A ship ice area navigation early warning method, device and electronic equipment

Abstract

The application provides a ship ice area navigation early warning method, device and electronic equipment, the method comprises the following steps: obtaining ship data, first ice condition data and second ice condition data, wherein the first ice condition data is obtained by satellite remote sensing technology, the second ice condition data is obtained by infrared and radar equipment in real time, then the ship navigation risk level is determined based on the ship data and the second ice condition data, the ship navigation risk level comprises a first level, a second level and a third level, when the ship navigation risk level is the first level, a normal navigation early warning is sent, when the ship navigation risk level is the second level, a maximum speed limit early warning is sent based on the ship data and the second ice condition data, when the ship navigation risk level is the third level, a path change early warning is sent based on the ship data, the first ice condition data and the second ice condition data; the satellite remote sensing technology, the infrared camera and the radar are combined, and real-time detection and early warning of complex conditions around the ship are realized.

Description

Technical Field

[0001] This invention relates to the field of ship navigation risk warning technology, specifically to a method for ship navigation warning in ice-covered areas. Background Technology

[0002] In recent years, with global warming, sea ice in the Arctic region has gradually melted, and the development and utilization of Arctic shipping routes have received increasing attention. In research on Arctic shipping routes, the safe navigation of ships under the influence of sea ice has always been a closely watched issue. Ships navigating the Arctic generally possess a certain icebreaking capacity. Different types and thicknesses of sea ice can sometimes be overcome by their own speed, but when the type of sea ice exceeds their icebreaking capacity, collisions occur, causing damage to the ship. In severe cases, sea ice entrapment can occur, and rescue operations in the Arctic are extremely difficult, having a significant impact on ships and personnel. Therefore, real-time early warning based on sea ice conditions is crucial for the safe navigation of ships.

[0003] In existing technologies, satellite remote sensing data is primarily used to obtain information on sea ice distribution along Arctic shipping routes. Satellite remote sensing technology has the advantages of wide observation area, short observation period, and strong synchronization, making it an important component of modern three-dimensional marine environmental observation systems. However, when navigating the Arctic, this method is more suitable for planning overall routes. During actual navigation, satellite remote sensing technology cannot meet the accuracy requirements for processing close-range ice conditions under complex conditions, making it difficult to provide effective early warnings. Summary of the Invention

[0004] In view of this, it is necessary to provide a method for early warning of ship navigation in ice areas, so as to solve the technical problem that existing technologies are difficult to effectively warn of ice conditions under complex conditions.

[0005] To address the aforementioned problems, this invention provides a method for early warning of ship navigation in ice-covered areas, comprising:

[0006] The system acquires ship data, first ice condition data, and second ice condition data, wherein the first ice condition data is acquired through satellite remote sensing technology, and the second ice condition data is acquired in real time through infrared and radar equipment.

[0007] The ship navigation risk level is determined based on the ship data and the second ice condition data, and the ship navigation risk level includes a first level, a second level, and a third level.

[0008] When the vessel's navigation risk level is Level 1, a normal navigation warning will be issued.

[0009] When the ship's navigation risk level is Level 2, a maximum speed limit warning is issued based on the ship data and the second ice condition data.

[0010] When the ship's navigation risk level is Level 3, a change-of-path warning is issued based on the ship data, the first ice condition data, and the second ice condition data.

[0011] Among some possible implementations, obtaining second ice condition data includes:

[0012] Real-time acquisition of infrared and radar measurement data;

[0013] The infrared measurement data and radar measurement data are fused to obtain fused data;

[0014] Based on the fused data, the ice condition is identified to obtain the second ice condition data.

[0015] In some possible implementations, the infrared measurement data and radar measurement data are fused to obtain fused data, including:

[0016] The infrared measurement data and radar measurement data are subjected to time calibration, spatial matching and error correction to obtain fused data.

[0017] In some possible implementations, the ship navigation risk level is determined based on the ship data and the second ice condition data, including:

[0018] Calculate the ship navigation risk index based on the ship data and the second ice condition data;

[0019] The ship navigation risk level is determined based on the ship navigation risk index and the ship data.

