Ship offset early warning method for deep-sea mining in-situ pilot production system

Abstract

The invention relates to the technical field of ship offset early warning, and provides a ship offset early warning method for a deep-sea mining in-situ pilot production system, which can solve the problem that the existing mother ship offset monitoring mode is too simple, improve the accuracy of judging the position of a ship body and perform effective early warning. Comprising the following steps: S100, establishing an information transmission network and carrying out data acquisition; s200, carrying out coordinate conversion on the collected real-time longitude and latitude information of the ship and the vehicle, and calculating a relative distance between the ship and the vehicle; s300, calculating a ship offset area of the mining system, calculating an allowable offset of a mining ship relative to a mining vehicle, dividing operation states according to the offset, and determining a reasonable ship offset area map; and S400, the ship deviation safety early warning area is built in a system early warning program, monitoring data are read at regular time, monitoring information such as environment monitoring information, ship-vehicle distance and the like and umbilical cable length monitoring information are read in real time, and the ship deviation state is judged in real time according to the ship deviation safety area.

Description

Technical Field

[0001] This invention relates to the field of ship drift warning technology, specifically to a ship drift warning method for an in-situ deep-sea mining test system. Background Technology

[0002] With increasing global attention to deep-sea resources, deep-sea mining has become an important area of ​​marine resource development and a research hotspot. The deep-sea mining in-situ test mining system is a type of equipment specifically developed for deep-sea mineral resources (such as polymetallic nodules, sulfides, cobalt crusts, etc.). Its core objective is to achieve in-situ collection, preliminary processing, and transportation of ore in extreme seabed environments thousands of meters deep, while also taking into account environmental friendliness and operational efficiency.

[0003] In deep-sea mining operations, mining trucks are dynamically connected to the mother ship via umbilical cables. The mother ship, floating on the water, will be displaced by the push of the waves. In order to avoid the displacement of the mother ship from generating a pulling force on the umbilical cable, it is necessary to monitor the displacement of the mother ship.

[0004] Current technologies primarily rely on single GNSS (Global Navigation Satellite System) or acoustic positioning systems for underwater mining truck location monitoring. These systems are susceptible to signal attenuation and multipath interference, leading to significant positioning errors. Furthermore, the lack of a dynamic collaborative calculation mechanism between the ship and the mining truck makes it difficult to achieve real-time, accurate tracking of relative displacement in the complex deep-sea environment. In addition, existing methods often set safety thresholds based on single indicators such as umbilical cable length or tension, failing to comprehensively consider the coupling effects of multiple parameters such as the mining truck's overturning moment and cable curvature. This results in the system's inability to effectively warn of bottom contact friction or sudden overturning risks. Summary of the Invention

[0005] One of the objectives of this invention is to propose a ship deviation early warning method for in-situ deep-sea mining test systems, which can solve the problem that the existing mother ship deviation monitoring methods are too simple, improve the accuracy of ship position judgment, and provide effective early warning.

[0006] The technical solution of the present invention is as follows: A method for early warning of vessel deviation in an in-situ deep-sea mining test system includes the following steps: S100: Establish an information transmission network and collect data; S200: The real-time latitude and longitude information of the collected ship and vehicle is transformed from the geodetic coordinate system to the ship and vehicle coordinate system to calculate the relative distance between the ship and vehicle. S300: Perform vessel offset zone calculation for the mining system, calculate the allowable offset of the mining vessel relative to the mining vehicle, divide the operation status according to the offset, and determine a reasonable vessel offset zone map. S400: The ship drift safety warning zone is built into the system warning program. It reads monitoring data periodically, and reads environmental monitoring information, ship-vehicle distance and other monitoring information and umbilical cable length monitoring information in real time. Based on the ship drift safety zone, it judges the ship drift status in real time.

