A ship position correction method for polar high latitude factors

Abstract

The present invention discloses a ship position correction method for polar high-latitude factors, relating to the field of ship navigation technology. The preparation method specifically comprises the following steps: S100, multi-source data acquisition: satellite navigation, inertial navigation, radar, and AIS data are respectively acquired by means of a satellite navigation receiver, an inertial navigation system, a radar, and an AIS device; the present invention significantly improves the positioning accuracy and safety of ships sailing in polar high-latitude areas through multi-source data acquisition and fusion technology. Traditional ship navigation systems are often affected by factors such as extreme weather, complex terrain, and ice conditions in polar environments, resulting in inaccurate positioning and even causing safety accidents. The present invention integrates multiple data sources such as satellite navigation, inertial navigation, radar, AIS, and ocean environment monitoring satellites, and utilizes a data fusion algorithm to effectively filter out noise and outliers, thereby achieving real-time monitoring of the ship's position, speed, heading, and surrounding environment.

Description

Technical Field

[0001] The present invention relates to the technical field of ship navigation, and in particular to a ship position correction method targeting polar high-latitude factors. Background Art

[0002] With the continuous development of global trade and the increasing attention to polar resources, the polar shipping industry is facing unprecedented development opportunities. However, the polar high-latitude environment, with its extreme weather conditions, complex ice conditions and unique topography, poses a severe challenge to the navigation safety of ships. In order to ensure the safe navigation of ships in the polar environment, accurate ship position monitoring and correction technology is particularly important. At present, ship position monitoring technologies mainly include satellite navigation and inertial navigation, but these technologies have certain limitations in practical applications, especially in the complex polar environment, where their accuracy and stability are often difficult to meet actual needs.

[0003] Traditional ship position monitoring methods mainly rely on satellite navigation systems and inertial navigation systems. Although these systems can provide ship position information to a certain extent, in the polar high-latitude environment, due to the influence of extreme weather, complex ice conditions and topography, the accuracy and reliability of a single data source are often seriously challenged. In addition, most of the existing ship position correction methods are based on fixed mathematical models and parameter settings, and lack the ability to perceive and dynamically adjust environmental factors in real time, resulting in difficulty in achieving accurate and effective ship position correction in the complex polar environment. Therefore, how to overcome the shortcomings of the existing technology and improve the monitoring accuracy and correction effect of the ship position in the polar high-latitude environment has become a technical problem to be solved urgently in the present invention.

[0004] Therefore, developing a ship position correction method targeting polar high-latitude factors not only improves the safety of ships sailing in the polar regions, but also provides strong technical support for the healthy development of the polar shipping industry. Summary of the Invention

[0005] The purpose of the present invention is to make up for the shortcomings of the existing technology and provide a ship position correction method for polar high-latitude factors. The method implements multiple steps of multi-source data collection, data collation and calibration, ship status monitoring, ship position deviation calculation and ship position correction, thereby realizing accurate positioning and real-time monitoring of ships in complex polar environments. With the help of satellite navigation, inertial navigation, radar, AIS and polar low-altitude drones, it can comprehensively consider multiple factors such as ocean currents, waves and ice conditions, effectively calculate and correct ship position deviations, and ensure the safety and stability of ship navigation.

[0006] In order to solve the above technical problems, the present invention provides the following technical solutions: a method for correcting ship position deviation due to polar high latitude factors, the specific steps of the correction method are:

[0007] S100, multi-source data acquisition: satellite navigation receivers, inertial navigation systems, radar, and AIS equipment are used to collect satellite navigation, inertial navigation, radar, and AIS data respectively; satellite data receiving equipment is used to obtain ocean current and wave data provided by marine environment monitoring satellites; polar low-altitude drones are used to collect ice condition and terrain data and transmit them to the ship system;

[0008] S200, Data Collation and Calibration: Cleans the collected data to remove noise and outliers, synchronizes time using atomic clocks and network time protocols, and integrates ocean current, wave, ice condition, and terrain data using multi-source data fusion formulas;

[0009] S300, Ship Status Monitoring: This system uses a GPS receiver to obtain the ship's latitude and longitude data, a ship speed sensor to collect speed data, a gyrocompass to collect heading data, and a roll sensor to collect roll angle data, which are then transmitted to the ship's system. Based on the ship's dynamics model, the system combines speed, heading, roll angle, and multi-source fused environmental data to determine the ship's actual motion status in the polar environment.

