KR20070046551A - Small vessel identification system using trs network - Google Patents

Abstract

The present invention relates to an automatic recognition system for a small-sized ship using a TRS network that enables automatic recognition between small vessels and information exchange with vessels equipped with AIS, Client, and retransmits the information reported by the SVIS client to all clients. If the information of the clients collected in the SVIS server is processed into an AIS message to be provided to the base station and the system is updated to broadcast the base station to the ship station, it is also possible to determine the position of the small ship in the ship equipped with AIS Will be. Through this, medium-sized ships can grasp the movement of large-scale lines around the charity without using radar or VHF communication, and large-sized lines can understand the movement of small-sized ships.

TRS, ship, sailing, automatic recognition

Description

TECHNICAL FIELD [0001] The present invention relates to an automatic recognition system for a small ship using a TRS network,

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a block diagram showing a conventional ship navigation system;

2 is a view for explaining a concept of an automatic recognition system for a small ship using a TRS network according to the present invention,

FIG. 3 is a block diagram illustrating a small-ship automatic recognition system using a TRS network according to the present invention.

4 shows an AIS sentence (VDM sentence) according to the present invention,

5 is a diagram illustrating an SVIS server message ("$ SVSVR") according to the present invention,

Figure 6 shows an SVIS client message ("$ SVCLT") according to the present invention;

Figure 7 is a block diagram of an SVIS client according to the present invention,

8 illustrates a communication module according to the present invention,

9 is a view showing an environment of a test ship,

10 is a diagram showing an SVIS communication test screen and an electronic chart display,

11 is a view showing an SVIS client execution screen,

12 shows an information display received between SVISs;

The present invention relates to a marine system, and more particularly to a TRS (Trunked Radio System) network capable of automatically exchanging information between a small-sized ship and a ship equipped with an AIS (Automatic Identification System) And an automatic recognition system for a small ship.

Section 1 Importance of Technology to be Developed (Necessity)

In general, along with the development of maritime traffic, the emergence of various dangerous goods carriers including large ships and liquefied natural gas (LNG) ships has resulted in great loss of life and property as well as loss of life and property. In order to prevent such accidents, the countries of the world have agreed on the International Convention for the Safety of Life at Sea (SOLAS Convention), the International Convention on Maritime Search and Rescue (SAR Convention) According to the SOLAS Convention, which was newly amended in July 2002, more than 300 tons of vessels engaged in international voyages, more than 500 tons of vessels engaged in domestic voyages The vessels were all set up on an appointed schedule. However, considering that more than half of maritime casualties occurring in Korea are related to small ships less than 500 tons, it is necessary to apply the advantages for convenience and safety improvement of AIS to small ships as well.

[Table 1] Statistical Yearbook of Maritime Fisheries in 2004 - Accidents by ship tonnage for the past five years

As can be seen from Table 1 above, the reason why small-sized vessels have a high accident rate can be thought of as various reasons. However, it is the biggest reason for not having ship safety equipment due to insufficient safety management system and economic problems, In particular, the latest navigation devices such as AIS are very expensive equipment, so small vessels can not afford to install such expensive equipment, unless they are required by law.

Section 2 Status of Domestic and Foreign Related Technologies

As the ship navigation equipment for the existing safety navigation has been developed for the large ship, there was a price difficulty to install it in the small ship. In addition, there are many compulsory equipments being added by IMO (International Maritime Organization) 's SOLAS Convention. However, since the vessels subject to SOLAS are also designated as the main vessels, The development of the technology is weak.

Recently, as AIS began to receive its spotlight as a safe navigation device, IMO is proposing Class-B type AIS, which is lower than universal AIS, but concrete development is still in the early stage. Outside of the country, AIS for low-cost small-sized ships has been launched at a low cost, but this is also in short supply.

In Korea, navigation equipment was mainly imported from abroad. However, recently, domestic navigation equipment makers have developed AIS, Radar, Electronic Chart Display Information System (ECDIS), Global Maritime Distress and Safety System, Worldwide Maritime Distress Rescue System), and has succeeded in localization because there is considerable part now. In addition, with the development of wireless Internet related technology, the development of technology related to location based service (LBS) is actively being carried out, and the location based service using Intelligent Transport System (ITS) Service development has been actively carried out in the field of land transportation. This location-based service technology is necessary not only for land transportation but also for maritime transportation. It is also required to build a national maritime crisis management system such as GICOMS (Global Information Center On Marine Safety and Security) .

Conventional domestic and overseas vessel navigation related technologies will be described with reference to Fig.

1 is a block diagram showing a conventional ship navigation system.

1. VTS (Vessel Traffic Service)

(A) Overview

In order to enhance the safety and efficiency of ship traffic as a port traffic information service system, it is necessary to check the ships using radar or CCTV to navigate to the ports of entry and exit of the port, and to use VHF (Very High Frequency) To provide information for safe operation.

