at least one of the abnormal state image, the solution guide information, the alarm, and the crisis response guide information according to the analysis result.

In addition, the safety management server 10 further includes a wireless communication unit (Radio Communication unit, 18), a database 17, and a control unit (or processor, not shown) including a transmitter and a receiver that can store platform or data, etc. This may be done, and this is merely an example and may further include other configurations than the configuration shown in FIG. 2 .

At this time, the overall process of data communication with at least one of the crew terminal 100 , the captain terminal 200 , the navigator terminal 200 , and the passenger terminal 400 , such as signal processing and hierarchical processing of the safety management server 10 . is controlled by the database 17 and the control unit, and a connection relationship may be formed between the database 17, the wireless communication unit 18, and the control unit.

In addition, the wireless communication unit 18 included in the safety management server 10 may include a transmitting unit and a receiving unit as mentioned above, and the transmitting unit and the receiving unit are crew terminal 100, captain terminal 200, navigator terminal ( 300) or between the passenger terminals 400 and may be configured to transmit and receive data or signals.

In addition, the safety management server 10 can be reported to land through maritime wireless communication such as LTE-Maritime in addition to wireless communication with the in-ship terminal, and the target for receiving documents on land can be shipping companies, ship owners, ports, etc. have.

At this time, the communication cost is high because communication is connected between the ship and the land through the satellite at sea. Accordingly, the cost of satellite communication can be reduced by converting the transmitted information into a code and minimizing the data capacity. When using symbolic code, data conversion conventions for code may be required on land servers.

Specifically, the collection unit 11 may collect crew member data from the crew member terminal 100 and collect passenger data from the passenger device 400 . And the collection unit 11 collects operation data and environmental data, which may be collected from a plurality of sensors installed in operation equipment in a ship, and all data may be collected at a certain period. In addition, some data having high importance may be received and collected in a short period, and data of relatively low importance may be received and collected in a long period.

For example, the operation data and the environmental data of the collection unit 11 may be collected from the operation equipment of the ship, such as a steering gear for steering the direction of the ship, a bridge navigation device, and the like, and an engine, a generator, Monitoring and control system (AMS: Alarm Monitoring and Control System) of major institutions such as tanks and valves, inclinometer, fire detection sensor (smoke sensor, heat sensor, gas sensor, concentration sensor, etc.), open/close detection of fire doors and watertight doors It can be collected from a number of sensors installed in the ship, such as a sensor, a fuel oil leak detection sensor, a tank level detection sensor, and the like.

And the inspection and analysis module 12 receives the seafarer data including the real-time location information of the seafarer terminal 100 collected by the collecting unit 11, and maps it with a map (design drawing) of the vessel to accurately determine the position of the seafarer and can create an optimal inspection path based on this.

In this case, the optimal inspection path may be a path having the shortest time or the shortest distance through which the crew member can efficiently move time and distance.

That is, the inspection analysis module 12 may generate the inspection route based on the list of tasks to be processed by the seafarer and the real-time location information of the seafarer, and transmit the inspection route to the seafarer terminal through the wireless communication unit 18 . (100) can be transmitted.

In addition, the inspection analysis module 12 receives the inspection result information from the crew member terminal 100, and based on this, the inspection is performed on the engine, equipment, equipment, navigation information, engine information, e-ISM document, and vessel in the vessel. It is possible to determine whether equipment manuals, ship work training, etc. are normal. In this case, all transmission/reception records and related documents may be stored in the database 17 .

Meanwhile, when the inspection analysis module 12 determines that the inspection result information is abnormal, the abnormal state image may be generated and the solution guide information for normal maintenance may be generated. At this time, the abnormal state image is a 3D-rendered image or a live-action image or image of the engine, equipment, equipment, area, etc., in the vessel determined to be abnormal, to visually inform the captain, the navigator and the crew of the abnormal state. can

Then, the solution guide information for maintaining the abnormal state as normal is calculated using the database 17, and the crisis response guide information on the operation method and maintenance method of the operating facility is calculated, but the database 17 is Failure causes and actions to be taken can be saved for each anomaly condition.

For example, the database 17 may store expert knowledge such as equipment manuals, maintenance instructions, maintenance know-how, and the like for failure causes and actions for each abnormal condition condition.

