Ship navigation risk assessment and decision-making method and system, medium and product

Abstract

The invention discloses a ship navigation risk assessment and decision-making method and system, a medium and a product. The method comprises the following steps: acquiring ship navigation parameters, and meteorological data and ocean data within a future preset duration; determining a meteorological influence value and an ocean influence value according to the meteorological data and the ocean data; inputting the sailing speed value, the load tonnage value, the meteorological influence value and the ocean influence value into a preset sailing risk assessment function to obtain a sailing risk value in a future preset duration; when the navigation risk value exceeds a preset risk threshold value, searching a reachable port; determining harbor information of reachable harbors according to a preset harbor database; determining an optimal reachable port based on the wind sheltering condition, the berth state and the geographic position; calculating an optimal wind-sheltering path between the ship and the optimal reachable port and the sailing duration and sailing fuel consumption of the optimal wind-sheltering path; and visually displaying the optimal wind sheltering path, the sailing duration and the sailing fuel consumption. By implementing the method, the ship navigation decision making efficiency is improved.

Description

Technical Field

[0001] The present application relates to the field of maritime safety, and in particular to a method, system, medium and product for ship navigation risk assessment and decision-making. Background Art

[0002] With the rapid development of the domestic economy, domestic trade shipping volume continues to grow. In this context, ensuring the stability and safety of ship transportation is crucial for shipping companies and related industries. Especially under complex and changeable marine meteorological conditions, how to accurately assess the risks of ship navigation and make quick decisions has become an urgent problem to be solved.

[0003] At present, relevant technologies mainly rely on meteorological information services and the ship's position monitoring system and status monitoring system. That is, ship operators use the data provided by meteorological information services to analyze information such as wind speed, waves, tides, etc. to predict weather conditions that may affect navigation. At the same time, they use the data provided by the ship's position monitoring system and status monitoring system, such as position information, status information, etc., to determine whether the ship is safe.

[0004] Although relevant technologies can provide basic guarantees for navigation safety, they are still insufficient in actual operation. For example, there are still defects in data integration and real-time information processing, which cannot well support dynamic decision-making. When a ship needs to urgently find a port of refuge, relevant technologies may have difficulty in quickly providing port information, thus affecting the timeliness and effectiveness of the ship's navigation decision. Summary of the invention

[0005] The present application provides a ship navigation risk assessment and decision-making method, system, medium and product for improving the efficiency of ship navigation decision-making.

[0006] In a first aspect, the present application provides a method for assessing and deciding on a ship's navigation risk, which is applied to a navigation system. The method comprises: obtaining ship navigation parameters, meteorological data and ocean data within a preset future time period, wherein the ship's navigation parameters include the ship's current position, navigation speed value and deadweight tonnage value; determining a meteorological impact value based on the meteorological data, and determining an ocean impact value based on the ocean data; inputting the navigation speed value, the deadweight tonnage value, the meteorological impact value and the ocean impact value into a preset navigation risk assessment function to obtain the navigation risk value of the ship within the preset future time period; and determining a navigation risk value when the navigation risk value exceeds a preset risk threshold. When the value is set, a reachable port is searched within a preset radius with the current position of the ship as the center of the circle; the port information of the reachable port is determined according to a preset port database, and the port information includes shelter conditions, berth status and geographical location, and the preset port database includes port information corresponding to multiple ports respectively; based on the shelter conditions, the berth status and the geographical location, the best reachable port for the ship is determined; the best shelter path between the ship and the best reachable port, as well as the sailing time and the sailing fuel consumption of the best shelter path are calculated; and the best shelter path, the sailing time and the sailing fuel consumption are visualized.

[0007] By adopting the above technical solutions, the navigation system obtains the ship's navigation parameters, meteorological data and ocean data within the preset time in the future, and calculates the ship's navigation risk value. When the navigation risk value exceeds the preset risk threshold, it automatically searches and selects the best shelter port, realizing intelligent assessment of navigation risks and shelter decisions, which not only considers the ship's own status (speed, load), but also comprehensively considers external environmental factors (weather, sea conditions), making risk assessment more comprehensive and accurate. This intelligent risk assessment and decision support significantly improves navigation safety, reduces the decision-making pressure of crew members, and also reduces fuel consumption by optimizing shelter paths.

[0008] In combination with some embodiments of the first aspect, in some embodiments, the meteorological impact value is determined according to the meteorological data, and the ocean impact value is determined according to the ocean data, specifically including: substituting the wind speed, wind direction, air pressure and temperature into the preset meteorological index impact calculation formula in turn to obtain the wind speed impact value, the wind direction impact value, the air pressure impact value and the temperature impact value, and the meteorological data includes the wind speed, the wind direction, the air pressure and the temperature; comprehensively calculating the wind speed impact value, the wind direction impact value, the air pressure impact value and the temperature impact value to obtain the meteorological impact value; substituting the wave height, wave direction, flow velocity and flow direction into the preset ocean index impact calculation formula in turn to obtain the wave height impact value, the wave direction impact value, the flow velocity impact value and the flow direction impact value, and the ocean data includes the wave height, the wave direction, the flow velocity and the flow direction; comprehensively calculating the wave height impact value, the wave direction impact value, the flow velocity impact value and the flow direction impact value to obtain the ocean impact value.

[0009] By adopting the above technical solution, the navigation system obtains the impact value of each single meteorological index and each single ocean index in turn, and then obtains the overall meteorological impact value and ocean impact value through comprehensive calculation. This hierarchical and multi-dimensional impact value calculation method enables the navigation system to more accurately quantify the impact of various environmental factors on ship navigation, making the impacts of different environmental factors comparable, facilitating unified risk assessment, and improving the accuracy and reliability of risk assessment.

