System and method for maintaining the stability of a warship

Abstract

The present invention relates to a system and method for maintaining the stability of a ship, and more specifically, to a system and method for maintaining the stability of a ship that can secure the ship's stability by automatically maintaining the ship's attitude. The present invention comprises: an integrated engine control unit for controlling the engine of a vessel according to an embodiment of the present invention; a tank unit having a plurality of fluid tanks for storing fluid; a tank status monitoring unit for checking the status of each fluid tank within the tank unit; a restoring force calculation unit for calculating the restoring force of the vessel based on vessel control information, tank status information, and sensing information from the integrated engine control unit; and a restoring force control unit for controlling the restoring force by moving the fluid within the tank unit using the result of the restoring force calculation unit.

Description

Technology Field

[0001] The present invention relates to a system and method for maintaining the stability of a ship, and more specifically, to a system and method for maintaining the stability of a ship that can secure the ship's stability by automatically maintaining the ship's attitude. Background Technology

[0003] A ship's automation system consists of the Combat Management System (CMS), Engineering Control System (ECS), Integrated Bridge System (IBS), and Integrated Communication System (ICS), which are essential elements for the efficient operation of the vessel. Among these, the Engineering Control System is a system that enables the remote control of core functions, such as propulsion, power, and damage control, from the central control room and the bridge.

[0004] In particular, the integrated engine control system is linked to various subsystems that affect the maintenance of the vessel's stability, and these subsystems operate individually to support the stable operation of the vessel.

[0005] However, the current method of operating naval vessels involves these interconnected systems being calculated and controlled individually. Operators monitor information from each system and make operational decisions by comprehensively assessing the systems based on their experience and proficiency. In other words, maintaining the vessel's stability requires the operator to manually manipulate individual systems based on their judgment in response to combat situations, damage, or fuel supply and transfer.

[0006] This conventional method of maintaining stability based on operator judgment has disadvantages, such as delays in collecting, calculating, and transmitting information for the operator's judgment regarding the vessel's condition (damage and load status), or the inability to convert judgments into objective data due to subjective judgments based on proficiency, making it difficult to guarantee the objectivity of the judgment results or delays in the operator's judgment. Furthermore, it carries the potential risk of failing to account for rapidly changing sea conditions and vessel maneuvering states when maintaining the vessel's stability. It also has the disadvantage of not reflecting the characteristics of the vessel, as it was developed to maintain stability in full-form cargo ship structures focused on economical operation and loading efficiency, rather than in slender-hull-form vessels focused on high-speed maneuverability and combat. Prior art literature

[0008] KR 10-2016-0022695 The problem to be solved

[0009] The present invention provides a ship stability maintenance system and method that solves the aforementioned conventional problems by automatically calculating the ship's stability based on objective ship operation information, transmitting the result to the ship's commanding officer, and automatically maintaining the ship's stability to ensure objectivity for ship stability maintenance and maintain operational performance through safe navigation. means of solving the problem

[0011] The present invention comprises: an integrated engine control unit for controlling the engine of a vessel according to an embodiment of the present invention; a tank unit having a plurality of fluid tanks for storing fluid; a tank status monitoring unit for checking the status of each fluid tank within the tank unit; a restoring force calculation unit for calculating the restoring force of the vessel based on vessel control information, tank status information, and sensing information from the integrated engine control unit; and a restoring force control unit for controlling the restoring force by moving the fluid within the tank unit using the result of the restoring force calculation unit.

[0012] The above tank section may include a plurality of fluid tanks provided in a trap; a plurality of fluid transfer pipes through which fluid moves between the plurality of fluid tanks; a plurality of valves for controlling the on / off of the plurality of fluid transfer pipes; and a plurality of pumps for controlling the movement of fluid within the fluid transfer pipes.

[0013] The above fluid transfer pipe includes a plurality of extension pipes each extending into a plurality of fluid tanks, a plurality of connecting pipes connecting the extension pipes, and a plurality of connecting pipes joined together, and the plurality of valves may include a plurality of extension valves located between the extension pipes and the connecting pipes, a connecting valve located between the connecting pipes and the connecting pipes, and a connecting valve located between the connecting pipes and the connecting pipes.

[0014] The tank status monitoring unit may include: a tank information storage unit that stores information on the location and maximum storage capacity of each fluid tank; a fluid measurement unit that measures the amount of fluid currently stored in each fluid tank; and a capacity calculation unit that calculates and stores the spare capacity of the fluid tank through the measurements of the tank information storage unit and the fluid measurement unit.

[0015] The above-mentioned restoring force calculation unit may include: an information receiving unit that receives information for calculating the restoring force; an information measuring unit that measures information for calculating the restoring force; a calculation unit that calculates the restoring force based on the received information and the measured information; and a restoring force output unit that transmits the calculated restoring force to the outside.

[0016] The above information measuring unit may include: a tilt measuring unit that measures the tilt of a vessel through a sensor; a vessel image unit that acquires image information of a vessel; and an attitude information generating unit that generates vessel attitude information by correcting the tilt information measured based on the image information of the vessel.

[0017] The above-mentioned restoring force control unit controls the restoring force by moving the fluid within the tank unit through the result of the restoring force calculation unit, and can move the fluid within the fluid tanks facing each other with respect to the centerline of the vessel in the opposite direction to the direction in which the vessel is tilted.

