Safety state monitoring system and method of ship utilizing rolling motion data

Abstract

To provide a safety state monitoring system and method of a ship utilizing rolling motion data.SOLUTION: The safety state monitoring system is configured to: receive rolling period data from a rolling period calculation part, average heeling angle data from an average heeling angle calculation part, and significant rolling angle data from a significant rolling angle calculation part; determine whether or not the rolling period data is equal to or less than the maximum natural rolling period; determine that the rolling period is in a normal state when the rolling period data is equal to or less than the maximum natural rolling period; display the normal state of the rolling period via a display part; determine that a control part considers the rolling period as an attention state when the rolling period data is larger than the maximum natural rolling period and is equal to or less than the sum of the maximum natural rolling period and 40% of the maximum natural rolling period; display the rolling period attention state via the display part; determine the rolling period as a dangerous state when the rolling period data is larger than the sum of the maximum natural rolling period and 40% of the maximum natural rolling period; and display the rolling period dangerous state via the display part.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a ship safety status monitoring system and method using roll motion data. In particular, based on the roll period, average roll angle, and significant roll angle obtained by performing FFT (Fast Fourier Transform) analysis on data obtained by an electronic inclinometer, the normal, caution, and danger states for each item of the ship's roll period, average roll angle, and significant roll angle are determined and displayed. The present invention relates to a ship safety status monitoring system and method using roll motion data.

Background Art

[0002] Currently, ships are in a situation where they are becoming increasingly smart, similar to other types of means of transportation. In particular, the life on a ship requires a relatively long working time for people compared to other transportation agencies, and it is a field that requires a fairly high level of expertise. Therefore, the change to smart ships such as autonomous ships and unmanned ships, which require relatively few personnel, is progressing very rapidly.

[0003] Korean Patent Publication No. 10-1880815 (hereinafter referred to as the "prior art") discloses a ship safety navigation monitoring and automatic avoidance service providing system that is equipped with various sensors including a ship tilt detection sensor and a distance detection sensor, calculates an average value for the sensing values to prevent false alarms due to malfunction of the device, and enables prompt automatic response in an emergency situation where a mariner cannot respond.

[0004] However, the prior art analyzes the degree of tilt by comparing it with a preset reference value based on the average tilt value. When the result of the comparative analysis exceeds a predetermined threshold value, a notification signal is generated by an alarm notification unit installed in the ship. Therefore, specific criteria for generating an alarm signal and a detailed configuration for the alarm signal are not presented.

Prior Art Documents

Patent Documents

[0005]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0006] Therefore, the present invention has been made to solve the above-described problems, and an object thereof is to specifically present a standard and configuration for generating an alarm signal for displaying the safety state of a ship based on the roll motion data of the ship acquired from an electronic inclinometer, and to provide a ship safety state monitoring system and method using roll motion data.

Means for Solving the Problems

[0007] To achieve the above object, a ship safety state monitoring system using roll motion data according to an embodiment of the present invention includes a roll period calculation unit configured to calculate roll period data by performing FFT (Fast Fourier Transform) analysis on roll angle data corresponding to time represented by an electronic inclinometer, an average roll angle calculation unit configured to calculate average roll angle data by performing FFT analysis on the roll angle data, a significant roll angle calculation unit configured to calculate significant roll angle data by performing FFT analysis on the roll angle data, a control unit configured to receive inputs of the calculated roll period data, average roll angle data, and significant roll angle data, compare and analyze the roll period data with a maximum natural roll period and 40% of the maximum natural roll period + the maximum natural roll period to determine a normal, caution, or dangerous state of the roll period, compare and analyze the average roll angle data with 50% of a grade standard and the grade standard to determine a normal, caution, or dangerous state of the average roll angle, compare and analyze the significant roll angle data with 50% of the grade standard and the grade standard to determine a normal, caution, or dangerous state of the average significant roll angle, and output a display control signal corresponding to each determined state, and a display unit configured to receive and display a display control signal from the control unit.

