Port Monitoring System

Abstract

To provide a port management system for managing vessels and fenders integrally for efficient management of a port by monitoring positions and states of the fenders in the port since monitoring of accurate positions and attitudes of vessels, especially large vessels, is important.SOLUTION: A port monitoring system includes: a port environment sensing unit for generating port environment information by measuring environmental conditions of a port; a vessel monitoring unit that is included in a vessel and generates vessel information of a vessel; a fender monitoring unit that is included in a fender and generates fender information of the fender; a network; and a port management unit. The port management unit receives the port environment information generated by the port environment sensing unit, vessel information generated by the vessel monitoring unit, and the fender information through the network and monitors the vessel and the fender.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a port monitoring system, and more particularly to a monitoring system for ships and fenders equipped with sensors positioned within a port and capable of position monitoring. [Background technology]

[0002] A ship is a means of transportation that allows people and goods to move on or through water. Therefore, unlike land transportation, ships cannot move along a fixed route or stay stationary in a specific location, and their position and posture can change depending on the flow of water.

[0003] A fender is a device installed on the quay wall or side of a ship to prevent damage to the hull and quay when a ship berths or comes alongside a port. For example, a fender is fixed to the quay wall or side of a ship without a fixed attachment, and is positioned to prevent direct contact between the wall and the ship when the ship berths or comes alongside, thereby preventing impact. If the fender is not properly positioned, the ship may come into direct contact with the wall when the ship berths or comes alongside, which could result in damage to the hull and quay. Furthermore, if the proper air pressure is not maintained at all times, the impact prevention effect will decrease or the fender may be damaged by excessive pressure.

[0004] Therefore, it is important to monitor the exact position and posture of ships, especially large ships, in ports (or harbors), and it is also important to monitor the position and status of fenders in ports.In particular, a system that manages ships and fenders in an integrated manner is needed for efficient port management, and a system that can check the status of ships and fenders as quickly as possible in real time is needed. Summary of the Invention [Problem to be solved by the invention]

[0005] An object of the present invention is to provide a port management system that can comprehensively manage ships and fenders located in a port.

[0006] Another object of the present invention is to provide a method for monitoring the position of a ship and the position of a fender in real time. [Means for solving the problem]

[0007] The present invention provides a port monitoring system including a port environment sensing unit that measures environmental conditions of a port and generates port environment information, a ship monitoring unit that is included in a ship and generates ship information for the ship, a fender monitoring unit that is included in a fender and generates fender information for the fender, a network, and a port management unit, wherein the port management unit receives the port environment information generated by the port environment sensing unit, the ship information generated by the ship monitoring unit, and the fender information generated by the fender monitoring unit via the network and monitors the ship and the fender. [Effects of the Invention]

[0008] According to one embodiment of the present invention, the status of ships and fenders located in a port can be comprehensively checked in real time.

[0009] Furthermore, according to one embodiment of the present invention, the positions and movements of ships and fenders located in the port can be accurately and easily grasped.

[0010] Furthermore, according to one embodiment of the present invention, the history of ships and fenders located in a port can be easily ascertained.

[0011] Furthermore, according to one embodiment of the present invention, it is possible to easily determine whether or not there is an abnormality in a ship or fender located in a port. [Brief explanation of the drawings]

[0012] [Figure 1] 1 is a configuration diagram of a port monitoring system according to an embodiment of the present invention. [Figure 2] 2 is a block diagram of a ship monitoring unit, a fender monitoring unit, a port environment sensing unit, and a port management unit according to an embodiment of the present invention. FIG. [Figure 3-6] FIG. 10 is a diagram showing an example of a display of a port management department. [Figure 7-8] FIG. 10 is a schematic diagram showing the results of tracking changes in ship position over time. [Figure 9] 1 is a schematic diagram illustrating a vessel positioning sensor and a vessel according to an embodiment of the present invention; [Figure 10] 1 is a flowchart of a vessel and fender position monitoring method according to an embodiment of the present invention. [Figure 11] FIG. 10 illustrates a vessel display on a port authority display according to one embodiment of the present invention. [Figure 12-13] 10 is a diagram illustrating a portion of a display screen of a port management department applied to a method for monitoring the position of a ship capable of position monitoring according to an embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0013] Hereinafter, the present invention will be described in detail with reference to the preferred embodiments. However, the present invention is not limited to the preferred embodiments disclosed below, and may be realized in various different forms. The preferred embodiments are provided merely to complete the disclosure of the present invention and to more completely convey the contents of the present invention to those skilled in the art.

[0014] In this specification, the terms "upper" and "lower" are relative concepts defined from the observer's point of view, and when the observer's point of view changes, "upper" may mean "lower" and vice versa.

[0015] The position measurements of the sensors referred to in this specification are basically three-dimensional (x, y, z) measurements, but for convenience of explanation of the invention, they are reduced to two-dimensional (x, y) components.

[0016] Deflection of a vessel in this specification refers to a change in the direction of a vessel's rotation, and may refer, for example, to the angle that a line connecting the bow and stern of the vessel makes with a reference line.

[0017] The present invention will now be described in detail with reference to the drawings.

[0018] FIG. 1 is a configuration diagram of a port monitoring system according to one embodiment of the present invention.

[0019] Referring to FIG. 1, a port monitoring system 1 may include a vessel 100 , a fender 200 , a port environment sensing unit 300 , a network 400 , and a port management unit 500 .

[0020] The vessel 100 may be a vessel located near a port, or may be one or more vessels 100 equipped with a vessel monitoring unit 110. In this case, the vessel 100 refers to a means capable of moving on the sea. For example, the vessel 1 (100_1) may be a container ship equipped with a vessel monitoring unit 110_1, and the vessel 2 (100_2) may be a cruise ship equipped with a vessel monitoring unit 110_2, but is not limited thereto.

[0021] The vessel 100 may include a vessel monitoring unit 110. For example, the vessel monitoring unit 110 may measure and generate vessel information related to the vessel 100, such as the position of the vessel 100, and transmit the information to the port management unit 500.

[0022] The fender 200 may be a shock absorber or fender located near a port, and may be one or more fenders 200 equipped with a fender monitoring unit 210. In this case, the fenders 200 may be installed on the ship 100 and on port structures existing in the port. For example, the fender 1 (200_1) may be a pneumatic shock absorber equipped with a fender monitoring unit 210_1 installed on the wall of a pier where the ship docks, and the fender 2 (200_2) may be a pneumatic shock absorber equipped with a fender monitoring unit 210_2 installed on a port pier, but is not limited to these.

