Ship direction monitoring and early warning integrated platform

Abstract

The invention relates to the technical field of ship navigation early warning, and discloses a ship direction monitoring and early warning integrated platform which comprises a ship speed acquisition unit, a ship course angle data acquisition unit, a ship navigation data analysis unit and an early warning unit. According to the ship direction monitoring and early warning integrated platform, early warning is carried out on the ship navigation direction and the navigation state by integrating the wind speed, the water flow speed and the noise data in the navigation process in the current navigation environment, the risk and the course deviation angle in the navigation process can be obtained at the same time, and under the severe navigation condition, the ship direction can be monitored and early warned. The method can still accurately obtain the current ship navigation risk and course deviation, and avoids the situation that the position information and the navigation state of the ship are acquired in real time only by means of sensors such as radar and a global positioning system (GPS), and the early warning effect is affected due to delayed data transmission possibly caused by network delay or signal interruption under the severe navigation condition. And therefore, accurate early warning can be made in a better way in a variable navigation environment.

Description

Technical Field

[0001] The present invention relates to the technical field of ship navigation warning, and in particular to an integrated platform for ship direction monitoring and warning. Background Art

[0002] The main purpose of ship direction monitoring is to improve navigation safety and efficiency. It can obtain the specific location, heading and speed information of the ship in real time, so as to help the crew to timely understand the navigation status, identify potential risks, and issue early warning information when necessary to ensure navigation safety. At present, it usually relies on radar, global positioning system (GPS) and other sensors to collect the ship's location information and navigation status in real time, but due to network delays or signal interruptions, data transmission may not be timely, affecting the warning effect, but it is impossible to integrate the wind speed, water flow speed and noise data in the current navigation environment to warn the ship's navigation direction and navigation status, so it is impossible to better respond to the changing navigation environment and make accurate warnings. Summary of the invention

[0003] 1. Technical issues to be resolved

[0004] In view of the deficiencies in the prior art, the present invention provides an integrated platform for ship direction monitoring and early warning, which has the function of early warning on the ship's navigation direction and navigation status by integrating the wind speed, water flow speed and noise data during navigation in the current navigation environment, and can simultaneously derive the risks in the navigation process and the heading deviation angle. Under relatively severe navigation conditions, it is still possible to accurately derive the current risk of the ship's navigation and the heading deviation, avoiding relying solely on sensors such as radar and global positioning system (GPS) to collect the ship's position information and navigation status in real time. When encountering severe navigation conditions, network delays or signal interruptions may result in untimely data transmission, affecting the early warning effect, and thus being able to better cope with the changing navigation environment and make accurate early warnings, etc., thereby solving the above-mentioned problems.

[0005] (II) Technical solution

[0006] To achieve the above-mentioned object, the present invention provides the following technical solutions: a ship direction monitoring and early warning integrated platform, comprising a ship speed collection unit, a wind speed collection unit, a tidal current data collection unit, a noise data collection unit, a ship heading angle data collection unit, a ship navigation data analysis unit and an early warning unit;

[0007] The ship speed collection unit is used to collect the current speed data Hs of the ship and the current speed data THS of other ships closest to the bow position; the wind speed collection unit is used to collect the wind speed data FS and wind direction angle FJ of the current navigation environment; the tidal current data collection unit is used to collect the water flow speed Sv and water flow direction angle SJ of the current navigation environment; the noise data collection unit is used to collect the water body noise Sz and the current hull noise data Cz in the current navigation environment; the ship heading angle data collection unit is used to collect the heading angle Hj of the current ship and the heading angle Qj of other ships closest to the bow position;

[0008] The ship speed collection unit, wind speed collection unit, tidal current data collection unit, noise data collection unit and ship heading angle data collection unit send the collected data to the ship navigation data analysis unit;

[0009] The ship navigation data analysis unit calculates the relative speed XD between the ship and the ship at the bow position according to the current speed data Hs of the ship, the current heading angle Hj of the ship, the heading angle Qj of other ships closest to the bow position and the current speed data THS of other ships. The ship navigation data analysis unit calculates the comprehensive effect speed SHS according to the wind speed data FS, the wind direction angle FJ, the water flow speed Sv and the water flow direction angle SJ. The ship navigation data analysis unit calculates the ship noise risk index ZFX according to the water body noise Sz and the current hull noise data Cz in the current navigation environment. The ship navigation data analysis unit calculates the comprehensive warning value YJZ according to the relative speed XD between the ship and the ship at the bow position, the comprehensive effect speed ZHS and the ship noise risk index ZFX. The ship navigation data analysis unit determines the current navigation risk of the ship according to the comprehensive warning value YJZ and generates navigation risk warning information;

[0010] The ship navigation data analysis unit calculates the current actual heading angle SHX of the ship according to the current speed data Hs of the ship and the water flow speed Sv of the current navigation environment. The ship navigation data analysis unit determines the ship's yaw condition according to the actual heading angle SHX and the current ship's heading angle Hj, and generates yaw warning information;

[0011] The ship navigation data analysis unit sends the generated navigation risk warning information and deviation warning information to the warning unit; the warning unit issues a warning to the on-duty crew member based on the received navigation risk warning information and deviation warning information.

