Ship safety management system, ship safety management method, ship safety management program, and computer-readable recording medium.

Abstract

We provide a shipboard safety management system that can be installed in existing facilities equipped with analog instruments. [Solution] The ship safety management system 1000 comprises a plurality of camera units 12 positioned near each analog instrument to acquire instrument images 55, an onboard transmission unit 16 connected to each camera unit 12 to transmit the instrument images 55 acquired by the camera units 12, an analysis unit 15 for analyzing the instrument images 55 and reading the numerical values ​​of the analog instruments contained in the instrument images 55, a storage unit 22 connected to each camera unit 12 via the onboard transmission unit 16 to save the numerical values ​​analyzed by the analysis unit 15 together with the instrument images 55 as digital data, an offboard transmission unit 26 connected to the storage unit 22 to communicate data with the outside of the ship via a network 3, and a land-based management unit 2 installed on land outside the ship that can access the digital data stored in the storage unit 22 by communicating data with the offboard transmission unit 26.

Description

Technical Field

[0001] The present disclosure relates to a ship safety management system, a ship safety management method, a ship safety management program, and a computer-readable recording medium, and more particularly to a ship safety management system that can remotely monitor the state of analog instruments such as meters indicating the temperature and pressure of an engine installed in an engine room of a ship.

Background Art

[0002] In the industries involved in ship operations such as inland shipping and ocean shipping, the shortage of seafarers and the aging of the workforce have become serious problems. For example, if an engine malfunction occurs during a ship's voyage, it may interfere with the operation. Therefore, in order to maintain normal operation and ensure the safety of seafarers, it is necessary to monitor equipment such as engines. However, it is not easy to ensure personnel with the ability and experience to judge the operating conditions of special ship engines from the values of various instruments for each ship. Therefore, there is a demand for labor-saving in the patrol inspection and monitoring of the engine room.

[0003] Conventionally, in order to remotely monitor an engine, it has been necessary to embed a large number of digital sensors in the engine itself or introduce a new engine with built-in sensors. However, both methods have the problem of requiring a large amount of cost, large-scale renovation work, and renovation time. In particular, adding a remote monitoring function to an existing ship rather than a newly built ship has been a great burden in terms of cost.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] One objective of this disclosure is to provide a ship safety management system, a ship safety management method, a ship safety management program, and a computer-readable recording medium that can be introduced into existing equipment. Another objective is to provide a ship safety management system, a ship safety management method, a ship safety management program, and a computer-readable recording medium that can reliably read instrument readings even in environments exposed to vibrations and other factors within a ship. The description of these objectives and objectives in this disclosure does not preclude the existence of other objectives and objectives. Furthermore, one aspect of this disclosure does not need to solve all of these objectives. It is also possible to extract other objectives from the description, drawings, and claims of this disclosure. Means for solving the problems and effects of the invention.

[0006] The ship safety management system according to Embodiment 1 of the present disclosure is a ship safety management system for remotely monitoring the status of a plurality of analog instruments installed on a ship navigating at sea, comprising: a plurality of camera units arranged near each analog instrument and each acquiring an instrument image of the analog instrument; an onboard transmission unit connected to each camera unit and transmitting the instrument images acquired by the camera units; an analysis unit for analyzing the instrument images and reading the numerical values ​​of the analog instruments contained in the instrument images; a storage unit connected to each camera unit via the onboard transmission unit and storing the numerical values ​​analyzed by the analysis unit together with the instrument images as digital data; an offboard transmission unit connected to the storage unit and communicating data with the outside of the ship via a network; and a land-based management unit installed on land outside the ship and capable of accessing the digital data stored in the storage unit by communicating data with the offboard transmission unit. With the above configuration, the values ​​indicated by analog instruments are read from instrument images captured from the analog instruments, and saved as digital data along with the instrument images. This enables remote monitoring of onboard equipment at a reduced cost without replacing existing analog instruments with IoT devices or the like.

[0007] Furthermore, in the ship safety management system according to Embodiment 2, the analog instrument is a tachometer, and the analysis unit is configured to detect the center position of the tachometer included in the instrument image by image processing, and to read a numerical value based on the rotation angle of the tachometer with respect to the center position. With this configuration, by reading the numerical value indicated by the tachometer of the analog instrument as a detection of the rotation position by image processing, the analog value can be converted to a digital value with a light load.

[0008] Furthermore, in the ship safety management system according to Embodiment 3, in any of the above embodiments, the analysis unit is configured to detect the circular outer frame of the analog instrument included in the instrument image by image processing, detect the center position of the circle, and search for the tachometer extending from the center position. With this configuration, the rotation angle of the tachometer can be reliably detected by identifying the center position of the circular analog instrument and then extracting the tachometer extending from that center position.

[0009] Furthermore, the ship safety management system according to Embodiment 4 further includes a display unit for displaying the instrument images stored in the storage unit, and the display unit is capable of displaying an overlay image on the instrument image, which displays the center position detected from the instrument image and a pointer mark that mimics the pointer of the tachometer, superimposed on the tachometer. With the above configuration, by displaying a pointer mark indicating the tachometer pointer extracted by image processing superimposed on the original instrument image, it becomes possible to visually confirm whether the numerical value has been read correctly. As a result, while it was not easy to check for false detections in IoT devices that output only digital numerical values, this provides the advantage of being able to easily determine whether or not there is a false detection.

[0010] Furthermore, in the ship safety management system according to form 5, in any of the above forms, the display unit is capable of displaying side by side the instrument image stored in the storage unit, the overlay image of the instrument image, and the numerical value read from the instrument image. With the above configuration, by displaying the original instrument image, its overlay image, and the read numerical value side by side in a list, it becomes easy to visually determine whether the numerical value has been read correctly.

[0011] Furthermore, in the ship safety management system according to Embodiment 6, in any of the above embodiments, the analog instrument is a bar-shaped level meter, and the analysis unit is configured to detect the rectangular shape of the level meter included in the instrument image by image processing, and to read the numerical value by detecting the height position of the level based on the difference in contrast of the rectangular area. With the above configuration, the numerical value indicated by the level meter of the analog instrument can be read as a height position detected by image processing, thereby converting the analog value to a digital value with a light load.

[0012] Furthermore, in any of the above embodiments, the ship safety management system according to Embodiment 7 further includes an imaging timing regulating unit that can change the imaging timing at which the camera unit captures the instrument image. With this configuration, even if vibrations inside the ship cause blurring in the instrument image and make it impossible to read the values, it is possible to obtain a clear image by changing the imaging timing.

[0013] Furthermore, the ship safety management system according to form 8 further includes, in any of the above forms, an illumination unit for illuminating the analog instruments. With this configuration, even if the analog instruments are installed in dark areas inside the ship, the camera unit can capture instrument images with sufficient brightness to allow the numerical values ​​to be discernible.

[0014] Furthermore, in the ship safety management system according to form 9, in any of the above forms, the analysis unit is positioned in close proximity to the camera unit, and the instrument image captured by the camera unit and the numerical values ​​read from the instrument image by the analysis unit are transmitted to the storage unit by the onboard transmission unit. With this configuration, a simple device in which the camera unit and analysis unit are integrated can be installed near the analog instruments to realize remote management of the instruments. In particular, in environments that are not hot and humid, the advantage of being able to be constructed at low cost can be obtained.

[0015] Furthermore, in any of the above embodiments, the ship safety management system according to Embodiment 10 is configured such that the analysis unit is positioned separately from the camera unit, and the instrument image captured by the camera unit and the numerical values ​​read from the instrument image by the analysis unit are transmitted to the storage unit by the onboard transmission unit. With this configuration, the durability of each component is increased by separating the camera unit and the analysis unit, making it possible to operate the camera unit and the analysis unit stably even in the high temperature and high humidity environment inside a ship.

