KR102064202B1 - Marin collision prevention system and method the same - Google Patents

Abstract

The present invention uses the WAVE communication technology, WAVE unit for transmitting and receiving information including ship length and width, vessel type, standard time, location, and ship speed, IMO identification number (MMSI), Call Sign, ship name, AIS that transmits and receives the length and width of the vessel, vessel type, standard time, and position information, x coordinate (latitude), y coordinate (longitude), length, speed, and other ships from the wave or the AIS. Data receiving unit for receiving the course information, the collision to calculate the CPA and TCPA using the x coordinate (latitude), y coordinate (longitude), longitude, speed, and course information of the vessel and other vessels received from the data receiver A risk calculation unit, a collision risk determination unit that determines a collision risk with the other ship based on the CPA and the TCPA value, and outputs a warning sound or lights a warning light according to the degree of the collision risk determined by the collision risk determination unit. Comprising a stone risk output and the data receiving unit provides a marine anti-collision system, characterized in that transmitted to the collision risk calculation unit receives the information of the WAVE when the distance to the other vessel within the range.

Description

Marine Collision Prevention System and Method {MARIN COLLISION PREVENTION SYSTEM AND METHOD THE SAME}

The present invention relates to a ship collision avoidance system and method.

Most of ship accidents are collision accidents, such as collisions between ships or collisions between ships and fixed obstacles. As the size of ships has increased in recent years and the types of ships have diversified, human life damage and property caused by ship collision accidents Large-scale damage is occurring, including secondary damage such as damage and marine pollution. As for maritime accidents, the negligence of navigation and violation of navigational regulations accounted for 87.9%.

On the other hand, most of the ship accidents occur on the coast where the ships move frequently, and less than 100 tons by tonnage accounts for about 80% of marine accidents.

Recently, various information for safe navigation will be shared between ships and ships and ships and lands, such as the Maritime Service Portfolio (MSP) proposed to perform e-navigation functions. In the case of large ships and international ships, the ship can provide information through the Automatic Identification System (AIS) and maritime satellites. Ships with a tonnage of 300 tons or more and ships with a total tonnage of 500 tons or more not engaged in international voyages are equipped with AIS equipment, and mandatory installation of AIS on fishing vessels with a total tonnage of 10 tons or more.

Conventional ship-ship and ship-land (communication system) communication systems are based on the type of ship and the range of navigation. For example, the coastal area within 100 km of the ship is an automatic identification system (AIS) for the offshore area of 100 km to 300 km. In the case of SSB or satellite communication, the navigational information is exchanged by satellite communication in the ocean over 300km. Especially, most fishing boats use voice communication system managed by the fishing service station. Due to poor communication between ships, collisions between small fishing boats and large ships occurred occasionally in the near-offshore.

In addition, the conventional SSB (Single-Side Band) transceiver provided in such a small fishing boat is not equipped with a means for automatically transmitting the position of the ship at sea, the problem that it is difficult to quickly structure when the sinking accident caused by blue or stranded there was.

In order to solve such a problem, domestic patent registration No. 1250858 generates an alarm alarm when a distress signal is received from a location originating terminal of a fishing boat and a fishing source, and automatically provides a situation propagation to each related organization so that a quick structure can be achieved. Marine accident safety management system is disclosed.

However, such a conventional marine accident safety management system is effective in receiving a distress signal from the position originating terminal of a fishing vessel and notifying each related authority to enable a quick rescue, but it is not possible to have an accident such as a collision or distress of a fishing vessel. It was limited in that it was taken after the occurrence.

There is a need to provide a maritime safety system that can prevent accidents caused by coastal ships colliding with each other or failing to cope with marine weather changes quickly. Since mutual accidents continue to occur as the most basic measures for collision prevention or neglect of sight, it is necessary to prepare countermeasures. In other words, it is necessary to develop equipment for the user's convenience that can assist the ship operator.

