KR20210136806A - support system for vessel operation and ship having the same - Google Patents

Abstract

The present invention relates to a ship navigation support system and a ship including the same. According to the present invention, the ship navigation support system comprises: a plurality of image acquisition units provided on a ship having a cabin on the deck and collecting images of the surroundings; an image processing unit for processing the image of the image acquisition unit to generate a processed image looking down from the upper side of the ship; an image blur estimation unit for calculating a degree of blur of a specific part corresponding to a peripheral object of the ship in the image of the image acquisition unit; and an object distance estimation unit for estimating the distance from the ship to the specific part based on the degree of blur of the specific part and the focal length of the image acquisition unit.

Description

A ship operation support system and a ship including the same {support system for vessel operation and ship having the same}

The present invention relates to a ship navigation support system and a ship including the same.

A ship is a means of transport that carries a large amount of minerals, crude oil, natural gas, or thousands of containers or more and sails the ocean. move through

These ships generate thrust by driving an engine or gas turbine, etc. At this time, the engine uses oil fuel such as heavy oil (HFO) or light oil (MDO, MGO) to move the piston, and the crankshaft rotates by the reciprocating motion of the piston. The shaft connected to the crankshaft is rotated to drive the propeller, while the gas turbine burns oil fuel with compressed air, and generates power by rotating the turbine blades through the temperature/pressure of the combustion air to power the propeller. method of delivery is used.

However, in recent years, in order to solve the problem of environmental destruction caused by exhaust when oil fuel is used, gas fuel such as liquefied natural gas (LNG) or liquefied petroleum gas (LPG) is used to drive an engine or a turbine to propel gas. Fuel propulsion is used. In particular, since LNG is a clean fuel and its reserves are more abundant than petroleum, the method of using LNG as a gas fuel is applied to other ships such as container ships in addition to LNG carriers.

As described above, the ship is gradually developing to a level that guarantees operational efficiency in order to suppress environmental pollution and reduce energy consumption, going beyond the basic function of guaranteeing transport efficiency of cargo.

In accordance with this development process, research and development of technologies that enable effective and even autonomous control of navigation are continuously being made. However, the reality is that there are not many cases applied to ships, and continuous research is needed.

The present invention was created to solve the problems of the prior art as described above, and an object of the present invention is a ship operation support system that enables safe operation by providing intuitive guide information when a ship moves for sailing, anchoring, etc. And to provide a ship including the same.

A ship navigation support system according to an aspect of the present invention is provided in a ship having a cabin on a deck and includes: a plurality of image acquisition units for collecting images of the surroundings; an image processing unit for processing the image of the image acquisition unit to generate a processed image looking down from the upper side of the vessel; an image blur estimator for calculating a degree of blur of a specific part corresponding to a peripheral object of the vessel in the image of the image acquisition unit; and an object distance estimator for estimating the distance from the vessel to the specific part based on the degree of blur of the specific part and the focal length of the image acquisition unit.

Specifically, the object distance estimation unit estimates a straight line distance from the image acquisition unit to the specific part based on the degree of blur of the specific part and the focal length of the image acquisition unit, and determines the linear distance and the height of the image acquisition unit. Based on this, the horizontal distance from the ship to the specific part can be estimated.

Specifically, the image acquisition unit may be a monocular camera.

Specifically, it may further include an output unit for outputting the processed image.

A ship navigation support system according to another aspect of the present invention is provided in a ship having a cabin on a deck and includes: a plurality of image acquisition units for collecting images of the surroundings; an image processing unit for processing the image of the image acquisition unit to generate a processed image looking down from the upper side of the vessel; an image segmentation unit that divides at least one of the image collected by the image acquisition unit or the processed image generated by the image processing unit into specific units and assigns a class to each unit to identify the vessel and objects surrounding the vessel; and an object distance estimator for estimating a horizontal distance between the ship and the surrounding object based on a specific unit of the image or the processed image.

Specifically, the image acquisition unit may be a monocular camera.

Specifically, it may further include an output unit for outputting the processed image.

A ship according to an aspect of the present invention is characterized in that it has the ship navigation support system.

The ship navigation support system according to the present invention and a ship including the same can intuitively provide information on the surrounding environment during a navigation process, thereby innovatively lowering the risk of an accident and optimizing the efficiency of the operation.

1 is a block diagram of a ship navigation support system according to a first embodiment of the present invention.
2 is a side view of a ship according to a first embodiment of the present invention.
3 is a plan view of a ship according to a first embodiment of the present invention.
4 to 7 are conceptual views of a ship navigation support system according to a first embodiment of the present invention.
8 is a block diagram of a ship navigation support system according to a second embodiment of the present invention.
9 is a block diagram of a ship navigation support system according to a third embodiment of the present invention.
10 to 12 are conceptual views of a ship navigation support system according to a third embodiment of the present invention.
13 is a block diagram of a ship navigation support system according to a fourth embodiment of the present invention.
14 to 16 are conceptual views of a ship navigation support system according to a fourth embodiment of the present invention.
17 is a block diagram of a ship navigation support system according to a fifth embodiment of the present invention.
18 to 20 are diagrams illustrating output screens of the ship navigation support system according to the present invention.
21 is a view showing particles of a ship navigation support system according to a second embodiment of the present invention.
22 and 23 are diagrams showing an output screen of the ship navigation support system according to the present invention.
24 is a block diagram of a ship navigation support system according to a sixth embodiment of the present invention.
25 is a conceptual diagram of a ship navigation support system according to a sixth embodiment of the present invention.

The objects, specific advantages and novel features of the present invention will become more apparent from the following detailed description and preferred embodiments taken in conjunction with the accompanying drawings. In the present specification, in adding reference numbers to the components of each drawing, it should be noted that only the same components are given the same number as possible even though they are indicated on different drawings. In addition, in describing the present invention, if it is determined that a detailed description of a related known technology may unnecessarily obscure the subject matter of the present invention, the detailed description thereof will be omitted.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. For reference, the present invention includes a ship operation support system described below, as well as a ship on which the system is mounted/built.

In this case, the term "ship" may be a concept that encompasses not only general ships such as merchant ships/passenger ships that transport cargo or people from the origin to the destination, but also floating structures for performing specific tasks in the ocean.

Also for reference, in this specification, a ship on which the system of the present invention is provided is referred to as an own ship, and other ships or floating bodies, land, fixed structures such as piers, etc. as objects located in the vicinity of the own ship are referred to as objects.

Also, for reference, hereinafter, the longitudinal direction has the same meaning as the front-back direction, and the width direction and the left-right direction also have the same meaning. In addition, in the following, estimation, confirmation, calculation, etc. may be construed to encompass all similar terms such as calculation, measurement, reception, and other similar terms, despite the terms.

1 is a block diagram of a ship navigation support system according to a first embodiment of the present invention, FIG. 2 is a side view of a ship according to a first embodiment of the present invention, and FIG. 3 is a first embodiment of the present invention. This is a plan view of the ship.

4 to 7 are conceptual views of a ship navigation support system according to the first embodiment of the present invention.

18 to 20 are diagrams showing an output screen of the ship navigation support system according to the present invention, and FIGS. 22 and 23 are diagrams showing an output screen of the ship navigation support system according to the present invention.

1 to 3 , the ship navigation support system 1 according to the first embodiment of the present invention includes an image acquisition unit 10 , a data transmission unit 20 , an image processing unit 30 , and an output unit ( 40).

The image acquisition unit 10 is provided in the ship 200 and collects images around it. The image acquisition unit 10 is provided in plurality, and may be provided as a monocular camera that generates an analog image signal. For convenience, the image acquisition unit 10 of the present invention will be described below on the assumption that it is a monocular camera.

The image acquisition unit 10 is provided to face the peripheral direction of the vessel 200 in order to collect images surrounding the vessel 200 , and the collected images are processed and matched by an image processing unit 30 to be described later. may be converted into a processed image 300 of

The processed image 300 generated by the image processing unit 30 may be an image looking down from the upper side of the ship 200 , and a plurality of image acquisition units 10 for generating such an image, at least partially overlap the images. You can take pictures.