[0010] S400, Ship Position Deviation Calculation: Once a ship position deviation is detected, an algorithm is used to calculate the deviation of the ship's position based on multi-source fusion data and the ship's current state. The ship's motion state is combined to determine whether it will cause a position deviation. This is then verified using data from the ship's spare satellite positioning module.

[0011] S500, ship position correction execution: According to the ship's position deviation, the main engine speed and rudder angle control parameters of the ship's propulsion system are adjusted; at the same time, based on the real-time monitoring feedback data, the correction process is continuously optimized.

[0012] Furthermore, in the step S200, data fusion is performed by using a multi-source data fusion formula in data collation and calibration. Assume that the satellite navigation data is , the inertial navigation data is , the radar data is , AIS data is , the ocean current data is , the wave data is , ice data is , the terrain data is , build a new multi-source data fusion function , the calculation formula is: ,in, 、 、 、 、 、 、 、 is the fusion coefficient.

[0013] Furthermore, in S300, the installation position of the data acquisition equipment in the ship status monitoring, the GPS receiver is installed in the unobstructed area on the top of the ship deck, the speed sensor is integrated into the ship propulsion system, the gyrocompass is installed at the center of gravity of the ship, and the roll sensors are distributed at the bow, stern and midship.

[0014] Furthermore, in the above S300, the sensor network in the ship status monitoring adopts self-organizing network technology. When some sensors fail or the signals are blocked, the other sensors can automatically re-organize the network.

[0015] Furthermore, in the S300, the ship dynamics model is created in the ship state monitoring. Assume that when the ship is sailing in the ice area, the speed is , heading is , the roll angle is , the ocean current velocity is , the wave height is , ice thickness is , define the comprehensive index of ship motion state as , the calculation formula is: ,in, 、 is the weight coefficient, which is determined according to the ship's navigation conditions.

[0016] Furthermore, in said S300, the judgment of the ship's motion state in the ship state monitoring is performed by setting a threshold value. When the calculated M value is less than the set normal threshold, it indicates that the ship's motion state is relatively stable and within the normal range. When the M value exceeds the normal threshold, it indicates that the ship's motion state is abnormal. The calculation formula is: ,in is a threshold value based on ship type and design parameters, is the threshold value based on navigation experience data, the threshold value based on ship type and design parameters The calculation assumes that the maximum permissible acceleration of the ship is The maximum permissible angular velocity in each axis is , the maximum allowable hull stress is , let the weight coefficients of acceleration, angular velocity and hull stress be , the calculation formula is: , threshold value based on navigation experience data Calculation, collecting comprehensive indicators of the ship's motion status when sailing in different environments in the past Historical data of navigation in ice areas, and outliers are removed times, record each time The value is , is the number of voyages, and the average value is calculated using the formula: , calculate the standard deviation, the formula is: , select the empirical coefficient , and obtain the threshold value based on experience .

[0017] Furthermore, in the S300, the ship status monitoring combines the ship's motion status to determine whether it will cause the ship's position to shift. When the ship's motion status is normal, the ship's position change is determined by combining satellite navigation, inertial navigation, and AIS multi-source ship position monitoring data. The normal error range is determined based on the accuracy of each monitoring equipment and past experience. If the actual ship position change is within the normal error range, it means that the ship's motion is stable and there is no substantial impact on the ship's position. If the ship's motion status is abnormal, the ship's position has shifted or is about to shift significantly.