(B) Function

Provide timely information on the surrounding situation and maritime traffic situation within the VTS area to provide information services to help the ship in the navigation decision making process.

(1) Identification of vessels entering and departing ships and ships

(2) Provide navigation safety information on vessel traffic, and make recommendations and advice when necessary, departure from the route, interchanging ships, berthing, dangerous area navigation, etc.

(3) Providing information on maritime weather and port operations

(4) Provision and exchange of information between port users and related organizations (propagation)

(5) Providing information on the designation of conductors, berths, berths

(6) Prevention of accidents due to maintenance of maritime traffic order

(7) Rapid elementary measures and propagation in case of marine safety accidents and emergencies of ships

(C) Operational effects

It is possible to prevent thorough safety accidents by providing timely information for navigation safety of departing and departing ships, to establish the order of traffic within the maritime traffic specific waters, and to guide the marine vessels to the designated route for the offending marine vessels. In addition, it is important to enhance the convenience of users and provide efficiency of port operation by providing high-quality information promptly as well as establishing traffic order by facilitating identification of navigating vessels, You can.

(D) VTS construction status and configuration equipment are as shown in Fig.

2. Automatic Identification System (AIS)

The Automatic Identification System (AIS) avoids collision between vessels by automatically transmitting and receiving ship-related information such as specification, position, speed, and speed of the ship between the ship and the ship, and between the ship and the on- It is a system to smooth traffic control on the ground. If AIS is expressed in a word, it provides its own position and related information to the surrounding vessel where the radio waves arrive from its own position, and also obtains information of other vessels in the area to take measures necessary for safe operation of the vessel in advance . At this time, if there is a terrestrial base station in the radio wave reach range, the terrestrial base station can perform the control on the ship using the related information.

The AIS transponder is divided into three major configuration modules. First, there is a sensor unit that provides information such as the position, speed, and speed of the ship. GPS is the most widely used and can provide more accurate information through connection of other sensors mounted on other ships. And a VHF transponder module is required to utilize the VHF allocated to use by the AIS. In addition, a central control unit is required to code the sensor information into the AIS message, control the VHF module, and communicate with the display and other devices. With this configuration, the AIS transponder can perform the automatic recognition function.

The introduction of the Automatic Identification System (AIS) is a groundbreaking alternative to the existing maritime traffic safety management system. IMO has adopted the 4S broadcasting (ship-to-ship) , Ship-to-Shore) AIS was officially adopted as Universal AIS.

International Maritime Organization IMO has been working on a full revision of Chapter 5 of the SOLAS Convention to introduce the latest radiocommunication and navigation technologies into the Safety of Life at Sea (SOLAS). The IMO NAV subcommittee and the MSC Committee discussed and decided on the performance standards and technical specifications of the AIS. The amendments to the SOLAS Convention mandated the installation of AIS for SOLAS applications on July 1, 2002, To be implemented until 2008. Accordingly, the vessels to be equipped with the AIS are defined as "all vessels of 300 tons or more and 500 tons or more of freight and non-international vessels engaged in international voyage." According to the mandatory implementation of the AIS, it is possible to detect the collision prevention function by automatic identification of the ship and the wake, load, and navigation purpose of almost all the ships entering and leaving the country. On the other hand, there was a consensus that the 2001 US Trade Center building should be made faster than the mandatory schedule due to terrorism. As a result, the overall implementation period of AIS was advanced from 2008 to 2004.

Korea has also been conducting basic research evaluation for the introduction of Automatic Identification System (AIS) in March 2001, and is preparing for the construction and operation of Incheon, Ulsan and Busan AIS centers as shown in Figure 1b. However, it can not be overlooked that many maritime accidents are occurring in small ships that are not subject to the SOLAS Convention. As mentioned above, the maritime accident statistics of the Statistical Yearbook published by the Ministry of Maritime Affairs and Fisheries show that a considerable number of ship accidents occurred in small ships less than 500 tons. Also, considering that the operation area of these small vessels is mainly limited to the harbor, the surrounding area, and the coastal area, there is a need for an automatic identification function for small vessels such as fishing vessels and leisure vessels.

(A) Domestic AIS system configuration and Incheon AIS operation center are shown in FIG. 1B and FIG. 1C.