Republic of Korea Patent Publication No. 10-2017-0076405 Republic of Korea Patent Publication No. 10-2014-0042166 Republic of Korea Patent No. 10-0720595 Japanese Laid-Open Patent 2012-21947

The object of the present invention for solving the above problems, unlike a large ship, there is a practical difficulty, such as small and medium-sized ships that do not install a collision prevention device for reasons of equipment price, space narrowing, and even the advanced equipment is installed. Reflecting the requirements of the domestic operator to provide a simple and low-cost user-friendly ship collision prevention system.

Prevention system for preventing a ship collision according to an embodiment of the present invention for achieving the above object, the present invention uses the WAVE communication technology to determine the length and width of the vessel, vessel type, standard time, position, and ship speed WAVE unit for transmitting and receiving information, IMO identification number (MMSI), Call Sign, vessel name, length and width of the vessel, vessel type, standard time, and AIS for transmitting and receiving information, the WAVE unit or the A data receiver for receiving the x coordinate (latitude), y coordinate (longitude), length, speed, and course information of the own vessel and the other vessel from the AIS, and the x coordinate (latitude) of the vessel and the other vessel received from the data receiver. ), a collision risk calculator for calculating CPA and TCPA using y coordinates (longitude), longitude, speed, and course information, and a collision risk determination unit for determining a collision risk with the other ship based on the CPA and TCPA values. , And the collision And a collision risk output unit that outputs a warning sound or lights a warning light according to the degree of the collision risk determined by the risk determination unit, and wherein the data receiver receives the information of the WAVE when the distance to the other ship is within a setting range. Characterized in that the transfer to the collision risk calculator.

When the collision risk determination unit is at sea, the DCPA is less than or equal to the sum of the lengths of the ship and the other ship (L _a + L _b ), and TCPA is the minimum of L _a / V _a + L _b / V _b and the user input. If it is less than the time value (β) plus 2 minutes (TCPA ≤ 2min + L _a / V _a + L _b / V _b + ß), it is determined as a secondary risk, where L _a : ship length (m ), L _b : other ship length (m), V _a : vessel speed (knots), V _b : other ship speed (knots), β: user input (minimum).

When the collision risk determination unit is in operation, the DCPA is less than or equal to the sum of the length of the ship and the other ship (L _a + L _b ) and TCPA is "4min + L _a V _a + L _b V + β≤ TCPA ≤ 6min + L _a / V _a + L _b / V _b + β "range is determined as a primary risk, and if TCPA is in the range" TCPA ≤ 4min + L _a / V _a + L _b / V _b + β "above 2 Characterized in judging a car risk.

Meanwhile, according to another embodiment of the present invention,

a) turning on the AIS and WAVE units to transmit and receive information including x coordinates (latitude), y coordinates (longitude), speed, and course of the own vessel and the other vessel;

b) The data receiving unit checks the distance between the other ship and the own ship and receives the information through the WAVE when the distance between the other ship and the other ship is within the set range, and the information is received through the AIS when the set range is exceeded. Receiving;

c) a collision risk calculator calculating the CPA and TCPA by receiving the information from the data receiver;

d) determining, by the collision risk determining unit, whether the CPA value is equal to or less than the sum of the length of the ship and the other ship (L _a + L _b );

e) determining that the TCPA is within a setting range when it is determined to be less than or equal to the step d), and determining that the second risk is within the setting range; And

f) if it is determined as the secondary risk in the above step provides a collision avoidance method comprising the step of outputting the alarm corresponding to the risk information output risk information.

In step e),

If the vessel is sailing,

If the range of TCPA is TCPA ≤ 2min + L _a / V _a + L _b / V + ß, the collision risk determination unit 330 may determine the secondary risk.

In step e),

If the vessel is in operation,

If the range of TCPA is "4min + L _a / V _a + L _b / V _b + β≤ TCPA ≤ 6min + L _a / V _a + L _b / V _b + β", it is determined as a primary risk, and "TCPA ≤ 4 min + L _a / V _a + L _b / V _b + β "range to determine the secondary risk.