[0018] Additionally, the invention includes a status checking unit for checking the state of a vessel according to an embodiment of the present invention; an information management unit for acquiring and managing fixed element information, variable element information, and environmental element information; a restoring force calculation unit for calculating a restoring force based on the vessel state and information from the information management unit; and a restoring control unit for outputting the calculation result of the restoring force calculation unit and restoring the vessel based on the result.

[0019] The above-mentioned state verification unit may include: a posture sensing unit that senses the attitude state of a vessel; a correction information sensing unit that senses information for correcting the attitude of a vessel; and a state determination unit that determines the state of a vessel using the results of the posture sensing unit and the correction information sensing unit.

[0020] The above correction information sensing unit may include a speed sensing module that receives speed information of the vessel; an image sensing module that receives images of the bow and stern of the vessel; a first inclination verification module that verifies the transverse inclination of the vessel based on the sensed image information; and a second inclination verification module that verifies the longitudinal inclination of the vessel.

[0021] The above information management unit may include: a fixed information management unit that stores and manages fixed element information; a variable information management unit that stores and manages variable element information whose value varies; an environment information management unit that stores and manages surrounding environment element information of the vessel; and a management communication unit that provides information stored and managed in each management unit to a restoration calculation unit and a restoration control unit.

[0022] The above variable information management unit may include a cargo management module for verifying and managing cargo information; a weapon management module for verifying and managing weapon information; and a fluid management module for verifying and managing fluid information stored in the vessel, such as fuel.

[0023] The above-mentioned restoration control unit may include: a restoration force input unit that receives the restoration force from the above-mentioned restoration force calculation unit; a restoration force output unit that outputs the input restoration force to an administrator or user terminal; and a fluid movement unit that moves fluid within a plurality of fluid tanks arranged within the vessel according to the restoration force.

[0024] In addition, a method for maintaining the restoring force of a vessel using a vessel restoring force maintenance system according to an embodiment of the present invention comprises: a process in which a restoring force calculation unit receives vessel control information, tank status information, and sensing information for calculating the restoring force according to a control signal of a restoring force control unit; a process in which a restoring force calculation unit calculates a restoring force momentum based on the received information; and a process in which a restoring force control unit moves fluid within tank units for fluid movement corresponding to the calculated restoring force momentum. Effects of the invention

[0026] According to an embodiment of the present invention, objective restoration information can be provided based on objectively collected real-time information without relying on the subjective judgment or experience of the operator.

[0027] In addition, by comprehensively analyzing not only fixed information but also variable information and external environmental information, it can automatically maintain stability and prevent capsizing or excessive transverse inclination during navigation.

[0028] In this way, by stably maintaining the vessel's navigation status, the accuracy and efficiency of weapon systems, sensors, and equipment operations can be increased, and combat and mission execution capabilities can be enhanced. Brief explanation of the drawing

[0030] FIG. 1 is a drawing for explaining a vessel restoring force maintenance system according to an embodiment of the present invention. FIG. 2 is a block diagram for explaining a tank section according to an embodiment. Figure 3 is a block diagram illustrating a fluid transfer pipe. FIG. 4 is a block diagram illustrating a valve. FIG. 5 is a block diagram illustrating a tank condition monitoring unit. FIG. 6 is a block diagram illustrating the restoring force calculation unit. FIG. 7 is a block diagram illustrating an information measurement unit. Figures 8 and 9 are conceptual cross-sectional diagrams of a trap to explain the locations of the tank section, pipes, and wiring section. Figure 10 is an example diagram illustrating the movement path of a fluid. FIG. 11 is a flowchart illustrating a method for maintaining the restoring force of a trap according to an embodiment of the present invention. FIG. 12 is a drawing for explaining a vessel restoring force maintenance system according to another embodiment of the present invention. FIG. 13 is a block diagram for explaining a status check unit. FIG. 14 is a block diagram illustrating a correction information sensing unit. FIG. 15 is a block diagram illustrating an information management unit. FIG. 16 is a block diagram illustrating a variable information management unit. FIG. 17 is a block diagram illustrating the restoration control unit. FIG. 18 is a block diagram illustrating a fluid movement section. Specific details for implementing the invention

[0031] Hereinafter, embodiments of the present invention will be described in detail with reference to the attached drawings. However, the present invention is not limited to the embodiments disclosed below but may be implemented in various different forms, and the embodiments of the present invention are provided merely to ensure that the disclosure of the present invention is complete and to fully inform those skilled in the art of the scope of the invention. To explain the invention in detail, the drawings may be exaggerated, and like reference numerals in the drawings refer to like elements.

[0033] FIG. 1 is a drawing for explaining a vessel restoring force maintenance system according to an embodiment of the present invention.

[0034] FIG. 2 is a block diagram for explaining a tank section according to an embodiment, FIG. 3 is a block diagram for explaining a fluid transfer pipe, FIG. 4 is a block diagram for explaining a valve, FIG. 5 is a block diagram for explaining a tank condition monitoring section, FIG. 6 is a block diagram for explaining a restoring force calculation section, and FIG. 7 is a block diagram for explaining an information measurement section.

[0035] Figures 8 and 9 are conceptual cross-sectional diagrams of a trap to explain the locations of the tank section, pipe and wiring section, and Figure 10 is an example diagram to explain the fluid movement path.