[0023] The fender monitoring unit 210 installed in the fender 200 can measure and generate fender information related to the fender 200, such as the position and fender pressure of the fender 200, and transmit the fender information to the port management unit 500.

[0024] The port environment sensing unit 300 may measure the ambient environmental conditions of the port to generate port environment information, for example, by measuring the temperature, wind speed, and wind direction of the port, and may generate port environment information and transmit it to the port management unit 500.

[0025] The port management unit 500 can receive the port environment information generated by the port environment detection unit 300, the ship information generated by the ship monitoring unit 110, and the fender information generated by the fender monitoring unit 210 via the network 400.

[0026] The network 400 refers to a communication system that connects the ship monitoring unit 110, the fender monitoring unit 210, and the port environment sensing unit 300 with the port management unit 500 so that they can transmit and receive information. In this case, wired communication technology or wireless communication technology may be applied to the network 400. For example, the network 400 may apply wired communication technology such as Ethernet, xDSL (ADSL, VDSL), HFC (Hybrid Fiber Coaxial Cable), FTTC (Fiber to the Curb), low-power long-distance communication technology, or wireless communication technology using LoRa, LoRaWAN, and RF, but is not limited to these, and may include any other well-known or future developed wired communication technology and wireless communication technology.

[0027] This allows the port management department 500 to comprehensively manage and monitor the ship 100 located near the port, the fender 200 located near the port, and the port environment.

[0028] FIG. 2 is a block diagram of a ship monitoring unit, a fender monitoring unit, a port environment sensing unit, and a port management unit according to an embodiment of the present invention.

[0029] The vessel monitoring unit 110 may include a vessel sensor module 111 , a vessel monitoring unit communication module 112 , a vessel monitoring unit control module 113 and a vessel monitoring unit power module 114 .

[0030] The vessel sensor module 111 may include various sensors for monitoring the vessel. For example, the vessel sensor module 111 may include, but is not limited to, a vessel positioning sensor (e.g., GPS), a temperature and humidity sensor, a pressure sensor, a tilt sensor, and an acceleration sensor, and may include, but is not limited to, one or more of the same sensors. This allows the vessel monitoring unit 110 to generate vessel information regarding the vessel's position, movement, and the vessel's surrounding environment via the vessel sensor module 111.

[0031] The vessel monitoring unit communication module 112 can assist in establishing a wireless communication channel with an external electronic device or the port control unit 500 via the network described in FIG. 1 (FIG. 1, 400) and performing communication via the established communication channel.

[0032] The vessel monitoring unit communication module 112 may include one or more communication processors to support wireless communication. For example, but not limited to, the vessel monitoring unit communication module 112 may include a communication processor capable of performing LoRa, LoRaWAN, and RF communications.

[0033] The vessel monitoring unit control module 113 can control other components of the vessel monitoring unit 110 (e.g., the vessel sensor module 111, the vessel monitoring unit communication module 112, and the vessel monitoring unit power supply module 114, etc.). For example, the vessel monitoring unit control module 113 can control the operation of the other components of the vessel monitoring unit 110. Also, for example, the vessel monitoring unit control module 113 can load instructions or data received from other components (e.g., the vessel sensor module 111, the vessel monitoring unit communication module 112, and the vessel monitoring unit power supply module 114, etc.) into volatile memory, process the instructions or data stored in the volatile memory, and store the resulting data in non-volatile memory, as at least a part of processing or calculating various data.

[0034] The vessel monitoring unit control module 113 may include, but is not limited to, a main processor (e.g., a central processing unit or application processor) and an auxiliary processor (e.g., a graphics processing unit or communication processor) that can operate independently or together therewith.

[0035] The ship monitoring unit power supply module 114 may supply power to the components of the ship monitoring unit 110. For example, the ship monitoring unit power supply module 114 may receive power from an external source and supply power to the components of the ship monitoring unit 110, and may supply power to the components of the ship monitoring unit 110 including a primary battery, a secondary battery, etc.

[0036] The fender monitoring unit 210 may include a fender sensor module 211 , a fender monitoring unit communication module 212 , a fender monitoring unit control module 213 and a fender monitoring unit power module 214 .

[0037] The fender sensor module 211 may include various sensors for monitoring the fender. For example, the sensors may include, but are not limited to, a fender position measurement sensor (e.g., GPS), a temperature and humidity sensor, a pressure sensor, a tilt sensor, and an acceleration sensor. This allows the fender monitoring unit 210 to generate fender information related to the position, movement, pressure, temperature, and environment surrounding the fender via the fender sensor module 211.

[0038] The fender monitoring unit communication module 212 can assist in establishing a wireless communication channel with an external electronic device or the port control unit 500 via the network (FIG. 1, 400) described in FIG. 1 and performing communication via the established communication channel.

[0039] The fender monitoring unit communication module 212 may include one or more communication processors that support wireless communication. For example, but not limited to, the fender monitoring unit communication module 212 may include a communication processor that is capable of performing LoRa, LoRaWAN, and RF communications.

[0040] The fender monitoring unit control module 213 can control the other components of the fender monitoring unit 210 (e.g., the fender sensor module 211, the fender monitoring unit communications module 212, and the fender monitoring unit power supply module 214, etc.). For example, the fender monitoring unit control module 213 can control the operation of the other components of the fender monitoring unit 210. Also, for example, the fender monitoring unit control module 213 can load instructions or data received from the other components (e.g., the fender sensor module 211, the fender monitoring unit communications module 212, and the fender monitoring unit power supply module 214, etc.) into volatile memory, process the instructions or data stored in the volatile memory, and store the resulting data in non-volatile memory, as at least a part of the processing or calculation of various data.

[0041] The fender monitoring control module 213 may include, but is not limited to, a main processor (e.g., a central processing unit or application processor) and an auxiliary processor (e.g., a graphics processing unit or a communication processor) that can operate independently or together with the main processor.

[0042] The fender monitoring unit power supply module 214 may supply power to the components of the fender monitoring unit 210. For example, the fender monitoring unit power supply module 214 may receive power from an external source and supply power to the components of the fender monitoring unit 210, and may supply power to the components of the fender monitoring unit 210 including a primary battery and a secondary battery.

[0043] The port environment sensor 300 may include a port environment sensor module 301 , a port environment monitoring communication module 302 , a port environment sensor control module 303 and a port environment sensor power module 304 .