In step b), the data receiving unit receives the information from the WAVE unit when the other ship is located within a range of 3 miles.

The vessel collision prevention system according to the present invention configured as described above is easy to install and economical in mass production by using the existing AIS signal and WAVE signal, which is very suitable for small and medium-sized vessels and makes the operator aware of the impending collision risk. In this respect, it can contribute to the prevention of marine accidents.

In addition, it can reduce marine accidents by reflecting the requirements of small and medium ship operators, contribute to revitalization of domestic related industries, and promote various economic and industrial benefits, such as establishing international standards.

1 is a block diagram schematically showing the configuration of a ship collision avoidance system according to an embodiment of the present invention.
2 and 3 are schematic diagrams for explaining a process of calculating the collision risk value between the own vessel and the other vessel according to an embodiment of the present invention.
4 and 5 are flowcharts illustrating a ship collision prevention method according to an embodiment of the present invention.
6 is a conceptual diagram of a ship collision avoidance system according to an exemplary embodiment of the present invention.

Hereinafter, with reference to the accompanying drawings will be described an embodiment of the present invention; First, it should be noted that the same components or parts in the drawings represent the same reference numerals as much as possible. In the following description of the present invention, detailed descriptions of related well-known functions or configurations are omitted in order not to obscure the subject matter of the present invention.

1 is a block diagram schematically showing the configuration of a ship collision prevention system according to the present invention. As shown in the figure, the ship collision prevention system according to the present invention uses a data receiver 310 for receiving signals from the AIS 100 and the WAVE unit 200, and a collision risk value using the data received from the data receiver 310. A collision risk value calculating unit 320 for calculating a collision risk determination unit 330 for determining a collision risk level according to the operation value of the collision risk value calculating unit, and a collision risk output unit 340 for outputting a collision risk alarm. do. Ship collision avoidance systems can be implemented on hardware devices such as FPGAs, ASICs, microcontrollers, PLDs or processors such as these.

The AIS (Auto Identification System) 100 is an automatic vessel identification device, and refers to a device that automatically displays navigation information such as clearness, course, speed, and position of a vessel equipped with a certain range of facilities. AIS is static information such as IMO identification number (MMSI), call sign, ship name, ship length and width, ship type, load cargo, antenna location and dynamic information, standard time, location (latitude and longitude), position accuracy Exchange of course information, course over ground, speed over ground, heading, and navigation related destination and estimated time of arrival (ETA), sailing plans and correspondence. Detailed description of the specific configuration of the AIS 100 will be omitted in order not to obscure the subject matter of the present invention.

WAVE (Wireless Access in Vehicular Environment) unit 200 is a wireless communication technology developed to convey a dangerous situation of a road or a vehicle to a vehicle in a high speed mobility (up to 200 km / h) and a short communication exchange time (VANET). to be. In the embodiment of the present invention, the WAVE technology is applied to the ship-to-ship communication. WAVE communication technology has a short transmission range, but the transmission speed is fast and the bandwidth is wide. Therefore, the channel overload does not occur or the update of information is not lost even in a lot of ship traffic. WAVE unit 200 is provided with a 5.85 ~ 5.925GHz frequency band RF, OFDM modem, inter-vessel communication MAC and lighting technology. It is a communication technology that has been improved to meet the IEEE 802.11a / g wireless LAN technology. When using WAVE communication technology, WAVE transmission and reception is possible only for ships with a short transmission range and a WAVE terminal installed. Although the WAVE communication distance on land is about 1 km, the WAVE communication according to the embodiment of the present invention is carried out at sea, the measured communication distance is 5 km to a maximum of 8 km. The WAVE unit 200 may be implemented as a WAVE terminal or a WAVE modem. The WAVE unit 200 transmits / receives static information such as a ship name, a ship length and width, a ship type, and GPS-connected information such as a standard time and position (latitude and longitude) and a ship speed.

