KR20220132911A - Real-time route change system considering weather and fuel - Google Patents

Abstract

Disclosed is a real-time route change system considering weather and fuel. The real-time route change system considering weather and fuel comprises: a communication device which connects to a weather information providing server in a country neighboring an autonomous ship, and receives weather information of an area where a route to be navigated along a preset navigation route is located, from an area where the autonomous ship is located; a monitoring device which monitors the weather information to check the weather conditions in each area including the preset navigation route, and derives navigation risk areas; a navigation device which generates a plurality of candidate navigation routes that avoid the navigation risk areas by a preset safety distance or more, based on the preset navigation route, selects a candidate navigation route that minimizes fuel consumption of the autonomous ship from among the plurality of generated candidate navigation routes, and determines a change navigation route; and an autonomous navigation device which performs control so that the autonomous ship navigates according to the changed navigation route. Therefore, the real-time route change system enables the autonomous ship to safely navigate.

Description

Real-time route change system considering weather and fuel}

The present invention relates to a real-time route change system in consideration of weather and fuel.

Autonomous vessel refers to a vessel capable of navigating an automatically set route without crew and, if necessary, controlling navigation and machinery (eg engine, rudder device) from a remote-controlled control center. To this end, a remote control and control center is required to remotely control an autonomous ship on the ground. In order to solve technical and legal problems, the captain and the chief engineer must directly conduct command and control at the remote control center.

In general, autonomous vessels are operated based on a predetermined route. Usually, in a vessel on which the navigator boards, the navigator can change the route setting, but the autonomous ship requires a separate automatic route determination system to handle this instead of the navigator. The route suggested by the automatic route determination system is configured so that the method that is automatically applied immediately by the system within the autonomous ship and the method that is applied after being determined and applied under centralized management by connecting to the network-connected ship management server can be used together. .

However, in using the automatic route determination system, if local weather changes or abnormal climate occurs during long-distance operation, it may be necessary to detour the predetermined route, so it is difficult to utilize the autonomous ship for long distances. do.

Autonomous ships operate based on a set route, and a technology is required to automatically reset the route as necessary by changing the route by applying various variables that occur during rapid weather changes or long-distance operation.

Republic of Korea Patent Publication No. 10-0734814 (June 27, 2007)

The present invention is to provide a real-time route change system in consideration of weather and fuel in which an autonomous vessel navigates according to a preset optimal navigation route, checks the weather conditions on the navigation route, and resets the navigation route according to the confirmed weather conditions. .

According to one aspect of the present invention, a real-time route change system in consideration of weather and fuel for an autonomously operated vessel in voyage is disclosed.

In the real-time route change system in consideration of weather and fuel according to an embodiment of the present invention, the autonomous ship accesses a weather information providing server of a neighboring country, and follows a preset navigation route from an area in which the autonomous ship is located. A communication device for receiving weather information of an area in which a route to be sailed is located, a monitoring device for monitoring the weather information, confirming the weather conditions of each area including the preset sailing route, and deriving a navigation risk area, the above Candidate navigation for generating a plurality of candidate navigation routes that avoid the navigation risk area by more than a preset safety distance based on a preset navigation route, and minimizing the fuel consumption of the autonomous ship among the generated plurality of candidate navigation routes and a navigation device for determining a changed navigation route by selecting a route, and an autonomous navigation device for controlling the autonomous navigation vessel to navigate according to the changed navigation route.

The monitoring device checks the weather information and derives, as a navigation risk area, an area in which at least one of wind speed, wave height, and rainfall exceeds a preset reference value and a typhoon occurrence area among areas including the preset navigation route.

When the wave height and wind speed at the current location collected in real time through the wave height sensor and the wind sensor exceed preset reference values, the monitoring device derives the area where the autonomous ship is currently located as the navigation risk area.

The navigation device receives the weather information from the monitoring device, and uses a wind direction, wind speed, wave height, wave direction, current direction and current speed of each region including the plurality of candidate navigation routes among the provided weather information, The degree of resistance that the autonomous vessel receives from wind, waves and currents is derived for each region, and a candidate navigation route including the most areas with the minimum degree of resistance is determined as the changed navigation route.