In addition, the image acquisition unit 10 is provided in the ship 200 having the cabin 221 on the deck 220, the position can be specifically specified. This will be described with reference to FIGS. 2 and 3 .

2 and 3, the ship 200 of the present invention has a hold 210 for loading cargo therein, and a plurality of holds 210 may be provided in the longitudinal direction.

For example, if the hold 210 is a cargo tank for storing a fluid such as oil, the hold 210 may be provided in four to eight pieces along the longitudinal direction in the ship, and one or more may be provided in the width direction as well. have.

In addition, the ship 200 is provided with a cabin 221 and an engine casing 222 on the deck 220, the cabin 221 may be provided at the stern on the deck 220, and at the rear of the cabin 221 An engine casing 222 may be provided. That is, according to the drawings, the vessel 200 may be a bulk carrier, a tanker, a gas vessel, or the like.

Of course, the ship 200 of the present invention is not limited to the above merchant ship, and a container ship in which the cabin 221 is provided at the center in the longitudinal direction from the deck 220 may also be included. However, the ship 200 on which the ship 200 navigation system according to the first embodiment of the present invention is mounted may be a ship 200 in which the distance from the bow to the cabin 221 exceeds 100 m.

Such a vessel 200 may be divided into a bow, a stern, and a central part along the longitudinal direction, and the image acquisition unit 10 of the bow and stern and the vessel 200 in order to secure an image of the vessel 200 periphery. provided on both sides.

In particular, the image acquisition unit 10 is provided at the bow and the stern respectively to collect images of the front and rear of the ship 200 , and is provided on both sides of at least one point in the front and rear direction in the ship 200 , respectively, to provide the ship 200 . of left and right images can be collected.

As shown in FIGS. 2 and 3 in the longitudinal direction, the vessel 200 can be divided into a bow section (A), a stern section (B), a front section (C), a rear section (D), and a front section (C) is located behind the bow area (A) and may be a part belonging to the bow or central part, and the rear zone (D) is located in front of the stern zone (B) and is a part belonging to the stern or central part, and the cabin 221 is provided It may be a part of

At this time, the image acquisition unit 10 may be provided at least one in each of the above zones A-D to secure all of the surrounding 360-degree images of the ship 200 . As an example, the image acquisition unit 10 may be provided one each in the bow zone (A) and the stern zone (B), and two each in the front zone (C) and the rear zone (D) on the side of the ship.

In addition, some of the plurality of image acquisition units 10 may be provided on the deck 220 , and other portions may be provided at a higher position than the deck 220 . When the image acquisition unit 10 is provided above the deck 220 to photograph the outer direction of the ship 200 , the resolution is relatively high when the viewpoint is converted to look down the photographed image from the upper side of the ship 200 . can be done

That is, in consideration of the processed image 300 generated by the image processing unit 30, the image acquisition unit 10 is preferably photographed at a high position in terms of resolution, in the case of the ship 200, above the deck 220. Because there are not many structures, it is not easy to install the plurality of image acquisition units 10 at a position higher than the deck 220 equally.

Therefore, the image acquisition unit 10 of the present embodiment may provide a portion of the image acquisition unit 10 at a higher position than the deck 220 to partially increase the resolution of the corresponding portion in the processed image 300 .

For example, the image acquisition unit 10 provided in the player area (A) may be installed on the player mast 223, which is the highest position in the player. However, in the case of the stern region (B), since the structure to increase the height is not clear, the image acquisition unit 10 of the stern region (B) may be provided on the deck 220 .

In addition, since it is not easy to secure a facility capable of increasing the height on the deck 220 of the image acquisition unit 10 of the front zone C, the image acquisition unit 10 of the front zone C is also on the deck 220 may be provided on the

In this case, the image acquisition unit 10 of the front region C may be provided on both sides of the deck 220 above the hold 210 provided at the forefront among the plurality of holds 210 . That is, the image acquisition unit 10 of the front region C may be disposed in front with respect to the partition wall dividing the first hold 210 and the second hold 210, and through this, the present invention provides an image acquisition unit ( It is possible to prevent the image secured by 10) from being interfered with by the tugboat 500 berthing the vessel 200 .

However, as will be described later, since the image processing unit 30 may be provided in the cabin 221, the image processing unit 30 to the image acquisition unit 10 provided in the bow area A and the front area C is a general communication method. Data transfer can be difficult. The configuration of the present invention that solves these problems will be described in detail in the process of describing the data transfer unit 20 .

The image processing unit 30 provided in the rear zone D may be provided on both sides of the upper portion of the cabin 221 . For example, the image processing unit 30 of the rear region D may be provided at both left and right ends of the bridge wings 221a extending to both sides from the upper portion of the cabin 221 , respectively.

Therefore, the image acquisition unit 10 provided in the bow zone (A) and the stern zone (B) can secure the images of the front and rear of the ship 200 while being disposed in the center in the width direction of the ship 200, The image acquisition units 10 provided in the front zone C and the rear zone D are disposed on both sides of the ship 200 to secure left and right images of the ship 200 .

In addition, the image acquisition unit 10, instead of the part of the image acquisition unit 10 provided in the stern zone (B) and the front zone (C) is provided on the deck 220, the bow zone (A) and the rear zone ( By making the other part of the image acquisition unit 10 provided in D) be provided at a higher position than the deck 220 , a high risk of collision in the processed image 300 or a high dependence on the processed image 300 . It is possible to increase the resolution of (eg, a portion around the cabin 221 ). Therefore, the present invention can further increase the safety and efficiency of the operation of the ship 200 .

However, in the present invention, the image acquisition unit 10 is provided only at both left and right ends of the bridge wing (221a), and it is also possible to be omitted in the bow area (A) or the stern area (B). In this case, if two image acquisition units 10 are used as an example provided at both ends of the bridge wing 221a, images of the front or rear of the ship 200 may not be secured.

However, when the ship 200 is berthing, the risk of collision for the front and rear of the ship 200 can be resolved through the tug 500 connected to the front and rear, etc., and in this case, at least the most important part of the ship 200 By providing the processed image 300 for the periphery of the cabin 221 (especially the wheelhouse), the image acquisition unit 10 is installed to a minimum and data transmission or processing is minimized, thereby ensuring minimum safety and system construction and It can reduce operating costs.

The data transmission unit 20 transmits the image of the image acquisition unit 10 to the image processing unit 30 . The image processing unit 30 described above may be a monocular camera and may collect images as analog image signals.

At this time, the data transfer unit 20 transmits the image of the image acquisition unit 10 to the image processing unit 30 capable of processing the image. However, since the image processing unit 30 is preferably installed in the cabin 221 (especially the wheelhouse) where the processed image 300 is to be output, the data transfer unit 20 includes an image acquisition unit ( 10) to the image processing unit 30 provided in the cabin 221 of the rear zone (D) to transmit the image signal.

However, in the present invention, at least one image acquisition unit 10 provided in the bow zone (A) or the front zone (C) is spaced apart from the image processing unit 30 by a predetermined distance or more. In this case, the preset distance is a value exceeding the effective distance (15m) by GMSL communication and the effective distance (100m) by Ethernet communication.

Accordingly, the data transfer unit 20 may ensure the image signal transfer between the image acquisition unit 10 and the image processing unit 30 provided in the player or the like by providing the configuration as described with reference to FIGS. 4 to 7 . Hereinafter, the configuration of the data transfer unit 20 will be described, respectively.

Referring to FIG. 4 , the data transfer unit 20 includes a coaxial cable 21a for transferring the images of the plurality of image acquisition units 10 into analog image signals, and an image processing unit by converting the analog image signals into digital image signals. It may include an encoder 21b that forwards to (30).

At this time, the coaxial cable 21a is 5C-HFBT, RG-6, etc., and may be provided for HD-SDI, but is not limited thereto. Since the coaxial cable 21a has a communication effective distance of 200 m, the present embodiment can smoothly transmit an image signal from the image acquisition unit 10 of the bow to the image processing unit 30 of the cabin 221 .