[0016] Furthermore, the ship safety management system according to form 11 further includes an uninterruptible power supply unit for supplying power to at least one of the camera unit, the onboard transmission unit, the analysis unit, and the storage unit in any of the above forms. With this configuration, the ship safety management system can be operated even in the event of a power outage that occurs when switching between shore power and onboard generators when the ship is stopped, and the advantage of maintaining stable and continuous operation is obtained.

[0017] Furthermore, in any of the above embodiments, the ship safety management system according to Embodiment 12 includes, as a result, an analog instrument, a thermometer and a pressure gauge for the ship's engine. With this configuration, the temperature and pressure of the engine driving the ship can be remotely monitored from the bridge or on land, making it possible to efficiently understand the engine's condition.

[0018] Furthermore, in any of the above embodiments, the ship safety management system according to Embodiment 13 further includes a mounting base including a pole for mounting the camera unit. With this configuration, even if there is no suitable place to fix the camera unit inside the ship, the camera unit can be stably installed using the mounting base. In particular, by providing a separate mounting base for the camera unit without using the piping in the engine room, it is possible to secure the optimal shooting position while preventing malfunctions due to heat conduction from the engine, etc.

[0019] Furthermore, the ship safety management device according to form 14 is a ship safety management device for remotely monitoring the status of multiple analog instruments installed on a ship navigating at sea, and comprises: multiple camera units arranged near each analog instrument to acquire instrument images of the analog instrument; an onboard transmission unit connected to each camera unit to transmit the instrument images acquired by the camera units; an analysis unit for analyzing the instrument images and reading the numerical values ​​of the analog instruments contained in the instrument images; a storage unit connected to each camera unit via the onboard transmission unit to save the numerical values ​​analyzed by the analysis unit together with the instrument images as digital data; and an offboard transmission unit connected to the storage unit to communicate data with the outside world via a network. With the above configuration, by reading the numerical values ​​indicated by the analog instruments from the instrument images of the analog instruments and saving them together with the instrument images as digital data, remote monitoring of onboard equipment can be achieved at a reduced cost without replacing existing analog instruments with IoT devices or the like.

[0020] Furthermore, the ship safety management method according to form 15 is a ship safety management method for remotely monitoring the status of a plurality of analog instruments installed on a ship navigating at sea, and includes the steps of: having a plurality of camera units positioned near each analog instrument acquire an instrument image of the analog instrument; having an analysis unit analyze the instrument image and read the numerical value of the analog instrument contained in the instrument image; having the instrument image transmitted to a storage unit via an onboard transmission unit; having the storage unit store the analyzed numerical value and the instrument image in association; having an offboard transmission unit perform data communication with the outside via a network; and providing the instrument image and the numerical value stored in the storage unit in response to access from a land-based management unit installed on land.

[0021] Furthermore, the ship safety management program according to form 16 is a ship safety management program for remotely monitoring the status of multiple analog instruments installed on a ship sailing at sea, and it enables a computer to implement the following functions: a function to control multiple camera units that acquire instrument images of each analog instrument and acquire the instrument images; a function to transfer the instrument images to an analysis unit or storage unit on board the ship via an onboard transmission unit; a function to analyze the instrument images using an analysis unit and read the numerical values ​​of the analog instruments contained in the instrument images; a function to store the numerical values ​​and instrument images in association using a storage unit; and a function to control an external transmission unit and communicate data with a land-based management unit outside the ship via a network.

[0022] Furthermore, the computer-readable recording medium or the storage device according to Form 17 stores the program according to any of the above forms. The recording media include magnetic disks such as CD-ROM, CD-R, CD-RW, flexible disks, magnetic tapes, MO, DVD-ROM, DVD-RAM, DVD-R, DVD+R, DVD-RW, DVD+RW, Blu-ray, UHD, HD DVD (AOD) (all are registered trademarks or product names), optical disks, magneto-optical disks, semiconductor memories, and other media capable of storing programs. In addition to those stored and distributed on the above recording media, the programs also include those distributed by downloading through network lines such as the Internet. Furthermore, the storage devices include general-purpose or dedicated devices in which the above programs are implemented in a state executable in the form of software, firmware, etc. Moreover, each process and function included in the program may be executed by computer-executable program software, or may be realized in a form in which the processing of each part is mixed with hardware such as a predetermined gate array (FPGA, ASIC), or a partial hardware module that realizes some elements of program software and hardware.

Brief Description of Drawings

[0023] [Figure 1] It is a schematic diagram showing a ship safety management system according to Embodiment 1. [Figure 2] It is a block diagram showing a ship safety management device installed in each ship in FIG. 1. [Figure 3] It is a schematic diagram showing a state where the camera unit and the lighting unit are grounded near the analog instrument. [Figure 4] It is a flowchart showing the procedure for reading the numerical value of the rotary meter. [Figure 5] FIG. 5A is an instrument image of the rotary meter taken, and FIG. 5B is an image diagram showing an example of an overlay image with a pointer mark superimposed on FIG. 5A. [Figure 6] It is a flowchart showing the procedure for reading the numerical value of the level meter. [Figure 7]Figure 7A is an instrument image captured from a level meter, and Figure 7B is an illustrative diagram showing an example of an overlay image with a pointer mark superimposed on Figure 7A. [Figure 8] This is an illustrative diagram showing an example of an imaging timing specification unit. [Figure 9] This is an image illustrating an example of the GUI for the analog instrument viewing screen of a marine safety management program. [Figure 10] This is an illustrative diagram showing an example of displaying the time-series changes of a thermometer on the time-series change display screen of a ship's safety management program. [Figure 11] This is an illustrative diagram showing an example of displaying the time-series changes of a pressure gauge on the time-series change display screen of a ship's safety management program. [Figure 12] This is an illustrative diagram showing an example of displaying the time-series changes of a water temperature gauge on the time-series change display screen of a ship's safety management program. [Figure 13] This is an illustrative diagram showing an example of the data that will be saved. [Figure 14] This is a block diagram showing the ship safety management device of the ship safety management system according to Embodiment 2. [Figure 15] This is a perspective view showing an example of a mounting stand. [Figure 16] This is an explanatory diagram showing the flow of synchronization between the onboard storage unit and the land-based management unit. [Figure 17] This flowchart shows the procedure for executing the imaging control process, which dynamically changes the imaging period according to the vibration conditions of the ship. [Figure 18] This diagram shows the structure of metadata for managing and associating ship positioning information with analyzed numerical data. [Figure 19] This is an illustrative diagram showing a list of instrument images and related data accumulated chronologically in the storage unit. [Modes for carrying out the invention]

[0024] The embodiments of this disclosure will be described below with reference to the drawings. However, the embodiments shown below are examples for concretizing the technical concept of this disclosure, and this disclosure is not limited to the following. Furthermore, this specification does not limit the members shown in the claims to the members of the embodiments. In particular, the dimensions, materials, shapes, relative arrangements, etc. of the components described in the embodiments are not intended to limit the scope of this disclosure to those, unless specifically stated otherwise, but are merely illustrative examples. Note that the size and positional relationships of the members shown in each drawing may be exaggerated for clarity of explanation. Furthermore, in the following description, the same name and reference numerals indicate the same or similar members, and detailed explanations are omitted as appropriate. Furthermore, each element constituting this disclosure may be configured such that multiple elements are made of the same member, with one member serving multiple elements, or conversely, the function of one member may be shared among multiple members.

[0025] The ship safety management system 1000 according to Embodiment 1 of this disclosure is a system for remotely monitoring the status of one or more ships 1 navigating at sea. For example, the status of an engine installed in the engine room of ship 1 can be checked from another location, such as the bridge of ship 1, without having to go to the engine room. Furthermore, monitoring can be performed not only on board the ship but also from land. [Embodiment 1]

[0026] Figure 1 shows a ship safety management system 1000 according to Embodiment 1 of this disclosure. The ship safety management system 1000 shown in this figure comprises a ship 1, a land-based management unit 2, and a network 3 that connects them in a manner that enables them to communicate with each other.