The real-time route change system in consideration of weather and fuel according to an embodiment of the present invention confirms the weather conditions on the navigation route while the autonomous vessel navigates according to a preset optimal navigation route, and resets the navigation route according to the confirmed weather conditions By doing so, it is possible to safely operate autonomously operated ships.

1 is a diagram schematically illustrating the configuration of a real-time route change system in consideration of weather and fuel according to an embodiment of the present invention.
2 is a flowchart illustrating an operation method of a real-time route change system in consideration of weather and fuel according to an embodiment of the present invention.

As used herein, the singular expression includes the plural expression unless the context clearly dictates otherwise. In this specification, terms such as “consisting of” or “comprising” should not be construed as necessarily including all of the various components or various steps described in the specification, some of which components or some steps are It should be construed that it may not include, or may further include additional components or steps. In addition, terms such as "...unit" and "module" described in the specification mean a unit that processes at least one function or operation, which may be implemented as hardware or software, or a combination of hardware and software. .

Hereinafter, various embodiments of the present invention will be described in detail with reference to the accompanying drawings.

1 is a diagram schematically illustrating the configuration of a real-time route change system in consideration of weather and fuel according to an embodiment of the present invention.

Referring to FIG. 1 , a real-time route change system in consideration of weather and fuel according to an embodiment of the present invention includes a communication device 110 , a sensor device 120 , a monitoring device 130 , a navigation device 140 , and autonomous navigation. device 150 may be included.

As shown in FIG. 1 , the real-time route change system in consideration of weather and fuel according to the embodiment of the present invention may be mounted on the autonomous ship 100 .

Here, the monitoring device 130 may be implemented through a network connectable server. For example, the server may perform a function of controlling and managing facilities of the autonomously operated vessel 100 or may perform a function of supporting the operation of the autonomously operated vessel 100 , and monitoring according to an embodiment of the present invention Device 130 may be included.

In the present specification, a server is a computing device that performs a route change method according to an embodiment of the present invention, and may be one or two or more physical entities. When the server is divided into a plurality of physical entities and implemented, the management subject of each physical entity may be different from each other. The server may include a DB, which means a functional and structural combination of software and hardware for storing information corresponding to each database, and the DB may be implemented as at least one table, and retrieve, store, and A separate DBMS (Database Management System) for managing may be further included. In addition, it can be implemented in various ways such as a linked-list, a tree, and a relational database, and includes all data storage media and data structures that can store information corresponding to the database.

Again, referring to FIG. 1 , the autonomous vessel 100 includes a real-time route including a communication device 110 , a sensor device 120 , a monitoring device 130 , a navigation device 140 , and an autonomous navigation device 150 . A change system may be installed.

The communication device 110 performs communication with other autonomously operated ships or various devices capable of communicating on land. For example, the communication device 110 may include various communication media such as CDMA, satellite communication, LTE, RF communication, and the like.

In particular, as shown in FIG. 1 , the communication device 110 communicates with a weather information providing server 200 such as a server of a land control center that supports navigation of ships on land, a meteorological office server that provides meteorological information, and the like. to receive weather information. Here, the meteorological information may include real-time weather information and future weather prediction information, and in particular, may include a wave height, weather, etc. of a sea area in which the corresponding vessel is located.

For example, the communication device 110 accesses the weather information providing server 200 of a country closest to the autonomous ship 100 being sailed, and follows a set navigation route from the area where the autonomous ship 100 is located. It is possible to receive meteorological information of an area where a route to be sailed in the future is located.

The sensor device 120 may include various sensors for measuring the state of the surrounding environment, and may transmit sensing information measured by the various sensors to the monitoring device 130 .

That is, the sensor device 120 is, as shown in FIG. 1 , an Automatic Identification System (AIS) 121 , a radar (RADAR) 122 , a wave height sensor 123 , and a wind sensor 124 . , a position sensor 125 and a fuel sensor 126 may be included.

The automatic ship identification device 121 receives and collects AIS data, which is the track data of other ships. Here, the AIS data consists of static information and dynamic information, and the static information includes ship name, ship specifications, and destination, and dynamic information includes navigation information such as the ship's current location, course, and speed. includes

The radar 122 measures the positions of surrounding ships.

