KR20050070451A - Optimum ship navigation system and method thereof - Google Patents

Abstract

The present invention relates to an optimized navigation system of a ship and a method thereof, wherein, in an optimized navigation system for a ship sailing using the electronic chart system 116, a fixed information system for controlling this based on the unique information of the hull at the time of construction of the ship In conjunction with a variable information system that receives variable information such as weather through a predetermined means, and determines an optimal route in conjunction with the electronic chart system that operates a designated route based on a starting point and a target point. And a monitor that outputs information calculated in consideration of safety, economics, and comfort by the information collected by the optimized navigation control unit, and the navigation system having an optimal economy and safety during ship navigation. This information is available to the navigator operating the ship. By using the supplementary information, it is possible to make quantitatively meaningful judgments rather than vague intuition and experience, and to make accurate judgments on stability, etc., according to the calculation results determined by the present invention even during operation. By real-time observation, it is possible to make an appropriate judgment early, thereby avoiding problems such as unnecessary evasion behavior and reckless flight planning.

Description

OPTIMUM SHIP NAVIGATION SYSTEM AND METHOD THEREOF

The present invention relates to an optimized navigation system and a method of a vessel, and analyzes the construction information, operation data, engine performance, weather information, navigation information, etc. from the time of construction on the vessel, and works in conjunction with the analyzed information and the electronic navigation system. The present invention relates to an optimized navigation system and a method of allowing a vessel to select and operate a route, present a corrected route, and display and alert the analyzed information.

Conventionally, in the process of establishing a sailing plan of a ship, the navigator has no quantitative evaluation method and criteria for kinetic characteristics of the individual ships, the speed of the ship, the increase in horsepower, the possibility of damage to the hull and cargo, and the comfort of the crew. The route planning was mostly based on experience and intuition. Although some weather information service providers provide route planning services, even in this case, it is a service that is not based on accurate performance estimation of specific ships, and therefore, the main performance indicators of individual ships cannot be quantitatively evaluated and judged. The performance evaluation was not possible.

As a result, the quantitative evaluation of the route plan could not be made, and even if it depends on the automatic navigation system, it may not be suitable for the vessel, resulting in economic loss and inability to guarantee the safety of the ship and cargo. .

An object of the present invention is to solve the above problems, to estimate the correct movement performance of the individual ships, to analyze the given wave information, according to the planning of the route, the occurrence of warnings and the direction and speed of the ship The present invention provides an optimized navigation system and method for a vessel that calculates and displays changes in key performance indicators to enable safe and efficient navigation.

The present invention is linked to the hull stress monitoring device 102, the yaw prevention system 104 and the cargo loading control system which is a system for controlling this based on the information of the hull at the time of hull construction, and the weather forecast associated with the weather Optimized navigation control that interworks with the system 108, the weather fax system 110 and the weather forecast system 108, and also interoperates with the electronic chart system 116 in conjunction with the automatic navigation system 114 to control them collectively. It consists of 120.

The present invention will be described in detail with reference to the following drawings. 1 is a block diagram showing the configuration of an optimized navigation system of a ship according to an embodiment of the present invention. The hull stress monitoring device 102 is a device in which the stress of the hull is measured at the time of hull construction and monitors the measured stress of the hull in real time to alert the hull when a stress above a predetermined reference value occurs.

The hull stress monitoring device 102 measures the stress of the hull in real time, and compares the measured results with previously calculated stresses to change the predicted value of the hull stress repeatedly. The optimized navigation control unit 120 receives the calculated data and displays the stress information of the hull. When the stress of the stress information exceeds the reference value, an alarm is generated to inform that a problem due to the stress is exceeded.

The yaw protection system 104 is a system configured to prevent the hull from swinging from side to side. Such a system is complex and may include Bilgy Keel, Gyroscopic Stabilizer, linear improvement, etc. as part of the yaw prevention system 104. Also included is a system that detects the inclination of the ship and automatically corrects it according to the inclination angle. The lateral yaw prevention system 104 is also linked with the optimized navigation control unit 120 to control the yaw prevention system 104 according to the weather information and the wave information to prevent the worsening of the weather and the overturning of the ship due to bad weather. In conjunction with the weather information, the traverse yaw determines the route of the automatic navigation system 114 and the electronic chart system 116. For example, if the weather on the shortest route is expected to cause severe crossover due to bad weather, the operator can automatically correct the route so that the more optimal route can be displayed through the system even though the operator can perform safe and efficient navigation. Assist.