[0008] In the ship safety state monitoring system that utilizes the roll motion data according to the above embodiment, the grading standard can be selected as the smaller value between the limiting tilt angle of the ship and 10 [deg].

[0009] To achieve the above object, a method for monitoring the safety state of a ship that utilizes roll motion data according to another embodiment of the present invention includes a step in which a control unit receives roll period data, average roll angle data, and significant roll angle data from a roll period calculation unit, an average roll angle calculation unit, and a significant roll angle calculation unit; a step in which the control unit determines whether the roll period data is less than or equal to the maximum natural roll period; when the roll period data is less than or equal to the maximum natural roll period, a step in which the control unit determines that the roll period is in a normal state and displays the normal state of the roll period via a display unit; when the roll period data is greater than the maximum natural roll period and less than or equal to the maximum natural roll period + 40% of the maximum natural roll period, a step in which the control unit determines that the roll period is in a caution state and displays the caution state of the roll period via the display unit; and when the roll period data is greater than the maximum natural roll period + 40% of the maximum natural roll period, a step in which the control unit determines that the roll period is in a dangerous state and displays the dangerous state of the roll period via the display unit.

[0010] The method for monitoring the safety state of a ship using the roll motion data according to the other embodiment further includes, after the receiving step, a step in which the control unit determines whether the average roll angle data is 50% or less of the grade standard; when the average roll angle data is 50% or less of the grade standard, a step in which the control unit determines that the average roll angle is in a normal state and displays the normal state of the roll angle via the display unit; when the average roll angle data is greater than 50% and less than or equal to the grade standard, a step in which the control unit determines that the average roll angle is in a caution state and displays the caution state of the average roll angle via the display unit; and when the average roll angle data is greater than the grade standard, a step in which the control unit determines that the average roll angle is in a dangerous state and displays the dangerous state of the average roll angle via the display unit.

[0011] The method for monitoring the safety state of a ship using the roll motion data according to the other embodiment further includes, after the receiving step, a step in which the control unit determines whether the significant roll data is 50% or less of the grade standard; when the significant roll angle data is 50% or less of the grade standard, a step in which the control unit determines that the significant roll angle is in a normal state and displays the normal state of the significant roll angle via the display unit; when the significant roll angle data is greater than 50% and less than or equal to the grade standard, a step in which the control unit determines that the significant roll angle is in a caution state and displays the caution state of the significant roll angle via the display unit; and when the significant roll angle data is greater than the grade standard, a step in which the control unit determines that the significant roll angle is in a dangerous state and displays the dangerous state of the significant roll angle via the display unit.

Advantages of the Invention

[0012] According to the ship safety status monitoring system and method utilizing roll motion data according to an embodiment of the present invention, roll period data, average roll angle data, and significant roll angle data are received from a roll period calculation unit, an average roll angle calculation unit, and a significant roll angle calculation unit, and it is determined whether the roll period data is less than or equal to the maximum natural roll period. When the roll period data is less than or equal to the maximum natural roll period, the roll period is determined to be in a normal state, and the normal state of the roll period is displayed via a display unit. When the roll period data is greater than the maximum natural roll period and less than or equal to the maximum natural roll period + 40% of the maximum natural roll period, the control unit determines that the roll period is in a caution state, and the caution state of the roll period is displayed via the display unit. When the roll period data is greater than the maximum natural roll period + 40% of the maximum natural roll period, the roll period is determined to be in a dangerous state, and the dangerous state of the roll period is displayed via the display unit. Thus, there is an excellent effect that the criteria and configuration for generating an alarm signal for displaying the safety status of a ship based on the roll motion data of the ship obtained from an electronic inclinometer can be specifically presented.