[0012] Preferably, the relative speed XD between the ship and the ship at the bow position is calculated as follows:

[0013]

[0014] In the formula, cos(Hj) represents the cosine function of the current ship's heading angle Hj, Hs*cos(Hj) represents the conversion of the ship's current speed data Hs into components in the east-west direction, cos(Qj) represents the cosine function of the heading angle Qj of other ships closest to the bow, THS*cos(Qj) represents the conversion of the current speed data THS of other ships closest to the bow into components in the east-west direction, (Hs*cos(Hj)-THS*cos(Qj)) 2 It represents the square of the difference in speed between the ship and the other ship closest to the bow in the east-west direction. Sin(Hj) represents the sine function of the heading angle Hj of the preceding ship. Hs*sin(Hj) represents the conversion of the current ship speed data Hs into the component in the north-south direction. Sin(Qj) represents the sine function of the heading angle Qj of the other ship closest to the bow. THS*sin(Qj) represents the conversion of the current speed data THS of the other ship closest to the bow into the component in the north-south direction. (Hs*sin(Hj)-THS*sin(Qj)) 2 It represents the square of the difference in velocity component between the ship and other ships closest to the bow in the north-south direction. It means taking the square root of the sum of the square of the component difference in the east-west direction and the component difference in the north-south direction to obtain a single relative speed value, which is the actual speed of the ship relative to other ships closest to the bow position, that is, the relative speed XD between the ship and the ship at the bow position.

[0015] Preferably, the calculation expression of the comprehensive effect speed ZHS is as follows:

[0016]

[0017] In the formula, cos(SJ) represents the cosine function of the water flow angle SJ, cos(FJ) represents the cosine function of the wind direction angle FJ, Sv*cos(SJ) represents the conversion of the water flow velocity Sv into the component in the east-west direction, FS*cos(FJ) represents the conversion of the wind speed data FS into the component in the east-west direction, (Hs+Sv*cos(SJ)+FS*cos(FJ)) 2It indicates that the current speed data Hs of the ship in the east-west direction is affected by the components of the wind speed data FS in the east-west direction and the water flow speed Sv in the east-west direction, that is, it indicates the square of the comprehensive effect speed of the current speed data Hs of the ship in the east-west direction. sin(SJ) indicates the sine function of the water flow angle SJ, sin(FJ) indicates the sine function of the wind direction angle FJ, Sv*sin(SJ) indicates the conversion of the water flow speed Sv into the component in the north-south direction, FS*sin(FJ) indicates the conversion of the wind speed data FS into the component in the north-south direction, (Hs+Sv*cos(SJ)+FS*cos(FJ)) 2 +(Sv*sin(SJ)+FS*sin(FJ)) 2 It represents the sum of the square of the comprehensive effect speed of the current ship speed data Hs in the east-west direction and the square of the comprehensive effect speed of the water flow and wind speed in the north-south direction, that is, the sum of the square of the comprehensive effect speed of all components. It means taking the square root of the sum of the squares of the comprehensive effect speeds of all components to obtain the current effective speed of the ship, which is the comprehensive effect speed ZHS.

[0018] Preferably, the ship noise risk index ZFX calculation expression is as follows:

[0019] ZFX=α*Cz+β*Sz

[0020] In the formula, α represents the weight of hull noise, β represents the weight of water noise, α*Cz weights the hull noise, β*Sz weights the water noise, α*Cz+β*Sz means the sum of the weighted results is the ship noise risk index ZFX, and the value range of α is 0.1~0.5, the value range of β is 0.5~0.9, and α+β=1.

[0021] Preferably, the calculation expression of the comprehensive warning value YJZ is as follows:

[0022] YJZ=q1*XD+q2*ZHS+q3*ZFX

[0023] In the formula, q1 represents the relative speed weight, q2 represents the comprehensive effect speed weight, q3 represents the ship noise risk index weight, q1 ranges from 0.1 to 0.5, q2 ranges from 0.1 to 0.5, q3 ranges from 0.1 to 0.5, and q1+q2+q3=1, q1*XD+q2*ZHS+q3*ZFX represents that the sum of the three factors of the relative speed XD between the ship and the ship at the bow position, the ship noise risk index ZFX and the comprehensive effect speed ZHS is the comprehensive warning value YJZ.