[0018] Furthermore, in the S300, the ship status monitoring uses the data of the spare satellite positioning module on the ship to verify, obtains the ship position data provided by it, and compares it with the current calculated ship position offset result. The deviation between the two is less than , verify that the offset result is correct; if the deviation exceeds the range, it is necessary to check whether there are errors in the data collection and calculation process, or check whether the backup positioning module is faulty.

[0019] Furthermore, in the S400, the ship position deviation calculation uses an algorithm formula to calculate the deviation of the ship position, and the multi-source data fusion function is set to The output is , the comprehensive index of ship motion state is , considering the influence of ocean currents, waves and ice conditions on the ship's position in the polar environment, calculate the ship's position deviation The formula is: ,in 、 They are the current speed and direction, respectively, from the current data , 、 、 、 They are the wave height, angular frequency and initial phase, which come from the wave data , Ice thickness, derived from ice condition data , It is an adjustment coefficient determined based on historical data.

[0020] Furthermore, in the S500, the ship position correction is executed according to the ship position deviation. , adjust the main engine speed of the ship's propulsion system and rudder angle , host speed adjustment for: ;Rudder angle adjustment for: ,in 、 is the adjustment factor.

[0021] Compared with the existing technology, this method of ship position correction for polar high latitude factors has the following beneficial effects:

[0022] 1. The present invention significantly improves the positioning accuracy and safety of ships sailing in polar high-latitude areas through multi-source data collection and fusion technology. Traditional ship navigation systems are often affected by factors such as extreme weather, complex terrain and ice conditions in polar environments, resulting in inaccurate positioning and even safety accidents. The present invention integrates multiple data sources such as satellite navigation, inertial navigation, radar, AIS and marine environment monitoring satellites, and uses data fusion algorithms to effectively filter out noise and outliers, realizing real-time monitoring of the ship's position, speed, heading and surrounding environment. This not only greatly improves the ship's positioning accuracy, but also provides crew members with more comprehensive and accurate navigation information, helping them to make correct navigation decisions in a timely manner, thereby effectively avoiding safety risks caused by inaccurate positioning.

[0023] 2. The present invention further improves the stability and maneuverability of ships during polar navigation by proposing a ship position correction method based on a ship dynamics model and real-time monitoring data. In polar environments, ships are often affected by multiple factors such as ocean currents, waves, and ice conditions, which can cause the ship's position to shift. The present invention monitors the ship's motion state in real time and combines multi-source fused environmental data to accurately determine whether the ship has shifted and calculate the amount of shift. On this basis, the present invention achieves precise control of the ship's position by adjusting the main engine speed and rudder angle parameters of the ship's propulsion system. This ship position correction method based on real-time monitoring data not only has a fast response speed but also high correction accuracy, which can ensure that the ship maintains a stable navigation state in the polar environment and improve the ship's maneuverability and safety.

[0024] Other advantages, objects and features of the present invention will be described in part in the following description and, in part, will be apparent to those skilled in the art based on an examination of the following or may be learned from the practice of the invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] To more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. Those skilled in the art can also derive other drawings based on these drawings without inventive effort.

[0026] Figure 1 This is a flow chart of a method for ship position correction based on polar high latitude factors;

[0027] Figure 2 This is a framework diagram of a ship position correction method for polar high-latitude factors. DETAILED DESCRIPTION

[0028] In order to further illustrate the technical means and effects adopted by the present invention to achieve the predetermined purpose of the invention, the specific implementation methods, structures, features and effects of the present invention are described in detail below in conjunction with the accompanying drawings and preferred embodiments.

[0029] Example 1:

[0030] A professional Antarctic krill fishing vessel carries out fishing operations in Antarctic waters.

