A Collision Prevention and Early Warning Method and System for Ship Locks Based on Digital Twins

Abstract

This invention discloses a collision avoidance and early warning method and system for hydraulic ship locks based on digital twins, belonging to the field of intelligent shipping technology. The system uses a sensor array and unmanned surface vessel (USV) multibeam sonar technology to perceive the navigation status and topographic features of the lock area in real time. It preprocesses and acquires dynamic behavior data sets and three-dimensional contour information data. Based on fluid mechanics and finite element technology, it constructs a dynamic digital twin simulation model, extracts the dynamic behavior data sets, calculates the ship dynamic stability index (PWD) for ship stability analysis, and performs deposition coupling analysis when the ship is stable. It calculates the deposition coupling response index (CJO) and, combined with the ship's lateral attitude angle (θ), constructs a comprehensive disturbance yaw index (CRP) for ship disturbance deviation analysis. The system can issue intervention commands to the control system in real time when the ship's instability or yaw risk exceeds a threshold, improving the safety level and intelligent management capabilities of the lock passage.

Description

Technical Field

[0001] This invention relates to the field of intelligent shipping technology, specifically to a collision avoidance and early warning method and system for hydraulic ship locks based on digital twins. Background Technology

[0002] With the increasing density of inland waterway shipping, the safe operation of ship locks, as crucial navigation nodes, has become increasingly important. During the passage of vessels through locks, the potential collision risk increases significantly due to a combination of factors, including water level changes, confined spaces, complex currents, and structural interference. Especially during the entry, exit, and locking of lock gates, even the slightest change in attitude or deviation in course can trigger a structural collision, causing damage to facilities or traffic congestion. Therefore, collision avoidance and early warning systems based on real-time aquatic environment perception, 3D structural simulation, and dynamic behavior prediction have emerged.

[0003] While existing ship management systems can monitor some risks through track tracking, video capture, and static hydrological data, they generally suffer from technical shortcomings in actual operation, such as lagging stability assessments, inaccurate dynamic feedback, and untimely intervention responses. Most systems rely on average parameters of ship navigation and lack the ability to simulate the coupling mechanism between hydrodynamic changes, ship response, and stability transfer in real time. Furthermore, key factors such as riverbed deposition and backflow disturbances are often overlooked in traditional stability assessments, making it difficult to predict and capture early signs of instability. This results in collision warnings often being triggered only when an accident is imminent, with an extremely limited warning window, leaving the ship control system insufficient time to implement effective intervention measures, severely restricting the system's proactive safety capabilities. Summary of the Invention

[0004] To address the shortcomings of existing technologies, this invention provides a method and system for collision avoidance and early warning of hydraulic ship locks based on digital twins, which solves the problems mentioned in the background technology.

[0005] To achieve the above objectives, the present invention is implemented through the following technical solution: a collision avoidance and early warning system for hydraulic ship locks based on digital twins, comprising an environmental perception module, a simulation model construction module, a stability analysis module, a deposition coupling module, and a comprehensive disturbance analysis module;

[0006] The environmental perception module is used to perceive navigation data of the water area of ​​the water conservancy lock in real time based on the sensor group, and to scan the outline of the water area through unmanned vessel equipment to obtain detailed morphological information of the water area of ​​the water conservancy lock.

[0007] The simulation model construction module is used to preprocess navigation data and detailed morphological information, obtain dynamic behavior data groups and three-dimensional contour information data respectively, and obtain the physical characteristic data of the ship through the automatic identification system of the ship to construct a three-dimensional simulation model. Then, the three-dimensional contour information data and physical characteristic data are mapped to the three-dimensional simulation model.

[0008] The stability analysis module is used to analyze the stability of ship navigation based on the ship stability data set, obtain the ship dynamic stability index pwd for ship stability analysis, and perform deposition coupling analysis when the ship is stable.

[0009] The deposition coupling module is used to perform deposition coupling analysis, and to perform deposition perturbation coupling analysis based on the deposition perturbation data set to obtain the deposition coupling response index cjo;

[0010] The integrated disturbance analysis module is used to perform comprehensive calculations based on the ship's dynamic stability index (PWD) and deposition coupling response index (CJO), combined with the ship's lateral attitude angle (θ), to obtain the integrated disturbance yaw index (CRP) for ship disturbance deviation analysis.

[0011] Preferably, the environmental sensing module includes a data sensing unit and a water area sensing unit;

[0012] The data sensing unit is used to sense navigation data in the water conservancy lock area in real time based on the sensor group installed in the water conservancy lock area and at various positions of the ship.

[0013] The sensor group includes a buoy level sensor, a gyroscope, a pressure sensor, a flow velocity sensor, and a buoy sonar detector.

[0014] The water area sensing unit is used to scan the outline of the water area based on the unmanned vessel equipment carrying multi-beam sonar scanning, and obtain detailed morphological information of the water area of ​​the hydraulic lock, including the boundary, depth and bottom topography of the water area.

[0015] Preferably, the simulation model building module includes a data processing unit, a model building unit, and a virtual simulation unit;

[0016] The data processing unit is used to preprocess the acquired navigation data and detailed morphological information to obtain dynamic behavior data sets and three-dimensional contour information data, respectively.

[0017] The preprocessing includes dimensionless processing, missing value processing, outlier processing, load centroid analysis, and swirl radius analysis;

[0018] The dimensionless processing eliminates the dimensional influence of navigation data and detailed morphological information by using the Max-Min method. Missing value processing fills in missing values ​​in the dataset by using the mean imputation method. Outlier processing detects and processes outliers in navigation data and detailed morphological information by using the interquartile range method.