[0036] Referring to FIGS. 1 to 10, a ship restoring force maintenance system according to an embodiment of the present invention includes an integrated engine control unit (100) that controls the engine of a ship, a tank unit (200) having a plurality of fluid tanks (210) that store fluid, a tank status monitoring unit (300) that checks the status of each fluid tank within the tank unit (200), a restoring force calculation unit (400) that calculates the restoring force of a ship based on ship control information, tank status information, and sensing information from the integrated engine control unit (100), and a restoring force control unit (500) that controls the restoring force by moving the fluid within the tank unit (200) using the result of the restoring force calculation unit (400).

[0037] Through this, the ship stability maintenance system of the present invention automatically maintains the ship's attitude by reflecting sea conditions, thereby securing ship stability and enabling the maintenance of operational performance through safe navigation.

[0038] The integrated engine control unit (100) may include various modules for controlling the vessel. In this example, it may be equipped with a propulsion control module, a power control module, a damage control module, a condition-based diagnostic module, and a viewing control module. Information for vessel operation and vessel control may be verified through the integrated engine control unit.

[0039] The tank section (200) includes a plurality of fluid tanks (210) provided in the trap, a plurality of fluid transfer pipes (220) through which fluid moves between the plurality of fluid tanks (210), a plurality of valves (230) for controlling the on / off of the plurality of fluid transfer pipes (220), and a plurality of pumps (240) for controlling the movement of fluid within the fluid transfer pipes (220).

[0040] Each fluid tank (210) is located in the lower hull area of ​​the vessel. A plurality of fluid tanks (210) may be arranged in a matrix arrangement within the tank section (200). In this example, the plurality of fluid tanks (210) are arranged symmetrically with respect to a centerline connecting the bow and stern of the vessel, and may be arranged symmetrically with respect to the center area of ​​this centerline, that is, a horizontal line extending perpendicularly from the centerline to the center point. In other words, an equal number of fluid tanks (210) may be located on the left and right sides with respect to the centerline. Additionally, an equal number of fluid tanks (210) may be located on the front and rear sides with respect to the horizontal line. Through this, fluid movement can be used to respond to the left and right sides of the vessel, i.e., transverse inclination, and fluid movement can be used to respond to the front and rear trim inclination. In this example, it is possible to arrange the first to nth fluid tanks (210).

[0041] The fluid transfer pipe (220) includes a plurality of extension pipes (221) each extending into a plurality of fluid tanks (210), a plurality of connecting pipes (222) connecting the extension pipes (221), and a plurality of connecting pipes (223) joined between the connecting pipes (222).

[0042] The extension pipe (221) extends into each fluid tank, and a portion thereof may protrude outside the fluid tank (210). It is effective for the connecting pipe (222) to connect the extension pipes (221). It is effective for one end of the connecting pipe (222) to be connected to one extension pipe (221) and the other end to be connected to another extension pipe (221). Multiple connecting pipes (222) may be connected as needed. It is preferable for the connecting pipe (223) to connect the connecting pipes (222). Multiple connecting pipes (223) may be connected as needed.

[0043] Through this, fluid can move to another fluid tank (210) through a connecting pipe (222) connected to an extension pipe (221) that extends into the inner side of one fluid tank (210). Of course, fluid can also move through a connecting pipe (223) that connects the connecting pipes (222).

[0044] A plurality of valves (230) may include a plurality of extension valves (231) located between an extension pipe (221) and a connecting pipe (222), a connecting valve (232) located between a connecting pipe (222) and a connecting pipe (221), and a connecting valve (233) located between a connecting pipe (222) and a connecting pipe (223).

[0045] Here, it is effective to use a valve (230) whose on / off is controlled according to an external control signal. Through this, the fluid stored in the desired fluid tank (210) can be moved to the target other fluid tank (210) through valve control.

[0046] To achieve this, the movement of fluid can be accelerated through multiple pumps (240).

[0047] A plurality of pumps (240) can be connected to extension pipes (221) and connecting pipes (222) to increase the speed of fluid movement within them. It is possible to install pumps (240) in each fluid tank (210). In this example, it is effective to move fluid from the right side to the left side or from the left side to the right side of the vessel, or to move fluid from the bow of the vessel to the stern of the vessel. It is effective to use centrifugal pumps or positive displacement pumps for such pumps.

[0048] The tank condition monitoring unit (300) monitors the amount of fluid stored in each of the fluid tanks (210) of the tank unit (200) and stores it.

[0049] The tank status monitoring unit (300) includes a tank information storage unit (310) that stores information on the location and maximum storage capacity of each fluid tank (210), a fluid measurement unit (320) that measures the amount of fluid currently stored in each fluid tank (210), and a capacity calculation unit (330) that calculates and stores the spare capacity of the fluid tank (210) through the measurements of the tank information storage unit (310) and the fluid measurement unit (320).

[0050] It is effective for the tank information storage unit (310) to store information on where the fluid tank (210) is placed in the trap and the maximum storage capacity of the fluid tank (210).

[0051] It is effective for the fluid measuring unit (320) to check the current fluid amount through a sensor located inside the fluid tank (210). To this end, the fluid storage amount inside the tank can be checked through a buoyancy sensor, a capacitive sensor, and a pressure sensor. At this time, the current fluid amount measured by the fluid measuring unit (320) can be summed up and provided to the restoring force calculation unit (400).