[0031] In terms of multi-source data collection, satellite navigation receivers strive to overcome the special magnetic field interference and satellite signal obstruction problems in the Antarctic region, and receive satellite signals to obtain basic position and speed information; the inertial navigation system, with its internal precision instruments, stably records the ship's own motion trajectory and attitude changes; radar equipment operates at full power. In the complex sea environment where krill gather, it not only detects the surrounding icebergs and floating ice, but also assists in finding dense areas of krill. Its data is crucial for ship navigation safety and positioning of fishing operations; AIS equipment continuously exchanges information with surrounding operating vessels and onshore command centers to ensure that ships maintain safe navigation spacing and orderly operation in busy fishing areas. The operating order of the sea area is as follows: the ocean current data obtained by the marine environment monitoring satellite data receiving equipment show that the ocean current in this sea area is affected by the Antarctic Circumpolar Current, the flow speed and direction are complex and changeable, and there are obvious differences at different depths, which brings huge challenges to the positioning and control of ships; the wave data show that the waves in the Antarctic waters are affected by the interaction of the polar climate and ocean topography, the wave height and period are extremely unstable, and sudden huge waves often occur. Polar low-altitude drones take off frequently, and ice data are collected using high-definition cameras and infrared detection equipment. It is found that the surrounding ice thickness changes frequently, and there are a large number of small icebergs and broken ice areas. The terrain data shows that the seabed terrain is undulating, and there are some shoals and trenches, all of which increase the risk of ship navigation.

[0032] During data collation and calibration, the ship system uses advanced data processing software to deeply clean the massive amount of data collected, accurately correct the signal jump points in the satellite navigation data and the accumulated errors in the inertial navigation data, and eliminate the clutter interference in the radar data and the erroneous information in the AIS data. With the help of high-precision atomic clocks and stable network time protocols, all data are accurately synchronized on the time axis. Subsequently, the satellite navigation data is integrated into the system through a multi-source data fusion algorithm. , inertial navigation data , radar data , AIS data , ocean current data , wave data , ice data , terrain data Fusion, the calculation formula is: ,in, 、 、 、 、 、 、 、 The fusion coefficients are used to form a comprehensive, accurate and real-time updated model of the ship's navigation and operating environment.

[0033] The GPS receiver installed in the unobstructed area on the top of the ship's deck obtains the ship's latitude and longitude data, the ship's speed sensor installed in the ship's propulsion system collects speed data, the gyrocompass installed at the ship's center of gravity collects heading data, and the roll sensors installed at the bow, stern and midship collect the ship's roll angle data. The network composed of these sensors transmits data to the ship's system at high speed via the CAN bus. The system conducts in-depth analysis based on a ship dynamics model optimized for Antarctic krill fishing operations. To create the ship dynamics model, it is assumed that when the ship is sailing in an ice area, the speed is , heading is , the roll angle is , the ocean current velocity is , the wave height is , ice thickness is , define the comprehensive index of ship motion state as , the calculation formula is: ,in, 、 is the weight coefficient, which is determined according to the ship's navigation conditions. During the fishing operation, due to the frequent adjustment of the ship's position, the lifting and lowering of fishing equipment, and the influence of complex sea conditions and ice conditions, the ship's motion state often fluctuates abnormally. When it exceeds the normal threshold , threshold The calculation formula is: ,in is a threshold value based on ship type and design parameters, is the threshold value based on navigation experience data, the threshold value based on ship type and design parameters The calculation assumes that the maximum permissible acceleration of the ship is The maximum permissible angular velocity in each axis is , the maximum allowable hull stress is , let the weight coefficients of acceleration, angular velocity and hull stress be , the calculation formula is: , threshold value based on navigation experience data Calculation, collecting comprehensive indicators of the ship's motion status when sailing in different environments in the past Historical data of navigation in ice areas, and outliers are removed times, record each time The value is , is the number of voyages, and the average value is calculated using the formula: , calculate the standard deviation, the formula is: , select the empirical coefficient , and obtain the threshold value based on experience , which indicates that the actual position of the vessel is very likely to have deviated from the expected route, posing a serious threat to the precise positioning and efficient implementation of krill fishing operations.