Therefore, if an abnormal condition according to inspection analysis or stability analysis or fire analysis or navigation analysis is searched in the database 17 and an abnormal condition corresponding to the abnormal condition according to each analysis is detected, By extracting the cause of the failure and the measures to be taken from the database 17, the solution guide information or the expected response guide information can be calculated.

And the stability analysis module 13, before departure, the transverse meta center (M) of the ship and The GM value, which is the distance to the center of gravity (G), can be calculated.

In this case, the cargo may be a type having a large weight, such as a vehicle, and in order to accurately calculate the GM value, the number and location of passengers, and equipment having a large weight such as a tank provided in a ship should be considered.

Therefore, before departure, the GM value, which is the distance between the transverse meta-center (M) and the center of gravity (G) of the ship, is calculated, and the calculated GM value is compared with a preset static stability reference value. When the calculated GM value is less than a preset static stability reference value, it may be determined that the static stability is degraded to a dangerous state.

In addition, the stability analysis module 13 is a dynamic stability index, which is the ratio (%) of the restoring force to the overturning force of the ship during operation, in order to confirm the decrease in the dynamic stability of the ship due to the external force of wind and waves according to the deterioration of the marine weather. , and compares the calculated dynamic stability index with a preset stability reference index. When the calculated dynamic stability index is less than a preset stability reference index, it may be determined that the dynamic stability is reduced to a dangerous state.

In addition, the stability analysis module 13 shows the effect of the movement of the vessel on the work efficiency of the crew during operation, in order to confirm the decrease in the mobility of the crew member due to the external force of wind and waves according to the deterioration of the marine weather. Calculate the motility index. It may be calculated based on the crew data collected through the collection unit 11, and the crew mobility index may be calculated in inverse proportion to the degree of movement of the vessel. For example, the crew mobility index is calculated by normalizing the degree of movement to a real value between 0 and 1 based on the maximum and minimum values, subtracting the normalized value from 1, and converting the subtracted value into a percentage (%) value. can be calculated. Here, the degree of movement of the vessel includes pitching, rolling, vertical acceleration, and sway acceleration.

Therefore, the stability analysis module 13 compares the calculated sailor mobility index with a preset mobility reference index, and when the calculated sailor mobility index is less than the preset mobility reference index, it is determined that the crew's mobility deteriorates and is lowered to a dangerous state. can

In addition, the stability analysis module 13 may calculate whether or not resonance occurs between the ship and the wave during operation in order to confirm the risk of resonance of the ship due to the interaction between the ship and the wave.

For example, the resiliency analysis module 13 is a synchronous rolling (Synchronous rolling), parametric rolling (Parametric rolling), high wave attack (High wave attack) and surf-riding and broaching (Surf-riding & broaching) four types It is possible to determine whether resonance occurs between the ship and the wave of

Here, synchronous rolling occurs when the intrinsic sway period of the ship and the encounter period of waves coincide. And, parametric rolling is a phenomenon in which lateral sway occurs despite waves entering the bow or stern of the ship, and occurs when the encounter period of the waves is approximately half of the intrinsic lateral sway period of the ship. And, high wave attack is a phenomenon in which the static restoring force decreases as the vessel is continuously placed at the peak of the wave. occurs in case In addition, surfriding and broaching occur when the ship receives waves from the stern, and when the center of the hull is located at the crest of the wave or the uphill wave front, a sudden sway of the bow occurs and the hull is placed parallel to the wave. .

In addition, the stability analysis module 13 may provide predicted simulations of the static stability index and the dynamic stability index according to weather information.

In addition, the fire analysis module 14 collects the environmental data and the passenger data through the collection unit 11, and calculates the location of the fire by using the location information where the fire detection sensor that detects the fire is installed based on this. The evacuation time required for all passengers to evacuate may be calculated using the location of the fire, real-time location information of the passenger terminal 400, and passenger data at all times.

In addition, the fire analysis module 14 may calculate the available evacuation time, which is a limit time before the emergency escape route is blocked by determining the degree of flame, temperature, and smoke caused by a fire based on the environmental data.

And the fire analysis module 14 is the evacuation time required for all passengers to evacuate using the calculated fire location and passenger occupancy rate, and the limit time until flame, temperature, and smoke caused by the fire block the emergency escape route. Fire analysis is performed by calculating the available evacuation time. For example, the evacuation required time and the evacuation limit time according to the location of the fire and the passenger occupancy rate may be stored in advance in the form of a table.