(B) Domestic AIS introduction status

① Introduction of two servers for operation management control and DB (database, database) for AIS system construction

② AIS operation management control server integrates operation management of VTS / AIS system and integrated DB is built in AIS DB server

③ By adopting a high-bandwidth switch hub, it prevents load due to data traffic

④ Dual network structure prevents network failure and line failure

(C) AIS transponders for ships

The AIS transponder consists largely of three modules. The sensor part provides information such as the position of the vessel, the speed of the ship, and the speed, and GPS is the most widely used. This can provide more accurate information through the interface of other sensors mounted on other ships. There is a VHF transponder module for using the VHF allocated to use by the AIS and a central control unit for coding the information of the sensor into the AIS message, controlling the VHF module, and communicating with the display and other devices. With this configuration, the AIS transponder can perform the automatic recognition function.

The ship mobile station system is composed of the VHF communication system by the assigned frequency between the ship, the ship and the intergovernmental shipbuilding. The information received through the communication module of the transponder is transmitted to the other ship such as ENC / EDCIS, RADAR, VDR It has extensibility to be an interface with the internal network of the ship and the system.

The configuration of the AIS transponder for a ship shown in FIG. 3D is as follows.

① Wireless communication between SHIP TO SHIP and SHIP TO SHORE uses VHF Ch87 (161.975MHz), Ch88 (162.025MHz)

② Each channel has a transmission rate of 9,600 BPS and can transmit over 2,000 packets per minute

③ Using the RS232 / 422 data port, transponder information can be serial interface with other system of ship (radar, ECDIS, VDR, etc.) and ship network

3. Wireless Communication Technology

AIS transmits and receives AIS information using VHF wireless communication, and an expensive VHF transceiver is required for VHF wireless communication. Therefore, it is essential to implement AIS information transmission and reception function using wireless communication technology in order to develop a small ship automatic recognition system which is similar to AIS.

Korea was the first company in the world to provide digital CDMA commercial services in 1996, and in 1998, it has the world's best technology in the field of wireless communication such as PCS service. Currently, there are paging, TRS, cellular, and satellite communication methods used in Korea. Table 2 compares characteristics of various wireless communication methods.

[Table 2] Wireless Communication Comparison

For the automatic recognition system for small vessels, economical efficiency of communication cost and communication distance should be considered as the priority, and as a result, TRS communication is considered to be the most appropriate communication for automatic recognition of small vessels.

A TRS called a frequency common communication system is a wireless communication system in which a plurality of subscribers commonly use several frequencies to increase the efficiency of frequency use. The TRS service method is similar to the conventional radio, but it has the advantage that it has a maximum coverage of 80km with the base station as its base, and it has no interference and excellent security. It also has the advantage of being able to make group calls with more than 130 people at the same time using one frequency channel.

Although TRS communication is not fully established throughout the country at present, it is expected that service area and quality will be improved in the future as users are steadily increasing their usability due to their use, It is considered to be most appropriate.

Section 3 Market Status and Commercialization Outlook

1. Main Market

Korea, China, World

2. Market Size

division Current Market Size (2005) Expected market size (2010) Korea market size About 4 billion won 20 billion won Global market size About 31 billion won 150 billion won

end. Calculation basis

As of 2005, there are about 5,720 vessels registered for domestic small and small vessels of less than 500 tons excluding fishing vessels, and about 44,300 vessels for medium and small fishing vessels around the world. Estimated prices of SVIS clients to be developed through this project , The current market size is estimated at around W4.0bn in domestic market and W31.0bn in global market size. Currently, there is no need for AIS system market for small and medium ships both in Korea and worldwide. However, since the AIS system for small and medium ships has been completed through the implementation of the AIS equipment by the SOLAS Convention and the project has been completed, the number of vessels has increased to 40,000 in 2010, including fishing vessels, It is predicted that it will be able to grow into a market targeting 200,000 vessels.

However, in the prior art, there has been a problem that the small size of a small-sized ship is too expensive to mount the ship navigation equipment.

In addition, IMO 's SOLAS Convention has added a number of compulsory equipments for naval vessels. However, since the vessels subject to SOLAS negotiations are also designated as large vessels, there has been a problem that the development of navigation equipment for safe navigation of small vessels is weak.

The object of the present invention is to solve the problems described above and to provide an integrated maritime traffic safety management system through development of low-cost vessel navigation equipment considering small and medium sized ships of less than 500 tons The present invention provides an automatic recognition system for a small ship using a TRS network that can prevent and minimize the loss of life, property, and environment caused by a marine traffic accident.

Another object of the present invention is to provide an automatic recognition system for a small vessel using a TRS network capable of establishing an integrated maritime traffic safety management system including all small sized vessels.

Section 4 Targets and Scope

1. Goal

The automatic recognition system according to the present invention can transmit information collected in an AIS base station to an SVIS client through a wireless communication through an SVIS server, Lt; / RTI > If the information of the clients collected in the SVIS server is processed into an AIS message to be provided to the base station and the base station is updated to broadcast the message to the ship station, It will be possible to do. Through this, medium-sized ships will be able to grasp the movement of large ships around charity without using radar or VHF communication, and large-sized ships will be able to grasp the movement of small ships. The concept of an automatic recognition system for a small ship using a TRS network according to the present invention is shown in FIG.

