A method and system for early warning of construction risks during navigation.

Abstract

This invention relates to the field of navigation safety monitoring and construction risk early warning technology, and discloses a method and system for construction risk early warning during navigation processes. The method includes: continuously collecting the spatial coordinates of the construction structure; constructing a state vector of the structure encroaching on the foundation; predicting the encroachment trend of the construction structure; constructing a dynamic influence area; constructing a avoidance pressure factor; constructing a comprehensive risk input vector; calculating a comprehensive risk index for the construction structure encroachment; and performing risk level determination. Compared to existing technologies that mainly rely on static channel boundary thresholds or post-event manual inspections for risk assessment, especially when the channel is not closed and the construction structure is gradually advancing into the channel, it is difficult to promptly identify construction encroachment states that have not yet constituted violations but have shown a high-risk evolution trend. This invention improves the foresight of risk early warning during navigation construction by introducing collaborative modeling of encroachment trend prediction and navigation avoidance pressure.

Description

Technical Field

[0001] This invention relates to the field of navigation safety monitoring and construction risk early warning technology, and in particular to a method and system for construction risk early warning during navigation processes. Background Technology

[0002] Currently, during the construction of port channels, inland waterways, and near-shore navigable waterways, it is often necessary to erect and advance construction structures such as cofferdams, steel platforms, and pontoons under conditions where the waterway is not closed to navigation or only partially restricted. In such navigation construction scenarios, the construction structures are usually gradually advanced towards the waterway as the project progresses, and their spatial location and scope of influence are characterized by continuous changes and phased evolution, posing potential risks to navigation safety.

[0003] In existing technologies, risk management for navigation construction largely relies on static channel boundary lines, fixed safety distance thresholds, or manual inspections and experience-based judgments for risk identification and early warning. For example, warnings or control measures are only triggered when the construction structure encroaches on or approaches a pre-set channel boundary. However, these methods generally have the following shortcomings: First, risk assessment is primarily based on whether limits have been exceeded, making it difficult to reflect the intermediate state where the construction structure, while not yet in violation of regulations, already shows a high-risk encroachment trend. Second, existing technologies typically lack a comprehensive consideration of the actual traffic density and avoidance behavior of vessels, making it impossible to accurately assess the dynamic impact of construction progress on the navigation environment. Under complex navigation construction conditions where the channel is not closed and construction continues, existing technologies cannot fully meet the need for early identification and continuous assessment of construction encroachment risks, easily leading to delayed risk warnings and increasing navigation safety hazards.

[0004] Therefore, there is an urgent need for a construction risk early warning method during navigation, which can comprehensively consider the trend of construction structure encroachment and changes in navigation avoidance behavior while maintaining uninterrupted navigation, and dynamically assess and classify the construction encroachment risk to improve the safety and risk management level during navigation construction. Summary of the Invention

[0005] To address the aforementioned technical shortcomings, the purpose of this invention is to propose a construction risk early warning method for navigation processes. This method aims to solve the technical problem that existing technologies mainly rely on static channel boundary thresholds or post-construction manual inspections for risk assessment. In particular, under conditions where the channel is not closed and construction structures are gradually advancing into the channel, it is difficult to identify in a timely manner construction encroachment that has not yet constituted a violation but has shown a high-risk evolution trend.

[0006] To solve the above-mentioned technical problems, the present invention adopts the following technical solution: The present invention provides a method for early warning of construction risks during navigation. The construction risk early warning methods for the navigation process include: Step S10: In the first consecutive moment With the second moment Collect the first spatial coordinates of the construction structure With the second spatial position coordinates Based on the first spatial location coordinates With the second spatial position coordinates The task of analyzing the encroachment state of the construction structure relative to the channel boundary is performed using a boundary nearest point search mechanism based on normal projection, and the encroachment foundation state vector is output. ; Step S20: Based on the structural encroachment basic state vector A trend prediction mechanism based on time series evolution constraints is used to perform the task of predicting the encroachment trend of construction structures, and the encroachment trend risk factor is output. and predicted distance to structural encroachment ; Step S30: Centered on the construction structure, and using the predicted value of the structural encroachment distance... Construct a dynamic influence area with radius . In the dynamic influence area Internal statistics on vessel traffic density and average deviation distance of the vessel to avoid Based on ship traffic density and average deviation distance of the vessel to avoid Constructing stress avoidance factors ; Step S40: Based on the risk factor of encroachment trend and avoidance of stress factors Constructing a comprehensive risk input vector And based on the comprehensive risk input vector The comprehensive risk index of construction structure encroachment is calculated using a weighted cumulative risk mapping method based on trend-dominant constraints. ; Step S50: Based on the comprehensive risk index of construction structure encroachment Perform risk level assessment and output corresponding construction control and navigation warning instructions.