The data receiver 310 receives AIS and WAVE communication data of a plurality of other ships within the AIS and WAVE communication distances. By applying AIS and WAVE wireless communication technology in the VHF band, data is transmitted and received through WAVE communication from ships equipped with remote and WAVE terminals (modems). The data receiving unit 310 receives static information such as ship name, vessel type, ship length and width, and dynamic information such as GPS position and ship speed through the WAVE unit 200, and an IMO identification number (MMSI) through the AIS 100. ), Call sign, ship name, ship length and width, ship type, standard time, location (longitude) information. When the WAVE communication is possible, the information is received through the WAVE, and the information is received through the AIS from other ships that do not have a WAVE terminal or are outside the communication range.

The collision risk calculator 320 receives the vessel name, vessel type, vessel length and width, position, standard time, and ship speed information from the data receiver 310 to calculate a collision risk value with another vessel. The collision risk value is calculated by the following CPA / TCPA calculation method. CPA (Closest Point of Approch) (sometimes referred to as DCPA) is the closest distance, and means the distance when the position of another ship and own ship is closest. TCPA (Time to Closest Point of Approach) means the time it takes until the position of other ship and ship is closest. CPA and TCPA are calculated using the following formula.

는 상대 벡터, y_r은 상대벡터의 y좌표, D는 자선박과 타 선박과의 거리를 나타낸다. Where x ₀ is the x coordinate (latitude) of the ship, x _t is the x coordinate (latitude) of the other ship, y _o is the y coordinate (longitude) of the ship, y _t is the y coordinate (longitude) of the other ship, V ₀ is the ship's speed (Kts), V _t is the speed of another ship (Kts), C ₀ is the ship's course (°), C _t is the ship's course (°), x _r is the relative vector x location,

Is the relative vector, y _r is the y-coordinate of the relative vector, and D is the distance between the ship and other ships.

For example, as shown in FIG. 2, when the vessel of position (0,0) receives data from another vessel of position (2,2), the collision risk value calculation unit 320 calculates as follows. Do this. The parameter values required for the CPA / TCPA calculation method are shown in Table 1 below.

The calculation is performed by the collision risk calculator 320 as follows.

CPA is 1.15 miles and TCPA is 8.48 min. As shown in FIG. 3, when ships A (charity ship) and B (other ship) face each other, CPA and TCPA are calculated according to distance, course, ship speed, and the like.

The collision risk determination unit 330 determines the collision risk based on the CPA value and the TCPA value calculated by the collision risk calculator 320. The collision risk determination unit 330 may determine the collision risk by dividing when sailing and when operating. When sailing, if a ship is within three miles, the DCPA is less than or equal to the sum of the length of the ship and other ships (L _a + L _b ), and TCPA is equal to L _a / V _a + L _b / V _b If it is less than the user input minimum time value (β) plus 2 minutes (TCPA ≤ 2min + L _a / V _a + L _b / V _b + ß), it is considered a risk. The CPA and TCPA ranges are preferably kept for α seconds. In operation, DCPA is less than or equal to the sum of the length of the ship and the other ship (L _a + L _b ) and TCPA is "4min + L _a V _a + L _b V + β≤ TCPA ≤ 6min + L _a / V If it is in the range _a + L _b / V _b + β ", it is determined as a primary risk, and if it is in the range of" TCPA ≤ 4min + L _a / V _a + L _b / V _b + β ", it is considered a second risk. That is, the AIS receives the WAVE information, and if the distance between the other ship is more than three miles through the AIS 100, and if within three miles, the information is received through the WAVE to determine the risk of collision. According to the above method, when sailing, the normal collision avoidance distance is about 564m, and it is possible to avoid 1.3 minutes before sailing at 14kts. In operation, the range of TCPA is adjusted in consideration of 5 minutes ± 1 minute to return to the operational state. Where L _a : ship length (m), L _b : other ship length (m), V _a : ship speed (knots), V _b : ship speed (knots), α: initial value after 10 seconds According to the adjustment, β: user input (minimum).

