KR20150072808A - Optimal route determination device for ship - Google Patents

Abstract

The present invention relates to an apparatus for determining an optimal route of a ship. The apparatus for determining an optimal route of a ship comprises: a database in which current weather information, geographic information, risk information, and energy consumption history data for each unit area corresponding to each weather information stored; an energy map generating unit which generates an energy map divided into a plurality of unit areas to correspond to a region where the ship is to navigate, wherein in the energy map, energy consumption prediction values calculated by using the energy consumption history data corresponding to the current weather information are mapped for each unit area; a conversion map generating unit which generates a conversion map in which the possibility or impossibility of navigation recognized by using the geographic information and a risk value for each unit area calculated by using the risk information are reflected to the energy consumption prediction value of the corresponding unit area among the unit areas included in the energy map; and a route determining unit which determines the optimal route connecting the unit areas such that the sum value of energy consumption prediction values from the current position of the ship to a destination is minimized, by using the energy consumption prediction values of the unit areas included in the conversion map.

Description

{Optimal route determination device for ship}

The present invention relates to an apparatus for determining an optimal course of a ship.

Ships are collectively referred to as structures that can move over water, and transportation facilities on the water. Recently, a ship is provided with flight information using a navigation system using an electronic chart. However, the conventional navigation system searches for and provides the shortest route on the electronic chart, and does not provide an economical route using weather information there was.

In order to solve these problems, Korean Patent Laid-Open No. 2011-0103082 (a method of providing a vessel route and a system for providing a vessel route) discloses a technical idea of providing an economic route based on fuel consumption.

That is, Korean Patent Laid-Open Publication No. 2011-0103082 described above generates a plurality of flight paths based on flight information, which is a departure place and a destination, acquires weather information about the plurality of generated flight paths, And a method and system for selecting a navigation route that predicts the lowest fuel consumption as an economic navigation route after predicting fuel consumption.

However, the method of selecting the economic navigation route is a method in which one of the navigation routes is determined prior to departure of the ship. Even in the case of the short-haul navigation, the fuel consumption amount is different from the predicted value before departure due to the real- There is a problem that it can be changed.

In addition, there is a problem in that the ship can not be safely operated when it is operated on the economic navigation route including dangerous sections such as the appearance of pirates.

Patent Document 1: Korean Patent Publication No. 2011-0103082 (Ship Navigation Method and Ship Navigation System)

The present invention generates an energy map corresponding to real-time weather information using the fuel consumption history data stored in the database, and provides information on the danger of the ship, So as to provide an optimum route determining apparatus for a ship capable of providing an optimal route that is secured not only economically but also safety.

The present invention is to provide an optimal route determination device for a ship capable of presenting an optimal route with minimum energy consumption by periodically updating an energy map partitioned into unit areas based on weather information according to the current position of the ship.

Other objects of the present invention will become readily apparent from the following description.

According to an aspect of the present invention, there is provided an apparatus for determining optimal route of a ship, comprising: a database storing current weather information, geographical information, risk information, and energy consumption history data per unit area corresponding to each weather information; An energy map which is partitioned into a plurality of unit areas so that the energy consumption amount predicted value calculated using the energy consumption history data corresponding to the current weather information is mapped for each unit area is generated so as to correspond to the area to be operated by the ship An energy map generator; And calculating a risk value for each unit area calculated using the risk information on the energy consumption prediction value of a corresponding one of the unit areas included in the energy map, A conversion map generation unit for generating a map; And a route determining unit for determining an optimal route connecting the unit areas so that the sum of predicted values of energy consumption from the current position to the destination of the ship is minimized using the estimated energy consumption amount of the unit areas included in the conversion map An optimal route determining device for a ship is provided.

The generation of the energy map of the energy map generator, the generation of the conversion map of the conversion map generator, and the determination of the optimum route of the route determining unit may be repeated at predetermined intervals based on the current position of the ship.

The fuel consumption data generated when the ship navigates the respective unit areas can be stored in the database.

And an output unit for overlaying and displaying the determined optimal route on a chart.

The conversion map generation unit recognizes the depth of water immersed in the vessel using the cargo load amount information stored in the database and determines whether the vessel is not navigable or not in relation to the unit area in comparison with the height of the reef included in the geographical information. It is possible to judge whether or not the navigation is possible.

The risk information may be at least one of real-time pirate haunting information and pirate hauling history information by region.

Other aspects, features, and advantages will become apparent from the following drawings, claims, and detailed description of the invention.