[0007] Preferably, in step S10, at consecutive first moments... With the second moment Collect the first spatial coordinates of the construction structure With the second spatial position coordinates Based on the first spatial position coordinates With the second spatial position coordinates The task of analyzing the encroachment state of the construction structure relative to the channel boundary is performed using a boundary nearest point search mechanism based on normal projection, and the encroachment foundation state vector is output. The steps specifically include: Step S101: In the first consecutive moment With the second moment Collect the first spatial coordinates of the construction structure With the second spatial position coordinates ; Step S102: Based on the first spatial position coordinates With the second spatial position coordinates Using a pre-stored set of legally defined waterway boundary lines B, the first minimum normal distance from the construction structure to the waterway boundary is calculated using a minimum distance analytical method based on the segmented normal projection of the boundary lines. Second minimum normal distance ; Step S103: Further based on the first minimum normal distance Second minimum normal distance Constructing construction structure advancement rate indicators , ; Step S104: Set the first minimum normal distance Second minimum normal distance Combined with the construction progress rate index v, a structural encroachment on the foundation state vector is constructed. .

[0008] Preferably, in step S20, the structural encroachment basic state vector is used as the basis for the process. A trend prediction mechanism based on time series evolution constraints is used to perform the task of predicting the encroachment trend of construction structures, and the encroachment trend risk factor is output. The steps specifically include: Step S201: For all structures within the preset sampling period, encroach on the basic state vector. Construct an invasion advance time series, and use an invasion trend extrapolation model with acceleration constraints based on the invasion advance time series to predict the future preset prediction window. Predicted structural encroachment distance within Predicted structural encroachment distance The formula is expressed as: ;in, This is a preset acceleration term; Step S202: Further based on the predicted structural encroachment distance value Constructing Encroachment Trend Risk Factors , ,in, This is the preset minimum safe distance threshold.

[0009] Preferably, in step S30, the formula for the avoidance pressure factor is expressed as follows: Vessel traffic density Dynamically Influencing Area Number of ships inside and dynamic influence area Area of ​​influence Sure, Average deviation distance for vessel avoidance Calculated from historical AIS trajectories, the formula is expressed as: ;in, Let be the distance of the i-th vessel's avoidance maneuver.

[0010] Preferably, in step S40, based on the encroachment trend risk factor and avoidance of stress factors Constructing a comprehensive risk input vector And based on the comprehensive risk input vector The comprehensive risk index of construction structure encroachment is calculated using a weighted cumulative risk mapping method based on trend-dominant constraints. The steps specifically include: Step S401: Based on the risk factor of encroachment trend and avoidance of stress factors Perform scale consistency constraint processing on the comprehensive risk input vector ; Step S402: Based on the comprehensive risk input vector The weighting factors are constructed using the linear combination principle based on fuzzy hierarchical weight evaluation to form the trend-dominant constraint factor. ; Step S403: Based on trend-dominant constraint factors Risk factors for encroachment trends and avoidance of stress factors The trend-driven weighted cumulative mapping process is performed to output the comprehensive risk index of construction structure encroachment. , .

[0011] Preferably, in step S40, based on the comprehensive risk input vector The weighting factors are constructed using the linear combination principle based on fuzzy hierarchical weight evaluation to form the trend-dominant constraint factor. The steps specifically include: Step S401: Construct a fuzzy judgment relationship description of the comprehensive risk input vector Risk factors of encroachment trend in Compared to avoidance pressure factors The relative importance of; among them, the fuzzy judgment relationship is represented in the form of fuzzy numbers to reflect the subjective fuzziness introduced in the risk assessment process due to changes in the construction stage and uncertainties in the navigation environment; Step S402: Based on the constructed fuzzy judgment relationship, a linear combination calculation method is used to process the comprehensive risk input vector. Risk factors of encroachment trend in Compared to avoidance pressure factors The relative importance of each factor is used to calculate its weight, resulting in the weight value of the encroachment trend risk factor. Based on this weight value, a trend dominance constraint factor is generated. .