[0044] The port environment sensor module 301 may include various sensors for monitoring the port environment. For example, the port environment sensor module 301 may include, but is not limited to, a temperature and humidity sensor, a pressure sensor, a wind direction sensor, and a wind speed sensor. Thus, the port environment detection unit 300 may measure the port environmental conditions, such as temperature, humidity, pressure (air pressure), wind direction, and wind speed, through the port environment sensor module 301 to generate port environment information.

[0045] The port environment monitoring unit communication module 302 can assist in establishing a wired or wireless communication channel with an external electronic device or the port management unit 500 via the network (FIG. 1, 400) described in FIG. 1 and performing communication via the established communication channel.

[0046] The port environment monitoring unit communication module 302 may include one or more communication processors that support wired or wireless communication, such as, but not limited to, a communication processor capable of implementing wired communication technologies such as Ethernet, xDSL (ADSL, VDSL), HFC (Hybrid Fiber Coaxial Cable), and FTTC (Fiber to the Curb), or a communication processor capable of implementing wireless communication technologies using low-power long-distance communication technologies, LoRa, LoRaWAN, and RF.

[0047] The port environment sensing unit control module 303 can control other components of the port environment sensing unit 300 (e.g., the port environment sensor module 301, the port environment monitoring unit communication module 302, and the port environment sensing unit power supply module 304, etc.). For example, the port environment sensing unit control module 303 can control the operation of other components of the port environment sensing unit 300. Furthermore, for example, the port environment sensing unit control module 303 can load instructions or data received from other components (e.g., the port environment sensor module 301, the port environment monitoring unit communication module 302, and the port environment sensing unit power supply module 304, etc.) into volatile memory, process the instructions or data stored in the volatile memory, and store the resulting data in non-volatile memory, as at least a part of processing or computing various data.

[0048] The port environmental sensor control module 303 may include, but is not limited to, a main processor (e.g., a central processing unit or application processor) and an auxiliary processor (e.g., a graphics processing unit or communication processor) that can operate independently or together with the main processor.

[0049] The port environment sensor control module 303 may supply power to the components of the port environment sensor 300. For example, the port environment sensor control module 303 may receive power from an external source and supply power to the components of the port environment sensor 300, and may supply power to the components of the environment sensor 300 using a primary battery, a secondary battery, etc.

[0050] Port manager 500 may include a port manager control module 501 , a port manager communication module 502 , and a port manager display module 503 .

[0051] The port management control module 501 can control other components of the port management unit 500 (e.g., the port management communication module 502 and the port management display module 503, etc.). For example, the port management control module 501 can control the operation of other components of the port management unit 500. Furthermore, for example, as at least a part of processing or computing various data, the port management control module 501 can load information received from the vessel monitoring unit 110, the fender monitoring unit 210, the port environment sensing unit 300, etc., and information and commands input via various input devices included in the port management unit 500 (e.g., a keyboard, a mouse, a touch screen, a voice recognition device, etc.) into volatile memory, process the information or commands stored in the volatile memory, and store data corresponding to the processing results in non-volatile memory.

[0052] The port management control module 501 may include, but is not limited to, a main processor (e.g., a central processing unit or application processor) and auxiliary processors (e.g., a graphics processing unit or a communications processor) that can operate independently or together with the main processor.

[0053] The port management unit communication module 502 can support the establishment of wired or wireless communication channels with external electronic devices or the vessel monitoring unit 110, the fender monitoring unit 210, and the port environment sensing unit 300 via the network (FIG. 1, 400) described in FIG. 1 and the execution of communication via the established communication channels.

[0054] The port authority communication module 502 may include one or more communication processors supporting wired or wireless communication, such as, but not limited to, a communication processor capable of implementing wired communication technologies such as Ethernet, xDSL (ADSL, VDSL), HFC (Hybrid Fiber Coaxial Cable), and FTTC (Fiber to the Curb), and a communication processor capable of implementing wireless communication technologies using low-power long-distance communication technologies, LoRa, LoRaWAN, and RF.

[0055] The port management display module 503 can visually provide information to the outside (e.g., a manager). For example, it can include various types of displays such as a liquid crystal display (LCD), a thin film transistor LCD (TFT-LCD), a light emitting diode (LED), an organic light emitting diode (OLED), an active matrix organic light emitting diode (AMOLED), a retina display, a flexible display, a three-dimensional display, and a projector, and can include a control circuit for controlling the display.

[0056] In addition, the port management unit display module 503 can display information on a series of operation states and operation results that occur during the execution of the functions of the port management unit 500. In addition, the port management unit display module 503 can display a graphical user interface (GUI) for the convenience of the port management unit 500 user and user data entered by the user.

[0057] As a result, the port management unit 500 can effectively provide the user with information on the ship, fenders, and environmental conditions of the port on the display through the display module 503. Specific examples thereof will be described in detail with reference to FIGS.

[0058] 3 to 6 show examples of the display of the port management department.

[0059] Referring to FIG. 3, a port management screen 2 can be displayed on the display of the port management unit.

[0060] The port management screen 2 on the display may display a port map, a ship display 10, a fender display 70, and a port environment display 80. For example, the port management screen 2 on the display may receive port environment information generated by the port environment sensing unit (300, FIG. 1) from the port management unit (500, FIG. 1) via the network (400, FIG. 1), and display information on the port's environmental conditions, such as temperature, humidity, wind direction, and wind speed, on the display module (503, FIG. 2) of the port management unit (500, FIG. 1). This allows the manager to easily understand the surrounding environmental conditions of the port.

[0061] For example, the port management screen 2 on the display may receive ship information generated by the ship monitoring unit (110, Fig. 1) from the port management unit (500, Fig. 1) via the network (400, Fig. 1), and the display module (503, Fig. 2) of the port management unit (500, Fig. 1) may display the ship display 10. In this case, the ship display 10 may be displayed on the port map at a relative size proportional to the actual size based on the map scale and coordinates, based on the ship position measurement value among the ship information. This allows the manager to effectively check ships located in the port and accurately and easily grasp the position and movement of the ships.

[0062] Also, for example, the port management screen 2 on the display may receive fender information generated by the fender monitoring unit (210, Fig. 1) from the port management unit (500, Fig. 1) via the network (400, Fig. 1), and the fender display 70 may be displayed on the display module (503, Fig. 2) of the port management unit (500, Fig. 1). In this case, the fender display 70 may be displayed in the form of an inverted triangle on the port map based on the scale and coordinates of the map, based on the fender position measurement value among the fender information, so that the manager can easily recognize the fender. This allows the manager to effectively check the fenders located in the port and accurately and easily grasp the position and movement of the fenders.