[0007] Furthermore, step S100 includes: S110: Install ultra-short baseline beacons on mining vehicles to monitor the vehicle's position in real time through ranging and direction finding using acoustic signals; S120: Install a GNSS antenna on a mining vessel to determine the vessel's real-time position by receiving satellite signals; S130: An ADCP Doppler acoustic current meter is installed on a mounting bracket in the ship's moon pool to accurately measure the flow velocity in a specific area through the sound waves emitted by the transducer. S140: The number of turns and direction of the winch rotation are read by the encoder mounted on the winch rotating shaft to calculate the length of the cable released or retrieved, and obtain the real-time cable length. S150: A small local area network is built using a GNSS antenna, an ultra-short baseline beacon, an ADCP current meter, cable length monitoring, and a computer terminal to achieve stable data transmission.

[0008] Furthermore, step S200 includes: S210: Establish a ship-vehicle coordinate system, define the ship's GNSS antenna position as the origin, the ship's bow direction as the X-axis of the ship-vehicle coordinate system, and the counterclockwise direction perpendicular to the X-axis as the Y-axis; S220: Converts the latitude and longitude data of ships and mining vehicles into data in meters in real time; S230: Calculate the distance d3 on the xoy plane between the mining vehicle point B and the point A where the umbilical cable is suspended at the top.

[0009] Furthermore, the conversion formula in step S220 is: 1. Longitude differential in meters: formula: ; Where R is the Earth's radius, π is pi, and Δ is the difference in longitude.

[0010] 2. Latitude difference in meters: formula: ; Where R is the Earth's radius, π is pi, and Δlongitude is the difference in latitude. It is the cosine value corresponding to the latitude.

[0011] Furthermore, step S300 includes: S310: Based on the principle of deflection warning zone division, the deflection safety warning for mining vessels after losing power is divided into three zones; S320: Based on the principle of deviance warning area division, determine the calculation steps of the ship deviation safety warning zoning method based on dynamic flow velocity monitoring; S330: Based on the above steps, calculate the ship offset area map of the mining system.

[0012] Furthermore, step S400 includes: S410: The calculated ship deviation safety warning area is built into the Python main program. In the Python program, monitoring data is read every 10 seconds to obtain the current speed, cable length and the position information of ships and mining vehicles. S420: Obtain the straight-line distance from the ship to the suspension point according to step S200. It combines the built-in safe zone for ship deviation to make early warning judgments and output the ship deviation status.

[0013] Furthermore, the three regions in step S310 are as follows: Green area: Represents the normal mining stage, where the positions of ships and minecarts are within the allowable range; The yellow area represents the mining stoppage phase. When the position of the vessel or mine car deviates beyond the safe range for normal operations, mining operations must be suspended at this stage. Operators need to adjust the vessel's positioning, reel in the mooring lines, lift the mine car, and wait for changes in environmental factors. It is important to note that this phase is divided into two zones: a safety adjustment zone and a pre-departure zone. Red area: Represents the stage where the minecart separates from the ship. At this point, the positional deviation between the ship and the minecart has exceeded the maximum allowable safety range, which may lead to umbilical cable failure, minecart overturning, etc. Furthermore, the calculation steps in step S320 include: S321: Estimate the drift speed of a vessel in the event of loss of dynamic positioning by combining wind speed and ocean current speed; S322: After determining the flow velocity range, assuming the mine car is stationary, the maximum allowable value of the ship's offset is determined by adjusting the relative offset between the ship and the mine car and calculating whether the control conditions are met under different flow velocities. S323: To ensure operational safety, the most conservative critical offset is selected as the standard for the yellow and red zones, and the safe operating range of the green zone is derived by using the safety margin method.

[0014] The beneficial effects of this invention are as follows: 1. This invention constructs a heterogeneous data acquisition network consisting of an ultra-short baseline, GNSS, gyrocompass, ADCP current meter, and cable length encoder. It combines multiple communication protocols to achieve real-time data interaction among multiple devices and ensures transmission stability through a small local area network. Utilizing the strong penetrating power of acoustic signals, it compensates for the positioning limitations of GNSS in water, achieving precise relative positioning between deep-sea mining trucks and ships. Combined with dynamic calculation of the ship-truck position relationship, it significantly reduces positioning errors. Simultaneously, protocol optimization ensures the transmission quality of critical commands, effectively controls latency and packet loss, and improves data reliability in complex environments.