Brief Description of the Drawings

[0013]

Figure 1

Figure 2

Mode for Carrying Out the Invention

[0014] In describing embodiments of the present invention, if it is determined that a detailed description of known technology according to the present invention may unnecessarily obscure the gist of the present invention, the detailed description thereof will be omitted. The terms described below are terms defined in consideration of the functions in the present invention, and these may vary depending on the intention or convention of the user or operator. Therefore, the definition should be given based on the content throughout this specification. The terms used in the detailed description are only for describing the embodiments of the present invention and should never be construed restrictively. Unless otherwise specified, the singular form includes the plural meaning. In this description, expressions such as "including" or "comprising" are for indicating a certain characteristic, number, step, operation, element, part thereof or combination, and should not be construed as excluding the existence or possibility of one or more other characteristics, numbers, steps, operations, elements, part thereof or combination other than those described.

[0015] In each of the systems shown in the drawings, in some cases, elements may have the same reference numeral or different reference numerals, suggesting that the represented elements may be different or similar. However, the elements have different realizations and can operate with some or all of the systems shown or described in this specification. The various elements shown in the drawings may be the same or different. Which is called the first element and which is called the second element is arbitrary.

[0016] In this specification, when it is said that one component "transmits", "delivers" or "provides" data or a signal to another component, it includes that one component directly transmits data or a signal to another component, as well as transmitting data or a signal to another component via at least one other component.

[0017] Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

[0018] FIG. 1 is a block configuration diagram of a ship safety status monitoring system that utilizes roll motion data according to an embodiment of the present invention.

[0019] The ship safety status monitoring system that utilizes roll motion data according to an embodiment of the present invention is mounted on a ship and is configured to be executed upon receiving the input of data measured by the electronic inclinometer 100. The roll period calculation unit 200, the average roll angle calculation unit 210, the significant roll angle calculation unit 220, the control unit 300, and the display unit 400 are in an on-board form.

[0020] The roll period calculation unit 200 plays a role of calculating roll period data by performing FFT (Fast Fourier Transform) analysis on roll angle data according to the time represented by the electronic inclinometer 100. The roll period is the time it takes for the ship to tilt to the maximum on one side, then tilt to the opposite side, and then return to the original position. That is, it means the time from the starboard roll angle through the port roll angle and back to the starboard roll angle again, and the unit is [sec].

[0021] The average list angle calculation unit 210 performs an FFT analysis of the time-dependent roll angle data displayed by the electronic inclinometer 100 to calculate average list angle data. The list angle is the angle when a ship is inclined sideways in still water and remains parallel. It is an indicator of the possibility of the ship listing to one side if the ship is damaged or sinks. Small fishing boats, etc., can be seen anchoring or operating in an upright and inclined state even during anchorage or operation due to the phenomenon of uneven loading during the process of loading fishing gear onto the ship, which indicates that the list angle is not upright. In particular, since it is not easy to intuitively calculate the list angle of a ship on the sea, the average list angle is a major safety factor that can be used to check whether the ship is upright from the average value of the roll angle to the left and right sides using the electronic inclinometer 100 to quantitatively observe the upright state of the ship for the safety of the ship. The average horizontal heel angle was calculated by calculating the average port and starboard roll angles for each FFT analysis and averaging the total number of times (n).

[0022] The significant rolling angle calculation unit 220 performs an FFT analysis of the time-dependent rolling angle data displayed by the electronic inclinometer 100 to calculate significant rolling angle data. The rolling angle is the maximum angle at which a ship tilts due to its rolling. While the inclination angle is a static angle, the rolling angle is a dynamic angle due to the rolling of the ship, and is an element that can occur independently depending on the sea and operation conditions, regardless of the ship's damage or sinking. The port rolling angle in the electronic inclinometer 100 is represented by a negative number (-), and the starboard rolling angle is represented by a positive number (+). The average value of the top third of the ship's rolling angles (port and starboard) is defined as the significant rolling angle. This can be used as a major indicator to know the significant value of the inclination angle due to rolling. To calculate the significant roll angle, the maximum roll angles for both the port and starboard sides were derived for each FFT analysis, and the significant value was calculated, just as it was calculated when calculating the inherent roll period. Since it was a significant value, the average value of one-third of the data was calculated, and the calculated significant roll angle was averaged over the total number of times (n).