[0019] The load center of gravity analysis involves collecting the load F distribution at different locations on the ship using pressure sensors installed at various positions, and then calculating the ship's load center of gravity zx. Specifically: , of which F i Let x represent the load collected by the i-th pressure sensor. i This represents the distance of the i-th pressure sensor from the ship's center of gravity under standard conditions;

[0020] The vortex radius analysis calculates the vortex radius R at the stern of the ship by monitoring the water flow velocity vs at the stern using a flow velocity sensor installed at the stern. Specifically: Where vc represents the ship's speed, α represents the fluid influence constant, the water conditions and the shape of the ship are set, vs(x1) and vs(x2) represent the water flow velocities at positions x1 and x2 at the stern, respectively, and x1-x2 represents the distance between the two positions.

[0021] The dynamic behavior data set includes a ship stability data set and a sediment disturbance data set;

[0022] The ship stability data set includes water level H, lateral attitude angle θ, ship load center of gravity zx, and stern vortex radius R.

[0023] The sediment disturbance data set includes riverbed sediment thickness cj, ship yaw angle ph, and disturbed water flow velocity ls at the bottom of the ship;

[0024] The model building unit is used to create a three-dimensional simulation model based on fluid dynamics simulation technology and finite element analysis technology, and then map the acquired three-dimensional contour information data into the three-dimensional simulation model to generate a water area terrain simulation model.

[0025] Preferably, the virtual simulation unit is used to obtain the physical characteristic data of each ship that needs to pass through the lock based on the automatic identification system of ships, perform preprocessing, map the physical characteristic data to a three-dimensional simulation model, construct a ship digital simulation model, strongly couple the water topography simulation model with the ship digital simulation model to obtain a ship navigation simulation model, and then input the obtained ship stability data set into the ship navigation simulation model to simulate the movement and interaction of ships in the water.

[0026] The physical characteristics data include ship type, overall length, beam, depth, deadweight tonnage, draft, buoyancy, resistance, propulsion, gross tonnage, and net tonnage.

[0027] Preferably, the stability analysis module includes a ship stability analysis unit and a ship stability assessment unit;

[0028] The ship stability analysis unit is used to analyze the stability of ship navigation based on the ship stability data set, and to calculate and obtain the ship dynamic stability index pwd through the ship navigation simulation model.

[0029] The ship dynamic stability index pwd is obtained by the following formula;

[0030] ;

[0031] In the formula, pwd(t) represents the ship's offset stability index at time t, H(t), θ(t), zx(t), and R(t) represent the water level, lateral attitude angle, ship load center of gravity, and stern vortex radius at time t, respectively, and t represents the time variable. The tangent function represents the rate of change of water level, and the cosine function represents the tangent function.

[0032] Preferably, the ship stability assessment unit is used to divide the historical ship dynamic stability index (pwd) under different conditions into stable and unstable data according to the ship's instability state, and then use regression analysis to predict ship stability, obtain the critical value of the ship dynamic stability index (pwd), preset the ship stability threshold A based on the critical value, and then perform ship stability analysis with the real-time acquired ship dynamic stability index (pwd). The specific assessment scheme is as follows:

[0033] When the ship's dynamic stability index pwd > the ship's stability threshold A, it indicates that the ship is unstable and there is a risk of colliding with the lock. At this time, an instability risk warning is generated and the information is transmitted to the ship's control system to take intervention measures.

[0034] When the ship dynamic stability index pwd ≤ the ship stability threshold A, it indicates that the ship is stable and the ship can pass safely. At this time, sedimentation coupling analysis is performed.

[0035] Preferably, the deposition coupling module is used to perform deposition coupling analysis when the ship stability analysis indicates that the ship is stable;

[0036] The depositional coupling analysis is used to analyze the impact of depositional disturbance coupling on ship navigation based on the depositional disturbance data set, and to calculate the depositional coupling response index cjo through a ship navigation simulation model.

[0037] The deposition coupling response index cjo is obtained using the following formula;

[0038] ;

[0039] In the formula, cjo(t) represents the depositional coupling response exponent at time t, cj(t), ph(t), and ls(t) represent the riverbed deposition thickness, ship yaw angle, and hull bottom disturbance current velocity at time t, respectively, t represents the time variable, sin represents the sine function, cos represents the cosine function, and ln represents the logarithmic function. This indicates the average thickness of riverbed sediment in the lock section.

[0040] Preferably, the integrated disturbance analysis module includes an integrated disturbance analysis unit and a ship disturbance assessment unit;

[0041] The integrated disturbance analysis unit is used to perform comprehensive calculations based on the obtained ship dynamic stability index pwd and deposition coupling response index cjo, combined with the ship's lateral attitude angle θ, to obtain the integrated disturbance yaw index crp.

[0042] The comprehensive disturbance yaw index crp is obtained by the following formula;

[0043] ;

[0044] In the formula, θ(t) represents the lateral attitude angle at time t, θ0 represents the maximum safe yaw angle of the ship, and 90 represents the dimensionless value of a right angle of 90°.

[0045] Preferably, the ship disturbance assessment unit is used to predict ship disturbance deviation using regression analysis based on the ship's historical comprehensive disturbance yaw index (crp) under different conditions, obtain the critical value of the comprehensive disturbance yaw index (crp), set a preset yaw risk threshold B based on the critical value, and then perform ship disturbance deviation analysis with the real-time acquired comprehensive disturbance yaw index (crp). The specific assessment scheme is as follows.

[0046] When the comprehensive disturbance yaw index crp > yaw risk threshold B, it indicates that the ship has yaw impact. At this time, yaw information is generated and the ship's course is corrected through the ship control system.

[0047] When the comprehensive disturbance yaw index crp ≤ yaw risk threshold B, it means that the ship has no yaw impact, and the ship's passage status should be monitored normally.

