A mobile bridge and dam area ship navigation advance warning facility and working method

Abstract

The present invention discloses a mobile pre-warning facility for ship navigation in bridge and dam areas and a working method. The facility is equipped with a 5G communication module, an ultrasonic anemometer, a hull scanner, and a visibility meter and is installed on an above-water mounting frame. A single-beam depth sounder and a current meter are installed on an underwater mounting frame. A floating body attitude measuring instrument, a solar panel, and a mounting frame are fixed on the floating body. A lithium battery pack, a main control processing computer, and an AIS transceiver are installed in the floating body cabin. The present invention can perform navigation safety detection on passing ships in the bridge and dam area, judge the results of ship navigation safety, and issue a navigation safety warning for ships. At the same time, it is equipped with solar panels, lithium battery packs, and 5G communication modules. When in use, there is no need to lay additional power supply cables and communication cables. It can be deployed in any waters in the bridge and dam area, and can be moved according to user requirements. When in use, the present invention does not require ships to dock, has flexible deployment, and accurate warnings. At the same time, the structure is light, which provides convenience for later equipment maintenance and maintenance.

Description

Technical Field

[0001] The invention relates to the technical fields of ship hull mapping, meteorological and hydrological monitoring, ship safety detection in bridge and dam areas, and in particular to a mobile pre-warning facility for ship navigation in bridge and dam areas and a working method thereof. Background Art

[0002] With the increasing prosperity of inland waterway shipping and the obvious trend of large-scale ships, the navigation safety in the waters of bridge and dam areas has received more and more attention. When ships are sailing in the waters of bridge and dam areas, it is common for ships to collide with water-surface buildings in the bridge and dam areas, such as ships hitting bridge piers and the side walls of lock chambers, and the top of ships touching bridges, which seriously threaten the safety of the ships themselves and the buildings in the bridge and dam areas. The main reasons for such navigation safety accidents are: 1) Due to the influence of severe meteorological factors such as strong winds and heavy fog, the ship driver cannot control normally or has limited vision when passing through the bridge and dam area buildings, resulting in collision accidents; 2) Due to the excessive flow rate of water, the ship's maneuverability is reduced, causing accidents; 3) Due to the large water level difference in the water area, the height of the ship exceeds the passable height of the bridge and dam area buildings, causing collision accidents; 4) Due to the large size of the ship, the ship scrapes against the surface buildings; 5) Due to improper operation of the ship driver, the ship deviates, and there is no time to adjust the ship's route when passing through the surface buildings, causing collision accidents. Therefore, in order to ensure the safety and efficiency of navigation in the bridge and dam area, it is necessary to conduct safety inspections and advance warnings for ships navigating in the bridge and dam area.

[0003] The existing ship safety inspection facilities in bridge and dam areas all install the inspection equipment on fixed platforms in the bridge and dam area or on both sides of surface buildings for inspection. This type has the following disadvantages: 1) The inspection equipment is installed on fixed platforms or on both sides of surface buildings, which is costly and difficult to maintain; 2) The release of ship safety inspection results is too delayed. When a problem with ship safety is detected, the ship is already close to the bridge and dam area buildings and cannot turn around or stop in time; 3) The ship safety inspection facilities have fewer and single functions, low integration, and require cooperation with other systems to be used. Summary of the invention

[0004] In order to solve the drawbacks of the existing bridge and dam area navigation ship safety detection facilities and technologies, the present invention designs a mobile bridge and dam area navigation ship pre-warning facility and working method that effectively solves the above problems.

[0005] In order to achieve the above object, the scheme of the present invention is as follows:

[0006] The above-water mounting frame, underwater mounting frame and floating body are connected and fixed by welding or bolts to form the main structure of the facility;

[0007] The above-water mounting frame is divided into multiple layers of platforms, each layer of the platform is parallel to the surface of the floating body, the top layer is equipped with a VHF antenna, a GPS antenna, a 5G communication module, and an ultrasonic anemometer, and the middle layer is equipped with a hull scanner, a visibility meter, and a navigation light;

[0008] The underwater mounting frame is installed on one side of the floating body, and is equipped with a single-beam depth sounder and a current meter, and the bottom is immersed in water, and the sound wave emission direction of the single-beam depth sounder and the current meter probe are perpendicular to the floating body surface;