[0023] The control unit 300 is a microcomputer that controls the overall components. It receives the input of the roll period data, average roll angle data, and significant roll angle data calculated by the roll period calculation unit 200, average roll angle calculation unit 210, and significant roll angle calculation unit 220, and determines the normal, caution, or dangerous state of the roll period, average roll angle, and significant roll angle through comparative analysis. Then, it outputs a display control signal corresponding to each determined state to the display unit 400 for display. The control unit 300 compares and analyzes the input roll period data with the maximum natural roll period and the maximum natural roll period + 40% of the maximum natural roll period to determine the normal, caution, or dangerous state of the roll period. The control unit 300 compares and analyzes the average roll angle data with 50% of the grade standard and the grade standard to determine the normal, caution, or dangerous state of the average roll angle. The control unit 300 compares and analyzes the significant roll angle data with 50% of the grade standard and the grade standard to determine the normal, caution, or dangerous state of the average significant roll angle. The grade standard can be selected as the smaller value between the limiting tilt angle of the ship and 10 [deg].

[0024] The same grade standard is applied to the average roll angle and the significant roll angle for grade classification. On the other hand, in the caution grade, in addition to applying 50% of the grade standard, the input of the crew's experience value based on years of experience can also be manually received and applied.

[0025] Next, examine the characteristics of each element based on Table 1 and Table 2 below.

[0026] When considering the rolling period, it can be seen that "attention" and "danger" are clearly distinguished based on 40% of the value with reference to the upper end of the natural rolling period range of each ship. In particular, Ships H and I are car ferries. Considering that the surface of the ship is flat and far less sensitive to changes in the marine environment compared to training ships or passenger ships, when the rolling period of such ships exceeds 7 seconds, it can be seen that this simply indicates that the marine environment is not very stable. From the same perspective, in the case of the average heel angle and the significant rolling angle, even if the change in the heel angle of these car ferries is slightly larger than that of other ships, it can be seen that this means the ship is in a very dangerous state. That is, in the case of Ship G, even if a heel angle of about 5 degrees occurs, it is still within the normal range, while in the case of Ship I, even if a heel angle of 5 degrees occurs, it well shows that the ship is in a very dangerous situation. Of course, most training ships and passenger ships ensure safety even when the range of the limiting heel angle exceeds 10 degrees. Therefore, it can be seen that there is no problem in applying the 10-degree standard to sufficiently ensure the universality of such risks.

[0027]

Table 1

[0028]

Table 2

[0029] The display unit 400 receives an input of a display control signal from the control unit 300 and serves to display the normal, attention, or dangerous state with respect to the rolling period, average heel angle, and significant rolling angle of the ship. As the display unit 400, output devices such as PDP, LCD, LED, and OLED can be used.

[0030] A method for monitoring the safety state of a ship using a ship safety state monitoring system that utilizes rolling motion data according to an embodiment of the present invention configured as described above will be described.

[0031] FIG. 2 is a flowchart for explaining a method for monitoring the safety state of a ship using roll motion data according to an embodiment of the present invention, where S means step.

[0032] First, the control unit 300 receives roll period data, average roll angle data, and significant roll angle data from the roll period calculation unit 200, the average roll angle calculation unit 210, and the significant roll angle calculation unit 220 (S100).

[0033] Next, the control unit 300 determines whether the roll period data is less than or equal to the maximum natural roll period (S200).

[0034] If the roll period data is less than or equal to the maximum natural roll period in step S200 (Y), the control unit 300 determines that the roll period is in a normal state and displays the normal state of the roll period via the display unit 400 (S230).