[0048] A collision avoidance and early warning method for hydraulic ship locks based on digital twins includes the following steps:

[0049] S1. Based on the real-time perception of navigation data in the water area of ​​the water conservancy lock by the sensor group, and by scanning the outline of the water area through unmanned vessel equipment, detailed morphological information of the water area of ​​the water conservancy lock is obtained.

[0050] S2. Preprocess the navigation data and detailed morphological information to obtain dynamic behavior data sets and three-dimensional contour information data respectively. Obtain the physical characteristic data of the ship through the automatic identification system, construct a three-dimensional simulation model, and then map the three-dimensional contour information data and physical characteristic data to the three-dimensional simulation model.

[0051] S3. Analyze the stability of ship navigation based on the ship stability data set, obtain the ship dynamic stability index pwd for ship stability analysis, and perform deposition coupling analysis when the ship is stable.

[0052] S4. Perform sedimentation coupling analysis. Based on the sedimentation disturbance data set, perform sedimentation disturbance coupling analysis to obtain the sedimentation coupling response index cjo.

[0053] S5. Based on the ship dynamic stability index PWD and the deposition coupling response index CJO, and combined with the ship's lateral attitude angle θ, a comprehensive calculation is performed to obtain the comprehensive disturbance yaw index CRP for ship disturbance deviation analysis.

[0054] This invention provides a method and system for collision avoidance and early warning of hydraulic ship locks based on digital twins. It has the following beneficial effects:

[0055] (1) This system comprehensively perceives key elements of the water conservancy lock area through the environmental perception module, including water level, water flow velocity, ship load distribution, and sediment thickness. By introducing an unmanned vessel equipped with multibeam sonar to scan the water area contour, the modeling accuracy of the three-dimensional morphology of the water area is significantly improved. Compared with the traditional method of relying solely on fixed sensor sampling, this scheme can achieve wide-area and deep perception of the dynamic environmental field, providing high-quality basic data for subsequent simulation and risk analysis. At the same time, the use of dimensionless processing, vortex radius analysis, and load centroid positioning technology in the data preprocessing stage solves the problems of high dispersion, poor correlation, and difficulty in modeling of traditional perception data, ensuring the accuracy and physical consistency of the model construction.

[0056] (2) In the simulation model construction and multidimensional analysis stage of the system, based on data preprocessing, a three-dimensional simulation model is constructed using fluid dynamics simulation technology and finite element analysis technology. The three-dimensional contour information data and the physical characteristic data of the ship are accurately mapped to the three-dimensional simulation model, forming a water topography simulation model and a ship digital simulation model respectively. A ship navigation simulation model is formed through strong coupling. Based on the real-time collected ship stability data set and sediment disturbance data set, the ship navigation simulation model is input, and the ship stability index PWD and sediment coupling response index CJO are dynamically calculated. This process is different from the existing technology that only assesses risk based on static parameters. It can simulate the ship's real motion state in the water and its interaction with disturbance factors according to the ship's own physical characteristics and current environmental factors, thereby realizing the layer-by-layer identification and hierarchical modeling of risk factors. Especially in the sediment coupling analysis, by considering the coupling relationship between sediment thickness change, yaw angle dynamics and bottom disturbance velocity, a sediment coupling model with dynamic response capability is proposed, which effectively fills the gap in the existing system's lack of quantitative analysis of bottom sediment disturbance and ship hull coupling response.

[0057] (3) This system integrates the ship dynamic stability index PWD and the sediment coupling response index CJO through a comprehensive disturbance analysis module, and introduces the yaw angle attitude θ to construct a comprehensive disturbance yaw index CRP, thereby achieving a comprehensive assessment of the ship's risk status. Based on historical data, the system performs critical value analysis, proposes a ship stability threshold A and a yaw risk threshold B, and constructs a dual-threshold linkage early warning mechanism, which has higher risk identification accuracy and response timeliness. Compared with the traditional technical path that relies on manual judgment or static early warning models, this solution has the advantages of strong real-time performance, high adaptability, and rapid response, which not only improves the safety guarantee capability of lock passage, but also optimizes the ship scheduling and control process. The overall system has achieved key breakthroughs in the integration of hydraulic engineering safety, water traffic scheduling, and digital twin technology, providing solid engineering and technical support and forward-looking solutions for smart port and intelligent navigation management. Attached Figure Description

[0058] Figure 1 This is a schematic diagram of the collision avoidance and early warning system for hydraulic ship locks based on digital twins, as described in this invention.

[0059] Figure 2 This is a schematic diagram of the steps of the collision avoidance and early warning method for hydraulic ship locks based on digital twins according to the present invention;

[0060] Figure 3 This is a schematic diagram of the operation principle of the hydraulic ship lock anti-collision early warning system based on digital twin of the present invention;

[0061] Figure 4 This is a schematic diagram of the broken line for the ship disturbance deviation analysis of the present invention. Detailed Implementation

[0062] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0063] Example 1

[0064] Please see Figure 1 This invention provides a collision avoidance and early warning system for hydraulic ship locks based on digital twins. To achieve the above objectives, this invention is implemented through the following technical solutions: including an environmental perception module, a simulation model construction module, a stability analysis module, a deposition coupling module, and a comprehensive disturbance analysis module;

[0065] The environmental perception module is used to perceive navigation data of the water area of ​​the water conservancy lock in real time based on the sensor group, and to scan the outline of the water area through unmanned vessel equipment to obtain detailed morphological information of the water area of ​​the water conservancy lock.

[0066] The simulation model construction module is used to preprocess navigation data and detailed morphological information, obtain dynamic behavior data groups and three-dimensional contour information data respectively, and obtain the physical characteristic data of the ship through the automatic identification system of the ship to construct a three-dimensional simulation model. Then, the three-dimensional contour information data and physical characteristic data are mapped to the three-dimensional simulation model.