Accordingly, the crisis response guide information in the fire analysis module 14 may be generated including the location of the fire, the required evacuation time, the available evacuation time, and the emergency escape route. In addition to this, the crisis response guide information may include location information of fire extinguishing facilities and a fire safety area.

In addition, the fire analysis module 14 may detect not only a fire but also a hazardous substance based on the environmental data, and calculate whether or not the hazardous substance has spread and a spreading time. That is, the fire analysis module 14 may receive the leaked location information from the collection unit 11 based on location information where each concentration detection sensor is installed, as well as the information and weather information of the hazardous substances.

For example, through the location information of the concentration detection sensor and weather information including any one or more of wind direction, wind speed, and humidity, the location of the first concentration detection sensor at which the concentration of the harmful substance above a first predetermined level is measured, and the Next, the position of the second concentration detection sensor in which the concentration value of the harmful substance is measured above a certain level may be confirmed. Then, the first concentration detection sensor and the second concentration detection sensor each measured the weather information such as wind speed, wind direction, humidity, etc. and information such as the particle size, shape, weight, etc. of the harmful substance to the outflow of Location information can be calculated.

In addition, the diffusion time, diffusion rate, and diffusion range may be calculated based on the amount of change in the concentration of the harmful substance through the information of each concentration detection sensor, and the diffusion path may be calculated based on this.

Then, the fire analysis module 14 may calculate the available evacuation time and the evacuation route based on the diffusion path, and may generate the crisis response guide information for this.

In this case, the harmful material may be a material harmful to the human body generated due to a fire, or may be a material harmful to the human body leaked due to incorrect storage of cargo in a ship.

At this time, even in the same crisis response guide, the work items to be checked and recorded according to the position of the worker (captain, first mate, second mate, third mate, deck chief, communication chief, cook, engine chief, first engineer, second engineer, etc.) can be different. Accordingly, it is possible to generate and output a crisis response guide matching the position of the worker.

And the navigation analysis module 15 determines whether the operation equipment is in an abnormal state or an emergency state based on the operation data, but the abnormal state may be a state in which any one of the operation equipment malfunctions, and the emergency state may be in a state in which any one of the operation facilities has stopped operating.

In this case, the operation data collected through the collection unit 11 may be information on operation such as weather conditions, latitude, longitude, radar information and route information, and the operation equipment may be any engine device used for operation. .

That is, the operation equipment may include operation equipment such as a steering gear, a bridge navigation device, and the like, and an AMS (Alarm Monitoring and Control System) of an in-ship engine, an open/close sensor for a fire door and a watertight door, It may include a sensor such as a fuel oil leak detection sensor, a tank level detection sensor, and the like.

Here, the steering gear may output a rudder angle value through a rudder angle indicator, and may output a state value. In addition, the bridge navigation equipment is an automatic ship identification system (AIS), an electronic chart display & information system (ECDIS), a global positioning system (GPS), and a radar (RADAR). , Autopilot, Echo-Sounder, Log that measures the speed and stability of a ship, Gyro-Compass, INDICATOR, M/ENG, VTS, etc. .

Specifically, AIS (Auto Identification System) is a system capable of automatic remote recognition signal transmission and reception for the position of a ship, RADAR is an equipment that transmits radio waves and receives a reflected wave from a target to find out the location of the target, and ECDIS ( Electronic Chart Display and Information System) is an electronic chart system that displays chart information by computer instead of paper charts used in ships. ECDIS is a navigation system that enables the use of Electronic Navigational Chart (ENC) for actual navigation. In addition to the electronic chart, ECDIS can be connected with navigation sensors to help the navigation plan and route monitoring of the navigator, and can selectively display chart information along with the ship's position at every moment. A gyro compass is an instrument used for direction measurement or rotation angular velocity measurement by using the rotational inertia of a high-speed rotating body. It allows the ship's direction and balance to be kept constant, and the indicator is a measuring instrument that measures the relationship between the cylinder pressure change of the ship's internal combustion engine and the movement of the piston, and M/ENG means the ship's main engine. VTS (Vessel Traffic Service; Maritime Traffic Control System) is a navigation service task designed to improve port safety or port operation efficiency from congestion of sea traffic, increase in dangerous cargo, and potential risk of environmental pollution. Provide timely information on surrounding conditions and maritime traffic conditions within the VTS area. The VTS provides information that can be helpful in the ship's navigation decision-making process.