[0015] 2. This invention establishes a ship-vehicle coordinate system based on the ship and uses a precise geographic coordinate transformation method to calculate planar distances. This coordinate system directly reflects the offset of the mining truck relative to the ship and simplifies the safety judgment logic. Combined with real-time distance calculation and coordinate correction algorithms, it significantly improves the dynamic monitoring accuracy of the local coordinate system and effectively avoids the error accumulation problem inherent in traditional geodetic coordinate systems.

[0016] 3. This invention optimizes the safety domain boundary by establishing a multi-parameter coupled model, analyzes the impact of environmental loads using numerical simulation technology, and divides the area into multi-level early warning zones. A multi-dimensional constraint mechanism is employed to avoid the risk of misjudgment based on a single threshold. Simultaneously, monitoring sectors that meet actual operational needs are designed, and the scientific validity and engineering applicability of the safety boundary are ensured by combining experimental data with industry standards.

[0017] 4. This invention integrates multi-source data through the main program and updates environmental parameters periodically, outputting tiered early warning signals and operational guidelines. The visual interface adopts a design combining three-color status indicators with historical trend analysis, and is equipped with automatic alarm and emergency response mechanisms, significantly improving the decision-making efficiency of non-professionals and reducing the risk of human error.

[0018] 5. This invention constructs a drift prediction model using dynamic monitoring data, and performs coupled calculations based on the assumption of a stationary equipment state and preset safety parameters to determine the critical thresholds for multi-level early warning zones. A safety margin method is employed to provide a buffer for extreme operating conditions, and simulations have verified its high early warning accuracy under severe sea conditions.

[0019] 6. This invention outputs concise status judgments and operation guidelines through an intelligent early warning system, reduces operational complexity by using a visual interface, and effectively controls the risk of human error by combining a graded early warning and emergency response mechanism, thereby comprehensively improving the safety of deep-sea operations. Attached Figure Description

[0020] The present invention will now be described in further detail with reference to the accompanying drawings and specific embodiments.

[0021] Figure 1 This is a schematic diagram of the hardware system transmission architecture of the present invention; Figure 2 This is a definition diagram of the ship-vehicle coordinate system of the present invention; Figure 3 This is a variable transformation diagram within the ship-vehicle coordinate system of the present invention; Figure 4 This is a schematic diagram illustrating the division of the ship deviation early warning area according to the present invention. Detailed Implementation

[0022] The technical solutions of the present invention will be clearly and completely described below with reference to the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0023] Example 1 like Figure 1 As shown in the figure, this embodiment provides a method for early warning of ship deviation in a deep-sea mining in-situ trial production system, including the following steps: S100: Establish an information transmission network and collect data; use hardware monitoring equipment to collect flow velocity information, real-time location information of ships and vehicles, and real-time cable length information of umbilical cables, and obtain the collected relevant information in real time by establishing an information transmission network.

[0024] Specifically, step S100 includes: S110: Install ultra-short baseline beacons on mining vehicles to monitor the vehicle's position in real time through ranging and direction finding using acoustic signals; the ultra-short baseline beacon system interacts with the mining vehicle out-of-bounds early warning system via the API protocol to receive the mining vehicle's real-time latitude and longitude information, in degrees (°).

[0025] S120: A GNSS antenna is installed on the mining vessel to determine the vessel's real-time position by receiving satellite signals; the TCP protocol is used to receive GNSS antenna signals and obtain the vessel's real-time latitude and longitude information, in degrees (°).

[0026] S130: An ADCP Doppler acoustic current meter is installed on a mounting bracket in the ship's moon pool. It achieves accurate measurement of the flow velocity in a specific area through the sound waves emitted by the transducer. The flow velocity information is received using the UDP protocol, and its unit is degrees m / s.

[0027] S140: The number of turns and direction of the winch rotation are read by the encoder mounted on the winch rotating shaft to calculate the length of the cable released or retrieved, and obtain the real-time cable length, which is in meters (m). S150: A small local area network is built using a GNSS antenna, an ultra-short baseline beacon, an ADCP current meter, cable length monitoring, and a computer terminal to achieve stable data transmission.

