System and method for evaluating risk area in ship to prevent marine passenger accident, and computer program therefor

Abstract

A system for evaluating a risk area in a ship may comprise: a database configured to store location information of a boundary structure in a ship and location information of one or more photographing devices disposed in the ship; a reception module configured to receive image information from the one or more photographing devices and receive navigation state information of the ship from a ship control system; and an evaluation module configured to calculate a risk level for an area in the ship on the basis of the location information of the boundary structure, the image information, and the navigation state information. Use of the system is advantageous in that the risk of each zone for an area in a ship, such as an exposed deck of a passenger ship, can be assessed in advance to thus prevent occurrence of an accident by, for example, installing a monitoring device in an area where accidents frequently occur.

Description

System and method for assessing risk areas on board ships to prevent maritime passenger accidents and a computer program therefor

[0001] The embodiments relate to a system and method for assessing risk areas onboard a ship to prevent maritime passenger accidents, and to a computer program for the same. More specifically, the embodiments relate to a technology that enables accident prevention by preemptively assessing the risk of each area onboard a ship, such as the exposed deck of a passenger ship, thereby enabling the installation of monitoring devices in areas prone to frequent accidents.

[0002] Marine activities inevitably involve the possibility of safety incidents. In a broad sense, a maritime incident refers to (1) an incident involving the structure, equipment, or operation of a vessel, resulting in death, disappearance, or injury; (2) an incident involving damage to a vessel, land-based facility, or offshore facility related to vessel operation; (3) an incident involving the loss, abandonment, or disappearance of a vessel; (4) an incident involving a vessel colliding, running aground, capsizing, sinking, or becoming unmaneuverable; or (5) an incident involving marine pollution related to vessel operation.

[0003] In particular, accidents related to human safety at sea (also referred to herein as "maritime safety accidents," "maritime passenger accidents," or "maritime accidents") can result in fatal harm to individuals. However, despite the efforts of relevant government agencies to promote maritime safety, the public's overall safety awareness remains low, and the maritime environment and the structural characteristics of passenger ships present challenges in preventing passengers from falling or jumping, as well as in rescue operations. Consequently, casualties continue to occur.

[0004] In Korea, the rate of fatalities resulting from falls, suicides, and other causes of maritime passenger accidents is 17.3%, a very high rate compared to other maritime accidents. Furthermore, most passenger ships in Korea have long lengths (LOA) and multi-level structures to accommodate large numbers of passengers and vehicles simultaneously. This means multiple structures are positioned along the longitudinal and transverse sections of the deck, making it difficult to adequately monitor all areas of the deck, even with CCTV installed onboard.

[0005] According to one aspect of the present invention, a system and method for evaluating risk areas within a ship, such as the exposed deck of a passenger ship, can be provided, which can prevent accidents by preemptively evaluating the risk of each area within the ship, thereby installing monitoring devices in areas where many accidents occur, and a computer program therefor.

[0006] A system for evaluating a risk area within a ship according to one aspect of the present invention comprises: a database configured to store location information of boundary structures within the ship and location information of one or more photographing devices arranged within the ship; a receiving module configured to receive image information from the one or more photographing devices and to receive operation status information of the ship from a ship control system; and an evaluation module configured to calculate a risk level for an area within the ship based on the location information of the boundary structures, the image information, and the operation status information.

[0007] In one embodiment, the evaluation module is further configured to calculate the risk using a weighted product that reflects preset weights on each of a first value determined based on a distance between the area and the boundary structure, a second value determined based on visibility of the area in the image information, and a third value determined based on operating status information of the vessel.

[0008] In one embodiment, the operational status information includes information on whether the vessel is anchored and time information on when the vessel is operating.

[0009] In one embodiment, the evaluation module is further configured to divide the space within the vessel into a plurality of said regions based on the distance from the boundary structure, and to calculate the risk level for each of the plurality of said regions.

[0010] A method for evaluating a risk area within a ship according to one aspect of the present invention comprises: a step in which a risk area evaluation system within a ship stores location information of boundary structures within a ship and location information of one or more photographing devices arranged within the ship; a step in which the risk area evaluation system within a ship receives image information from the one or more photographing devices; a step in which the risk area evaluation system within a ship receives operation status information of the ship from a ship control system; and a step in which the risk area evaluation system within a ship calculates a risk level for an area within the ship based on the location information of the boundary structures, the image information, and the operation status information.