[0063] Referring to FIG. 4, the vessel display and fender display on the port management screen can be displayed in various ways so that the manager can easily recognize them.

[0064] Ship displays 10a, 10b, and 10c are displayed on the port management screen for ships managed by the port management department, and the ship names can be displayed in text on the ship displays 10a, 10b, and 10c. Furthermore, the ship displays 10a, 10b, and 10c may be displayed on the port management screen in a form that simulates the actual shape of the ship based on the basic information of the ship entered into the port management department.

[0065] The port management screen allows the administrator to view various meta information of the actual ship linked to the ship display 10a, 10b, or 10c. When the administrator selects a ship display 10a, 10b, or 10c, information about the ship corresponding to the ship display 10a, 10b, or 10c may be displayed in a separate pop-up window. For example, as shown in FIG. 5, when the administrator selects a ship display (FIGS. 5 and 10), information about the actual ship corresponding to the ship display (FIGS. 5 and 10) may be displayed in a separate window on the left side of the port management screen. This allows the administrator to easily view and modify information about the actual ship through the port management screen. Although not shown in FIG. 5, the administrator can also view the history of the actual ship based on information collected from the actual ship in a manner similar to the fender history shown in FIG. 6 (described later). For example, the administrator can view the ship movement and ship movement history points.

[0066] The ship displays 10a, 10b, and 10c can be displayed in different colors on the port management screen of the port management department depending on whether the port management department is set to manageable or not. For example, in the case of a ship that is registered with the port management department but is not subject to management, by selecting "not set" as the management target in the port management department, only the outline of the ship can be displayed as in ship display 10a, with the area inside the outline displayed transparently. This allows the administrator to focus less on the ship display 10a that is not subject to management and more on the ships that must be managed.

[0067] In addition, in the case of a ship that is registered with the port management department but is under management, the management setting may be selected in the port management department, and the outline of the ship and the interior of the outline may be filled with color, as in ship displays 10b and 10c. This increases the focus of the manager's gaze on the managed ship displays 10b and 10c, allowing him to concentrate on the ships that he must manage.

[0068] Furthermore, the ship displays 10b and 10c of ships that are registered with the port management department but are subject to management can be displayed in different colors depending on the ship's condition. For example, if a ship is normal according to the management criteria specified by the port management department (e.g., the ship's position, inclination, etc.), it will be displayed in green as in ship display 10b, allowing the user to easily confirm through the port management screen that there is no abnormality with the ship. Also, if there is an abnormality with the management criteria specified by the port management department, it will be displayed in red as in ship display 10c, allowing the user to easily confirm through the port management screen that there is an abnormality with the ship. This allows the administrator to easily understand the status of the managed ship displays 10b and 10c.

[0069] Fender displays 70a, 70b, and 70c are displayed on the port management screen for fenders managed by the port management department, but since the actual size of the fenders is small compared to the size of the port, fender displays 70a, 70b, and 70c can be displayed in different shapes (for example, inverted triangle shapes) so that the manager can easily check their location via the port management screen.

[0070] The port management screen allows administrators to view various meta information about the actual fenders linked to the fender displays 70a, 70b, and 70c. When an administrator selects a fender display 70a, 70b, or 70c, the fender information corresponding to the fender display 70a, 70b, or 70c can be displayed in a separate pop-up window. For example, when an administrator selects the fender display (70) shown in Figure 6, the actual fender information corresponding to the fender display (70) can be displayed in a separate window on the left side of the port management screen. This allows administrators to easily view and modify information about the actual fenders through the port management screen. Furthermore, when an administrator selects the fender display (70) shown in Figure 6, the administrator can view the actual fender history through the port management screen based on information collected through the actual fender. For example, the fender movement vessel and fender movement history points can be viewed.

[0071] Fender displays 70a, 70b, and 70c can be displayed in different colors on the port management screen of the port management department depending on the management availability setting set by the port management department. For example, in the case of a fender that is registered with the port management department but is not subject to management, by selecting "not set" as the management target in the port management department, only the outline of an inverted triangle, as in fender display 70a, can be displayed, with the interior of the outline displayed transparently. This allows the administrator to focus less on the fender display 70a that is not subject to management and more on the fenders that must be managed.

[0072] In addition, in the case of a fender that is registered with the port management unit but is under management, by selecting the management target setting in the port management unit, the fender may be displayed with an inverted triangular outline and the interior of the outline filled with color, as in fender displays 70b and 70c. This increases the focus of the manager's gaze on the managed fender displays 70b and 70c, allowing them to concentrate on the fenders that they must manage.

[0073] In addition, the fender displays 10b and 10c for fenders that are registered with the port management department but are subject to management can be displayed in different colors depending on the fender's condition. For example, if a fender is normal according to the management standards specified by the port management department (e.g., fender pressure, position, etc.), it is displayed in green as in fender display 70b, allowing the user to easily confirm through the port management screen that there is no abnormality in the fender. Also, if a fender has an abnormality according to the management standards specified by the port management department, it is displayed in red as in fender display 70c, allowing the user to easily confirm through the port management screen that there is an abnormality in the fender. This allows the administrator to easily understand the status of the managed fender displays 70b and 70c.

[0074] 7 and 8 are schematic diagrams showing the results of tracking the change in ship position over time.

[0075] FIG. 7 shows that a ship position measuring sensor capable of measuring the position is mounted at the center 103 (x3, y3) of the ship 100.

[0076] Referring to FIG. 7, the position of the ship 100 relative to the reference point may change over time in the order of FIG. 7(a), FIG. 7(b), and FIG. 7(c). The position of the center portion 103 (x3, y3) in FIG. 7(a) is measured, and after a certain time has passed, the position of the center portion 103 (x'3, y'3) in FIG. 7(b) can be measured. After a certain time has passed since the position of the center portion 103 (x'3, y'3) in FIG. 7(b) was measured, the position of the center portion 103 (x"3, y"3) in FIG. 7(c) can be measured. This allows the position of the ship 100 to be determined based on the position and the actual length and width data of the ship, and the ship's movement speed can be calculated based on the change in the ship position and time. In this way, if movement is estimated using a single position measurement value of a single point on the ship 100, such as the bow (101 in FIG. 8), the stern (102 in FIG. 8), or the center portion 103, it becomes difficult to monitor the ship's rotation. In particular, when the vessel 100 is large, since the vessel 100 is long, tracking of the mooring direction of the vessel 100 as well as its rotational movement is very important.