[0067] The stability analysis module is used to analyze the stability of ship navigation based on the ship stability data set, obtain the ship dynamic stability index pwd for ship stability analysis, and perform deposition coupling analysis when the ship is stable.

[0068] The deposition coupling module is used to perform deposition coupling analysis, and to perform deposition perturbation coupling analysis based on the deposition perturbation data set to obtain the deposition coupling response index cjo;

[0069] The integrated disturbance analysis module is used to perform comprehensive calculations based on the ship's dynamic stability index (PWD) and deposition coupling response index (CJO), combined with the ship's lateral attitude angle (θ), to obtain the integrated disturbance yaw index (CRP) for ship disturbance deviation analysis.

[0070] In this embodiment, the environmental perception module senses navigation data in real time through a sensor array and combines this with unmanned surface vessel (USV) scanning of the water area contour to obtain detailed morphological information of the water area. This process breaks away from the traditional method of relying on a single fixed sensor for sampling, achieving wide-area and detailed perception of the water environment and providing high-quality real-time data support for subsequent simulation modeling. Through this module, the system can promptly identify and adapt to changes under different water conditions, greatly improving the accuracy and response speed of water area perception. In the simulation model construction module, the system successfully constructs an accurate three-dimensional simulation model by preprocessing dynamic behavior data and three-dimensional water area contour data, as well as acquiring and integrating ship physical characteristic data. This process achieves a fine fusion of water area topography and ship navigation status through fluid dynamics simulation and automatic ship identification technology. Compared with traditional static or simplified models, this system, through a highly simulated and real-time updated digital twin model, can more accurately simulate the movement and interaction of ships in the water area, greatly improving the accuracy and real-time performance of risk prediction. The stability analysis module, sediment coupling module, and comprehensive disturbance analysis module further enhance the system's comprehensive evaluation and early warning capabilities. The stability analysis module assesses ship stability based on the dynamic stability index (PWD), combining sediment disturbance analysis and comprehensive disturbance analysis. It evaluates and calculates from multiple dimensions, including ship stability, sediment impact, and ship disturbance, ultimately deriving the comprehensive disturbance yaw index (CRP), providing a precise quantitative indicator of whether a ship faces collision risk. This multi-level, comprehensive analysis method, compared to existing technologies, offers higher adaptability and predictive accuracy, providing safer and more effective protection for ship passage. The system combines traditional early warning methods with modern digital twin technology, significantly enhancing the intelligent monitoring capabilities of the lock area, reducing the probability of accidents, and optimizing ship scheduling and passage efficiency.

[0071] Example 2

[0072] This embodiment is an explanation based on Embodiment 1. Please refer to it. Figure 3 Specifically: the environmental perception module includes a data perception unit and a water area perception unit;

[0073] The data sensing unit is used to sense navigation data in the water conservancy lock area in real time based on the sensor group installed in the water conservancy lock area and at various positions of the ship.

[0074] The sensor group includes a buoy level sensor, a gyroscope, a pressure sensor, a flow velocity sensor, and a buoy sonar detector.

[0075] The water level H in the monitoring area of ​​the hydraulic ship lock is collected using a buoy water level sensor;

[0076] The ship's lateral attitude angle θ and yaw angle ph are monitored by gyroscopes installed on the ship.

[0077] The load F distribution at different locations on the ship is collected by pressure sensors installed at different locations on the ship.

[0078] The turbulent water flow velocity ls at the bottom of the ship and the water flow velocity vs at the stern are monitored by flow velocity sensors installed at the bottom and stern of the ship.

[0079] The riverbed sediment thickness (cj) is obtained by placing a buoy sonar detector.

[0080] The water area sensing unit is used to scan the outline of the water area based on the unmanned vessel equipment carrying multi-beam sonar scanning, and obtain detailed morphological information of the water area of ​​the hydraulic lock, including the boundary, depth and bottom topography of the water area.

[0081] In this embodiment, through the specific implementation of the environmental perception module, comprehensive and real-time perception of the water environment of the hydraulic lock is achieved, effectively improving the safety management level of the lock. The data perception unit perceives navigation data in the hydraulic lock water area in real time through sensor groups installed at various locations of ships. The water area perception unit uses unmanned surface vessels equipped with multibeam sonar to accurately scan the water area outline and obtain detailed morphological information including the water area's boundaries, depth, and bottom topography. The implementation of this module enables the system to comprehensively perceive the dynamic state of the water area and ships. Based on providing high-precision environmental data, it improves the response speed and warning accuracy of the lock collision avoidance warning system. Compared with traditional methods, this method effectively reduces the risks caused by changes in the water area and the uncertainty of ship status, further optimizes ship scheduling and passage safety, and enhances the intelligence level of lock operation.

[0082] Example 3

[0083] This embodiment is an explanation based on Embodiment 2. Please refer to it. Figure 3 Specifically: the simulation model construction module includes a data processing unit, a model construction unit, and a virtual simulation unit;

[0084] The data processing unit is used to preprocess the acquired navigation data and detailed morphological information to obtain dynamic behavior data sets and three-dimensional contour information data, respectively.

[0085] The preprocessing includes dimensionless processing, missing value processing, outlier processing, load centroid analysis, and swirl radius analysis;

[0086] The dimensionless processing eliminates the dimensional influence of navigation data and detailed morphological information by using the Max-Min method. Missing value processing fills in missing values ​​in the dataset by using the mean imputation method. Outlier processing detects and processes outliers in navigation data and detailed morphological information by using the interquartile range method.