[0024] Preferably, the conditions for judging the current navigation risk of the ship are as follows:

[0025] When the comprehensive warning value YJZ<40, the ship is judged to be safe for navigation and a low-risk warning information is generated;

[0026] When 40≤comprehensive warning value YJZ≤70, it is determined that there is a risk in the ship's navigation and it is necessary to remain vigilant and generate medium-risk warning information;

[0027] When the comprehensive warning value YJZ>70, it is determined that there is a high risk for the ship's navigation, and emergency measures need to be taken immediately to generate high-risk warning information.

[0028] Preferably, the calculation expression of the current actual heading angle SHX of the ship is as follows:

[0029]

[0030] In the formula, Hs*cos(Hj)+Sv*cos(SJ) represents the sum of the east-west component of the ship's current speed data Hs and the east-west component of the water velocity Sv, and Hs*sin(Hj)+Sv*sin(SJ) represents the sum of the north-south component of the ship's current speed data Hs and the east-west component of the water velocity Sv. It represents the ratio of the actual velocity component of the ship in the east-west direction to the velocity component of the ship in the north-south direction. Arctan represents the inverse tangent function. The result is the current actual heading angle SHX of the ship.

[0031] Preferably, the judgment expression for judging the ship's yaw condition is as follows:

[0032] When the current actual heading angle SHX of the ship minus the heading angle Hj = 0, it means that the ship’s heading does not deviate;

[0033] When the current actual heading angle SHX of the ship minus the heading angle Hj>0, it means that the ship is heading to the right;

[0034] When the current actual heading angle SHX of the ship minus the heading angle Hj<0, it means that the ship's heading is biased to the left.

[0035] Preferably, when it is determined that the ship's course is deviating to the right, a warning message of the ship's deviation to the right is generated;

[0036] When it is determined that the ship's course is deviating to the left, a warning message of the ship's left deviation is generated.

[0037] Preferably, when the warning unit receives low-risk warning information, medium-risk warning information, or high-risk warning information, it issues a warning to the crew on duty;

[0038] When the warning unit receives the warning information of the ship's right deviation, it issues a right deviation warning to the crew on duty;

[0039] When the warning unit receives the warning information of the ship's left deviation, it issues a left deviation warning to the crew on duty.

[0040] Compared with the prior art, the present invention provides an integrated platform for ship direction monitoring and early warning, which has the following beneficial effects: the present invention integrates the wind speed, water flow speed, and noise data during navigation in the current navigation environment to issue early warnings for the ship's navigation direction and navigation status, and can simultaneously derive the risks and heading deviation angles during navigation. Under relatively severe navigation conditions, the current risks and heading deviations of the ship's navigation can still be accurately derived, avoiding relying solely on sensors such as radar and global positioning systems (GPS) to collect the ship's location information and navigation status in real time. When encountering severe navigation conditions, network delays or signal interruptions may result in untimely data transmission, affecting the early warning effect, thereby being able to better respond to changing navigation environments and make accurate early warnings. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] Figure 1 It is a schematic diagram of the system flow of the present invention. DETAILED DESCRIPTION

[0042] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0043] At present, the monitoring of the navigation direction and navigation safety of ships during navigation usually relies on real-time collection of ship location information and navigation status through sensors such as radar and global positioning system (GPS), and analysis of whether the current course and navigation section of the ship are safe. When an abnormality occurs, an early warning can be issued in time to prompt the crew to take corresponding emergency measures to ensure navigation safety. However, during navigation, when the weather in the waters changes drastically, it will cause network delays or signal interruptions, resulting in untimely data transmission, resulting in delayed early warnings and affecting navigation safety. Therefore, a ship direction monitoring and early warning integrated platform is proposed. Please refer to Figure 1 ,The platform consists of a ship speed collection unit, a wind speed collection unit, a tidal data collection unit, a noise data collection unit, a ship heading angle data collection unit, a ship navigation data analysis unit and an early warning unit;

[0044] The ship speed collection unit is used to collect the current speed data Hs of the ship and the current speed data THS of other ships closest to the bow position; the wind speed collection unit is used to collect the wind speed data FS and wind direction angle FJ of the current navigation environment; the tidal current data collection unit is used to collect the water flow speed Sv and water flow direction angle SJ of the current navigation environment; the noise data collection unit is used to collect the water body noise Sz and the current hull noise data Cz in the current navigation environment; the ship heading angle data collection unit is used to collect the heading angle Hj of the current ship and the heading angle Qj of other ships closest to the bow position;