[0077] However, conventionally, only the mooring direction of the ship 100 can be confirmed, or although tracking of rotational movement is possible, there is a problem in that a lot of expensive equipment must be installed.

[0078] Therefore, the inventors of the present invention provide a method for accurately measuring and monitoring the position and deflection of a ship by correcting the measurement values ​​of a position sensor in an uncomplicated manner without applying expensive equipment, thereby reducing errors and deviations, stabilizing data dispersion, and effectively correcting abnormal error values.

[0079] FIG. 8 shows that sensors capable of measuring position are attached to a bow section 101 (x1, y1), a stern section 102 (x2, y2), and a central section 103 (x3, y3) of a ship 100.

[0080] 8, the position of the ship 100 may change over time from a reference point to Figures 8(a), 8(b), and 8(c). In addition, the positions of the bow 101 (x1, y1), stern 102 (x2, y2), and center 103 (x3, y3) in Figure 8(a) are measured, and after a certain time has passed, the positions of the bow 101 (x'1, y'1), stern 102 (x'2, y'2), and center 103 (x'3, y'3) in Figure 8(b) may be measured. After a certain time has passed since the positions of the bow 101 (x'1, y'1), stern 102 (x'2, y'2), and central section 103 (x'3, y'3) in Figure 8(b) have been measured, the positions of the bow 101 (x"1, y"1), stern 102 (x"2, y"2), and central section 103 (x"3, y"3) in Figure 8(c) can be measured. In this case, if the position values ​​of the stern section 102 are measured to be equal, such as (x2, y2) = (x'2, y'2) = (x"2, y"2), the mooring direction of the ship 100 can be confirmed and it can be confirmed that the ship 100 is rotating around the axis of the stern section 102 by measuring the change in the coordinate values ​​of the bow section 101 from (x1, y1) to (x'1, y'1) and from (x'1, y'1) to (x"1, y"1), or by measuring the change in the coordinate values ​​of the central section 103 from (x3, y3) to (x'3, y'3) and from (x'3, y'3) to (x"3, y"3).

[0081] Thus, in order to monitor the accurate direction and position of the vessel 100 in view of the complex movements of the vessel 100, the vessel 100 must be equipped with at least two or more vessel position sensors capable of position measurement, and preferably, the sensors are equipped on the bow 101 and stern 102 of the vessel 100, which is suitable for monitoring the rotation of the vessel 100, i.e., the deflection of the vessel 100.

[0082] For example, if the length of the ship 100 is 100 m and the direction is changed by 5° from the stern (120), the movement distance of the bow 101 is 2 × 100 m × sin(5° / 2) = approximately 9 m, and the movement of the center section 103 is approximately 4 m. In this case, assuming that the measurement error radius of the sensor is 5 m, the sensor of the bow 101 can confirm the movement of the bow 101 with a significant measurement value and monitor the deflection of the ship 100. However, if the sensor is located in the center section 103 rather than the bow 101 or stern 102, it may be difficult to monitor the deflection of the ship 100.

[0083] FIG. 9 is a schematic diagram illustrating a vessel positioning sensor and a vessel according to an embodiment of the present invention.

[0084] Referring to FIG. 9, a ship 100 capable of position monitoring can be equipped with a first sensor 1000, which is a ship position measurement sensor capable of position measurement, at the bow 101, and a second sensor 2000, which is a ship position measurement sensor capable of position measurement, at the stern 102.

[0085] As described in Fig. 8, in order to monitor the movement of the vessel 100, the first sensor 1000 may be attached to the bow 101 of the vessel 100, and the second sensor 2000 may be attached to the stern 102 of the vessel 100. In this case, the first sensor 1000 and the second sensor 2000 may be attached to the upper part of the vessel so as not to interfere with the transmission and reception of wireless signals. For example, the first sensor 1000 and the second sensor 2000 may be attached to an overhead space open to the sky above the vessel 100 so that the radio waves used by the first sensor 1000 and the second sensor 2000 to receive and transmit signals can be spread into the sky.

[0086] For example, the first sensor 1000 and the second sensor 2000 may be equipped with a GPS sensor for position measurement and may use low-power wide-area communication, such as LoRaWAN communication, to transmit the measured position measurement value. Furthermore, the first sensor 1000 and the second sensor 2000 may be supplied with power from an external source or with a battery for operation. The battery may be, but is not limited to, a replaceable type, a rechargeable type, or a rechargeable replaceable type.

[0087] The first sensor 1000 and the second sensor 2000 are mounted on the bow 101 and the stern 102 of the ship 100, respectively. The first sensor 1000 and the second sensor 2000 may be mounted such that the distance D between them exceeds twice the maximum measurement error of the first sensor 1000 or the second sensor 2000. For example, based on the commonly known maximum measurement error of 10 m for GPS, the distance D between the first sensor 1000 and the second sensor 2000 may be mounted such that it exceeds 20 m. This allows for measurement of two significant points within the ship 100, even if an error occurs in the position measurements of the first sensor 1000 and the second sensor 2000. In addition, in order to easily monitor the deflection of the ship 100, it is preferable that the first sensor 1000 be mounted on the bow 101 and the second sensor 2000 be mounted on the stern 102, so that the distance D between the first sensor 1000 and the second sensor 2000 is at its maximum value within the ship 100.

[0088] The length L and width W of the vessel 100 are known measurements, and the positions of the first sensor 1000 and the second sensor 2000 mounted within the vessel 100 can also be stored in advance as fixed values ​​in a database. Based on the length L and width W values ​​and the position measurements of the first sensor 1000 and the second sensor 2000, position measurements including the position and deflection of the vessel 100 can be accurately transmitted.

[0089] For example, the separation distance d1 between the position of the first sensor 1000 and the end of the bow 101 can be corrected, and the separation distance d2 between the position of the second sensor 2000 and the end of the stern 102 can be corrected, and the measurements taken by the first sensor 1000 and the second sensor 2000 can be converted into data for both end points corresponding to the length L of the ship 100.

[0090] For example, the separation distances d3 and d4 between the first sensor 1000 and the side end of the ship 100 can be corrected, and the separation distances d5 and d6 between the second sensor 2000 and the side end of the ship 100 can be corrected, and the measurements taken by the first sensor 1000 and the second sensor 2000 can be converted into data for both end points corresponding to the width W of the ship 100.