[0010] In conjunction with some embodiments of the first aspect, in some embodiments, the preset navigation risk assessment function is: Among them, E represents the navigation risk value of the ship within the preset time in the future, I speed Indicates the ratio of the navigation speed to the standard speed, I tonnage Indicates the ratio of the deadweight tonnage value to the standard load, I weather Indicates the meteorological impact value, I ocean It represents the ocean impact value, and p is the preset weight used to enhance high-risk factors.

[0011] By adopting the above technical solution, the navigation system introduces a navigation risk assessment function based on a preset weight p, realizing nonlinear weighted calculation of various risk factors (speed ratio, load ratio, meteorological influence, ocean influence), avoiding a single factor from excessively dominating the overall risk value, making risk assessment more sensitive and reliable, thereby accurately reflecting the navigation risk status.

[0012] In combination with some embodiments of the first aspect, in some embodiments, the best accessible port for the ship is determined based on the shelter condition, the berth status and the geographical location, specifically including: determining the shelter anchorage area and the harbor water depth according to the shelter condition; excluding the accessible ports whose shelter anchorage area and the harbor water depth do not meet the preset first condition, to obtain the remaining accessible ports, the preset first condition is used to indicate that the shelter anchorage area is greater than a preset area threshold and the harbor water depth is greater than a preset water depth threshold; determining the berth vacancy rate and berthing operation efficiency according to the berth status; excluding the remaining accessible ports whose berth vacancy rate and the berthing operation efficiency do not meet the preset second condition, to obtain the final accessible port, the preset second condition is used to indicate that the berth vacancy rate exceeds the preset vacancy rate threshold and the berthing operation efficiency exceeds the preset operation efficiency threshold; based on the geographical location, calculating the sailing distance of the ship to the final accessible port; and taking the final accessible port whose sailing distance is less than the preset distance threshold as the best accessible port.

[0013] By adopting the above technical solutions, the navigation system sets up multiple layers of screening conditions to determine the best accessible port, thus achieving scientific and reasonable port selection. This multi-dimensional, progressive screening mechanism not only ensures the safety and accessibility of the safe harbor, but also makes the selection process more objective and quantitative by setting specific thresholds, so that the most suitable safe harbor can be found quickly in an emergency.

[0014] In combination with some embodiments of the first aspect, in some embodiments, the calculation of the optimal shelter path between the ship and the best accessible port and the sailing time and navigation fuel consumption of the optimal shelter path specifically includes: based on the current position of the ship and the geographical location of the best accessible port, a plurality of candidate shelter paths are calculated by a path planning algorithm, and the candidate shelter paths include the sailing time and the navigation fuel consumption; the candidate shelter path with the shortest shelter time and / or the smallest navigation fuel consumption is determined as the optimal shelter path.

[0015] By adopting the above technical solution, the navigation system calculates multiple candidate sheltering paths through a path planning algorithm, and comprehensively considers two key indicators, namely, sailing time and sailing fuel consumption, to determine the best sheltering path, thereby optimizing the sheltering path. This path planning method based on multi-objective optimization can not only help ships quickly reach sheltering ports and reduce the risks brought by bad weather, but also reduce navigation costs by optimizing fuel consumption, thus maximizing economic benefits while ensuring safety.

[0016] In combination with some embodiments of the first aspect, in some embodiments, after the step of visually displaying the optimal wind-shedding path, the sailing time and the sailing fuel consumption, the method also includes: monitoring whether the ship's sailing path is in the optimal wind-shedding path; if so, displaying current meteorological data, ocean data and the ship's navigation data; if not, sending a prompt to adjust the route to the crew.

[0017] By adopting the above technical solution, the navigation system monitors in real time whether the ship's driving path is on the best shelter path, and takes corresponding measures according to the monitoring results, thus realizing dynamic monitoring and timely intervention of the shelter process. This real-time monitoring and early warning mechanism transforms the shelter decision from static planning to dynamic management, significantly improving the safety and controllability of the shelter process, while also reducing the operating pressure of the crew, providing a strong guarantee for navigation safety.

[0018] In combination with some embodiments of the first aspect, in some embodiments, after the step of sending a prompt to adjust the route to the crew if the ship is not in the position, the method also includes: receiving a confirmation adjustment instruction issued by the crew; determining an adjusted optimal sheltering path, an adjusted sailing time and an adjusted sailing fuel consumption according to the current position of the ship; and displaying the adjusted optimal sheltering path, the adjusted sailing time and the adjusted sailing fuel consumption.

[0019] By adopting the above technical solutions, the navigation system establishes an interactive mechanism for crew confirmation and dynamic path adjustment, realizing real-time optimization of the shelter path. This dynamic response mechanism not only improves the flexibility and adaptability of shelter decisions, but also improves the reliability of decisions through human-machine collaboration, providing more complete technical support for ships to safely shelter from the wind.

[0020] In a second aspect, an embodiment of the present application provides a navigation system, which includes: one or more processors and a memory; the memory is coupled to the one or more processors, the memory is used to store computer program code, the computer program code includes computer instructions, and the one or more processors call the computer instructions to cause the navigation system to execute the method described in the first aspect and any possible implementation method of the first aspect.

[0021] In a third aspect, an embodiment of the present application provides a computer program product comprising instructions, and when the above-mentioned computer program product runs on a navigation system, the above-mentioned navigation system executes the method described in the first aspect and any possible implementation method of the first aspect.

[0022] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium, comprising instructions, which, when executed on a navigation system, causes the navigation system to execute the method described in the first aspect and any possible implementation of the first aspect.