Therefore, the navigation analysis module 15 can monitor the status value of the steering gear to determine whether the steering gear is in an abnormal state or an emergency state, and by monitoring the status value output from the bridge navigation device, whether the bridge navigation device is in an abnormal state or emergency It is possible to determine whether the state is present, and it is possible to determine whether the engine is in an abnormal state or an emergency state by monitoring the state value of the engine obtained by the monitoring and control system of the engine in the ship.

In addition, when the inspection analysis module 12 determines that the inspection result information is abnormal, the output unit 16 may output the abnormal state image and also output the solution guide information for resolving the abnormal state.

Accordingly, the abnormal state image information and the solution guide information may be transmitted to the crew terminal 100 , the captain terminal 200 , and the navigator terminal 300 through the wireless communication unit 18 .

In addition, when the GM value calculated by the stability analysis module 13 is less than the preset static stability reference value, the calculated dynamic stability index is less than the preset stability reference index, the calculated crew mobility index is When it is less than a preset motility reference index or when the resonance occurs during operation, an alarm indicating that a crisis situation has occurred may be output.

For example, when the calculated GM value is less than a preset static stability reference value, the output unit 16 may generate an alarm notifying that the static stability has deteriorated to a dangerous state. In addition, when the calculated dynamic stability index is less than a preset stability reference index, the output unit 16 may generate an alarm indicating that the dynamic stability has been reduced to a dangerous state. In addition, when the calculated crew mobility index is less than a preset mobility reference index, the output unit 16 may generate an alarm notifying that the crew mobility is deteriorated and deteriorated to a dangerous state. In addition, when the resonance between the ship and the wave occurs during operation, the output unit 16 may generate an alarm indicating that the ship and the wave are in a dangerous state due to the resonance.

And the output unit 16 is to convert the dangerous state of the ship according to the static stability degradation of the ship, the dynamic stability degradation, the crew mobility degradation or resonance to a normal state, including the operation method and maintenance method of the ship equipment. Guide information can be calculated using the database 17 .

For example, if an abnormal condition according to the stability analysis is searched for in the database 17 and an abnormal condition corresponding to the abnormal condition is detected according to the resiliency analysis, the failure cause and measures corresponding to the detected abnormal condition are stored in the database By extracting from (17), the crisis response guide information can be calculated.

And when it is determined that a fire has occurred in the fire analysis module 14, the output unit 16 may output an alarm informing of an emergency situation resulting therefrom, and an alarm or the An alarm informing of an emergency state may be output, and the crisis response guide information according to fire evacuation or hazardous material evacuation may be output together.

Here, the crisis response guide information is the same as the response manual provided in the ship according to international regulations, may be stored in the database 17, and through the wireless communication unit 18, the captain terminal 200 who is in charge of the operation of the ship may be transmitted first. In this case, as the application mounted on the captain terminal 200 is activated, the captain terminal 200 may display the received coping manual on the screen and output the coping manual as voice.

And the output unit 16 is based on at least one of whether the static stability is reduced, whether the dynamic stability is reduced, whether the crew mobility is reduced, whether the resonance occurs, whether the fire occurs, whether the abnormal state or whether the emergency state With this method, the alarm of interest level, alarm level of caution level, alarm level of alert level, and alarm level of severe level can be output step by step.

That is, the output unit 16 synthesizes the results of analyzing the ship condition in at least one of the inspection analysis module 12 , the stability analysis module 13 , the fire analysis module 14 , and the navigation analysis module 15 , Depending on the ship condition, an alarm can be generated in a level of interest, a level of caution, a level of caution, and a level of seriousness, which can be output to visually tell the difference by changing colors and symbols.

For example, the output unit 16 may generate an alarm of the interest level when it is determined that the navigation equipment is in an abnormal state in the navigation analysis module 15 . And when it is determined that the static stability or crew mobility is reduced in the stability analysis module 13, the output unit 16 generates an alarm of the caution step, and that the dynamic stability is reduced or that resonance between the ship and the wave has occurred If it is determined, an alarm of the alert stage may be generated.

Also, when a fire occurs in the fire analysis module 14 or it is determined that the operating facility is in an emergency state, the output unit 16 may generate an alarm of a serious level.