[0020] In some possible implementations, the ship data includes the ship's icebreaking capability level, the second ice condition data includes sea ice concentration and sea ice thickness, and the formula for calculating the ship navigation risk index is:

[0021]

[0022] In the formula, R IO This represents the ship navigation risk index, where C represents the target sea ice concentration. V represents the average sea ice concentration, V represents the target sea ice risk value, V0 represents the ice-free risk value. The sea ice risk value is determined based on the ship's icebreaking capability level and sea ice thickness. T represents the target sea ice type value, which is determined based on sea ice thickness. The target sea ice represents the single type of sea ice that accounts for the largest proportion in the grid area where the ship is located.

[0023] In some possible implementations, the ship data includes the ship's icebreaking capability rating;

[0024] Determining the ship's navigation risk level based on the ship navigation risk index and the ship data includes:

[0025] When the ship navigation risk index is not lower than the first preset value, the ship navigation risk level is the first level;

[0026] When the ship navigation risk index is lower than a first preset value and not lower than a second preset value, and the ship icebreaking capability level is not lower than a preset level, the ship navigation risk level is level two.

[0027] When the ship navigation risk index is lower than the second preset value, or when the ship navigation risk index is lower than the first preset value but not lower than the second preset value, and the ship icebreaking capability level is lower than the preset level, the ship navigation risk level is level three.

[0028] In some possible implementations, issuing a normal navigation warning includes: controlling the warning lights to display a first color;

[0029] Issuing a maximum speed limit warning includes: determining the maximum speed limit of the vessel based on the vessel data and the second ice condition data, displaying the maximum speed limit, and controlling the warning light to display a second color;

[0030] Issuing a change-of-path warning includes: determining the change-of-path for the vessel based on the vessel data, the first ice condition data, and the second ice condition data; displaying the change-of-path; and controlling the warning light to display a third color.

[0031] In some possible implementations, the ship data includes the ship's speed;

[0032] Control the alarm light to display a second color, including:

[0033] Depending on how close the ship's speed is to the maximum speed limit, the warning lights are controlled to display a second color of different depths or frequencies.

[0034] On the other hand, the present invention also provides a ship ice navigation early warning device, comprising:

[0035] The data acquisition unit is used to acquire ship data, first ice condition data, and second ice condition data, wherein the first ice condition data is acquired through satellite remote sensing technology, and the second ice condition data is acquired in real time through infrared and radar equipment;

[0036] A risk determination unit is used to determine the ship navigation risk level based on the ship data and the second ice condition data, wherein the ship navigation risk level includes a first level, a second level, and a third level;

[0037] The early warning response unit is used to issue a normal navigation warning when the ship's navigation risk level is Level 1, issue a maximum speed limit warning based on the ship data and the second ice condition data when the ship's navigation risk level is Level 2, and issue a change-of-path warning based on the ship data, the first ice condition data, and the second ice condition data when the ship's navigation risk level is Level 3.

[0038] On the other hand, the present invention also provides an electronic device, including a memory and a processor;

[0039] The memory is used to store programs;

[0040] The processor, coupled to the memory, is used to execute the program stored in the memory to implement the steps of the ship ice zone navigation early warning method described above.

[0041] The beneficial effects of the above embodiments are as follows: The ship ice navigation early warning method provided by the present invention first acquires ship data, first ice condition data, and second ice condition data. The first ice condition data is acquired through satellite remote sensing technology, and the second ice condition data is acquired in real time through infrared and radar equipment. Then, based on the ship data and the second ice condition data, the ship navigation risk level is determined. The ship navigation risk level includes a first level, a second level, and a third level. When the ship navigation risk level is the first level, a normal navigation warning is issued. When the ship navigation risk level is the second level, a maximum speed limit warning is issued based on the ship data and the second ice condition data. When the ship navigation risk level is the third level, a change-of-path warning is issued based on the ship data, the first ice condition data, and the second ice condition data. By combining satellite remote sensing technology, infrared cameras, and radar, real-time detection of ice condition data in the vicinity of the ship can be performed. Based on the ice condition data and the ship's icebreaking capability level, a maximum speed warning can be issued, and a path warning can be issued when necessary, thus achieving effective early warning of ice conditions under complex conditions. Attached Figure Description

[0042] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0043] Figure 1 A schematic flowchart of an embodiment of the ship ice navigation early warning method provided by the present invention;