[0009] The surface of the floating body is horizontal, and a solar panel and an attitude indicator are installed on the surface. The reference plane of the attitude indicator is parallel to the surface of the floating body. A lithium battery pack, an AIS transceiver and a main control processing computer are arranged in the floating body cabin;

[0010] The VHF antenna and the GPS antenna are connected to the AIS transceiver via a data cable and work together with the AIS transceiver;

[0011] The 5G communication module, ultrasonic anemometer, hull scanner and visibility meter are connected to the main control processing computer via data cables;

[0012] The single beam echo sounder and current meter are connected to the main control processing computer via data cables;

[0013] The solar cell panels and lithium battery packs together provide power for the entire facility, and the power of the solar cell panels and lithium battery packs meets the power needs of the facility.

[0014] The hull scanner includes a protective shell, a millimeter wave radar, a laser radar array, and an industrial camera;

[0015] The millimeter wave radar measures and obtains the ship's speed and heading data, and is responsible for determining whether the ship has entered the site;

[0016] Preferably, the laser radar array obtains a vertical field of view angle greater than or equal to 90° through multiple laser radars, thereby simultaneously measuring and acquiring three-dimensional point cloud data of the ship's outline and water surface point cloud data;

[0017] Preferably, the detection range of the laser radar array needs to reach 100m@20% reflectivity;

[0018] The industrial camera provides an auxiliary semantic segmentation benchmark for the LiDAR array;

[0019] The protective housing provides an installation and fixing platform for millimeter wave radar, laser radar array, and industrial camera, and provides IP65 level and above protection;

[0020] The hull scanner acquires the ship entry and exit signals, ship shape profile data, and ship speed and heading data in real time and sends them to the main control processing computer.

[0021] The AIS transceiver is used to receive AIS information data sent by ships in the facility layout area and send it to the main control processing computer;

[0022] The 5G communication module can conduct two-way communication with the outside world, issue ship navigation warning information, and receive control information for facility settings;

[0023] The ultrasonic anemometer collects wind speed data near the facility layout area in real time and sends it to the main control processing computer;

[0024] The visibility meter collects visibility data near the facility layout area in real time and sends it to the main control processing computer;

[0025] The navigation lights operate at the illumination angle and visibility distance specified in the waters where they are arranged, providing navigation and warning for ships sailing at night;

[0026] The single beam echo sounder collects water level data of the facility layout area in real time and sends it to the main control processing computer;

[0027] The water flow meter collects the flow velocity data near the facility layout area in real time and sends it to the main control processing computer;

[0028] The attitude meter measures the heel and pitch attitude data of the main structure of the facility in real time, and sends it to the main control processing computer for correcting the water level, flow rate data, and hull measurement data;

[0029] The main control processing computer has a built-in pre-warning model for ship navigation, which receives in real time the ship's outline data, ship speed and heading data, AIS information data, wind speed data, visibility data, water level data, flow rate data, and the facility's main structure heel and pitch attitude data, and performs pre-warning result calculations, determines based on the results whether the ship violates the ship navigation safety guidelines in the bridge and dam area, and sends a warning message.

[0030] A working method of a mobile bridge-dam area ship navigation advance warning facility comprises the following steps:

[0031] The facility is located 3 to 15 kilometers away from the bridge and dam area. It conducts navigation safety inspections before ships enter the bridge and dam area, and tracks the navigation safety of ships in real time after they enter the bridge and dam area.

[0032] Target ship entry detection: the facility detects a ship entering the measurement field of view through the millimeter wave radar, and the main control processing computer parses the real-time AIS message collected by the AIS transceiver to obtain the ship name and MMSI number of the target ship;

[0033] Based on the calculated target ship size, it is determined whether the ship can safely pass through the waters of the bridge and dam area. If it is determined that the ship cannot pass, an early warning message is issued. The specific steps are as follows:

[0034] The main control processing computer controls the hull scanner to collect laser data and image data from the time the target ship enters the detection field to the time it leaves, projects the laser point cloud data onto the second image plane for semantic segmentation, performs geometric calibration of the laser point cloud data in conjunction with the facility posture data, and then performs feature matching and splicing of the front and back frames to obtain complete laser point cloud data of the target hull, and calculates the clearance height and ship width of the target ship;

[0035] The main control processing computer collects water level data of the bridge and dam area in real time, and corrects it according to the facility posture data to obtain accurate water level data;

[0036] Based on the relationship between the passable height of buildings in the bridge and dam area and the water level, the ship's clearance height, and real-time water level data, it is determined whether the ship is overheight. If so, it is determined that the target ship cannot safely pass through the waters of the bridge and dam area, and an early warning message is issued;

[0037] Whether the ship is over-width is determined based on the passable width of the buildings in the bridge and dam area and the width of the ship. If so, it is determined that the target ship cannot safely pass through the waters of the bridge and dam area and an early warning message is issued.