[0027] There may be multiple vessels 1. Each vessel 1 is equipped with a ship safety management device 100 that reads the values ​​of multiple analog instruments. As shown in Figure 2, each ship safety device includes a camera assembly 10 installed for each analog instrument to be monitored, and an onboard storage 20 connected to each camera assembly 10. Each camera assembly 10 includes a camera unit 12, a camera control unit 14, and an onboard transmission unit 16. (Camera assembly 10)

[0028] The camera unit 12 is positioned near each analog instrument. The camera unit 12 acquires instrument images 55 by capturing images of the analog instruments. Image sensors such as CCD or CMOS can be used for such a camera unit 12. It is particularly preferable to have a number of pixels sufficient to read the characters and numerical values ​​on the analog instruments. For example, a 2-megapixel webcam or network camera can be used.

[0029] The camera control unit 14 is connected to the camera unit 12 and the onboard transmission unit 16, and controls their operation. The camera control unit 14 can also function as an analysis unit 15 that analyzes the instrument image 55 captured by the camera unit 12 and reads the numerical values ​​of the analog instruments contained in the instrument image 55. In this way, the camera control unit 14 is responsible for edge computing functions that convert captured raw images into physical quantities. Such a camera control unit 14 can be composed of a CPU, MPU, gate array such as LSI, FPGA, or ASIC, a microcontroller, or a chipset or package such as an SoC.

[0030] The onboard transmission unit 16 is a component for transmitting digital data, such as instrument images 55 acquired by the camera unit 12 and numerical values ​​analyzed by the camera control unit 14, to the onboard storage 20. Such an onboard transmission unit 16 can utilize a communication interface for connecting to the onboard local area network (onboard LAN). That is, it can utilize a communication interface that enables bidirectional communication, including not only data transmission but also data reception. Connection to the onboard LAN can be wireless or wired. Wireless connection is particularly preferable because it eliminates the need for wiring work and can utilize existing onboard WiFi equipment. As for the communication method, standardized wireless communication such as IEEE802.1x, Bluetooth, ZigBee, 6LoWPAN, and Sub-1GHz (all are product names or service names) can be used to enable low-cost implementation and deployment. Alternatively, other wireless connections using radio waves such as NFC, infrared, optical communication, etc., may also be used.

[0031] By using a single-board computer (SBC) such as a Raspberry Pi equipped with a camera module for such a camera assembly 10, multiple camera assemblies 10 can be introduced inexpensively. (20 onboard storage units)

[0032] Multiple camera assemblies 10 are connected to onboard storage 20. Each onboard storage 20 includes a storage unit 22, an external transmission unit 26, and a storage control unit 24. A display unit 27 and an operation unit 28 may also be provided as needed.

[0033] The storage unit 22 is connected to each camera module via the onboard transmission unit 16 and stores the numerical values ​​analyzed by the analysis unit 15 as digital data along with the instrument images 55. The storage unit 22 reliably retains data on board the ship even when communication is unstable at sea.

[0034] The external transmitter 26 is a communication interface for data communication with the outside world via network 3. The external transmitter 26 can utilize communication interfaces that enable communication with public telephone networks such as 4G LTE and 5G, which are available as network 3, as well as communication interfaces that enable satellite communication using low Earth orbit (LEO) satellites such as Starlink.

[0035] The storage control unit 24 is connected to the storage unit 22 and the external transmission unit 26, and is a component for controlling their operation. Similar to the camera control unit 14, the storage control unit 24 can be composed of a CPU, MPU, gate array such as an LSI, FPGA, or ASIC, a microcontroller, or a chipset or package such as an SoC. Furthermore, it is preferable to configure the onboard storage 20 as a NAS (Network Attached Storage). This allows for the inexpensive use of existing storage servers in a single package.

[0036] The display unit 27 is connected to the onboard storage 20. Instrument images 55 and the like acquired by each camera assembly 10 can be displayed on the display unit 27. Such a display unit 27 can utilize displays such as LCDs or organic ELs.

[0037] The control unit 28 is a component for operating the onboard storage 20, and can utilize input devices such as a keyboard or mouse. Alternatively, a touch-enabled display may be used to combine the functions of both the input and control unit.

[0038] Such onboard storage 20 is preferably located on the bridge of the ship 1. By installing the onboard storage 20 in a location where people are always present, such as the bridge, it becomes possible to check the analyzed values ​​and view instrument images 55 as needed. (Track Management Department 2)

[0039] The shore control unit 2, installed on land outside the ship and connected to the ship's safety devices of each vessel 1 via network 3, can access digital data stored in the storage unit 22 of each vessel 1 by communicating data with the external transmission unit 26. Display units and operation units can also be connected to the shore control unit 2 as needed. The display unit on the shore control unit 2, like the display unit 27 connected to the onboard storage 20, can access the storage unit 22 and display digital data such as instrument images 55 and read values ​​acquired by each camera assembly 10. Furthermore, a shore storage unit may also be provided on the shore control unit 2 side. Such a shore control unit 2 can utilize terminals that can connect to network 3, such as stationary network devices like PCs, or mobile terminals like tablets and smartphones.

[0040] Furthermore, although only one shore management unit 2 is shown in the example in Figure 1, multiple units may be provided. For example, a smartphone or tablet owned by the ship's manager can be used as the shore management unit 2.

[0041] Existing communication networks can be used for communication between the vessel 1 and the shore management unit 2. For example, satellite communication using low-Earth orbit satellites, or communication networks including 4G LTE and 5G mobile phone networks, can be used as needed. This allows the shore management unit 2 to access the digital data stored in the storage unit 22 on the vessel 1 at any time. As a result, even if a situation arises that cannot be handled by the crew on board alone, remote support can be provided from land.

[0042] Traditionally, there has been a need for technologies to remotely monitor the engine status on board a ship from the bridge or on land in order to ensure the safe operation of vessels. For example, systems have been proposed that reduce communication costs by extracting and transmitting operational data stored in the ship's memory in response to requests from a base station, as described in Patent Document 1, and operational management systems that integrate engine performance diagnosis and maintenance management via satellite communication, as described in Patent Document 2. However, many of the instruments in existing ships are analog, and digitizing this data for remote monitoring requires replacing them with expensive IoT sensors and large-scale piping work, resulting in enormous implementation costs.

[0043] In contrast, the ship safety management system 1000 according to this embodiment, as shown in Figures 2 and 3, captures instrument images 55 with a camera unit 12 installed near the analog instrument, analyzes the images, and reads the numerical values. This makes it possible to remotely monitor even ships equipped with existing analog instruments. This method eliminates the need to replace existing equipment with IoT sensors, and allows for the inexpensive addition of remote monitoring functionality while utilizing existing equipment such as analog instruments, thus improving safety and convenience.

[0044] On the other hand, there is also technology that involves photographing existing analog instruments with a camera and performing image analysis. However, the engine room of a ship is a harsh environment with high temperature and humidity, and intense vibrations due to engine operation. In such an environment, there is a risk that the camera vibrations will cause the image to blur, making it impossible to read accurate values ​​or even detect incorrect values, making it difficult to ensure reliability for safety management.

[0045] In contrast, the ship safety management system 1000 according to Embodiment 1 succeeded in improving the reading accuracy to a practical level as a result of trial and error by the inventors of the present invention, so that numerical values ​​can be read stably even in the harsh environment inside the ship 1. Details will be explained below. (Tachometer 51)

[0046] First, the method for reading numerical values ​​when the analog instrument is a tachometer 51 will be explained based on Figures 3 to 5. In the example shown in Figure 3, the camera unit 12 is fixed near the tachometer 51. The camera unit 12 is fixed to the pole 42 at an angle that allows it to photograph the tachometer 51. In addition, to suppress vibrations when the camera unit 12 images the analog instrument, a vibration absorption mechanism such as a damper that absorbs vibrations may be interposed in the fixing of the camera unit 12 to the pole 42. (Lighting section 11)

[0047] In the example shown in Figure 3, the lighting unit 11 is fixed to the pole 42 in close proximity to the camera unit 12. Thus, the ship safety management device 100 may also include a lighting unit 11 that illuminates analog instruments. This makes it possible for the camera unit 12 to capture instrument images 55 with sufficient brightness for discernible values, even for analog instruments installed in dark areas, regardless of the ambient light inside the ship 1. Tests conducted by the inventors of this application have shown that when the brightness of the image is below a certain level, specifically, when the illuminance of the instrument image 55 is 200 lx or less, the reading accuracy is unstable. Therefore, by providing lighting with sufficient illuminance, such as 1000 lx, accurate numerical reading can be achieved. For such a lighting unit 11, semiconductor light-emitting elements such as LEDs or organic ELs, which have low power consumption and a low risk of bulb burnout, are preferred.