[0044] Figure 2 For the present invention Figure 1A schematic diagram of an embodiment of step S101;

[0045] Figure 3 For the present invention Figure 1 A schematic diagram of an embodiment of step S102;

[0046] Figure 4 For the present invention Figure 4 A schematic flowchart of an embodiment of step S302;

[0047] Figure 5 A schematic diagram of an embodiment of the ship ice navigation early warning device provided by the present invention;

[0048] Figure 6 A schematic diagram of an embodiment of the electronic device provided by the present invention. Detailed Implementation

[0049] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0050] It should be understood that the illustrative drawings are not drawn to scale. The flowcharts used in this invention illustrate operations implemented according to some embodiments of the invention. It should be understood that the operations in the flowcharts may be implemented out of order, and steps without logical contextual relationships may be reversed or performed simultaneously. Furthermore, those skilled in the art, guided by the content of this invention, may add one or more other operations to the flowcharts, or remove one or more operations from the flowcharts. Some block diagrams shown in the drawings are functional entities and do not necessarily correspond to physically or logically independent entities. These functional entities may be implemented in software, in one or more hardware modules or integrated circuits, or in different network and / or processor systems and / or microcontroller systems.

[0051] The terms "first," "second," etc., used in the embodiments of this invention are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a technical feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. "And / or" describes the relationship between related objects, indicating that three relationships may exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone.

[0052] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of the invention. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0053] This invention provides a method for early warning of ship navigation in ice-covered areas, which will be described in detail below.

[0054] Figure 1 This is a schematic flowchart of an embodiment of the ship ice navigation early warning method provided by the present invention, as shown below. Figure 1 As shown, ship navigation early warning methods in ice-covered areas include:

[0055] S101. Acquire ship data, first ice condition data, and second ice condition data, wherein the first ice condition data is acquired through satellite remote sensing technology, and the second ice condition data is acquired in real time through infrared and radar equipment;

[0056] It should be noted that the ship data includes the ship's icebreaking capability level, the ship's location, the ship's destination, and the ship's course and speed, while the ice condition data includes sea ice type and concentration data.

[0057] It should also be noted that the first ice condition data is ice condition data over a large area of ​​the waterway through which ships navigate, obtained through satellite remote sensing technology. The combination of the first ice condition data and ship data with optimal theory can be used to make preliminary plans for navigable routes in the waterway through which ships navigate, determine the initial path and speed of the ship, and replan the route for the ship when necessary. However, the data obtained by satellite remote sensing cannot meet the accuracy requirements when dealing with complex conditions and close-range ice conditions.

[0058] It should also be noted that the second ice condition data is real-time data on the actual ice conditions around the ship obtained through a combination of infrared and radar. Infrared photography is based on thermal radiation in the 1.8-14 micrometer range, which has two atmospheric projection windows (1.8-5.3 micrometers and 7.0-14 micrometers). Infrared photography technology can be used to determine the age and thickness of sea ice, map cracks covered by new ice and snow, discover hidden cracks and icebergs, and estimate the relative age and thickness of icebergs, effectively meeting the accuracy requirements.

[0059] S102. Determine the navigation risk level of a vessel based on vessel data and second ice condition data. The navigation risk level of a vessel includes Level 1, Level 2 and Level 3.

[0060] S103. When the ship's navigation risk level is Level 1, a normal navigation warning shall be issued; when the ship's navigation risk level is Level 2, a maximum speed limit warning shall be issued based on ship data and second ice condition data; when the ship's navigation risk level is Level 3, a change-of-path warning shall be issued based on ship data, first ice condition data and second ice condition data.

[0061] Compared with existing technologies, this invention first acquires ship data, first ice condition data, and second ice condition data. The first ice condition data is acquired through satellite remote sensing technology, and the second ice condition data is acquired in real time through infrared and radar equipment. Then, based on the ship data and the second ice condition data, the ship's navigation risk level is determined. The ship navigation risk level includes a first level, a second level, and a third level. When the ship's navigation risk level is the first level, a normal navigation warning is issued. When the ship's navigation risk level is the second level, a maximum speed limit warning is issued based on the ship data and the second ice condition data. When the ship's navigation risk level is the third level, a change-of-way warning is issued based on the ship data, the first ice condition data, and the second ice condition data. By combining satellite remote sensing technology, infrared cameras, and radar, real-time detection of ice condition data in the vicinity of the ship can be achieved. Based on the ice condition data and the ship's icebreaking capability level, a maximum speed warning can be issued, and a change-of-way warning can be issued when necessary, thus achieving effective early warning of ice conditions under complex conditions.