And the output unit 16, at least one or more of whether the static stability is reduced, whether the dynamic stability is reduced, whether the crew mobility is reduced, whether the resonance occurs, whether the fire occurs, the abnormal state, and the emergency state. When it is determined that the occurrence is determined, an activation signal that increases the sensitivity of the collection unit 11 may be output.

For example, if it is determined that a decrease in static stability or a decrease in dynamic stability has occurred, the output unit 16 may output the activation signal increasing the sensitivity of the collection unit 11 to the collection unit 11 , and the activation signal The collection unit 11 that has received the data may continuously collect the crew data, the passenger data, the operation data, and the environment data rather than a predetermined period.

In addition, the collection unit 11 that has received the activation signal may collect sensor data in the vessel whose importance is set to be low.

For example, when it is determined that the abnormal state has occurred and the output unit 16 transmits the activation signal to the collection unit 11, data is collected from sensors or equipment provided in major facilities among the navigation facilities. The unit 11 may collect sensor data provided in all engine devices used for navigation.

Alternatively, when it is determined that the fire has occurred and the output unit 16 transmits the activation signal to the collection unit 11 , the environmental data may be continuously collected from all fire detection sensors installed in the ship.

By increasing the sensitivity of the collecting unit 11 as described above, when a problem occurs in the ship, the cause can be clearly found, and additional damage caused by the problem can be prevented.

Therefore, various notifications according to the dangerous state and the crisis response guide information may be transmitted to the crew terminal 100 , the captain terminal 200 and the navigator terminal 300 through the wireless communication unit 18 .

Therefore, the above-described ship safety management system 1 is able to send and receive commands for follow-up measures such as evacuation, evacuation, and fire extinguishing according to emergency situations to the captain, navigators and crew members, and accordingly, damage to human life due to emergency situations can be minimized.

3 is a configuration diagram illustrating a data flow of a ship safety management system according to an embodiment of the present invention.

Referring to FIG. 3 , the crew terminal 100 generates real-time location information, and the location information is transmitted to the collection unit 11 of the safety management server 10 (S31).

Then, the inspection and analysis module 12 of the safety management server 10 accurately determines the position of the crew member by mapping it with the map (design drawing) of the ship, and generates an optimal inspection path, wherein the optimal inspection path is determined by the time of the crew member. And it may be a route having the shortest time or the shortest distance that can efficiently move the distance, and outputs a ship inspection item that can be processed at the seafarer's current position from the seafarer terminal 100 .

Therefore, the inspection analysis module 12 can generate the inspection route based on the list of tasks to be processed by the seafarer and the real-time location information of the seafarer, and transmit the inspection route to the seafarer terminal 100 (S32) , the ship inspection items that can be processed at the current location of the seafarer are output from the seafarer terminal 100 .

And the seafarer checks the ship inspection item, inputs the checklist (the result of collecting, recording, maintaining, and checking the safety management state), which is the inspection result information, into the seafarer terminal 100 and sending it to the safety management server 10 . transmit (S33).

The safety management server 10 receives the inspection result information from the seafarer terminal 100, and based on this, the engine, equipment, equipment, navigation information, engine information, e-ISM document, and ship equipment in the ship that performed the inspection based on this information. It is judged whether the manual, ship work training, etc. are normal.

Meanwhile, when the inspection analysis module 12 determines that the inspection result information is abnormal ( S34 ), the abnormal state image may be generated and the solution guide information for normal maintenance may be generated.

The abnormal state image and the solution guide information transmission may be transmitted to the captain terminal 200 and the navigator terminal 300, respectively (S35 and S36).

And the captain terminal 200 receives the abnormal state image and the solution guide information together with the inspection result information from the safety management server 10, outputs it to the captain, and receives the captain's instructions, so that the captain's instructions are given. It is generated and transmitted (S37).

The captain's instructions are preferably transmitted to the safety management server 10, the crew terminal 100, the navigator terminal 300, respectively (S37).

And the navigator terminal 300 receives the abnormal state image, the solution guide information, and the captain's instructions together with the inspection result information, outputs it to the navigator, and receives the navigator's instructions according to the captain's instructions. The navigator's instructions are generated and transmitted (S38).

The navigator's instructions are preferably transmitted to each of the safety management server 10, the crew terminal 100, and the captain terminal 200 (S38).