[0052] The capacity calculation unit (330) calculates the remaining capacity by subtracting the amount of fluid currently stored from the maximum capacity of the fluid tank (210) and provides this to the restoring force control unit (400). Through this, the restoring force control unit (400) can determine how much fluid can be transferred to which tank.

[0053] The restoring force calculation unit (400) calculates the restoring force of the vessel through the vessel control information, tank status information, and sensing information of the integrated engine control unit (100).

[0054] The restoring force calculation unit (400) includes an information receiving unit (410) that receives information for calculating the restoring force, an information measuring unit (420) that measures information for calculating the restoring force, a calculation unit (430) that calculates the restoring force based on the received information and the measured information, and a restoring force output unit (440) that transmits the calculated restoring force to the outside.

[0055] The information receiving unit (410) receives ship control information through the integrated engine control unit (100) and tank status information through the tank status monitoring unit (300).

[0056] Ship control information may include sea information, cargo information, and ship maneuver information. Sea information may include wind direction, wind speed, and tide information. Cargo information may include solid cargo information. It is effective for ship maneuver information to include ship speed information.

[0057] It is effective for the tank status information to include fluid capacity information measured through the fluid measuring unit (320) of the tank status monitoring unit (300). Of course, the tank status information may be information confirming how much fluid is stored in the tank through the fluid level inside the tank.

[0058] The information measuring unit (420) is effective for measuring ship attitude information. The information measuring unit (420) includes a tilt measuring unit (421) that measures the tilt of the ship through a sensor, a ship image unit (422) that acquires image information of the ship, and an attitude information generating unit (423) that generates ship attitude information by correcting the tilt information measured based on the image information of the ship.

[0059] The tilt measuring unit (421) can measure the heading, roll, and pitch using a gyro sensor, etc. Through this, information regarding which direction the vessel is heading and the angle at which the vessel tilts left and right around the central axis, that is, the length axis (center line), can be measured, and the angle at which it tilts forward or backward around the left and right axis (horizontal line) can be measured.

[0060] It is effective for the ship video unit (422) to receive image information related to the ship's attitude through a CCTV installed on the outside of the ship. Then, after processing the received image information, it is provided to the attitude information generation unit (423).

[0061] The attitude information generation unit (423) effectively corrects errors in the information measured by the tilt measurement unit (421) based on the image information of the vessel. Through such error correction, attitude information of the vessel can be generated. The attitude information generation unit (423) can verify the attitude information of the vessel by performing an attitude calculation of the vessel based on CCTV video and the horizon.

[0062] The calculation unit (430) calculates the restoring force of the vessel based on information for calculating the restoring force by the information receiving unit (410), namely, vessel control information and tank status information, and the attitude information of the vessel measured by the information measuring unit (420). The calculation unit (430) can calculate values ​​such as the center of gravity of the vessel based on the vessel control information and tank status information, and calculate the restoring force of the vessel by adding the angle of inclination of the vessel.

[0063] The restoring force output unit (440) provides the calculated restoring force, i.e., the restoring momentum, to the integrated engine control unit (100) and the restoring force control unit (500). Through this, the restoring force can be provided to the manager of the vessel, and the restoring force can be automatically controlled through the restoring force control unit (500) so that the vessel maintains the restoring force.

[0064] The restoring force control unit (500) can control the restoring force by moving the fluid within the tank unit (200) to each other based on the result of the restoring force calculation unit (400). It is effective to move the fluid within the fluid tanks facing each other with respect to the centerline of the vessel in the opposite direction to the direction in which the vessel is tilted. That is, if the vessel is tilted to the right, the fluid corresponding to the calculated restoring force can be moved from the tank in the right area to the tank in the left area to maintain the vessel in a normal state.

[0065] For example, as shown in FIG. 10, if a transverse inclination to the starboard (STBD) occurs, it is effective to move fluid from tank 1 (T1) to tank 3 (T3). To do this, the second valve (V2), the fourth valve (V14), and the fifth valve (V5) are opened, and the remaining valves are closed. Then, the first pump (P1) can be operated to move the fluid. Also, if a transverse inclination to the port (PORT) occurs, it is effective to move fluid from tank 4 (T4) to tank 2 (T2). The seventh valve (V7), the tenth valve (V10), the eleventh valve (V11), and the third valve (V3) are opened, and the remaining valves are closed. Then, the second pump (P2) can be operated to move the fluid. Through this, it may be possible to maintain the restoring force.

[0066] Hereinafter, a method for maintaining the stability of a vessel using a vessel stability maintenance system according to the embodiment of the present invention described above will be explained. Descriptions that overlap with the examples described above will be omitted. Furthermore, the technology described below may be applied to the embodiments described above. The following description is based on the operation flowchart, focusing on the operation of the stability control unit.

[0068] FIG. 11 is a flowchart illustrating a method for maintaining the restoring force of a trap according to an embodiment of the present invention.