[0045] Each of the above-mentioned acquisition units sends the collected data to the ship navigation data analysis unit connected thereto. After receiving the data, the ship navigation data analysis unit calculates the relative speed XD between the ship and the ship at the bow position according to the ship's current speed data Hs, the current ship's heading angle Hj, the heading angle Qj of other ships closest to the bow position, and the current speed data THS of other ships. The specific calculation expression is as follows:

[0046]

[0047] The specific meaning of the formula is:

[0048] cos(Hj) represents the cosine function of the current ship's heading angle Hj, Hs*cos(Hj) represents the conversion of the ship's current speed data Hs into components in the east-west direction, cos(Qj) represents the cosine function of the heading angle Qj of other ships closest to the bow, THS*cos(Qj) represents the conversion of the current speed data THS of other ships closest to the bow into components in the east-west direction, (Hs*cos(Hj)-THS*cos(Qj)) 2 It represents the square of the difference in speed between the ship and the other ship closest to the bow in the east-west direction. Sin(Hj) represents the sine function of the heading angle Hj of the preceding ship. Hs*sin(Hj) represents the conversion of the current ship speed data Hs into the component in the north-south direction. Sin(Qj) represents the sine function of the heading angle Qj of the other ship closest to the bow. THS*sin(Qj) represents the conversion of the current speed data THS of the other ship closest to the bow into the component in the north-south direction. (Hs*sin(Hj)-THS*sin(Qj)) 2 It represents the square of the difference in velocity component between the ship and other ships closest to the bow in the north-south direction. It means taking the square root of the sum of the square of the component difference in the east-west direction and the component difference in the north-south direction to obtain a single relative speed value, which is the actual speed of the ship relative to other ships closest to the bow position, that is, the relative speed XD between the ship and the ship at the bow position.

[0049] By calculating the relative speed between the own ship and the ship at the bow position, the actual motion state of the two ships relative to each other can be determined to ensure the safety of navigation, and it can be used as one of the key factors in the process of ship navigation safety monitoring.

[0050] The comprehensive effect speed ZHS is calculated based on the wind speed data FS, wind direction angle FJ, water flow speed Sv and water flow direction angle SJ. The calculation expression is as follows:

[0051]

[0052] The specific meaning of the formula is:

[0053] cos(SJ) represents the cosine function of the water flow angle SJ, cos(FJ) represents the cosine function of the wind direction angle FJ, Sv*cos(SJ) represents the conversion of the water flow velocity Sv into the component in the east-west direction, FS*cos(FJ) represents the conversion of the wind speed data FS into the component in the east-west direction, (Hs+Sv*cos(SJ)+FS*cos(FJ)) 2 It indicates that the current speed data Hs of the ship in the east-west direction is affected by the components of the wind speed data FS in the east-west direction and the water flow speed Sv in the east-west direction, that is, it indicates the square of the comprehensive effect speed of the current speed data Hs of the ship in the east-west direction. sin(SJ) indicates the sine function of the water flow angle SJ, sin(FJ) indicates the sine function of the wind direction angle FJ, Sv*sin(SJ) indicates the conversion of the water flow speed Sv into the component in the north-south direction, FS*sin(FJ) indicates the conversion of the wind speed data FS into the component in the north-south direction, (Hs+Sv*cos(SJ)+FS*cos(FJ)) 2 +(Sv*sin(SJ)+FS*sin(FJ)) 2 It represents the sum of the square of the comprehensive effect speed of the current ship speed data Hs in the east-west direction and the square of the comprehensive effect speed of the water flow and wind speed in the north-south direction, that is, the sum of the square of the comprehensive effect speed of all components. It means taking the square root of the sum of the squares of the comprehensive effect speeds of all components to obtain the current effective speed of the ship, which is the comprehensive effect speed ZHS.

[0054] By decomposing the ship's own speed, water flow speed and wind speed into components in the east-west and north-south directions, and comprehensively considering the influence of these factors, the effective speed of the ship after considering the influence of wind and water flow can be obtained. This comprehensive effect speed ZHS takes into account the influence of external factors on the ship's speed, so it can more accurately reflect the actual sailing speed of the ship, which is crucial for ship collision avoidance and navigation planning, and is used as one of the key factors in the ship's navigation safety monitoring process. The ship noise risk index ZFX is calculated based on the water noise Sz in the current navigation environment and the current hull noise data Cz. The calculation expression is as follows:

[0055] ZFX=α*Cz+β*Sz

[0056] The specific meaning of the formula is:

[0057] α represents the weight of hull noise, β represents the weight of water noise, α*Cz weights the hull noise, β*Sz weights the water noise, α*Cz+β*Sz represents the weighted result of weighting, which is the ship noise risk index ZFX. The value range of α is 0.1-0.5, the value range of β is 0.5-0.9, α+β=1, and the weights α and β can be adjusted according to the meteorological conditions of the waters where the ship is sailing. The greater the wind and waves in the waters, the greater the β value, and the smaller the wind and waves in the waters, the greater the α value.

