A ship navigation system that simultaneously performs real-time route changes and collision avoidance

Abstract

The present invention relates to a ship navigation system that simultaneously performs real-time route change and collision avoidance. More specifically, the invention relates to a ship navigation system that simultaneously performs real-time route change and collision avoidance, capable of classifying navigable and unnavigable areas through a data classification unit, calculating the risk level of navigable areas, and providing the shortest route with the minimum risk level.

Description

Technology Field

[0001] The present invention relates to a ship navigation system that simultaneously performs real-time route change and collision avoidance. More specifically, the invention relates to a ship navigation system that simultaneously performs real-time route change and collision avoidance, capable of classifying navigable and unnavigable areas through a data classification unit, calculating the risk level of navigable areas, and providing the shortest route with the minimum risk level. Background Technology

[0003] Compared to land-based means of transportation, ships are exposed to dynamic factors that change in real-time during operation, such as ocean currents, wind, waves, the position of other vessels, and weather, as well as static factors such as land, islands, water depth, marine aquaculture farms, fishing grounds, reefs, and bridges; consequently, they face a high risk of collision and threats to safe navigation.

[0004] Furthermore, since motion-related factors of the vessel and other vessels are not considered during operation, dynamic risks exist, and autonomous navigation and collision avoidance are impossible.

[0005] Recently, there has been an increase in collision accidents involving small fishing vessels, primarily occurring in seas with a high concentration of islands. Negligence in keeping watch for other vessels has been cited as the cause of these accidents, indicating that collision avoidance against moving ships still relies on manual visual confirmation. Since continuously monitoring the movements of other vessels visually is difficult, there is a need for a system capable of automatically avoiding collisions with moving ships and providing a route to the destination.

[0006] In other words, there is an urgent need for a navigation system capable of detecting both static and dynamic risk factors during operation and avoiding collisions by changing the course in real time.

[0008] [Prior Art] KR Registered Patent Publication No. 10-1689464 (Published Dec. 26, 2016) The problem to be solved

[0010] The present invention has been devised to solve the aforementioned problems, and aims to provide a ship operation system that simultaneously performs real-time route change and collision avoidance, capable of collecting data regarding static risk factors and dynamic risk factors through a data collection unit, calculating the risk level through a risk level calculation unit and applying it to a grid to generate a navigation route with a low risk level. means of solving the problem

[0012] A ship navigation system according to the present invention, devised to achieve the above objective, which simultaneously performs real-time route change and collision avoidance, comprises: a navigation management server capable of collecting and storing dynamic and static data and generating a low-risk route from a departure point to a destination; and a user terminal capable of receiving a route to a destination and generating and changing obstacles. The navigation management server comprises a database capable of collecting dynamic and static data and storing data classified into navigable and unnavigable areas; a map extraction unit that extracts a map within a certain radius from the ship's location from an electronic chart; a grid map generation unit that receives the map extracted from the map extraction unit and applies a grid; and a classification data application unit that applies data stored in the database to the grid map.

[0013] Additionally, the system includes a navigation management server capable of collecting and storing dynamic and static data and generating a low-risk route from a departure point to a destination; and a user terminal capable of receiving a route to a destination and generating and modifying obstacles. The navigation management server includes a database capable of collecting dynamic and static data and storing data classified into navigable and unnavigable areas; a map extraction unit that extracts a map within a certain radius from the vessel's position from an electronic chart; a grid map generation unit that receives the map extracted from the map extraction unit and applies a grid; a classification data application unit that applies data stored in the database to the grid map; and a risk calculation unit that calculates the risk level of the data included in each grid.

[0014] Additionally, the system includes a navigation management server capable of collecting and storing dynamic and static data and generating a low-risk route from a departure point to a destination; and a user terminal capable of receiving a route to a destination and generating and modifying obstacles. The navigation management server includes a database capable of collecting dynamic and static data and storing data classified into navigable and unnavigable areas; a map extraction unit that extracts a map within a certain radius from the vessel's position from an electronic chart; a grid map generation unit that receives the map extracted from the map extraction unit and applies a grid; a classification data application unit that applies data stored in the database to the grid map; a risk calculation unit that calculates the risk level of the data included in each grid; and a route generation unit that generates the shortest path with the minimum risk level from a departure point to a destination.