[0069] As illustrated in FIG. 11, a method for maintaining the restoring force of a vessel according to an embodiment of the present invention includes a process (S100) in which a restoring force calculation unit (400) receives vessel control information, tank status information, and sensing information for calculating the restoring force according to a control signal of a restoring force control unit (500); a process (S200) in which the restoring force calculation unit (400) calculates the restoring force momentum based on the received information; and a process (S300) in which the restoring force control unit (400) moves the fluid within the tank units (200) for fluid movement corresponding to the calculated restoring force momentum.

[0070] The process of receiving information for calculating restoring force (S100) is effective in that the restoring force calculation unit (400) receives ship control information through the integrated engine control unit (100), receives tank status information through the tank unit (200), and receives sensing information through the information measurement unit (420).

[0071] Through this, it is possible to verify the displacement and weight of the vessel, the vessel's speed, and the weight and location information of cargo or armament that affect stability. In addition, the location of fluid tanks located at the bottom of the vessel, the amount of fluid stored within them, and the maximum storage capacity of each tank can be verified. Furthermore, the degree of tilt of the vessel can be verified through sensing and correction.

[0072] The process of calculating the restoring force momentum (S200) can be calculated using the center of gravity and tilt of the trap. Of course, for this purpose, the restoring force calculation unit (400) may also calculate the change in the restoring arm.

[0073] The process of moving fluid (S300) is effective in moving the fluid stored in the fluid tanks of the tank section (200) through fluid transfer pipes, valves, and pumps. When fluid is transferred from one fluid tank to another, the weight of the transferred fluid changes, affecting the previously calculated restoring force momentum. By utilizing this, the tilting of the vessel can be mitigated according to the fluid transfer, thereby enabling the normal operation of the vessel.

[0074] In the following, other embodiments of a vessel restoring force maintenance system according to the embodiments of the present invention described above are explained. Descriptions that overlap with the examples described above are omitted. The technology described below may be applied to the embodiments described above.

[0076] FIG. 12 is a drawing for explaining a vessel restoring force maintenance system according to another embodiment of the present invention.

[0077] FIG. 13 is a block diagram for explaining a status checking unit, FIG. 14 is a block diagram for explaining a correction information sensing unit, FIG. 15 is a block diagram for explaining an information management unit, FIG. 16 is a block diagram for explaining a variable information management unit, FIG. 17 is a block diagram for explaining a restoration control unit, and FIG. 18 is a block diagram for explaining a fluid movement unit.

[0078] Referring to FIGS. 12 to 18, a ship restoring force maintenance system according to another embodiment of the present invention includes a state checking unit (1100) for checking the ship's state, an information management unit (1200) for acquiring and managing fixed element information, variable element information and environmental element information, a restoring force calculation unit (1300) for calculating restoring force based on the ship's state and information from the information management unit (1200), and a restoring control unit (1400) for outputting the calculation result of the restoring force calculation unit (1300) and restoring the ship based on the result.

[0079] In an embodiment of the present invention, the vessel's position can be rapidly restored by comprehensively utilizing information obtained in conjunction with various systems of the vessel, information on current vessel operating conditions, information on the vessel's own safety and loading capacity, and correction information thereof, to calculate and provide a restoring force, and by changing the movement of the cargo, a restoring moment corresponding to the restoring force is applied.

[0080] The status check unit (1100) is effective in determining the degree of inclination of the vessel. To do this, the transverse inclination or trim of the vessel is checked, and information affecting this is checked to determine the current state of the vessel in real time.

[0081] The status checking unit (1100) includes a posture sensing unit (1110) that senses the attitude state of the vessel, a correction information sensing unit (1120) that senses information for correcting the attitude of the vessel, and a status determining unit (1130) that determines the state of the vessel using the results of the posture sensing unit (1110) and the correction information sensing unit (1120).

[0082] The attitude sensing unit (1110) can detect the current attitude state of the vessel by calculating the tilt value of the vessel through a sensor. Through this, it is possible to sense how much the vessel is currently tilted. As the attitude sensing unit (1110) of the present invention, a tilt sensor, an inclinometer, a gyroscope, a level, or an inertial measuring device may be used.

[0083] The transverse inclination of the vessel can be checked through the attitude sensing unit (1110). That is, it can detect whether the vessel is transversely inclining to the starboard side or to the port side. In addition, the trim of the vessel can be checked. That is, it can also detect the longitudinal tilted state of the vessel, that is, whether the vessel is tilted toward the bow or the stern.

[0084] The correction information sensing unit (1120) obtains information for correcting the attitude of the vessel. The attitude correction information may include speed information of the vessel, image information of the vessel's bow direction, and image information of the vessel's stern direction.

[0085] It is effective for the correction information sensing unit (1120) to receive the ship's speed information through the ship's integrated engine control system. Since the change in the ship's attitude information can increase or decrease depending on the ship's speed information, it is effective to use this as information for correction. In particular, when calculating ship attitude information for restoring force calculation as in the present invention, using the ship's speed information as a correction value is a necessary element for accurate calculation. The correction information sensing unit (1120) may include a bow image capturing device for capturing images of the ship's bow direction and a stern image capturing device for capturing images of the ship's stern direction. At this time, it is preferable to use CCTV as the bow and stern image capturing devices. The correction information sensing unit (1120) receives images of the ship's bow and stern and can use them as correction values ​​for determining the ship's attitude.