According to the embodiment of the present invention, the fuel consumption history data stored in the database is used to generate an energy map corresponding to the real-time weather information, and the depth and depth of the vessel, It is possible to provide an optimal route in which safety is secured as well as an economic one.

In addition, it is also possible to provide an optimal route in which energy consumption is minimized by periodically updating the energy map partitioned into unit areas based on weather information according to the current position of the ship.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a block diagram showing a ship's optimum route determining apparatus according to an embodiment of the present invention; FIG.
FIGS. 2A to 3 are diagrams for explaining an optimal route determining process according to an embodiment of the present invention; FIG.
4 is a view for explaining an optimal route updating process according to an embodiment of the present invention;
5 is a flowchart showing a method of determining an optimal route of a ship according to an embodiment of the present invention.

While the invention is susceptible to various modifications and alternative forms, specific embodiments thereof are shown by way of example in the drawings and will herein be described in detail. It is to be understood, however, that the invention is not to be limited to the specific embodiments, but includes all modifications, equivalents, and alternatives falling within the spirit and scope of the invention.

It is to be understood that when an element is referred to as being "connected" or "connected" to another element, it may be directly connected or connected to the other element, . On the other hand, when an element is referred to as being "directly connected" or "directly connected" to another element, it should be understood that there are no other elements in between.

The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The singular expressions include plural expressions unless the context clearly dictates otherwise. In this specification, the terms "comprises" or "having" and the like refer to the presence of stated features, integers, steps, operations, elements, components, or combinations thereof, But do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, or combinations thereof.

The terms first, second, etc. may be used to describe various components, but the components should not be limited by the terms. The terms are used only for the purpose of distinguishing one component from another.

In addition, the terms "part," "unit," "module," "device," and the like described in the specification mean units for processing at least one function or operation, Lt; / RTI >

It is to be understood that the components of the embodiments described with reference to the drawings are not limited to the embodiments and may be embodied in other embodiments without departing from the spirit of the invention. It is to be understood that although the description is omitted, multiple embodiments may be implemented again in one integrated embodiment.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Reference will now be made in detail to the preferred embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to the like elements throughout. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings. In the following description, well-known functions or constructions are not described in detail since they would obscure the invention in unnecessary detail.

FIG. 1 is a block diagram showing a ship's optimum route determining apparatus according to an embodiment of the present invention. FIGS. 2A to 3 are views for explaining an optimal route determining process according to an embodiment of the present invention. 4 is a diagram for explaining an optimal route updating process according to an embodiment of the present invention.

Referring to FIG. 1, a ship optimal navigation determining apparatus 100 includes a communication unit 110, a database 120, an energy map generating unit 130, a conversion map generating unit 140, a route determining unit 150, Unit 160 and a control unit 170. [0033]

The communication unit 110 collects analysis element information for determining an optimal route through a communication network connected to the ship.

For example, the communication unit 110 may transmit and receive geographical information (for example, at least one of weather, wind direction, wind speed, wave height, etc.), geographical information (for example, (For example, at least one of real-time pirate haunting information, local pirate haunting history information, etc.), and the like. The analysis element information, including one or more of weather information, geographical information, and risk information, may be provided from any device configured to transmit the information over a communication network.

The geographical information may be information included in a map already stored in the database 120. When updated geographical information is received through the communication unit 110, the control unit 170 controls the database 120 may be updated.

The database 120 may store fuel consumption history data, charts, cargo load amount information (for example, at least one of a loading position, a loading weight, etc.) of each area, and the like. The database 120 may further store analysis element information (for example, one or more of weather information, geographical information, risk information, etc.) received through the communication unit 110.

The fuel consumption history data stored in the database 120 may include history data on the amount of fuel consumed in the past operation of the ship concerned and / or data having the same or similar characteristics as the ship for which the optimal route is to be determined, And history data on the amount of fuel consumed in the past operation of the ship.

The fuel consumption history data may include information on the fuel consumption amount per unit area (for example, information on the actual consumption amount of fuel consumed per unit area) when the area where the ship can navigate is divided into unit areas designated by a unit size of 1 km x 1 km Or a fuel consumption value converted into a value within a predetermined range).

The information on the fuel consumption amount of each unit area may be stored in the database 120 so that the ship matches the weather information at the time of operating the unit area. Accordingly, the information on the fuel consumption amount for each unit area may be stored in a plurality of ways so as to correspond to various weather information.

