CN-121998217-A - Ship navigation safety analysis method and system based on dynamic data control

CN121998217ACN 121998217 ACN121998217 ACN 121998217ACN-121998217-A

Abstract

The invention discloses a ship navigation safety analysis method and a system based on dynamic data control, which are used for improving the accuracy and the comprehensiveness of data acquisition by defining the acquisition standard of three types of core data and combining multi-source collaborative acquisition and electronic chart calibration, solving the problem of multi-source data compatibility, breaking data islands and providing reliable data support for subsequent work by standardized preprocessing, unified coordinate system adaptation and classification coding. By constructing three types of three-dimensional coordinate marking models, risk distribution and potential safety hazard positioning are clearly presented, subjective deviation is avoided by standardized marking rules, and evaluation scientificity is improved. And a superposition fusion strategy is adopted to realize alignment and association fusion of three types of models, so that a full-area fusion model is formed, and the comprehensiveness of risk assessment is enhanced. Safety weights are distributed based on accident statistics, comprehensive safety coefficients are calculated through weighted summation, navigation risks are evaluated quantitatively, navigable and dangerous areas are divided, and a standardized data set is output. Improved selection The algorithm solves the optimal path, and both safety and efficiency are considered. The dynamic data is monitored in real time in the ship navigation, burst risks are captured, and a guarantee is provided for dynamic response adjustment.

Inventors

WANG CHENYANG
MA DIANGUANG
KONG XIANWEI
KANG SUHAI
LI XIAOCHEN
JI CHAO
LI XIAOSONG
DUAN YU
ZHENG XIN

Assignees

交通运输部天津水运工程科学研究所

Dates

Publication Date: 20260508
Application Date: 20260226

Claims (10)