The cargo loading calculation system 106 is a system for calculating and displaying loads loaded on the hull. The optimization navigation control unit 120 interlocks with the hull stress monitoring device 102 and the yaw prevention device according to the load calculated by the cargo loading calculation system 106 and the weather information and the weight of the load, and identifies and understands the current state of the hull. Based on this information, the optimum route is determined, and if the vessel has a problem, the alarm and its countermeasures are displayed to assist the driver in taking appropriate action.

In conjunction with the weather forecast system 108, weather fax system 110 and real-time wave measurement system 112 related to the weather to analyze the weather of the expected route to propose the optimal route. The optimum route predicts the information of the hull stress monitored by the current hull stress monitoring device 102 and the current and future transverse yaw detected by the yaw prevention system 104 to correct the route and correct the dangerous route. If adopted, an alarm message is output. The cargo loading calculation system suggests optimal routes considering the current weather information, the weather of the expected route, the characteristics of the cargo currently loaded on the ship, and the weight of the cargo. If it leaves the course in the optimal system, it generates an alarm.

The electronic chart system 116 operates the designated route based on the starting point and the target point input before the operation based on the weather forecast information and the ship construction information. At this time, the preliminary analysis of the case is performed to calculate the optimal route in terms of safety, economics and comfort. The calculated optimal route is transferred to the electronic chart system 116 and followed by the automatic navigation system 114. During operation, the safety, economics, and comfort of the ship are evaluated based on the wave information using the real-time wave measurement system 112. In the case of a ship using the hull stress monitoring device 102, the measured value is compared with the calculated result, and the predicted value is corrected and output.

FIG. 2 is a screen showing a map of an earth scale for voyage planning and a tool for editing a point in the middle of a course at the top. Based on the map of the earth scale to perform such weather routing, each navigation point can be entered, deleted, and edited. You can save and load a planned route in a database and compare and draw multiple routes. It provides the shortest baseline that is useful when planning a route and allows the system to recall and use the final planned route. Using the optimization function, the optimal route is suggested in consideration of the safety, economy and comfort of ships and cargoes. That is, the route in terms of economy, the route in terms of safety, and the route in terms of comfort are respectively calculated, and the most optimal route is suggested based on this.

FIG. 3 is a diagram showing a map of a global scale displaying the baseline of the route and the shortest distance of the route. The optimized navigation control unit 120 calculates the following main performance indicators, calculates and displays the change of the main performance indicators according to the direction of the ship and the direction of the ship according to the warning, and operates to perform the safe and efficient navigation. Assist the child. The process of calculating these key performance indicators is carried out over the plan route and compared with the set baseline. It informs you of each point that occurs in the case of a route that is outside of the Sealing Performance Criteria. In this case, you can use the preceding guidance feature to get back information on the appropriate corrected route.

The monitor 118 outputs information calculated in consideration of safety, economical efficiency, and comfort output by the information collected by the optimized navigation controller 120. At this time, the operator can display the weather information, that is, the real-time wave measurement system 112, the weather fax system 110 and the weather forecast system 108 together to be determined in consideration.

Each system parameter is a fixed factor constituting the system and is used in the hull stress monitoring device 102, the yaw prevention system 104, the cargo loading calculation system 106, and the like. That is, the ship's unique characteristics or predefined performance indicators. These factors do not change when the target line is determined and are used as factors for calculation in the main calculation procedure.

Among these system parameters, the additive resistance and damping coefficients, the hull motion response and the additional resistance motion response are secondary obtained using its own kinematic calculation program. This means that, unlike other parameters, calculations are performed internally for system configuration. do.

In order to estimate the performance, it is based on using the model test results and the test run results performed at the ship design stage.

Unlike the fixed parameters from the time of hull construction, the weather information is variable information that changes every moment. Such information includes weather conditions, ship operating conditions, route planning, and the like, and includes a real-time wave measurement system 112 and a weather fax system 110.

The following variable information is collected by the optimized navigation controller 120 to plan a route corresponding to an optimal condition.

(1) Meteorological conditions (blue conditions): These are the basic inputs for weatherproof performance estimation. Depending on the purpose of using the system, the source used will vary as follows.