[0011] In one embodiment, the step of calculating the risk level includes: a step in which the shipboard risk area evaluation system determines a first value based on a distance between the area and the boundary structure; a step in which the shipboard risk area evaluation system determines a second value based on visibility of the area in the image information; a step in which the shipboard risk area evaluation system determines a third value based on operating status information of the ship; and a step in which the shipboard risk area evaluation system calculates the risk level using a weighted product in which preset weights are reflected in each of the first value, the second value, and the third value.

[0012] According to one embodiment, a method for assessing a risk area within a vessel further comprises, prior to the step of calculating the risk level, a step in which the risk area assessment system within the vessel divides the space within the vessel into a plurality of said areas based on the distance from the boundary structure. In this case, the step of calculating the risk level comprises a step in which the risk area assessment system within the vessel calculates the risk level for each of the plurality of said areas.

[0013] A computer program according to one aspect of the present invention is stored in a computer-readable recording medium to execute a method for evaluating a risk area in a ship other than the above-described embodiments in combination with hardware.

[0014] According to a system and method for evaluating a risk area on a ship according to one aspect of the present invention, the risk of a maritime passenger accident, such as falling and / or jumping, can be quantitatively and objectively evaluated for each area where there is a risk of passenger accidents, such as an exposed deck, in a specific environment on board a ship.

[0015] By using the system and method for evaluating risk areas within a ship according to one aspect of the present invention, there is an advantage in that accidents can be prevented through preemptive measures such as additional installation of surveillance devices such as CCTV in areas where many accidents occur by evaluating the risk of each area within the ship in advance.

[0016] Figure 1 is a conceptual diagram showing the operating environment of a risk area assessment system on a ship according to one embodiment.

[0017] FIG. 2 is a schematic block diagram showing the hardware configuration of a risk area assessment system on a ship according to one embodiment.

[0018] Figure 3 is a flowchart showing each step of a method for evaluating a risk area within a ship according to one embodiment.

[0019] Figure 4 is a plan view showing the location of the camera device on board the ship and the target area for calculating the risk level on the exposed deck as an example.

[0020] Figures 5a and 5b are conceptual diagrams showing the risk level calculated for each area within a ship by a method for evaluating risk areas within a ship according to one embodiment.

[0021] Figures 6a and 6b are further conceptual diagrams showing the risk level calculated for each area within a ship by a method for evaluating risk areas within a ship according to one embodiment.

[0022] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

[0023] Figure 1 is a conceptual diagram showing the operating environment of a risk area assessment system on a ship according to one embodiment.

[0024] Referring to FIG. 1, the shipboard risk area assessment system (2) according to embodiments is operated to receive image information captured from the interior and exterior spaces of a ship from one or more photographing devices (100) installed on a passenger ship, cargo ship, or any other type of ship (1). For example, the photographing devices (100) may be CCTVs installed in any location, such as a wheelhouse, cabin, or deck of a passenger ship. In addition, in one embodiment, one or more photographing devices (100) may be installed on an exposed deck of the ship (1). However, the location of the photographing devices (100) is not limited thereto.

[0025] The risk area assessment system (2) within a ship can store the location information of one or more photographing devices (100) installed on the ship (1) and the location information of boundary structures that serve as reference points for determining whether an accident has occurred, such as a railing installed on the deck of the ship (1). In addition, the risk area assessment system (2) within a ship can receive image information from the photographing device (100) and receive information on the operation status of the ship (1) from the control system (110) of the ship (1). The risk area assessment system (2) within a ship can calculate the risk level of each area within the ship (1) through a combination of information stored or received in the risk area assessment system (2) within a ship.

[0026] In addition, in one embodiment, the risk area assessment system (2) within a ship outputs notification information in the form of a video and / or sound when the calculated risk level for one or more areas within the ship (1) is higher than a preset threshold (in this specification, this is also referred to as first notification information), or / and can transmit notification information about abnormal behavior to the control system (110) of the ship (1), a server (3) of a relevant organization such as the Coast Guard, and / or a ship (4) located nearby (in this specification, this is also referred to as second notification information).