[0091] When the ship position measurement value generated by the ship position measurement sensor of the ship monitoring unit and the fender position measurement value generated by the fender position measurement sensor of the fender monitoring unit are used as they are, errors and deviations of the ship position measurement value and the fender position measurement value are reflected as they are. For example, if a large noise occurs temporarily in the ship position measurement value, the corresponding measurement value is reflected as it is, which may interfere with port monitoring.

[0092] Therefore, it is preferable that the ship position measurement value and the fender position measurement value are transmitted to the port management department (500 in FIG. 1), and then the ship position measurement value and the fender position measurement value are corrected to reduce errors and deviations, stabilize the measurement value variance, and correct values ​​with abnormally large errors to generate ship position measurement data and fender position measurement data, and apply them to the port monitoring system. In this case, a moving average method can be applied as the correction method, and for example, at least one of a simple moving average, an exponential moving average, a weighted moving average, a geometric moving average, and a harmonic moving average can be applied.

[0093] Specifically, it is possible to apply a successive average of measured values, which is a kind of exponential moving average. For example, the first measured value (x1, y1), the second measured value (x2, y2), the third measured value (x3, y3), the nth measured value (x n ,y n ) (where n is a natural number greater than or equal to 1, the larger the value of n, the more recent the measurement), the first position measurement data (D 1x ,D 1y ) are as follows: JPEG0007747814000001.jpg14170

[0094] From now on, the second position measurement data (D 2x ,D 2y ) are as follows: JPEG0007747814000002.jpg18170

[0095] This can be solved as follows: JPEG0007747814000003.jpg13170

[0096] This can be rewritten as follows: JPEG0007747814000004.jpg14170

[0097] Hereafter, the nth position data (D nx ,D ny ) are as follows: JPEG0007747814000005.jpg14170

[0098] This can be solved as follows: JPEG0007747814000006.jpg26170

[0099] Here, the denominator increases exponentially except for the last term, so D nx and D nyIt may be assumed that this has little effect on the value of JPEG0007747814000007.jpg15170When expressed as weights, this means that the weight of the position data decreases by approximately 50%, 25%, 13%, 6%, and 3% from the most recent measurement value.

[0100] This gives a high weight to current measurements and measurements close to the current value, making it possible to monitor the position of the ship and fender so that the position change trends are closer to the present. It also partially reflects trends in past measurements, making it possible to correct excessive errors and deviations in measurements if they occur.

[0101] This can be expressed as a general formula for measured values ​​(x, y, z) as follows (n = 1 or a larger natural number, the larger the value of n, the more recent the measured value). JPEG0007747814000008.jpg59170

[0102] In addition, it is possible to select a specific number of data, which is a type of simple moving average, to calculate the average and apply the corresponding value as the location data. For example, the first measurement value (x1, y1), the second measurement value (x2, y2), the third measurement value (x3, y3), the nth measurement value (x n ,y n ) (where n is a natural number greater than or equal to 1, the larger the value of n, the more recent the measurement value), when four values ​​are selected in sequence and the arithmetic mean value is applied, the first position data (D 1x ,D 1y ) are as follows: JPEG0007747814000009.jpg14170

[0103] From now on, the second position data (D 2x ,D 2y ) are as follows: JPEG0007747814000010.jpg14170

[0104] Hereafter, the nth position data (D 2x ,D 2y ) are as follows: JPEG0007747814000011.jpg14170

[0105] This makes it possible to utilize data near the most recent measurement value to stabilize data distribution and correct values ​​where abnormal errors have occurred.

[0106] However, when using this method, if data is configured using less than three values, the parameters of the position measurement value are reduced, and the effect of correcting values ​​with abnormally large errors is weakened. For example, when using two measurement values, the weight of each measurement value is 50%, so if one value is abnormal, it will be overly reflected.

[0107] If more than five data points are used, past values ​​may be reflected excessively, which may result in the inability to quickly reflect changes in the current position. For example, if six data points are used, the weighting of each measurement is 16.7%, which means that the weighting of the most recent measurement points is too low, making it difficult to reflect the latest trends.

[0108] In this way, various moving average methods are applied to reduce errors and deviations in position measurements measured by ship position measurement sensors or fender position measurement sensors, stabilize data dispersion, and correct values ​​with abnormally large errors. However, the sensor measurements can be corrected so that the trend of ship and fender position changes approaches the current time, and can be applied to a port monitoring system.

[0109] FIG. 10 is a flow chart for a vessel and fender position monitoring method according to one embodiment of the present invention.

[0110] Referring to Figure 10, the vessel and fender position monitoring method in the port monitoring system is as follows.

[0111] The position measurement step S1 of the position measurement sensor is a step of measuring the current position with one or more ship position measurement sensors included in the ship monitoring unit of the ship to generate a ship position measurement value.

[0112] The position measurement step S1 of the position measurement sensor is a step of measuring the current position with one or more fender position measurement sensors included in the fender monitoring unit of the fender to generate a fender position measurement value.

[0113] At this time, the ship position measuring sensor and the fender position measuring sensor measure positions at regular intervals, and for example, may receive a GPS signal to generate position measurement values.

[0114] When there is more than one position measurement sensor, for example, the measurement timing of the first sensor and the second sensor are synchronized so that they can measure at the same time. Also, the position measurement values ​​measured by the first sensor and the second sensor are synchronized so that they can be transmitted at the same time. For example, at a specific time T1, the first sensor measures A(x 1-1 ,y 1-1 ) position measurement is generated by the second sensor, and B(x 2-1 ,y 2-1 ) location measurements are generated, the two location measurements contain metadata for a specific time T1 and are generated at the same time point. 1-1 ,y 1-1 ) position measurement and the B(x 2-1 ,y 2-1 ) and transmit the position measurement value. In this case, the first sensor and the second sensor may transmit the position measurement value by a wireless communication method. For example, a low-power wide area network may be used, but is not limited to this.

[0115] The position measurement value receiving step S2 is a step in which the port management unit receives the ship position measurement value and the fender position measurement value. At this time, the port management unit sequentially stores the received position measurement values ​​in a database. For example, the position measurement values ​​may be stored in the database after being received by a separately provided control unit, or may be stored directly in the database.