However, since the data transmission unit 20 transmits the analog image signal of the image acquisition unit 10 as it is by using the coaxial cable 21a, the encoder 21b uses the image processing unit 30 to process the image processing unit 30 . ) may be provided at the front end of the.

The encoder 21b converts an analog image signal into a digital image signal and transmits it to the image processing unit 30 , so that the image processing unit 30 smoothly generates the processed image 300 .

For reference, although the plurality of image acquisition units 10 is illustrated as passing through one encoder 21b according to the drawing, the encoder 21b may be provided in at least two or more corresponding to the number of image acquisition units 10 . of course there is

Alternatively, referring to FIG. 5 , the data transmission unit 20 may be provided to transmit the image signals of the plurality of image acquisition units 10 through Ethernet communication, but is spaced apart from the image processing unit 30 by a predetermined distance or more. In order to ensure image transfer from the image acquisition unit 10 , a repeater 22 may be provided for at least one image acquisition unit 10 .

The repeater 22 amplifies the image signals of the plurality of image acquisition units 10 . Of course, if the image acquisition unit 10 disposed beyond the preset distance in the image processing unit 30 is only the image acquisition unit 10 of the player, the repeater 22 is an image of the image acquisition unit 10 of the player. The signal can also be amplified.

The data transfer unit 20 sets the interval between the image acquisition unit 10 and the repeater 22, the interval between the repeater 22 and the image processing unit 30, the interval between the repeaters 22, etc. within a preset distance. can do. For example, when the distance from any one image acquisition unit 10 to the image processing unit 30 is 150 m, the repeater 22 is disposed at a location spaced 50 m or more from the image acquisition unit 10, so that the repeater 22 ) to the image acquisition unit 10 / image processing unit 30 can be within the effective distance of Ethernet communication.

Alternatively, if the distance from the image acquisition unit 10 to the image processing unit 30 is 300 m or more, two or more may be provided at an interval of at least 100 m, and between the image acquisition unit 10 and the repeater 22 , the repeater The minimum distance between the 22 and the repeater 22 and the image processing unit 30 may be within the effective distance of Ethernet communication.

In addition, when the repeater 22 is used, it goes without saying that the encoder 21b described above may be added to the data transfer unit 20 on the side of the image processing unit 30 .

Alternatively, referring to FIG. 6 , the data transfer unit 20 may utilize optical communication having an effective communication distance of several tens of km. That is, in the present embodiment, the data transfer unit 20 includes a transmission-side optical converter 23a that converts the analog image signals of the plurality of image acquisition units 10 into optical signals, and a receiver that converts the optical signals into digital image signals. It may include a side optical converter 23b.

In this case, the encoder 21b may be provided between the optical converter 23a on the transmission side and the image acquisition unit 10, and the optical converter 23a on the transmission side converts the digital image signal of the encoder 21b into an optical signal and receives it. It can be transmitted to the side optical converter (23b).

Alternatively, referring to FIG. 7 , wireless communication may be used. That is, the data transfer unit 20 includes one or more wireless communication transmitters 24a that wirelessly transmit image signals from the plurality of image acquisition units 10 , and one or more wireless communication receivers that transfer image signals to the image processing unit 30 . (24b) may be included.

Between the wireless communication transmitting unit 24a and the wireless communication receiving unit 24b, a line of sight through which radio waves can reach a straight line can be secured so that the video signal can be transmitted smoothly.

To this end, the wireless communication transmitter 24a may be installed at a high overall height such as the bow mast 223 and there are no surrounding obstacles, and when the image acquisition unit 10 is installed in the bow mast 223, the wireless communication transmitter 24a may be provided on the bow mast 223 on the rear of the image acquisition unit 10 to prevent wireless transmission of the image signal from being interfered with by the image acquisition unit 10 .

In addition, the wireless communication receiver 24b may be provided on the outside of the bridge wing 221a so that when looking at the wireless communication transmitter 24a, there are at least no obstacles interfering with the transmission of radio waves therebetween. Therefore, the data transmission unit 20 can implement the transmission of the image signal without the need to install a separate cable in the ship 200 by utilizing a wireless communication method such as WiFi, in which the effective distance of communication is about 1 km.

As such, in this embodiment, the processed image 300 is smoothly generated from the upper side with respect to the vessel 200 which is relatively long in the longitudinal direction compared to the width direction and is provided with a length of at least 100 m or more in the front-rear direction, unlike the automobile. By specifying in detail the data transfer from the image acquisition unit 10 disposed on the bow, etc. to the image processing unit 30 provided in the cabin 221 , it is possible to help efficient navigation.

The image processing unit 30 processes the image of the image acquisition unit 10 to generate the processed image 300 looking down from the upper side of the vessel 200 . The image processing unit 30 converts the images of the plurality of image acquisition units 10 into a viewpoint looking down from the upper side of the vessel 200 . In this case, image conversion using a trigonometric function may be performed, and a pre-stored top-view image of the vessel 200 may be utilized.

The images of the periphery of the vessel 200 obtained from various positions such as the bow and stern, the bridge wing 221a, and the deck 220 can all be converted to a viewpoint looking down from the top of the vessel 200 in the same way. , as described above, each image is provided to at least partially overlap.

Accordingly, the image processing unit 30 may generate the processed image 300 by matching the images in which the viewpoints are converted. The processed image 300 generated in this way is as shown in FIG. 18 .

However, in FIG. 18 , in the processed image 300 consisting only of viewpoint conversion and processing of images, surge and sway speeds and the state of the vessel 200 after n seconds are displayed overlaid on the vessel 200 . and may be interpreted as a reprocessed image 310 in which the conceptual shape of the vessel 200 is added to the lower left corner.

The image processing unit 30 processes and matches the image transmitted from each image acquisition unit 10 through the data transmission unit 20 to generate the processed image 300 looking down from the upper side of the ship 200 , Since the method used in the around view/surround view, etc., which is widely known in the field, can be used, more detailed information is omitted.

However, as described above, in the image acquisition unit 10 , the image acquisition unit 10 provided in the stern and the image acquisition unit 10 provided in the cabin 221 have different heights from each other, so the image processing unit 30 ) is to generate the processed image 300 by processing and matching the images of the plurality of image acquisition units 10 in consideration of the height difference between some of the image acquisition unit 10 and the other part of the image acquisition unit 10. can

In this case, a portion of the processed image 300 generated from the image of the image acquisition unit 10 provided relatively high, such as the cabin 221 , may have high resolution. Accordingly, the image processing unit 30 may secure resolution by overlaying the image transmitted from the relatively high image acquisition unit 10 on top when matching the images.

In addition, the image processing unit 30 of the present invention is a parameter correcting unit 74 to solve the problem of not being properly matched as the 6-DOF motion occurs for the image acquisition unit 10 in the process of the vessel 200 moving. etc. can be used, which will be described later.

The output unit 40 outputs the processed image 300 . The output unit 40 may be a display provided in the cabin 221 , and may be configured to at least visually assist navigation. In addition, the output unit 40 can be basically provided in the cabin 221, but the processed image 300 that can be output from the cabin 221 can be simultaneously output to portable devices (mobile terminals, etc.) carried by the main crew members. Therefore, the output unit 40 is not limited to the installation position and may cover all configurations in which the processed image 300 can be output.

Since the processed image 300 of this embodiment consists of a top-view looking down on the vessel 200 from above, a user using the output unit 40 can intuitively recognize the situation. In addition, as previously described with reference to FIG. 18 , other information (such as motion information of the ship 200 ) that can be helpful in operation may be added to the processed image 300 and outputted through the output unit 40 , so this embodiment Examples may help the user's situational awareness.

The output unit 40 may output the processed image 300 of the own ship in real time, and for this purpose, the image acquisition of the image acquisition unit 10 and the generation of the processed image 300 of the image processing unit 30 are also performed in real time. can

In addition, the output unit 40 may implement enlargement/reduction of the processed image 300 , adjustment of the transmission function of the processed image 300 , real-time display of own ship speed information, and the like. For example, the output unit 40 can help an immediate understanding of the movement of the ship by providing the speed at the bow, the center, and the stern in real time, respectively, and adjust the image according to the user's needs through the zoom function to select a specific Allows location verification.