[0048] Here, the procedure for reading the numerical value of the analog instrument, the tachometer 51, using the analysis unit 15 will be explained based on the flowchart in Figure 4. Here, an example of reading the numerical value of the instrument image 55 shown in Figure 5A will be explained. First, in step S401, the instrument image 55 is acquired. Specifically, the camera control unit 14 controls the camera unit 12 to capture an image of the tachometer 51. Alternatively, the camera control unit 14 reads the instrument image 55 stored in the ship's storage unit 22.

[0049] Next, in step S402, the region of the tachometer 51 is extracted from the acquired instrument image 55. Here, a circular region is searched for within the instrument image 55. For example, edges are extracted using image processing, and then a region that fits a circle is searched for. With the tachometer region extracted in this way, in step S403, the center position 52 of the circular tachometer region is detected. For example, by using a circle detection algorithm such as the Hough transform, the outline of the instrument is identified from a complex background, and its geometric center position 52 is calculated.

[0050] Furthermore, in step S404, the components of the lines radiating from the center position 52, i.e., the pointer 53, are searched for. At this time, by limiting the dial area of ​​the instrument based on the detection result of the outer frame, a highly accurate search is performed by eliminating background components that would be noise. Since the pointer 53 generally has an elongated shape and a unique hue, the longitudinal vector of the pointer 53 is extracted by combining edge extraction and color information.

[0051] Finally, in step S405, the numerical value of the pointer 53 is read. Here, the unit value 54 inscribed on the dial is read using OCR or the like, and the unit per angle is calculated. Then, the numerical value is calculated from the rotation angle of the pointer 53. As an example of the angle calculation process performed by the analysis unit 15, the rotation angle that the extracted vector of the pointer 53 makes with respect to a preset reference direction is calculated. Basic geometric calculations using trigonometric functions are used for this calculation. Subsequently, the calculated rotation angle is converted into a physical quantity by the numerical reading process. In this conversion process, a correspondence table of angles and unit values ​​defined for each instrument, or a linear conversion formula, is used. For example, a conversion is made based on the individual instrument specifications, such as if the rotation angle is 30 degrees, the fuel pressure is 0.5 megapascals. This makes it possible to accurately extract the movement of the pointer 53 shown by the analog instrument as a digital numerical value.

[0052] In this way, the values ​​of the rotation meter 51 can be read using image processing. This method does not require techniques that demand vast computing resources such as deep learning or AI, but instead uses a relatively simple algorithm and focuses on lightweight arithmetic processing, enabling high-speed calculations even with the limited hardware resources on board a ship. (Overlay display)

[0053] In addition to reading the numerical value, the position of the pointer 53 that formed the basis of the reading may also be displayed on the display unit 27 or the like in relation to the measurement image. Specifically, the analysis unit 15 generates an overlay image 56 in which a center mark 57 indicating the center position 52 of the tachometer 51 detected from the instrument image 55 and a pointer mark 58 that mimics the pointer 53 of the tachometer 51 are superimposed on the instrument image 55, and this overlay image 56 is displayed on the display unit 27. An example of this is shown in Figure 5B. Here, in relation to the measurement image of the tachometer 51 in Figure 5A, the center mark 57 is shown as a green circle and the pointer mark 58 is shown as a red bar. In this way, by superimposing the pointer mark 58, which represents the pointer 53 of the tachometer 51 extracted by image processing, onto the original instrument image 55, it becomes possible to visually confirm that the numerical value has been read correctly.

[0054] Conventional IoT devices generally only output measured digital values, making it difficult to verify the accuracy of false readings, such as engine water temperature or pressure. In contrast, this embodiment displays the numerical values ​​and overlays the pointer mark 58 onto the instrument image 55 that formed the basis of the numerical analysis, providing the advantage of easily determining whether or not a false reading has occurred. (Level meter 61)

[0055] Furthermore, the numerical reading of analog instruments can be applied not only to the tachometer 51 but also to level meters 61 such as bar-shaped liquid columns. The procedure for reading numerical values ​​from the level meter 61 will be explained below based on Figures 6 and 7. Here, an example of reading the numerical values ​​from the instrument image 65 shown in Figure 7A will be explained. First, in step S601, an instrument image 65 of the level meter 61 is acquired. This procedure is the same as in step S401 described above.

[0056] Next, in step S602, the area of ​​the level meter 61 is extracted from the acquired instrument image 65. Here, a rectangular area is searched for within the instrument image 65. For example, edges are extracted using image processing, and then an area that fits into a rectangular shape is searched for. This process limits the range of the liquid column portion to be analyzed by recognizing the housing edges and scale arrangement pattern of the level meter 61.

[0057] Furthermore, in step S603, contrast analysis is performed. Here, regions with contrast differences are extracted from the extracted level meter regions and determined to be regions of liquid columns. Furthermore, in step S604, the upper end of the liquid column region with contrast differences is detected as the level. In this way, the analysis unit 15 detects the level height through contrast difference detection processing. The liquid surface of the level meter 61 shows a clear difference in hue and brightness between regions where liquid is present and regions where there are no liquid (voids). For example, an opaque liquid will have a dark tone, while the voids will have a light tone. By scanning this contrast boundary, the position of the liquid surface can be determined.

[0058] In the height position detection process, the lower or upper edge of the rectangular region is used as the reference point, and the distance to the detected liquid surface is calculated in pixels. Furthermore, even if the liquid surface moves slightly up and down due to the vibration of the vessel 1, measurement errors can be suppressed in the height position detection process by capturing multiple instrument images, calculating the average value from consecutive frames, or selecting the boundary point with the strongest contrast.

[0059] Finally, in step S605, the level value is read. Here, the unit value 64 written on the dial is read using OCR or similar, and the unit per height is calculated. Then, the value is calculated from the level height.

[0060] Here, numerical reading processing converts the detected height position (number of pixels) into actual physical quantities such as liquid volume and temperature. In the case of the level meter 61, high-precision digitization is achieved by using calibration data that defines the relationship between the number of pixels in the height direction of the rectangular area and the minimum and maximum values ​​of the instrument.

[0061] In this way, it becomes possible to read the values ​​from the level meter 61 through image processing. This method also uses a relatively simple algorithm and can achieve stable numerical reading with relatively low computational load and low cost, without requiring advanced computational processing such as deep learning or generative AI.

[0062] Similar to the tachometer 51, an overlay image 66 can also be generated and displayed for the level meter 61. Figure 7B shows an overlay image 66 for the instrument image 65 of the level meter 61 in Figure 7A, where the liquid column area is enclosed in a green frame as a liquid column mark 57, and the level at its upper end is shown as a level mark 68 with a red extension line. By extending the level mark 68 horizontally, the unit value 64 attached to the side of the liquid column can be easily seen. Such an overlay image 66 makes it easy to visually confirm whether the reading of the level meter 61 is being made correctly.

[0063] While liquid columns are generally vertical, it goes without saying that this method can also be applied to horizontal meters. (Imaging timing specification unit 70)

[0064] Furthermore, the ship's safety management device 100 may also be configured to allow the camera unit 12 to change the imaging timing for capturing instrument images 55 and 65. With this configuration, even if vibrations inside the ship 1 cause blurring in the instrument images 55 and 65, making it impossible to read the values, a clear image can be obtained by changing the imaging timing. The imaging timing can be changed using the imaging timing setting unit 70. Figure 8 shows an example of an imaging setting screen for changing the imaging settings of the camera unit 12, as one embodiment of such an imaging timing setting unit 70. The imaging timing may be set to a default value such as 30 minutes or 1 hour, which can be selected from a drop-down list or radio buttons, or it may be configured to allow input of an arbitrary value.