[0062] To obtain better second ice condition data, in some embodiments, such as Figure 2 As shown, in step S101, obtaining the second ice condition data specifically includes:

[0063] S201. Real-time acquisition of infrared measurement data and radar measurement data;

[0064] It should be noted that the infrared and radar measurement data were obtained from infrared and radar detection equipment installed on the ship's bridge.

[0065] S202. Perform data fusion on infrared measurement data and radar measurement data to obtain fused data;

[0066] It should be noted that data fusion includes time calibration, spatial matching, and error correction to ensure data accuracy.

[0067] S203. Identify the ice condition based on the fused data to obtain the second ice condition data.

[0068] To better determine the risk level of ship navigation, in some embodiments, reference is made to... Figure 3 Step S102 specifically includes:

[0069] S301. Calculate the ship navigation risk index based on ship data and second ice condition data;

[0070] It should be noted that the POLARIS (Polar Operational Limit Assessment Risk Index System) risk model is introduced here. By analyzing rasterized sea ice concentration and sea ice type data, and combining them with the ship's icebreaking capability level, a polar navigation risk model is established to calculate the ship navigation risk index.

[0071] S302. Determine the navigation risk level of a ship based on the ship navigation risk index and ship data.

[0072] Since a large proportion of sea ice with a lower risk index may underestimate sea ice risk, in order to improve the accuracy of the risk index, in some embodiments, step S301 replaces multiple types of sea ice with a single type of sea ice that has a larger area proportion, and the remaining area is considered as ice-free. The formula for calculating the ship navigation risk index is as follows:

[0073]

[0074] In the formula, R IO This represents the ship navigation risk index, where C represents the target sea ice concentration. V represents the average sea ice concentration, V represents the target sea ice risk value, V0 represents the ice-free risk value. The sea ice risk value is determined based on the ship's icebreaking capability level and sea ice thickness. T represents the target sea ice type value, which is determined based on sea ice thickness. The target sea ice represents the single type of sea ice that accounts for the largest proportion in the grid area where the ship is located.

[0075] It should be noted that the average sea ice concentration calculated here refers to the average sea ice concentration in the grid area where the ship is located, C and The ice condition data can be obtained from the second ice condition data. V and V0 are determined based on the ship's icebreaking capability level and sea ice thickness. In this invention, the navigation background is the Northeast Passage. The values ​​can be obtained from Table 1 below. The sea ice risk values ​​corresponding to different ship icebreaking capability levels and different sea ice types are shown in Table 1.

[0076] Table 1. Sea ice risk values ​​corresponding to different ship icebreaking capability levels and different sea ice types.

[0077] Sea ice types <![CDATA[PC1]]> <![CDATA[PC2]]> <![CDATA[PC3]]> <![CDATA[PC4]]> <![CDATA[PC5]]> <![CDATA[PC6]]> <![CDATA[PC7]]> <![CDATA[B0]]> <![CDATA[B1]]> <![CDATA[B2]]> <![CDATA[B3]]> No ice 0 3 3 3 3 3 3 3 3 3 3 3 New Ice (1, 10) 3 3 3 3 3 2 2 2 2 2 2 Gray Ice (10, 15) 3 3 3 3 3 2 2 2 2 2 1 Grayish-white ice (15, 30) 3 3 3 3 3 2 2 2 2 1 0 Bo Nianbing, Phase 1 (30, 50) 2 2 2 2 2 2 1 2 1 0 -1 Bo Nianbing, second stage (50, 70) 2 2 2 2 2 1 1 1 0 -1 -2 The first stage of medium-thickness current year ice (70, 100) 2 2 2 2 1 1 0 0 -1 -2 -3 Second stage of medium-thickness current year ice (100, 120) 2 2 2 2 1 0 -1 -1 -2 -3 -4 Thick ice from that year (120, 170) 2 2 2 1 0 -1 -2 -2 -3 -4 -5 Two-year-old ice (170, 200) 2 1 1 0 -1 -2 -3 -3 -4 -5 -6 Thin polyglaze (200, 250) 1 1 0 -1 -2 -3 -3 -4 -5 -6 -7 Thick multiglaciers >250 1 0 -1 -2 -2 -3 -3 -4 -5 -6 -8

[0078] In Table 1, the first row from top to bottom represents the ship's icebreaking capability level, the first column from left to right represents the ice class, and the sea ice thickness (in cm) is to the right of the ice class name.