[0023] It can be understood that the navigation system provided in the second aspect, the computer program product provided in the third aspect, and the computer storage medium provided in the fourth aspect are all used to execute the method provided in the embodiment of the present application. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding method, which will not be repeated here.

[0024] One or more technical solutions provided in the embodiments of the present application have at least the following technical effects or advantages: 1. By adopting the above technical solutions, the navigation system obtains the ship's navigation parameters, meteorological data and ocean data within the preset time in the future, and calculates the ship's navigation risk value. When the navigation risk value exceeds the preset risk threshold, it automatically searches and selects the best shelter port, realizing intelligent assessment of navigation risks and shelter decision-making, which not only considers the ship's own status (speed, load), but also comprehensively considers external environmental factors (weather, sea conditions), making risk assessment more comprehensive and accurate. This intelligent risk assessment and decision support significantly improves navigation safety, reduces the decision-making pressure of crew members, and also reduces fuel consumption by optimizing shelter paths.

[0025] 2. By adopting the above technical solution, the navigation system introduces a navigation risk assessment function based on a preset weight p, realizing nonlinear weighted calculation of various risk factors (speed ratio, load ratio, meteorological influence, ocean influence), avoiding a single factor from excessively dominating the overall risk value, making risk assessment more sensitive and reliable, thereby accurately reflecting the navigation risk status.

[0026] 3. By adopting the above technical solution, the navigation system monitors in real time whether the ship's driving path is on the best shelter path, and takes corresponding measures according to the monitoring results, thus realizing dynamic monitoring and timely intervention of the shelter process. This real-time monitoring and early warning mechanism transforms the shelter decision from static planning to dynamic management, significantly improving the safety and controllability of the shelter process, while also reducing the operating pressure of the crew, providing a strong guarantee for navigation safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 This is a flow chart of a method for ship navigation risk assessment and decision-making in an embodiment of the present application; Figure 2 This is another flowchart of the ship navigation risk assessment and decision-making method in the embodiment of the present application; Figure 3 It is a schematic diagram of the structure of a physical device of the navigation system in the embodiment of the present application. DETAILED DESCRIPTION

[0028] The terms used in the following embodiments of the present application are only for the purpose of describing specific embodiments, and are not intended to be used as limitations to the present application. As used in the specification of the present application, the singular expressions "one", "a kind of", "above", "the" and "this" are intended to also include plural expressions, unless there is a clear indication to the contrary in the context. It should also be understood that the term "and / or" used in the present application refers to any or all possible combinations comprising one or more of the listed items.

[0029] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying relative importance or implicitly indicating the number of the indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features, and in the description of the embodiments of the present application, unless otherwise specified, "plurality" means two or more.

[0030] The following is a description of the process of the method provided by this implementation. Figure 1 , which is a flow chart of the ship navigation risk assessment and decision-making method in an embodiment of the present application.

[0031] S101, obtaining ship navigation parameters, meteorological data and ocean data within a preset time period in the future, wherein the ship navigation parameters include the current position, navigation speed value and deadweight tonnage value of the ship; Among them, ship navigation parameters refer to a set of key data that describes the current navigation status of the ship; the future preset duration refers to a pre-set period of time, usually 2-24 hours; meteorological data refers to the atmospheric environment parameters that affect the navigation of the ship, including wind speed, wind direction, air pressure, temperature, etc.; ocean data refers to the sea conditions that affect the navigation of the ship, including wave height, wave direction, current speed, current direction, etc.; the current position is used to indicate the latitude and longitude coordinates of the ship at this moment; the navigation speed value refers to the real-time navigation speed of the ship, usually in knots; the deadweight tonnage value refers to the current actual deadweight of the ship, including the sum of the weight of cargo, fuel, fresh water, etc.

[0032] Specifically, the navigation system obtains the current position, navigation speed and deadweight tonnage of the ship through the ship-borne AIS system and GPS positioning system. At the same time, the navigation system connects to the weather station to obtain weather data within a preset time period (such as 12 hours) in the future, including wind speed, wind direction, air pressure, temperature and other values ​​at each time point. In addition, the navigation system also needs to connect to the marine environment monitoring system to obtain marine data for the corresponding period of time, including wave height, wave direction, current speed, current direction and other parameters.

[0033] S102, determining a meteorological impact value according to the meteorological data, and determining an ocean impact value according to the ocean data; Among them, the meteorological impact value refers to the comprehensive impact of meteorological data on the safety of ship navigation; the ocean impact value refers to the comprehensive impact of ocean data on the safety of ship navigation.

[0034] Specifically, first, the navigation system substitutes meteorological data such as wind speed, wind direction, air pressure, and temperature into the preset meteorological index impact calculation formula to obtain standardized sub-item impact values. Then, the navigation system sets weights according to the importance of each indicator, and calculates the comprehensive meteorological impact value through weighted average and other methods. Similarly, the navigation system substitutes ocean data such as wave height, wave direction, current velocity, and current direction into the preset meteorological index impact calculation formula to obtain standardized sub-item impact values, and then obtains the comprehensive ocean impact value through weighted calculation. Both impact values ​​use standardized values ​​of 0-1 to facilitate subsequent risk assessment.