[0028] S200: The real-time latitude and longitude information of the collected ship and vehicle is transformed from the geodetic coordinate system to the ship and vehicle coordinate system to calculate the relative distance between the ship and vehicle. The conversion formula in step S220 is: 1. Longitude differential in meters: formula: ; Where R is the Earth's radius (approximately 6371 km or 6371000 m), π is the ratio of pi to longitude, and Δ is the difference in longitude.

[0029] 2. Latitude difference in meters: formula: ; Where R is the Earth's radius, π is pi, and Δlongitude is the difference in latitude. It is the cosine value corresponding to the latitude.

[0030] Specifically, step S200 includes: S210: Establish a ship-vehicle coordinate system, define the ship's GNSS antenna position as the origin, the ship's bow direction as the X-axis of the ship-vehicle coordinate system, and the counterclockwise direction perpendicular to the X-axis as the Y-axis; S220: Converts the latitude and longitude data of ships and mining vehicles into data in meters in real time; S230: Calculate the distance on the xoy plane between mining vehicle location B and point A, the top suspension point of the umbilical cable. .

[0031] The specific calculation steps are as follows: like Figure 3 As shown, the origin O is the position of the ship's GNSS antenna, point A is the suspension point of the umbilical cable at the stern, and point B is the position of the mining vehicle.

[0032] 1. Definition This is the distance from the GNSS antenna to the umbilical cable suspension point A, in meters (m). It is obtained directly through measurement and can be considered a constant.

[0033] definition The distance between the ship and the vehicle, i.e., the distance from point B to the origin, is calculated by converting the collected latitude and longitude data of the ship and the vehicle into data in meters using a formula. This allows us to determine the coordinates of points O and B. , .

[0034] The relative distance between the mining vehicle and the ship is the difference between the coordinates of B and O. , represented as ,but .

[0035] 2. Based on the known... From the heading of the mining ship The coordinates of the suspension point A in the geodetic coordinate system can then be calculated. ; ; ; achievable .

[0036] S300: Perform vessel offset zone calculation for the mining system, calculate the allowable offset of the mining vessel relative to the mining vehicle, divide the operation status according to the offset, and determine a reasonable vessel offset zone map. In this embodiment, if the mining vessel experiences a dynamic positioning failure after the mining car hits the bottom, it will drift due to the influence of waves and currents. The lateral distance between the vessel and the mining car is crucial for the safety of the umbilical cable and the mining car. If the mining vessel continues to drift, the lateral distance between the vessel and the mining car will continue to increase, potentially causing dangerous accidents such as the mining car overturning, the umbilical cable breaking, or the mining car being dragged.

[0037] To address the aforementioned issues, design analysis was conducted for unexpected situations following loss of power. Based on various control conditions, including system mechanical indicators, the permissible offset of the mining vessel relative to the mining truck was calculated. Operational states were then categorized according to the offset, and a reasonable relative offset envelope diagram was established to provide early warnings at different levels.

[0038] Specifically, step S300 includes: S310: Based on the principle of offset warning zone division. Referring to the description of the safety warning zoning of the topfloor floating platform in the oil and gas exploration industry standards "ABS, Guidance Notes On Drilling Riser Analysis" and "DNVGL-ST-F201 Dynamic risers", the offset safety warning after the mining vessel loses power is divided into three zones; S320: Based on the principle of deviance warning area division, determine the calculation steps of the ship deviation safety warning zoning method based on dynamic flow velocity monitoring; S330: Based on the above steps, a map of the vessel offset area in the mining system is obtained. The horizontal axis represents the relative offset between the mining vessel and the mining truck, and the vertical axis represents different flow velocities.

[0039] The three regions in step S310 are as follows: Green zone: Represents the normal mining stage, where the positions of ships and mining trucks are within the allowable range; at this stage, mining operations can proceed normally without special adjustments or intervention. The yellow area represents the mining stoppage phase. When the position of the vessel or mine car deviates beyond the safe range for normal operations, mining operations must be suspended at this stage. Operators need to adjust the vessel's positioning, reel in the mooring lines, lift the mine car, and wait for changes in environmental factors. It is important to note that this phase is divided into two zones: a safety adjustment zone and a pre-departure zone. Among them, the safety adjustment zone refers to the area where there is sufficient time to take effective measures, and the preparation evacuation zone refers to the area where it is impossible to complete all the planned measures in time and emergency operations need to be carried out in this area. Red area: Represents the stage where the minecart separates from the ship. At this point, the positional deviation between the ship and the minecart has exceeded the maximum allowable safety range, which may lead to umbilical cable failure, minecart overturning, etc. At this stage, immediate measures must be taken, such as detaching the mine car, and emergency procedures must be followed to prevent accidents from occurring.