[0065] Furthermore, the system may be configured to display real-time instrument images as a video, rather than being limited to already captured instrument images. In this case, in addition to acquiring still images and videos with a common camera unit, a separate camera unit may be provided for video capture. This makes it easier to set the imaging timing. It also allows for real-time monitoring of the status of each analog instrument in the event of trouble. (Analog instrument viewing screen 80)

[0066] Figure 9 shows an example of an analog instrument viewing screen 80 on the display unit 27, which displays the analysis results of analog instruments by the analysis unit 15. This example shows the analog instrument viewing screen 80 from the ship safety management program displayed on the display unit 27. The analog instrument viewing screen 80 shown in this figure has an image display area 81 and a text display area 86 for each of the multiple camera assemblies 10. The image display area 81 on the right has an instrument image display area 82 for displaying instrument images 55 and 65, and an overlay image display area 83 for displaying overlay images 56 and 66. In this example, the original instrument image 55 of the tachometer 51 is displayed on the left, and the overlay image 56, with the center mark 57 and pointer mark 58 superimposed on the instrument image 55, is displayed on the right. Similarly, for the level meter 61, the original instrument image 65 is displayed on the left, and the overlay image 66, with the liquid column mark 57 and level mark 68 superimposed on the instrument image 55, is displayed on the right.

[0067] Meanwhile, the text display area 86 displays the name of the analog instrument, the date and time of imaging, the analyzed numerical value, and the status. By displaying the original instrument images 55 and 56, their overlay images 56 and 66, and the read numerical values ​​side by side in this way, it becomes easy to visually determine whether the numerical readings have been made correctly.

[0068] Furthermore, by displaying information from multiple analog instruments in a list, it becomes possible to comprehensively understand the current status of monitored equipment such as the engines of the ship 1 based on numerous parameters. In particular, by accessing the onboard storage 20 from the bridge inside the ship 1, the shore management unit 2 installed on land, or using a mobile terminal, remote monitoring can be performed from any department, making it easier to address shortages of personnel on site. Note that the analog instrument viewing screen 80 in Figure 9 is just an example, and the layout of each item and the content displayed can be changed as needed. In addition, the content displayed may be changed according to the access rights of the user accessing the onboard storage 20. (Time-series change display function)

[0069] Furthermore, the ship's safety management program may include a time-series change display function that shows the time-series changes of values ​​measured by analog instruments. An example of such a time-series change display screen 90 is shown in Figures 10 to 12. In these figures, Figure 10 shows the time-series changes of values ​​measured by the exhaust temperature gauge 1 of the ship's engine, Figure 11 shows the time-series changes of the pressure gauge for cold cooling freshwater, and Figure 12 shows the time-series changes of values ​​measured by the water temperature gauge 3, respectively. In each time-series change display screen 90, data corresponding to the selected analog instrument and the values ​​at the date and time is read from the storage unit 22 of the onboard storage 20 and displayed on the display unit 27. Specifically, in each time-series change display screen 90, the displayed analog instrument can be switched by selecting an analog instrument in the instrument selection field 91 located in the upper right. The displayed date and period can also be switched by selecting a date from the date and time selection field 92 located in the upper left. Furthermore, in the graph display field 93 located in the center, the time-series changes of the values ​​of the selected analog instrument over the specified period are displayed in a graph. This allows for a visual understanding of the transition of value changes. Furthermore, the graph displayed in the graph display area 93 shows a specific date and time indicated in the time specification section 94, and an overlay image of the analog instrument at that date and time is displayed in the overlay image display area 94. The time specification section 94 is indicated by a red vertical axis, and the user can move it forward or backward along the time axis. As the time specification section 94 is moved, the display content of the overlay image display area 95 is also updated to reflect the overlay image corresponding to the specified date and time. By linking the display content of the graph display area 93 and the overlay image display area 95 in this way, it is possible to understand the changes over time and the actual state of the analog instrument at a specific date and time, which can be useful in investigating the cause of problems when they occur. (Data output function)

[0070] The ship's safety management device 100 may also have a function to output and save digital data, including the captured instrument image 55 and the read numerical values, in a predetermined format. For example, outputting and saving it as general-purpose data such as a spreadsheet format would be useful for managing monitored equipment such as engines. In addition, for the numerical values, it may be possible to input measured values ​​in addition to the analyzed values ​​automatically analyzed from the instrument image 55.

[0071] An example of such output data is shown in Figure 13. In this example, the date, installation location, meter name, time, analyzed value, measured value, and post-analysis image are displayed in a list format for each vessel. The data format is Microsoft Excel (trademark) file format. In this example, a separate sheet is created for each date, and you can select a date in the sheet selection field below.

[0072] In the above example, a configuration was described in which digital data such as instrument images 55 of analog instruments and read values ​​are stored in the storage section 22 of the onboard storage 20 installed on each vessel 1. However, this disclosure is not limited to this configuration, and digital data may be stored in another location in addition to, or instead of, the onboard storage. For example, a file server may be installed in a land-based management unit to store digital data, or it may be stored in cloud storage. This makes it possible to access data stored in another location, allowing for the confirmation of past information in the event of a communication failure with the vessel. Furthermore, by saving the data from the onboard storage to another location, it can also function as a data backup.

[0073] Furthermore, although the example in Figure 3 shows one analog instrument being imaged by one camera unit 12, the disclosure is not limited to this configuration. Multiple analog instruments may be imaged by one camera, and each of the multiple analog instruments included in a single instrument image may be extracted and their values ​​read individually. This makes it possible to reduce the number of camera units that need to be installed. In particular, when multiple analog instruments are lined up, the camera units can be installed efficiently by adjusting the installation angle of the camera units and using wide-angle lenses, etc.

[0074] Furthermore, the example in Figure 2 describes a configuration in which the camera unit 12, camera control unit 14, and onboard transmission unit 16 are configured separately and arranged at a distance from each other. Such a separated configuration is particularly effective in environments with high temperature and humidity, such as the engine room. By placing the camera control unit 14, which functions as an analysis unit 15 and includes heat-sensitive computing elements, in a relatively low-temperature location away from the heat source, while placing only the camera unit 12, which is responsible for imaging, in close proximity to analog instruments, the camera control unit 14 can be operated stably even in harsh environments, thereby increasing the reliability of the entire system. [Embodiment 2]

[0075] However, this disclosure is not limited to this configuration, and the camera unit 12 and the camera control unit 14 can also be configured as an integrated unit. An example of this is shown in Figure 14 as a ship safety management device 200 of a ship safety management system according to Embodiment 2. In this figure, the same reference numerals are used for components similar to those in Embodiment 1 described above, and detailed descriptions are omitted as appropriate.

[0076] The camera assembly 10B shown in Figure 2 comprises a camera unit 12, a camera control unit 14, and an onboard transmission unit 16 as an integrated unit. This configuration allows the unit to be installed near analog instruments, enabling remote management of those instruments. In particular, in environments that are not hot and humid, it offers the advantage of being inexpensive to construct. (Uninterruptible power supply section 30)

[0077] Furthermore, it is preferable that the ship's safety management system be equipped with an uninterruptible power supply (UPS) unit 30. The camera assembly 10 and the onboard storage 20 operate using power supplied from the ship's power system 1. By interposing the UPS unit 30 in this power line and configuring it to supply power to the camera assembly 10 and the onboard storage 20 via the UPS unit 30, a stable power supply can be ensured even on a ship where the power supply is unstable. In particular, ships may be connected to an external power source when entering port, and temporary power loss or momentary power interruption may occur when switching from shore power supply to onboard generators when departing port. Even in such cases, by supplying power via the UPS unit 30, continuous monitoring and data storage can be maintained without stopping the ship's safety management system, even during such power loss. This ensures that safety management is carried out without interruption not only while sailing but also while anchored and during work.