The output unit 40 of the present invention may transmit additional information as described below in another embodiment as an image, but the output unit 40 provides a processed image for other information not derived from the image signal, such as own ship speed, etc. It may be displayed overlaid on 300 or separately displayed around the processed image 300 .

As such, in this embodiment, a specific communication method is used to generate a processed image 300 that looks down on the vessel 200 from above for a vessel 200 that is provided with a length of 100 m or more and cannot transmit an image signal through general Ethernet. In addition, by optimizing the arrangement of the image acquisition unit 10, it is possible to intuitively provide an image of the surroundings of the vessel 200 in a berthing situation, etc., thereby helping efficient navigation.

8 is a block diagram of a ship navigation support system according to a second embodiment of the present invention, and FIG. 21 is a diagram illustrating particles of the ship navigation support system according to the second embodiment of the present invention.

Hereinafter, the second embodiment of the present invention will be described with reference to FIG. 8 and the like, but the points that are different from the previous embodiment will be mainly described, and the parts omitted from the description will be replaced with the previous content. Note that this is also the case in other embodiments below.

Referring to FIG. 8 , the ship navigation support system 1 according to the second embodiment of the present invention may further include a wind load information obtaining unit 50 .

The wind load information acquisition unit 50 acquires wind load information around the ship 200 . Wind load information may mean wind direction information, wind speed information, etc., and wind load may be interpreted as encompassing all loads that may affect the movement of the vessel 200 above sea level despite the term.

The wind load information acquisition unit 50 may directly measure wind load information including an anemometer sensor provided in the ship 200 , or receive wind load information from a satellite or a meteorological station with reference to the location of the ship 200 . can do.

At this time, the image processing unit 30 of this embodiment may generate a reprocessed image 310 by adding wind load information to the processed image 300 generated by converting and matching the viewpoints of the images of the image acquisition unit 10, The output unit 40 outputs the reprocessed image 310 .

For example, the image processing unit 30 may overlay a grid made of a plurality of particles 311 on the processed image 300 , and display wind load information through the particles 311 . That is, as shown in FIG. 20 , a plurality of particles 311 may be added to the processed image 300 of FIG. 18 to display wind load information. However, in the case of FIG. 20 , the particles 311 constituting the grid may be uniformly arranged in a state where there is (almost) no wind load.

The image processing unit 30 may generate the reprocessed image 310 by deforming at least one of the shape, size, position, and color of the particles 311 according to the wind load information. For example, the image processing unit 30 may intuitively display the wind direction by correcting at least one of the shape and position of the particles 311 according to the wind direction information included in the wind load information, and the image processing unit 30 may The wind speed may be intuitively displayed by correcting at least one of the size and color of the particles 311 according to the wind speed information included in the information.

As an example, referring to FIG. 21 , the particles 311 may change as in the grid on the right when wind load is applied, compared to the grid on the left where there is little wind load. At this time, the particle 311 may be inclinedly deformed in shape according to the wind direction, and may also be deformed in size or color according to the wind speed.

Of course, the deformation of the particles 311 shown in FIG. 21 in this embodiment is only one example, and any deformation of the particles 311 that can efficiently and intuitively provide wind load information to the user is possible.

For example, the wind load information may appear as a vector field, and may also represent the movement of the particles 311 as the actual wind moves. That is, in consideration of the wind direction and the wind speed, the particles 311 may move to disturb the grid arrangement, but the position movement of the particles 311 may be repeatedly displayed.

For example, the particle 311 may be implemented as an animation that returns to its original position after moving its position for a certain period of time based on wind load information. may vary depending on

As such, in this embodiment, the wind load information is superimposed on the intuitive processed image 300 that looks down on the vessel 200 from above, enabling intuitive situational recognition of the wind load, and may be caused by incorrect situational recognition in the course of the piloting. human error can be prevented.

9 is a block diagram of a ship navigation support system according to a third embodiment of the present invention, and FIGS. 10 to 12 are conceptual views of a ship navigation support system according to a third embodiment of the present invention.

9 to 12 , the ship navigation support system 1 according to the third embodiment of the present invention includes an image dividing unit 61, an object distance estimating unit 62, and an image blur compared to the first embodiment of the present invention. It may further include an estimator 63 and the like.

The image dividing unit 61 divides the processed image 300 generated by the image processing unit 30 into specific units, and assigns a class to each unit. The specific unit may be a pixel, but the specific unit may be variously set according to the type of the image signal.

The image dividing unit 61 allocates a class to each pixel unit, and a plurality of classes may be provided to help navigation efficiency. For example, in this embodiment, the class may be divided into own ship, object 400, tugboat 500, sea, and the like, and in particular, the surrounding object 400 that may collide with the own ship may be divided into a separate class.

Therefore, as shown in FIG. 10 , the image dividing unit 61 may classify the ship 200 , the land, and the tugboat 500 into different classes in each unit of the processed image 300 . The function of the image segmentation unit 61 may correspond to a semantic segmentation technique, which is a known technique, and thus a more detailed description thereof will be omitted.

However, the image segmentation unit 61 of this embodiment may apply semantic segmentation by directly using the image acquired by the image acquisition unit 10 as shown in (A) of FIG. 10, or (B) of FIG. Semantic segmentation may be applied based on the processed image 300 as in FIG.

However, since distortion may occur when the image acquired by the image acquisition unit 10 is converted into a processed image by the image processing unit 30 , the image dividing unit 61 is configured to convert the original image ( You can apply semantic segmentation using raw data).

The object distance estimation unit 62 estimates the horizontal distance between the ship 200 and the surrounding object 400 based on a specific unit of the image. When the class is assigned by the image dividing unit 61 , the object distance estimator 62 separates the own ship and the surrounding object 400 from the original image or the processed image 300 , so that between the own ship and the surrounding object 400 . You can check the distance in a specific unit.

In addition, the object distance estimator 62 may check the specification of the own ship in a specific unit, and for example, the front and rear lengths of the own ship displayed in the processed image 300 in a specific unit.

Accordingly, the object distance estimator 62 can check the actual distance between the own ship and the surrounding object 400 by using the pre-stored specifications for the own ship and referring to the formula below.

Own ship length (pixels): Own ship length (actual) = object (400) distance (pixels): object (400) distance (actual)

Through this, the object distance estimator 62 can check the actual distance between the own ship and the surrounding object 400 , and since the processed image 300 is a top-view, the object distance estimator 62 from the processed image 300 is The distance between the own ship and the surrounding object 400, which is confirmed by the , may be a horizontal distance.

Alternatively, when the image dividing unit 61 uses the original image, the object distance estimating unit 62 horizontally calculates the distance between the own ship and the surrounding object 400 in consideration of the coordinates, the shooting angle, and the angle of view of the image acquisition unit 10 . You can also convert it to a distance and print it out. In this case, the parameter correction unit 74 described in FIG. 13 or the like may be utilized.

That is, as will be described in detail in another embodiment below, when the object distance estimator 62 estimates the distance between the own ship and the surrounding object 400 by using the coordinates (internal parameters) of the image acquisition unit 10 fixedly, As the ship 200 moves or the draft changes during the berthing process, an error may occur in the distance estimation.

Therefore, in this embodiment, calibration is performed with respect to the position and posture of the camera, which is the image acquisition unit 10, by the parameter correction unit 74, which will be described in another embodiment below, and the object distance estimation unit 62 provides the parameter information. The distance estimation value may be more accurately calculated by reflecting the parameter corrected after calibration through the government 74 .

As such, the distance to the surrounding object 400 confirmed by the object distance estimation unit 62 may be overlaid on the processed image 300 by the image processing unit 30 to generate a reprocessed image 310, as shown in FIG. As shown, it may be output by the output unit 40 . Referring to FIG. 19 , 38.2 m and 44.5 m, which are the distances from both sides of the ship 200 in front of the cabin 221 to the land, are shown.

