KR20150131479A - ship disaster prevention system with risk monitoring - Google Patents

Abstract

The present invention relates to a system for monitoring risk of a ship and controlling disaster in real time which uses a spatial information technology prepared as a countermeasure to Sewol ferry disaster in April, 2014 caused by complex factors such as overloading, enlargement, ballast water shortage, speeding, unprepared human resources and so on. The system comprises: various disaster sensors which comprise a ship speeding monitoring device, a ship overloading sensor, and a ship ballast water shortage sensor; a control unit which senses a state of a certain ship sensed by the disaster sensors; a ship monitoring system (SMS) which monitors the state of the ship; and a global monitoring system (GMS) which monitors all ships in which the control units are installed, and controls the ships. According to the present invention, signs of an accident are sensed by the disaster sensors for each circumstance and the signs of the accident can be quickly communicated with a control center and controlled by using the spatial information technology to prevent a disaster which may occur in a certain ship.

Description

Ship disaster prevention system with risk monitoring

The present invention relates to a real time ship risk monitoring and disaster prevention system using the Internet and wireless communication. More specifically, in order to prevent a disaster occurring on a specific ship, an accident sensor is detected through a situation sensing sensor, and the disaster prevention situation can be quickly communicated and controlled to a control center using a wireless network and the Internet A ship disaster prevention system.

In April of 2014, there was a national catastrophe called the Korean ship sanking. The sinking accident of the Suyu Lake is the sinking accident of the passenger ship which occurred on the Yellow Sea near Jodo-myeon, Jodo-gun, Jeollanam-do, South Korea on April 16, 2014 at 8:48 am. Let's take a closer look at the cause of the accident. Lee Sang-yoon (40), a researcher at the Institute of Space and Information, Institute of Environment and Ocean Science & Technology, Pukyong National University, described the loss of resilience as the cause of the complete sinking of the lake in about 5 hours after sunshine left on the 18th. The chief said it was one of the causes of the casualties that suddenly changed the route, but said it was difficult to say that the big passenger ship was simply caused by the change of the navigator. This chief thinks that the ship had sunk in six stages. Seewal was estimated to have operated at a speed of more than 8 km per hour (stage 1), and the ship was shaking violently (stage 2) through the southern blind march Byung Cheol Song reporter. The director added that the reason for the rapid flight was presumably due to changes in the internal structure of the ship. At this time, in order to avoid the obstacle, the ship is sharply rotated (Step 3), and the passenger ship is moved to the left and right rapidly (Step 4). The ship was shaking the cargo on the ship as the ship moved, and the cargo tilted to one side, causing the ship to lose its resilience and become unrecoverable, causing a tilting of the outer tile, ie, tilting the ship to one side (Step 5) Explained. Internal cargos have caused pitting and flooding has begun. He said that if he had been flooded by a reef from the beginning, the captain would have issued an evacuation order, and that he had ordered the cabin waiting, because it seemed that the floods did not go much in the beginning. However, once the flood began, the slamming occurred (6th step) with the phenomenon (slamming into the water slowly) (Pusan Ilbo, April 18, 2014).