(A) communication between the SVIS server and the client

The communication between the SVIS server and the SVIS client corresponds to communication 1) in FIG. The SVIS server receives the message output from the AIS base station, processes it, processes it in the form of an appropriate SVIS message ($ SVSVR), and transmits it using the wireless Internet. SVIS system using wireless Internet as a communication means can exchange information between a server and a client because bidirectional communication is possible, and it is possible to selectively transmit information to a client if a server is provided with a separate function.

(B) communication of SVIS clients

Communication between the SVIS clients corresponds to communication 2) in Fig. The SVIS server sends the message ($ SVCLT) received from the SVIS client along with the AIS message to the other client. Therefore, it is not a direct communication between each client of the SVIS system, but it exchanges information by checking other client information through the SVIS server connection of the SVIS clients.

(C) communication between the SVIS server and the AIS transponder

The communication between the SVIS system and the AIS transponder corresponds to communication 3 in Fig. Since the AIS transponder uses VHF and the SVIS system uses the TRS network, direct communication between the two systems is practically impossible. However, if the domestic AIS technology is secured in the future, it will be possible to communicate with the AIS Base transponder through the input messaging by using the SVIS server with a slight modification.

2. Range

The automatic recognition system for small marine vessels using the TRS network according to the present invention can be used for communication between SVIS server and client, development of message data processing technology for communication between SVIS clients, and information display software based on electronic chart (ENC: Electronic Navigational Chart) The scope of the invention is the scope of the invention, and in the future, communication with the AIS transponder is possible in consideration of the expansion of the AIS base station (VTS center). The automatic recognition system for a small ship using the TRS network according to the present invention is shown in FIG.

Section 5 Details of development

1. SVIS messages

The SVIS message will be described with reference to Figs. 4 to 6. Fig. FIG. 4 is a diagram showing an AIS sentence (VDM sentence), FIG. 5 is a diagram showing an SVIS server message ("$ SVSVR"), and FIG. 6 is a diagram showing an SVIS client message ("$ SVCLT"

The messages exchanged between the SVIS components include an AIS message (VDM) output from the AIS transponder, a message provided from the SVIS server to each client, and a message from the SVIS client to the server. The SVIS messages used in the present invention are configured in a text format similar to the NMEA 0183 format.

end. VDM message ("! AIVDM") (Figure 4)

This is one of the sentences for AIS in binary form included in the amendment of IEC 61162-1 edition 3, and is a message that outputs the target information of the surroundings received by the AIS. AIS is received and packetized in the format of ITU-R M.1371. This project provides position reports of ITU-R M.1371 messages 1, 2 and 3, The user ID (User ID (MMSI)), the latitude, the COG, and the SOG information are used in the information.

ITU-R M.1371 is a document that recommends the technical characteristics of AIS using SOTDMA (Self-Organized Time Division Multiple Access) method and is applied to both ATS for land base station and mobile station .

In the present invention, the VTS center receives the VDM message output from the AIS receiver, and the SVIS server receives and interprets the VDM message, converts it into an SVIS server message, and transmits the message to the SVIS client, that is, users.

[Table 3] ITU-R M / 1371 Messages 1, 2 and 3: Location Reporting

I. SVIS server message ("$ SVSVR") (Figure 5)

The message sent from the SVIS server to the SVIS client is interpreted as a message sent from the AIS base transponder and the message sentence such as "$ SVSVT ~" is constructed in [Figure 8]. The contents of the message are selected according to the importance of messages required for automatic recognition of AIS - equipped vessels among messages received from the AIS transponder by the SVIS server.

All. SVIS client message ("$ SVCLT") (Figure 6)

As a message transmitted from the SVIS client to the SVIS server, the location information, speed and direction information of the NMEA0183 format input from the GPS, and the unique identification number of the ship are constructed as message sentences of the "$ SVCLT" format as shown in FIG.

2. SVIS server / client message generation example

end. Converting a message to 6Bits binary

  - Latitude: N (0), S (1)

  - Hardness: E (0), W (1)

I. Converting 6bit binary messages to IEC 61162-1 ASCII table

[Table 4] IEC 61162-1 ASCII table

All. Generate SVIS messages

  - Apply CRC to the last string

3. SVIS implementation

An SVIS implementation is described with reference to FIG.

7 is a block diagram of an SVIS client.

The SVIS client program is user-side software that accesses the SVIS server, registers its location, and receives services by receiving AIS or other SVIS client information.

SVIS client software mainly consists of "wireless data communication connection part" using RAS API, "socket communication part" for message transmission and reception, "GPS positioning part" using RS-232C and "screen display part" .