[0087] The load center of gravity analysis involves collecting the load F distribution at different locations on the ship using pressure sensors installed at various positions, and then calculating the ship's load center of gravity zx. Specifically: , of which F i Let x represent the load collected by the i-th pressure sensor. i This represents the distance of the i-th pressure sensor from the ship's center of gravity under standard conditions;

[0088] The vortex radius analysis calculates the vortex radius R at the stern of the ship by monitoring the water flow velocity vs at the stern using a flow velocity sensor installed at the stern. Specifically: Where vc represents the ship's speed, α represents the fluid influence constant, the water conditions and the shape of the ship are set, vs(x1) and vs(x2) represent the water flow velocities at positions x1 and x2 at the stern, respectively, and x1-x2 represents the distance between the two positions.

[0089] The dynamic behavior data set includes a ship stability data set and a sediment disturbance data set;

[0090] The ship stability data set includes water level H, lateral attitude angle θ, ship load center of gravity zx, and stern vortex radius R.

[0091] The sediment disturbance data set includes riverbed sediment thickness cj, ship yaw angle ph, and disturbed water flow velocity ls at the bottom of the ship;

[0092] The model building unit is used to create a three-dimensional simulation model based on fluid dynamics simulation technology and finite element analysis technology, and then map the acquired three-dimensional contour information data into the three-dimensional simulation model to generate a water area terrain simulation model.

[0093] The virtual simulation unit is used to obtain the physical characteristic data of each ship that needs to pass through the lock based on the Automatic Identification System (AIS). After preprocessing, the physical characteristic data is mapped to a three-dimensional simulation model to construct a ship digital simulation model. The water topography simulation model is strongly coupled with the ship digital simulation model to obtain a ship navigation simulation model. The obtained ship stability data set is then input into the ship navigation simulation model to simulate the ship's movement and interaction in the water.

[0094] The physical characteristics data include ship type, overall length, beam, depth, deadweight tonnage, draft, buoyancy, resistance, propulsion, gross tonnage, and net tonnage.

[0095] In this embodiment, the data processing unit performs dimensionless processing, missing value processing, and outlier processing on the navigation data. Combined with load center of gravity analysis and vortex radius analysis, it acquires dynamic behavior data sets and three-dimensional contour information data, providing a reliable foundation for subsequent modeling. The model building unit creates a three-dimensional simulation model strongly coupled with the water topography using fluid dynamics simulation and finite element analysis techniques. It maps the three-dimensional contour information data into the three-dimensional simulation model to generate a water topography simulation model. The virtual simulation unit maps the physical characteristic data of each vessel needing to pass through the lock, obtained from the Automatic Identification System (AIS), into the three-dimensional simulation model to construct a digital simulation model of the vessel. Then, it strongly couples the water topography simulation model with the digital simulation model of the vessel to obtain a vessel navigation simulation model, reflecting the vessel's motion state in the water in real time. The implementation of this system greatly enhances the collision avoidance and early warning capabilities of the lock area, accurately predicting the stability and potential disturbance risks of vessels, thus providing more intelligent and precise safety guarantees for vessel passage, effectively reducing the probability of lock accidents, and improving the safety and efficiency of water transportation.

[0096] Example 4

[0097] This embodiment is an explanation based on Embodiment 3. Please refer to it. Figure 3 Specifically: the stability analysis module includes a ship stability analysis unit and a ship stability assessment unit;

[0098] The ship stability analysis unit is used to analyze the stability of ship navigation based on the ship stability data set, and to calculate and obtain the ship dynamic stability index pwd through the ship navigation simulation model.

[0099] The ship dynamic stability index pwd is obtained by the following formula;

[0100] ;

[0101] In the formula, pwd(t) represents the ship's offset stability index at time t, H(t), θ(t), zx(t), and R(t) represent the water level, lateral attitude angle, ship load center of gravity, and stern vortex radius at time t, respectively, and t represents the time variable. The tangent function represents the rate of change in water level, tan(θ(t)) represents the tangent of the roll angle, used to amplify the torque caused by changes in the roll angle, and cos(θ(t)) represents the cosine of the roll angle, used to mitigate the influence of the roll angle. This represents a stability correction factor calculated in conjunction with the backflow and vortex effect. It is used to correct for the influence of backflow, making the impact of water flow on the stability of the ship more accurately quantified.

[0102] The ship stability assessment unit is used to divide the historical ship dynamic stability index (pwd) under different conditions into stable and unstable data based on the ship's instability state. Then, it uses regression analysis to predict ship stability, obtains the critical value of the ship dynamic stability index (pwd), sets a preset ship stability threshold A based on the critical value, and then performs ship stability analysis with the real-time acquired ship dynamic stability index (pwd). The specific assessment scheme is as follows:

[0103] When the ship's dynamic stability index pwd > the ship's stability threshold A, it indicates that the ship is unstable and there is a risk of colliding with the lock. At this time, an instability risk warning is generated and the information is transmitted to the ship's control system to take intervention measures.

[0104] When the ship dynamic stability index pwd ≤ the ship stability threshold A, it indicates that the ship is stable and the ship can pass safely. At this time, sedimentation coupling analysis is performed.

[0105] In this embodiment, the ship stability analysis module calculates the ship's dynamic stability index (pwd) in real time and combines it with key parameters such as water level H, lateral attitude angle θ, ship load center of gravity zx, and stern vortex radius R to accurately quantify the ship's stability under the influence of water flow. Through the ship stability assessment unit, historical and real-time data are combined, and regression analysis is used to predict the ship's instability threshold, thereby setting a ship stability threshold A to monitor and warn of real-time dynamic stability. If the ship's dynamic stability index (pwd) exceeds the ship stability threshold A, the system will trigger an instability risk warning and immediately transmit the information to the ship control system for intervention measures, effectively preventing ship instability and reducing the risk of collision with the lock. If the ship's dynamic stability index (pwd) is less than or equal to the ship stability threshold A, sediment coupling analysis is performed. The implementation of this scheme improves the safety of ship passage. Through precise stability analysis and dynamic warnings, it optimizes ship scheduling and collision avoidance decisions, improves the intelligent management level of hydraulic locks, reduces the probability of accidents, and ensures safe navigation of ships.