Professor Lee Sang Yoon of Pukyong National University said, "As a result of the collapse of the rescue force of the ship due to the loss of dynamic stability due to the cause of the sinking of the Jindo passenger ship, More specifically, attention was paid to the starting point of the accident, and in the case of Seewal, the dynamic stability of the ship was unstable from the beginning. In the first stage, the ship is moving at the speed of the accident at a speed higher than usual. . In this case, we estimated three factors: ship overload (loosening of the cargo strap), expansion (centering up the center of gravity accordingly), and ballast ballast water shortage (due to unstable ship balance). Secondly, in the state of unstable dynamic stability, the stomach fluctuates more rapidly as the stomach flow, which is called the bovine bone marrow, sweeps more rapidly and doubles the speed of the stomach and wobbles to the left and right. Third, at this time, a quick phenomenon occurs when ship is hovering at a turning point changing the route to Jeju Island, or turning maneuvering to avoid obstacles such as a ship too suddenly on the route, turning the ship to the left and turning it back to the right. Fourth, at this time, the outward slope suddenly occurs and the ship's dynamic stability is completely lost as the ship's ship is not properly driven, and the ship's resilience is completely collapsed. Fifth, as the flood starts from the submerged area after the tilting of the outer tongue, the water suddenly comes into the window with numerous windows or holes in the upper part of the ship. In the last six, the ship is slammed and sunk, completely inverted in translational and rotational motion situations. Especially, in case of the second and the third stage, if the ship is made to turn or turn, it is basically designed to restore the ship. However, in case of Seewal, it is not restored. As a result, the dynamic stability of the ship was very unstable. On the other hand, adversely affecting the restoration force of the ship is when the factors that cause the loss of the dynamic stability of the ship are mixed with each other as the step progresses. If it is enlarged, there is a risk that the center of gravity may shift upward when the upper part of the ship is enlarged. If there is a problem with the ballast ballast tanks of the ship, if the water of the total of six ballast tanks is tilted too much to one side, three to both sides below the ship, it may cause a problem of recovery of the ship restoration power. In addition, if the cargo is swung to the right or left in an unstable state where the cargo is overloaded on the inside and outside of the ship and the strap is loose to the strap, the inertial force action can further increase the shaking of the ship and deepen the outside slope. Because of this, the sound of the passengers is heard when the cargo hits the hull and the cargo hits the cargo on the hull. Therefore, there is a possibility that the check of the ship before the departure is bad, and the equilibrium of the ship is literally the balance weight of the ship. If there is a problem if it is inclined to one side and there is a problem with the stabilizer before the departure, The cause of the accident was reported on April 21, 2014.

On the other hand, there is a fundamental point about the disaster prevention system. The national emergency transportation network, which is being built by the government with billions of won, will not be used for maritime disasters due to the partition between ministries. The land and marine accident reporting system is also operated by the various agencies, so the National Emergency Transport Information Network established by the National Emergency Management Agency is merely a half system that can be used only on land. According to the government on May 7, 2014, the National Emergency Transport Information Network, which has been under construction for two years since last year, is scheduled to start operation next year but it can not be applied to the marine disasters that the Ministry of Maritime Affairs and Fisheries and Marine Police Agency are responsible for. This is because the cooperation between the National Emergency Management Agency (NEMA), which is responsible for land disasters, and the Ministry of Maritime Affairs and Fisheries, which oversees marine disasters, has not been accomplished. The National Emergency Management Agency (NEMA) has a system that enables the efficient transfer of emergency patients by receiving information from neighboring hospitals in connection with the geographic information system (GIAES) from an ambulance last year. This year, we plan to build a 119 emergency management system for the central area and expand it to respond to marine vessel accidents. In case of marine vessel accident, it will be equipped with lifesaving system and urgent patient transfer system. In order to respond to maritime vessels, maritime cooperation with maritime disaster counterparts is needed. However, at present, the marine disaster is the responsibility of the maritime department and the seaport, and it is impossible for the National Emergency Management Agency to lead the marine disaster and carry out the patient transportation. The officials of the National Emergency Management Agency said that they are discussing with the Ministry of Maritime Affairs. In this case, the National Emergency Management Agency (NEMA) participated only in the Central Disaster Safety Measures Headquarters or the Disaster Preparedness Center, which was set up at the Jindo site, but failed to play a leading role. Last year, in consultation with the Ministry of Land, Transport and Maritime Affairs and the Ministry of Maritime Affairs and Fisheries, they shared information on helicopter flight information and made a system to use the helicopter for disaster response. In the early days of the accident, the NEMA dispatched the Dagger helicopter in a progressive manner, but there was a situation in which the cooperation with the seafarers did not take place properly. The problem is that the 119 system, which is a land disaster reporting system, and the 122 system, which is a maritime disaster reporting system, do not work together. The first report of the seasons was 119. Since then, we have been receiving complaints about the problem. Disaster experts said that the integration of disaster relief ministries, the reporting system and the rescue emergency transport system should all be integrated, and that individual structures and emergency transport systems are only half the way to respond to effective disasters. On the other hand, Japan and the United States have a unified structure in case of disasters and a response system capable of emergency transportation of patients. In particular, the United States has integrated various disaster notification numbers into 911 (the electronic newspaper, April 27, 2014, billions of unified national emergency transport information network, half system that can not be used for marine disaster, reporter Shin Hye Kwon).