[0034] During the ship position deviation calculation phase, the system uses the built-in intelligent algorithm to calculate the ship position deviation based on the multi-source fusion data and the current unstable state of the ship. The multi-source data fusion function is set as The output is , the comprehensive index of ship motion state is , considering the influence of ocean currents, waves and ice conditions on the ship's position in the polar environment, calculate the ship's position deviation The formula is: ,in 、 They are the current speed and direction, respectively, from the current data , 、 、 They are the wave height, angular frequency and initial phase, which come from the wave data , Ice thickness, derived from ice condition data , To adjust the coefficient, it is determined based on historical data. The algorithm fully considers the unique ocean current vortexes, irregular wave impact direction and strength, complex and changeable ice distribution and frequent interference factors in the Antarctic waters, and accurately calculates the position deviation of the ship in three-dimensional space. For example, when a large-scale krill school appears, the ship quickly sails to the target area, but is affected by a sudden increase in lateral currents and a small iceberg hidden in the broken ice, causing the ship to deviate significantly. The system quickly calculates the specific deviation values ​​of the ship in the horizontal and vertical directions, providing a key basis for subsequent corrections. It judges whether the ship's position will be offset in combination with the ship's motion status, and uses the data from the ship's spare satellite positioning module for verification. The ship's position data is obtained and compared with the currently calculated position offset result. The deviation between the two is less than , verify that the offset result is correct.

[0035] Ship position correction execution link, based on the calculated ship position deviation The ship's automatic control system quickly adjusts the main engine speed and rudder angle of the propulsion system. The main engine speed is dynamically adjusted according to the degree of deviation and sea conditions. The main engine speed adjustment amount for: , increase or decrease power output to ensure that the ship has sufficient maneuverability and stability in complex environments; the rudder angle adjustment is based on the deviation direction and the optimal steering path predicted by the ship dynamics model, and the rudder angle adjustment amount for: , and make precise angle adjustments so that the ship can quickly and smoothly return to the scheduled krill fishing route. At the same time, throughout the correction process, the system continuously uses the sensor network to monitor the ship's acceleration, angular velocity, hull stress feedback data in real time, as well as the constantly updated marine environment data. Through intelligent algorithms, it continuously optimizes the correction strategy and parameters to ensure that the ship always maintains an accurate position in the harsh Antarctic waters, realizes efficient and safe Antarctic krill fishing operations, and ensures the sustainable development and utilization of fishery resources.

[0036] To sum up, in the krill fishing embodiment in the Antarctic waters, the fishing vessel collects multi-source data through satellite navigation receivers, inertial navigation systems, etc. Although it faces interference from the special Antarctic environment, it provides effective information for navigation after sorting and calibration. During the fishing operation, the ship is affected by complex sea conditions, ice conditions and frequent operations, and its status is often abnormal. The system calculates the deviation based on the fused data and the ship status, and then accurately adjusts the main engine speed and rudder angle to correct the deviation, and continues to optimize based on feedback. This process fully demonstrates the key role of the present invention in the Antarctic krill fishing scenario, effectively copes with complex environments, ensures the precise positioning of ships, and improves fishing efficiency and safety.

[0037] Example 2:

[0038] In the Antarctic waters, a research vessel is carrying out a mission.

[0039] The first is the multi-source data collection stage. The satellite navigation receiver continuously receives satellite signals to obtain information on the ship's position and speed; the inertial navigation system also records the ship's motion status data; the radar closely monitors the surrounding environment, including the position and dynamics of icebergs and floating ice objects; the AIS equipment exchanges information with surrounding ships to obtain data on the position and navigation status of other ships. The ocean environment monitoring satellite sends data on the speed, direction, wave height and period of the Antarctic current in the waters to the ship's satellite data receiving equipment. Polar low-altitude drones fly around the ship to collect ice conditions (such as ice thickness in different areas and ice distribution range) and terrain (such as seabed depth) data, and smoothly transmit them to the ship's system.