1. The ship navigation safety analysis method based on dynamic data control is characterized by comprising the following steps: Three types of data including landform data, dynamic barrier data and marine environment dynamic data in a ship navigation area are collected and preprocessed in real time, and the three types of data are adapted to a unified coordinate system; Based on the three types of preprocessed data, respectively constructing corresponding three-dimensional coordinate marking models under a unified coordinate system; Carrying out space superposition and association fusion on the data of the three types of three-dimensional coordinate marking models in a unified coordinate system through a superposition fusion strategy to obtain a fusion model; Determining a comprehensive safety coefficient threshold and a safety level based on a ship navigation safety standard, classifying risk types and corresponding risk levels of each coordinate point and navigation areas in the fusion model, determining a navigable area and a dangerous area, and outputting a navigation safety comprehensive data set; Solving the navigation safety comprehensive data set through an optimal path solving algorithm to obtain an optimal path of the ship; In the navigation of the ship in the optimal path, monitoring the change of dynamic obstacle data and marine environment dynamic data in real time, and calculating the path deviation between the current navigation position of the ship and the navigable area; When the path deviation is larger than the comprehensive deviation threshold, triggering a dynamic response adjustment strategy, and performing safety fine adjustment on the local path based on a plurality of response mapping functions and hierarchical fine adjustment rules in the dynamic response adjustment strategy; After the safety fine tuning is finished, the fine-tuned local path data are synchronized to the fusion model, and the data safety parameters, risk parameters and path parameters of the corresponding coordinate points are updated to ensure the data consistency of the fusion model and the ship control system.
2. The method for analyzing the navigation safety of the ship based on the dynamic data control of claim 1, wherein the geomorphic data comprises plane coordinate data, water depth data and geomorphic feature data; The dynamic obstacle data includes marine float data, other vessel data, and other course data; The marine environmental dynamic data includes ocean current data and wind data.
3. The method for analyzing the navigation safety of the ship based on the dynamic data control according to claim 2, wherein the marking rules comprise a landform data marking rule, a dynamic obstacle data marking rule and a marine environment dynamic data marking rule; the landform data marking rule marks landform data coordinate points, safety parameters and risk parameters under a unified coordinate system, wherein the safety parameters comprise landform safety levels, and the risk parameters comprise landform types and seabed gradients corresponding to landform feature data; The dynamic obstacle data marking rule is a dynamic obstacle data real-time coordinate point safety parameter and a dynamic risk parameter under a unified coordinate system, wherein the safety parameter comprises an obstacle safety interference level, and the dynamic risk parameter comprises a floater type, a floater size and a floatation speed of marine floater data; The marine environment data marking rule marks marine environment monitoring coordinate points, safety parameters and environment risk parameters under a unified coordinate system, wherein the safety parameters comprise environment safety levels, and the environment risk parameters comprise ocean current speeds, ocean current directions and ocean current levels of ocean current data, and wind speeds, wind directions and wind speed levels of wind power data.
4. The method for analyzing ship navigation safety based on dynamic data control according to claim 3, wherein the superposition fusion strategy comprises: Carrying out coordinate consistency verification on the geomorphic coordinate marking model, the dynamic obstacle coordinate marking model and the marine environment coordinate marking model under a unified coordinate system, ensuring that the coordinate deviation of the same space coordinate point in the three models is smaller than a deviation threshold value, and correcting by a linear interpolation method if the coordinate deviation is larger than the deviation threshold value deviation, so as to ensure the coordinate alignment precision; Extracting security parameters and risk parameters corresponding to each coordinate point in the three types of models, wherein the risk parameters are subjected to quantization assignment according to the level in the marking rule, and the security parameters are subjected to normalization processing according to the corresponding adaptation standard, so that the association superposition of different types of parameters is ensured; Carrying out association fusion on three types of model parameters of the same coordinate point, carrying out one-to-one association binding on safety parameters and risk parameters corresponding to landforms, dynamic barriers and marine environments, and reserving original quantization information of each parameter; and integrating the associated parameters of the three types of models through a spatial superposition algorithm to form a fusion model, wherein the fusion model comprises all the monitorable coordinate points under a unified coordinate system, and each coordinate point corresponds to the security parameters and the risk parameters of the associated three types of data.
5. The method for analyzing ship navigation safety based on dynamic data control according to claim 4, wherein the safety weight strategy comprises: According to the navigation safety priority of the ship, safety weights are respectively defined for the safety parameters of the three models; the safety weight distribution is determined according to the influence degree of three types of data on ship navigation safety, wherein the safety weight of the landform data is greater than that of the dynamic obstacle data and greater than that of the marine environment dynamic data; the comprehensive safety coefficient is a quantization index for measuring the navigation safety of a certain coordinate point, the value range is [0,1], the closer the comprehensive safety coefficient is to 1, the higher the navigation safety of the coordinate point is, and the closer the comprehensive safety coefficient is to 0, the lower the safety is.
6. The method for analyzing ship navigation safety based on dynamic data control according to claim 5, wherein the dynamic response adjustment strategy comprises: In the navigation process of the optimal path, the change of dynamic obstacle data and marine environment dynamic data is monitored in real time, and safety parameters and risk parameters of corresponding coordinate points in the fusion model are synchronously extracted to obtain corresponding response mapping functions; calculating a comprehensive deviation threshold according to the response mapping function; calculating the path deviation between the current navigation position of the ship and the navigable area in real time, comparing the actual path deviation with a comprehensive deviation threshold value, and triggering dynamic response adjustment when the actual path deviation is larger than the comprehensive deviation threshold value; Based on the grading fine tuning rule, the differential fine tuning operation is executed by combining the comprehensive safety coefficient, the path deviation and the risk parameter grade.
7. The method for analyzing ship navigation safety based on dynamic data control according to claim 6, wherein the response mapping function comprises a dynamic obstacle deviation response mapping function and a marine environment deviation response mapping function, and the corresponding deviation threshold value is calculated based on the dynamic obstacle risk parameter and the marine environment risk parameter respectively; The comprehensive deviation threshold is the maximum value of the dynamic obstacle deviation response mapping function and the marine environment deviation response mapping function.
8. The method of claim 6, wherein the dynamic response adjustment strategy further comprises synchronously triggering adjustment pre-warning if the integrated safety factor of the coordinate point of the current navigation area is lower than a safety threshold.
9. The method for analyzing the navigation safety of a ship based on dynamic data control according to claim 6, wherein the hierarchical fine tuning rule is divided into a medium fine tuning and an emergency fine tuning; When the path deviation is smaller than the comprehensive deviation threshold value of a preset multiple, invoking moderate fine tuning; When the path deviation is larger than the comprehensive deviation threshold value of the preset multiple, the navigation speed of the ship is reduced, the risk avoidance path is reconstructed, and warning is triggered.
10. A ship voyage safety analysis system, characterized in that the system is used in the ship voyage safety analysis method based on dynamic data control as claimed in claims 1-9, the system comprises: the data acquisition preprocessing module is used for acquiring three types of data, namely, landform data, dynamic obstacle data and marine environment dynamic data in a ship navigation area in real time, preprocessing the three types of data, and adapting the three types of data to a unified coordinate system; The three-dimensional model construction module is connected with the data acquisition preprocessing module and is used for receiving the preprocessed three types of data, respectively constructing corresponding three-dimensional coordinate marking models under a unified coordinate system, and marking corresponding safety parameters and risk parameters for each model according to marking rules; The superposition fusion module is connected with the three-dimensional model construction module and is used for carrying out space superposition and association fusion on the data of the three types of three-dimensional coordinate marking models in a unified coordinate system through a superposition fusion strategy to generate a fusion model; the safety coefficient calculation and region division module is connected with the superposition fusion module and is used for calculating the comprehensive safety coefficient of each coordinate point in the fusion model through a safety weight strategy, determining a comprehensive safety coefficient threshold value and a safety level based on a ship navigation safety standard, dividing risk types and risk levels of each coordinate point and navigation regions, determining a navigable region and a dangerous region, and outputting a navigation safety comprehensive data set; The optimal path solving module is connected with the safety coefficient calculating and region dividing module and is used for solving the navigation safety comprehensive data set through an optimal path solving algorithm to obtain an optimal path of the ship; The dynamic monitoring and deviation calculating module is connected with the optimal path solving module and the data acquisition preprocessing module and is used for monitoring the change of dynamic obstacle data and marine environment dynamic data in real time when the ship sails along the optimal path and synchronously calculating the path deviation between the current sailing position of the ship and the sailable area; The dynamic response adjustment module is connected with the dynamic monitoring and deviation calculation module and the superposition fusion module and is used for executing a dynamic response adjustment strategy, calculating a comprehensive deviation threshold value based on a response mapping function, comparing the actual path deviation with the comprehensive deviation threshold value, triggering dynamic response adjustment, calling a moderate fine adjustment or emergency fine adjustment rule to execute differential fine adjustment operation, synchronizing fine-adjusted local path data to the fusion model after fine adjustment is completed, and updating the safety parameter, the risk parameter and the path parameter of the corresponding coordinate point; The data interaction module is connected with the dynamic response adjustment module and the ship control system and used for realizing data synchronization of the fusion model and the ship control system, ensuring data consistency of the fusion model and the ship control system and providing safe analysis data support for ship navigation control.