[0015] Additionally, the system includes a navigation management server capable of collecting and storing dynamic and static data and generating a low-risk route from a departure point to a destination; and a user terminal capable of receiving a route to a destination and generating and modifying obstacles. The navigation management server includes a database capable of collecting dynamic and static data and storing data classified into navigable and unnavigable areas, a map extraction unit that extracts a map within a certain radius from the vessel's location from an electronic chart, a grid map generation unit that receives the map extracted from the map extraction unit and applies a grid, a classification data application unit that applies data stored in the database to the grid map, a risk calculation unit that calculates the risk level of the data included in each grid, and a route generation unit that generates the shortest path with the minimum risk from a departure point to a destination. The user terminal includes a display unit that visually provides the grid map and the route to the destination, and an obstacle management unit that applies obstacles to the grid or modifies the obstacle data applied to the grid.

[0016] Additionally, the system includes a navigation management server capable of collecting and storing dynamic and static data and generating a low-risk route from a departure point to a destination; and a user terminal capable of receiving a route to a destination and generating and modifying obstacles. The navigation management server includes a database capable of collecting dynamic and static data and storing data classified into navigable and unnavigable areas, a map extraction unit that extracts a map within a certain radius from the vessel's location from an electronic chart, a grid map generation unit that receives the map extracted from the map extraction unit and applies a grid, a classification data application unit that applies data stored in the database to the grid map, a risk calculation unit that calculates the risk level of the data included in each grid, and a route generation unit that generates the shortest path with the minimum risk from a departure point to a destination. The user terminal includes a display unit that visually provides the grid map and the route to the destination, an obstacle management unit that applies obstacles to the grid or modifies obstacle data applied to the grid, and a route sharing unit that receives the modified route of another vessel and shares the vessel's route. Effects of the invention

[0018] By collecting both dynamic and static data related to navigation and applying them to a grid map, it has the effect of being able to consider both dynamic and static risk factors.

[0020] Risk calculation allows one to determine the risk level of navigable areas, and this enables navigation via low-risk routes.

[0022] It is possible to simultaneously change the course in real-time and avoid collisions from the current location of the vessel to the destination, which has the effect of enabling navigation along the optimal route while preventing collisions. Brief explanation of the drawing

[0024] FIG. 1 is a diagram illustrating the relationship between the components of a ship operation system that simultaneously performs real-time course change and collision avoidance according to a preferred embodiment of the present invention. FIG. 2 is a diagram illustrating the process of collecting, classifying, and storing data in a database. Figure 3 is a drawing showing a grid map with a grid applied to the map. Figure 4 is a diagram showing unnavigable areas on a grid map. Figure 5 is a drawing illustrating the formula for calculating the risk level. Figure 6 is a diagram illustrating the equation for the Gaussian Multivariate Probability Function among multivariate probability functions. Figure 7 is a diagram illustrating the equation for the Laplace Multivariate Probability Function among multivariate probability functions. Figure 8 is a diagram illustrating a multivariate probability function regarding batting lineup. Figure 9 is a diagram illustrating a multivariate probability function with respect to water depth. Figure 10 is a diagram plotting a multivariate probability function regarding flow direction / velocity. Specific details for implementing the invention

[0025] Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. First, it should be noted that in assigning reference numerals to the components of each drawing, identical components are assigned the same reference numerals whenever possible, even if they are shown in different drawings. Furthermore, in describing the present invention, if it is determined that a detailed description of related known components or functions could obscure the essence of the invention, such detailed description is omitted. Additionally, while preferred embodiments of the present invention will be described below, it is understood that the technical concept of the present invention is not limited thereto and can be modified and implemented in various ways by those skilled in the art.

[0027] FIG. 1 is a diagram illustrating the relationship between components of a ship operation system that simultaneously performs real-time route change and collision avoidance according to a preferred embodiment of the present invention; FIG. 2 is a diagram illustrating the process of collecting, classifying, and storing data from a database; FIG. 3 is a diagram illustrating a grid map with a grid applied to a map; FIG. 4 is a diagram illustrating an unnavigable area in a grid map; FIG. 5 is a diagram illustrating an equation for calculating risk; FIG. 6 is a diagram illustrating an equation regarding a Gaussian Multivariate Probability Function among multivariate probability functions; FIG. 7 is a diagram illustrating an equation regarding a Laplace Multivariate Probability Function among multivariate probability functions; FIG. 8 is a diagram illustrating a multivariate probability function regarding other vessels; FIG. 9 is a diagram illustrating a multivariate probability function regarding water depth; FIG. 10 is a diagram illustrating a multivariate probability function regarding current direction / current velocity.