[0027] For the above operation, the shipboard risk area assessment system (2) can be communicatively connected to one or more photographing devices (100), a control system (110), a related organization server (3), and / or a surrounding ship (4) through a communication method via a wired and / or wireless network. In this specification, the communication method via a wired and / or wireless network can be implemented using any communication method that allows objects to network with each other, and is not limited to wired communication, wireless communication, 3G, 4G, 5G communication, or other methods.

[0028] Systems, devices, and servers according to the embodiments may be entirely hardware, or may have aspects that are partially hardware and partially software. For example, the systems, devices, or servers described herein and each unit included therein may collectively refer to hardware and related software for processing data of a specific format and content and / or exchanging data electronically. As used herein, terms such as "unit," "module," "device," "terminal," "server," or "system" are intended to refer to a combination of hardware and software driven by the hardware. For example, hardware may be a data processing device including a CPU or other processor. In addition, software driven by hardware may refer to a running process, object, executable, thread of execution, program, etc.

[0029] In one embodiment, the onboard risk area assessment system (2) includes a receiving module (20), a database (DB) (21), and an assessment module (22). In one embodiment, the onboard risk area assessment system (2) may further include a notification module (23). In addition, each of these functional units of the onboard risk area assessment system (2) may be implemented at least partially using the hardware (200) of the onboard risk area assessment system (2).

[0030] Here, each element constituting the shipboard risk area assessment system (2) is not necessarily intended to refer to a physically distinct and separate device. That is, each functional unit of the shipboard risk area assessment system (2) illustrated in Fig. 2 is merely functionally distinguished according to the operations performed by the hardware constituting the shipboard risk area assessment system (2) and / or the software implemented thereby, and each component does not necessarily have to be provided independently of each other. Of course, depending on the embodiment, it is also possible for one or more of the aforementioned functional units to be implemented as a physically distinct and separate device.

[0031] DB (21) can store location information of one or more boundary structures located on the ship (1), such as a deck railing of the ship (1). In addition, DB (21) can store location information of one or more photographing devices (100), such as CCTVs, placed on the ship (1).

[0032] The receiving module (20) is configured to receive image information of a space within a ship (1) from a photographing device (100). In addition, the receiving module (20) can receive ship operation status information from the ship's control system (110). At this time, the operation status information may include information indicating whether the ship (1) is at anchor or underway, or / and time information regarding the ship (1) underway. At this time, the time information may be defined as a predetermined section (e.g., day / night, etc.) to which the current time belongs.

[0033] The evaluation module (22) divides the space within the ship (1) into multiple areas based on the information received by the receiving module (20) and the information previously stored in the DB (21), and can calculate the risk level for each divided area based on the information received by the receiving module (20) and the information stored in the DB (21).

[0034] For example, the evaluation module (22) can calculate the risk of each area using a first value determined based on the distance between each area within the ship (1) and a boundary structure, a second value determined based on the visibility of each area in the image information received by the receiving module (20), and a third value determined based on the operating status information of the ship (1). In order to calculate the risk from the first to third values ​​described above, a weighted product that reflects a weight to each value may be used, but is not limited thereto, and a specific method for calculating the risk will be described in detail later with reference to FIG. 3.

[0035] If, as a result of calculating the risk level through the evaluation module (22), there is an area within the ship (1) whose risk level is higher than a preset threshold, the notification module (23) can output the result of calculating the risk level as first notification information through a sound and / or video output device (not shown) equipped on the ship (1).

[0036] Alternatively, the notification module (23) may transmit the risk calculation result as second notification information to one or more servers or terminal devices associated with the operation of the ship (1). In this case, the servers or terminal devices associated with the operation of the ship (1) may include, but are not limited to, a control system (110) which is an operation system of the ship (1) accessible from the wheelhouse of the ship (1), a server (3) of a related organization such as the Coast Guard, a nearby ship (4), and / or a mobile device (not shown) of a manager (e.g., captain, crew member, helmsman, etc.) associated with the operation of the ship (1).