[0012] Preferably, in step S50, the comprehensive risk index of construction structure encroachment is used. The steps for determining the risk level specifically include: setting a first-level risk threshold. Level 2 risk threshold and Level 3 risk threshold ,when When, it is determined to be a low-risk state; when When, it is determined to be a medium-risk state; when When, it is determined to be a high-risk state; when When the situation is deemed to be in a state of serious risk, construction control and navigation warning instructions include limiting the advance rate of the construction structure, suspending the structure advance operation, and issuing navigation warnings or guidance detour instructions.

[0013] This invention also provides a construction risk early warning system for navigation processes, comprising: The structural encroachment state resolution module is used to resolve the state in consecutive first moments. With the second moment Collect the first spatial coordinates of the construction structure With the second spatial position coordinates Based on the first spatial position coordinates With the second spatial position coordinates The task of analyzing the encroachment state of the construction structure relative to the channel boundary is performed using a boundary nearest point search mechanism based on normal projection, and the encroachment foundation state vector is output. ; The encroachment trend prediction module is used to predict the structural encroachment based on the structural encroachment fundamental state vector. A trend prediction mechanism based on time series evolution constraints is used to perform the task of predicting the encroachment trend of construction structures, and the encroachment trend risk factor is output. and predicted distance to structural encroachment ; The avoidance pressure assessment module is used to assess the structural encroachment distance centered on the construction structure. Construct a dynamic influence area with radius . In the dynamic influence area Internal statistics on vessel traffic density and average deviation distance of the vessel to avoid Based on ship traffic density and average deviation distance of the vessel to avoid Constructing stress avoidance factors ; The comprehensive risk assessment module is used to assess risk factors based on encroachment trends. and avoidance of stress factors Constructing a comprehensive risk input vector And based on the comprehensive risk input vector The comprehensive risk index of construction structure encroachment is calculated using a weighted cumulative risk mapping method based on trend-dominant constraints. ; The risk classification and control output module is used to assess the comprehensive risk index of construction structure encroachment. Perform risk level assessment and output corresponding construction control and navigation warning instructions.

[0014] The present invention also provides a construction risk early warning device for navigation process, comprising: a memory, a processor, and a construction risk early warning program for navigation process stored in the memory and executable on the processor. When the construction risk early warning program for navigation process is executed by the processor, a construction risk early warning method for navigation process is implemented.

[0015] The present invention also provides a computer program product, including a construction risk warning program for navigation process, wherein the construction risk warning program for navigation process implements the construction risk warning method for navigation process when executed by a processor.

[0016] The beneficial effects of this invention are as follows: By introducing a collaborative modeling mechanism for predicting the encroachment trend of construction structures and the navigation avoidance pressure, this invention incorporates the spatial advancement behavior of construction structures and the actual avoidance response of navigation vessels into a unified risk assessment framework. This makes the risk of construction encroachment no longer solely dependent on static channel boundaries or post-event judgments. As a result, potential navigation safety risks can be identified in advance before the construction structure breaks through the legal channel boundary, significantly improving the foresight and continuity of risk warning.

[0017] This invention uses a weighted cumulative risk mapping method based on trend-driven constraints to dynamically integrate and evaluate the encroachment trend risk factor and the avoidance pressure factor. This avoids the risk assessment lag or misjudgment problems caused by the use of fixed weights or single thresholds in existing technologies. It enables the risk level determination results to be adaptively adjusted according to the construction progress and changes in the navigation environment, thereby improving the safety assurance capability and the scientific nature of construction management during the navigation construction process. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a flowchart illustrating the first embodiment of a construction risk early warning method for navigation processes according to the present invention.

[0020] Figure 2 This is a schematic diagram of the equipment for a construction risk early warning method for navigation processes according to the present invention. Detailed Implementation

[0021] 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.

[0022] Example 1: As Figure 1 The diagram shown is a flowchart of the first embodiment of the construction risk early warning method for the navigation process of the present invention, and the first embodiment of the construction risk early warning method for the navigation process of the present invention is proposed.