[0116] for example, T1:A1(x 1-1 ,y 1-1 ),B1(x 2-1 ,y 2-1 ) T2:A2(x 1-2 ,y 1-2 ),B2(x 2-2 ,y 2-2 ) T3:A3(x 1-3 ,y 1-3 ),B3(x 2-3 ,y 2-3 ) The data may be sorted in chronological order, such as:

[0117] The step S3 of generating position measurement data by correcting position measurement values ​​is a step of correcting the measurement values ​​based on the most recent measurement value among the ship position measurement values ​​stored in the database to generate ship position measurement data, and correcting the measurement values ​​based on the most recent measurement value among the fender position measurement values ​​to generate fender position measurement data. For example, if the A3 and B3 position measurement values ​​are the most recent measurement values, the measurement values ​​are corrected based on the A3 and B3 position measurement values ​​to generate position data D A1 ,D B1 After that, when the A4 and B4 position measurement values ​​are generated, the measurement values ​​are corrected based on the A4 and B4 position measurement values ​​to generate position data D A2 ,D B2 In this case, the position measurement value correction method may be a moving average, for example, a simple moving average, an exponential moving average, a weighted moving average, a geometric moving average, or a harmonic moving average. The ship position measurement data and the fender position measurement data are stored in the database.

[0118] Step S4 of reflecting the position measurement data on the port management screen is a step in which the port management department links the map and map coordinates to be displayed on the port management screen based on the latest values ​​of the ship position measurement data and the fender position measurement data stored in the database, and in the case of a ship, converts the data in linkage with the length and width data and then displays the ship display on the screen, and in the case of a fender, displays the position of the fender on the fender display.

[0119] At this time, the latest position measurement data is applied to continuously update the ship display and the fender display on the port management screen. For example, A1 ,D B1 After displaying the vessel display on the screen using A2 ,D B2 When the vessel display is generated, the position data D A2 ,D B2 is reflected and displayed on the screen.

[0120] This process can be performed by repeatedly linking the following steps: a new position measurement value is generated and transmitted in a position measurement step S1 of the position measurement sensor; the new position measurement value is stored in the database in a position measurement value reception step S2; new position measurement data is generated by correcting the measurement value based on the new position measurement value in a position measurement value correction generation step S3; and the ship display and fender display are updated and displayed on the screen with the new position measurement data in a port management screen reflection step S4. This allows the position and deflection of the ship and fender to be continuously monitored in real time.

[0121] FIG. 11 is a diagram illustrating a vessel display on a port authority display according to one embodiment of the present invention.

[0122] Referring to FIG. 11, the display of the port management unit applied to the position monitoring method of a vessel capable of position monitoring can display a vessel display 10, 10a based on an actual map and direction to monitor the vessel's position.

[0123] The display screen displays the map on which the vessel representations 10, 10a can be displayed, and is expressed in a relative size proportional to the actual size based on the map scale and coordinates.

[0124] The ship representations 10, 10a displayed on the map can be displayed in a relative position and size corresponding to the map based on the position data of the ship whose position can be monitored and the actual size data of the ship whose position can be monitored. For example, when the scale of the map is changed on the display screen, the size of the ship representations 10, 10a also changes accordingly.

[0125] Furthermore, the ship display 10, 10a can reflect the actual position of the ship on the display screen in real time according to the position monitoring method of the ship capable of position monitoring, as described in Fig. 10. For example, in the ship position monitoring method of the present invention, the ship display (Figs. 11(a), 10a) can be displayed reflecting position data for the initial position of the ship. Thereafter, when the position of the ship changes and new position data is generated, the display screen can be changed to reflect the new data and displayed as the ship display (Figs. 11(b), 10a).

[0126] 12 and 13 show a portion of a display screen of a port authority applied to a method for monitoring the position of a vessel capable of position monitoring according to an embodiment of the present invention.

[0127] Referring to FIG. 12, one or more alarm ranges can be set on the display screen of the port management unit that is applied to the position monitoring method for ships that are capable of position monitoring.

[0128] Although a ship may be located at sea, it may be moored near land. In this case, if the ship approaches land unintentionally or approaches land at an excessive speed, there is a risk of damage to the ship, so it is necessary to monitor this and issue an alarm to the manager.

[0129] 12(a), the display screen of a port management unit applied to a method for monitoring the position of a vessel capable of position monitoring can display a vessel display 10a and a first alarm range 20. In this case, the vessel display 10a is displayed based on the actual position data of the vessel capable of position monitoring, and the first alarm range 20 is virtually displayed on the display screen at a predetermined interval around the vessel display 10a, but is realized with a relative size proportional to the actual size based on the map scale and coordinates. For example, the first alarm range 20 is a value that can be preset by the administrator, and can be specified and set by the administrator depending on the marine environment and the number of vessels anchored nearby.

[0130] Thereafter, when the actual position of the ship changes as shown in Figure 12(b), the position on the display screen may be changed from the ship display (Figures 12(a), 10a) to the ship display (Figures 12(b), 10a). At this time, if the ship display (Figures 12(b), 10a) abuts against or passes through the first alarm range 20, an alarm is initiated by display on the display screen or sound, so that the manager can be notified.

[0131] 12(c), a display screen applied to a method for monitoring the position of a vessel capable of position monitoring may display a vessel display 10b, a first alarm range 20, and a second alarm range 30 outside the first alarm range 20. In this case, the vessel display 10b is displayed based on the actual position data of the vessel capable of position monitoring, and the first alarm range 20 and the second alarm range 30 are virtually displayed on the display screen at a predetermined interval around the vessel display 10b, but are realized with a relative size proportional to their actual size based on the scale and coordinates of the map.

[0132] Thereafter, when the actual position of the ship changes as shown in FIG. 12(d), the position on the display screen may change from the ship display (FIGS. 12(c), 10b) to the ship display (FIGS. 12(d), 10b). At this time, if the ship display (FIGS. 12(d), 10b) abuts against or passes through the first alarm range 20, an alarm is initiated by display on the display screen or sound, which can be acknowledged by the manager. Furthermore, if the ship display (FIGS. 12(d), 10b) passes through the first alarm range 20 and then abuts against or passes through the second alarm range 30, a separate alarm is initiated by display on the display screen or sound, which can be acknowledged by the manager.

[0133] Although not shown in FIG. 12, a plurality of alarm ranges can be set, and the shape of the alarm range can be set to various shapes such as a polygon or a circle, but is not limited to these.

[0134] Referring to FIG. 13, one or more ship ranges linked to the ship display can be set on the display screen of the port management unit, which is applied to the method for monitoring the position of a ship capable of position monitoring.