The main functions of the SVIS client program are as follows.

- Wireless data communication connection of SVIS client program

- GPS Standalone Positioning (RS232C)

- SVIS client message generation ($ SVCLT)

- Create socket and connect to SVIS server (IP, port number)

- Report charity information to the server via SVIS client message ($ SVCLT) transfer

- receive and interpret messages ($ SVSVR) from the server

- Display of charity and server message based on electronic chart

4. The communication module is as shown in Fig.

Section 6 SVIS Availability Testing

The availability test of the SVIS will be described with reference to Figs.

Fig. 9 is a view showing an environment of a test ship, Fig. 10 is a view showing an SVIS communication test screen and an electronic chart display, Fig. 11 is a view showing an SVIS client execution screen, Fig.

1. Solid line test

The solid line test was performed using one SVIS server and two SVIS clients. The AIS signal output from the virtual AIS simulator was input to the SVIS server and converted into SVIS client messages. Respectively. Also, the received message is displayed on the display screen of the SVIS client.

The ship used for the test was also equipped with a radar and a VHF ship phone as shown in Fig. 8 below, but it is rarely used in actual navigation. In most cases, it is operated by subjective judgment based on the experience of the captain. The equipment was also confirmed not to use. Through this, it was found that the maritime traffic safety management system for small shipments such as SVIS is indispensably needed, and the usefulness of the SVIS system was found.

end. Test environment and method

In the solid line test environment, one SVIS server was installed on the shore, one SVIS client was installed on the ship docked around the dock, and one SVIS client was installed on the ship departing from the port of Busan.

For more accurate testing, the actual AIS transponder should be used but the AMS simulator which outputs AIS information like the AIS Base Station for experiments can be used as software And used for the test.

 In addition, the test method was tested to see if the SVIS client connected to the dock at the quay and the SVIS client exchanged information with the SVIS client smoothly through the SVIS server, and the information communication accuracy and time were checked.

10 is an SVIS client execution screen of the solid line test. The "A" area symbol at the center of the screen is the ship equipped with the SVIS transmitting / receiving terminal using the TRS network and the "B" area symbol is the SVIS transmission terminal position mounted on the ship anchored around the dock. The symbol in the "C" region is where the SVIS server was randomly installed on the notebook for testing.

11 is a result of receiving the information transmitted from the SVIS client at the dock, receiving the information from the SVIS server, converting the information, and transmitting the converted information to the ship.

Through the solid line experiment, it was confirmed that the availability of the SVIS system in the actual marine environment and the automatic recognition between the AIS vessel and the AIS non-vessel (SVIS equipped vessel) are possible.

Section 7 Planned Performance and Performance

It can be seen from the statistics of marine vessel accidents that a large number of vessel accidents occur in small vessels, because marine traffic safety management system for small vessels is insufficient. In this project, several considerations for automatic recognition system for small ship are analyzed and SVIS system is developed based on this analysis.

SVIS system composed of SVIS server and SVIS client, it is confirmed that it is possible to realize the automatic recognition function of ship through wireless communication. It is also possible to expand the application range according to the change of the wireless communication method in the future, and the automatic recognition technology of the SVIS system can be utilized in applications such as the navigation mark concentration management system.

The development of SVIS system is expected to contribute to the efficient accident prevention system for all kinds of ships.

The following is the program source code according to the present invention.

CiSVIS :: CiSVIS ()

{

}

CiSVIS :: ~ CiSVIS ()

{

}

CString CiSVIS :: MsgToBin (CString sAIS, int nBit)

{

int strAISlen = sAIS.GetLength ();

int six [255], t, i;

unsigned long decimal;

CString bits, mtmp, bit [2048];

CString rtnSTring;

rtnSTring = "";

for (t = 0; t <strAISlen; t ++)

{

decimal = __ toascii (sAIS [t]) - 48;

if (decimal> = 48) decimal = decimal-8;

i = 0;

while (decimal)

{

six [i] = decimal% 2;

i ++;

decimal = decimal / 2;

}

if (i <nBit)

for (; i <nBit; i ++) six [i] = 0;

for (i = 0; i <nBit; i ++)

{

mtmp.Format ("% d", six [(nBit-1) -i]);

rtnSTring + = mtmp;

}

}

return rtnSTring;

}

CString CiSVIS :: BINtoSTR (CString nBin)

{

CString strRtnString;

int valid, temp;

valid = -1;

int mmsi = 0;

int nLen = nBin.GetLength ();

temp = BinToDig (nBin);

if (temp <= 39)

temp + = 48;

else if (temp> 39 && temp <63)

temp + = 56;

strRtnString.Format ("% c", temp);

return strRtnString;

}

int CiSVIS :: BinToDig (CString sAisString)