Also in the case of FIG. 22 , the distance to the land may be displayed for the vessel 200 placed in the berthing process. At this time, the object distance estimator 62 may check the shortest distance from the ship 200 to the surrounding object 400 and output it, or the port and the port for the front and rear in the ship 200 as shown in FIG. 22 . By checking and outputting the distance of , it is possible to confirm to the user whether the vessel 200 is smoothly docked.

That is, by using the output of the distance from the surrounding object 400 as in FIG. 22 , it is possible to clearly confirm whether the ship 200 is placed in parallel with the quay wall in the process of anchoring, which is the heading angle of the ship 200 , etc. It is more accurate than checking through In addition, it is possible to prevent the vessel 200 from being berthed on the quay wall while maintaining a state parallel to the quay wall, so that a local excessive load is applied to the fender provided between the quay wall and the vessel 200 .

The object distance estimator 62 may use a semantic segmentation technique as described above, and/or may use an image blur estimation technique. For the image blur, the image blur estimation unit 63 is used.

The image blur estimation unit 63 calculates the degree of blur of a specific portion corresponding to the surrounding object 400 of the ship 200 in the image of the image acquisition unit 10 . The degree of blur of a specific part may be used to estimate the distance of the object 400 based on the focal length when the image acquisition unit 10 is a monocular camera.

The image blur estimator 63 may analyze the degree of blur of the image based on deep learning, and the degree of blur may be calculated as a numerical value or the like. Also, the image blur estimator 63 may calculate the degree of blur by using a portion closest to the vessel 200 among the surrounding objects 400 as a specific portion.

The degree of blur calculated by the image blur estimator 63 is used for distance estimation by the object distance estimator 62 . Specifically, the object distance estimator 62 estimates the distance from the vessel 200 to the specific part based on the degree of blur of the specific part and the focal length of the image acquisition unit 10, and for this, FIGS. 11 and 12 . is shown in

The image acquisition unit 10 may be provided on the deck 220 in the ship 200 , and at least one of them may be disposed above the deck 220 to improve resolution. However, when the surrounding object 400 of the ship 200 is a quay wall, the surrounding object 400 is placed at a lower position than the image acquisition unit 10 .

Therefore, as shown in FIG. 11 , a point adjacent to the ship 200 in the surrounding object 400 , a point horizontally adjacent to the surrounding object 400 in the ship 200 , and a point where the image acquisition unit 10 is located are triangles. , and the hypotenuse is the distance from the image acquisition unit 10 to the surrounding object 400 , and the base is the actual distance between the ship 200 and the surrounding object 400 .

Also, the vertical side corresponds to the installation height of the image acquisition unit 10 , and the installation height of the image acquisition unit 10 based on the sea level or the ground may be a previously stored value.

Therefore, since the vertical side of the right triangle shown in FIG. 11 is confirmed, the object distance estimator 62 can determine the base by obtaining the hypotenuse. To this end, the object distance estimator 62 first estimates the linear distance from the image acquisition unit 10 to the specific part based on the degree of blur of the specific part and the focal length of the image acquisition unit 10 .

12 shows a geometrical structure in which an image is formed on a camera sensor. The light emitted from the object is refracted by the lens and focused on the focal plane (l _F ). When the focus of the lens is F, the relationship between the focal length (L _Ol ) from the lens to the focused object plane and the distance from the focused image to the lens (L _IF ) is expressed as follows.

1/L _Ol + 1/L _LF = 1/F

If the sensor plane does not coincide with the focal plane, the image formed on the camera sensor appears as a circle with a radius of R. In this case, _{the relationship between the distance between the lens and the object (L Ol} ) and R is as follows.

L _Ol = FL _lS / (L _lS - F- 2fR)

Therefore, the object distance estimator 62 calculates the linear distance from the image acquisition unit 10 to the surrounding object 400 in consideration of the degree of blur (R) of the specific portion previously confirmed by the image blur estimation unit 63 . can

Thereafter, the object distance estimator 62 may estimate the horizontal distance from the ship 200 to a specific part based on the linear distance and the height of the image acquisition unit 10 . In this case, the estimated horizontal distance may be fused with the previously confirmed horizontal distance using the image dividing unit 61 , processed by the image processing unit 30 , and then visualized through the output unit 40 .

However, unlike the case of using the image dividing unit 61 , in the case of using the image blur estimation unit 63 , only the horizontal distance at the point where the image acquisition unit 10 is provided is checked. Therefore, the object distance estimator 62 outputs the separation distance between the surrounding objects 400 such as land compared to the point at which the image acquisition unit 10 is disposed, or for a horizontal distance using the image blur estimator 63 . After performing the calibration, it can be printed.

For example, by fusing the horizontal distance using the image blur estimation unit 63 with the inclination angle between the lateral line and the quay wall of the ship 200 that can be confirmed in FIG. 22, the image acquisition unit 10 is not provided on the ship side. The horizontal distance to the surrounding object 400 may be corrected.

Of course, in addition to this, the object distance estimator 62 may output various intuitive display elements enabling the user to more efficiently navigate by variously combining the image dividing unit 61 and the image blur estimating unit 63 .

As such, in this embodiment, based on a specific unit / degree of blur of the processed image 300 , the distance to the object 400 placed around the ship 200 is clearly identified and the output unit 40 is By providing it to the user, it intuitively guides the risk of collision and enables safe operation.

13 is a block diagram of a ship navigation support system according to a fourth embodiment of the present invention, and FIGS. 14 to 16 are conceptual views of a ship navigation support system according to a fourth embodiment of the present invention.

13 to 16 , the ship navigation support system 1 according to the fourth embodiment of the present invention includes a parameter setting unit 71 , a draft estimation unit 72 , and movement in comparison with the first embodiment and the like. It further includes an estimating unit 73 , a parameter correcting unit 74 , and the like.

The parameter setting unit 71 calculates parameters including the position and posture of the image acquisition unit 10 with respect to the reference point of the vessel 200 . The image acquisition unit 10 may be installed on the deck 220, the bow mast 223, the bridge wing 221a, etc. in the ship 200, and may be disposed at different heights compared to the reference point of the ship 200.

In this case, when the vessel 200 is tilted by rolling, etc., as shown in FIG. 14 , the position and attitude change of the image acquisition unit 10 provided on the bridge wing 221a, etc. is different from the position and attitude change of the vessel 200 . may appear in the form of Accordingly, when a movement occurs in the vessel 200 , parameters for each image acquisition unit 10 appear differently, and there is a fear that an error may occur during image matching of the image processing unit 30 .

In order to solve this problem, in this embodiment, first, through the parameter setting unit 71, an internal parameter unique to the camera, which is the image acquisition unit 10, is obtained, and then an object (mark, reference point of the ship 200) outside the camera is analyzed. The external parameter may be obtained through , and the parameter setting unit 71 may identify the external parameter as a parameter of the image acquiring unit 10 .

The parameter identified as described above is an initial value, and may be a default value in a state in which the vessel 200 does not perform 6-DOF motion. However, when the vessel 200 performs a 6-DOF motion such as rolling/pitching during operation, the 6-DOF motion of the image acquisition unit 10 disposed at different positions occurs, and a plurality of image acquisition units 10 Since the parameters of each change, if the parameters set by the parameter setting unit 71 are used as they are, the accuracy of image matching is inevitably reduced.

Therefore, in the present embodiment, parameters (position and posture) of the image acquisition unit 10 can be corrected in real time by using the draft of the ship 200 , which will be described later.

The draft estimation unit 72 estimates the draft of the ship 200 . The draft estimator 72 may directly measure the draft or may receive and use the draft calculated by the ship 200 itself. For example, the draft estimator 72 is provided on both sides of the bow or front of the ship 200 and the stern or rear of the ship 200 as shown in FIG. 15 .

In particular, the draft estimator 72 may estimate the draft at at least three points so as to calculate a trim or the like through the estimated draft, and may allow a virtual plane to be drawn by the estimated draft value.