[0135] 13(a), a port management unit display screen applied to a method for monitoring the position of a vessel capable of position monitoring may display a vessel display 10a, a first vessel range 40, and an alarm boundary 60. In this case, the vessel display 10a is displayed based on the actual position data of the vessel capable of position monitoring, and the first vessel range 40 is virtually displayed on the display screen at a predetermined interval around the vessel display 10a, but is realized in a relative size proportional to the actual size based on the map scale and coordinates, and is displayed in conjunction with the vessel display 10a. In other words, the first vessel range 40 can change in accordance with changes in the vessel's position and deflection.

[0136] Thereafter, as shown in Figure 13(b), the actual position of the vessel capable of position monitoring may change, and the position may be changed from the vessel display (Figures 13(a), 10a) on the display screen to the vessel display (Figures 13(b), 10a). At this time, if the first vessel range 40 of the vessel display (Figures 13(b), 10a) also changes position and comes into contact with or passes through the alarm boundary 60, an alarm is initiated by displaying or sounding on the display screen, so that the manager can be notified.

[0137] 13(c), a display screen applied to a method for monitoring the position of a vessel capable of position monitoring may display a vessel display 10b, a first vessel range 40, and a second vessel range 50 and alarm boundary 60 outside the first vessel range 40. In this case, the vessel display 10b is displayed based on the actual position data of the vessel capable of position monitoring, and the first vessel range 40 and the second vessel range 50 are virtually displayed on the display screen at a predetermined interval around the vessel display 10b, but are realized in a relative size proportional to their actual size based on the scale and coordinates of the map and are displayed in conjunction with the vessel display 10b. In other words, the first vessel range 40 and the second vessel range 50 may change together according to changes in the vessel's position and deflection.

[0138] Thereafter, as shown in FIG. 13(d), the actual position of the vessel capable of position monitoring changes, and the position on the display screen may change from the vessel display (FIGS. 13(c), 10b) to the vessel display (FIGS. 13(d), 10b). At this time, the second vessel range 50 on the vessel display (FIGS. 13(d), 10b) also changes position, and if it abuts against the alarm boundary 60 or if the second vessel range 50 passes through the alarm boundary 60, an alarm is initiated by display on the display screen or sound, which can be acknowledged by the administrator. In addition, if the first vessel range 40 on the vessel display (FIGS. 13(d), 10b) also changes position, and it abuts against the alarm boundary 60 or if the second vessel range 50 passes through the alarm boundary 60, another alarm is initiated by display on the display screen or sound, which can be acknowledged by the administrator.

[0139] Although not shown in Fig. 13, the ship range and alarm boundary can be set in multiple forms, and the shape of the ship range can be set in various forms such as, but not limited to, the same shape as the ship, a polygon, a circle, etc. Also, the alarm boundary can be set in various forms such as, but not limited to, the same shape as the ship, a straight line, a curve, a polygon, a circle, etc.

[0140] As described above, the present invention has been specifically described with reference to the accompanying drawings. However, the above-described embodiments are merely preferred examples of the present invention, and the present invention should not be understood as being limited to the above-described embodiments. The scope of the present invention should be understood by the claims set forth below and their equivalents.

[0141] For example, the drawings are merely schematic illustrations of each component to facilitate understanding, and the thickness, length, number, etc. of each component shown may differ from the actual components due to the process of creating the drawings. Furthermore, the materials, shapes, dimensions, etc. of each component shown in the above embodiments are merely examples and are not particularly limited, and various changes are possible within the scope that does not substantially deviate from the effects of the present invention. [Explanation of symbols]

[0142] 1 Port monitoring system; 2 Port management screen; 10, 10a, 10b, 10c vessel display; 20 1st alarm range; 30 2nd alarm range; 40 1st vessel range; 50 2nd vessel range; 60 alarm boundary; 70, 70a, 70b, 70c fender display; 80 Port environment display; 100 vessel; 101 bow section; 102 stern section; 103 center section; 110 vessel monitoring section; 200 fender; 210 fender monitoring section; 300 Port environment sensing section; 400 network; 500 port management section; 1000 1st sensor; 2000 2nd sensor.

Claims

1. a port environment sensing unit that measures environmental conditions of a port and generates port environment information; a vessel monitoring unit provided on the vessel to generate vessel information of the vessel; a fender monitoring unit provided in the fender and generating fender information for the fender; Port Authority, the port management unit receives the port environment information generated by the port environment detection unit, the ship information generated by the ship monitoring unit, and the fender information generated by the fender monitoring unit, and monitors the ship and the fender; The fender monitoring unit Fender sensor module; a fender monitoring unit communication module; a fender monitoring unit control module; The fender sensor module includes a fender position measurement sensor that generates a fender position measurement.

2. The ship monitoring unit a vessel sensor module; A vessel monitoring unit communication module; a vessel monitoring unit control module; The harbor monitoring system of claim 1 , wherein the vessel sensor module includes a vessel positioning sensor that generates vessel position measurements.

3. 3. The port monitoring system of claim 2, wherein two or more ship position measuring sensors are mounted on the ship so that the spacing between the ship position measuring sensors exceeds twice the maximum measurement error distance, and one or more sensors are mounted on the bow and one or more sensors on the stern of the ship, and the port monitoring system simultaneously monitors the position and deflection of the ship.

4. 4. The port monitoring system of claim 3, wherein the vessel positioning sensors are synchronized with one another to perform position measurements at the same time and transmit the vessel position measurements at the same time.

5. The port management department 2. The port monitoring system of claim 1, further comprising a port management control module that processes vessel position measurement values ​​from the vessel information using a moving average method to generate vessel position measurement data, and processes fender position measurement values ​​from the fender information using a moving average method to generate fender position measurement data.

6. The ship position measurement data and fender position measurement data are calculated using the following moving average formula:

6. The port monitoring system of claim 5, wherein n is a natural number equal to or greater than 1, and the larger the value of n, the more recent the position measurement value.

7. The port management department a port management display module including a display on which a port map is displayed, a vessel representation of the vessel is displayed at a relative size proportional to its actual size based on the scale and coordinates of the port map, and a fender representation showing the position of the fender based on the scale and coordinates of the port map; The vessel display is displayed on the display in real time in conjunction with the vessel position measurement data; 6. The port monitoring system of claim 5, wherein the fender display is displayed on the display in real time in conjunction with the fender position measurement data.

8. The port management department 8. The port monitoring system according to claim 7, wherein the display of the port administration department display module displays the ship indication in a color-coded manner depending on whether the ship is under management by the port administration department, and is linked to ship management information of the ship and the ship information input by the port administration department, and the fender indication in a color-coded manner depending on whether the fender is under management by the port administration department, and is linked to fender management information of the fender and the fender information input by the port administration department.

Images