[0029] The present invention relates to a ship navigation system that simultaneously performs real-time route change and collision avoidance. More specifically, the invention relates to a ship navigation system that simultaneously performs real-time route change and collision avoidance, capable of classifying navigable and unnavigable areas through a data classification unit, calculating the risk level of navigable areas, and providing the shortest route with the minimum risk level.

[0031] Referring to FIG. 1, a ship operation system that simultaneously performs real-time route change and collision avoidance may include an operation management server (100) and a user terminal (200).

[0033] Hereinafter, the components constituting a ship navigation system that simultaneously performs real-time course change and collision avoidance according to a preferred embodiment of the present invention and their functions will be described in detail.

[0035] The operation management server (100) can collect and store data on the vessel and other vessels, generate grids to calculate the risk level for each grid, and may include a database (110), a map extraction unit (120), a grid map generation unit (130), a classification data application unit (140), a risk calculation unit (150), a route generation unit (160), and a risk notification unit (170).

[0037] The database (110) can collect dynamic and static data and can store data by classifying it into navigable and unnavigable areas. The database may include a data collection unit (111), a data classification unit (112), and a data storage unit (113) as illustrated in FIG. 2.

[0039] The data collection unit (111) can receive and collect data related to navigation in real time and may include a dynamic data collection unit (111a) and a static data collection unit (111b).

[0041] The dynamic data collection unit (111a) can collect data regarding the navigating vessel and other vessels and can receive data from GPS, camera, Gyro, AIS, RADAR, camera, Echo Sound, current direction / speed meter, and wind direction / speed meter. The vessel data may include the vessel's position, speed, bow bearing, current direction / speed, wind direction / speed, and water depth, and the other vessel data may include the other vessel's position, direction of travel, and speed of travel.

[0043] In this context, the AIS (Automatic Identification System) is a device that automatically transmits a ship's location, identification number, etc., using radio waves, while an echo sounder is a device that measures water depth by sending sound waves into the sea and receiving the sound waves reflected back from the seabed.

[0045] The static data collection unit (111b) can extract and collect data regarding topographic features from the electronic chart.

[0046] Data regarding topographic features may include location information for land and islands, location information for artificial reefs, rocks, and fishing grounds, location information for coastlines, piers, and docks, static water depth information, real-time water depth and ocean / weather information, and ship specifications information.

[0048] An electronic chart refers to a digital chart produced in accordance with the International Hydrographic Organization (IHO) standard (S-57) for use in Electronic Chart Display Systems (ECDIS), containing all chart information related to ship navigation that appears on paper charts, such as coastlines, contour lines, water depths, navigational aids (lighthouses, buoys), hazards, and routes.

[0050] The data classification unit (112) can classify the data received from the data collection unit (111) into data for navigable areas and data for unnavigable areas.

[0051] The navigable area is not a fixed geographical feature and may include areas of deep water. It is preferable to refer to all other areas that are not navigable as unnavigable areas.

[0052] Data regarding fixed terrain features collected from the static data collection unit (111b) can be classified as unnavigable areas.

[0054] The data storage unit (113) can classify and store data regarding navigable areas and data regarding unnavigable areas classified by the data classification unit (112), and can transmit the stored data to the classification data application unit (140).

[0055] In addition, data regarding the creation and modification of obstacles received from the obstacle management unit (220) of the user terminal (200) can be stored.

[0057] The map extraction unit (120) can extract a map within a certain distance radius from the location of the vessel from the electronic chart and transmit it to the grid map generation unit (130).

[0058] Maps can be extracted from the electronic chart in real time according to the movement of the vessel, and it is desirable to extract maps of 2 to 3 miles from the vessel.

[0059] At this time, maps within a certain radius are extracted from all directions of the line, and the extracted maps can have the shape of a circle, and the line can be the center of the circle.

[0060] Since it extracts a map of the opposite direction as well as the direction toward the destination, it has the effect of preventing the possibility of collision with other vessels approaching from the opposite direction of travel. Additionally, if there are many obstacles in the direction of travel and the risk is high, it has the effect of allowing the vessel to safely navigate by turning a certain distance in the opposite direction to avoid the hazards and then returning to the direction of travel.

[0062] The grid map generation unit (130) can generate a grid map by receiving a map extracted from the map extraction unit (120) and applying a grid to the extracted map. At this time, the grid is composed of a plurality of cells of a certain size, and the coordinates of each cell may be latitude and longitude.