[0058] By calculating the ship noise risk index ZFX, we can comprehensively consider the impact of hull noise data and water noise in the current navigation environment on ship navigation. This index can help evaluate the noise risk of ships in specific environments. The impact of ship noise will cause crew members to have difficulty hearing alarms, radio communications, etc. in a high-noise environment, which may lead to operational errors. Water noise will reduce the crew's perception of the surrounding environment, thereby affecting the safety of navigation. Therefore, it is also used as one of the key factors in the process of ship navigation safety monitoring.

[0059] When the ship navigation data analysis unit calculates the comprehensive warning value YJZ based on the calculated relative speed XD between the ship and the ship at the bow position, the comprehensive effect speed ZHS and the ship noise risk index ZFX, the calculation expression is as follows:

[0060] YJZ=q1*XD+q2*ZHS+q3*ZFX

[0061] The specific meaning of the formula is as follows:

[0062] q1 represents the relative speed weight, q2 represents the comprehensive effect speed weight, q3 represents the ship noise risk index weight, q1 ranges from 0.1 to 0.5, q2 ranges from 0.1 to 0.5, q3 ranges from 0.1 to 0.5, and q1+q2+q3=1, q1*XD+q2*ZHS+q3*ZFX represents that the sum of the three factors of the relative speed XD between the ship and the ship at the bow position, the ship noise risk index ZFX and the comprehensive effect speed ZHS is the comprehensive warning value YJZ, and the values ​​of q1, q2 and q3 are determined according to the environmental conditions of the waters where the ship is currently sailing. It should be noted that when the field of view, wind speed and water flow speed are greater, the relative speed weight q1 and the comprehensive effect speed weight q2 are greater. Generally, the relative speed weight q1 is 0.4, the comprehensive effect speed weight is 0.4, and the ship noise risk index weight is 0.2.

[0063] The ship navigation data analysis unit determines the risk of the ship's current navigation based on the calculated comprehensive warning value YJZ and generates corresponding navigation risk warning information. The specific judgment conditions are as follows:

[0064] When the comprehensive warning value YJZ<40, the ship is judged to be safe for navigation and a low-risk warning information is generated;

[0065] When 40≤comprehensive warning value YJZ≤70, it is determined that there is a risk in the ship's navigation and it is necessary to remain vigilant and generate medium-risk warning information;

[0066] When the comprehensive warning value YJZ>70, it is determined that there is a high risk for the ship's navigation, and emergency measures need to be taken immediately to generate high-risk warning information.

[0067] The ship navigation data analysis unit sends the generated low-risk warning information, medium-risk warning information or high-risk warning information to the warning unit connected thereto;

[0068] At the same time, the ship navigation data analysis unit calculates the current actual heading angle SHX of the ship according to the current speed data Hs of the ship and the water flow speed Sv of the current navigation environment. The specific calculation expression is as follows:

[0069]

[0070] The specific meaning of the formula is,

[0071] Hs*cos(Hj)+Sv*cos(SJ) represents the sum of the east-west component of the ship's current speed data Hs and the east-west component of the water velocity Sv. Hs*sin(Hj)+Sv*sin(SJ) represents the sum of the north-south component of the ship's current speed data Hs and the east-west component of the water velocity Sv. It represents the ratio of the actual velocity component of the ship in the east-west direction to the velocity component of the ship in the north-south direction. Arctan represents the inverse tangent function. The result is the current actual heading angle SHX of the ship.

[0072] By combining the water flow velocity Sv of the navigation environment and the current speed data Hs of the ship in the current environment, the influence of the water flow state of the ship on the ship's heading can be better combined. For example, water flow and tide can cause certain interference to the ship's heading. Taking into account the influence of water flow, the deviation of the ship's heading can be discovered in time, and the crew can make corrections in time, which can improve the accuracy of the ship's heading during navigation.

[0073] The ship navigation data analysis unit determines the ship's yaw condition based on the actual heading angle SHX and the current ship's heading angle Hj, and generates yaw warning information. The specific judgment conditions are as follows:

[0074] When the current actual heading angle SHX of the ship minus the heading angle Hj = 0, it means that the ship’s heading does not deviate;

[0075] When the current actual heading angle SHX of the ship minus the heading angle Hj>0, it means that the ship is heading to the right;

[0076] When the current actual heading angle SHX of the ship minus the heading angle Hj<0, it means that the ship's heading is biased to the left.