The wave height sensor 123 measures the wave height of the surrounding ocean.

The wind sensor 124 measures the wind speed and wind direction of the surrounding ocean.

The position sensor 125 measures the current position of the autonomous vessel 100 and, when moving, measures the moving direction and moving speed from the measured real-time current position. For example, the location sensor 125 may be a Global Positioning System (GPS) device.

The fuel sensor 126 measures the amount of fuel stored in the autonomous vessel 100 .

In addition to the fuel sensor 126 for measuring the amount of fuel, the sensor device 120 may further include various sensors installed in various facilities of the autonomous vessel 100 to measure the state of various facilities.

For example, the facilities of the autonomous ship 100 are devices of the ship's propulsion system, and may include a diesel engine, a gas turbine, a speed reducer, a generator, a thruster, and the like. In addition, each device may be equipped with a sensor for measuring temperature, pressure, current, voltage, revolutions per minute (rpm), and the like. In addition, the equipment of the autonomously operated ship 100 may include operation equipment such as a steering gear and a bridge navigation device for controlling the direction of the autonomously operated ship 100 . In addition, the monitoring and control system (AMS: Alarm Monitoring and Control System) of ship engines, inclinometers, fire sensors (smoke sensors, heat sensors, gas sensors, etc.), open/close sensors for fire doors and watertight doors, fuel oil leak detection A sensor such as a sensor, a tank level sensor, and the like may be installed in the operating equipment.

Sensing information measured by such various sensors may be transmitted to the monitoring device 130 .

The monitoring device 130 collects and monitors weather information from the weather information providing server 200 through the communication device 110 , and receives and monitors sensor data from the sensor device 120 .

That is, the monitoring device 130 accesses the weather information providing server 200 of the nearest country from the autonomously operated vessel 100 on the voyage through the communication device 110 , and from the connected weather information providing server 200 . It is possible to acquire weather information of an area in which a route to be sailed in the future is located along a preset navigation route from an area in which the autonomous vessel 100 is located, and monitor the obtained weather information.

Then, the monitoring device 130 monitors the obtained weather information, checks the weather conditions of each area including the set sailing route, and derives the navigation risk area.

For example, the monitoring device 130 checks the acquired weather information, and when the area including the navigation route exceeds a preset reference value in wind speed, wave height, rainfall, etc., it can be determined that the area is a navigation risk area. have. Also, the monitoring device 130 may determine the typhoon occurrence area as a navigation risk area.

When the navigation risk area is derived, the monitoring device 130 controls the autonomous navigation vessel 100 to bypass the derived navigation risk area and navigate.

That is, the monitoring device 130 changes the navigation route set by the navigation device 140 to a navigation route bypassing the navigation risk area, and according to the navigation route changed by the autonomous navigation device 150 , the autonomous navigation vessel 100 . You can control it to navigate.

To this end, when the navigation risk area is derived, the monitoring device 130 may transmit a navigation route change command to change the preset navigation route to a navigation route bypassing the navigation risk zone to the navigation device 140 .

In addition, the monitoring device 130 detects the current autonomous navigation vessel when the wave height and wind speed at the current location collected in real time through the wave height sensor 123 and the wind sensor 124 of the sensor device 120 exceed preset reference values. It can be determined that the area where (100) is located is a navigation risk area. In this case, the monitoring device 130 may control the autonomously operated vessel 100 to quickly leave the current position and navigate. That is, the monitoring device 130 may transmit a navigation route change command to the navigation device 140 to change the preset navigation route to a navigation route in which the autonomously operated ship 100 deviates from the current location.

On the other hand, the monitoring device 130 analyzes the sensor data of the facility of the autonomous vessel 100 received from the sensor device 120 to monitor the state of the facilities of the autonomous vessel 100 , and the autonomous vessel 100 . Determining whether or not there is a failure of the equipment of

That is, the monitoring device 130 may repeatedly learn the sensor data of the normal state of the autonomous vessel 100 facility among the collected sensor data of the facility, and calculate and store the predicted data of the steady state based on the learning. Here, the monitoring device 130 may select sensor data in a normal state from the collected sensor data using a normal range of sensor data defined for each sensor.