[0106] Example 5

[0107] This embodiment is an explanation based on Embodiment 4. Please refer to it. Figure 3 Specifically: the deposition coupling module is used to perform deposition coupling analysis when the ship stability analysis indicates that the ship is stable;

[0108] The depositional coupling analysis is used to analyze the impact of depositional disturbance coupling on ship navigation based on the depositional disturbance data set, and to calculate the depositional coupling response index cjo through a ship navigation simulation model.

[0109] The deposition coupling response index cjo is obtained using the following formula;

[0110] ;

[0111] In the formula, cjo(t) represents the depositional coupling response exponent at time t, cj(t), ph(t), and ls(t) represent the riverbed deposition thickness, ship yaw angle, and hull bottom disturbance current velocity at time t, respectively, t represents the time variable, sin represents the sine function, cos represents the cosine function, and ln represents the logarithmic function. The average riverbed sediment thickness in the lock section is represented by , and sin(ph(t)) represents the sine of the yaw angle, indicating the degree of change in the ship's course. The cosine of the yaw angle reflects the ship's response to sediment disturbance; a larger yaw angle increases the ship's risk. This indicates the degree to which sediment changes affect yaw, by comparing the current sediment thickness cj(t) with the average sediment thickness. The difference is used to perform a sum-of-squares and logarithmic calculation to measure the impact of sedimentary changes.

[0112] In this embodiment, the sediment coupling module performs sediment coupling analysis after confirming ship stability through ship stability analysis, analyzing the impact of sediment disturbances on ship navigation. The sediment coupling response index cjo is calculated using a ship navigation simulation model combined with sediment disturbance data. In practice, the sediment coupling response index reflects the impact of sediment changes on ship navigation by calculating the logarithm of the sum of squares of the difference between the sediment thickness and the average sediment thickness. This module enables accurate prediction and quantification of navigation disturbances in complex aquatic environments, thereby optimizing the comprehensive prediction of sediment changes and ship navigation status, and significantly improving the response accuracy and real-time performance of the collision avoidance warning system. Compared with traditional technologies, the analysis based on this module can more accurately assess the impact of sediment disturbances on ship yaw, providing more intelligent and comprehensive safety assurance for lock areas.

[0113] Example 6

[0114] This embodiment is an explanation based on Embodiment 5. Please refer to it. Figure 3 and Figure 4 Specifically: the integrated disturbance analysis module includes an integrated disturbance analysis unit and a ship disturbance assessment unit;

[0115] The integrated disturbance analysis unit is used to perform comprehensive calculations based on the obtained ship dynamic stability index pwd and deposition coupling response index cjo, combined with the ship's lateral attitude angle θ, to obtain the integrated disturbance yaw index crp.

[0116] The comprehensive disturbance yaw index crp is obtained by the following formula;

[0117] ;

[0118] In the formula, θ(t) represents the lateral attitude angle at time t, θ0 represents the maximum safe yaw angle of the ship, and 90 represents the dimensionless value of a right angle of 90°. This represents a joint measure of the ship's dynamic stability index (PWD) and the deposition coupling response index (CJO), providing a comprehensive risk metric. The correction factor for the risk index is represented by the ship's attitude. It is used to assess the impact of the ship's attitude on the overall risk by weighting the deviation between the roll angle θ(t) and the maximum safe lateral attitude angle θ0.

[0119] The ship disturbance assessment unit is used to predict ship disturbance deviation based on the historical comprehensive disturbance yaw index (crp) of the ship under different conditions using regression analysis, obtain the critical value of the comprehensive disturbance yaw index (crp), set a preset yaw risk threshold B based on the critical value, and then perform ship disturbance deviation analysis with the real-time acquired comprehensive disturbance yaw index (crp). The specific assessment scheme is as follows.

[0120] When the comprehensive disturbance yaw index crp > yaw risk threshold B, it indicates that the ship has yaw impact. At this time, yaw information is generated and the ship's course is corrected through the ship control system.

[0121] When the comprehensive disturbance yaw index crp ≤ yaw risk threshold B, it means that the ship has no yaw impact, and the ship's passage status should be monitored normally.

[0122] In this embodiment, the integrated disturbance analysis module achieves accurate prediction and effective control of ship disturbance yaw. The integrated disturbance analysis unit calculates the integrated disturbance yaw index (CRP) by combining the ship's dynamic stability index (PWD), deposition coupling response index (CJO), and the ship's lateral attitude angle (θ), thereby quantifying the ship's risk level under different water conditions. Based on this, the ship disturbance assessment unit uses regression analysis to predict the ship's historical disturbance data, obtains the critical value of the CRP, and sets a yaw risk threshold (B) based on this threshold. When the real-time acquired CRP exceeds the yaw risk threshold (B), the system immediately generates yaw information and initiates the ship control system to correct the course, ensuring stable passage. When the CRP is below or equal to the yaw risk threshold (B), normal monitoring is maintained. This system effectively addresses the impact of ship yaw on collision risk. Through real-time, intelligent yaw correction measures, it improves the safety and efficiency of lock passage, significantly reduces potential accident risks, achieves accurate monitoring and timely intervention during navigation, and enhances the level of intelligent lock management.