[0023] In the first embodiment, the construction risk early warning method for the navigation process includes: Step S10: In the first consecutive moment With the second moment Collect the first spatial coordinates of the construction structure With the second spatial position coordinates Based on the first spatial position coordinates With the second spatial position coordinates The task of analyzing the encroachment state of the construction structure relative to the channel boundary is performed using a boundary nearest point search mechanism based on normal projection, and the encroachment foundation state vector is output. ; It should be noted that the "nearest point search mechanism based on normal projection" mentioned in this step refers to using the geometric boundary line or boundary surface of the waterway boundary as a reference object. This involves constructing a normal direction pointing towards the waterway boundary at the current position of the construction structure, projecting the construction structure's position along this normal direction, and searching for the boundary point with the smallest distance to the waterway boundary from the projection results. This determines the nearest encroachment distance of the construction structure relative to the waterway boundary and its corresponding spatial directional relationship. This mechanism can be applied to regular or irregular waterway boundaries, including waterway boundary structures composed of multiple broken lines, curves, or composite boundaries, and can uniformly analyze the encroachment state of the construction structure at different positions on the waterway boundary.

[0024] Understandably, by introducing a boundary nearest-point search mechanism based on normal projection, this step can transform the spatial positional changes of the construction structure in a complex waterway boundary environment into an encroachment state description directly related to the waterway boundary. This allows for a clear and quantitative expression of the construction structure's advancing direction, advancement magnitude, and spatial relationship with the waterway boundary. This approach helps eliminate interference from the tangential movement or local morphological changes of the construction structure along the waterway on the encroachment determination, enabling subsequent risk assessment processes to focus on the normal encroachment behavior of the construction structure that substantially affects navigation safety, thereby improving the stability and consistency of the encroachment state analysis results.

[0025] It should be understood that, compared to traditional techniques that rely solely on the straight-line distance between the construction structure and the channel boundary or on fixed safety distance thresholds for encroachment determination, this step, by continuously collecting spatial location data and combining it with the normal direction of the channel boundary for encroachment status analysis, can anticipate changes in the encroachment trend of the construction structure, without waiting for the construction structure to actually approach or breach the preset boundary before triggering a risk assessment. This dynamic spatial relationship-based approach transforms encroachment risk identification from a result-oriented judgment to a process-oriented analysis, significantly improving the foresight of navigation construction risk early warning.

[0026] For example, during the construction of a navigation channel in a port area, the position of a steel platform structure was monitored over several consecutive days. Monitoring data showed that the spatial position of the steel platform remained relatively stable across adjacent time periods, but its encroachment distance along the channel's normal direction consistently decreased. Analysis using a boundary nearest-point search mechanism based on normal projection revealed that the encroachment distance gradually decreased from tens of meters initially to over twenty meters over multiple monitoring periods, with the encroachment direction consistently pointing towards the center of the channel. Compared to the traditional method of triggering an early warning only when the encroachment distance falls below a fixed threshold, this step can identify the persistence and directionality of the encroachment trend while the encroachment distance remains within acceptable limits. This provides more comprehensive data for subsequent risk assessment and construction control, validating the effectiveness and reliability of this step in analyzing encroachment status in complex navigation construction environments.

[0027] Step S20: Based on the structural encroachment basic state vector A trend prediction mechanism based on time series evolution constraints is used to perform the task of predicting the encroachment trend of construction structures, and the encroachment trend risk factor is output. and predicted distance to structural encroachment ; It should be noted that the "trend prediction mechanism based on time series evolution constraints" mentioned in this step refers to: using the structural encroachment foundation state vector output in step S10 as the time series input object, performing time series correlation analysis on the encroachment distance, direction of distance change, and magnitude of change of the construction structure at continuous time points, and introducing evolution continuity constraints in the prediction process to make the prediction results conform to the engineering characteristics of "smooth change and gradual evolution" in the actual construction process. The trend prediction mechanism does not rely on the encroachment state at a single moment, but rather integrates the encroachment state change patterns at multiple consecutive time points to reasonably extrapolate future encroachment behavior.

[0028] Understandably, by introducing time-series evolution constraints, this step can effectively distinguish between short-term positional fluctuations of the construction structure and actual encroachment trend changes. This allows the encroachment trend prediction results to focus more on the direction and speed of the construction structure's advancement over a longer timescale, thus avoiding trend misjudgments caused by measurement noise, local construction adjustments, or short-term environmental disturbances. The resulting encroachment trend risk factor not only reflects the current encroachment status but also the intensity of the encroachment trend's evolution, providing a more stable and forward-looking input for subsequent risk assessments.