Then, the monitoring device 130 compares the calculated predicted data of the steady state with the real-time measured sensor data to monitor the state of the facility of the autonomously operated ship 100, Depending on the size of the difference, it is possible to detect anomalies and determine whether a failure has occurred.

For example, the monitoring device 130 may determine that a failure has occurred when the difference between the predicted data in a normal state and the sensor data measured in real time exceeds a preset allowable value and continues for a predetermined time. Here, the allowable value may be set by statistically analyzing sensor data in a steady state in the process of generating the learning model.

The navigation device 140 generates a changed navigation route by modifying the preset navigation route to a navigation route avoiding the navigation risk area in response to receiving a navigation route change command from the monitoring device 130 . That is, the navigation device 140 generates a plurality of candidate navigation routes in consideration of weather conditions, and then selects one of the plurality of generated candidate navigation routes in consideration of fuel consumption to determine a changed navigation route.

First, the navigation device 140 may generate a plurality of candidate navigation routes that avoid the navigation risk area by a preset safe distance or more based on the preset navigation route. Next, the navigation device 140 may determine a changed navigation route by selecting a candidate navigation route that minimizes fuel consumption from among a plurality of generated candidate navigation routes.

For example, the navigation device 140 receives weather information from the monitoring device 130 , and uses the wind direction, wind speed, wave height, wave direction, current direction and current speed of each region including the candidate navigation route among the provided weather information. Thus, the degree of resistance that the autonomous ship 100 receives from wind, waves and currents is derived for each region, and the candidate navigation route including the most areas with the lowest degree of resistance can be finally determined as the changed navigation route. . Here, the degree of resistance may be the degree of interference of wind, waves and currents with respect to the progress of the autonomous ship 100 according to the candidate navigation route. Therefore, as the wind direction, wave direction, and current direction approaches the reverse direction of the traveling direction of the autonomous vessel 100, as the wind speed, wave height, and current speed increase, the degree of resistance may increase.

In addition, the navigation device 140 may transmit the finally determined changed navigation route to the autonomous navigation device 150 to control the autonomous navigation vessel 100 to navigate along the determined changed navigation route.

The autonomous navigation device 150 controls the speed and direction of the autonomous navigation vessel 100 according to the changed navigation route received from the navigation device 140 so that the autonomous navigation vessel 100 navigates.

For example, the autonomous navigation device 150 may control the speed and direction of the autonomous navigation ship 100 by controlling the engine and the steering gear of the autonomous navigation ship 100 . At this time, the autonomous navigation device 150 uses the sensor device 120 to monitor the surrounding conditions of the autonomous navigation vessel 100 so that the autonomous navigation vessel 100 avoids the surrounding vessels or obstacles. You can control the speed and direction of Here, the sensor device 120 for monitoring the surrounding situation may be an automatic ship identification device 121 and a radar 122 .

2 is a flowchart illustrating an operation method of a real-time route change system in consideration of weather and fuel according to an embodiment of the present invention.

In step S210 , the autonomous navigation device 100 controls the autonomous navigation vessel 100 to navigate according to a preset optimal navigation route received from the navigation device 140 . Here, the navigation device 140 may generate an optimal navigation route to the input destination or may receive an optimal navigation route set by a user. For example, the optimal navigation route may be generated in consideration of the topography of the seabed between the current location and the destination, water depth, reefs, marine structures, and the like.

In step S220 , the monitoring device 130 collects and monitors weather information from the weather information providing server 200 through the communication device 110 .

That is, the monitoring device 130 accesses the weather information providing server 200 of the nearest country from the autonomously operated vessel 100 on the voyage through the communication device 110 , and from the connected weather information providing server 200 . It is possible to acquire weather information of an area in which a route to be sailed in the future is located according to a preset navigation route from an area in which the autonomous vessel 100 is located, and monitor the obtained weather information.

Then, the monitoring device 130 monitors the obtained weather information, checks the weather conditions of each area including the set sailing route, and derives the navigation risk area. When the navigation risk area is derived, the monitoring device 130 may transmit a navigation route change command to change the preset navigation route to a navigation route bypassing the navigation risk zone to the navigation device 140 .