[0079] It should also be noted that T is determined based on sea ice thickness. Referring to Table 1, T is 0 when the sea ice type is between ice-free and gray-white ice, 0.25 when it is between the first stage of annual ice and the thickest annual ice, 0.5 when it is biennial ice, and 1 when it is multi-year ice.

[0080] Furthermore, in some embodiments, reference is made to Figure 4 Step S302 specifically includes:

[0081] S401. When the ship navigation risk index is not lower than the first preset value, the ship navigation risk level is the first level.

[0082] It should be noted that when the ship's navigation risk level is Level 1, a normal navigation warning will be issued, and the rated speed will be used. The normal navigation warning includes: controlling the warning lights to display the first color;

[0083] S402. When the ship's navigation risk index is lower than the first preset value but not lower than the second preset value, and the ship's icebreaking capability level is not lower than the preset level, the ship's navigation risk level is the second level.

[0084] It should be noted that when the ship's navigation risk level is Level 2, a maximum speed limit warning will be issued. The maximum speed limit warning includes: determining the ship's maximum speed limit based on ship data and second ice condition data, displaying the maximum speed limit, and controlling the warning lights to display the second color.

[0085] S403. When the ship's navigation risk index is lower than the second preset value, or when the ship's navigation risk index is lower than the first preset value but not lower than the second preset value, and the ship's icebreaking capability level is lower than the preset level, the ship's navigation risk level is level three.

[0086] It should be noted that when the ship's navigation risk level is Level 3, a change-of-path warning will be issued. The change-of-path warning includes: determining the ship's change-of-path based on ship data, first ice condition data, and second ice condition data, displaying the change-of-path, and controlling the warning lights to display the third color.

[0087] It should be noted that steps S401-S403 do not represent a specific order.

[0088] It should also be noted that the ship risk levels corresponding to different ship icebreaking capability levels and different sea ice risk values ​​are shown in Table 2:

[0089] Table 2. Ship Risk Levels Corresponding to Different Ship Icebreaking Capability Levels and Sea Ice Risk Values

[0090]

[0091] As shown in Table 2, in this embodiment, the first preset value is 0, the second preset value is -10, the preset level is PC7, the first color is green, the second color is red, and the third color is blue.

[0092] Furthermore, in order to better warn of the maximum speed limit, in step S402, controlling the alarm light to display a second color includes: controlling the alarm light to display a second color of different depths or frequencies according to how close the ship's speed is to the maximum speed limit.

[0093] It should be noted that the darker the second color or the higher the flashing frequency, the closer the ship's speed is to the maximum speed limit, and therefore the more dangerous it is.

[0094] To better implement the ship ice navigation early warning method in the embodiments of the present invention, based on the ship ice navigation early warning method, correspondingly, as follows: Figure 5 As shown, this embodiment of the invention also provides a ship ice zone navigation early warning device 500, comprising:

[0095] The data acquisition unit 501 is used to acquire ship data, first ice condition data, and second ice condition data. The first ice condition data is acquired through satellite remote sensing technology, and the second ice condition data is acquired in real time through infrared and radar equipment.

[0096] Risk determination unit 502 is used to determine the ship navigation risk level based on ship data and second ice condition data. The ship navigation risk level includes a first level, a second level and a third level.

[0097] The early warning response unit 503 is used to issue a normal navigation warning when the ship's navigation risk level is Level 1, issue a maximum speed limit warning based on ship data and second ice condition data when the ship's navigation risk level is Level 2, and issue a change-of-path warning based on ship data, first ice condition data and second ice condition data when the ship's navigation risk level is Level 3.