In addition, when a dangerous situation to be notified to the passenger occurs, the passenger terminal 400 generates passenger data including real-time location information of the passenger and transmits the generated passenger data to the collection unit 11 of the safety management server 10 (S39).

Then, the safety management server 10 generates an alarm and crisis response guide information according to the dangerous situation and transmits it to the passenger terminal 400 (S40).

Therefore, as described above, the ship safety management system 1 efficiently performs ship safety management through a wireless communication terminal, and provides a ship safety management system and method that facilitates information exchange of city passengers, sailors, navigators and captains. it is to do

In addition, the ship safety management system 1 is to provide a ship safety management system and method that collects and analyzes data on the state of a ship in real time, and provides crisis response guide information in response to a crisis situation.

4 is a flowchart illustrating an operation flow of a ship safety management method according to another embodiment of the present invention.

First, the crew inspection step (S400) generates crew member data including real-time location information of the crew member, selectively outputs a vessel inspection item according to the crew member inspection path, and generates inspection result information according to the vessel inspection item to send

Then, the safety management step (S410 ~ S470) generates the inspection route based on the location information of the crew, determines whether it is normal according to the received inspection result information, and if it is abnormal, the abnormal state image and solution Create guide information.

At this time, the safety management step is subdivided into a collection step (S410), an inspection analysis step (S420), a stability analysis step (S430), a fire analysis step (S440), a navigation analysis step (S450), and an output step (S470). can

Specifically, the collecting step ( S410 ) collects and transmits at least one of the crew data, the passenger data, the navigation data, and the environment data from a plurality of sensing devices installed in the ship.

And the inspection and analysis step (S420) generates an optimal inspection route by calculating the shortest time or shortest distance based on the position of the crew member included in the collected data, and the state of the vessel inspection item based on the inspection result information Perform the analysis.

Then, the stability analysis step (S430) performs the stability analysis of the ship by calculating whether or not resonance (Resonance) between the ship and the wave occurs based on the collected data, static stability, dynamic stability, crew mobility index, and.

A fire analysis step (S440) is performed simultaneously with the stability analysis step (S430), which is a step of performing a fire analysis of the vessel according to whether a fire has occurred based on the collected data.

In addition, the fire analysis step (S440) is performed and the navigation analysis step (S450) is performed at the same time. Based on the collected data, the navigation analysis of the vessel is performed by detecting an abnormal state of the navigation equipment during navigation.

At this time, if it is determined that an abnormality has occurred in the vessel (S460), an output step (S470) is performed, which according to the analysis result displays at least one or more of the abnormal state image, the solution guide information, the alarm, and the crisis response guide information. This is the output step.

On the other hand, when the ship operates normally, the crew check step (S400) is performed again.

In addition, at least one of the inspection result information, the abnormal state image, and the solution guide information is received in the captain's instruction step (S480), and a captain's instruction is generated based on this.

Then, at least one of the inspection result information, the abnormal state image, the solution guide information, and the captain's instructions are received in the navigator's instruction step (S480), and the navigator's instructions are generated based on this.

In this case, the ship safety management method may further include a passenger notification step (S500) of generating and transmitting passenger data including real-time location information of passengers, and receiving and outputting the alarm and the crisis response guide information when a crisis situation occurs have.

Step-by-step details are the same as the description with reference to FIGS. 1 and 2 , and thus will be omitted. In addition, the order of the above-described steps is only an example, and is not limited thereto, and the order of the steps may be reversed or repeated.

As described above, the ship safety management system and method of the present invention can efficiently support response to various accidents occurring in marine ships.

In addition, it can support the construction of safety management and cost-effective ISM system (location-based automatic work system for ships).

In the above, the functional operation described herein and the embodiments related to the subject matter are implemented in digital electronic circuits or computer software, firmware or hardware, including the structures disclosed herein and structural equivalents thereof, or in a combination of one or more thereof. can be implemented

Embodiments of the subject matter described herein are one or more computer program products, ie one or more modules directed to computer program instructions encoded on a tangible program medium for execution by or for controlling the operation of a data processing device. can be implemented. A tangible program medium may be a radio wave signal or a computer-readable medium. A radio wave signal is an artificially generated signal, eg a machine-generated electrical, optical or electromagnetic signal, that is generated to encode information for transmission to an appropriate receiver device for execution by a computer. The computer-readable medium may be a machine-readable storage device, a machine-readable storage substrate, a memory device, a combination of materials that affect a machine-readable radio wave signal, or a combination of one or more of these.