The motion estimation unit 73 estimates the 6 degree of freedom motion of the ship 200 . The motion estimator 73 may estimate the 6-DOF motion of the vessel 200 through the draft values for a plurality of points of the vessel 200 estimated by the draft estimator 72 .

For example, the motion estimator 73 constructs a virtual plane using a plurality of draft values received by the draft estimator 72 , and uses the virtual plane to roll/pich/yaw values of the ship 200 . can be estimated.

The motion estimation unit 73 may calculate Trim/Heel/Immersion for the vessel 200 through the draft values for four points, for example, and the calculated value is used for parameter correction of the image acquisition unit 10 . This increases the matching accuracy.

The parameter correction unit 74 corrects the parameters according to the movement of the ship 200 . The parameter correcting unit 74 may correct the parameters in consideration of the draft change of the vessel 200 and the motion state of the vessel 200 .

That is, the parameter correcting unit 74 performs calibration on the position and posture of the cameras constituting the image acquiring unit 10 , thereby matching the images of the plurality of image acquiring units 10 despite the movement of the vessel 200 . This can be done without error.

That is, referring to FIG. 16 , when the parameter of the image acquisition unit 10 is changed according to the movement of the vessel 200 , the image processing unit 30 is added to the image based on the parameter set by the parameter setting unit 71 . If the viewpoint change is performed as it is, as shown in the upper right of FIG. 16 , it is impossible to respond according to the change in the attitude of the vessel 200 , and thus an accurate top-view image cannot be created.

On the other hand, as shown in the lower right of FIG. 16 , this embodiment uses the Roll/Pitch/Yaw values according to the change in the attitude of the ship 200 so that the parameters that are the position and attitude of the image acquisition unit 10 are corrected. , it is possible to increase the accuracy of transformation for making Top-view. That is, in the present embodiment, through the parameter correcting unit 74 , the possibility of occurrence of mismatch of images by the image acquiring unit 10 may be reduced.

Accordingly, the image processing unit 30 generates the processed image 300 by processing and matching the images of the plurality of image acquisition units 10 by reflecting the parameters corrected by the parameter correcting unit 74 , and the output unit 40 . ) can be visualized.

Specifically, the image processing unit 30 reflects the parameters of the image acquisition unit 10 and performs a viewpoint transformation of the image transmitted by the image acquisition unit 10, so that the image acquisition unit for the image when the vessel 200 moves. Instead of performing the viewpoint transformation without modifying the parameters of (10), the viewpoint transformation is performed through parameter correction in consideration of the 6-DOF motion of the vessel 200, so that the accurate processed image 300 can be generated.

However, in order to minimize the calculation for parameter correction, even if there is no parameter correction, if the error in the processed image 300 is at a level where there is no big problem in the user's identification, that is, if the movement of the vessel 200 is confirmed within the preset range, the parameter Calibration may be omitted.

As described above, in this embodiment, the image acquisition unit 10 provided at various positions in the vessel 200 reflects that the position/position of the image acquisition unit 10 provided at various positions in the vessel 200 is changed in various ways by the 6-DOF movement of the vessel 200, and thus is a top-view image. By generating , it is possible to prevent unnatural matching of the processed image 300 .

17 is a block diagram of a ship navigation support system according to a fifth embodiment of the present invention.

Referring to FIG. 17 , the ship navigation support system 1 according to the fifth embodiment of the present invention can be utilized when the ship 200 is docked by a plurality of tugs 500 , and compared to the previous embodiment It may further include a tugboat motion estimation unit 81, a tugboat vector estimation unit 82, an own ship motion estimation unit 83, an own vessel vector estimation unit 84, an object detection unit 90, a collision calculation unit 91, and the like. can

The image acquisition unit 10 of this embodiment is provided in the ship 200 and it is the same to collect the surrounding images, and in this case, at least the tug 500 (Tug-boat) berthing the ship 200 is covered. You can collect images.

Since this embodiment is for outputting a processed image 300 in which information about the tugboat 500 is displayed, the image acquisition unit 10 pushes or pulls at least the vessel 200 to apply a certain force to the vessel 200 . The tug boat 500 may collect images in a range included in the processed image 300 .

The tugboat motion estimation unit 81 calculates motion information of the tugboat 500 including the position, posture, and movement of the tugboat 500 . The tugboat 500 motion information may be information directly measured by the tugboat 500 , or information received from other equipment communicating with the tugboat 500 .

Accordingly, the tugboat motion estimation unit 81 may be interpreted as a configuration for calculating, estimating, or receiving motion information of the tugboat 500 as mentioned in the introduction.

The tugboat 500 for which the tugboat motion estimation unit 81 calculates the motion information of the tugboat 500 may be a tugboat 500 that is connected to the vessel 200 and participates in the movement of the vessel 200 , and the vessel 200 . ), in the case of the tugboat 500 independently moving or simply located around the tugboat 500 may be excluded from the calculation of the motion information of the tugboat 500 .

As shown in FIG. 23 for the vessel 200, a plurality of tugs 500 including a bow, a stern and both left and right sides may be in charge of berthing for one vessel 200, and the tugboat motion estimation unit 81 ) may be provided for each tugboat 500 or may be provided to collect motion information of the tugboat 500 for at least two tugboats 500 .

The tugboat vector estimator 82 calculates a tugboat vector 312 indicating the force that the tugboat 500 applies to the vessel 200 based on the motion information of the tugboat 500 . The tugboat vector 312 may be calculated by considering the position and posture of the own ship in addition to the motion information of the tugboat 500 .

The tugboat vector 312 indicates a force vector acting on the vessel 200 based on each point of the vessel 200 to which the tugboat 500 is connected, and thus the tugboat vector 312 is a plurality of tugboats 500. All starting points may be provided differently.

In addition, since the tugboat 500 applies a pushing force and a pulling force to each part of the vessel 200, the tugboat vector 312 calculated for each tugboat 500 is different from each other based on different starting points. and size.

The own ship motion estimation unit 83 calculates own ship motion information including the position, posture, and movement of the own ship, which is the ship 200 on which the present embodiment is mounted. Own motion estimation unit 83, like the tugboat motion estimation unit 81, own motion information measured directly from the ship 200 or self-propelled motion information received from a satellite or tugboat 500 that communicates with the ship 200 etc. can be checked.

For reference, since the charity motion estimation unit 83 may have the same/similar configuration to the motion estimation unit 73 described in the previous embodiment, it may include the above content as it is and may additionally include the contents described below.

The own ship's motion estimation unit 83 may estimate the position of the own ship after n seconds (or n minutes, etc.) based on the own ship's motion information. That is, the own ship motion estimation unit 83 may calculate a motion prediction value for the own ship, unlike the tugboat motion estimation unit 81 .

To this end, the own ship motion estimation unit 83 may utilize the tugboat 500 motion information and the tug boat vector 312 in addition to the own ship motion information, and also the processed image 300 confirmed from the image division unit 61 in the previous embodiment. ) My vessel 200 part can be used.

The vessel motion estimation unit 83 estimates the position and attitude of the own vessel after n seconds based on the result of estimating the position and attitude of the own vessel, and uses a separate graphic for the estimated state of the own vessel after n seconds. (300) can be overlaid.

This is as shown in FIG. 18 . The self-ship motion estimation unit 83 predicts a state in which the vessel 200 will be placed after n seconds by the tugboat 500 , etc., and then transmits it to the image processing unit 30 . At this time, the image processing unit 30 checks the part of the vessel 200 extracted from the image division unit 61 in the processed image 300 to form a layer (or a pre-stored top-view image of the vessel 200 ). layer can be used), the future state of the vessel 200 may be displayed on the processed image 300 by referring to the position of the vessel 200 after n seconds as a separate layer.

For example, in the case of FIG. 18, if the self-navigation of the vessel 200 and the tug 500, etc., predict that the vessel 200 will move to the left in the drawing after n seconds by the own vessel motion estimation unit 83, the image processing unit ( 30 , the reprocessed image 310 may be generated by overlaying the layer of the vessel 200 moved to the left with respect to the processed image 300 , and may be visualized through the output unit 40 .