[0038] Collect meteorological and hydrological data of the bridge and dam area to determine whether the ship can safely pass through the waters of the bridge and dam area. If it is judged to be unsafe, issue an early warning message. This step is specifically as follows:

[0039] The main control processing computer collects the wind speed, visibility and flow rate data of the bridge and dam area in real time, and corrects the flow rate data according to the facility posture data to obtain accurate meteorological and hydrological data of the bridge and dam area, and judges whether the wind speed is greater than or equal to level 3 wind, whether the visibility is less than or equal to 100 meters, and whether the flow rate is greater than or equal to 5 meters / second. If one of the three judgment conditions is met, it is judged that the target ship cannot safely pass through the bridge and dam area, and an early warning information is issued.

[0040] The ship's navigation safety is predicted based on its trajectory during navigation in the bridge and dam area. If it is judged to be unsafe, an early warning message is issued. This step is specifically as follows:

[0041] The main control processing computer analyzes the real-time AIS messages collected by the AIS transceiver, and screens out the position information, real-time heading information, and speed information of the target ship that is heading towards the bridge and dam area in the waters of the bridge and dam area. Based on the position, heading, and speed information of the target ship, the main control processing computer predicts and generates the navigation track of the target ship, and updates the predicted navigation track according to the AIS message to determine whether the predicted trajectory position of the target ship will touch the position of the surface buildings in the bridge and dam area. If so, it is determined that the target ship cannot safely pass through the waters of the bridge and dam area, and an early warning message is issued.

[0042] Compared with existing facilities and technologies, the technical solution and working method used in the present invention have the following beneficial effects:

[0043] 1. The present invention has a compact structure, does not require external power supply, supports wireless communication, can be deployed in any water area of ​​the bridge and dam area, is easy to install, has low cost, and is easy to maintain and repair.

[0044] 2. When a ship needs to be inspected for safety, the ship only needs to pass through a fixed area without stopping or boarding. The inspection efficiency is high and potential safety hazards in navigation are eliminated.

[0045] 3. As the mobile device is arranged in a location far away from the bridge and dam area, when navigation safety problems are detected in the bridge and dam area, it can give early warning to the ship and the bridge and dam area management unit to take corresponding measures.

[0046] 4. The patent of this invention provides a complete set of ship safety detection facility solutions and technical solutions, which are rich in functions and highly integrated. After the implementation of the patent solution, it can be directly used for ship safety detection in bridge and dam areas. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] Figure 1 It is a schematic diagram of the facility structure of the present invention.

[0048] Figure 2 It is a schematic diagram of the structure of the hull scanner of the present invention.

[0049] Figure 3 It is a schematic diagram of the facility principle of the present invention.

[0050] Figure 4 It is a schematic diagram of measuring the size of a ship by using the hull scanner of the present invention.

[0051] Figure 5 It is a flow chart of the working mode of the present invention.

[0052] Figure 1 In: 1. VHF antenna; 2. GPS antenna; 3. 5G communication module; 4. Ultrasonic anemometer; 5. Hull scanner; 6. Visibility meter; 7. Navigation light; 8. Water mounting bracket; 9. Solar panel; 10. Attitude indicator; 11. Lithium battery pack; 12. Single beam tester; 13. Current meter; 14. Underwater mounting bracket; 15. Main control processing computer; 16. AIS transceiver; 17. Floating body.

[0053] Figure 2 In: 501, protective casing; 502, millimeter-wave radar; 503, lidar array; 504, industrial camera. DETAILED DESCRIPTION

[0054] In order to make the technical solution and problem-solving ideas of the present invention clearer, the present invention is further described in detail below with reference to examples. It should be understood that the specific examples described here are only used to explain the present invention and are not used to limit the present invention.