[0040] Then we enter the data collation and calibration phase, carefully clean all the collected data, effectively remove the noise and outliers caused by harsh environment or equipment interference, ensure the time synchronization of all data through atomic clocks and network time protocols, and then use the multi-source data fusion formula to integrate the satellite navigation data. , inertial navigation data , radar data , AIS data , ocean current data , wave data , ice data , terrain data Fusion, the calculation formula is: , providing an accurate and comprehensive data basis for subsequent analysis and judgment.

[0041] In terms of ship status monitoring, the GPS receiver is installed in an unobstructed area on the top of the ship's deck, the speed sensor is integrated into the ship's propulsion system, the gyrocompass is installed at the center of gravity of the ship, and the roll sensors are distributed at the bow, stern and midship. When some sensors encounter icebergs blocking the signal or fail due to low temperature, other sensors can quickly and automatically re-network to ensure the continuity of data collection. For example, when a strong wind causes a temporary interruption of some sensor signals, the self-organizing network technology immediately plays a role and maintains stable data transmission. When the ship is sailing in the Antarctic ice area, the accelerometer, gyroscope and stress sensor collect the ship's vibration, swaying and hull stress parameters in real time, and quickly transmit them to the ship system through the CAN bus. The actual motion state of the ship is judged based on the pre-established ship dynamics model. The ship dynamics model is created by assuming that the speed of the ship is , heading is , the roll angle is , the ocean current velocity is , the wave height is , ice thickness is , define the comprehensive index of ship motion state as , the calculation formula is: ,in, 、 is the weight coefficient, which is determined according to the ship's navigation conditions.

[0042] If the ship's motion is normal, the ship's position changes are comprehensively determined using a combination of satellite navigation, inertial navigation, and AIS multi-source position monitoring data. Although satellite navigation systems may be affected by geomagnetic interference in the Antarctic region, they generally maintain high accuracy within a certain range, for example, with a positioning accuracy of up to 10 meters. Inertial navigation systems, unaffected by external signal interference, can provide relatively stable position information for a short period of time. However, this can accumulate errors over time, maintaining an accuracy of approximately 20 meters within 1 degree. AIS equipment can assist in determining relative position when communicating with a small number of nearby research vessels or supply ships, with an accuracy of approximately 50 meters. Based on past navigation experience in Antarctica and similar polar environments, the normal error range is determined to be ±30 degrees. For example, in previous Antarctic voyages, through analysis and statistical analysis of extensive data, it was found that when the ship's motion is normal, the ship's position changes generally fluctuate within this range. The actual position change within this range indicates stable motion and no substantial impact on the ship's position.

[0043] Once the ship position is detected to be offset, the algorithm will be used to calculate the ship position deviation caused by complex polar environmental factors (such as strong currents, huge waves, complex ice conditions, etc.) based on the multi-source fusion data and the current state of the ship. The multi-source data fusion function is set as The output is , the comprehensive index of ship motion state is , considering the influence of ocean currents, waves and ice conditions on the ship's position in the polar environment, calculate the ship's position deviation The formula is: ,in 、 They are the current speed and direction, respectively, from the current data , 、 、 They are the wave height, angular frequency and initial phase, which come from the wave data , Ice thickness, derived from ice condition data , To adjust the coefficient, determine it based on historical data, verify it with the satellite positioning module data, obtain the ship position data it provides, and compare it with the current calculated ship position offset result. If the deviation between the two is greater than , check whether there are errors in the data collection and calculation process, and recalculate.