In step S230 , the navigation device 140 generates a plurality of candidate navigation routes in consideration of weather conditions.

That is, the navigation device 140 may generate a plurality of candidate navigation routes for avoiding the navigation risk area by a preset safe distance or more based on the preset navigation route.

In step S240 , the navigation device 140 determines a changed navigation route by selecting one of a plurality of generated candidate navigation routes in consideration of fuel consumption.

That is, the navigation device 140 may determine a changed navigation route by selecting a candidate navigation route that minimizes fuel consumption from among the plurality of generated candidate navigation routes.

In addition, the navigation device 140 may transmit the finally determined changed navigation route to the autonomous navigation device 150 to control the autonomous navigation vessel 100 to navigate along the determined changed navigation route.

On the other hand, the components of the above-described embodiment can be easily grasped from a process point of view. That is, each component may be identified as a respective process. In addition, the process of the above-described embodiment can be easily understood from the point of view of the components of the apparatus.

In addition, the technical contents described above may be implemented in the form of program instructions that can be executed through various computer means and recorded in a computer-readable medium. The computer-readable medium may include program instructions, data files, data structures, etc. alone or in combination. The program instructions recorded on the medium may be specially designed and configured for the embodiments, or may be known and available to those skilled in the art of computer software. Examples of the computer-readable recording medium include magnetic media such as hard disks, floppy disks and magnetic tapes, optical media such as CD-ROMs and DVDs, and magnetic such as floppy disks. - includes magneto-optical media, and hardware devices specially configured to store and execute program instructions, such as ROM, RAM, flash memory, and the like. Examples of program instructions include not only machine language codes such as those generated by a compiler, but also high-level language codes that can be executed by a computer using an interpreter or the like. A hardware device may be configured to operate as one or more software modules to perform the operations of the embodiments, and vice versa.

The above-described embodiments of the present invention have been disclosed for the purpose of illustration, and various modifications, changes, and additions will be possible within the spirit and scope of the present invention by those skilled in the art having ordinary knowledge of the present invention, and such modifications, changes and additions should be regarded as belonging to the following claims.

100: autonomously operated vessel
110: communication device
120: sensor device
130: monitoring device
140: navigation device
150: autonomous navigation device
200: weather information providing server

Claims (4)

In a real-time route change system in consideration of weather and fuel for an autonomous ship in voyage,
a communication device for accessing a weather information providing server of a neighboring country in the autonomous vessel to receive weather information from an area in which the autonomous vessel is located on an area in which a route to be sailed along a preset voyage route is located;
a monitoring device for monitoring the weather information, confirming a weather condition of each region including the preset navigation route, and deriving a navigation risk area;
A candidate for generating a plurality of candidate navigation routes for avoiding the navigation risk area by more than a preset safety distance based on the preset navigation route, and minimizing the fuel consumption of the autonomous ship from among the generated plurality of candidate navigation routes a navigation device for selecting a navigation route to determine a changed navigation route; and
A real-time route change system in consideration of weather and fuel including an autonomous navigation device that controls the autonomous navigation vessel to navigate according to the changed navigation route.
According to claim 1,
The monitoring device checks the weather information, and among the regions including the preset navigation route, at least one of wind speed, wave height, and rainfall exceeds a preset reference value and a typhoon occurrence region is derived as a navigation risk zone. A real-time route change system that takes into account the weather and fuel features.
According to claim 1,
When the wave height and wind speed at the current location collected in real time through the wave height sensor and the wind sensor exceed preset reference values, the monitoring device derives the area where the autonomous vessel is currently located as the navigation risk area. Real-time route change system considering the weather and fuel.
According to claim 1,
The navigation device receives the weather information from the monitoring device, and uses a wind direction, wind speed, wave height, wave direction, current direction and current speed of each region including the plurality of candidate navigation routes among the provided weather information, Deriving the degree of resistance that the autonomous vessel receives from wind, waves and currents for each region, and determining a candidate navigation route including the most areas with the minimum degree of resistance as the changed navigation route Real-time route change system considering weather and fuel.

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