{

int intrtn = 0;

if (sAisString == "") return 0;

int nLens = sAisString.GetLength ();

for (int i = 0; i <nLens; i ++)

{

if (sAisString [i]! = '0')

intrtn + = (int) pow (2, (nLens-1) -i);

}

return intrtn;

}

CString CiSVIS :: BINtoNUM (CString nBin)

{

CString strAISMMsi;

CString strrtn = nBin;

int nLen = nBin.GetLength ();

int mmsi = 0;

for (int i = 0; i <nLen; i ++)

{

if (strrtn [i]! = '0')

{

mmsi + = (int) pow (2, (nLen-1) -i);

}

}

strAISMMsi.Format ("% d", mmsi);

return strAISmmsi;

}

CString CiSVIS :: DigToBin (CString nMessage, int nBit, int nLen)

{

char temp [256];

CString mTmp, mTmp2;

int nLoop;

int nStrLen;

int input;

input = atof (nMessage);

itoa (input, temp, nBit);

mTmp2 = temp;

nStrLen = mTmp2.GetLength ();

mTmp.Format ("% s", mTmp2);

if (nStrLen <nLen)

{

nLoop = nLen - nStrLen;

for (int i = 0; i <nLoop; i ++)

{

mTmp = "0 " + mTmp;

}

}

return mTmp;

}

CString CiSVIS :: MakeMessageID (CString sID)

{

return DigToBin (sID, 2,6);

}

CString CiSVIS :: MakeMessageMMSI (CString sMMSI)

{

return DigToBin (sMMSI, 2,30);

}

CString CiSVIS :: MakeMessageSTATUS (CString sSTAT)

{

return DigToBin (sSTAT, 2,4);

}

CString CiSVIS :: MakeMessageSOG (CString sSOG)

{

return DigToBin (sSOG, 2,10);

}

CString CiSVIS :: MakeMessageLON (CString sLON)

{

CString mTmp, mTmp2;

double dLon = atof (sLON);

int nD;

int nB;

int nS;

nD = (int) dLon;

nB = (int) ((dLon - nD) * 1000);

nS = (int) ((((dLon - nD) * 1000) - nB) * 1000);

nD = (nD * 600000) + (nB * 1000) + nS;

mTmp2.Format ("% d", nD);

mTmp = DigToBin (mTmp2,2,28);

if (sLON.Right (1) == "E")

mTmp2.Format ("0% s", mTmp.Mid (1, mTmp.GetLength ()));

else

mTmp2.Format ("1% s", mTmp.Mid (1, mTmp.GetLength ()));

return mTmp2;

}

CString CiSVIS :: MakeMessageLAT (CString sLAT)

{

CString mTmp, mTmp2;

double dLat = atof (sLAT);

int nD;

int nB;

int nS;

nD = (int) dLat;

nB = (int) ((dLat - nD) * 100);

nS = (int) ((((dLat - nD) * 100) - nB) * 1000);

nD = (nD * 600000) + (nB * 10000) + nS;

mTmp2.Format ("% d", nD);

mTmp = DigToBin (mTmp2,2,27);

if (sLAT.Right (1) == "N")

mTmp2.Format ("0% s", mTmp.Mid (1, mTmp.GetLength ()));

else

mTmp2.Format ("1% s", mTmp.Mid (1, mTmp.GetLength ()));

return mTmp2;

}

CString CiSVIS :: MakeMessageCOG (CString sCOG)

{

CString mTmp, mTmp2;

double fTmp;

fTmp = atof (sCOG);

mTmp.Format ("% d", (int) (fTmp));

mTmp2.Format ("% s", DigToBin (mTmp, 2,11));

return mTmp2;

}

CString CiSVIS :: MakeMessageHDG (CString sHDG)

{

return DigToBin (sHDG, 2,9);

}

CString CiSVIS :: ReturnMessage (CString sHead, CString sID, CString sMMSI, CString sStatus, CString sSOG, CString sCOG, CString sHDG, CString sLAT, CString sLON)

{

CString mTmp;

CString tmpstr;

CString RtnStr;

CString strSend;

int nLoop;

CString mkTmp, mkTmp2;

mTmp = MakeMessageID (sID);

mTmp + = MakeMessageMMSI (sMMSI);

mTmp + = MakeMessageSTATUS (sStatus);

mTmp + = MakeMessageSOG (sSOG);

mTmp + = MakeMessageCOG (sCOG);

mTmp + = MakeMessageHDG (sHDG);

mkTmp = sLAT;

mkTmp.Replace (".", "");

mkTmp.Replace ("^", ".");

sLAT = mkTmp;

mTmp + = MakeMessageLAT (sLAT);

mkTmp = sLON;

mkTmp.Replace (".", "");

mkTmp.Replace ("^", ".");

sLON = mkTmp;

mTmp + = MakeMessageLON (sLON);