At this time, the part of the vessel 200 shown in the processed image 300 (not the part collected by the image acquisition unit 10, it may be a pre-stored top-view image of the vessel 200 is as mentioned above) Contrast , the state of the future vessel 200 added to the reprocessed image 310 may be translucent and may be displayed to have a color that is easy for the user to distinguish.

Accordingly, the ship motion estimation unit 83 can intuitively check the state of the future ship 200 through the ship motion information and the motion information of the tugboat 500 , thereby effectively ensuring the safety of the berth.

The own ship vector estimator 84 calculates the own ship vector 313 indicating the force applied to the ship 200 based on the own ship motion information and the tugboat 500 motion information. The own ship vector estimator 84 may display the force applied to the ship 200 based on the own ship motion information and the tugboat vector 312 estimated by the tugboat vector estimator 82 .

Calculating the own ship vector 313 by the own vector estimator 84 may use the same principle as the calculation of the tugboat vector 312 , but in comparison with the calculation of the tugboat vector 312 , the own ship vector 313 is a ship It should be considered that the force by the tugboat 500 acts on a plurality of points (200).

Therefore, the own ship vector 313 should be calculated in consideration of the tugboat vector 312 as well as the own ship motion information. can

In this way, when the calculation of the own ship vector 313 by the own ship vector estimator 84 is completed, the image processing unit 30 adds the own ship vector 313 to the processed image 300 to generate the reprocessed image 310 . can Of course, the image processing unit 30 may generate the reprocessed image 310 by adding both the tugboat vector 312 and the own ship vector 313 to the processed image 300 to be output by the output unit 40, which As shown in FIG. 23 .

However, in this case, in order to increase the intuitive recognition efficiency of the user, the tugboat vector 312 and the own ship vector 313 may be displayed in different formats. As an example, the color or thickness of the own ship vector 313 compared to the tugboat vector 312 may be displayed prominently. Of course, this change is provided so that the user can adjust it through the output unit 40 .

In this way, by making the own ship vector 313 visible by using the own ship vector estimation unit 84 as described above, in this embodiment, the moving direction or the degree of movement of the ship 200 is immediately confirmed with the naked eye when the ship 200 is berthing. By doing so, it is possible to innovatively improve the efficiency of the berth while ensuring the safety of the berth.

In addition, this embodiment visualizes the risk of collision with the object 400 as will be described below, thereby further enhancing the safety of the eyepiece.

The object detection unit 90 detects an object 400 surrounding the ship 200 . The surrounding object 400 detected by the object detection unit 90 includes all objects that can harm the ship 200 when it collides with the ship 200 , and is floating around the ship 200 . The tugboat 500 (except the tugboat 500 directly in charge of the berth of the ship 200 ) may also be encompassed by the surrounding object 400 .

At this time, the object detection unit 90 may detect mainly the surrounding objects 400 placed on the periphery of the ship 200 on the sea level. A nearby object 400 (pier, etc.) having a risk of collision may also be detected. However, in the latter case, the object detection unit 90 may perform filtering to exclude from the detection target in consideration of the information of the surrounding object 400 and the specifications of the vessel 200 .

The collision calculation unit 91 calculates collision information on the surrounding object 400 based on the own ship motion information. The collision information may be calculated as a possibility of collision with respect to the surrounding object 400 based on the own ship motion information and the own ship vector 313 .

The collision probability of the collision calculation unit 91 may be calculated by considering the moving direction and moving speed of the vessel 200, specifications such as the size of the vessel 200, the shape and size of the surrounding object 400, and the like. In this case, the class of the vessel 200 and the surrounding object 400 allocated from the processed image 300 by the image dividing unit 61 may be utilized.

However, as a specific method for calculating the collision probability between the ship 200 and the object 400, a method known by a number of documents can be used as much as possible, and thus a detailed description thereof will be omitted herein.

The collision information calculated by the collision calculation unit 91 includes the collision probability between the vessel 200 and the surrounding object 400, and the vessel 200 and the surrounding area estimated by the object distance estimation unit 62 described in the previous embodiment. The distance to the object 400 may be included.

That is, in order to clearly indicate the possibility of collision with the surrounding object 400 as the vessel 200 moves in the berthing process, the image processing unit 30 of this embodiment collides with the collision probability and the distance to the surrounding object 400 . The reprocessed image 310 may be generated by covering all information related to the collision information as collision information and overlaying it on the processed image 300 .

In this case, since the collision probability and the distance to the surrounding object 400 may continuously change during the berthing process of the ship 200, the collision calculation unit 91 and the object distance estimation unit 62 are performed in real time or at an interval of n seconds. In this way, collision information calculation and object 400 distance calculation can be performed. In this case, n seconds may be the same time as n seconds in the previous self-propelled motion estimation unit 83 .

Collision information may be displayed differently depending on the possibility of collision. For example, collision information basically displays the distance from the ship 200 to the surrounding object 400, and as the probability of collision increases, the display color or size of the distance, etc. It is possible to express the danger of the surrounding object 400 conspicuously by emphasizing it.

Of course, this expression method can be variously changed as the user manipulates the output unit 40, and in the present invention, various methods that are not limited to the expression of various information added to the reprocessed image 310 can be used. As already mentioned.

As such, in this embodiment, as shown in FIG. 23 , the own ship vector 313 is displayed to indicate the direction of movement of the ship 200 when the ship 200 is berthing, and more intuitively, as in FIG. 18 . The state of the future ship 200 is overlaid and displayed, and by further displaying collision information on the surrounding object 400 of the ship 200 as in FIG. 19, a safe berth excluding all risk factors is effectively implemented can

24 is a block diagram of a ship navigation support system according to a sixth embodiment of the present invention, and FIG. 25 is a conceptual diagram of a ship navigation support system according to a sixth embodiment of the present invention.

24 and 25 , the ship navigation support system 1 according to the sixth embodiment of the present invention provides intuitive information to the user by generating the processed image 300 / reprocessed image 310 of the previous embodiment. The main purpose is to provide information for improving the operation efficiency of the vessel 200 in the course of the operation of the vessel 200 .

As an example, this embodiment can be used in the process of navigating the ocean other than the time of berthing, and this embodiment is a radar measurement unit 100, an area of interest setting unit 102, a sea estimation unit 103, and a navigation calculation unit. (105). Of course, the output unit 40 and the like mentioned in the previous embodiment may be used for this embodiment as well.

The radar measurement unit 100 is provided in the ship 200 and collects radar information of the surrounding ocean. The radar information is a signal collected using radar, and the signal may be collected for a circle range in which a constant radius is drawn with the vessel 200 as a reference point.

That is, the radar information may appear in the form of a 360-degree circle centered on the ship 200 , and outputting it to the output unit 40 is as shown on the left side of FIG. 25 .

The radar information collected by the radar measurement unit 100 may include information on the sea as well as information on the surrounding object 400 . That is, radar information may be generated for all objects that may generate a reflected signal with respect to a signal emitted by a radar provided in the ship 200 .

In particular, in this embodiment, in addition to the surrounding object 400 as described in the previous embodiment, radar information may be used to mainly identify the sea, which will be described later.

To this end, the present embodiment further includes a radar processing unit 101 . The radar processing unit 101 may adjust the clutter of the radar information in a direction in which the sea state of the surrounding ocean is conspicuous.

In the conventional case of using radar equipment to reduce the risk of collision of the vessel 200 in the course of navigation, it is common to adjust the clutter in a direction in which the portion for the sea is reduced and the surrounding object 400 is emphasized.

However, in this embodiment, contrary to the prior art, the clutter can be adjusted in a direction in which the sea state is prominent in order to check the sea information, and the risk of collision with the surrounding object 400 is similar to the configuration in the previous other embodiment. Since it is confirmed through the vessel 200, safety during operation can still be ensured.