As mentioned above, there are very few marine disaster prevention technologies and systems currently in Korea. The disaster prevention communication system related to spatial information technology and system is mainly composed of disaster prevention system. Recently, satellite communication has been expanded and mutual supplementation with wired communication has been introduced. Based on the ubiquitous sensor network, the disaster information communication field includes radiation accident, environmental pollution, marine pollution, forest disaster, etc. in the fields of flood damage, facility safety, traffic safety, industrial safety, energy safety, fire safety, . The disaster prevention system is one of the unstructured systems, which is currently attracting attention, and is a system for comprehensively supporting the disaster prevention activities from the information side. In case of disaster communication, it means all communication means related to prevention, response and recovery of disaster. Telecommunication services, which is the infrastructure of the society as a whole, which has a great impact on national economic activity and people's lives, has developed into a medium for information circulation and economic activity, and dramatically improved our lives. However, while there is such a positive point, the delay or disruption of telecommunication services has a serious effect on the national economic activities such as business paralysis, financial parity, air port, port, subway and railroad, It is going. In Korea, the National Emergency Management Agency (NEMA) has set up a redesign of disaster service procedures and an information strategy plan since 1996 to introduce advanced information systems, integrating the national safety management information system and the emergency rescue system, We have built a system that can share, and strive to operate systems at the level of advanced countries. In addition, the disaster prevention system includes a situation command control system, a public service system, a rainwater level system, a surveillance system, a video conference system, an emergency communication service system, a weather satellite reception system, an automatic rain alarm system, , A natural disaster character electric signboard system, a civil defense alarm system, a mobile phone disaster alarm character service, a fire communication system, and a satellite image system, and is operated by the National Emergency Management Agency and local governments. Disaster prevention systems can be divided into disaster prevention communication systems and disaster prevention information systems. Disaster prevention communication systems have been developed mainly as disaster management radio systems. Recent trends include expanding the use of satellite communication, complementing with wired communication, and multimedia. The disaster prevention information system is a system that manages and manages information related to disaster prevention as disaster prevention communication system as a communication infrastructure. Recently, the support AV system of damage prevention and countermeasure information management system, weather information collection and distribution system The introduction has been accelerating rapidly. The national comprehensive disaster information management system requires each independent module to be linked by network communication network, so it is necessary to establish a stable communication network as well as stability and functionality for independent modules. In recent years, wireless and satellite communications have been actively developed and used in addition to cable. It is necessary to construct a multi-communication network instead of a single communication network on one line by using these various communication technologies to prepare for a situation in case of need, and especially to examine a plan that can be utilized in case of a disaster such as an earthquake through construction of a communication network using a satellite have. The first thing to do is to integrate various wired / wireless communication networks based on communication networks using satellites. What is important here is to design systems that can fulfill the role of disaster prevention communication while making the most use of communication infrastructure of our society. to be. At present, the wireless communication network in our society is comparable to that of developed countries, and the high technology and technology penetrate into our lives. Therefore, establishment of the communication system based on this background will be easier than any other system. For example, the communication part of the disaster prevention information management system currently used in Korea depends on the wired network. However, if the wired network is vulnerable to major disasters such as earthquakes, it is urgent to construct a replacement network. On the other hand, commonly used wireless mobile communication and personal satellite communication systems that will be used in everyday life will serve as an alternative means for this. This is because information management systems in Japan and the United States secure wired networks and use wireless networks, satellites, and radios in parallel with them, because of the advantage of not using ground facilities. Thanks to the active promotion of domestic IT business field and technological power, it is now highly recommended to secure the wireless communication network of disaster prevention information management system as an infrastructure related to the safety of the ideal society that has secured technology and market comparable to advanced countries in the field of communication. . Particularly, at the stage where the personal mobile communication using the satellite is popularly used, it should be applied to the line for disaster prevention communication or the communication means having high priority. This is advantageous in that it can be constructed on an economical and stable basis, compared with a wireless line or a satellite communication line separately constructed by foreign advanced countries for the purpose of disaster prevention communication. In addition, according to the development of damage in the event of a disaster, information is transmitted from information sources to decision makers, administrators, victims and uninjured people of related organizations. You will have to prevent the spread in advance. A tight system means eliminating information blind spots by using the various media outlined above so that disaster information can be transmitted to all areas where humans are active. This process will also require wireless media. Although all disaster prevention communication facilities have a common advantage in terms of making full use of the communication infrastructure of the society, in areas having special areas or special social conditions, it will be necessary to equip them with sufficient consideration. In order to do this, it is necessary to have a stable operation as well as facilities. For this purpose, it is required to acquire all kinds of information related to disaster prevention communication in each region (Korea Aviation Journal, Vol. 12, No. 6, December 2008) System management, and application, Kang, Hee - Joo). The related prior art includes a method and system for providing navigation risk information of a ship (Korean Patent No. 10-0818531), a ship collision risk display device and a ship collision risk indication method (Korean Patent No. 10-1072994) (Korean Patent No. 10-1222295), Integrated Monitoring System and Method for Risk Monitoring in Vessels (Korean Patent No. 10-1358401), Portable Vessel Navigation Assistant Terminal Using Electronic Chart and Its Operation Method Patent No. 10-0793640), a portable vessel navigation assistance terminal using an electronic chart and a method of operating the navigation terminal (Korean Patent No. 10-0793640), a data management method, a server and a system for u-city integration control (Korean Patent No. 10-0708534) , And a remote control method of a snow and disaster prevention system using a smart phone (Korean Patent No. 10-1066210).