[0078] In the example shown in Figure 2, an uninterruptible power supply (UPS) unit 30 is provided individually for the onboard storage 20 and each camera assembly 10. However, a common UPS unit may be connected to multiple camera assemblies using, for example, an extension cord. Furthermore, the UPS unit may be omitted for some camera assemblies.

[0079] To ensure a stable power supply within the vessel 1, the shipboard safety management device 100 is equipped with an uninterruptible power supply unit 30. The uninterruptible power supply unit 30 is configured to supply power to at least one of the camera unit 12, the shipboard transmission unit 16, the analysis unit 15, and the storage unit 22. (Installation stand 40)

[0080] Furthermore, a mounting base 40 including a pole 42 for mounting the camera unit 12 can be prepared separately. This allows the camera unit 12 to be stably installed using the mounting base 40, even if there is no suitable place to fix the camera unit 12 within the ship 1. In particular, by providing a separate mounting base 40 for installing the camera unit 12 without using the piping in the engine room, it is possible to secure the optimal shooting position while preventing malfunctions due to heat conduction from the engine and other components.

[0081] An example of the mounting base 40 is shown in the perspective view of Figure 15. The mounting base 40 shown in this figure is equipped with an autonomous pole 42, and the camera unit 12 and lighting unit 11 can be fixed along the pole 42. By fixing the mounting base 40 to the floor or other surface inside the ship, it is possible to prevent the mounting base 40 from tilting or falling over due to vibration or shaking. In addition to being autonomous, the mounting base 40 may also be configured to be directly fixed to the walls or ceiling inside the ship, or to components located around the engine. Welding can be used for fixing.

[0082] This installation method, utilizing the pole 42 of the mounting base 40, eliminates the need for the camera unit 12 to directly contact high-temperature piping or other components inside the engine room, thus effectively preventing equipment failure due to heat conduction. Furthermore, even if there is insufficient space in front of the instrument, the optimal shooting position for clearly capturing the pointer 53 or markings of the analog instrument can be secured by adjusting the length of the pole 42.

[0083] Analog instruments on ships typically include, but are not limited to, the engine's thermometer and pressure gauge installed in the engine room. Analog instruments also include rotary tachometers 51 and liquid column level meters 61. This allows for monitoring from other locations without requiring a technician familiar with engines to be permanently stationed in the engine room, thus addressing issues such as crew shortages and an aging workforce.

[0084] In the above example, the camera control unit 14 on the camera assembly 10 side functions as an analysis unit 15, analyzing the values ​​of the analog instruments and transmitting them to the onboard storage 20 along with the instrument images 55. With this configuration, the processing can be distributed by performing individual analysis for each camera assembly 10 located close to each analog instrument, which has the advantage of reducing the processing load on the server side, i.e., the onboard storage 20 side. In particular, the storage unit 22 only needs to be a simple file server, and the storage control unit 24 can be configured inexpensively. In addition, real-time processing can be expected with almost no waiting time, such as the time required to transmit the instrument images 55, and the impact on the system can be reduced even if the communication speed temporarily decreases.

[0085] However, this disclosure is not limited to this configuration; numerical data may be read from the onboard storage. This offers the advantage of being able to configure the camera control unit on the camera assembly side at a low cost. Furthermore, the analysis unit can be handled by the onshore management unit or performed using cloud computing. [Ship safety management method]

[0086] Here, we will describe a ship safety management method for remotely monitoring the status of multiple analog instruments installed on a ship 1 navigating the open sea. First, multiple camera units 12 positioned near each analog instrument acquire instrument images 55 of the analog instrument. Meanwhile, an analysis unit 15 analyzes the instrument images 55 and reads the numerical values ​​of the analog instruments contained in the instrument images 55.

[0087] Furthermore, the instrument image 55 is transmitted to the storage unit 22 via the onboard transmission unit 16. The storage unit 22 then associates the analyzed numerical values ​​with the instrument image 55 and saves them.

[0088] Meanwhile, the external transmission unit 26 communicates data with the outside world via the network 3. Then, in response to access from the land-based management unit 2 installed on land, it provides instrument images 55 and numerical values ​​stored in the storage unit 22.

[0089] Furthermore, a ship safety management program for remotely monitoring the status of multiple analog instruments installed on a ship 1 navigating the open sea will also be described. The ship safety management program enables a computer to implement the following functions: a function to control multiple camera units 12 that acquire instrument images 55 of each analog instrument; a function to transfer the instrument images 55 to an analysis unit 15 or storage unit 22 on board via an onboard transmission unit 16; a function to analyze the instrument images 55 using the analysis unit 15 and read the numerical values ​​of the analog instruments contained in the instrument images 55; a function to save the numerical values ​​and instrument images 55 in association with each other using the storage unit 22; and a function to control an external transmission unit 26 and communicate data with a land-based management unit 2 outside the ship via a network 3.

[0090] As described above, the technology disclosed herein allows for the sharing of the same information between the ship and the shore, enabling real-time monitoring of the ship's operating status. It also enables quick and accurate decision-making in the event of accidents or engine troubles. Furthermore, the digitalization of period records contributes to reducing the workload.

[0091] Furthermore, the image analysis in this embodiment employs a lightweight arithmetic algorithm that does not use artificial intelligence (AI) or deep learning. By limiting the processing to basic geometric and statistical operations such as detecting the center position 52 of the pointer 53, calculating angles, and detecting contrast differences in the liquid surface, the computational load on the analysis unit 15 is significantly reduced. As a result, sufficient analysis accuracy and response speed can be ensured even when using an inexpensive microcomputer.

[0092] Furthermore, by employing local processing (edge ​​computing) in the analysis unit 15, a stable monitoring system is established that is not affected by communication delays inside or outside the ship. Since the process from imaging to digitization is completed in a matter of milliseconds to hundreds of milliseconds, it is possible to quickly respond to sudden changes in the state of the main engine. In addition, because it does not rely on analysis on the cloud, the continuity of monitoring within the ship 1 is guaranteed even in the event of a communication interruption.

[0093] The calibration method for accurately extracting physical quantities from the instrument image 55 is also described in detail. When each camera unit 12 is installed, the analysis unit 15 acquires a reference instrument image 55 and sets the zero point position and maximum value position of the analog instrument as pixel coordinates. In the case of a tachometer, the reference point is the position of the zero point marked on the dial (for example, directly below the tachometer) from the center point of the image, and the rotation angle from this point is calibrated. In the case of a level meter, the reference point is the position where the zero point is displayed on the dial of the liquid column, and the height from this point is calibrated. Based on this initial setting, a scale conversion coefficient is calculated that defines how many units of actual physical quantity correspond to the amount of movement in pixels on the image. This setting information is managed as metadata, including the ship ID, positioning information, and date and time of shooting.

[0094] Calibration may include processing to correct specific distortions in the image. If the camera unit 12 and the analog instrument cannot necessarily be positioned directly facing each other, geometric transformations such as projection transformations are used to correct the instrument image 55, which was taken from an oblique direction, to a front view image. This makes it possible to analyze the rotation center of the pointer 53 and the rectangular area of ​​the level meter 61 without distortion, thereby improving reading accuracy.

[0095] In this embodiment, after manually adjusting the zero point, angle settings, and calibration of the camera unit, numerical values ​​are automatically acquired from instrument images captured by the camera unit during operation. Furthermore, during ship maintenance work, the camera unit and other components are temporarily removed to avoid interfering with the work, and then reinstalled for adjustment, a semi-automated process. However, this disclosure is not limited to this configuration, and various automated processes may be applied. For example, to maintain analysis accuracy in the vibration environment unique to ships, the analysis unit 15 may also use statistical filtering. For example, instead of analyzing from a single still image, the analysis results obtained from multiple instrument images acquired consecutively in a short period of time can be processed using a moving average, or extreme outliers can be removed to offset the effects of vibration-induced needle 53 fluctuations and liquid surface ripples. This takes advantage of the fact that arithmetic processing is lightweight, allowing for the processing of a large number of frames in a short time.