[0055] like Figure 1 As shown, the present invention proposes a mobile bridge and dam area ship navigation pre-warning facility, which comprises a VHF antenna (1), a GPS antenna (2), a 5G communication module (3), an ultrasonic anemometer (4), a hull scanner (5), a visibility meter (6), a navigation light (7), an above-water mounting frame (8), a solar panel (9), an attitude meter (10), a lithium battery pack (11), a single-beam depth sounder (12), a current meter (13), an underwater mounting frame (14), a main control processing computer (15), an AIS transceiver (16), and a floating body (17).

[0056] The above-water mounting frame, underwater mounting frame and floating body are fixed together by welding or bolts to form the main structure of the facility.

[0057] Furthermore, the floating body and the above-water mounting frame are designed with reference to the external dimensions of GB5864, taking into account factors such as external dimensions, structural strength, stability, etc. The above-water mounting frame and the underwater mounting frame are preferably made of high-strength alloy steel and painted with anti-corrosion paint.

[0058] The above-water mounting frame is divided into multiple layers of platforms, each of which is parallel to the surface of the buoy. The top layer is installed with VHF antenna, GPS antenna, 5G communication module, and ultrasonic anemometer, preferably installed with 304 stainless steel bolts. The middle layer is installed with hull scanner, visibility meter, and navigation light, preferably installed with 304 stainless steel bolts.

[0059] The underwater mounting frame is installed on one side of the buoy with the bottom immersed in water. A single-beam depth sounder and a current meter are installed. Preferably, 304 stainless steel bolts are used for installation. The sound wave emission direction of the single-beam depth sounder and the current meter probe are perpendicular to the surface of the buoy.

[0060] The surface of the float is horizontal, and solar panels and attitude indicators are installed on the surface. The reference plane of the attitude indicator is parallel to the surface of the float. A lithium battery pack, AIS transceiver and main control processing computer are arranged in the float cabin. Preferably, the float cabin provides IP67 level and above protection level to ensure the normal operation of the equipment in the float cabin.

[0061] For all equipment installed on the mounting frame and the floating body, the power supply cables and data cables are covered with protective hoses, bundled and fixed on the mounting frame, and the other end of the cable enters the floating body. At the same time, the cable entry hole into the body is watertightly sealed.

[0062] The VHF antenna and GPS antenna are connected to the AIS transceiver via a data cable and work together with the AIS transceiver;

[0063] The 5G communication module, ultrasonic anemometer, hull scanner and visibility meter are connected to the main control processing computer via data cables;

[0064] The single-beam echo sounder and current meter are connected to the main control processing computer via data cables;

[0065] The solar panels and lithium battery packs are connected to power the entire facility, and the power of the solar panels and lithium battery packs meets the power needs of the facility.

[0066] Furthermore, if Figure 2 As shown in the figure, the hull scanner includes a protective shell, millimeter-wave radar, laser radar array, and industrial camera, which can realize the detection of target ship entry and exit and ship contour measurement. Among them, the millimeter-wave radar has a large measurement coverage and is more sensitive to moving targets. It is responsible for detecting whether the ship has entered the detection field and measuring and obtaining the ship's speed and heading data.

[0067] The LiDAR array is responsible for measuring the ship's profile. Figure 4 As shown, the laser radar array obtains a vertical field of view angle greater than or equal to 90° by combining multiple laser radars. Preferably, the horizontal upward field of view angle is 60° and the horizontal downward field of view angle is 30°, ensuring that when the target ship passes from the side, the laser radar array can simultaneously measure and obtain the three-dimensional point cloud data of the ship's outline and the water surface point cloud data. Preferably, the detection range of the laser radar array needs to reach 100m@20% reflectivity to ensure that the quality of the point cloud data obtained by the laser radar array meets the calculation requirements.

[0068] The industrial camera provides an auxiliary semantic segmentation benchmark for the LiDAR array. Preferably, the industrial camera is installed near the geometric center of the LiDAR array, and the installation position, angle and other position information of the two types of equipment are transmitted to the main control processing computer as parameters.

[0069] The protective housing provides an installation and fixing platform for millimeter-wave radars, lidar arrays, and industrial cameras, and provides IP65 and above protection.