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned needs, and it is based on the preparation for the present fundamental problem concerning the above-described ship and marine related disaster prevention system. Especially, as mentioned above, it is expected that the national emergency transport information network, which the government is constructing with billions of won, will not be used for maritime disasters due to the partition between departments. The land and marine accident report system is also operated by the government, Emergency transport network is to solve such a problem which is only half system which can be used only on land. The purpose of the disaster prevention system is to provide a real-time ship risk monitoring and disaster prevention system to prevent disasters such as seahorse.

In order to accomplish the object of the present invention, the present invention detects an event of a disaster early and transmits it to a client using a wired network or a wireless network according to an environment, and the client collects the collected data in real- And a marine disaster prevention system. The present invention relates to a ship and a marine disaster prevention system capable of promptly catching an indication of a disaster when there is an accident to prevent a disaster occurring on a specific ship, and to respond quickly before a disaster occurs.

That is, the present invention relates to a detection sensor comprising a vessel overspeed sensor, a ship overflow sensor, and a ship ballast water shortage detector; A control unit for sensing a state of a specific ship from the detection sensor; A ship monitoring system (SMS) monitoring the disaster state of a particular ship; And a Global Monitoring System (GMS) for monitoring and controlling all the ships on which the control unit is installed, and the communication between the SMS and the GMS may be performed by any one of Internet, satellite communication, and CDMA / The communication between the various sensors in the SMS is relayed to the integrated server through the RS 485 wired communication and the relay server through the communication modem to communicate with the integrated server of the GMS via the Internet, The transmitted signal is inputted to the CDMA / GSM communication or the satellite communication module and communicates with the CDMA / GSM communication or the satellite communication module of the GMS.

Technical terms used in the present invention will be described. "RS485" is serial asynchronous communication and is called multi-point bus method (half-duplex communication method). The "RF module" is designed to use the RF driver and operate the frequency flexibly. The "control unit" has an RF module, a sensor module, and an RS 485 communication function.

The data transmission and reception between the SMS and the controller can be performed by using either the wired communication using the RS485 or the wireless communication using the RF. This is to enable selective use of wired and wireless depending on the environment. Communication between GMS and SMS can be monitored on the Web at all times using the Internet.

According to the present invention, in order to prevent a disaster occurring on a specific ship, a pre-accident indication is sensed through a situation sensing sensor, and the disaster prevention situation is remotely communicated and controlled to a control center using a wireless network and the Internet . The present invention detects marine accidents early and transmits them to a client using a wired network or a wireless network depending on the environment. The client collects data in real time via the Internet and transmits data to a central countermeasure center. It is a disaster prevention system.