[0063] Figure 3 shows a grid map generated by applying a grid to a map extracted from a map extraction unit, wherein the size of each cell constituting the grid must be constant at a predetermined size.

[0065] The classification data application unit (140) can receive data stored in the database (110) and apply it to each cell, and data of unnavigable areas is not applied to the cell, and even if a fixed geographical feature occupies a part of the cell, it can be considered as occupying the entire cell and determined as an unnavigable area.

[0066] Even when applying data to navigable areas, the applied data can be regarded as occupying the entire cell even if it occupies only a part of the cell.

[0067] As shown in Fig. 4, if an obstacle occupies even a small portion of the grid, the corresponding grid can be applied as an unnavigable area.

[0069] In addition, when data is added or changed in the database, the data can be received in real time and applied to each cell.

[0071] The risk calculation unit (150) can calculate the risk level of the data contained in each cell.

[0072] Risk calculation can be composed of a multivariate probability function with weights.

[0073] The risk calculation method used in the risk calculation unit (150) can be obtained through the equation shown in FIG. 5, and the multivariate probability function can use the Gaussian Multivariate Probability Function as shown in FIG. 6 or the Laplace Multivariate Probability Function as shown in FIG. 7 depending on the risk factor.

[0075] Also, w i It is desirable that the sum of all (weights) equals 1.

[0076] For example, if there are three risk factors within a cell, including water depth, wind direction, and other ships, it is desirable that w0=water depth, w1=wind direction, and w2=other ships, so w0+w1+w2=1.

[0077] At this time, among the three weights, the factor with the highest risk is preferably 0.3 to 0.4, and the higher the risk, the greater the weight.

[0079] In addition, the multivariate probability function regarding water depth is as shown in Fig. 8, the multivariate probability function regarding wind direction / wind speed is as shown in Fig. 9, and the multivariate probability function regarding the vessel and other vessels is as shown in Fig. 10.

[0081] Risk calculation is not applied to all cells, but only to cells in the ship's direction of travel, and risk may not be calculated for other cells. Additionally, the risk (probability) of unnavigable areas can be defined as infinite, i.e., 1.

[0083] In addition, if there is a risk of other vessels in the grid, the COLREGS Rule can define the encounter situation between vessels and perform avoidance actions according to the encounter situation, and the encounter situation (heading, speed, distance, etc.) can be applied to a multivariate probability function that calculates the risk.

[0085] The COLREGS Rule is an international rule for preventing collisions at sea that defines encounter situations between vessels and is an algorithm that defines avoidance maneuvers.

[0087] The route generation unit (160) can generate the shortest route from the origin to the destination with the minimum risk. The route can be generated by applying path planning to the risk provided by the risk calculation unit (150), and navigation suspension criteria data can be provided. The navigation suspension criteria data may be data that includes risk threshold values ​​recommending the suspension of navigation.

[0089] Path planning algorithms are algorithms that can determine the path that minimizes the sum from a starting point to a destination, and can generate a path by utilizing the distance and cost between cells.

[0091] In other words, through a path planning algorithm, you can move to the cell with the smallest total weight among the 8 adjacent cells (up, down, left, right, and diagonal) from the current cell, excluding the cells already passed.

[0092] At this time, the weights can be distance and cost, and the cost can correspond to the risk calculated in the risk calculation unit (150).

[0094] It can be applied that the higher the risk, the higher the cost, and the lower the risk, the lower the cost.

[0096] The path generated in this way can be transmitted to a user terminal (200).

[0098] In addition, since the risk level changes when an obstacle is created or changed, the route can be changed and provided in real time according to the changed risk level, so even if a risk factor suddenly occurs, it is possible to navigate while avoiding collisions in real time, and when the risk level of 8 cells centered on the vessel becomes greater than the threshold value of the navigation suspension criteria data, a navigation suspension notification can be sent to the user terminal (200).

[0100] The danger notification unit (170) can send a danger notification to the user terminal (200) when the location of the vessel deviates from the path or when a collision with another line or obstacle is expected.

[0101] Although a route is provided by the route generation unit (160) to prevent collisions with other vessels or obstacles, if a problem occurs with the vessel and the route of the vessel differs from the route generated by the route generation unit (160) and the route of the vessel obtained in real-time from the dynamic data collection unit (111a), thereby causing a risk of collision, a route deviation notification can be transmitted to the user terminal (200).