[0086] The correction information sensing unit (1120) may include a speed sensing module (1121) that receives speed information of the vessel, an image sensing module (1122) that receives images of the bow and stern of the vessel, a first inclination verification module (1123) that verifies the transverse inclination of the vessel based on the sensed image information, and a second inclination verification module (1124) that verifies the longitudinal inclination of the vessel.

[0087] The image sensing module (1122) receives the video captured in real time and stores it. Then, it separates the provided video into target frame units, converts it into an image form, and provides it to the first slope verification module (1123) and the second slope verification module (1124).

[0088] The first inclination verification module (1123) extracts the horizontal line from the provided bow and stern images and determines how much the stern is tilted relative to the horizontal line and how much the bow is tilted. Through this, the transverse inclination value of the vessel can be derived. This is because the CCTV capturing the video is fixed, and the vertical or horizontal direction for a specific point on the bow and stern is always fixed. Therefore, the horizontal line, that is, the horizontal plane of the sea, is extracted from the video, that is, the video image separated by frame, and it is possible to determine how much transverse inclination has occurred by comparing it with the vertical or horizontal direction of the bow and stern. The second inclination verification module (1124) extracts the bottom horizontal plane from the provided bow and stern images and compares it with the set horizontal extension direction of the bow and stern to determine whether the vessel is tilted toward the bow or toward the stern.

[0089] The correction information sensing unit (1120) may be able to check the ship speed information, which is a value for correction, and the ship's tilt information value based on the horizon of the sea.

[0090] The state determination unit (1130) calculates ship attitude information by correcting the ship's tilt angle, i.e., the sensing angle information, sensed through the attitude sensing unit (1110), with the ship's speed information sensed through the correction information sensing unit (1120) and the ship's tilt angle information sensed through the image. Through this, the current state of the ship, i.e., the ship's tilted state and information, can be verified. In this example, the ship's speed information can be added as a weighting value to the sensing angle information. Additionally, it is possible to correct the sensing angle information value using the ship's tilt angle information sensed through the image.

[0091] The information management department (1200) effectively collects, acquires, stores, and manages various information that affects the restoring force, in addition to the attitude, i.e., tilt information of the trap.

[0092] The information management unit (1200) includes a fixed information management unit (1210) that stores and manages fixed element information, a variable information management unit (1220) that stores and manages variable element information whose value varies, an environment information management unit (1230) that stores and manages surrounding environment element information of the vessel, and a management communication unit (1240) that provides information stored and managed in each management unit to a restoration calculation unit (1300) and a restoration control unit (1400).

[0093] The fixed information management unit (1210) manages and stores fixed element information that affects the restoring force among the information related to the vessel, but whose information value is fixed and does not change easily. The fixed element information includes the weight information of the vessel, the shape information of the vessel, the location and weight information of the installed facilities and equipment, and the installation location and weight information of the weapon.

[0094] The fixed information management unit (1210) can receive fixed element information through the ship's integrated engine control system. Additionally, it may be possible to extract this fixed element information through ship design drawings, ship registration information, or specifications. Through this information, the fixed information management unit (1210) can verify the ship's initial center of gravity information. The ship's center of gravity information is a key factor in calculating the ship's stability. The initial center of gravity information can be an essential element information required to calculate the ship's current center of gravity information. That is, the ship's initial center of gravity information changes depending on the ship's total weight, i.e., displacement, the ship's shape, or the weight and installation location of facilities, equipment, or weapons installed on the ship; however, once facilities or equipment are installed, the information value becomes a fixed value, so the initial center of gravity information does not change. Of course, if separate weapons are added or facilities or equipment are replaced or exchanged, the fixed information management unit (1210) may be able to track and reflect this to make it variable.

[0095] The variable information management unit (1220) manages and stores variable element information whose values ​​change among the information affecting the vessel's restoring force. Here, the variable element information may include cargo information loaded on the vessel, weapon information, and fluid information such as fuel.

[0096] The variable information management unit (1220) includes a cargo management module (1221) for verifying and managing cargo information, a weapon management module (1222) for verifying and managing weapon information, and a fluid management module (1223) for verifying and managing fluid information stored in the vessel, such as fuel.

[0097] The cargo management module (1221) generates cargo information based on the type and weight of the cargo loaded into the cargo compartment and the location information where the cargo is placed. To this end, the cargo management module (1221) may include a weight measurement sensor installed in the cargo compartment. Of course, the cargo management module (1221) can generate cargo information based on video information and information on the type of cargo being loaded. To this end, the cargo management module (1221) can generate cargo information that allows verification of the weight and location of the cargo by introducing an AI video analysis system.

[0098] The weapon management module (1222) generates weapon information based on the type and quantity of weapons to be used in the weapon system and their weight. It is effective for the weapon management module (1222) to identify the weapons used for each weapon, the weight of those weapons, and the number of weapons loaded on the ship, and to generate weapon information based on this.

[0099] The fluid management module (1223) effectively generates fluid information based on location and arrangement information of multiple fluid tanks provided in the trap and the amount of fluid stored in each fluid tank, i.e., fluid level information.