If it is determined that the collision risk during navigation, as shown in Figure 6, the collision risk output unit 340 outputs an alarm set according to the collision risk level. A warning can be combined with a sound warning and a warning light.

Hereinafter, a ship collision prevention method according to an embodiment of the present invention will be described with reference to FIGS. 4 and 5.

4 is a flowchart illustrating a method of preventing a ship collision during sailing. As shown, the above information is transmitted and received by turning on the AIS and the WAVE (S10). When the distance between other ships and own ships is checked and the setting value is longer than 5.5 km (3 miles), for example, the data receiver 310 receives information through the AIS system (S22) and the ship is in the range of 5.5 km (3 miles). If present, the algorithm operates on the information received through the WAVE (S21). Next, the collision risk calculator 320 calculates the collision risk values CPA and TCPA (S30). Then, the collision risk determination unit 330 determines whether the CPA value is less than or equal to the sum of the length of the ship and the other ship (L _a + L _b ), and if it is below, the TCPA is within the set range. Normally, a collision avoidance distance of about 564m and a speed of 14kts while sailing can be avoided 1.3 minutes before. In one embodiment of the present invention, if TCPA ≤ 2min + L _a / V _a + L _b / V + ß, the collision risk determination unit 330 determines that the collision risk, the collision risk output unit 340 alerts To output (S60).

5 is a flowchart illustrating a method of preventing a ship collision during operation. The same steps as those shown in Fig. 4 are designated by the same reference numerals. As shown, the above information is transmitted and received by turning on the AIS and the WAVE (S10). When the distance between other ships and own ships is checked and the setting value is longer than 5.5 km (3 miles), for example, the data receiver 310 receives information through the AIS system (S22) and the ship is in the range of 5.5 km (3 miles). If present, the algorithm operates on the information received through the WAVE (S21). Next, the collision risk calculator 320 calculates the collision risk values CPA and TCPA (S30). Next, the collision risk determination unit 330 determines whether the CPA value is less than or equal to the sum of the length of the ship and the other ship (L _a + L _b ) (S51), and when it is less than or equal to, the TCPA is within the set range. If TCPA satisfies the range "4min + L _a / V _a + L _b / V _b + β≤ TCPA ≤ 6min + L _a / V _a + L _b / V _b + β", it is determined as the first collision risk (S52). ), When TCPA is in the range of "TCPA ≤ 4min + L _a / V _a + L _b / V _b + β", it is determined as a secondary risk (S53). The collision risk output unit 340 outputs a warning sound or operates a warning light according to the degree of collision risk. The collision risk output unit 340 may display the collision risk on the screen or output through a warning light or a siren according to the alarm criteria according to the algorithm of the collision risk determination unit 330 according to each step shown in Table 2 below. have.

The risk determination algorithm may change the range of the TCPA according to the criteria of the table in S52 and S53.

On the other hand, the ship collision prevention system and method according to an embodiment of the present invention, as shown in Figure 6, using the AIS information transmission and reception and WAVE communication technology in parallel, but WAVE communication technology within a short distance (WAVE receiving range about 3 miles) It can provide reliable collision risk alerts using AES and collision risk alerts through AIS information transmission and reception for ships that are not equipped with remote or WAVE terminals.

Transmission and reception of information through AIS may cause a problem in reliability as a collision prevention system because a channel overload may occur in a place where a lot of vessels pass and missing information may be updated or wrong information may be displayed. According to an embodiment of the present invention, In addition, it has the advantage of providing a reliable collision risk alarm using WAVE within a short range with high collision risk.

On the other hand, the present invention is a non-transitory computer readable recording medium and a non-transitory computer readable recording medium having recorded thereon a program for implementing a method for preventing a ship collision according to an embodiment of the present invention when executed on a device having processing capability. The device may further include a device having a processing ability to execute.