[0040] Furthermore, the calculation steps in step S320 include: S321: Estimate the drift speed of a vessel in the event of loss of dynamic positioning (DP) by combining wind speed and ocean current speed; S322: After determining the flow velocity range, assuming the mine car is stationary, calculate whether control conditions, such as umbilical cable tension and mine car overturning moment, are met at different flow velocities by adjusting the relative offset between the ship and the mine car. Through this process, determine the maximum permissible value of ship offset at different flow velocities (the critical offset between the yellow and red areas). S323: To ensure operational safety, the most conservative critical offset is selected as the standard for the yellow and red zones, and the safe operating range of the green zone is derived by using the safety margin method.

[0041] S400: The ship drift safety warning zone is built into the system warning program. It reads monitoring data periodically, and reads environmental monitoring information such as wave and current, ship-vehicle distance and umbilical cable length monitoring information in real time. Based on the ship drift safety zone, it judges the ship drift status in real time.

[0042] Step S400 includes: S410: The calculated ship deviation safety warning area is built into the Python main program. In the Python program, monitoring data is read every 10 seconds to obtain the current speed, cable length and the position information of ships and mining vehicles. S420: Obtain the straight-line distance from the ship to the suspension point according to step S200. It combines the built-in safe zone for ship deviation to make early warning judgments and output the ship deviation status (safe or dangerous).

[0043] This embodiment achieves closed-loop management of vessel drift risk in deep-sea operations through multi-source data fusion and dynamic model collaboration. A heterogeneous positioning network based on ultra-short baselines, GNSS, and gyrocompasses, combined with the complementary advantages of acoustic signals and satellite positioning, enables real-time synchronous positioning of mining trucks and vessels, significantly reducing positioning errors. By establishing a local coordinate system centered on the vessel and employing a high-precision geographic coordinate transformation algorithm to directly reflect the relative drift of the mining truck, it avoids the problem of accumulated global coordinate update errors and simultaneously improves dynamic monitoring efficiency. A multi-parameter coupled model is established to address the mechanical state of the umbilical cable and the stability of the mining truck. Numerical simulation technology is used to analyze the impact of complex environmental loads, dividing the system into three progressive early warning zones: a safe operating zone, a graded response zone, and an emergency departure zone. The monitoring range is optimized through directional operating sector design, improving system response speed. An integrated program periodically reads environmental data and triggers early warnings, combining dynamic drift prediction and safety margin control strategies to achieve accurate trend prediction under extreme conditions. The visual interface adopts a multi-level status indicator and operation guidance linkage design. It reduces the risk of human operation through automated alarm and emergency response mechanisms, and finally forms an early warning system with multi-technology collaboration, hierarchical control and real-time feedback, effectively preventing critical operation accidents and providing systematic safety guarantee for deep-sea mining.

[0044] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A method for early warning of vessel deviation in an in-situ deep-sea mining test system, characterized in that, Includes the following steps: S100: Establish an information transmission network and collect data; S200: The real-time latitude and longitude information of the collected ship and vehicle is transformed from the geodetic coordinate system to the ship and vehicle coordinate system to calculate the relative distance between the ship and vehicle. S300: Perform vessel offset zone calculation for the mining system, calculate the allowable offset of the mining vessel relative to the mining vehicle, divide the operation status according to the offset, and determine a reasonable vessel offset zone map. S400: The ship drift safety warning zone is built into the system warning program. It reads monitoring data periodically, and reads environmental monitoring information, ship-vehicle distance monitoring information and umbilical cable length monitoring information in real time. Based on the ship drift safety zone, it judges the ship drift status in real time.