RtnStr = "";

nLoop = mTmp.GetLength () / 6;

for (int i = 0; i <= nLoop; i ++)

{

tmpstr = mTmp.Mid ((i) * 6,6);

if (tmpstr.GetLength () <6)

{

tmpstr = "0" + tmpstr;

}

RtnStr + = BINtoSTR (tmpstr);

}

strSend = sHead + "," + RtnStr;

strSend + = ", *" + MakeCheckSum (strSend) + "\ r \ n";

strSend = "!" + strSend;

return strSend;

}

CString CiSVIS :: GetMMSI (CString str)

{

CString strrtn;

int mmsi = 0;

for (int i = 0; i <30; i ++)

{

if (str [i]! = '0')

mmsi + = (int) pow (2,29-i);

}

strRtn.Format ("% d", mmsi);

return strrtn;

}

CString CiSVIS :: GetCOG (CString str)

{

CString strrtn;

double cog = 0;

for (int i = 0; i <12; i ++)

{

if (str [i]! = '0')

cog + = pow (2,10-i);

}

strrtn.Format ("% d", (int) (cog));

if (cog == 360.0)

strRtn.Format ("- 1");

else

strrtn.Format ("%. 1f", cog);

return strrtn;

}

SVIS_STRUCT CiSVIS :: GetInfo (CString ssrc)

{

SVIS_STRUCT mTmp;

CString sBinSrc;

iParser pTmp;

BOOL bPar;

sBinSrc = MsgToBin (ssRc, 6);

mTmp.sID = GetID (sBinSrc.Mid (0,6));

mTmp.sMMSI = GetMMSI (sBinSrc.Mid (6, 30));

mTmp.sStatus = GetSTAT (sBinSrc.Mid (36,4));

mTmp.sSOG = GetSOG (sBinSrc.Mid (40,10));

mTmp.sCOG = GetCOG (sBinSrc.Mid (50,12));

mTmp.sHDG = GetHDG (sBinSrc.Mid (61,9));

mTmp.sLAT = GetLAT (sBinSrc.Mid (70,27));

mTmp.sLON = GetLON (sBinSrc.Mid (97,28));

return mTmp;

}

CString CiSVIS :: GetID (CString str)

{

return BINtoNUM (str);

}

CString CiSVIS :: GetLON (CString str)

{

CString strrtn;

int lon = 0;

int lon1, lon2, lon3;

int nlen = str.GetLength ();

for (int i = 1; i <nlen; i ++)

{

if (str [i]! = '0')

lon + = (int) pow (2, (nlen-1) -i);

}

lon1 = (lon / 10000) / 60;

lon2 = (lon / 10000) 60%;

lon3 = lon% 10000;

if (lon1 == 181)

strrtn.Format ("not available");

else {

if (str [0] == 0)

strrtn.Format ("% 02d ^% 02d.% 03dE", lon1, lon2, lon3);

else

strrtn.Format ("% 02d ^% 02d.% 03dW", lon1, lon2, lon3);

}

return strrtn;

}

CString CiSVIS :: GetSTAT (CString str)

{

return BINtoNUM (str);

}

CString CiSVIS :: GetLAT (CString str)

{

CString strrtn;

int lat = 0;

int lat1, lat2, lat3;

for (int i = 1; i <27; i ++)

if (str [i]! = '0')

lat + = (int) pow (2,26-i);

lat1 = (lat / 10000) / 60;

lat2 = (lat / 10000) 60%;

lat3 = lat 1000000;

if (lat1 == 91)

strrtn.Format ("not available");

else {

if (str [0] == 0)

strrtn.Format ("% 02d ^% 02d.% 03dN", lat1, lat2, lat3);

else

strrtn.Format ("% 02d ^% 02d.% 03dS", lat1, lat2, lat3);

}

return strrtn;

}

CString CiSVIS :: GetHDG (CString str)

{

CString strrtn;

int hdg = 0;

for (int i = 0; i <9; i ++)

{

if (str [i]! = '0')

hdg + = (int) pow (2,8-i);

}

if (hdg == 511)

strRtn.Format ("- 1");

else

strrtn.Format ("% d", hdg);

return strrtn;

}

CString CiSVIS :: GetSOG (CString str)

{

CString strrtn;

double sog = 0;

for (int i = 0; i <10; i ++)

{

if (str [i]! = '0')

sog + = pow (2,9-i);

}

if (sog == 102.3)

strRtn.Format ("- 1");

else

strrtn.Format ("%. 1f", sog);

return strrtn;

}

CString CiSVIS :: GetShipName (CString str)

{

int k, valid;

valid = -1;