[0123] Example 7

[0124] Please refer to Figure 2 A collision avoidance and early warning method for hydraulic ship locks based on digital twins includes the following steps:

[0125] S1. Based on the real-time perception of navigation data in the water area of ​​the water conservancy lock by the sensor group, and by scanning the outline of the water area through unmanned vessel equipment, detailed morphological information of the water area of ​​the water conservancy lock is obtained.

[0126] S2. Preprocess the navigation data and detailed morphological information to obtain dynamic behavior data sets and three-dimensional contour information data respectively. Obtain the physical characteristic data of the ship through the automatic identification system, construct a three-dimensional simulation model, and then map the three-dimensional contour information data and physical characteristic data to the three-dimensional simulation model.

[0127] S3. Analyze the stability of ship navigation based on the ship stability data set, obtain the ship dynamic stability index pwd for ship stability analysis, and perform deposition coupling analysis when the ship is stable.

[0128] S4. Perform sedimentation coupling analysis. Based on the sedimentation disturbance data set, perform sedimentation disturbance coupling analysis to obtain the sedimentation coupling response index cjo.

[0129] S5. Based on the ship dynamic stability index PWD and the deposition coupling response index CJO, and combined with the ship's lateral attitude angle θ, a comprehensive calculation is performed to obtain the comprehensive disturbance yaw index CRP for ship disturbance deviation analysis.

[0130] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A water conservancy lock anti-collision early warning system based on digital twinning, characterized in that: The environment perception module, the simulation model construction module, the stability analysis module, the sediment coupling module and the comprehensive disturbance analysis module are comprised. The environment perception module is used for real-time perception of navigation data of the water conservancy ship lock water area according to a sensor group, and scanning of the profile of the water area by an unmanned ship device to obtain detailed morphological information of the water conservancy ship lock water area. The simulation model construction module is used for preprocessing of the navigation data and the detailed morphological information, obtaining of dynamic behavior data groups and three-dimensional profile information data respectively, obtaining of physical characteristic data of the ship through a ship automatic identification system, construction of a three-dimensional simulation model, and mapping of the three-dimensional profile information data and the physical characteristic data to the three-dimensional simulation model. The stability analysis module is used for analyzing the stability of ship navigation according to a ship stability data group, obtaining of a ship dynamic stability index pwd for ship stability analysis, and performing sediment coupling analysis when the ship is stable. ； In the formula, pwd(t) represents a ship offset stability index at time t, H(t), θ(t), zx(t), and R(t) represent a water level, a lateral attitude angle, a ship load center of gravity, and a ship tail backflow vortex radius at time t, respectively, t represents a time variable, represents a water level change speed, tan represents a tangent function, and cos represents a cosine function; The sediment coupling module is used for performing sediment coupling analysis, performing sediment disturbance coupling analysis according to a sediment disturbance data group, and obtaining of a sediment coupling response index cjo. ； wherein cjo(t) represents a deposition coupling response index at time t, cj(t), ph(t), and ls(t) represent a riverbed deposition thickness, a ship yaw angle, and a ship bottom disturbed flow velocity at time t, respectively, t represents a time variable, sin represents a sine function, cos represents a cosine function, and ln represents a logarithm function, represents an average riverbed deposition thickness of the ship lock section; The comprehensive disturbance analysis module is used for comprehensive calculation according to the ship dynamic stability index pwd and the sediment coupling response index cjo, combining a lateral attitude angle θ of the ship, and obtaining of a comprehensive disturbance yawing index crp for ship disturbance deviation analysis. ； In the formula, θ (t) represents a lateral attitude angle at time t, θ 0 represents a maximum safe yawing angle of the ship, and 90 represents a dimensionless value of a right angle 90°.

2. The digital-twin-based anti-collision early warning system for a water lock according to claim 1, characterized in that: The environment perception module comprises a data perception unit and a water area perception unit. The data perception unit is used for real-time perception of navigation data of the water conservancy ship lock water area according to a sensor group installed at each position of the water conservancy ship lock water area and the ship. The sensor group comprises a float water level sensor, a gyroscope, a pressure sensor, a flow rate sensor and a float sonar detector. The water area perception unit is used for scanning the profile of the water area by an unmanned ship device carrying a multi-beam sonar scanner to obtain detailed morphological information of the water conservancy ship lock water area. The detailed morphological information comprises the boundary, depth and bottom topography of the water area.

3. The digital-twin-based anti-collision early warning system for a water lock according to claim 2, characterized in that: The simulation model construction module comprises a data processing unit, a model construction unit and a virtual simulation unit. The data processing unit is used for preprocessing of the obtained navigation data and detailed morphological information to obtain dynamic behavior data groups and three-dimensional profile information data respectively. The preprocessing comprises dimensionless processing, missing value processing, abnormal value processing, load center of gravity analysis and rotational flow radius analysis. The dimensionless processing eliminates the dimension influence of the navigation data and the detailed morphological information by a Max-Min maximum minimization method. The missing value processing fills in the missing values in the data set by using a mean value filling method. The abnormal value processing detects and processes the abnormal values in the navigation data and the detailed morphological information by using a quartile range method. The load gravity center analysis collects the load F distribution of different positions of the ship through the pressure sensors installed at different positions of the ship, and obtains the load gravity center zx of the ship through calculation, specifically: Wherein, F i represents the load collected by the i th pressure sensor, x i represents the distance between the i th pressure sensor and the load gravity center of the ship under the standard state. The swirl radius analysis calculates the swirl radius R of the backflow at the stern of the ship by monitoring the water flow velocity vs at the stern of the ship by a flow rate sensor installed at the stern, and specifically: ; wherein vc represents the ship speed, a represents a fluid influence constant, which is set according to the water area condition and the ship shape, vs(x1) and vs(x2) represent the water flow velocities at the positions x1 and x2 at the stern, respectively, and x1-x2 represents the distance between the two positions. The dynamic behavior data groups comprise a ship stability data group and a sediment disturbance data group. The ship stability data group comprises a water level H, a lateral attitude angle θ, a ship load center of gravity zx and a ship tail backflow rotational flow radius R. The deposition disturbance data set comprises a riverbed deposition thickness cj, a ship yaw angle ph and a ship bottom disturbance flow velocity ls; The model construction unit is configured to create a three-dimensional simulation model according to a fluid dynamics simulation technique and a finite element analysis technique, and to map the obtained three-dimensional profile information data into the three-dimensional simulation model to generate a water area terrain simulation model.