[0077] The ship navigation data analysis unit sends the generated navigation risk warning information and deviation warning information to the warning unit. For example, when the warning unit receives low-risk warning information, medium-risk warning information or high-risk warning information, it issues a warning to the crew on duty.

[0078] When the early warning unit receives the ship's right deviation early warning information, it issues a right deviation early warning to the crew on duty; or when the early warning unit receives the ship's left deviation early warning information, it issues a left deviation early warning to the crew on duty.

[0079] Embodiment 1

[0080] In this navigation experiment, the current speed data Hs of the ship is 15 knots, the current speed data THS of the ship B closest to the bow is 10 knots, the wind speed data FS of the current navigation environment is 21 knots, the wind direction angle FJ is 30 degrees (here relative to the horizontal direction), the water flow speed Sv of the current navigation environment is 5 knots, the water flow direction angle SJ is 40 degrees (here relative to the horizontal direction), the water body noise Sz in the current navigation environment is 90 decibels, the current hull noise data Cz is 110 decibels, the current ship's heading angle Hj is 25 degrees, and the heading angle Qj of the ship B closest to the bow is 40 degrees;

[0081] The relative speed XD between the ship and the bow position ship B is:

[0082]

[0083] The comprehensive effect speed ZHS is:

[0084]

[0085] The ship noise risk index ZFX is:

[0086] 0.55*110+0.45*90=96.5

[0087] The final comprehensive warning value YJZ is:

[0088] 0.4*21.247+0.4*39.473+0.2*96.5=8.498+15.789+19.3=43.587

[0089] 43.587 is greater than 40 and less than 70, which is a medium risk warning information, indicating that there is a risk for the ship to sail at this time and the crew needs to remain vigilant to avoid navigation accidents.

[0090] The actual heading angle SHX of the ship is:

[0091]

[0092] 61.280-25=36.28

[0093] At this time, it shows that the deviation value between the current heading of the ship and the collected heading angle is 36.28 degrees, and a right yaw warning message is issued, indicating that the ship is strongly affected by the water current during navigation. The crew needs to respond and operate in time based on the medium risk warning information and the right yaw warning information to avoid danger to the ship's navigation.

[0094] Embodiment 2

[0095] In this navigation experiment, the current speed data Hs of the ship is 10 knots, the current speed data THS of the ship C closest to the bow is 5 knots, the wind speed data FS of the current navigation environment is 5 knots, the wind direction angle FJ is 5 degrees (here relative to the horizontal direction), the water flow speed Sv of the current navigation environment is 1 knot, the water flow direction angle SJ is 15 degrees (here relative to the horizontal direction), the water body noise Sz in the current navigation environment is 72 decibels, the current hull noise data Cz is 85 decibels, the current ship's heading angle Hj is 32 degrees, and the heading angle Qj of the ship C closest to the bow is 10 degrees;

[0096] The relative speed XD between the ship and the bow position ship B is:

[0097]

[0098] The comprehensive effect speed ZHS is:

[0099]

[0100] The ship noise risk index ZFX is:

[0101] 0.55*85+0.45*72=79.15

[0102] The comprehensive warning value YJZ is:

[0103] 0.4*5.68+0.4*15.96+0.2*79.15=24.486

[0104] 24.486 is less than 40, the ship is safe to sail, a low-risk warning message is generated, and the crew on duty just needs to stay focused;

[0105] The actual heading angle SHX of the ship is:

[0106]

[0107] 59.523-32=27.523

[0108] At this time, it shows that the deviation value between the current heading of the ship and the collected heading angle is 27.523 degrees, and a right yaw warning message is issued, indicating that the ship is strongly affected by the water current during navigation. Although the water flow speed is only 1 knot, the current speed data of the ship is relatively high at 10 knots, and the impact of the water flow on the ship is still significant. The water flow acts on the ship at an angle of 15 degrees, which is enough to produce a larger yaw angle. Therefore, the crew needs to constantly adjust the course to counteract the influence of the water flow and ensure that the ship moves along the predetermined route.

[0109] Through the above experiments, it can be concluded that by integrating the wind speed, water flow speed, and noise data during navigation in the current navigation environment to warn the ship's navigation direction and navigation status, the risks in the navigation process and the heading deviation angle can be obtained at the same time. Under relatively severe navigation conditions, the current ship's navigation risks and heading deviations can still be accurately obtained, avoiding relying solely on radar, global positioning system (GPS) and other sensors to collect the ship's position information and navigation status in real time. When encountering severe navigation conditions, network delays or signal interruptions may lead to untimely data transmission, affecting the warning effect, and thus being able to better respond to changing navigation environments and make accurate warnings.