[0096] Thus, highly optimized arithmetic logic based on center position detection, angle calculation, and contrast difference detection processes provides a unique output for the input image signal at high speed without requiring complex inference. This robust algorithm forms the foundation for stable long-term operation in the harsh environment of a ship's engine room, which is characterized by high temperature, high humidity, and intense vibrations.

[0097] Data communication between the vessel 1 and the shore-based management unit 2, as shown in Figure 1, is conducted via network 3. The network includes public telephone lines as well as satellite communications. While communication environments may be unstable at sea and temporary communication interruptions are anticipated, this system is equipped with a robust communication control mechanism to prevent data loss.

[0098] The ship's safety management device 100 shown in Figure 2 is equipped with a storage unit 22 on board the ship, which can temporarily store instrument images 55 acquired by the camera unit 12 and numerical values ​​obtained by the analysis unit 15 in a local environment regardless of the state of communication with the outside world. This storage unit 22 is configured as a NAS (Network Attached Storage) and functions as an edge server on board the ship.

[0099] Figure 16 shows an example of synchronization processing 600 performed between the onboard storage 20 installed in each vessel 1 at sea, which is a mobile object, and the onshore management unit 2. Onboard each vessel, the camera unit captures instrument images. Communication is also checked between the camera assembly 10 and the onboard storage 20. If communication fails, it is recorded as "shooting failed," and if successful, it is saved locally. Here, the instrument image data is saved to the storage unit 22. The saved data is then analyzed by the camera control unit 14 to generate numerical readings and overlay images, and these data are saved to the storage unit 22.

[0100] Meanwhile, the land-based management unit 2 synchronizes data with each vessel 1. Here, it checks the communication connection status, and if a communication connection is confirmed, it accesses the storage unit 22 of each vessel 1 to simultaneously monitor files and receive data. If a communication interruption is detected on each vessel 1, it enters a waiting state, meaning it repeats the loop of checking the communication connection status. Once communication is restored, the synchronization process resumes. Then, it downloads the data from the storage unit 22 of each vessel 1 and saves it to the land-based storage unit 2.

[0101] As shown in Figure 16, the onboard storage 20 installed on each vessel 1 and the shore management unit 2 synchronize via one-way communication. The shore management unit 2 only receives data from the vessel. The shore management unit 2 constantly monitors the differences in the onboard storage 20 on a directory basis and synchronizes when differences are detected. If communication is interrupted during synchronization, the synchronization is not canceled entirely, and files that have already been synchronized are retained without being deleted. When communication is restored, the shore management unit 2 performs difference monitoring again and resumes synchronization of files with differences. Once all data has been received, it is saved to the shore storage unit of the shore management unit 2. This prevents files from being corrupted on the shore management unit 2 side. The onboard storage 20 does not perform communication checks with the shore management unit 2 and only performs local processing.

[0102] In monitoring analog instruments 200 installed inside a ship 1, particularly in the engine room, the unique vibrations associated with the operation of the main engine and generator pose a challenge. When strong vibrations occur, the captured instrument image 55 may become blurred, potentially negatively affecting the needle position detection and contrast difference extraction by the analysis unit 15.

[0103] To dynamically suppress the effects of vibrations specific to the ship 1, the system is equipped with an imaging timing regulating unit 70. As shown in Figure 17, the imaging timing regulating unit 70 has the function of optimizing the frequency of shooting and exposure conditions according to the situation by executing an imaging period change process 710.

[0104] Furthermore, if the vibration detection process 700 detects large amplitude or periodic shaking, the imaging timing specification unit 70 may control the imaging frequency to increase through the imaging period change process 710. For example, the frequency may be increased to increase the number of attempts compared to the normal imaging interval, thereby acquiring multiple images in succession.

[0105] Furthermore, the imaging period change process 710 may also be used to adjust the shutter speed of the camera unit 12 to a higher speed. By increasing the shutter speed, even under severe vibrations, afterimages caused by instantaneous shaking of the instrument indicators and the device itself can be minimized, and a clear instrument image 55 suitable for analysis can be obtained.

[0106] Furthermore, the system may automatically select the image with the least blur from among multiple instrument images 55 acquired by increasing the number of trials, using image processing, to be analyzed. Alternatively, the system may be configured to derive numerical values ​​by removing noise from consecutive analysis results. In this way, a highly reliable output of digital numerical values ​​is maintained even in harsh vibration environments and provided to the monitoring screen 500.

[0107] Each piece of data generated by the system is managed with metadata 800, as shown in Figure 18. The structure of the metadata 800 includes a ship ID 810 that identifies the target ship 1, positioning information 820 obtained from the Global Positioning System, and a shooting date and time 830 that serves as the basis for the shooting.

[0108] By recording the positioning information 820 in association with the analyzed digital values, it is possible to track in detail what engine load conditions the vessel 1 was experiencing while navigating in which sea area. This metadata 800 is firmly linked to the actual data of the instrument images 55 in the databases of the storage unit 22 and the land-based storage unit.

[0109] Figure 19 shows an example of a data management structure for accumulated data. Within the storage unit 22, a history list 900 structured as time-series data 910 is formed. The history list 900 stores previously acquired instrument images 55, overlay images 56 with pointer marks 58 superimposed, and digital values ​​after analysis in chronological order.

[0110] Furthermore, by calling up the history list 900 from the land-based management unit 2 (see Figure 16), the system may be configured to visualize the fluctuations of engine exhaust temperature and various pressure gauges at any point in the past. This enables not only real-time monitoring but also advanced safety management operations such as trend analysis based on accumulated data and early detection of abnormal signs.

[0111] The above describes an example of how to handle communication interruptions and optimize imaging control, particularly the imaging cycle change process 710 (see Figure 17). However, similar control logic is used for monitoring other instruments and managing data.

[0112] In this specification, a vessel 1 navigating the open sea includes not only the open ocean but also inland seas. Furthermore, it is applicable not only to vessels navigating the sea but also to vessels navigating lakes and rivers, and in this disclosure, "open sea" is used to mean vessels navigating lakes and rivers as well. [Industrial applicability]

[0113] The ship safety management system, ship safety management method, ship safety management program, and computer-readable recording medium related to this disclosure can be suitably used for remotely monitoring the status of monitored equipment such as engines on ships, including domestic and ocean-going vessels. Furthermore, it can streamline and reduce the labor involved in conventional manual verification work, thereby promoting digital transformation (DX) in the shipping industry.

[0114] Furthermore, the technology disclosed herein provides a solution to the challenges of securing labor in the maritime transport sector, stemming from the shortage and aging of seafarers. This technology enables ship operation support, automation, or labor saving, and is consistent with the following Sustainable Development Goals (SDGs) advocated by the United Nations.

[0115] Goal 8, "Decent Work and Economic Growth": This disclosure contributes to the realization of a productive and safe working environment through improved efficiency in ship operation, reduced workload, and enhanced safety, thereby contributing to SDG Goal 8, "Promote sustainable and inclusive economic growth and decent work for all."

[0116] Goal 9, "Industry, Innovation and Infrastructure": The operational support technologies, automation technologies, and data utilization platforms realized by this disclosure will contribute to technological innovation and the advancement of industrial infrastructure in the maritime industry, and are consistent with SDG Goal 9, which aims to "build resilient infrastructure," "promote sustainable industrialization," and "promote technological innovation."

[0117] Goal 14 "Life Below Water": By optimizing operations and reducing human error through this disclosure, the risk of maritime accidents, oil spills, etc. will be reduced, thereby contributing to the reduction of the burden on the marine environment, and is related to SDG Goal 14, "Sustainable use of marine resources and prevention of marine pollution."