[0035] Optionally, under normal circumstances, determining the meteorological impact value based on the meteorological data and determining the ocean impact value based on the ocean data can be achieved in the following ways, which are not limited here: substituting the wind speed, wind direction, air pressure and temperature into the preset meteorological index impact calculation formula in turn to obtain the wind speed impact value, wind direction impact value, air pressure impact value and temperature impact value, and the meteorological data includes the wind speed, the wind direction, the air pressure and the temperature; comprehensively calculating the wind speed impact value, the wind direction impact value, the air pressure impact value and the temperature impact value to obtain the meteorological impact value; substituting the wave height, wave direction, flow velocity and flow direction into the preset ocean index impact calculation formula in turn to obtain the wave height impact value, wave direction impact value, flow velocity impact value and flow direction impact value, and the ocean data includes the wave height, the wave direction, the flow velocity and the flow direction; comprehensively calculating the wave height impact value, the wave direction impact value, the flow velocity impact value and the flow direction impact value to obtain the ocean impact value.

[0036] Among them, the preset meteorological indicator impact calculation formula is used to convert various meteorological indicators into standardized impact values; the preset ocean indicator impact calculation formula is used to convert various ocean indicators into standardized impact values; comprehensive calculation refers to combining multiple sub-item impact values ​​into an overall impact value through mathematical methods such as weighted average.

[0037] Assume the weather data is: Wind speed: 15m / s; Wind direction: Northeast; Air pressure: 1010hPa; Temperature: 5℃; The impact value of each meteorological indicator is calculated as follows: Wind speed impact value = wind speed × 0.1; Wind direction impact value = (1 if the wind direction is northeast, otherwise 0) × 0.2; Air pressure impact value = (1020-air pressure) × 0.05; Temperature influence value = (10-temperature) × 0.1; Perform the calculation: Wind speed impact value = 15 × 0.1 = 1.5; Wind direction influence value = 1 × 0.2 = 0.2; Air pressure influence value = (1020-1010) × 0.05 = 0.5; Temperature influence value = (10-5) × 0.1 = 0.5; Comprehensive calculation: Meteorological impact value = (wind speed impact value × 0.4) + (wind direction impact value × 0.1) + (air pressure impact value × 0.3) + (temperature impact value × 0.2) = (1.5 × 0.4) + (0.2 × 0.1) + (0.5 × 0.3) + (0.5 × 0.2) = 0.6 + 0.02 + 0.15 + 0.1 = 0.87.

[0038] Assume the ocean data is: Wave height: 3m; Wave direction: West; Flow rate: 1.2m / s; Flow direction: North; The impact value of each marine indicator is calculated as follows: Wave height impact value = wave height × 0.3; Wave direction influence value = (1 if the wave direction is west, otherwise 0) × 0.2; Flow rate impact value = flow rate × 0.4; Flow direction impact value = (1 if the flow direction is north, otherwise 0) × 0.1; Perform the calculation: Wave height impact value = 3 × 0.3 = 0.9; Wave direction influence value = 1 × 0.2 = 0.2; Flow rate influence value = 1.2 × 0.4 = 0.48; Flow direction influence value = 1 × 0.1 = 0.1; Comprehensive calculation: Ocean impact value = (wave height impact value × 0.4) + (wave direction impact value × 0.1) + (current velocity impact value × 0.4) + (current direction impact value × 0.1) = (0.9 × 0.4) + (0.2 × 0.1) + (0.48 × 0.4) + (0.1 × 0.1) = 0.36 + 0.02 + 0.192 + 0.01 = 0.582.

[0039] S103, inputting the navigation speed value, the deadweight tonnage value, the meteorological impact value and the ocean impact value into a preset navigation risk assessment function to obtain a navigation risk value of the ship within the future preset time period; Among them, the preset navigation risk assessment function is a mathematical model used to calculate the comprehensive navigation risk; the navigation risk value refers to the probability assessment value of the danger that may occur to the ship within a preset time period in the future.

[0040] Specifically, first, the navigation system divides the navigation speed value by the standard speed to obtain the speed ratio, and divides the deadweight tonnage value by the standard load to obtain the load ratio. Then, the navigation system substitutes these two ratios together with the meteorological impact value and the ocean impact value calculated previously into the preset navigation risk assessment function. The standard speed refers to the safe recommended speed of the ship; the standard load refers to the median of the optimal load range of the ship; the ratio of the navigation speed value to the standard speed is used to indicate the risk level of the current speed; the ratio of the deadweight tonnage value to the standard load indicates the risk level of the current load; the preset weight p is used to highlight the impact of high-risk factors. The preset navigation risk assessment function adopts the form of weighted average, and the preset weight p is used to enhance the impact of high-risk factors, and finally obtains a navigation risk value between 0 and 1, which is used to indicate the comprehensive navigation risk that the ship may face within the preset time in the future.

[0041] The default navigation risk assessment function is: Among them, E represents the navigation risk value of the ship within the preset time in the future, I speed Indicates the ratio of the navigation speed to the standard speed, I tonnage Indicates the ratio of the deadweight tonnage value to the standard load, I weather Indicates the meteorological impact value, I ocean It represents the ocean impact value, and p is the preset weight used to enhance high-risk factors.

[0042] S104. When the navigation risk value exceeds a preset risk threshold, searching for a reachable port within a preset radius with the current position of the ship as the center of the circle; Among them, the preset risk threshold refers to the pre-set critical value for safe navigation; the preset radius range refers to the maximum distance that can be reached with the current position of the ship as the center; the reachable port refers to all ports that the ship is capable of reaching within the preset radius; the current position as the center of the circle means that the current position of the ship is used as the starting point of the search.

[0043] Specifically, first, the navigation system compares the calculated navigation risk value with the preset risk threshold (such as 0.7), and triggers the wind avoidance strategy when the navigation risk value exceeds the preset risk threshold. The navigation system takes the current position of the ship as the center of the circle and determines a reasonable search radius, that is, a preset radius (such as 200 nautical miles). Then, the navigation system retrieves all ports within the preset radius and searches for a preliminary list of reachable ports.