[0110] Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A ship direction monitoring and early warning integrated platform, characterized by: It includes a ship speed collection unit, a wind speed collection unit, a tidal current data collection unit, a noise data collection unit, a ship heading angle data collection unit, a ship navigation data analysis unit and an early warning unit; The ship speed collection unit is used to collect the current speed data Hs of the ship and the current speed data THS of other ships closest to the bow position, the wind speed collection unit is used to collect the wind speed data FS and wind direction angle FJ of the current navigation environment, the tidal current data collection unit is used to collect the water flow speed Sv and water flow direction angle SJ of the current navigation environment, the noise data collection unit is used to collect the water body noise Sz and the current hull noise data Cz in the current navigation environment, and the ship heading angle data collection unit is used to collect the heading angle Hj of the current ship and the heading angle Qj of other ships closest to the bow position; The ship speed collection unit, wind speed collection unit, tidal current data collection unit, noise data collection unit and ship heading angle data collection unit send the collected data to the ship navigation data analysis unit; The ship navigation data analysis unit calculates the relative speed XD of the ship and the ship at the bow position according to the current speed data Hs of the ship, the current heading angle Hj of the ship, the heading angle Qj of other ships closest to the bow position and the current speed data THS of other ships. The ship navigation data analysis unit calculates the comprehensive effect speed ZHS according to the wind speed data FS, the wind direction angle FJ, the water flow speed Sv and the water flow direction angle SJ. The ship navigation data analysis unit calculates the ship noise risk index ZFX according to the water body noise Sz and the current hull noise data Cz in the current navigation environment. The ship navigation data analysis unit calculates the comprehensive warning value YJZ according to the relative speed XD of the ship and the ship at the bow position, the comprehensive effect speed ZHS and the ship noise risk index ZFX. The ship navigation data analysis unit determines the current navigation risk of the ship according to the comprehensive warning value YJZ and generates navigation risk warning information; The ship navigation data analysis unit calculates the current actual heading angle SHX of the ship according to the current speed data Hs of the ship and the water flow speed Sv of the current navigation environment. The ship navigation data analysis unit determines the ship's yaw condition according to the actual heading angle SHX and the current ship's heading angle Hj, and generates yaw warning information; The ship navigation data analysis unit sends the generated navigation risk warning information and deviation warning information to the warning unit; The warning unit issues a warning to the crew on duty according to the received navigation risk warning information and deviation warning information.

2. The integrated platform for ship direction monitoring and early warning according to claim 1 is characterized by: The relative speed XD between the own ship and the ship at the bow position is calculated as follows: In the formula, cos(Hj) represents the cosine function of the current ship's heading angle Hj, Hs*cos(Hj) represents the conversion of the ship's current speed data Hs into components in the east-west direction, cos(Qj) represents the cosine function of the heading angle Qj of other ships closest to the bow, THS*cos(Qj) represents the conversion of the current speed data THS of other ships closest to the bow into components in the east-west direction, (Hs*cos(Hj)-THS*cos(Qj)) 2 It represents the square of the difference in speed between the ship and the other ship closest to the bow in the east-west direction, sin(Hj) represents the sine function of the heading angle Hj of the preceding ship, Hs*sin(Hj) represents the conversion of the current ship speed data Hs into the component in the north-south direction, sin(Qj) represents the sine function of the heading angle Qj of the other ship closest to the bow, THS*sin(Qj) represents the conversion of the current speed data THS of the other ship closest to the bow into the component in the north-south direction, (Hs*sin(Hj)-THS*sin(Qj)) 2 It represents the square of the difference in velocity component between the ship and other ships closest to the bow in the north-south direction. It means taking the square root of the sum of the square of the component difference in the east-west direction and the component difference in the north-south direction to obtain a single relative speed value, which is the actual speed of the ship relative to other ships closest to the bow position, that is, the relative speed XD between the ship and the ship at the bow position.