Statistical data (GWS, etc.) are used as information for estimating yearly or seasonal sailing plans or seaward performance.

-Optimized voyage weather forecast data (WAFS, etc.): These are short-term objectives for establishing route plans for individual operations.

(2) Real-time measurement data (observation or WaveX ^TM ): It allows to estimate the risk situation that may occur in the present state.

(3) Operation conditions (status): Location, speed, direction, etc. of ship The operating conditions can be handled differently according to the usage of the system as follows.

-Nautical plan: the purpose of establishing a route plan (estimate performance in the long term or short term)

-Real-time measurement data (ECDIS, etc.): Estimation of dangerous situations that may occur in the present state

(4) The route plan is used to determine the above operating conditions, and integrates and manages the above-described steps of the present invention to plan optimal navigation.

The main calculation procedures required for these navigations are a kind of subsystem that directly performs performance estimation using system parameters and system inputs. In charge of the basic performance estimation of this system, there are the following sub-systems.

Slamming occurrence probability calculation system, Green Water occurrence probability calculation system, and Propeller Racing occurrence probability calculation system. Such slamming green water and propeller racing are factors that can cause problems in the inner port.

In addition, the bending moment is measured in the six degree of freedom motion displacement and acceleration calculation system. The Speed Reduction Estimator measures time required, horsepower required and fuel consumption. A parametric roll estimator measures whether parametric rolls can occur. Figure 4 is a screen display by measuring the speed reduction amount, time required, horsepower required and fuel consumption in accordance with an embodiment of the present invention, Figure 5 is a speed reduction amount, required time, This is a screen that displays the horsepower and fuel consumption required.

All these factors are integrated so that everything is measured or estimated by the route performance estimator. 6 is a screen in which evaluation items are comprehensively monitored and displayed according to an embodiment of the present invention. In the figure, evaluations of ten evaluation items are displayed.

The estimated and measured results and the estimates are output through the system output unit. That is, the function is finally displayed to the operator in the system is implemented through the monitor 118 appear. It is displayed including the reporting function for the comprehensive evaluation result of the route plan.

The system receives weather forecast information from an external weather forecasting system 108. Weather forecast information may be received using the Internet or satellite communications. The weather fax system 110 is used by the navigator to input weather information directly. The entered weather information is displayed as Wave Information as shown in Figure 3. In some cases, visual measurements of the navigator are used for performance monitoring.

The cargo loading status of the vessel during navigation conditions may be input by a loading computer or by a user. Other routes and engine speeds can also be read from plans stored in the database. In addition, for the purpose of real-time monitoring, the position of the ship and the revolutions per minute (RPM) of the ship's engine can be read from the ECDIS or GPS.

System Parameters include the ship's main characteristics and other key settings. The main parameter is the ship's kinetic response (RAO) obtained through the ship's inboard performance estimation process.

Using these system models, external inputs and operating conditions, the ship's six-degrees-of-freedom motion is estimated, and the ship's ship deterioration, horsepower increase, engine speed variation, and fuel consumption are estimated. It also calculates slamming probability, deck flooding probability, and propeller racing probability, and at the same time calculates the risk of tipping over due to loss of stability due to sideways waves. And estimate the time required to the destination. FIG. 7 is a display screen configured to display a danger of a ship due to sidewalks according to an embodiment of the present invention.

As shown in Figure 7, the cycle of the wave to the x-axis and the crest height to the y-axis to represent the safety zone and the danger zone in a graph, by judging the danger zone and the safety zone by themselves so that the ship does not sail to the dangerous zone. In the event that the ship is in a dangerous area and a yaw corresponding to the level of danger occurs, the yaw prevention system will allow the ship to correct its angle of inclination. In this way, the ship's risk can be judged on its own, thereby avoiding the danger zone and correcting the ship's inclination angle even when the ship is in danger. In addition, the display screen as shown in FIG. 7 allows the navigator to sail by changing / maintaining the ship's route and the like in accordance with the information of the crosswalk shown in FIG. 7. Such yaw information is variable information changing in real time.

Accordingly, the route plan is changed to evaluate the above calculation process according to the predetermined criteria and to optimize the evaluated result.

This optimization allows for automatic route planning by comprehensively assessing economics, safety and comfort. Or, based on such optimized information, the navigator can play a supporting role.