[0070] like Figure 3 As shown, the facility principle of the present invention is as follows:

[0071] The hull scanner acquires the ship's profile data in real time, and the ship's speed and heading data are sent to the main control processing computer.

[0072] The AIS transceiver is used to receive AIS information data sent by ships in the facility layout area and send it to the main control processing computer.

[0073] The 5G communication module can conduct two-way communication with the outside world, issue ship navigation warning information, and accept control information for facility settings.

[0074] The ultrasonic anemometer collects wind speed data near the facility layout area in real time and sends it to the main control processing computer.

[0075] The visibility meter collects visibility data near the facility layout area in real time and sends it to the main control processing computer.

[0076] The navigation light works according to the illumination angle and visibility distance specified in the water area where it is arranged, providing navigation and warning for ships sailing at night. Preferably, the navigation light is used in accordance with the GB5864-1993 specification.

[0077] The single-beam echo sounder collects water level data of the facility layout area in real time and sends it to the main control processing computer.

[0078] The water flow meter collects the flow velocity data near the facility layout area in real time and sends it to the main control processing computer.

[0079] The attitude meter measures the heel and pitch attitude data of the main structure of the facility in real time, and sends it to the main control processing computer for correcting the water level, flow rate data, and hull measurement data.

[0080] The main control processing computer has a built-in pre-warning model for ship navigation, which receives real-time data on ship outline, ship speed and heading, AIS information data, wind speed and direction data, visibility data, water level data, flow rate data, heel and pitch angle data of the main structure of the facility, and performs pre-warning result calculations. Based on the results, it determines whether the ship violates the safety standards for ship navigation in the bridge and dam area and sends a warning message.

[0081] like Figure 5 As shown, a working method of a mobile bridge and dam area ship navigation advance warning facility includes the following steps:

[0082] The facilities are arranged in waters far away from bridge and dam areas, preferably in waters 3 km to 15 km away, to conduct ship navigation safety inspections before ships enter the waters of bridge and dam areas, and to track the navigation safety of ships in real time after ships enter the waters of bridge and dam areas.

[0083] Target ship entry detection: the facility detects a ship entering the measurement field of view through the millimeter wave radar, and the main control processing computer parses the real-time AIS message collected by the AIS transceiver to obtain the ship name and MMSI number of the target ship;

[0084] Based on the calculated target ship size, it is determined whether the ship can safely pass through the waters of the bridge and dam area. If it is determined that the ship cannot pass, an early warning message is issued. The specific steps are as follows:

[0085] The main control processing computer detects the entry and exit of the target ship through the millimeter wave radar, and controls the hull scanner according to the entry and exit signals, synchronously collecting laser data, image data and attitude data from the target ship entering the detection field to leaving.

[0086] Furthermore, the ship's hull has a significant impact on the scanning results of the lidar array due to its different materials, reflective properties, age, and even weather conditions. At the same time, industrial cameras can quickly obtain two-dimensional images, extract two-dimensional information about the hull, and are less affected by weather. In order to further improve the resolution of the hull scanner, the laser point cloud data and the two-dimensional image are combined, and each frame of laser point cloud data is projected onto the two-image plane for semantic segmentation to identify the main structure and fine structures of the target hull.

[0087] Furthermore, each frame of laser point cloud data after two-dimensional calibration is geometrically calibrated in conjunction with the facility posture data.

[0088] Furthermore, the water surface data in each frame of laser point cloud data is fitted and eliminated, and only the hull point cloud data is retained.

[0089] Furthermore, each frame of laser point cloud data is feature matched and spliced ​​with its previous and subsequent frames to obtain a complete target hull laser point cloud data set, and finally the clearance height and ship width of the target ship are calculated.

[0090] The main control processing computer collects water level data of the bridge and dam area in real time, and corrects it according to the facility posture data to obtain accurate water level data.

[0091] Based on the relationship between the passable height of buildings in the bridge and dam area and the water level, the ship's clearance height, and real-time water level data, it is determined whether the ship is too high. If so, it is determined that the target ship cannot safely pass through the waters of the bridge and dam area, and an early warning message is issued.

[0092] Whether the ship is over-width is determined based on the passable width of the buildings in the bridge and dam area and the width of the ship. If so, it is determined that the target ship cannot safely pass through the waters of the bridge and dam area and an early warning message is issued.