In addition, it is possible to reduce the dispatch time of the rescue line by detecting the accurate initial disaster state and transmitting the disaster information to the officers in real time in real time, thereby enabling quicker disaster disaster prevention. This will not only protect the lives and property of the people but also reduce the social costs and the budget of the state caused by the misappropriation of the rescue ships or delayed dispatch.

In addition, a telemetry wireless network is established between the maritime disaster monitoring unit of each central or regional ministries and agencies, the central call center, departments, and offices to receive disaster situations and ship status of each ship in real time. Accurate disaster prevention activities and maintenance can be done.

1 is a block diagram of a ship overflow detection system according to the present invention.
2 is a block diagram of a ship ballast water shortage detection system according to the present invention.
3 is a block diagram of a ship overspeed detection system according to the present invention.
5 is a block diagram of a multiple sensing system.
Fig. 7 is a configuration diagram of the first embodiment of the present invention.
8 is a configuration diagram of a second embodiment of the present invention.
Fig. 9 is a configuration diagram of a third embodiment of the present invention.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

1 is a block diagram of a ship overflow detection system according to the present invention. The ship overload detection system includes a signal processing and control unit 10, a network interface 20 and a sensing circuit 100. The sensing circuit 100 is connected to a sensing analog front-end circuit, , And an alarm unit.

2 is a block diagram of a ship ballast water shortage detection system according to the present invention. The ship overload detection system includes a signal processing and control unit 10, a network interface 20 and a sensing circuit 100. The sensing circuit 100 is connected to a sensing analog front-end circuit, , And an alarm unit.

3 is a block diagram of a ship overspeed detection system according to the present invention. The ship overload detection system includes a signal processing and control unit 10, a network interface 20 and a sensing circuit 100. The sensing circuit 100 is connected to a sensing analog front-end circuit, , And an alarm unit.

5 is a complex sensing system in which a ship overt sensing circuit 100, a ship ballast water undersensing sensing circuit 200 and a ship overspeed sensing circuit 300 are combined and includes a signal processing and control unit 10, a network interface 20, An alarm unit 30, a sensitivity setting unit 40, a TEDS 50, a smoothing circuit 60, a constant voltage circuit, and a power supply monitoring circuit. The component parts are made of the IC chip 500. The composite sensing system of FIG. 5 may be fabricated as one IC chip and used.

Hereinafter, a specific embodiment of the present invention borrows a conventional commercialized method. The sensor interface of the present invention has a TTL compatible function and generally requires power, ground, and signal lines to acquire data from the sensor, which can use four lines. That is, the 12V power line, the ground line, the input signal line, and the control line that enables the sensor to be controlled by the timer are designed into four sets.

We developed an RF module to transmit data using RF when the environment of a space is poor and data transmission is impossible by wire. The RF module uses the RF driver with built-in PLL to operate the frequency flexibly. In order to detect a specific space condition, a sensor should be used. The sensor module used for disaster prevention consists of HD, SD and FD for disaster prevention.

The present invention can use either the wired communication using the RS485 or the wireless communication using the RF to transmit and receive the event detected from the various sensors (FD.SD, HD) installed in the near disaster monitoring area to the control unit. This is to enable selective use of wired and wireless depending on the environment.

The control unit of the present invention can be used as a terminal of a distributed control system and is designed to be operable in a stand-alone manner. The control unit communicates with the central monitoring system. When receiving data, it uses an interrupt. When transmitting, it transmits data using a polling method.

Bus type network is constructed for data communication between central monitoring device and 32 control devices. The central monitoring device is also capable of point-to-point communication with the control device and broadcasting transmission in which the same data is transmitted to all the control devices. In addition, communication between GMS and LMS is basically made possible to monitor on the Web by using the Internet.

FIG. 7 is a configuration diagram of a first embodiment of the present invention, FIG. 8 is a configuration diagram of a second embodiment of the present invention, and FIG. 9 is a configuration diagram of a third embodiment of the present invention.