[0044] S105. Determine the port information of the reachable port according to a preset port database, where the port information includes shelter conditions, berth status, and geographical location. The preset port database includes port information corresponding to a plurality of ports respectively. Among them, the preset port database refers to a structured data set that stores port-related information; shelter conditions are used to indicate the port's ability to protect against wind and waves, including parameters such as the area of ​​sheltered anchorage, harbor water depth, and breakwater height; berth status refers to information used to indicate the use of port berths, including berth vacancy rate, berthing operation efficiency, berth length, and other information; geographical location is used to indicate the spatial coordinates of the port, including longitude and latitude, the sea area in which it is located, the surrounding environment, etc.; port information refers to a multi-dimensional data set that describes the characteristics of the port.

[0045] Specifically, first, the navigation system is connected to the preset port database, which updates and maintains the detailed information of each port in real time. According to the identification of the accessible ports in the preliminary list, the navigation system queries and obtains the shelter conditions of each accessible port, including the specific area value of the sheltered anchorage, the real-time water depth measurement value of the harbor, the height parameters of the breakwater, etc. At the same time, the navigation system obtains real-time data on the use status of the berths of each accessible port, including the current occupancy of each berth, the berthing efficiency statistics in the last 24 hours, the specific size of the available berths, etc. In addition, the navigation system also needs to obtain the precise geographical location information of the accessible ports, including the specific coordinates, the characteristics of the sea area, the distribution of surrounding waterways and obstacles, etc.

[0046] S106. Based on the shelter conditions, the berth status and the geographical location, determine the best accessible port for the ship; specifically, first, the navigation system evaluates the shelter conditions, compares the shelter anchorage area of ​​each accessible port with the minimum anchorage area required by the ship (such as 4 times the length of the ship), and compares the port depth of each accessible port with the sum of the draft depth and the safety margin depth of the ship, and selects the accessible ports that meet the basic shelter conditions. Then, the navigation system evaluates the berth status of these accessible ports, requiring that the berth vacancy rate exceeds 30% and the berthing operation efficiency in the last 24 hours is maintained at a normal level. Finally, the navigation system calculates the actual sailing distance of the ship to each accessible port that meets the conditions, comprehensively considers the influence of the current meteorological data and the current ocean data, and selects the accessible port with the shortest sailing distance and meets the safety requirements as the best accessible port.

[0047] Optionally, in general, based on the shelter condition, the berth status and the geographical location, determining the best accessible port for the ship can be achieved in the following ways, which are not limited here: determining the shelter anchorage area and the harbor water depth according to the shelter condition; excluding the accessible ports whose shelter anchorage area and the harbor water depth do not meet the preset first condition, to obtain the remaining accessible ports, the preset first condition is used to indicate that the shelter anchorage area is greater than a preset area threshold and the harbor water depth is greater than a preset water depth threshold; determining the berth vacancy rate and berthing operation efficiency according to the berth status; excluding the remaining accessible ports whose berth vacancy rate and the berthing operation efficiency do not meet the preset second condition, to obtain the final accessible port, the preset second condition is used to indicate that the berth vacancy rate exceeds the preset vacancy rate threshold and the berthing operation efficiency exceeds the preset operation efficiency threshold; based on the geographical location, calculating the sailing distance of the ship to the final accessible port; and taking the final accessible port whose sailing distance is less than the preset distance threshold as the best accessible port.

[0048] Among them, the sheltered anchorage area refers to the area of ​​waters used by the port for ships to anchor in sheltered areas; the harbor water depth refers to the water depth of the port's entrance channel and anchorage area; the berth vacancy rate refers to the ratio of the current number of available berths to the total number of berths; the berthing operation efficiency refers to the speed at which the port handles the berthing of ships; the preset first condition refers to the basic requirements for sheltered conditions; the preset second condition refers to the basic requirements for berth status; the sailing distance indicates the actual distance a ship needs to sail to reach the target port; the preset distance threshold is used to limit the maximum acceptable sailing distance.

[0049] S107, calculating the best shelter path between the ship and the best accessible port, as well as the sailing time and sailing fuel consumption of the best shelter path; Among them, the best sheltered path refers to the safest and most efficient sailing route under the current weather and sea conditions; the path planning algorithm refers to the mathematical model used to calculate the best sailing path; the sailing time refers to the time required for the ship to reach the target port from its current position; and the sailing fuel consumption refers to the amount of fuel estimated to be consumed to complete the voyage.

[0050] Specifically, first, the navigation system combines electronic charts, meteorological data and ocean data, and uses the improved A* algorithm or Dijkstra algorithm for path planning. The navigation system will take into account obstacles such as navigation restricted areas, shallow water areas, and strong wind areas. At the same time, it will use meteorological and sea conditions such as wind direction, wave direction, and current direction as constraints for path planning to generate multiple feasible candidate shelter paths. For each candidate shelter path, the navigation system calculates the estimated sailing time and navigation fuel consumption based on factors such as the length of the segment, changes in ship speed, and the impact of meteorological and sea conditions. Finally, the navigation system uses a comprehensive evaluation model to weigh the sailing time and navigation fuel consumption and select the best shelter path.

[0051] Optionally, under normal circumstances, the calculation of the optimal shelter path between the ship and the best accessible port and the sailing time and navigation fuel consumption of the optimal shelter path can be achieved in the following way, which is not limited here: based on the current position of the ship and the geographical location of the best accessible port, multiple candidate shelter paths are calculated by a path planning algorithm, and the candidate shelter paths include the sailing time and the navigation fuel consumption; the candidate shelter path with the shortest shelter time and / or the smallest navigation fuel consumption is determined as the optimal shelter path.