[0035] If the roll period data is greater than the maximum natural roll period in step S200 (N), the control unit 300 determines whether the roll period data is less than or equal to the maximum natural roll period + 40% of the maximum natural roll period (S210).

[0036] If the roll period data is less than or equal to the maximum natural roll period + 40% of the maximum natural roll period in step S210 (Y), the control unit 300 determines that the roll period is in a caution state and displays the caution state of the roll period via the display unit 400 (S240).

[0037] If the roll period data is greater than the maximum natural roll period + 40% of the maximum natural roll period in step S210, the control unit 300 determines that the roll period is in a dangerous state and displays the dangerous state of the roll period via the display unit 400 (S220).

[0038] On the other hand, after step S100, the control unit 300 determines whether the average roll angle data is less than or equal to 50% of the grade standard (S300).

[0039] If, in step S300, the average roll angle data is 50% or less of the grade standard, the control unit 300 determines that the average roll angle is in a normal state and displays the roll angle normal state via the display unit 400 (S330).

[0040] If, in step S300, the average roll angle data is greater than 50% of the grade standard (N), the control unit 300 determines whether the average roll angle data is less than or equal to the grade standard (S310).

[0041] If, in step S310, the average roll angle data is less than or equal to the grade standard (Y), the control unit 300 determines that the average roll angle is in a caution state and displays the average roll angle caution state via the display unit 400 (S340).

[0042] On the other hand, if, in step S310, the average roll angle data is greater than the grade standard (N), the control unit 300 determines that the average roll angle is in a dangerous state and displays the average roll angle dangerous state via the display unit 400 (S320).

[0043] On the other hand, after step S100, the control unit 300 determines whether the significant roll angle data is 50% or less of the grade standard (S400).

[0044] If, in step S400, the significant roll angle data is 50% or less of the grade standard (Y), the control unit 300 determines that the significant roll angle is in a normal state and displays the significant roll angle normal state via the display unit 400 (S430).

[0045] If, in step S400, the significant roll angle data is greater than 50% of the grade standard (N), the control unit 300 determines whether the significant roll angle data is less than or equal to the grade standard (S410).

[0046] If, in step S410, the significant roll angle data is less than or equal to the grade standard (Y), the control unit 300 determines that the significant roll angle is in a caution state and displays the significant roll angle caution state via the display unit 400 (S440).

[0047] When the significant roll angle data is greater than the grade standard in the step S410 (N), the control unit 300 determines that the significant roll angle is in a dangerous state, and displays the significant roll angle dangerous state via the display unit 400 (S420).

[0048] According to the ship safety state monitoring system and method utilizing roll motion data according to an embodiment of the present invention, roll period data, average roll angle data, and significant roll angle data are received from a roll period calculation unit, an average roll tilt angle calculation unit, and a significant roll angle calculation unit, and it is determined whether the roll period data is less than or equal to the maximum natural roll period. When the roll period data is less than or equal to the maximum natural roll period, it is determined that the roll period is in a normal state, and the roll period normal state is displayed via a display unit. When the roll period data is greater than the maximum natural roll period and less than or equal to the maximum natural roll period + 40% of the maximum natural roll period, the control unit determines that the roll period is in a caution state, and displays the roll period caution state via the display unit. When the roll period data is greater than the maximum natural roll period + 40% of the maximum natural roll period, it is determined that the roll period is in a dangerous state, and it is configured to display the roll period dangerous state via the display unit. Thus, it is possible to specifically present the criteria and configuration for generating an alarm signal for displaying the safety state of a ship based on the roll motion data of the ship obtained from an electronic inclinometer.

[0049] The drawings and the specification disclose the optimal embodiments, and specific terms are used. However, these are used for the purpose of explaining the embodiments of the present invention and are not used to limit the meaning or to limit the scope of the present invention described in the claims. Therefore, those having ordinary knowledge in the relevant technical field will be able to understand that various modifications and equivalent other embodiments are possible hereinafter. Therefore, the true technical protection scope of the present invention should be determined by the technical idea of the appended claims.