A computer program (also known as a program, software, software application, script or code) may be written in any form of any programming language, including compiled or interpreted language or a priori or procedural language, and may be written as a stand-alone program or module; It can be deployed in any form, including components, subroutines, or other units suitable for use in a computer environment.

A computer program does not necessarily correspond to a file in a file system. A program may be in a single file provided to the requested program, or in multiple interacting files (eg, files storing one or more modules, subprograms, or portions of code), or portions of files that hold other programs or data. (eg, one or more scripts stored within a markup language document).

The computer program may be deployed to be executed on a single computer or multiple computers located at one site or distributed over a plurality of sites and interconnected by a communication network.

Additionally, the logic flows and structural block diagrams described in this patent document describe corresponding acts and/or specific methods supported by corresponding functions and steps supported by the disclosed structural means, and corresponding It can also be used to build software structures and algorithms and their equivalents.

The processes and logic flows described herein may be performed by one or more programmable processors executing one or more computer programs to perform functions by operating on input data and generating output.

Processors suitable for the execution of computer programs include, for example, both general and special purpose microprocessors and any one or more processors of any kind of digital computer. Typically, the processor will receive instructions and data from read-only memory, random access memory, or both.

A key element of a computer is one or more memory devices for storing instructions and data and a processor for executing instructions. In addition, a computer is generally operably coupled to receive data from, or transmit data to, one or more mass storage devices for storing data, such as, for example, magnetic, magneto-optical disks or optical disks, or to perform both such operations. or will include However, the computer need not have such a device.

The present description sets forth the best mode of the invention, and provides examples to illustrate the invention, and to enable any person skilled in the art to make or use the invention. The specification thus prepared does not limit the present invention to the specific terms presented.

Accordingly, although the present invention has been described in detail with reference to the above-described examples, those skilled in the art can make modifications, changes, and modifications to the examples without departing from the scope of the present invention. In short, in order to achieve the intended effect of the present invention, it is not necessary to separately include all the functional blocks shown in the drawings or follow all the orders shown in the drawings. Note that it may fall within the scope.

1: Ship Safety Management System
10: central management server
11: collection unit 12: inspection analysis module
13: stability analysis module 14: fire analysis module
15: navigation analysis module 16: output unit
17: database 18: wireless communication department
100: crew terminal
200: captain terminal
300: navigator terminal
400: passenger terminal

Claims (13)