[0103] The user terminal (200) can receive a route to a destination, create and change obstacles, and may include a display unit (210), an obstacle management unit (220), a notification receiving unit (230), and a route sharing unit (240).

[0105] The display unit (210) can receive a grid map and a route to a destination and can provide the route visually. It can receive a route showing the optimal path to the destination displayed on the grid map from the route generation unit (160) in real time and can intuitively check the route that changes due to obstacles.

[0107] The obstacle management unit (220) can apply obstacles to cells or change obstacle data applied to cells. If a sudden obstacle that is not applied to the grid occurs due to marine construction or a marine accident, the obstacle can be directly entered through the user terminal (200). In addition, if the obstacle is removed, the obstacle can be directly deleted. Furthermore, if one must avoid an obstacle that has been measured as having a low risk level, the risk level of the obstacle can be changed by entering a high risk level, and the obstacle data can also be changed if the size of the obstacle changes.

[0109] The notification receiving unit (230) can receive navigation interruption notifications and route deviation notifications. If the vessel deviates from the route generated by the route generating unit (160), it can receive a route deviation notification from the danger notification unit (170), and if the risk level of the cells above, below, left, right, and diagonally opposite the vessel is high, it can receive a navigation interruption notification from the route generating unit (160).

[0111] The route sharing unit (240) can transmit the route generated from the route generation unit (160) to another user terminal.

[0112] In addition, the path of another line can be shared from another user terminal (200).

[0113] This allows you to prevent collisions with the batting lineup by sharing the changed path even if the lineup's path changes.

[0115] Hereinafter, a method of operation for a ship navigation system that simultaneously performs real-time course change and collision avoidance according to a preferred embodiment of the present invention will be described in detail.

[0117] The map extraction unit (120) extracts a map within a certain radius centered on the vessel from the electronic chart and transmits it to the grid map generation unit (130). Maps within a certain distance can be extracted and transmitted in real time according to the movement of the vessel.

[0119] In the dynamic data collection unit (111a), data including the location, direction of travel, and speed of the navigating vessel and other vessels is collected through GPS, camera, Gyro, AIS, RADAR, camera, Echo Sound, current direction / speed meter, and wind direction / speed meter, and in the static data collection unit (111b), data regarding static risk factors such as the location of land and islands, artificial reefs, rocks, fishing grounds, and docks is extracted and collected from electronic charts.

[0121] Information collected through the data collection unit (111) is provided to the data classification unit (112) and classified into navigable areas and unnavigable areas. A navigable area may be an area with deep water and no fixed geographical features, and all areas excluding navigable areas may be considered unnavigable areas.

[0123] Data classified by the data classification unit (112) is stored in the data storage unit (113). The stored data is transmitted to the classification data application unit (140).

[0125] The grid map generation unit (130), which transmits the map extracted from the map extraction unit (120), generates a grid consisting of cells of a certain size and generates a grid map that includes all the extracted maps.

[0127] After generating a grid map, it is provided to the classification data application unit (140), and the classification data application unit (140) applies the data received from the data storage unit (113) to each cell. At this time, data for unnavigable areas is not applied to the cells, and only data for navigable areas is applied to the cells.

[0129] After applying the classification data, the risk calculation unit (150) calculates the risk level in a total of 8 cells on the upper, lower, left, right, and diagonal lines centered on the line. The risk level can be calculated using a multivariate probability function.

[0131] The route generation unit (160) receives the risk level from the risk level calculation unit (150) and generates the shortest path with the lowest risk level. That is, by applying distance and risk to the path planning algorithm, the vessel moves to the cell with the lowest distance and risk level after excluding the cells passed through among the eight adjacent cells in the up, down, left, right, and diagonal directions from the cell where the vessel is currently located. At this time, if the risk level of the adjacent cell is greater than or equal to the threshold value of the navigation suspension criteria data, a navigation suspension notification is sent to the user terminal (200).

[0133] The generated path is transmitted to the display unit (210) of the user terminal (200) to visually provide the path to the destination shown on the grid map on the display unit (210).