100: AIS 200: WAVE
310: data receiver 320: collision risk calculator
330: collision risk determination unit 340: collision risk output unit

Claims (7)

WAVE for transmitting and receiving information including ship length and width, ship type, standard time, position, and ship speed using WAVE communication technology;
AIS for transmitting and receiving IMO identification number (MMSI), Call Sign, ship name, ship length and width, ship type, standard time and location information;
A data receiver configured to receive x coordinate (latitude), y coordinate (longitude), length, speed, and course information of the own vessel and the other vessel from the WAVE or the AIS;
A collision risk calculator configured to calculate CPA and TCPA using x coordinates (latitude), y coordinates (longitude), longitude, speed, and course information of the own vessel and the other vessel received from the data receiver;
A collision risk determination unit configured to determine a risk of collision with the other ship based on the CPA and the TCPA value; And
A collision risk output unit configured to output a warning sound or turn on a warning light according to the degree of the collision risk determined by the collision risk determination unit,
The data receiver receives the WAVE information and transmits the information to the collision risk calculator when the distance to the other ship is within a predetermined range.
When the collision risk determination unit is sailing, the CPA is less than or equal to the sum of the length of the ship and the other ship (L _a + L _b ), TCPA is the minimum of L _a / V _a + L _b / V _b and the user input If it is less than the time value (β) plus 2 minutes (TCPA ≤ 2min + L _a / V _a + L _b / V _b + ß), it is determined as a secondary risk,
Where L _a : ship length (m), L _b : other ship length (m), V _a : ship speed (knots), V _b : ship speed (knots), β: user input value (minimum) Ship collision avoidance system, characterized in that. delete The method of claim 1,
When the collision risk determination unit is in operation, the CPA is less than or equal to the sum of the length of the ship and the other ship (L _a + L _b ) and the TCPA is "4min + L _a V _a + L _b V + β≤ TCPA ≤ 6min + L _a / V _a + L _b / V _b + β "range is the primary risk, and if TCPA is in the range" TCPA ≤ 4min + L _a / V _a + L _b / V _b + β ", secondary Judge it as a risk,
Where L _a : ship length (m), L _b : other ship length (m), V _a : ship speed (knots), V _b : ship speed (knots), β: user input value (minimum) Ship collision avoidance system, characterized in that. a) turning on the AIS and WAVE units to transmit and receive information including x coordinates (latitude), y coordinates (longitude), speed, and course of the own vessel and the other vessel;
b) The data receiving unit checks the distance between the other ship and the own ship and receives the information through the WAVE when the distance between the other ship and the other ship is within the set range, and the information is received through the AIS when the set range is exceeded. Receiving;
c) a collision risk calculator calculating the CPA and TCPA by receiving the information from the data receiver;
d) determining, by the collision risk determining unit, whether the CPA calculated in step c) is less than or equal to the sum of the length of the ship and the other ship (L _a + L _b );
e) determining that the TCPA is within a setting range when it is determined to be less than or equal to the step d), and determining that the second risk is within the setting range; And
f) the collision risk output unit outputs an alarm corresponding to the risk information if it is determined as the secondary risk in the step;
In step e),
If the vessel is sailing,
If the TCPA range is TCPA ≤ 2min + L _a / V _a + L _b / V + ß, the collision risk determination unit (330) is determined as a secondary risk. delete The method of claim 4, wherein
In step e),
If the vessel is in operation,
If the range of TCPA is "4min + L _a / V _a + L _b / V _b + β≤ TCPA ≤ 6min + L _a / V _a + L _b / V _b + β", it is determined as a primary risk, and "TCPA If it is in the range ≤ 4min + L _a / V _a + L _b / V _b + β ", the secondary collision risk prevention method. The method of claim 4, wherein
B) The ship receiving method of claim 2, wherein the data receiving unit receives the information from the WAVE unit when the other ship is located within a range of 3 miles.

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