a seafarer terminal for generating seafarer data including real-time location information of a seafarer, selectively outputting a vessel inspection item according to the inspection path of the seafarer, and generating and transmitting inspection result information according to the vessel inspection item;
a safety management server for generating the inspection route based on the location information of the crew member terminal, determining whether the inspection path is normal according to the received inspection result information, and generating an abnormal state image and solution guide information if abnormal;
a captain terminal for receiving at least one of the inspection result information, the abnormal state image, and the solution guide information, and generating a captain's instruction based thereon; and
A ship safety management system comprising a; a navigator terminal for receiving at least one of the inspection result information, the abnormal state image, the resolution guide information, and the captain's instructions, and generating the navigator's instructions based thereon.
The method of claim 1,
A passenger terminal that generates and transmits passenger data including real-time location information of passengers, and receives and outputs an alarm and crisis response guide information when a crisis occurs; Ship safety management system further comprising a.
3. The method of claim 2,
The safety management server,
a collection unit for collecting and transmitting at least one of the crew data, the passenger data, the navigation data, and the environment data from a plurality of sensing devices installed in the vessel;
an inspection analysis module for generating an optimal inspection route by calculating the shortest time or shortest distance based on the position of the crew member, and performing state analysis of the vessel inspection item based on the inspection result information;
a stability analysis module for performing a stability analysis of the ship by calculating whether or not a resonance occurs between a ship and a wave, and a static stability, dynamic stability, a crew mobility index, and a ship based on the collected data;
a fire analysis module configured to analyze the fire of the vessel according to whether or not a fire has occurred based on the collected data;
a navigation analysis module for performing navigation analysis of the vessel according to detecting an abnormal state of navigation equipment during navigation based on the collected data; and
An output unit for outputting at least one of the abnormal state image, the solution guide information, the alarm, and the crisis response guide information according to the analysis result; Ship safety management system comprising a.
4. The method of claim 3,
The recovery analysis module,
In order to confirm the deterioration of the static stability of the ship due to the change in the weight of the cargo loaded on the ship and the inappropriate cargo arrangement, the distance between the transverse metacenter (M) and the center of gravity (G) of the ship before departure Calculate the GM value,
In order to confirm the deterioration of the dynamic stability of the ship due to external forces of wind and waves according to the deterioration of the marine weather, the dynamic stability index, which is the ratio of the restoring force to the overturning force of the ship during operation, is calculated,
In order to confirm the decrease in the mobility of the crew member due to the external force of wind and waves according to the deterioration of the marine weather, the crew mobility index indicating the effect of the motion of the vessel on the work efficiency of the merchant crew during operation is calculated,
In order to check the risk of resonance of the ship due to the interaction between the ship and the wave, a ship safety management system for calculating whether resonance occurs between the ship and the wave during operation.
4. The method of claim 3,
The fire analysis module,
Calculate the location of the fire by using the location information where the fire detection sensor that detects the fire is installed,
Calculate the evacuation time required for all passengers to evacuate by using the location of the fire and the location information of the passenger terminal,
A ship safety management system that calculates the available evacuation time, which is the limit time before the emergency escape route is blocked, by determining the degree of flame, temperature, and smoke caused by a fire based on the environmental data.
4. The method of claim 3,
The fire analysis module,
A ship safety management system that detects hazardous substances based on the environmental data, and calculates whether or not the hazardous substances have spread and a diffusion path.
6. The method of claim 5,
The crisis response guide information is a ship safety management system including a fire location, the evacuation required time, the evacuation available time and the emergency escape route.
4. The method of claim 3,
The navigation analysis module,
Determining whether the operation equipment is in an abnormal state or an emergency state,
The abnormal state is a state in which any one of the operation facilities malfunctions,
The emergency state is a ship safety management system in which any one of the operation facilities is in a stopped state.
5. The method of claim 4,
the output unit,
When the check result information is abnormal, the abnormal state image is output, and the solution guide information for resolving the abnormal state is output;
When the calculated GM value is less than a preset static stability reference value, when the calculated dynamic stability index is less than a preset stability reference index, when the calculated crew mobility index is less than a preset mobility reference index, or when the resonance occurs during operation In this case, an alarm is output to inform that a crisis situation has occurred,
Outputs an alarm notifying an emergency situation due to the fire,
A ship safety management system for outputting an alarm informing of the abnormal state or an alarm informing of the emergency situation.
10. The method of claim 9,
the output unit,
Alarm, attention of the stage of interest based on at least one of whether the static stability is lowered, the dynamic stability is lowered, the crew motility is lowered, the resonance occurs, the fire occurs, the abnormal state, and the emergency situation A ship safety management system that outputs step-by-step alarms, alert level alarms, and critical level alarms.
11. The method of claim 10,
the output unit,
When it is determined that at least one of whether the static stability is lowered, whether the dynamic stability is lowered, whether the crew mobility is lowered, whether the resonance occurs, whether the fire occurs, whether the abnormal state, and whether the emergency situation has occurred, the sensitivity of the collecting unit A ship safety management system that outputs an activation signal that raises the
4. The method of claim 3,
The safety management server,
Calculating the solution guide information for maintaining the abnormal state as normal using a database, and calculating the crisis response guide information including the operation method and maintenance method of the operating facility,
The database is a ship safety management system for storing failure causes and measures for each abnormal condition.
a seafarer inspection step of generating seafarer data including real-time location information of the seafarer, selectively outputting a vessel inspection item according to the inspection path of the seafarer, and generating and transmitting inspection result information according to the vessel inspection item;
a safety management step of generating the inspection route based on the position information of the crew member, determining whether the inspection path is normal according to the received inspection result information, and generating an abnormal state image and solution guide information if abnormal;
a captain instructing step of receiving at least one of the inspection result information, the abnormal state image, and the solution guide information, and generating a captain's instruction based thereon; and
A ship safety management method comprising a; receiving at least one or more of the inspection result information, the abnormal state image, the solution guide information, and the captain's instructions, and generating a navigator's instructions based on the received information.

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