4. The digital-twin-based anti-collision early warning system for a water lock according to claim 3, characterized in that: The virtual simulation unit is configured to obtain physical characteristic data of each ship that needs to pass through the ship lock according to a ship automatic identification system, to map the physical characteristic data into the three-dimensional simulation model after preprocessing, to construct a ship digital simulation model, to strongly couple the water area terrain simulation model and the ship digital simulation model, to obtain a ship navigation simulation model, and to input the obtained ship stability data set into the ship navigation simulation model to simulate the motion and interaction of the ship in water. The physical characteristic data comprises a ship model, a total length, a model width, a model depth, a deadweight ton, a draft depth, a buoyancy, a resistance, a propulsion, a total tonnage and a net tonnage.

5. The digital-twin-based anti-collision early warning system for a water lock according to claim 4, characterized in that: The stability analysis module comprises a ship stability analysis unit and a ship stability evaluation unit. The ship stability analysis unit is configured to analyze the stability of ship navigation according to the ship stability data set, and to obtain a ship dynamic stability index pwd by calculation through the ship navigation simulation model.

6. The digital-twin-based anti-collision early warning system for a water lock according to claim 5, characterized in that: The ship stability evaluation unit is configured to divide historical ship stability data sets into stable and unstable data according to the instability state of the ship based on historical ship dynamic stability indexes pwd of the ship under different conditions, to obtain a critical value of the ship dynamic stability index pwd by using a regression analysis method for ship stability prediction, to obtain a preset ship stability threshold A based on the critical value, and to perform ship stability analysis with the real-time obtained ship dynamic stability index pwd, and the specific evaluation scheme is as follows. When the ship dynamic stability index pwd is greater than the ship stability threshold A, it indicates that the ship is unstable and there is a risk of collision with the ship lock, at which time an instability risk warning is generated and information is transmitted to the ship control system to take intervention measures. When the ship dynamic stability index pwd is less than or equal to the ship stability threshold A, it indicates that the ship is stable and the ship is safe to pass through, at which time deposition coupling analysis is performed.

7. The digital-twin-based anti-collision early warning system for a water lock according to claim 6, characterized in that: The deposition coupling module is configured to perform deposition coupling analysis when the ship stability analysis is stable. The deposition coupling analysis is configured to analyze the influence of deposition disturbance coupling on ship navigation according to the deposition disturbance data set, and to obtain a deposition coupling response index cjo by calculation through the ship navigation simulation model.

8. The digital-twin-based anti-collision early warning system for a water lock according to claim 7, characterized in that: The comprehensive disturbance analysis module comprises a comprehensive disturbance analysis unit and a ship disturbance evaluation unit. The comprehensive disturbance analysis unit is configured to obtain a comprehensive disturbance yaw index crp by comprehensive calculation according to the obtained ship dynamic stability index pwd and deposition coupling response index cjo in combination with the lateral attitude angle θ of the ship.

9. The digital-twin-based anti-collision early warning system for a water lock according to claim 8, characterized in that: The ship disturbance evaluation unit is used to predict the ship disturbance deviation by using regression analysis method according to the historical comprehensive disturbance yaw index crp of the ship under different conditions, obtain the critical value of the comprehensive disturbance yaw index crp, and perform preset yaw risk threshold B based on the critical value, and then perform ship disturbance deviation analysis with the real-time obtained comprehensive disturbance yaw index crp, and the specific evaluation scheme is as follows: When the comprehensive disturbance yaw index crp is greater than the yaw risk threshold B, it indicates that the ship has yaw influence, at this time, yaw information is generated, and the ship control system is used to correct the heading of the ship; When the comprehensive disturbance yaw index crp is less than or equal to the yaw risk threshold B, it indicates that the ship has no yaw influence, at this time, the normal monitoring of the ship passing state is maintained.

10. The water conservancy ship lock collision warning method based on digital twinning, applied to the water conservancy ship lock collision warning system based on digital twinning of any one of claims 1-9, characterized in that: The method comprises the following steps: S1, acquiring the detailed shape information of the water conservancy ship lock water area according to the real-time sensing of the navigation data of the water conservancy ship lock water area by the sensor group and scanning the outline of the water area by the unmanned ship equipment; S2, preprocessing the navigation data and detailed shape information to obtain dynamic behavior data group and three-dimensional contour information data respectively, and obtaining physical characteristic data of the ship by the ship automatic recognition system, constructing a three-dimensional simulation model, and then mapping the three-dimensional contour information data and the physical characteristic data to the three-dimensional simulation model; S3, analyzing the stability of the ship navigation according to the ship stability data group, obtaining the ship dynamic stability index pwd for ship stability analysis, and performing deposition coupling analysis when the ship is stable; S4, performing deposition coupling analysis, performing deposition disturbance coupling analysis according to the deposition disturbance data group, and obtaining the deposition coupling response index cjo; S5, performing comprehensive calculation according to the ship dynamic stability index pwd and the deposition coupling response index cjo, and combining the lateral attitude angle θ of the ship to obtain the comprehensive disturbance yaw index crp for ship disturbance deviation analysis.

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