[0052] S108: Visually display the optimal wind-avoiding route, the sailing time, and the sailing fuel consumption.

[0053] Among them, visualization refers to converting the best shelter path, sailing time and sailing fuel consumption into an intuitive graphical interface display; visualization of the best shelter path refers to marking the recommended sailing route on the electronic nautical chart; visualization of sailing time refers to displaying the estimated sailing time in the form of numerical values ​​and charts; visualization of sailing fuel consumption refers to displaying the estimated fuel usage in the form of numerical values ​​and charts; electronic nautical charts refer to digital nautical chart systems used to display navigation information; and the graphical interface is a visual operating interface for human-computer interaction.

[0054] Specifically, first of all, the navigation system clearly marks the best shelter path on the electronic chart, uses different colors to distinguish different risk levels, and marks the longitude and latitude coordinates and turning parameters at key turning points. At the same time, the navigation system generates a sailing time analysis chart, which shows in detail the estimated sailing time for each section, as well as the time fluctuation range after considering the influence of weather and sea conditions. In addition, the navigation system also displays the estimated fuel usage of each section in the form of bar charts and line charts, and provides numerical statistics of total fuel consumption. All information is displayed through an intuitive graphical interface, and supports interactive query and detail zoom, which is convenient for crew members to understand and use shelter plans.

[0055] By adopting the above technical solutions, the navigation system obtains the ship's navigation parameters, meteorological data and ocean data within the preset time in the future, and calculates the ship's navigation risk value. When the navigation risk value exceeds the preset risk threshold, it automatically searches and selects the best shelter port, realizing intelligent assessment of navigation risks and shelter decisions, which not only considers the ship's own status (speed, load), but also comprehensively considers external environmental factors (weather, sea conditions), making risk assessment more comprehensive and accurate. This intelligent risk assessment and decision support significantly improves navigation safety, reduces the decision-making pressure of crew members, and also reduces fuel consumption by optimizing shelter paths.

[0056] The following is a more detailed description of the process of the method provided by this implementation. Figure 2, is another flow chart of the ship navigation risk assessment and decision-making method in the embodiment of the present application.

[0057] After step S108, the following steps may or may not be performed, which is not limited here.

[0058] S201, monitoring whether the travel path of the ship is in the optimal wind-avoiding path; Among them, monitoring refers to the continuous observation and recording of the actual navigation conditions of the ship; the driving path refers to the actual navigation trajectory of the ship.

[0059] Specifically, the navigation system collects the real-time position coordinates of the ship once a minute through the ship's onboard GPS device, and compares the acquired real-time position coordinates with the best shelter path. The navigation system calculates the vertical distance from the ship's current position to the best shelter path and compares it with the preset deviation threshold (such as 0.5 nautical miles). At the same time, the navigation system also calculates the angle between the ship's heading and the best shelter path to monitor whether the ship is sailing in the planned direction.

[0060] S202, if in, display the current meteorological data, ocean data and navigation data of the ship; Among them, meteorological data refers to weather information collected by meteorological stations, including wind speed, wind direction, air pressure, visibility, etc.; ocean data refers to sea condition information collected by the ocean monitoring system, including wave height, wave direction, current velocity, current direction, etc.; ship navigation data is used to indicate the real-time navigation status of the ship, including speed, heading, draft, list, etc.

[0061] Specifically, the navigation system obtains the latest meteorological data from the weather station every 10 minutes, including wind speed and direction maps, air pressure distribution maps, visibility levels and other information in the area around the ship. At the same time, the navigation system obtains real-time ocean data from the marine environment monitoring system, including wave forecast maps, ocean current distribution maps and other information. In addition, the navigation system will also collect the real-time navigation status of the ship, including instantaneous speed, current heading, hull attitude and other parameters. All of the above data will be intuitively displayed on the console display in a combination of charts, and different color markings will be used to highlight abnormal or attention-demanding data.

[0062] S203, if not, send a reminder to the crew to adjust the route; Among them, the route adjustment prompt refers to the path correction prompt issued by the navigation system; the prompt method refers to the form in which the navigation system issues the prompt, including sound and light alarms, text prompts, etc.

[0063] Specifically, first, the navigation system calculates the deviation distance and deviation angle of the ship from the optimal shelter path, and then the navigation system determines the alarm level according to the preset level standard, deviation distance and deviation angle. When the deviation distance is less than 1 nautical mile, the navigation system issues a yellow warning prompt through the bridge display screen; when the deviation distance is greater than 1 nautical mile, the navigation system triggers the sound and light alarm device and issues a red warning prompt. The route adjustment prompt includes specific deviation data (such as "0.8 nautical miles to the left, 12 degrees deviation angle") and recommended adjustment plans (such as "recommended right rudder 10 degrees, adjust the course to 285 degrees"). The navigation system will continue to monitor the deviation until the ship begins to make adjustments or receives a response from the crew.

[0064] S204, receiving a confirmation adjustment instruction issued by the crew member; Among them, confirming the adjustment instruction means that the crew accepts the route adjustment prompt sent by the navigation system and agrees to the operational signal for route adjustment.

[0065] Specifically, the navigation system receives the crew's operation signals through the control terminal on the bridge. The crew needs to pass identity authentication through the identity recognition system, and the navigation system verifies that the crew has the corresponding operation authority (usually requiring the level of the on-duty driver or above). After the verification, the crew can issue a confirmation adjustment command through the touch screen or dedicated buttons. The navigation system will record data such as confirmation time, confirmation personnel, and ship position information at the time of confirmation.