[0098] The ship ice navigation early warning device 500 provided in the above embodiments can realize the technical solutions described in the above embodiments of the ship ice navigation early warning method. The specific implementation principles of each unit can be found in the corresponding content in the above embodiments of the ship ice navigation early warning method, and will not be repeated here.

[0099] like Figure 6 As shown, the present invention also provides an electronic device 600. The electronic device 600 includes a processor 601, a memory 602, and a display 603. Figure 6 Only some components of the electronic device 600 are shown, but it should be understood that it is not required to implement all the components shown, and more or fewer components may be implemented instead.

[0100] In some embodiments, memory 602 may be an internal storage unit of electronic device 600, such as a hard disk or memory of electronic device 600. In other embodiments, memory 602 may also be an external storage device of electronic device 600, such as a plug-in hard disk, smart media card (SMC), secure digital (SD) card, flash card, etc. equipped on electronic device 600.

[0101] Furthermore, the memory 602 may include both internal storage units of the electronic device 600 and external storage devices. The memory 602 is used to store application software and various types of data installed on the electronic device 600.

[0102] In some embodiments, processor 601 may be a central processing unit (CPU), microprocessor, or other data processing chip, used to run program code stored in memory 602 or process data, such as the ship ice zone navigation early warning method of the present invention.

[0103] In some embodiments, display 603 may be an LED display, a liquid crystal display, a touch-sensitive liquid crystal display, or an OLED (Organic Light-Emitting Diode) touchscreen. Display 603 is used to display information from electronic device 600 and to display a visual user interface. Components 601-603 of electronic device 600 communicate with each other via a system bus.

[0104] In some embodiments of the present invention, when the processor 601 executes the ship ice navigation early warning program in the memory 602, the following steps can be implemented:

[0105] The system acquires ship data, first ice condition data, and second ice condition data. The first ice condition data is acquired using satellite remote sensing technology, while the second ice condition data is acquired in real time using infrared and radar equipment.

[0106] The navigation risk level of a vessel is determined based on vessel data and second ice condition data. The navigation risk levels include Level 1, Level 2 and Level 3.

[0107] When the ship's navigation risk level is Level 1, a normal navigation warning will be issued.

[0108] When the ship's navigation risk level is Level 2, a maximum speed limit warning is issued based on ship data and second ice condition data.

[0109] When the ship's navigation risk level is Level 3, a change-of-path warning is issued based on ship data, first ice condition data, and second ice condition data.

[0110] It should be understood that when the processor 601 executes the ship ice navigation early warning program in the memory 602, in addition to the functions mentioned above, it can also perform other functions, as can be found in the description of the corresponding method embodiments above.

[0111] Furthermore, this embodiment of the invention does not specifically limit the type of electronic device 600 mentioned. Electronic device 600 can be a mobile phone, tablet computer, personal digital assistant (PDA), wearable device, laptop computer, or other portable electronic device. Exemplary embodiments of portable electronic devices include, but are not limited to, portable electronic devices running iOS, Android, Microsoft, or other operating systems. The aforementioned portable electronic device can also be other portable electronic devices, such as a laptop computer with a touch-sensitive surface (e.g., a touch panel). It should also be understood that in some other embodiments of the invention, electronic device 600 may not be a portable electronic device, but rather a desktop computer with a touch-sensitive surface (e.g., a touch panel).

[0112] The above provides a detailed description of a ship navigation early warning method in ice zones provided by the present invention. Specific examples have been used to illustrate the principle and implementation of the present invention. The description of the above embodiments is only for the purpose of helping to understand the method and core idea of ​​the present invention. At the same time, for those skilled in the art, there will be changes in the specific implementation and application scope based on the idea of ​​the present invention. Therefore, the content of this specification should not be construed as a limitation of the present invention.

Claims

1. A method for early warning of ship navigation in ice zones, characterized in that, include: The system acquires ship data, first ice condition data, and second ice condition data, wherein the first ice condition data is acquired through satellite remote sensing technology, and the second ice condition data is acquired in real time through infrared and radar equipment. The ship navigation risk level is determined based on the ship data and the second ice condition data, and the ship navigation risk level includes a first level, a second level, and a third level. When the ship's navigation risk level is Level 1, a normal navigation warning is issued; when the ship's navigation risk level is Level 2, a maximum speed limit warning is issued based on the ship data and the second ice condition data; when the ship's navigation risk level is Level 3, a change-of-path warning is issued based on the ship data, the first ice condition data, and the second ice condition data.