[0029] For example, in a waterway construction project, the encroachment status of a cofferdam structure was monitored over several construction cycles. Monitoring data showed that the cofferdam experienced slight retreat or lateral adjustment at some monitoring points, but the overall encroachment distance showed a slow decreasing trend over time. Judging solely based on changes in encroachment distance at adjacent moments might mistakenly lead to the assumption that the encroachment risk has temporarily weakened. However, by analyzing a trend prediction mechanism based on time-series evolution constraints, the overall downward trend of the encroachment distance within multiple time windows can be identified, and the encroachment distance can be predicted to further decrease in the future. Experimental results show that the encroachment trend risk factor output by this mechanism exhibits a continuous upward trend during the accelerated encroachment phase, and the corresponding predicted encroachment distance values ​​maintain a high degree of consistency with subsequent actual measurements. This verifies the effectiveness and reliability of this step in predicting the encroachment trend under complex construction rhythm conditions.

[0030] Step S30: Centered on the construction structure, and using the predicted value of the structural encroachment distance... Construct a dynamic influence area with radius . In the dynamic influence area Internal statistics on vessel traffic density and average deviation distance of the vessel to avoid Based on ship traffic density and average deviation distance of the vessel to avoid Constructing stress avoidance factors ; It should be noted that the "dynamic influence area" mentioned in this step refers to the area whose spatial range of influence is dynamically determined based on the predicted structural encroachment distance output in step S20, centered on the spatial location of the construction structure. This area is used to characterize the navigable waterway range where the construction structure may have a real impact on navigable vessels in the future. The shape of the dynamic influence area can be circular, polygonal, or other spatial regions suitable for waterway scenarios. Its range adaptively adjusts with changes in the predicted structural encroachment distance, thereby avoiding the insufficient adaptability problem caused by using a fixed influence range.

[0031] Understandably, by statistically analyzing vessel traffic density and average vessel avoidance deviation distance within the dynamic impact area, this step can reflect the degree of interference caused by the construction structure to normal vessel navigation from the perspective of navigation behavior. Vessel traffic density characterizes the number of vessels passing through the area per unit time, reflecting the level of traffic congestion; average vessel avoidance deviation distance characterizes the deviation of a vessel from its original track when passing near the construction structure, reflecting the navigation adjustment cost incurred by the vessel to avoid the construction structure. The combination of these two metrics can comprehensively depict the actual pressure exerted by the construction structure on the navigation environment.

[0032] It should be understood that, compared to traditional methods that assess navigation risk solely based on the spatial distance between the construction structure and the channel boundary, this step, by introducing vessel traffic density and avoidance behavior characteristics, combines the risk of construction structure encroachment with the actual navigation response of vessels. This allows the risk assessment to move beyond geometric positional relationships and reflect the dynamic impact of the construction structure on navigation order and safety. This approach to assessing avoidance pressure based on the dynamic impact area helps identify potentially high-risk situations caused by heavy traffic or intensified avoidance behavior, even when spatial distances have not significantly decreased.

[0033] Step S40: Based on the risk factor of encroachment trend and avoidance of stress factors Constructing a comprehensive risk input vector And based on the comprehensive risk input vector The comprehensive risk index of construction structure encroachment is calculated using a weighted cumulative risk mapping method based on trend-dominant constraints. ; It should be noted that the "comprehensive risk input vector" mentioned in this step refers to the combination of risk factors consisting of the encroachment trend risk factor output in step S20 and the avoidance pressure factor output in step S30, which is used as the unified input object for comprehensive risk assessment. The "weighted cumulative risk mapping method based on trend-dominant constraints" refers to introducing constraints reflecting the evolution characteristics of the encroachment trend when performing weighted cumulative calculations on multiple risk factors. This allows the weight of the encroachment trend risk factor in the comprehensive risk calculation to be dynamically adjusted according to the changes in the encroachment trend of the construction structure, thereby avoiding the use of fixed weights for risk superposition.

[0034] Understandably, by unifying the encroachment trend risk factor and the avoidance pressure factor into the comprehensive risk input vector, and introducing trend-driven constraints in the risk mapping process, this step can simultaneously reflect the evolutionary characteristics of the encroachment behavior of construction structures and the actual avoidance pressure from navigating vessels. This allows the comprehensive risk index to reflect both the future encroachment trend of the construction structure and the sensitivity of the current navigation environment to such encroachment. The resulting comprehensive risk index for construction structure encroachment can continuously evolve with the progress of construction and changes in the navigation environment, providing a stable and continuous quantitative basis for risk classification.