[0135] The foregoing description is merely an illustrative explanation of the technical concept of the present invention, and those skilled in the art to which the present invention pertains will be able to make various modifications, changes, and substitutions within the scope of the essential characteristics of the present invention. Accordingly, the embodiments disclosed in the present invention and the accompanying drawings are intended to explain, not limit, the technical concept of the present invention, and the scope of the technical concept of the present invention is not limited by such embodiments and accompanying drawings. The scope of protection of the present invention shall be interpreted by the claims below, and all technical concepts within an equivalent scope shall be interpreted as being included within the scope of rights of the present invention. Explanation of the symbols

[0137] 100 - Flight Management Server 200 - User terminal 110 - Database 120 - Map Extraction Section 130 - Grid Map Generation Section 140 - Classification Data Application Section 150 - Risk Calculation Section 160 - Route Generation Section 170 - Risk Alert Section 210 - Display section 220 - Obstacle Management Department 230 - Notification receiver 240 - Path sharing section

Claims

Claim 1 A ship navigation system that simultaneously performs real-time route change and collision avoidance, comprising: a navigation management server capable of collecting and storing dynamic and static data and generating a low-risk route from a source to a destination; and a user terminal capable of receiving a route to a destination and generating and changing obstacles. The navigation management server can collect dynamic and static data and stores data by classifying it into navigable and unnavigable areas; a map extraction unit that extracts a map within a certain radius from the ship's position from an electronic chart; a grid map generation unit that receives the map extracted from the map extraction unit and applies a grid; and a classification data application unit that applies data stored in the database to the grid map. Claim 2 A navigation management server capable of collecting and storing dynamic and static data and generating a low-risk route from a source to a destination; and a user terminal capable of receiving a route to a destination and generating and changing obstacles. The navigation management server includes a database capable of collecting dynamic and static data and storing data classified into navigable and unnavigable areas; a map extraction unit that extracts a map within a certain radius from the vessel's position from an electronic chart; a grid map generation unit that receives the map extracted from the map extraction unit and applies a grid; a classification data application unit that applies data stored in the database to the grid map; and a risk calculation unit that calculates the risk level of the data included in each grid. A ship navigation system that simultaneously performs real-time course changes and collision avoidance Claim 3 A ship navigation system that simultaneously performs real-time route change and collision avoidance, comprising: a navigation management server capable of collecting and storing dynamic and static data and generating a low-risk route from a departure point to a destination; and a user terminal capable of receiving a route to a destination and generating and changing obstacles. The navigation management server includes a database capable of collecting dynamic and static data and storing data classified into navigable and unnavigable areas; a map extraction unit that extracts a map within a certain radius from the ship's position from an electronic chart; a grid map generation unit that receives the map extracted from the map extraction unit and applies a grid; a classification data application unit that applies data stored in the database to the grid map; a risk calculation unit that calculates the risk of the data included in each grid; and a route generation unit that generates the shortest path with the minimum risk from a departure point to a destination. Claim 4 A ship navigation system that simultaneously performs real-time route change and collision avoidance, comprising: a navigation management server capable of collecting and storing dynamic and static data and generating a low-risk route from a departure point to a destination; and a user terminal capable of receiving a route to a destination and generating and changing obstacles. The navigation management server includes a database capable of collecting dynamic and static data and storing data classified into navigable and unnavigable areas; a map extraction unit that extracts a map within a certain radius from the ship's position from an electronic chart; a grid map generation unit that receives the map extracted from the map extraction unit and applies a grid; a classification data application unit that applies data stored in the database to the grid map; a risk calculation unit that calculates the risk of the data included in each grid; and a route generation unit that generates the shortest path with the minimum risk from a departure point to a destination. The user terminal includes a display unit that visually provides the grid map and the route to the destination; and an obstacle management unit that applies obstacles to the grid or changes obstacle data applied to the grid. Claim 5 A ship navigation system that simultaneously performs real-time route change and collision avoidance, comprising: a navigation management server capable of collecting and storing dynamic and static data and generating a low-risk route from a departure point to a destination; and a user terminal capable of receiving a route to a destination and generating and changing obstacles. The navigation management server includes a database capable of collecting dynamic and static data and storing data classified into navigable and unnavigable areas; a map extraction unit that extracts a map within a certain radius from the ship's position from an electronic chart; a grid map generation unit that receives the map extracted from the map extraction unit and applies a grid; a classification data application unit that applies data stored in the database to the grid map; a risk calculation unit that calculates the risk of the data included in each grid; and a route generation unit that generates the shortest path with the minimum risk from a departure point to a destination. The user terminal includes a display unit that visually provides the grid map and the route to the destination; an obstacle management unit that applies obstacles to the grid or changes obstacle data applied to the grid; and a route sharing unit that receives the changed route of another vessel and shares the ship's route.

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