[0066] S205. Determine an adjusted optimal sheltering path, an adjusted sailing time, and an adjusted sailing fuel consumption according to the current position of the ship; Among them, the adjusted optimal shelter path refers to the optimal sailing route re-planned from the current position; the sailing time indicates the estimated time required to complete the new sailing route; the sailing fuel consumption refers to the estimated amount of fuel consumed to complete the new sailing route.

[0067] Specifically, first, the navigation system obtains the precise GPS position of the ship as a new starting point, while keeping the original target port unchanged. The navigation system reloads the latest meteorological data and ocean data, and uses the improved A* algorithm for path planning in combination with the current status of the ship (such as the remaining fuel, ship speed performance, etc.). The navigation system will generate multiple candidate sailing routes, and each sailing route will calculate the estimated sailing time (considering the impact of wind and waves and the safe speed limit) and the sailing fuel consumption (considering the length of the voyage and the resistance of air and sea conditions). Through a multi-objective optimization algorithm, safety, timeliness and economy are comprehensively considered to ultimately determine an optimal new sheltered path.

[0068] S206: Display the adjusted optimal sheltering path, the adjusted sailing time, and the adjusted sailing fuel consumption.

[0069] Specifically, first of all, the navigation system clearly marks the adjusted optimal shelter path on the electronic chart, uses different colors to distinguish the risk level of each section in the optimal shelter path, and marks the specific latitude and longitude coordinates and turning parameters at the key turning points. At the same time, the navigation coefficient generates a new sailing time analysis chart, which shows in detail the estimated sailing time of each section in the optimal shelter path, including the benchmark time and the floating range after considering environmental factors. The navigation system also displays the estimated fuel consumption of each section in the optimal shelter path in the form of bar charts and line charts. All information is displayed on the console display in an intuitive way, and supports crew members to conduct interactive queries and zoom in on details. The navigation system will update the displayed environmental data and forecast data every 10 minutes to ensure the timeliness of the information.

[0070] The following describes the navigation system in the embodiment of the present invention from the perspective of hardware processing. Figure 3 , which is a schematic diagram of a physical device structure of a navigation system in an embodiment of the present application.

[0071] It should be noted that Figure 3 The structure of the navigation system shown is only an example and should not bring any limitation to the functions and scope of use of the embodiments of the present invention.

[0072] like Figure 3 As shown, the navigation system includes a central processing unit (CPU) 301, which can perform various appropriate actions and processes according to the program stored in the read-only memory (ROM) 302 or the program loaded from the storage part 308 to the random access memory (RAM) 303, such as executing the method described in the above embodiment. In the RAM 303, various programs and data required for system operation are also stored. The CPU 301, the ROM 302 and the RAM 303 are connected to each other through a bus 304. The input / output (I / O) interface 305 is also connected to the bus 304.

[0073] The following components are connected to the I / O interface 305: an input section 306 including an audio input device, a button switch, etc.; an output section 307 including a liquid crystal display (LCD) and an audio output device, an indicator light, etc.; a storage section 308 including a hard disk, etc.; and a communication section 309 including a network interface card such as a LAN (Local Area Network) card, a modem, etc. The communication section 309 performs communication processing via a network such as the Internet. A drive 310 is also connected to the I / O interface 305 as needed. A removable medium 311, such as a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, etc., is installed on the drive 310 as needed so that a computer program read therefrom is installed into the storage section 308 as needed.

[0074] In particular, according to an embodiment of the present invention, the process described above with reference to the flowchart can be implemented as a computer software program. For example, an embodiment of the present invention includes a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program includes a computer program for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network through a communication section 309, and / or installed from a removable medium 311. When the computer program is executed by a central processing unit (CPU) 301, various functions defined in the present invention are performed.

[0075] It should be noted that specific examples of computer-readable storage media may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM), a flash memory, an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination thereof. In the present invention, a computer-readable storage medium may be any tangible medium containing or storing a program that may be used by or in conjunction with an instruction execution system, apparatus, or device.

[0076] The flowcharts and block diagrams in the accompanying drawings illustrate the possible architecture, functions and operations of the systems, methods and computer program products according to various embodiments of the present invention. Each box in the flowchart or block diagram may represent a module, a program segment, or a part of a code, and the above-mentioned module, program segment, or a part of a code contains one or more executable instructions for implementing the specified logical functions. It should also be noted that in some alternative implementations, the functions marked in the box may also occur in an order different from that marked in the accompanying drawings.

[0077] Specifically, the navigation system of this embodiment includes a processor and a memory. The memory stores a computer program. When the computer program is executed by the processor, the ship navigation risk assessment and decision-making method provided in the above embodiment is implemented.

[0078] As another aspect, the present invention further provides a computer-readable storage medium, which may be included in the navigation system described in the above embodiment; or may exist independently without being assembled into the navigation system. The above storage medium carries one or more computer programs, and when the above one or more computer programs are executed by a processor of the navigation system, the navigation system implements the ship navigation risk assessment and decision-making method provided in the above embodiment.

[0079] As described above, the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present application.

[0080] As used in the above embodiments, the term "when..." may be interpreted to mean "if..." or "after..." or "in response to determining..." or "in response to detecting...", depending on the context. Similarly, the phrases "upon determining..." or "if (the stated condition or event) is detected" may be interpreted to mean "if determining..." or "in response to determining..." or "upon detecting (the stated condition or event)" or "in response to detecting (the stated condition or event)", depending on the context.

[0081] Those skilled in the art can understand that to implement all or part of the processes in the above-mentioned embodiments, the processes can be completed by computer programs to instruct related hardware, and the programs can be stored in computer-readable storage media. When the programs are executed, they can include the processes of the above-mentioned method embodiments. The aforementioned storage media include: ROM or random access memory RAM, magnetic disk or optical disk and other media that can store program codes.