3. The integrated platform for ship direction monitoring and early warning according to claim 2 is characterized in that: The calculation expression of the comprehensive effect speed ZHS is as follows: In the formula, cos(SJ) represents the cosine function of the water flow angle SJ, cos(FJ) represents the cosine function of the wind direction angle FJ, Sv*cos(SJ) represents the conversion of the water flow velocity Sv into the component in the east-west direction, FS*cos(FJ) represents the conversion of the wind speed data FS into the component in the east-west direction, (Hs+Sv*cos(SJ)+FS*cos(FJ)) 2 It indicates that the current speed data Hs of the ship in the east-west direction is affected by the components of the wind speed data FS in the east-west direction and the water flow speed Sv in the east-west direction, that is, it indicates the square of the comprehensive effect speed of the current speed data Hs of the ship in the east-west direction. sin(SJ) indicates the sine function of the water flow angle SJ, sin(FJ) indicates the sine function of the wind direction angle FJ, Sv*sin(SJ) indicates the conversion of the water flow speed Sv into the component in the north-south direction, FS*sin(FJ) indicates the conversion of the wind speed data FS into the component in the north-south direction, (Hs+Sv*cos(SJ)+FS*cos(FJ)) 2 +(Sv*sin(SJ)+FS*sin(FJ)) 2 It represents the sum of the square of the comprehensive effect speed of the current ship speed data Hs in the east-west direction and the square of the comprehensive effect speed of the water flow and wind speed in the north-south direction, that is, the sum of the square of the comprehensive effect speed of all components. It means taking the square root of the sum of the squares of the comprehensive effect speeds of all components to obtain the current effective speed of the ship, which is the comprehensive effect speed ZHS.

4. The integrated platform for ship direction monitoring and early warning according to claim 3 is characterized by: The calculation expression of the ship noise risk index ZFX is as follows: ZFX=α*Cz+β*Sz In the formula, α represents the weight of hull noise, β represents the weight of water noise, α*Cz weights the hull noise, β*Sz weights the water noise, α*Cz+β*Sz means the sum of the weighted results is the ship noise risk index ZFX, and the value range of α is 0.1~0.5, the value range of β is 0.5~0.9, and α+β=1.

5. The integrated platform for ship direction monitoring and early warning according to claim 4 is characterized in that: The calculation expression of the comprehensive warning value YJZ is as follows: YJZ=q1*XD+q2*ZHS+q3*ZFX In the formula, q1 represents the relative speed weight, q2 represents the comprehensive effect speed weight, q3 represents the ship noise risk index weight, q1 ranges from 0.1 to 0.5, q2 ranges from 0.1 to 0.5, q3 ranges from 0.1 to 0.5, and q1+q2+q3=1, q1*XD+q2*ZHS+q3*ZFX represents that the sum of the three factors of the relative speed XD between the ship and the ship at the bow position, the ship noise risk index ZFX and the comprehensive effect speed ZHS is the comprehensive warning value YJZ.

6. The integrated platform for ship direction monitoring and early warning according to claim 5 is characterized by: The conditions for judging the current navigation risk of a ship are as follows: When the comprehensive warning value YJZ<40, the ship is judged to be safe for navigation and a low-risk warning information is generated; When 40≤the comprehensive warning value YJZ≤70, it is determined that there is a risk in the ship's navigation and it is necessary to remain vigilant and generate a medium-risk warning information; When the comprehensive warning value YJZ>70, it is determined that there is a high risk in the navigation of the ship, and emergency measures need to be taken immediately to generate high-risk warning information.

7. The integrated platform for ship direction monitoring and early warning according to claim 6 is characterized by: The calculation expression of the actual heading angle SHX of the ship is as follows: In the formula, Hs*cos(Hj)+Sv*cos(SJ) represents the sum of the east-west component of the ship's current speed data Hs and the east-west component of the water velocity Sv, and Hs*sin(Hj)+Sv*sin(SJ) represents the sum of the north-south component of the ship's current speed data Hs and the east-west component of the water velocity Sv. It represents the ratio of the actual velocity component of the ship in the east-west direction to the velocity component of the ship in the north-south direction. Arctan represents the inverse tangent function. The result is the current actual heading angle SHX of the ship.

8. The integrated platform for ship direction monitoring and early warning according to claim 7 is characterized by: The judgment expression for judging the ship's yaw condition is as follows: When the current actual heading angle SHX of the ship minus the heading angle Hj = 0, it means that the ship’s heading does not deviate; When the current actual heading angle SHX of the ship minus the heading angle Hj>0, it means that the ship is heading to the right; When the current actual heading angle SHX of the ship minus the heading angle Hj<0, it means that the ship's heading is biased to the left.

9. The integrated platform for ship direction monitoring and early warning according to claim 8 is characterized by: When it is determined that the ship's course is deviating to the right, a warning message of the ship's right deviation is generated; When it is determined that the ship's course is deviating to the left, a warning message of the ship's left deviation is generated.

10. The integrated platform for ship direction monitoring and early warning according to claim 9 is characterized in that: When the warning unit receives low-risk warning information, medium-risk warning information, or high-risk warning information, it issues a warning to the crew on duty; When the warning unit receives the warning information of the ship's right deviation, it issues a right deviation warning to the crew on duty; When the warning unit receives the warning information of the ship's left deviation, it issues a left deviation warning to the crew on duty.

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