The region of interest setting unit 102 sets the region of interest among radar information on the surrounding ocean of the vessel 200 based on the operation information of the vessel 200 . The region of interest (ROI) is the effective angle of divergence of the own vessel based on the operating direction of the vessel 200 with respect to the circular laser information (eg, scatter plot) collected by the radar measurement unit 100 . Considering this, the preset angle range can be set as the region of interest.

That is, as shown on the right side of FIG. 25 , the region of interest setting unit 102 can set the region of interest as the region of interest when the vessel 200 sails to the front right among the 360 degrees of laser information. have.

The region of interest may be continuously updated according to the operation information of the vessel 200 . That is, when the operating direction of the vessel 200 is changed, the region of interest may also be changed. In addition, the region of interest may also vary depending on the speed of the vessel 200. As the speed of the vessel increases, the radius of the fragment constituting the region of interest among the radar information output in a circular shape may increase. Conversely, if the velocity decreases, the radius of the fragment of the region of interest decreases can be small

The sea estimator 103 estimates the sea state based on radar information on the region of interest. The sea estimator 103 may be received from a satellite or the like, but in this embodiment, the ship 200 may be provided so that it can be checked by itself.

That is, the sea estimator 103 can estimate the wave height and wave direction through image processing from the color of the scatter plot and the degree of scatter with respect to the radar information processed to make the sea state stand out through the radar processing unit 101 . have.

For example, if the color of the scatter is bright and many, it can be estimated that the wave height is large, and the sea state can be confirmed as the severe degree of the sea state. On the other hand, if the scatter is very small, the sea state can be estimated as calm.

Of course, various methods may be used for estimating the sea state from radar information, and the adjustment of the radar processing unit 101 may also vary according to a selected method. In the case of this specification, adjustment of clutter in order to estimate a resolution state using scatter will be described as an example.

The sea state estimated by the sea estimator 103 may be utilized in the calculation of the change in the operation value by the operation calculation unit 105, and therefore the sea state can be calculated numerically so as to be reflected at least in calculating the operation efficiency. can

In this embodiment, in order to increase the accuracy and reliability of the calculation of the resolution state from the scatter, a technique such as deep learning can be applied. Of course, the deep learning technique may be freely used in other embodiments.

The operation calculation unit 105 predicts a change in the operation value of the ship 200 in consideration of the operation information and the sea state of the ship 200 . That is, the operation calculator 105 may guide the necessity of operation adjustment by providing the user with changes in fuel efficiency, etc. in consideration of the influence of the ship 200 on the sea state confirmed from the radar information.

To this end, the present embodiment may further include an additional resistance calculation unit 104 . The additional resistance calculation unit 104 may predict a change in the resistance of the vessel 200 in consideration of the vessel motion information and the sea state.

At this time, since the self-charity motion information may utilize a value estimated or received from the self-charity motion estimator 83 described in another embodiment, this embodiment may use some of the components of the previous embodiment in combination. However, in the present embodiment, the charity motion information may be obtained from the AIS information received by the charity motion estimation unit 83 .

The additional resistance calculation unit 104 may estimate the additional resistance due to waves by using table data such as an additional resistance calculation table. Although the sea state using scatter can be derived numerically, it is not easy to obtain a very high level of accuracy for wave heights, etc.

Therefore, in the present embodiment, the additional resistance can be estimated using table data, etc. so that at least the sea state based on radar information can be reliably used for the navigation guide.

Of course, if the accuracy of the sea state calculated from the radar information is increased through the deep learning technique, the additional resistance may be more directly calculated using a calculation formula in addition to the table data.

The operation calculation unit 105 may predict a change in fuel efficiency of the ship 200 as a change in operation value, and the output unit 40 may visualize the change in fuel efficiency calculated by the operation calculation unit 105 to the user.

Through this, the user can check in advance whether fuel efficiency is improved or decreased according to the sea condition in the navigation direction, and can implement steering to increase the operation efficiency.

As described above, in this embodiment, in order to solve the conventional problem of poor usability due to low accuracy when weather information on the sea area in which the ship 200 moves is received from the outside, radar information around the ship 200 is By estimating the sea condition based on the sea level and predicting fuel economy changes, it is possible to enable efficient operation that reflects the wave height and wave direction.

However, in the present invention, it is possible to use radar information as described above, or it is also possible to use images around the vessel 200 received from the satellite, and also the vessel collected from the image acquisition unit 10 described in the previous embodiment. It is also possible to use the surrounding image of (200).

However, when using an image instead of radar information, the sea estimator 103 stores the image when the sea level is still in water as a reference value, and based on the change value of the received image (excluding the object 400 such as other ships) sea conditions can be estimated.

For example, the sea estimator 103 estimates the degree of the sea state through the part that changes to white due to wave height, etc. can

In addition to the embodiments described above, the present invention encompasses all embodiments generated by a combination of at least two or more of the above embodiments or a combination of at least one or more of the above embodiments and known techniques.

Although the present invention has been described in detail through specific examples, this is for the purpose of describing the present invention in detail, and the present invention is not limited thereto. It will be clear that the transformation or improvement is possible.

All simple modifications and variations of the present invention fall within the scope of the present invention, and the specific scope of protection of the present invention will be made clear by the appended claims.

1: Ship navigation support system 10: Image acquisition unit
20: data transmission unit 21a: coaxial cable
21b: encoder 22: repeater
23a: Transmitting-side optical converter 23b: Receiving-side optical converter
24a: wireless communication transmitter 24b: wireless communication receiver
30: image processing unit 40: output unit
50: wind load information acquisition unit 61: image segmentation unit
62: object distance estimator 63: image blur estimator
71: parameter setting unit 72: draft estimation unit
73: motion estimation unit 74: parameter correction unit
81: tugboat motion estimation unit 82: tug boat vector estimation unit
83: charity motion estimation unit 84: charity vector estimation unit
90: object detection unit 91: collision calculation unit
100: radar measurement unit 101: radar processing unit
102: area of interest setting unit 103: maritime estimation unit
104: additional resistance calculation unit 105: operation calculation unit
200: vessel 210: hold
220: deck 221: cabin
221a: bridge wing 222: engine casing
223: player mast 300: processed image
310: reprocessed image 311: particles
312: tug boat vector 313: charity vector
400: object 500: tugboat

Claims (8)

a plurality of image acquisition units provided on a ship having a cabin on the deck and collecting images of the surroundings;
an image processing unit for processing the image of the image acquisition unit to generate a processed image looking down from the upper side of the vessel;
an image blur estimator for calculating a degree of blur of a specific part corresponding to a peripheral object of the vessel in the image of the image acquisition unit; and
and an object distance estimator for estimating a distance from the vessel to the specific part based on the degree of blur of the specific part and the focal length of the image acquisition unit. According to claim 1, wherein the object distance estimation unit,
The linear distance from the image acquisition unit to the specific part is estimated based on the degree of blur of the specific part and the focal length of the image acquisition part, and from the ship to the specific part based on the linear distance and the height of the image acquisition part Ship navigation support system, characterized in that for estimating the horizontal distance. According to claim 1, wherein the image acquisition unit,
Ship navigation support system, characterized in that it is a monocular camera. The method of claim 1,
Ship navigation support system, characterized in that it further comprises an output unit for outputting the processed image. a plurality of image acquisition units provided on a ship having a cabin on the deck and collecting images of the surroundings;
an image processing unit for processing the image of the image acquisition unit to generate a processed image looking down from the upper side of the vessel;
an image segmentation unit that divides at least one of the image collected by the image acquisition unit or the processed image generated by the image processing unit into specific units and assigns a class to each unit to identify the vessel and objects surrounding the vessel; and
and an object distance estimator for estimating a horizontal distance between the ship and the surrounding object based on a specific unit of the image or the processed image. The method of claim 5, wherein the image acquisition unit,
A ship navigation support system, characterized in that it is a monocular camera. 6. The method of claim 5,
Ship navigation support system, characterized in that it further comprises an output unit for outputting the processed image. A ship comprising the ship navigation support system according to any one of claims 1 to 7.

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