[0100] The fluid management module (1223) stores and manages information related to multiple fluid tanks. It is effective to store and manage information related to fluid tanks, such as location information of the tanks and information on the maximum amount of fluid that can be stored in each tank. Additionally, information on the type of fluid and the amount of fluid currently stored in each fluid tank can also be stored and managed. At this time, the current fluid storage information can be obtained through a water level detection sensor located within each fluid tank. At this time, the fluid management module may be equipped with a separate measuring means for measuring additional fluid volumes. Through this, it may be possible to check the information on the amount of fluid stored in each fluid tank of the vessel. Through this, it is possible to check the location of the vessel and the type and amount of fluid. As a result, it may be possible to check the current state and location of the fluid, which is an important factor affecting the vessel's stability.

[0101] In this way, it is possible to acquire and manage variable element information that can affect the ship's stability and change its momentum through the cargo management module (1221), weapon management module (1222), and fluid management module (1223). That is, the current state of the variable element information can be combined with fixed element information and utilized as key information to calculate the current stability of the ship.

[0102] The environmental information management unit (1230) can measure the environment around the vessel and use the measured values ​​as environmental element information to calculate the restoring force. The environmental element information may include wind speed information, wind direction information, and wave height and wave shape information. The environmental element information may include a wind speed measuring device, a wind direction measuring device, a wave height measuring device, and a wave shape analysis device. In this way, the surrounding environmental information can be utilized as an auxiliary or additional element to calculate the restoring force of the vessel.

[0103] The management communication unit (1240) stores fixed element information managed by the fixed information management unit (1210), management element information measured and calculated by the variable information management unit (1220), and environmental element information confirmed through the environmental information management unit (1230), and can provide this to the restoring force calculation unit (1300) for calculating restoring force and the restoring control unit (1400) for restoring the vessel by providing restoring momentum.

[0104] At this time, it is effective for the management communication unit (1240) to perform communication through wired and wireless communication methods.

[0105] The restoring force calculation unit (1300) calculates the restoring force based on the vessel attitude information of the status verification unit (1100) and the fixed element information, variable element information, and environmental element information of the information management unit (1200). It is preferable to calculate the height of the meta sensor based on the information provided for the calculation of the restoring force and to calculate the restoring force moment using this.

[0106] It is also possible to calculate this restoring force using load and moment calculation methods, inclination test methods, or numerical analysis methods. In other words, it is desirable to calculate the center of buoyancy and metacenter based on vessel attitude information, fixed element information, variable element information, and environmental element information, and to calculate the restoring force based on these.

[0107] The restoring force calculation unit (1300) can assign a positive or negative value to the restoring force calculated according to the tilt of the vessel. That is, it is effective to have a positive value in the case of starboard inclination and a negative value in the case of port inclination. Through this, it is desirable to know in which direction the restoring force should be applied.

[0108] The restoration control unit (1400) includes a restoration force input unit (1410) that receives the restoration force from the restoration force calculation unit (1300), a restoration force output unit (1420) that outputs the input restoration force to an administrator or user terminal, and a fluid movement unit (1430) that moves the fluid within a plurality of fluid tanks arranged in the vessel according to the restoration force.

[0109] It is effective for the restoring force input unit (1410) to receive the restoring force moment calculated through the restoring force calculation unit (1300) and to store it.

[0110] It is desirable for the restoring force output unit (1420) to transmit the input restoring force moment in real time to an administrator or user terminal.

[0111] The fluid moving part (1430) may include various structures for moving fluid according to the provided restoring force.

[0112] The fluid movement unit (1430) includes a movement determination unit (1431) that determines the movement of the fluid according to the input restoring force, a valve control unit (1432) that controls a valve for fluid movement according to the determination of the movement determination unit (1431), and a pump control unit (1433) that controls a pump for controlling the movement speed of the fluid.

[0113] The movement decision unit (1431) determines whether to move the fluid from right to left or from left to right based on the calculated restoring force. Additionally, it is effective to determine which fluid tank to move the fluid to which fluid tank by using the stored tank information and the fluid information within the tank.

[0114] The valve control unit (1432) is effective in turning the valve on or off so that the transfer pipe for fluid transfer between the two fluid tanks is connected when the fluid transfer is determined by the transfer determination unit (1431).

[0115] In addition, the pump control unit (1433) also effectively controls the pump so that the fluid can move into the connected moving pipe in the direction determined by the movement determination unit.

[0116] The restoration control unit (1400) can directly control the valve and pump. Of course, it is not limited to this; it is also possible to generate signals for controlling the valve and pump separately and transmit them to the integrated engine control unit to control the valve and pump through the integrated engine control unit. Of course, the above description explained that the restoration control unit (1400) controls the restoring force through the movement of fluid. However, it is not limited to this; it is also possible to control the restoring force by changing values ​​corresponding to information managed by the variable information management unit managed by the information management unit. For example, it is possible to restore the restoring force by moving the position of the cargo forward, backward, left, and right, or by positioning the armament forward, backward, left, and right.