[0037] In one embodiment, the notification module (23) can automatically release the buoy device (130) onto the water by transmitting a control command to the control system (110) of the ship (1) to release the buoy device (130) in the direction of the corresponding area from the ship (1) when the risk calculated by the evaluation module (22) is above a certain level. The buoy device (130) is equipped with a location transmission function based on a Global Positioning System (GPS) and is a device configured to float and remain on the water, and is intended to provide priority assistance until rescue personnel arrive in the event of a passenger's fall or suicide.

[0038] Furthermore, in one embodiment, the notification module (23) may further transmit the identification information of the released buoy device (130) to one or more external servers or terminal devices, such as a server (3) of a related organization or a nearby vessel (1), thereby enabling the related organization or other nearby vessels to accurately recognize the location where a dangerous situation has occurred through the location information of the buoy (130).

[0039] FIG. 2 is a schematic block diagram showing the hardware configuration of a risk area assessment system on a ship according to one embodiment.

[0040] Referring to FIG. 2, the shipboard risk area assessment system according to the embodiments is implemented in the form of a computing device including hardware (200), and may include a memory (210), a processor (220), a communication module (230), and an input / output unit (240).

[0041] The memory (210) is a non-transitory computer-readable recording medium and may include a permanent mass storage device such as a random access memory (RAM), a read only memory (ROM), a disk drive, a solid state drive (SSD), a flash memory, etc. Here, the non-permanent mass storage device such as a ROM, an SSD, a flash memory, a disk drive, etc. may be included in the above-described device or server as a separate permanent storage device distinct from the memory (210).

[0042] Additionally, the memory (210) may store an operating system and at least one program code (e.g., code for a security module or an application installed to provide a specific service). These software components may be loaded from a computer-readable recording medium separate from the memory (210). This separate computer-readable recording medium may include a computer-readable recording medium such as a floppy drive, a disk, a tape, a DVD / CD-ROM drive, or a memory card.

[0043] In another embodiment, the software components may be loaded into the memory (210) via a communication module (230) rather than a computer-readable recording medium. For example, at least one program may be loaded into the memory (210) based on a computer program that is installed by files provided over a network by developers or a file distribution system (e.g., an application store service server) that distributes installation files for applications.

[0044] The processor (220) may be configured to process instructions of a computer program by performing basic arithmetic, logic, and input / output operations. Instructions may be provided to the processor (220) by the memory (210) or the communication module (230). For example, the processor (220) may be configured to execute instructions received according to program code stored in a storage device such as the memory (210).

[0045] The communication module (230) may provide a function for the shipboard risk area assessment system to communicate with the photographing device (100), the control system (110), the relevant organization server (3), and / or the surrounding ships (4) via a network. In addition, the communication module (230) may provide a function for the shipboard risk area assessment system to communicate with one or more other devices via a wired and / or wireless network. That is, the communication module (230) is a part that realizes each functional module described above with reference to FIG. 1 by having its function controlled by the processor (220) referencing the memory (210).

[0046] The input / output unit (240) may be a means for interfacing with an external input / output device (not shown). For example, external input devices may include devices such as a keyboard, mouse, microphone, camera, etc., and external output devices may include devices such as a display, speaker, haptic feedback device, etc. As another example, the input / output unit (240) may be a means for interfacing with a device that integrates input and output functions, such as a touchscreen.

[0047] In addition, in other embodiments, the shipboard risk area assessment system may include more hardware components than those illustrated in FIG. 2, depending on the nature of the device to which it is applied. For example, when the shipboard risk area assessment system is applied to a terminal device used by a user, it may be implemented to include at least some of the above-described input / output devices, or may further include other components such as a transceiver, a GPS (Global Positioning System) module, a camera, various sensors, a database, etc. As a more specific example, when the terminal device is a smartphone, it may be implemented to further include various components that are generally included in a smartphone, such as an acceleration sensor or a gyro sensor, a camera module, various physical buttons, buttons using a touch panel, input / output ports, and a vibrator for vibration.

[0048] The method for assessing a risk area within a ship described below can be performed by a risk area assessment system within a ship implemented in the form of a computing device including the hardware (200) configuration described above with reference to FIG. 2. For example, the method for assessing a risk area within a ship can be provided to a user in the form of a service based on at least one of an application, software, or other program operating on a user device and / or a server.