[0044] During the ship position correction execution phase, the calculated ship position deviation , adjust the main engine speed of the ship's propulsion system and rudder angle , host speed adjustment for: ;Rudder angle adjustment for: At the same time, based on the data from real-time monitoring feedback, the correction process is continuously optimized to ensure that the ship always maintains a relatively accurate navigation position in the harsh environment of Antarctica and to ensure the smooth progress of the scientific research mission.

[0045] In summary, this ship position correction method plays a key role in the navigation of Antarctic research vessels. Multi-source data is collected through satellite navigation receivers and inertial navigation systems, and is used for ship status monitoring after sorting and calibration. The sensor network collects ship parameters and combines the dynamic model to judge the motion state. Under normal circumstances, the ship position change is judged according to the error range determined by satellite, inertial, AIS data and experience. If there is no substantial impact, the ship continues to sail. If there is an abnormality, the deviation is calculated. Finally, the propulsion system parameters are adjusted and continuously optimized based on the deviation, effectively coping with the complex Antarctic environment, ensuring the navigation safety and mission execution of the research vessel, and reflecting the importance and practicality of this method in polar navigation.

[0046] The above description is merely a preferred embodiment of the present invention and does not constitute any form of limitation to the present invention. Although the present invention has been disclosed as above in terms of a preferred embodiment, it is not intended to limit the present invention. Any person skilled in the art can, without departing from the scope of the technical solution of the present invention, make some changes or modifications to equivalent embodiments using the technical contents disclosed above. However, any brief modifications, equivalent changes and modifications made to the above embodiments based on the technical essence of the present invention without departing from the content of the technical solution of the present invention are still within the scope of the technical solution of the present invention.

Claims

1. A method for correcting ship position deviation in response to polar high latitude factors, characterized in that: The specific steps of this correction method are: S100, multi-source data acquisition: satellite navigation receivers, inertial navigation systems, radar, and AIS equipment are used to collect satellite navigation, inertial navigation, radar, and AIS data respectively; satellite data receiving equipment is used to obtain ocean current and wave data provided by marine environment monitoring satellites; polar low-altitude drones are used to collect ice condition and terrain data and transmit them to the ship system; S200, Data Arrangement and Calibration: Clean the collected data to remove noise and outliers, synchronize the time using atomic clocks and network time protocols, and fuse the data using multi-source data fusion formulas; In the step S200, data fusion is performed by using a multi-source data fusion formula in data collation and calibration. Suppose the satellite navigation data is , the inertial navigation data is , the radar data is , AIS data is , the ocean current data is , the wave data is , ice data is , the terrain data is , build a new multi-source data fusion function , the calculation formula is: ,in, 、 、 、 、 、 、 、 is the fusion coefficient; S300, Ship Status Monitoring: This system uses a GPS receiver to obtain the ship's latitude and longitude data, a ship speed sensor to collect speed data, a gyrocompass to collect heading data, and a roll sensor to collect roll angle data, which are then transmitted to the ship's system. Based on the ship's dynamics model, the system combines speed, heading, roll angle, and multi-source fused environmental data to determine the ship's actual motion status in the polar environment. S400, Ship Position Deviation Calculation: Once a ship position deviation is detected, an algorithm is used to calculate the deviation of the ship's position based on multi-source fusion data and the ship's current state. The ship's motion state is combined to determine whether it will cause a position deviation. This is then verified using data from the ship's spare satellite positioning module. S500, ship position correction execution: According to the ship's position deviation, the main engine speed and rudder angle control parameters of the ship's propulsion system are adjusted; at the same time, based on the real-time monitoring feedback data, the correction process is continuously optimized.

2. A method for correcting ship position deviation in response to polar high latitude factors according to claim 1, characterized in that: In the above S300, the installation position of the data acquisition equipment in the ship status monitoring is as follows: the GPS receiver is installed in an unobstructed area on the top of the ship deck, the speed sensor is integrated into the ship propulsion system, the gyrocompass is installed at the center of gravity of the ship, and the roll sensors are distributed at the bow, stern and midship.