Claims

1. A ship navigation risk assessment and decision-making method, characterized in that: Applied to a navigation system, the method comprises: Obtaining ship navigation parameters, meteorological data and ocean data within a preset time period in the future, wherein the ship navigation parameters include the current position, navigation speed value and deadweight tonnage value of the ship; determining a meteorological impact value based on the meteorological data, and determining an ocean impact value based on the ocean data; Inputting the navigation speed value, the deadweight tonnage value, the meteorological impact value and the ocean impact value into a preset navigation risk assessment function to obtain a navigation risk value of the ship within the future preset time period; When the navigation risk value exceeds a preset risk threshold, searching for a reachable port within a preset radius with the current position of the ship as the center of the circle; Determining the port information of the reachable port according to a preset port database, wherein the port information includes shelter conditions, berth status, and geographical location, and the preset port database includes port information corresponding to a plurality of ports respectively; Determining the best accessible port for the ship based on the shelter condition, the berth status and the geographical location; Calculating the best sheltered path between the ship and the best accessible port, as well as the sailing time and sailing fuel consumption of the best sheltered path; The optimal sheltering path, the sailing time and the sailing fuel consumption are displayed visually.

2. The method according to claim 1, characterized in that The determining of the meteorological impact value according to the meteorological data, and the determining of the ocean impact value according to the ocean data, specifically include: Substituting wind speed, wind direction, air pressure and temperature into a preset meteorological index influence calculation formula in sequence to obtain a wind speed influence value, a wind direction influence value, an air pressure influence value and a temperature influence value, wherein the meteorological data includes the wind speed, the wind direction, the air pressure and the temperature; Comprehensively calculating the wind speed influence value, the wind direction influence value, the air pressure influence value, and the temperature influence value to obtain the meteorological influence value; Substituting the wave height, wave direction, flow velocity and flow direction into the preset ocean index influence calculation formula in sequence to obtain the wave height influence value, the wave direction influence value, the flow velocity influence value and the flow direction influence value, wherein the ocean data includes the wave height, the wave direction, the flow velocity and the flow direction; The wave height influence value, the wave direction influence value, the flow velocity influence value and the flow direction influence value are comprehensively calculated to obtain the ocean influence value.

3. The method according to claim 1, characterized in that The preset navigation risk assessment function is: Wherein, E represents the navigation risk value of the ship within the preset future time period, I speed It represents the ratio of the navigation speed value to the standard speed, I tonnage Indicates the ratio of the deadweight tonnage value to the standard load, I weather represents the meteorological impact value, I ocean represents the ocean impact value, and p is a preset weight used to enhance high-risk factors.

4. The method according to claim 1, characterized in that: The determining the best accessible port for the ship based on the shelter condition, the berth status and the geographical location specifically includes: Determine the sheltered anchorage area and harbor water depth based on the sheltered conditions; Eliminating the accessible ports whose sheltered anchorage area and harbor water depth do not satisfy a preset first condition, and obtaining the remaining accessible ports, wherein the preset first condition is used to indicate that the sheltered anchorage area is greater than a preset area threshold and the harbor water depth is greater than a preset water depth threshold; determining a berth vacancy rate and berthing operation efficiency according to the berth status; Eliminating the remaining reachable ports whose berth vacancy rate and berthing operation efficiency do not satisfy a preset second condition, to obtain a final reachable port, wherein the preset second condition is used to indicate that the berth vacancy rate exceeds a preset vacancy rate threshold and the berthing operation efficiency exceeds a preset operation efficiency threshold; Based on the geographical location, calculating the sailing distance for the ship to reach the final accessible port; The final accessible port whose sailing distance is less than a preset distance threshold is taken as the best accessible port.

5. The method according to claim 1, characterized in that The calculating of the best shelter path between the ship and the best accessible port and the sailing time and sailing fuel consumption of the best shelter path specifically includes: Based on the current position of the ship and the geographical location of the best accessible port, a plurality of candidate sheltering paths are calculated by a path planning algorithm, wherein the candidate sheltering paths include sailing time and sailing fuel consumption; The candidate sheltering path with the shortest sheltering time and / or the smallest navigation fuel consumption is determined as the optimal sheltering path.

6. The method according to claim 1, characterized in that After the step of visually displaying the optimal sheltering path, the sailing time, and the sailing fuel consumption, the method further includes: Monitoring whether the travel path of the ship is in the optimal wind-avoiding path; If in, display the current meteorological data, ocean data and navigation data of the ship; If not, send a reminder to the crew to adjust the route.

7. The method according to claim 6, characterized in that After the step of sending a route adjustment prompt to the crew if the route is not in the state, the method further includes: receiving confirmation adjustment instructions issued by the crew; Determine, according to the current position of the vessel, an adjusted optimal sheltering path, an adjusted sailing time, and an adjusted sailing fuel consumption; The adjusted optimal sheltering path, the adjusted sailing time and the adjusted sailing fuel consumption are displayed.

8. A navigation system, characterized in that: The navigation system includes: one or more processors and a memory; the memory is coupled to the one or more processors, the memory is used to store computer program code, the computer program code includes computer instructions, and the one or more processors call the computer instructions to enable the navigation system to execute the method as described in any one of claims 1-7.

9. A computer-readable storage medium comprising instructions, characterized in that: When the instruction is executed on the navigation system, the navigation system is caused to execute the method as claimed in any one of claims 1 to 7.

10. A computer program product, characterized in that When the computer program product is run on a navigation system, the navigation system is caused to execute the method according to any one of claims 1 to 7.

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