[0049] Figure 3 is a flowchart illustrating each step of a method for assessing risk areas within a vessel according to one embodiment. For convenience of explanation, the method for assessing risk areas within a vessel according to this embodiment will be described below with reference to Figures 1 and 3.

[0050] First, the location of the boundary structure of the ship (1) and the location information of one or more photographing devices (100) within the ship (1) can be stored in the DB (21) of the risk area assessment system (2) within the ship (S1). In this specification, the boundary structure is described using a railing on an exposed deck as an example, but the type of boundary structure is not limited thereto, and any structure that serves as a standard for determining that there is a high risk of a maritime safety accident, such as a fall or jumping, when a passenger is located beyond the location of the structure can be considered a boundary structure.

[0051] Next, the shipboard risk area assessment system (2) can divide the space within the ship (1) into multiple zones based on the distance from the boundary structure (S2). Expert research and statistics show that the risk of maritime safety accidents varies depending on the distance from the railing. In this specification, the distance from each point within the ship (1) to the boundary structure is also referred to as the "boundary distance."

[0052] For example, when the height of the railing is 95 cm, the risk of an accident varies depending on which section the distance to the railing falls into: (i) less than 60 cm (a person can stand and touch the railing and step over it), (ii) 60 cm or more and less than 1 m (a person can lean over and touch the railing and put one foot on it), (iii) 1 m or more and less than 1 m 10 cm (a person can touch the railing if they lean over completely, but it is difficult to step over it), or (iv) 1 m 10 cm or more and less than 1 m 20 cm (a person cannot touch the railing and is difficult to step over it even if they lean over it).

[0053] Therefore, in this embodiment, the evaluation module (22) of the risk area evaluation system (2) within a ship can divide the space within the ship (1) into multiple areas depending on which of the above-mentioned sections (i) to (iv) the distance to the railing of the ship (1) belongs to. In addition, in one embodiment, the evaluation module (22) can also set each area within the ship (1) by further reflecting whether an image of the area can be viewed by the photographing device (100) installed on the ship (1).

[0054] Next, the receiving module (20) of the shipboard risk area assessment system (2) can receive image information from one or more photographing devices (100) installed on the ship (1). In addition, the receiving module (20) can receive operating status information of the ship (1) from the control system (110) of the ship (1) (S3). This can be performed through communication between the shipboard risk area assessment system (2) and the control system (110), or in another embodiment, the shipboard risk area assessment system (2) itself can be implemented as a part of the control system (110).

[0055] Next, the evaluation module (22) of the risk area evaluation system (2) within a ship determines a risk value according to the distance from each point within the ship (1) to the boundary structure (boundary distance), whether or not the point is visible from the photographing device (100) or the degree to which it is visible (visibility), and the operating status of the ship (1) (e.g., anchoring / operating, day / night) (S4), and can calculate a risk value for each area within the ship (1) by synthesizing the three risk values ​​described above (S5).

[0056] For example, the risk level of each area produced by this embodiment can be expressed as in the following mathematical expression 1.

[0057] [Mathematical Formula 1]

[0058] Risk = (d×w d ) × (c×w c ) × (s×w s)

[0059]

[0060] In the above mathematical expression 1, d represents the first risk value (accident probability) according to the boundary distance, c represents the second risk value (accident probability) according to the visibility in the image information, and s represents the third risk value (accident severity) according to the ship's operating status. In addition, w d , w c and w s represents the weight applied to each risk value.

[0061] In one embodiment, the first risk value may be determined as shown in Table 1 below, depending on the interval to which the boundary distance belongs.

[0062] Boundary distance (m) 1st risk value Over 1.0 3.00 Over 0.6 Less than 1.0 3.73 Less than 0.6 4.27

[0063] Also, in one embodiment, the second risk value may be determined as shown in Table 2 below depending on whether the corresponding area is within or outside the visible range of the image information. In Table 2 below, being outside the visible range is intended to include not only the area being located far from the photographing device (100) and thus invisible, but also the area becoming invisible in the image information due to any cause such as movement in the direction of the photographing device (100)'s gaze or a foreign substance adhering to the photographing device (100).