As information on the fuel consumption amount for each unit area, the fuel consumption value can be normalized to the fuel consumption value when the unit distance (for example, 1 km) in the unit area under the specific weather information is operated, and the normalized fuel consumption amount The value is presented as an energy consumption prediction value in an energy map to be described later. At this time, when a plurality of stored fuel consumption values are stored for the same unit area and the same gas-phase information, the fuel consumption value may be calculated as an average value of the stored fuel consumption values.

Also, in the case of geographic information and risk information, it is natural that each area can be managed for each unit area divided into unit sizes.

The energy map generator 130 refers to the current weather information and the fuel consumption history data for each region stored in the database 120 and obtains an energy map of the region corresponding to the navigation information (for example, a start point, a destination, etc.) .

The energy map is configured such that an area where the operation route can be set so that the ship meets the operational information is divided into unit areas and the predicted value of energy consumption for each unit area is matched. The predicted value of energy consumption is calculated using the information on the fuel consumption amount of each unit area stored in the database 120 as described above.

FIG. 2A illustrates an energy map assuming that the ship operates from the departure point A to the destination B. As shown in FIG. 2A, the energy map is divided into a plurality of unit areas, And the predicted value of energy consumption at the time of navigation under the current weather information is matched to the region.

Using the energy map thus constructed, an economical navigation route 215 in which the lowest energy consumption is expected at the time of operating a ship may be proposed.

Referring again to FIG. 1, the conversion map generation unit 140 can recognize the depth at which the ship is immersed in water based on the weight of the cargo loaded with information on the cargo load amount information stored in the database 120, The depth of the ship's water is compared with the height of the reef or the like recognized by the geographical information, thereby setting the unit area that can not be operated by the ship out of the unit areas included in the energy map as the exclusion unit area Reference).

The conversion map generation unit 140 refers to the risk information stored in the database 120 (for example, at least one of real-time pirate haunting information, regional pirate hauling history information, etc.) The unit area is recognized (refer to 230 in FIG. 2B) and the risk value for the corresponding unit area is calculated.

The risk value can be calculated, for example, by considering factors such as the frequency of appearance of the pirates per unit area, and whether the area is the unit area in which the pirate recently appeared. In this case, a high risk value can be calculated for a unit area having a high frequency of pirate appearance and a history of recent pirate appearance.

The conversion map generation unit 140 reflects the exclusion unit area in the energy map generated by the energy map generation unit and reflects the calculated risk value in the predicted energy consumption amount of each unit area included in the energy map Thereby generating a conversion map.

Referring to FIG. 3 illustrating a conversion map, the conversion map generator 140 may calculate the energy consumption prediction value of a unit area recognized as an exclusion unit area due to the presence of a reef or the like, for example, 9.99), and in the case of the unit area where the risk value is calculated, it can be confirmed that the risk value is updated to be reflected in the energy consumption prediction value.

The criteria for the impossibility of navigation or the risk value to be added to the predicted value of energy consumption or to what ratio may vary may be easily understood by those skilled in the art even if the explanation is omitted.

The route determining unit 150 determines an optimal route 310 including consecutive unit areas in which the sum of energy consumption prediction values is minimized using the conversion map generated by the conversion map generating unit 140, And outputs information on the optimal route 310 determined through the output unit 160. As shown in FIG. 3, it can be confirmed that the optimal route 310 may be determined differently from the economical navigation route 215 illustrated in FIG. 2A by the update processing by the conversion map generating unit 140.

It is a matter of course that the information about the optimal route 310 output through the output unit 160 may be displayed overlaid with the chart stored in the database 120.

The control unit 170 includes a communication unit 110, a database 120, an energy map generation unit 130, a conversion map generation unit 140, a route determination unit 150, The output unit 160, and the like.

In addition, since the optimal route 310, which has already been determined by the operational state of the ship or the change of the weather condition, may not be the optimal route, the control unit 170 may perform the regeneration of the energy map and the conversion map, ) Can be controlled to be performed.

4, in order to perform the recrystallization of the optimal route 310, the route determining unit 150 refers to the conversion map to determine the destination of the destination area from among the unit areas adjacent to the unit area (ⓟ) The renewed optimal route 410 can be determined again using the predicted value of the energy consumption of the adjacent unit areas a and b located in the traveling direction of the vehicle. It goes without saying that the energy predicted values of the unit areas disposed at positions away from the destination in this process may not be considered.