[0118] Goal 4, "Quality Education for All": The utilization of operational data obtained through this disclosure and the enhancement of skills training necessary to adapt to new technologies can contribute to "educational opportunities that support skills acquisition," as outlined in SDG Goal 4. [Explanation of symbols]

[0119] 1000... Marine Safety Management Systems 100, 200…Ship safety management device 1...Ship 2…Athletics Management Department 3…Network 10, 10B... Camera Assembly 11…Lighting Department 12…Camera Club 14…Camera control unit 15…Analysis department 16... Onboard transmission unit 20... Onboard storage 22...Storage section 24...Storage Control Unit 26...External Transmitter 27…Display section 28...Operation unit 30...Uninterruptible power supply section 40…Installation stand 42... Paul 51...Tachometer 52…Center position 53…Guidelines 54... Unit value 55…Instrument image 56... Overlay image 57…Center mark 58... Pointer mark 61... Level meter 64... Unit value 66... ​​Overlay image 67... Liquid column mark 68... Level Mark 70... Imaging timing specification section 80... Analog instrument viewing screen 81…Image display area 82...Instrument image display area 83... Overlay image display area 86...Text display area 90...Time-series change display screen 91... Instrument selection field 92... Date and time selection field 93...Graph display area 94... Time-specified section 95... Overlay image display area 600... Synchronization 700...Vibration detection processing 710... Image acquisition cycle change process 800… Metadata 810…Ship ID 820... Positioning information 830... Date and time of shooting 900... History List 910…Time-series data

Claims

1. A ship safety management system for remotely monitoring the status of multiple analog instruments installed on a ship sailing at sea, Multiple camera units are positioned near each analog instrument, each for acquiring an instrument image of the analog instrument, A shipboard transmission unit connected to each camera unit for transmitting the instrument images acquired by the camera unit, An analysis unit for analyzing the instrument image and reading the numerical values ​​of the analog instruments contained in the instrument image, Each camera unit is connected via the onboard transmission unit, and a storage unit is provided for saving the numerical values ​​analyzed by the analysis unit as digital data along with the instrument images. An external transmission unit connected to the aforementioned storage unit for data communication with the outside world via a network, A land-based management unit, installed on land outside the ship, which communicates with the external transmission unit to access the digital data stored in the storage unit, The camera unit includes an imaging timing defining unit that can change the imaging timing for capturing the instrument image, It is equipped with, A ship safety management system that, even if vibrations inside the ship cause blurring in the instrument image, making it impossible for a person to read the numerical values, can acquire an image in which the numerical values ​​can be read by changing the imaging timing of the imaging timing regulating unit.

2. A ship safety management system according to claim 1, The analog instrument is a tachometer, The aforementioned analysis unit is configured to detect the center position of the tachometer included in the instrument image by image processing, and to read a numerical value based on the rotation angle of the tachometer with respect to the center position, thereby providing a ship safety management system.

3. A ship safety management system according to claim 2, The aforementioned analysis unit is configured to detect the circular outer frame of the analog instrument included in the instrument image by image processing, to detect the center position of the circle, and to search for the tachometer extending from the center position, thereby providing a ship safety management system.

4. A ship safety management system according to claim 3, further, The system includes a display unit for displaying the instrument images stored in the storage unit, The aforementioned display unit is capable of displaying an overlay image on the instrument image, which includes the center position detected from the instrument image and a pointer mark that mimics the pointer of the tachometer, superimposed on the tachometer.

5. A ship safety management system according to claim 4, The display unit is capable of displaying, side by side, the instrument image stored in the storage unit, the overlay image of the instrument image, and the numerical value read from the instrument image, in a shipboard safety management system.

6. A ship safety management system according to claim 1, The analog meter is a bar-shaped level meter, The aforementioned analysis unit is configured to detect the rectangular shape of the level meter included in the instrument image by image processing, and to read a numerical value by detecting the height position of the level based on the difference in contrast of the rectangular area.

7. A ship safety management system according to any one of claims 1 to 6, further comprising: A ship safety management system comprising a vibration absorption mechanism for absorbing vibrations, for fixing the camera unit near the analog instrument.

8. A ship safety management system according to any one of claims 1 to 6, further comprising: A ship safety management system comprising an illumination unit for illuminating the aforementioned analog instruments.

9. A ship safety management system according to any one of claims 1 to 6, The analysis unit is positioned in close proximity to the camera unit. A ship safety management system configured to transmit the instrument image captured by the camera unit and the numerical values ​​read from the instrument image by the analysis unit to the storage unit via the onboard transmission unit.

10. A ship safety management system according to any one of claims 1 to 6, The analysis unit is positioned separately from the camera unit. A ship safety management system configured to transmit the instrument image captured by the camera unit and the numerical values ​​read from the instrument image by the analysis unit to the storage unit via the onboard transmission unit.

11. A ship safety management system according to any one of claims 1 to 6, further comprising: A ship safety management system comprising an uninterruptible power supply unit for supplying power to at least one of the camera unit, the shipboard transmission unit, the analysis unit, and the storage unit.

12. A ship safety management system according to any one of claims 1 to 6, A ship safety management system comprising the analog instruments including a thermometer and a pressure gauge for the ship's engine.

13. A ship safety management system according to any one of claims 1 to 6, further comprising: A ship safety management system comprising a mounting base including a pole for mounting the aforementioned camera unit.

14. A ship safety management device for remotely monitoring the status of multiple analog instruments installed on a ship sailing at sea, Multiple camera units are positioned near each analog instrument, each for acquiring an instrument image of the analog instrument, A shipboard transmission unit connected to each camera unit for transmitting the instrument images acquired by the camera unit, An analysis unit for analyzing the instrument image and reading the numerical values ​​of the analog instruments contained in the instrument image, Each camera unit is connected via the onboard transmission unit, and a storage unit is provided for saving the numerical values ​​analyzed by the analysis unit as digital data along with the instrument images. An external transmission unit connected to the aforementioned storage unit for data communication with the outside world via a network, The camera unit includes an imaging timing defining unit that can change the imaging timing for capturing the instrument image, It is equipped with, Even if vibrations inside the vessel cause blurring of the instrument image, making it impossible for a person to read the numerical values, a shipboard safety management device is provided that, by changing the imaging timing of the imaging timing regulating unit, it is possible to acquire an image in which the numerical values ​​can be read.

15. A ship safety management method for remotely monitoring the status of multiple analog instruments installed on a ship navigating the ocean, The process involves using multiple camera units positioned near each analog instrument to acquire instrument images of the analog instrument, If vibrations within the vessel cause blurring in the instrument image, making it impossible for a person to read the numerical values, the imaging timing regulating unit changes the imaging timing at which the camera unit captures the instrument image, thereby acquiring an image in which the numerical values ​​can be read. The process involves an analysis unit analyzing the instrument image and reading the numerical values ​​of the analog instruments contained in the instrument image, The process of transmitting the instrument image to the storage unit via the onboard transmission unit, The storage unit performs the step of associating and saving the analyzed numerical values ​​with the instrument image, The process involves using an external transmission unit to communicate data with the outside world via a network, A step of providing the instrument image and numerical values ​​stored in the storage unit in response to access from a land-based management unit installed on land, A shipboard safety management method that includes this.

16. A ship safety management program for remotely monitoring the status of multiple analog instruments installed on a ship sailing at sea, A function to control multiple camera units that acquire instrument images captured by each analog instrument, and to acquire the instrument images, In the event that vibrations within the vessel cause blurring of the instrument image, making it impossible for a person to read the numerical values, the imaging timing regulating unit changes the imaging timing at which the camera unit captures the instrument image, thereby enabling the acquisition of an image in which the numerical values ​​can be read. A function to transfer the instrument images to an analysis unit or storage unit on board the ship via the onboard transmission unit, The analysis unit has a function to analyze the instrument image and read the numerical values ​​of the analog instruments contained in the instrument image, The storage unit has the function of storing the numerical values ​​and the instrument images in association, It has the function of controlling the external transmission unit and communicating data with the shore-based management unit outside the ship via the network, A shipboard safety management program to implement this on a computer.

17. A recording medium or device that has recorded the program described in claim 16, which is readable by a computer.

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