[0064] Visibility 2 Risk Value Within Visibility Range 2.93 Outside Visibility Range 4.27

[0065] Additionally, in one embodiment, the third risk value may be determined according to the operating status of the vessel as shown in Table 3 below.

[0066] Operational Status 3rd Risk Value: Operating / Daytime 4.27 Operating / Nighttime 4.93 Anchored / Daytime 3.40 Anchored / Night 4.27

[0067] Furthermore, in one embodiment, the weight for each risk value can be determined as shown in Table 4 below.

[0068] Value weighting: 1st risk value 0.29, 2nd risk value 0.23, 3rd risk value 0.48

[0069] The final risk can be determined in the form of mathematical expression 1 by calculating a weighted product by applying the weights described in Table 4 to the first to third risk values ​​determined by each numerical interval described in Tables 1 to 3 above (S5).

[0070] Each risk value and its weighting value described in Tables 1 to 4 above were determined by averaging the risk values ​​assigned by experts for each situation through multiple expert interviews conducted by the inventors of the present invention. However, the numerical range and weighting values ​​for determining the risk value in the shipboard risk area assessment system (2) according to the embodiments are not limited to the examples described in this specification, and may be appropriately set depending on the purpose for which the shipboard risk area assessment system (2) according to the embodiments is applied.

[0071] For example, the upper and lower limits of the interval of the boundary distance for determining the first risk value may be appropriately determined as 60 cm, 1 m, 1 m 10 cm, 1 m 20 cm, or other numerical values ​​not described herein. As another example, the visibility for determining the second risk value is determined in Table 2 based on whether the corresponding area in the image information is within the visible range (i.e., whether the corresponding area is visible in the image information) or outside the visible range (i.e., whether the corresponding area is not visible in the image information), but in other embodiments, the second risk value may be determined by visibility defined in another way, such as how often the corresponding point in the image information becomes invisible.

[0072] In one embodiment, the notification module (23) of the risk area assessment system (2) within a ship may generate a notification when, based on the risk calculation results, there is an area within the ship (1) whose risk level is higher than a preset threshold value (S6). For example, the notification module (23) may generate first notification information to provide an alarm in the form of video and / or audio to management personnel operating the ship (1), such as the captain, crew, and helmsman, and may transmit the first notification information to one or more output devices (not shown), such as a monitor or speaker, installed in the ship (1) for outputting the first notification information. For example, the output device for outputting the first notification information may refer to a device equipped in the control system (110) corresponding to the operation system of the ship (1), but is not limited thereto.

[0073] In addition, the notification module (23) may transmit a notification indicating that the risk level is above a threshold value as second notification information to one or more servers or terminal devices. At this time, the server or terminal device receiving the second notification information may be the control system (110) of the ship (1) or a mobile device such as a smartphone of management personnel operating the ship (1), such as the captain, crew, or helmsman. In addition, the server or terminal device receiving the second notification information may be a server (3) of a related organization such as the Coast Guard, or a control system of one or more other ships (4) located geographically adjacent to the ship (1). Furthermore, the second notification information may include information on the type of abnormal behavior detected.

[0074] Previously, even when an alarm system was established to address passenger falls or suicides, there was a problem in that alarms could be difficult to recognize because management personnel who understand the ship's operational structure did not constantly check for alarms. On the other hand, in the shipboard risk area assessment method according to embodiments of the present invention, notifications are transmitted in a mixed manner using multiple methods, including sound and / or screen output using output devices, notifications to relevant organizations or nearby ships, and notifications sent to the mobile devices of each management personnel (text messages, push notifications via applications, etc.), allowing the relevant personnel to immediately recognize dangerous situations.

[0075] In one embodiment, the notification module (23) of the shipboard risk area assessment system (2) may transmit a control command to the control system (110) to release a buoy device (130) toward an area where a high risk level is calculated from the ship (1). This control command may be automatically executed by the control system (110) or upon confirmation by the crew, thereby automatically executing rapid life-saving measures when necessary.