[0035] It should be understood that, compared to traditional techniques that set independent thresholds for encroachment distance or navigation density, this step avoids the risk fragmentation problem caused by multiple thresholds in parallel judgments by weighted cumulative mapping of encroachment trend risk factors and avoidance pressure factors. Simultaneously, through a trend-driven constraint mechanism, the encroachment trend has a more significant impact on the comprehensive risk index during rapid evolution phases, thus overcoming the shortcomings of traditional fixed-weight methods in providing delayed early warnings when encroachment risks gradually escalate. This approach is more suitable for construction risk assessment scenarios under conditions of uninterrupted navigation.

[0036] Step S50: Based on the comprehensive risk index of construction structure encroachment Perform risk level assessment and output corresponding construction control and navigation warning instructions.

[0037] It should be noted that the "risk level determination" mentioned in this step refers to classifying the risk of construction structure encroachment into multiple risk levels based on the magnitude and change status of the comprehensive risk index of construction structure encroachment output in step S40. This classification reflects the safety risk level under the current navigation construction status. The risk levels may include low risk, medium risk, and high risk levels, or more levels may be set according to actual project management needs to meet the risk control requirements of different construction stages and navigation conditions.

[0038] Understandably, by mapping the continuously changing comprehensive risk index of construction structure encroachment into discrete risk levels, this step transforms complex risk assessment results into intuitive and actionable control criteria. This enables construction managers and navigation management systems to quickly identify the current risk status and take corresponding construction control or navigation early warning measures. The resulting construction control and navigation early warning instructions directly serve on-site construction scheduling and navigation safety management, improving the timeliness and enforceability of risk response.

[0039] For example, during waterway construction, when the comprehensive risk index of the construction structure encroaching on the waterway is in the low-risk range, it is classified as a low-risk level, and only a preliminary navigation warning is issued to remind passing vessels to pay attention to the construction area. When the comprehensive risk index rises to the medium-risk range, it is classified as a medium-risk level, and control instructions to limit the construction progress speed or adjust the construction rhythm are issued, while the frequency of navigation warnings is increased. When the comprehensive risk index further rises to the high-risk range, it is classified as a high-risk level, and control instructions to suspend construction progress or temporarily restrict navigation are issued, along with a high-level warning to the navigation management department. Through the above-mentioned graded judgment and instruction output method, intervention measures can be taken step by step as the risk continues to evolve, thus verifying the effectiveness and practicality of this step in navigation construction risk management.

[0040] Example 2: Furthermore, the present invention provides a construction risk early warning system for navigation processes, employing a construction risk early warning method for navigation processes as described in the above embodiments, which can solve the technical problem of construction risk early warning for navigation processes. Compared with the prior art, the beneficial effects of the construction risk early warning system for navigation processes provided by the present invention are the same as the beneficial effects of the construction risk early warning method for navigation processes provided in the above embodiments, and other technical features of the construction risk early warning system for navigation processes are the same as those disclosed in the methods of the above embodiments, and will not be repeated here.

[0041] Example 3: This invention provides a construction risk early warning device for navigation processes. Please refer to... Figure 2A construction risk warning device for navigation processes includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, which are executed by the at least one processor to enable the at least one processor to execute the construction risk warning method for navigation processes described in Embodiment 1 above. The construction risk warning device for navigation processes in this embodiment may include, but is not limited to, mobile terminals such as mobile phones, laptops, digital radio receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Description), PMPs (Portable Media Players), vehicle terminals (e.g., vehicle navigation terminals), and fixed terminals such as digital TVs and desktop computers. This construction risk warning device for navigation processes is merely an example and should not limit the functionality or scope of use of the embodiments of this invention. The construction risk warning device for navigation processes may include a processing device 1001 (e.g., a central processing unit, a graphics processing unit, etc.), which can perform various appropriate actions and processes according to a program stored in a read-only memory 1002 or a program loaded from a storage device 1003 into a random access memory 1004. Random access memory 1004 also stores various programs and data required for the operation of a construction risk warning device for a navigation process. Processing device 1001, read-only memory 1002, and random access memory 1004 are interconnected via bus 1005. I / O interface 1006 is also connected to the bus. Typically, the following systems can be connected to I / O interface 1006: input devices 1007 including, for example, touchscreens, touchpads, keyboards, mice, image sensors, microphones, accelerometers, gyroscopes, etc.; output devices 1008 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; storage devices 1003 including, for example, magnetic tapes, hard disks, etc.; and communication devices 1009. Communication device 1009 allows a construction risk warning device for a navigation process to communicate wirelessly or wiredly with other devices to exchange data. Although a construction risk warning device for a navigation process with various systems is shown in the figure, it should be understood that it is not required to implement or possess all the systems shown. More or fewer systems may be implemented or possessed alternatively.