This optimized route plan is delivered to the electronic chart system 116 so that it can be operated by a track control function.

The present invention enables a ship carrier operating a ship to obtain a route plan having optimal economic and safety when sailing a ship, and a navigator who actually operates a ship uses such information as an auxiliary information. It is possible to make a quantitatively meaningful judgment instead of a judgment, and to make an accurate judgment on stability, etc. according to the calculation result determined by the present invention even during a flight, and to make an appropriate judgment early by observing various performance performance indicators in real time. This can avoid problems such as unnecessary evasion behavior or reckless flight planning.

If the above-mentioned ship performance monitoring and guidance function indicates exercise performance in a freezing section, this exercise performance evaluation is carried out over the entire planned route so that the whole route can be identified. For each section, the previous 10 performance evaluation items are expressed as the ratio of the standard. The bar graph above is for all directions, and the one below is for heading in the planned route. The user can easily determine at what point in the voyage is the problem.

1 is a block diagram showing the configuration of an optimized navigation system of a ship according to an embodiment of the present invention.

2 is a screen showing a map of the earth scale for sailing planning and displaying a tool for editing a point in the middle of a course.

3 is a map of a district scale showing the baseline of the route and the shortest distance of the route.

Figure 4 is a screen display by measuring the amount of speed reduction, required time, required horsepower and fuel consumption in accordance with an embodiment of the present invention.

Figure 5 is a screen displayed by summarizing the speed reduction amount, time required, horsepower required and fuel consumption according to an embodiment of the present invention.

6 is a screen in which evaluation items are comprehensively monitored and displayed according to an embodiment of the present invention.

Figure 7 is a display screen configured to notify the danger of the ship due to the cross yaw in accordance with an embodiment of the present invention.

<Brief description of symbols for the main parts of the drawings>

102: hull stress monitoring device 104: cross yaw prevention system

106: cargo loading calculation system 108: weather forecast system

110: weather fax system 112: real-time wave measurement system

114: automatic navigation system 116: electronic chart system

118: monitor 120: optimization navigation control

Claims (5)

In an optimized navigation system of a ship sailing using an electronic chart system, It works in conjunction with a fixed information system that controls this based on the hull's information when the ship is built. It works in conjunction with a variable information system that receives variable information such as the weather through a predetermined means. An optimized navigation controller configured to determine an optimum route in association with the electronic chart system, etc., which operate a navigation system; And a monitor for outputting information calculated in consideration of safety, economics, and comfort by the information collected by the optimized navigation controller. The method of claim 1, The fixed information system, When the hull is built, the measured stress of the hull monitors the stress of the hull in real time, A hull stress monitoring device which measures the stress of the hull in real time and compares the measured result with previously calculated stresses and changes the predicted value of the hull stress repeatedly; A yaw prevention system configured to prevent the hull from swinging from side to side; An optimized navigation system comprising a cargo loading calculation system for automatically calculating loads loaded on the hull. The method of claim 1, Variable information systems, A real-time wave measurement system for measuring a weather condition in real time and receiving the measured information from a means such as a satellite or weather information provider and the Internet and analyzing it; A weather fax system, used to enter weather information directly by a navigator, and received from means such as satellite or weather information providers and the Internet; Optimized navigation system, characterized in that it is used to enter weather information directly by the navigator and comprises a weather forecast system 108 which is received from satellite or weather information providers, the Internet and the means of the navigator's naked eye. In the optimized navigation method of a ship sailing using an electronic chart system, Deciding a ship's route using fixed parameters of a ship used in a hull stress monitoring device, a yaw prevention system, and a cargo loading calculation system; Determining a route of a ship by analyzing variable information input in real time to a real-time wave measurement system, a weather fax system, and a weather prediction system; Determining a route of the ship by analyzing information connecting the shortest distance input from the electronic chart system and a point indicating each route passing point; And having the analyzed three information to display the optimal route along with the analysis data so that the optimal route can be selected in consideration of economical comfort and safety, and allowing the navigator to determine the route automatically or manually. Optimized navigation method for a ship, characterized in that. The method of claim 4, wherein The yaw prevention system, In order to represent the danger zone and the safety zone caused by the cross yaw, the wave period is represented by the x axis and the crest height is represented by the graph so that the electronic chart system of the ship can judge itself. Optimized navigation method for a ship, characterized in that the recognition.