2. The ship ice navigation early warning method according to claim 1, characterized in that, Obtain the second ice condition data, including: Real-time acquisition of infrared and radar measurement data; The infrared measurement data and radar measurement data are fused to obtain fused data; Based on the fused data, the ice condition is identified to obtain the second ice condition data.

3. The ship ice navigation early warning method according to claim 2, characterized in that, The infrared measurement data and radar measurement data are fused to obtain fused data, including: The infrared measurement data and radar measurement data are subjected to time calibration, spatial matching and error correction to obtain fused data.

4. The ship ice navigation early warning method according to claim 1, characterized in that, Determining the ship's navigation risk level based on the aforementioned ship data and the second ice condition data includes: Calculate the ship navigation risk index based on the ship data and the second ice condition data; The ship navigation risk level is determined based on the ship navigation risk index and the ship data.

5. The ship ice zone navigation early warning method according to claim 4, characterized in that, The ship data includes the ship's icebreaking capability level, the second ice condition data includes sea ice concentration and sea ice thickness, and the formula for calculating the ship navigation risk index is as follows: In the formula, R IO This represents the ship navigation risk index, where C represents the target sea ice concentration. V represents the average sea ice concentration, V represents the target sea ice risk value, V0 represents the ice-free risk value. The sea ice risk value is determined based on the ship's icebreaking capability level and sea ice thickness. T represents the target sea ice type value, which is determined based on sea ice thickness. The target sea ice represents the single type of sea ice that accounts for the largest proportion in the grid area where the ship is located.

6. The ship ice navigation early warning method according to claim 4, characterized in that, The ship data includes the ship's icebreaking capability level; Determining the ship's navigation risk level based on the ship navigation risk index and the ship data includes: When the ship navigation risk index is not lower than the first preset value, the ship navigation risk level is the first level; When the ship navigation risk index is lower than a first preset value and not lower than a second preset value, and the ship icebreaking capability level is not lower than a preset level, the ship navigation risk level is level two. When the ship navigation risk index is lower than the second preset value, or when the ship navigation risk index is lower than the first preset value but not lower than the second preset value, and the ship icebreaking capability level is lower than the preset level, the ship navigation risk level is level three.

7. The ship ice navigation early warning method according to claim 1, characterized in that, Issue a normal navigation warning, including: controlling the warning lights to display the first color; Issuing a maximum speed limit warning includes: determining the maximum speed limit of the vessel based on the vessel data and the second ice condition data, displaying the maximum speed limit, and controlling the warning light to display a second color; Issuing a change-of-path warning includes: determining the change-of-path for the vessel based on the vessel data, the first ice condition data, and the second ice condition data; displaying the change-of-path; and controlling the warning light to display a third color.

8. The ship ice navigation early warning method according to claim 7, characterized in that, The ship data includes the ship's speed; Control the alarm light to display a second color, including: Depending on how close the ship's speed is to the maximum speed limit, the warning lights are controlled to display a second color of different depths or frequencies.

9. A ship navigation early warning device in ice zones, characterized in that, include: The data acquisition unit is used to acquire ship data, first ice condition data, and second ice condition data, wherein the first ice condition data is acquired through satellite remote sensing technology, and the second ice condition data is acquired in real time through infrared and radar equipment; A risk determination unit is used to determine the ship navigation risk level based on the ship data and the second ice condition data, wherein the ship navigation risk level includes a first level, a second level, and a third level; The early warning response unit is used to issue a normal navigation warning when the ship's navigation risk level is Level 1, issue a maximum speed limit warning based on the ship data and the second ice condition data when the ship's navigation risk level is Level 2, and issue a change-of-path warning based on the ship data, the first ice condition data, and the second ice condition data when the ship's navigation risk level is Level 3.

10. An electronic device, characterized in that, Including memory and processor; The memory is used to store programs; The processor, coupled to the memory, is used to execute the program stored in the memory to implement the steps of the ship ice navigation early warning method according to any one of claims 1 to 8.

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