Description

Ship navigation safety analysis method and system based on dynamic data control Technical Field The invention relates to the technical field of ship navigation, in particular to a ship navigation safety analysis method and system based on dynamic data control. Background The ship is used as a core carrier for ocean transportation and ocean operation, the navigation safety of the ship is directly related to the personal safety of crews, the property safety of the ship and the safety of the ocean ecological environment, and the ship is a permanent core concern in the field of ocean shipping. With the acceleration of global trade integration process, the number of ships transported by ocean shipping and offshore shipping is greatly increased, the navigation area is continuously expanded, and the environment for ship navigation is increasingly complex. Not only is the potential static relief hazards such as submarine reefs, shoals and ravines required to be dealt with, but also dynamic obstacles such as marine floaters and other sailing ships are required to be avoided in real time, and meanwhile, the interference of dynamic changes of ocean environments such as ocean currents and wind power is borne. Currently, ship navigation safety analysis becomes one of key technologies for intelligent management and control of ships, and the key requirement is to identify potential safety hazards and quantify navigation risks through collection, analysis and processing of various related data in a navigation area, so that scientific basis is provided for ship navigation path planning and real-time navigation adjustment, and the incidence rate of safety accidents such as stranding and collision is reduced. Most of the prior art does not build a perfect three-dimensional coordinate marking model, only adopts a two-dimensional model to present navigation area data, and cannot intuitively and effectively reflect detailed information such as seafloor relief, dynamic obstacle space position, marine environment global distribution and the like, so that a crew is difficult to quickly master risk distribution conditions of the navigation area. The technology for partially constructing the three-dimensional model does not adopt a unified coordinate system, the coordinate deviation of different types of models is larger, and the lack of a coordinate consistency checking and correcting mechanism causes the problems of parameter dislocation, overlarge deviation and the like when multiple models are overlapped and fused, so that the precision of the fused model is difficult to ensure Meanwhile, the monitoring of the dynamic risk in the ship navigation process is incomplete, only single type of dynamic data is monitored, real-time synchronous monitoring of dynamic obstacle and marine environment data is not realized, and burst risk cannot be captured in time. Meanwhile, the path deviation calculation mode is unreasonable, the comprehensive deviation threshold is not designed by combining with the dynamic risk parameters, a scientific dynamic response adjustment strategy is lacked, when the path deviation of the ship occurs, the uniform adjustment mode is mostly adopted, the differential fine adjustment cannot be performed according to the deviation size and the risk level, and the adjustment effect is poor. Disclosure of Invention In order to achieve the purpose, the invention adopts one of the technical schemes that the ship navigation safety analysis method based on dynamic data control comprises the following steps: Three types of data including landform data, dynamic barrier data and marine environment dynamic data in a ship navigation area are collected and preprocessed in real time, and the three types of data are adapted to a unified coordinate system; Based on the three types of preprocessed data, respectively constructing corresponding three-dimensional coordinate marking models under a unified coordinate system; Carrying out space superposition and association fusion on the data of the three types of three-dimensional coordinate marking models in a unified coordinate system through a superposition fusion strategy to obtain a fusion model; Determining a comprehensive safety coefficient threshold and a safety level based on a ship navigation safety standard, classifying risk types and corresponding risk levels of each coordinate point and navigation areas in the fusion model, determining a navigable area and a dangerous area, and outputting a navigation safety comprehensive data set; Solving the navigation safety comprehensive data set through an optimal path solving algorithm to obtain an optimal path of the ship; In the navigation of the ship in the optimal path, monitoring the change of dynamic obstacle data and marine environment dynamic data in real time, and calculating the path deviation between the current navigation position of the ship and the navigable area; When the path deviation is larger than the comprehensive dev