CString strAISname = "", tempstr;

int temp, l;

l = str.GetLength () / 6;

for (k = 0; k <1; k ++) {

temp = BinToDig (str.Mid ((k * 6), 6));

if (temp <32) temp + = 64;

tempstr.Format ("% c", temp);

if (tempstr! = "" && tempstr! = "@") valid = k;

strAISname + = tempstr;

}

if (strAISname == "@@@@@@@@@@@@@@@@@@@@@@")

strAISname = "----";

else

strAISname = strAISname.Mid (0, valid + 1);

return strAISname;

}

CString CiSVIS :: MakeCheckSum (CString strNmea)

{

int nSize = strNmea.GetLength ();

if (nSize <2) return "";

char chCheck = strNmea [0];

for (int i = 1; i <nSize; i ++)

{

chCheck ^ = strNmea [i];

}

int nLow = chCheck &15; chCheck >> = 4;

int nHigh = chCheck &15;

CString chCheck2;

chCheck2.Format ("% X% X", nHigh, nLow);

return chCheck2;

}

void CiNmea :: ParserSVIS (CString strSVISString, int nPortNumber)

{

iParser parSVIS;

BOOL bRtn, isFind;

SVIS_STRUCT TmpStruct;

CString sSVISHead;

isFind = FALSE;

if (gNMEA_STRUCT.nmeaSVIS.bSVIS_Use == TRUE && (gNMEA_STRUCT.nmeaSVIS.nSVIS_UsePort - gMAIN_NMEA.nPortStartNumber) == nPortNumber)

{

bRtn = parSVIS.Parser (strSVISString, ",");

if (bRtn)

{

sSVISHead = parSVIS.GetData (0);

if (gNMEA_STRUCT.nmeaSVIS.sSVIS_DefaultHead! = sSVISHead) return;

gNMEA_STRUCT.nmeaSVIS.bSVIS_bValue = bRtn;

TmpStruct = iSVIS.GetInfo (parSVIS.GetData (gNMEA_STRUCT.nmeaSVIS.nSVIS_ValuePoint));

CSpherical sphVal;

CSpherical :: SphStrToSph2 (& sphVal, TmpStruct.sLAT, TmpStruct.sLON);

TmpStruct.sShip = sphVal;

if (NmeaSVIS.GetUpperBound ()! = -1)

{

(int nLoop = 0; nLoop <NmeaSVIS.GetSize (); nLoop ++)

{

if (NmeaSVIS [nLoop] .sMMSI == TmpStruct.sMMSI)

{

NmeaSVIS [nLoop] = TmpStruct;

isFind = TRUE;

}

}

if (! isFind)

{

NmeaSVIS.Add (TmpStruct);

}

}

else

NmeaSVIS.Add (TmpStruct);

if (gNMEA_STRUCT.nmeaSVIS.nSVIS_CheckCount <gNMEA_STRUCT.nmeaSVIS.nSVIS_MaxCheckCount)

gNMEA_STRUCT.nmeaSVIS.nSVIS_CheckCount ++;

}

}

}

Although the present invention has been described in detail with reference to the above embodiments, it is needless to say that the present invention is not limited to the above-described embodiments, and various modifications may be made without departing from the spirit of the present invention.

1. Technical aspects

division effect Domestic technology development  - Ensure competitiveness of domestic technologies such as VTS, AIS, etc. - Ensure international competitiveness of small and medium ship navigation technology Improve efficiency of existing systems  - Optimal use of existing facilities such as VTS and AIS - Integrated maritime traffic management system including small and medium sized vessels Secure integration technology - Establishment and utilization of standard protocol for integration and control according to equipment and product - Implementation of data processing technology for processing of main signal - Establishment of network and communication protocol for integrated integration with center and existing AIS

2. Economic and Industrial Aspects

division effect Export and import substitution effect - Reduction of technology dependency and reduction of foreign currency expenditure due to development of equipment and products by domestic technology - Foreign currency acquisition through export of related equipments and products to countries similar to ours - Establishment base for participation of domestic companies in maintenance and related fields Ripple effect in related industries  - Market ripple effect by combining original technology in medium and small-sized line equipment field - Co-development of related field technology such as network and wireless communication

3. Socio-cultural aspects

division effect Prevention of marine accidents and security of navigation - Realization of maritime traffic management system in all the Korean waters including small and medium sized ships - Prevention of loss of life and property loss due to maritime accidents in coastal waters - Secure navigation safety by providing more precise maritime traffic information through integration of maritime traffic related systems Prevention of marine pollution - Reduction of marine pollution through prevention of marine accidents in coastal waters in Korea and prevention of enormous damages - Marine resources and ecosystem conservation

Claims (1)

Automatic recognition system for small and medium ships using TRS network which is characterized by automatic recognition between small and medium sized vessels and exchange of information with vessels equipped with AIS.

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