2. The method for early warning of ship deviation in a deep-sea mining in-situ trial production system according to claim 1, characterized in that, Step S100 includes: S110: Install ultra-short baseline beacons on mining vehicles to monitor the vehicle's position in real time through ranging and direction finding using acoustic signals; S120: Install a GNSS antenna on a mining vessel to determine the vessel's real-time position by receiving satellite signals; S130: An ADCP Doppler acoustic current meter is installed on a mounting bracket in the ship's moon pool to accurately measure the flow velocity in a specific area through the sound waves emitted by the transducer. S140: The number of turns and direction of the winch rotation are read by the encoder mounted on the winch rotating shaft to calculate the length of the cable released or retrieved, and obtain the real-time cable length. S150: A small local area network is built using a GNSS antenna, an ultra-short baseline beacon, an ADCP current meter, cable length monitoring, and a computer terminal to achieve stable data transmission.

3. The method for early warning of ship deviation in a deep-sea mining in-situ trial production system according to claim 2, characterized in that, Step S200 includes: S210: Establish a ship-vehicle coordinate system, define the ship's GNSS antenna position as the origin, the ship's bow direction as the X-axis of the ship-vehicle coordinate system, and the counterclockwise direction perpendicular to the X-axis as the Y-axis; S220: Converts the latitude and longitude data of ships and mining vehicles into data in meters in real time; S230: Calculate the distance d3 on the xoy plane between the mining vehicle point B and the point A where the umbilical cable is suspended at the top.

4. The method for early warning of ship deviation in a deep-sea mining in-situ trial production system according to claim 3, characterized in that, The conversion formula in step S220 is:

1. Longitude differential in meters: official: ; Where R is the Earth's radius, π is pi, and Δ is the difference in longitude; 2. Latitude difference in meters: official: ; Where R is the Earth's radius, π is pi, and Δlongitude is the difference in latitude. It is the cosine value corresponding to the latitude.

5. The method for early warning of ship deviation in a deep-sea mining in-situ trial production system according to claim 4, characterized in that, Step S300 includes: S310: Based on the principle of deflection warning zone division, the deflection safety warning for mining vessels after losing power is divided into three zones; S320: Based on the principle of deviance warning area division, determine the calculation steps of the ship deviation safety warning zoning method based on dynamic flow velocity monitoring; S330: Based on the above steps, calculate the ship offset area map of the mining system.

6. The method for early warning of ship deviation in a deep-sea mining in-situ trial production system according to claim 5, characterized in that, Step S400 includes: S410: The calculated ship deviation safety warning area is built into the Python main program. In the Python program, monitoring data is read every 10 seconds to obtain the current speed, cable length and the position information of ships and mining vehicles. S420: Obtain the straight-line distance from the ship to the suspension point according to step S200. It combines the built-in safe zone for ship deviation to make early warning judgments and output the ship deviation status.

7. The method for early warning of ship deviation in a deep-sea mining in-situ trial production system according to claim 6, characterized in that, The three regions in step S310 are as follows: Green area: Represents the normal mining stage, where the positions of ships and minecarts are within the allowable range; Yellow area: Represents the mining stoppage stage. When the position of the vessel or mine car deviates beyond the safe range of normal operation, mining operations need to be suspended at this stage. The operator needs to adjust the vessel's position, reel in the cable, lift the mine car, and wait for changes in environmental factors. It should be noted that this stage is divided into two areas: the safety adjustment area and the preparation departure area. Red area: Represents the stage where the minecart separates from the ship. At this point, the positional deviation between the ship and the minecart has exceeded the maximum permissible safety range, which may result in umbilical cable failure and minecart overturning.

8. The method for early warning of ship deviation in a deep-sea mining in-situ trial production system according to claim 7, characterized in that, The calculation steps in step S320 include: S321: Estimate the drift speed of a vessel in the event of loss of dynamic positioning by combining wind speed and ocean current speed; S322: After determining the flow velocity range, assuming the mine car is stationary, by adjusting the relative offset between the ship and the mine car, calculate whether the control conditions are met under different flow velocities, and determine the maximum allowable value of ship offset under different flow velocities. S323: To ensure operational safety, the most conservative critical offset is selected as the standard for the yellow and red zones, and the safe operating range of the green zone is derived by using the safety margin method.

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