Explanation of Reference Numerals

[0050] 100 Electronic inclinometer 200 Roll period calculation unit 210 Average roll angle calculation unit 220 Significant roll angle calculation unit 300 Control unit 400 Display unit

Claims

1. a roll period calculation unit configured to perform FFT (Fast Fourier Transform) analysis of roll angle data according to time displayed by the electronic inclinometer to calculate roll period data; an average lateral heel angle calculation unit configured to perform FFT analysis on the lateral heel angle data to calculate average lateral heel angle data; a significant roll angle calculation unit configured to perform FFT analysis on the roll angle data to calculate significant roll angle data; a control unit configured to receive the calculated roll cycle data, average roll inclination angle data, and significant roll angle data, compare and analyze the roll cycle data with a maximum inherent roll cycle and a maximum inherent roll cycle plus 40% of the maximum inherent roll cycle to determine a normal, caution, or dangerous state of the roll cycle, compare and analyze the average roll inclination angle data with 50% of a grade standard and a grade standard to determine a normal, caution, or dangerous state of the average roll inclination angle, compare and analyze the significant roll angle data with 50% of a grade standard and a grade standard to determine a normal, caution, or dangerous state of the average significant roll angle, and output a display control signal corresponding to each determined state; A ship safety status monitoring system utilizing rolling motion data, characterized in that it includes a display unit configured to receive and display a display control signal from the control unit.

2. 2. The safety status monitoring system of a ship using rolling motion data according to claim 1, wherein the classification standard is selected from the smaller of the limit inclination angle of the ship and 10 degrees.

3. A method for monitoring a safety state of a ship using a ship safety state monitoring system utilizing rolling motion data, comprising: A control unit receives roll period data, average roll angle data, and significant roll angle data from a roll period calculation unit, an average roll angle calculation unit, and a significant roll angle calculation unit; the control unit determining whether the roll period data is less than or equal to a maximum natural roll period; When the roll period data is equal to or less than a maximum inherent roll period, the control unit determines that the roll period is in a normal state and displays the normal roll period state through a display unit; When the roll period data is greater than the maximum inherent roll period and is equal to or less than the maximum inherent roll period plus 40% of the maximum inherent roll period, the control unit determines the roll period as a caution state and displays a roll period caution state via the display unit; and if the roll period data is greater than a maximum natural roll period plus 40% of the maximum natural roll period, the control unit determines the roll period to be in a dangerous state and displays a roll period dangerous state via the display unit.

4. After the receiving step, The control unit determines whether the average lateral heel angle data is less than or equal to 50% of a classification standard; When the average lateral inclination angle data is less than 50% of a grade standard, the control unit determines the average lateral inclination angle to be in a normal state and displays the normal lateral inclination angle state through a display unit; When the average lateral inclination angle data is greater than 50% of a grade criterion and is equal to or less than the grade criterion, the control unit determines the average lateral inclination angle as a warning state and displays an average lateral inclination angle warning state through the display unit; 4. The method for monitoring a safety state of a ship according to claim 3, further comprising the step of: when the average heel angle data is greater than a classification standard, the control unit determines that the average heel angle is in a dangerous state and displays the average heel angle dangerous state via the display unit.

5. After the receiving step, The control unit determines whether the significant roll data is less than or equal to 50% of a classification standard; When the significant roll angle data is less than 50% of a grade standard, the control unit determines the significant roll angle as a normal state and displays the significant roll angle normal state through a display unit; When the significant roll angle data is greater than 50% of a grade standard and is equal to or less than the grade standard, the control unit determines the significant roll angle as a caution state and displays a significant roll angle caution state through the display unit; 4. The method for monitoring the safety state of a ship as described in claim 3, further comprising the step of: when the significant roll angle data is greater than a classification standard, the control unit determines the significant roll angle as a dangerous state and displays the significant roll angle dangerous state via the display unit.

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