[0076] In addition, in one embodiment, the notification module (23) may transmit identification information about the released buoy device (130) to the relevant authorities and / or surrounding vessels (4). The buoy device (130) has its own GPS function and can transmit location information, but the relevant authorities or surrounding vessels (4) cannot identify which buoy device (130) was released in relation to which crisis situation. In this case, the notification module (23) transmits identification information about the automatically or manually released buoy device (130) to the relevant authorities' server (3) and / or surrounding vessels (4), thereby allowing the relevant authorities or surrounding vessels' personnel to identify the location of the safety accident through the GPS signal of the identified buoy device (130) and provide assistance.

[0077] Fig. 4 is a plan view exemplarily showing the locations of onboard camera devices and the target areas for calculating risk levels within an exposed deck. Fig. 4 shows exemplary locations of one or more camera devices (101 to 103) installed on the deck area of ​​a ship (1). In this specification, risk calculation through a risk area evaluation method according to embodiments will be described, taking as an example the exposed deck space (A) within the shooting range of the camera device (102).

[0078] Figures 5a and 5b are conceptual diagrams showing the risk level calculated for each area by a method for evaluating a risk area within a ship according to one embodiment for the exposed deck space (A) of Figure 4.

[0079] Referring to FIGS. 5a and 5b, in the risk area evaluation method according to the embodiments, the width (W1, W2) of each area (500) can be defined according to the distance from the longitudinal (ship length direction) railing of the ship, and the length (L1, L2) of each area (500) can be defined according to the distance from the transverse (ship length direction) railing of the ship.

[0080] In the ship on which the inventors conducted the research, the exposed deck area (A) has a length of 19.4 m and a width of 15.6 m, and when the distance from the railing, which is a boundary structure, is classified into three sections of more than 1 m, more than 60 cm, less than 1 m, and less than 60 cm, the exposed deck area (A) can be divided into a plurality of sections (500) as illustrated in FIG. 5a.

[0081] In addition, the virtual lines (501, 502) in FIGS. 5a and 5b are intended to indicate the visible range of the photographing device (102), and the spaces (510, 520) located behind the lines (501, 502) with respect to the photographing device (102) cannot be imaged by the photographing device (102). Therefore, in calculating the risk value, the areas located in the corresponding spaces (510, 520) must be classified as being outside the visible range.

[0082] By applying the risk calculation process described above with reference to the above area division criteria and Tables 1 to 4, the final risk for each area (500) shown in FIG. 5a can be calculated as shown in Table 5 below.

[0083] Boundary distance visibility During operation / day During operation / night During anchorage / day During anchorage / night Over 1m Within visibility range 2.5 2.9 2.0 2.5 Over 0.6m Less than 1m Within visibility range 3.1 3.6 2.5 Less than 3.10 6m Within visibility range 3.6 4.12 8 3.6 Over 1m Outside visibility range 3.6 4.2 2.9 3.6 Over 0.6m Less than 1m Outside visibility range 4.5 5.2 3.6 4.5 Less than 0.6m Outside visibility range 5.2 6.0 4.15.2

[0084] The numbers displayed in each area (500) in FIGS. 5a and 5b represent the final risk level of the area (500), and FIG. 5a represents the risk level when the operating status is [in operation / daytime], while FIG. 5b represents the risk level when the operating status is [in operation / daytime].

[0085] In addition, FIGS. 6a and 6b are further conceptual diagrams showing the risk calculated for each area by a method for evaluating risk areas within a ship according to an embodiment for the exposed deck space (A) of FIG. 4. FIG. 6a shows the risk when the operating status is [At anchor / daytime], and FIG. 6b shows the risk when the operating status is [At anchor / daytime].

[0086] By applying the risk area assessment method on a ship according to the embodiments of the present invention discussed above, the degree of risk can be quantified for areas such as the deck of a ship with a high risk of marine safety accidents, and the ship's operating status (e.g., anchoring / operating, day / night, etc.), which has a significant influence on the severity of the accident, can be reflected in the risk assessment. The risk area assessment method on a ship according to the embodiments of the present invention has the advantage of being able to prevent accidents in advance or to quickly search and rescue victims when an accident occurs by diagnosing the possibility of an accident due to a passenger jumping or falling from a ship in advance.