[0093] Collect meteorological and hydrological data of the bridge and dam area to determine whether the ship can safely pass through the waters of the bridge and dam area. If it is judged to be unsafe, issue an early warning message. This step is specifically as follows:

[0094] The main control processing computer collects the wind speed, visibility and flow rate data of the bridge and dam area in real time, and corrects the flow rate data according to the facility posture data to obtain accurate meteorological and hydrological data of the bridge and dam area, and judges whether the wind speed is greater than or equal to level 3 wind, whether the visibility is less than or equal to 100 meters, and whether the flow rate is greater than or equal to 5 meters / second. If one of the three judgment conditions is met, it is judged that the target ship cannot safely pass through the bridge and dam area, and an early warning information is issued.

[0095] The ship's navigation safety is predicted based on its trajectory during navigation in the bridge and dam area. If it is judged to be unsafe, an early warning message is issued. This step is specifically as follows:

[0096] The main control processing computer analyzes the real-time AIS messages collected by the AIS transceiver, and screens out the position information, real-time heading information, and speed information of the target ship that is heading towards the bridge and dam area in the waters of the bridge and dam area. Based on the position, heading, and speed information of the target ship, the main control processing computer predicts and generates the navigation track of the target ship, and updates the predicted navigation track according to the AIS message to determine whether the predicted trajectory position of the target ship will touch the position of the surface buildings in the bridge and dam area. If so, it is determined that the target ship cannot safely pass through the waters of the bridge and dam area, and an early warning message is issued.