[0118] In the foregoing, preferred embodiments of the present invention have been described and illustrated using specific terms, but such terms are intended solely to clarify the present invention, and it is obvious that various modifications and changes may be made to the embodiments and described terms of the present invention without departing from the technical spirit and scope of the following claims. Such modified embodiments should not be understood separately from the spirit and scope of the present invention, but should be considered to fall within the scope of the claims of the present invention. Explanation of the symbols

[0120] 100: Integrated Engine Control Unit 200: Tank Unit 210: Fluid tank 220: Fluid transfer pipe 230: Valve 240: Pump 300: Tank condition monitoring unit 400: Resilience calculation unit 410: Information receiving unit 420: Information measuring unit 430: Calculation unit 440: Restoring force output unit 500: Restoring force control unit 1100: Status check unit 1110: Attitude sensing unit 1120: Correction information sensing unit 1130: Status Determination Unit 1200: Information Management Unit 1210: Fixed Information Management Department 1220: Variable Information Management Department 1230: Environmental Information Management Department 1240: Management Communications Department 1300: Restoring Force Calculation Unit 1400: Restoring Control Unit 1410: Restoring force input section 1420: Restoring force output section 1430: Fluid transfer section

Claims

Claim 1 A ship stability maintenance system comprising: an integrated engine control unit for controlling the engine of a ship; a tank unit having a plurality of fluid tanks for storing fluid; a tank status monitoring unit for checking the status of each fluid tank within the tank unit; a stability calculation unit for calculating the ship's stability based on ship control information, tank status information, and sensing information from the integrated engine control unit; and a stability control unit for controlling the stability by moving the fluid within the tank unit using the result of the stability calculation unit; wherein the stability calculation unit comprises: an information receiving unit for receiving information for calculating the stability force; an information measuring unit for measuring information for calculating the stability force; a calculation unit for calculating the stability force based on the received information and the measured information; and a stability output unit for transmitting the calculated stability force to the outside; wherein the information measuring unit comprises: a tilt measuring unit for measuring the ship's tilt through a sensor; a ship image unit for acquiring image information related to the ship's attitude; and an attitude information generation unit for generating ship attitude information by correcting the tilt information measured based on the ship's image information, while verifying the ship's attitude information based on the image and the horizontal line. Claim 2 A ship stability maintenance system according to claim 1, wherein the tank section comprises: a plurality of fluid tanks provided in the ship; a plurality of fluid transfer pipes through which fluid moves between the plurality of fluid tanks; a plurality of valves for controlling the on / off of the plurality of fluid transfer pipes; and a plurality of pumps for controlling fluid movement within the fluid transfer pipes. Claim 3 A ship stability maintenance system according to claim 2, wherein the fluid transfer pipe comprises a plurality of extension pipes each extending into a plurality of fluid tanks, a plurality of connecting pipes connecting the extension pipes, and a plurality of connecting pipes joined together, and the plurality of valves comprises a plurality of extension valves located between the extension pipes and the connecting pipes, a connecting valve located between the connecting pipes and the connecting pipes, and a connecting valve located between the connecting pipes and the connecting pipes. Claim 4 A ship stability maintenance system according to claim 1, wherein the tank status monitoring unit comprises: a tank information storage unit that stores location and maximum storage capacity information of each fluid tank; a fluid measurement unit that measures the amount of fluid currently stored in each fluid tank; and a capacity calculation unit that calculates and stores the reserve capacity of the fluid tank through the measurements of the tank information storage unit and the fluid measurement unit. Claim 5 delete Claim 6 delete Claim 7 A ship restoring force maintenance system according to claim 1, wherein the restoring force control unit controls the restoring force by moving fluids within the tank unit through the result of the restoring force calculation unit, and moves fluids within fluid tanks facing each other with respect to the centerline of the ship in the opposite direction to the direction in which the ship is tilted. Claim 8 A ship stability maintenance system comprising: a status checking unit for checking the ship's status; an information management unit for acquiring and managing fixed element information, variable element information, and environmental element information; a stability calculation unit for calculating stability based on the ship's status and information from the information management unit; and a stability control unit for outputting the result of the stability calculation unit and restoring the ship based on the result; wherein the status checking unit comprises: an attitude sensing unit for sensing the ship's attitude status; a correction information sensing unit for sensing information for correcting the ship's attitude; and a status determination unit for determining the ship's status using the results from the attitude sensing unit and the correction information sensing unit; and wherein the correction information sensing unit comprises: a speed sensing module for receiving speed information of the ship; an image sensing module for receiving images of the ship's bow and stern; a first inclination checking module for extracting a horizontal line based on the sensed image information to check the ship's transverse inclination; and a second inclination checking module for extracting a bottom horizontal plane based on the image information and comparing it with the set horizontal extension direction of the bow and stern to check the ship's longitudinal inclination. Claim 9 delete Claim 10 delete Claim 11 A ship stability maintenance system according to claim 8, wherein the information management unit comprises: a fixed information management unit that stores and manages fixed element information; a variable information management unit that stores and manages variable element information whose value varies; an environment information management unit that stores and manages surrounding environment element information of the ship; and a management communication unit that provides information stored and managed in each management unit to a restoration calculation unit and a restoration control unit. Claim 12 A ship stability maintenance system according to claim 11, wherein the variable information management unit comprises: a cargo management module for verifying and managing cargo information; a weapon management module for verifying and managing weapon information; and a fluid management module for verifying and managing fluid information stored in the ship, such as fuel. Claim 13 A ship restoring force maintenance system according to claim 8, wherein the restoring control unit comprises: a restoring force input unit that receives the restoring force from the restoring force calculation unit; a restoring force output unit that outputs the input restoring force to an administrator or user terminal; and a fluid movement unit that moves fluid within a plurality of fluid tanks arranged within the ship according to the restoring force. Claim 14 delete

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