Referring to FIG. 7, the system includes a GMS 700 for monitoring all ships in the center or the disaster headquarters, and an SMS 600 for supervising and processing only specific ships. In the GMS 700 and the SMS 600, the MMI (Man Machine Interface) is developed using a visual language so that the user can easily and easily monitor in a window environment. The controller improves performance and efficiently utilizes the memory We developed the program using assembly language and designed by using One Chip Micom considering production cost.

7 showing a configuration of a ship disaster prevention system according to the first embodiment of the present invention, the system performs RF communication between the various sensors FD, HD and SD and transmits them to the integration server 610 via a sink gate way 650. [ And then communicates between the earth station communication of CDMA / GSM or the satellite communication module 640 and the CDMA / GSM earth station communication of GMS 700 or the satellite communication module 730 after being relayed.

Fig. 8 shows a configuration of a ship disaster prevention system according to a second embodiment of the present invention. 8 shows an example in which RS 485 wired communication is performed among various sensors in the SMS 600 and relayed to the integration server 610 through the relay 630 and the communication modem 660 to be connected to the integration server 720 of the GMS 700 Communication. Or the signal transmitted from the integration server 610 is input to the CDMA / GSM communication or the satellite communication module 640 and communicates with the CDMA / GSM communication of the GMS 700 or the satellite communication module 730.

For reference, the SMS 600 monitors the status of a particular ship and also transmits data received from the control unit to the GMS 700, and conversely transmits data received from the GMS 700 to the control unit. The SMS 600 is designed to enable RS485 communication between various sensors and can be selectively used according to the local environment. SMS 600 may collect data from up to 32 controls. Time Sharing by Round Robin method can be processed in real time because transmission speed is fast and data amount is not large. In order to transmit / receive data wirelessly, a wireless repeater must be present in the SMS 600. In case of RS485 communication, an RS232 to RS485 converter is required for RS232 to RS485 communication.

Fig. 9 shows a configuration of a ship disaster prevention system according to a third embodiment of the present invention. 9 shows RF communication between various sensors in the SMS 600 and is connected to the RF module 670 via the sink gateway way 650 and the integration server 610. The RF module 670 is connected to the GMS 700, Lt; RTI ID = 0.0 > 740 < / RTI >

According to the embodiment of the present invention, the signal processing portion excluding the optical sensor and the like is used as the IC chip, so that it is possible to realize a reduction in defects and a defective rate at the time of manufacturing and a reduction in cost. In addition, it is possible to reduce the number of parts to be used in accordance with the decrease in the number of components, and thus the problem of restriction of the installation place is reduced.

While the invention has been described in connection with what is presently considered to be the most practical and preferred embodiment, it is to be understood that the invention is not limited to the disclosed embodiments. 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.

10: Signal processing and control unit
20: Network interface
30: Alarm generating circuit
40: Sensitivity setting section
100: Ship overload detection circuit
200: Ship ballast water shortage detection circuit
300: Ship overspeed detection circuit
400: Detection sensor
500: IC chip
600: Ship Monitoring System (SMS)
700: Global Monitoring System (GMS)

Claims (1)

A disaster sensor comprising a ship overspeed sensor, a ship overspeed sensor, and a ship ballast water shortage sensor; A control unit for sensing a state of a specific ship from the disaster sensor; A ship monitoring system (600: SMS) for monitoring the disaster state of a particular ship; And a global monitoring system 700 (GMS) for monitoring and controlling all the ships on which the control unit is installed. The communication between the SMS 600 and the GMS 700 may be performed using any one of Internet, satellite communication, and CDMA / In a ship disaster prevention system using wireless communication in a normal Internet communication mode, RS485 wired communication is performed between disaster sensors including various ship overspeed detectors, ship overtravel detectors, and ship ballast underwater detectors in the SMS 600, The signal transmitted from the integrated server 610 may be transmitted to the GMS 700 through the CDMA / GSM communication or the GMS 700 through the Internet 630 and the communication modem 660 to the integration server 610, And is input to the satellite communication module 640 and communicates with the CDMA / GSM communication of the GMS 700 or the satellite communication module 730. The real-time ship risk monitoring and disaster prevention system using the spatial information technology.

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