3. The method for correcting ship position deviation in response to polar high latitude factors according to claim 1, characterized in that: In the above S300, the sensor network in the ship status monitoring adopts the self-organizing network technology. When some sensors fail or the signals are blocked, the other sensors can automatically re-organize the network.

4. The method for correcting ship position deviation in response to polar high latitude factors according to claim 1, characterized in that: In the above S300, the ship dynamics model is created in the ship state monitoring. Assume that when the ship is sailing in the ice area, the speed is , heading is , the roll angle is , the ocean current velocity is , the wave height is , ice thickness is , define the comprehensive index of ship motion state as , the calculation formula is: ,in, 、 is the weight coefficient, which is determined according to the ship's navigation conditions.

5. The method for correcting ship position deviation in response to polar high latitude factors according to claim 1, characterized in that: S300, judging the ship's motion state in ship state monitoring, setting the threshold When the calculated M value is less than the set normal threshold, it indicates that the ship's motion state is relatively stable and within the normal range. When the M value exceeds the normal threshold, it indicates that the ship's motion state is abnormal. The calculation formula is: ,in is a threshold value based on ship type and design parameters, is a threshold based on navigation experience data, a threshold based on ship type and design parameters The calculation assumes that the maximum permissible acceleration of the ship is The maximum permissible angular velocity in each axis is , the maximum allowable hull stress is , let the weight coefficients of acceleration, angular velocity and hull stress be , the calculation formula is: , threshold value based on navigation experience data Calculation, collecting comprehensive indicators of the ship's motion status when sailing in different environments in the past Historical data of navigation in ice areas, and outliers are removed times, record each time The value is , is the number of voyages, and the average value is calculated using the formula: , calculate the standard deviation, the formula is: , select the empirical coefficient , and obtain the threshold value based on experience .

6. The method for correcting ship position deviation in response to polar high latitude factors according to claim 1, characterized in that: In the above S300, during the ship status monitoring, the ship's motion status is combined to determine whether the ship's position will be offset. When the ship's motion status is normal, the ship's position change is determined by combining satellite navigation, inertial navigation, and AIS multi-source ship position monitoring data. The normal error range is determined based on the accuracy of each monitoring equipment and past experience. If the actual ship position change is within the normal error range, it means that the ship's motion is stable and there is no substantial impact on the ship's position. If the ship's motion status is abnormal, the ship's position has or is about to shift significantly.

7. The method for correcting ship position deviation in response to polar high latitude factors according to claim 1, characterized in that: In the above S400, the ship position deviation calculation uses an algorithm formula to calculate the deviation of the ship position, and the multi-source data fusion function is set to be The output is , the comprehensive index of ship motion state is , considering the influence of ocean currents, waves and ice conditions on the ship's position in the polar environment, calculate the ship's position deviation The formula is: ,in 、 are the ocean current velocity and direction, respectively, from ocean current data C, 、 、 They are the wave height, angular frequency and initial phase, which come from the wave data , Ice thickness, derived from ice condition data , It is an adjustment coefficient determined based on historical data.

8. The method for correcting ship position deviation in response to polar high latitude factors according to claim 1, characterized in that: In the above S300, the data of the satellite positioning module on the ship is used for verification in the ship status monitoring, and the ship position data provided by the satellite positioning module is obtained and compared with the current calculated ship position offset result. The deviation between the two is less than , verify that the offset result is correct; If the deviation exceeds the range, it is necessary to check whether there are errors in the data collection and calculation process, or check whether the backup positioning module is faulty.

9. The method for correcting ship position deviation in response to polar high latitude factors according to claim 1, characterized in that: In the S500, the ship position correction is executed according to the ship position deviation. , adjust the main engine speed of the ship's propulsion system and rudder angle , host speed adjustment for: ;Rudder angle adjustment for: ,in 、 is the adjustment factor.

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