In other words, although the adjacent unit area a has a smaller energy consumption prediction value at the time of determining the previous optimal route, it is included in the first optimum route 310a, which is the optimal route 310 previously determined (compared with FIG. 3 and FIG. 4 , The energy consumption prediction value of the corresponding unit area is increased from 0.50 to 0.61), and when the optimal route 310 is determined, the adjacent adjacent unit area ⓑ has a lower energy consumption prediction value due to a change in the weather condition or the like, The optimum route 310 is updated so that the second optimal route 310b is included in the second optimal route 310b.

Accordingly, the optimum route 310 is periodically updated during the operation of the ship, so that it is possible to operate the ship through the operation route having the greatest economy and safety at each point of time.

The information about the fuel consumption according to the operation of each unit area generated during the operation of the ship may be accumulated as data for determining the optimal route at the time of the subsequent operation and may be provided to other ships through the communication network.

5 is a flowchart illustrating a method for determining an optimal route of a ship according to an embodiment of the present invention.

5, in step 510, the optimal route determining apparatus 100 collects analysis element information (for example, weather information, geographical information, and risk information) for determining the optimal route of the ship through a communication network, And stores the analysis element information in the database 120.

In operation 520, the optimal route determining apparatus 100 generates an energy map for the area using the weather information and the fuel consumption history data stored in the database 120 for the area to be operated by the ship. The generated energy map may be partitioned into unit areas having a predetermined size as illustrated in FIG. 2A, and energy consumption prediction values corresponding to the unit areas may correspond to each other.

In step 530, the optimal route determining apparatus 100 refers to the cargo load amount information and the geographical information stored in the database 120, recognizes an exclusion unit area that the ship can not operate and also refers to the risk information stored in the database 120 And generates a conversion map reflecting the risk values for each of the exclusion unit area and the unit area.

Subsequently, in step 540, the optimal route determination apparatus 100 determines an optimal route using the conversion map.

Then, the optimal route determining apparatus 100 determines whether or not the update period for the optimal route determined in the step 550 is the update period.

If the update cycle for the optimal route has not arrived yet, However, if an update cycle for the optimal route has arrived, the flow proceeds to step 520, where the optimal route determining apparatus 100 again performs the process of generating an energy map and a conversion map, and determining an optimal route.

It is needless to say that the above-described method of determining the optimal route of the ship can be performed by an automated procedure in a time-series sequence by a software program or the like embedded in the digital processing apparatus. The codes and code segments that make up the program can be easily deduced by a computer programmer in the field. In addition, the program is stored in a computer readable medium, readable and executed by a computer, thereby implementing the method. The information storage medium includes a magnetic recording medium, an optical recording medium, and a carrier wave medium.

It will be apparent to those skilled in the art that various modifications and variations can be made in the present invention without departing from the spirit or scope of the invention as defined in the following claims And changes may be made without departing from the spirit and scope of the invention.

100: Optimum route determining device 110:
120: Database 130: Energy Map Generator
140: conversion map generating unit 150: route determining unit
160: Output section

Claims (6)

In an optimal route determining apparatus for a ship,
A database storing current weather information, geographical information, risk information, and energy consumption history data per unit area corresponding to each weather information;
An energy map which is partitioned into a plurality of unit areas so that the energy consumption amount predicted value calculated using the energy consumption history data corresponding to the current weather information is mapped for each unit area is generated so as to correspond to the area to be operated by the ship An energy map generator;
And calculating a risk value for each unit area calculated using the risk information on the energy consumption prediction value of a corresponding one of the unit areas included in the energy map, A conversion map generation unit for generating a map; And
And a route determining unit for determining an optimum route connecting the unit areas so that the sum of the estimated values of energy consumption from the current position to the destination of the ship is minimized by using the estimated energy consumption amount of the unit areas included in the conversion map Of the ship. The method according to claim 1,
Wherein the generation of the energy map of the energy map generator, the generation of the conversion map of the conversion map generator, and the determination of the optimal route of the route determiner are repeated at predetermined intervals based on the current position of the vessel. The method according to claim 1,
Wherein fuel consumption data generated when the ship sails each unit area is stored in the database. The method according to claim 1,
And an output unit for overlaying and displaying the determined optimal route on a chart. The method according to claim 1,
The conversion map generation unit recognizes the depth of water immersed in the water using the cargo load amount information stored in the database, and determines whether the ship can not navigate or navigate to the unit area in comparison with the height of the reef included in the geographical information The ship's optimal route determining device for determining whether or not it is possible. The method according to claim 1,
Wherein the danger information is at least one of real-time pirate sightseeing information and local pirate sightseeing history information.

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