Claims

1. A working method of a mobile bridge and dam area ship navigation advance warning facility, characterized in that: The invention comprises a mobile bridge and dam area ship navigation pre-warning facility, which comprises an above-water mounting frame (8), an underwater mounting frame (14), and a floating body (17), the three of which are connected and fixed by welding or bolts to form a main structure of the facility; The above-water mounting frame (8) is divided into multiple layers of platforms, each layer of the platforms is parallel to the surface of the floating body (17), the top layer is equipped with a VHF antenna (1), a GPS antenna (2), a 5G communication module (3), and an ultrasonic anemometer (4), and the middle layer is equipped with a hull scanner (5), a visibility meter (6), and a navigation light (7); The underwater mounting frame (14) is installed on one side of the floating body, and a single-beam depth sounder (12) and a current meter (13) are installed on the bottom and immersed in water, and the sound wave emission direction of the single-beam depth sounder and the current meter probe are perpendicular to the surface of the floating body; The surface of the floating body (17) is horizontal, and a solar panel (9) and an attitude meter (10) are installed on the surface. The reference plane of the attitude meter is parallel to the surface of the floating body. A lithium battery pack (11), an AIS transceiver (16) and a main control processing computer (15) are arranged in the floating body cabin; The VHF antenna and the GPS antenna are connected to the AIS transceiver via a data cable and work together with the AIS transceiver; The 5G communication module, ultrasonic anemometer, hull scanner and visibility meter are connected to the main control processing computer via data cables; The single beam echo sounder and current meter are connected to the main control processing computer via data cables; The solar panels and lithium battery packs together provide power for the entire facility, and the power of the solar panels and lithium battery packs meets the power needs of the facility; The hull scanner (5) comprises a protective shell (501), a millimeter wave radar (502), a laser radar array (503), and an industrial camera (504); The millimeter wave radar measures and obtains the ship's speed and heading data, and is responsible for determining whether the ship has entered the site; The laser radar array obtains a vertical field of view angle greater than or equal to 90° by combining multiple laser radars, thereby simultaneously measuring and obtaining the three-dimensional point cloud data of the ship's outline and the water surface point cloud data, and the detection range reaches 100m@20% reflectivity; The industrial camera provides an auxiliary semantic segmentation benchmark for the LiDAR array; The protective housing provides an installation and fixing platform for millimeter wave radar, laser radar array, and industrial camera, and provides IP65 level and above protection; The hull scanner acquires the ship's entry and exit signals, ship's speed and heading data, and shape profile data in real time and sends them to the main control processing computer; The AIS transceiver is used to receive AIS information data sent by ships in the facility layout area and send it to the main control processing computer; The 5G communication module can conduct two-way communication with the outside world, issue ship navigation warning information, and receive control information for facility settings; The ultrasonic anemometer collects wind speed data near the facility layout area in real time and sends it to the main control processing computer; The visibility meter collects visibility data near the facility layout area in real time and sends it to the main control processing computer; The navigation lights operate at the illumination angle and visibility distance specified in the waters where they are arranged, providing navigation and warning for ships sailing at night; The single beam echo sounder collects water level data of the facility layout area in real time and sends it to the main control processing computer; The water flow meter collects the flow velocity data near the facility layout area in real time and sends it to the main control processing computer; The attitude meter measures the heel and pitch attitude data of the main structure of the facility in real time, and sends it to the main control processing computer for correcting the flow velocity data and the hull measurement data; The main control processing computer has a built-in ship navigation pre-warning model, which receives ship outline data, ship speed and heading data, AIS information data, wind speed data, visibility data, water level data, flow rate data, heel and pitch attitude data of the main structure of the facility in real time, and performs ship safety detection result calculations, determines whether the ship violates the ship navigation safety criteria in the bridge and dam area according to the results, and sends pre-warning information; The working method of the mobile bridge and dam area ship navigation advance warning facility includes the following steps: 4.1) The facilities are arranged in waters 3km to 15km away from the bridge and dam area, and the ship's navigation safety inspection is carried out before the ship enters the bridge and dam area. At the same time, the navigation safety of the ship is tracked in real time after the ship enters the bridge and dam area; 4.2) Target ship entry detection: The facility detects a ship entering the detection field of view through the millimeter wave radar, and the main control processing computer parses the real-time AIS message collected by the AIS transceiver to obtain the ship name and MMSI number of the target ship; 4.3) Determine whether the ship can safely pass through the waters of the bridge and dam area based on the calculated target ship size. If it is determined that the ship cannot pass, issue an early warning message. This step is specifically as follows: The main control processing computer controls the hull scanner to collect laser data and image data from the time the target ship enters the detection field to the time it leaves, projects the laser point cloud data onto the second image plane for semantic segmentation, performs geometric calibration of the laser point cloud data in conjunction with the facility posture data, and then performs feature matching and splicing of the front and rear frames to obtain complete three-dimensional point cloud data of the target hull, and calculates the clearance height and ship width of the target ship; The main control processing computer collects water level data of the bridge and dam area in real time, and corrects it according to the facility posture data to obtain accurate water level data; Based on the relationship between the passable height of buildings in the bridge and dam area and the water level, the ship's clearance height, and real-time water level data, it is determined whether the ship is overheight. If so, it is determined that the target ship cannot safely pass through the waters of the bridge and dam area, and an early warning message is issued; Determine whether the ship is over-width based on the passable width of the bridge and dam area and the ship width. If so, it is determined that the target ship cannot safely pass through the bridge and dam area waters and an early warning message is issued; 4.4) Collect meteorological and hydrological data of the bridge and dam area to determine whether the ship can safely pass through the waters of the bridge and dam area. If it is judged to be unsafe, issue a warning message. This step is specifically as follows: the main control processing computer collects wind speed, visibility, and flow velocity data of the bridge and dam area in real time, and corrects the flow velocity data according to the facility posture data to obtain accurate meteorological and hydrological data of the bridge and dam area, and determines whether the wind speed is greater than or equal to level 3 wind, whether the visibility is less than or equal to 100 meters, and whether the flow velocity is greater than or equal to 5 meters / second. If one of the three judgment conditions is met, it is determined that the target ship cannot safely pass through the waters of the bridge and dam area, and a warning message is issued; 4.5) Predict whether the navigation of the ship is safe based on the trajectory of the ship during navigation in the bridge and dam area. If it is judged to be unsafe, issue an early warning message. This step is specifically as follows: the main control processing computer parses the real-time AIS message collected by the AIS transceiver, and screens out the position information, real-time heading information, and speed information of the target ship in the water area of ​​the bridge and dam area that is heading towards the bridge and dam area. According to the position, heading, and speed information of the target ship, the navigation trajectory of the target ship is predicted and generated, and the predicted navigation trajectory is updated according to the AIS message to determine whether the predicted trajectory position of the target ship will touch the position of the surface building in the bridge and dam area. If so, it is determined that the target ship cannot safely pass through the water area of ​​the bridge and dam area, and an early warning message is issued.

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