[0087] The operations of the method for assessing risk areas on board a ship according to the embodiments described above can be implemented at least partially as a computer program and recorded on a computer-readable recording medium. The computer-readable recording medium on which the program for implementing the operations of the method according to the embodiments is recorded includes all types of recording devices that store data that can be read by a computer. Examples of the computer-readable recording medium include ROM, RAM, CD-ROM, magnetic tape, floppy disk, and optical data storage devices. In addition, the computer-readable recording medium can be distributed across network-connected computer systems, so that the computer-readable code can be stored and executed in a distributed manner. In addition, the functional programs, codes, and code segments for implementing the present embodiment will be readily understood by those skilled in the art to which the present embodiment pertains.

[0088] While the present invention has been described above with reference to the embodiments illustrated in the drawings, these are merely exemplary, and those skilled in the art will appreciate that various modifications and variations of the embodiments are possible. However, such modifications should be considered within the technical protection scope of the present invention. Therefore, the true technical protection scope of the present invention should be determined by the technical spirit of the appended claims.

[0089] The embodiments relate to a system and method for assessing risk areas onboard a ship to prevent maritime passenger accidents, and to a computer program for the same. More specifically, the embodiments relate to a technology that enables accident prevention by preemptively assessing the risk of each area onboard a ship, such as the exposed deck of a passenger ship, thereby enabling the installation of monitoring devices in areas prone to frequent accidents.

Claims

1. A database configured to store location information of boundary structures within a ship and location information of one or more photographing devices placed within the ship; A receiving module configured to receive image information from one or more of the above photographing devices and receive operating status information of the vessel from a vessel control system; and A risk area assessment system within a ship, comprising an assessment module configured to calculate a risk level for an area within the ship based on location information of the above boundary structure, the image information, and the operation status information.

2. In paragraph 1, A system for evaluating a risk area within a ship, wherein the evaluation module is further configured to calculate the risk level by using a weighted product that reflects preset weights to each of a first value determined based on the distance between the area and the boundary structure, a second value determined based on the visibility of the area in the image information, and a third value determined based on the operating status information of the ship.

3. In paragraph 1, The above-mentioned operational status information is a risk area assessment system within a ship that includes information on whether the ship is anchored and information on the time the ship is in operation.

4. In paragraph 1, The above evaluation module, A risk area assessment system within a ship further configured to divide the space within the ship into a plurality of said areas based on the distance from the above boundary structure, and to calculate the risk level for each of the plurality of said areas.

5. A step of the risk area assessment system within the ship storing location information of boundary structures within the ship and location information of one or more photographing devices placed within the ship in the risk area assessment system within the ship; The step of the risk area assessment system within the ship receiving image information from one or more photographing devices; The step of the risk area assessment system within the ship receiving the ship's operating status information from the ship control system; and A method for evaluating a risk area within a ship, comprising a step of the risk area evaluation system within the ship calculating a risk level for an area within the ship based on location information of the boundary structure, the image information, and the operation status information.

6. In paragraph 5, The steps for calculating the above risk are: A step of the risk area assessment system within the ship determining a first value based on the distance between the area and the boundary structure; A step in which the risk area assessment system within the ship determines a second value based on visibility of the area in the image information; The step of the risk area assessment system within the ship determining a third value based on the operating status information of the ship; and A method for evaluating a risk area within a ship, wherein the risk area evaluation system within the ship comprises a step of calculating the risk level by using a weighted product that reflects preset weights to each of the first value, the second value, and the third value.

7. In paragraph 5, A method for assessing risk areas within a ship, wherein the above-mentioned operational status information includes information on whether the ship is anchored and information on the time during which the ship is in operation.

8. In paragraph 5, Before the step of calculating the risk level, the risk area assessment system within the ship further includes a step of dividing the space within the ship into a plurality of said areas based on the distance from the boundary structure. A method for evaluating risk areas within a ship, wherein the step of calculating the risk level comprises a step in which the risk area evaluation system within the ship calculates the risk level for each of the plurality of areas.

9. A computer program stored on a computer-readable recording medium that is combined with hardware to execute a method for assessing risk areas within a ship according to any one of clauses 5 to 8.

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