[0042] Example 4: This invention also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the above-described method for construction risk warning in a navigation process. The computer program product provided by this invention can solve the technical problem of construction risk warning in a navigation process. Compared with the prior art, the beneficial effects of the computer program product provided by this invention are the same as the beneficial effects of the construction risk warning method for a navigation process provided in the above embodiments, and will not be repeated here.

[0043] In particular, according to the embodiments disclosed in this invention, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of this invention include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device, or installed from storage device 1003, or installed from read-only memory 1002. When the computer program is executed by processing device 1001, it performs the functions defined in the methods of the embodiments disclosed in this invention.

[0044] It should be understood that the various parts disclosed in this invention can be implemented using hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics can be combined in any suitable manner in one or more embodiments or examples.

[0045] Obviously, those skilled in the art can make various modifications and variations to this invention without departing from its spirit and scope. Therefore, if these modifications and variations fall within the scope of the claims of this invention and their equivalents, this invention also intends to include these modifications and variations.

Claims

1. A method for early warning of construction risks during navigation, characterized in that, The methods include: Step S10: In the first consecutive moment With the second moment Collect the first spatial coordinates of the construction structure With the second spatial position coordinates Based on the first spatial position coordinates With the second spatial position coordinates The task of analyzing the encroachment state of the construction structure relative to the channel boundary is performed using a boundary nearest point search mechanism based on normal projection, and the encroachment foundation state vector is output. ; Step S20: Based on the structural encroachment basic state vector A trend prediction mechanism based on time series evolution constraints is used to perform the task of predicting the encroachment trend of construction structures, and the encroachment trend risk factor is output. and predicted distance to structural encroachment ; Step S30: Centered on the construction structure, and using the predicted value of the structural encroachment distance... Construct a dynamic influence area with radius . In the dynamic influence area Internal statistics on vessel traffic density and average deviation distance of the vessel to avoid Based on ship traffic density and average deviation distance of the vessel to avoid Constructing stress avoidance factors ; Step S40: Based on the risk factor of encroachment trend and avoidance of stress factors Constructing a comprehensive risk input vector And based on the comprehensive risk input vector The comprehensive risk index of construction structure encroachment is calculated using a weighted cumulative risk mapping method based on trend-dominant constraints. ; Step S50: Based on the comprehensive risk index of construction structure encroachment Perform risk level assessment and output corresponding construction control and navigation warning instructions.

2. The construction risk early warning method for navigation process as described in claim 1, characterized in that, In step S10, at the consecutive first moment With the second moment Collect the first spatial coordinates of the construction structure With the second spatial position coordinates Based on the first spatial position coordinates With the second spatial position coordinates The task of analyzing the encroachment state of the construction structure relative to the channel boundary is performed using a boundary nearest point search mechanism based on normal projection, and the encroachment foundation state vector is output. The steps specifically include: Step S101: In the first consecutive moment With the second moment Collect the first spatial coordinates of the construction structure With the second spatial position coordinates ; Step S102: Based on the first spatial position coordinates With the second spatial position coordinates Using a pre-stored set of legally defined waterway boundary lines B, the first minimum normal distance from the construction structure to the waterway boundary is calculated using a minimum distance analytical method based on the segmented normal projection of the boundary lines. Second minimum normal distance ; Step S103: Further based on the first minimum normal distance Second minimum normal distance Constructing construction structure advancement rate indicators , ; Step S104: Set the first minimum normal distance Second minimum normal distance Combined with the construction progress rate index v, a structural encroachment on the foundation state vector is constructed. .

3. The construction risk early warning method for navigation process as described in claim 2, characterized in that, In step S20, based on the structural encroachment basic state vector A trend prediction mechanism based on time series evolution constraints is used to perform the task of predicting the encroachment trend of construction structures, and the encroachment trend risk factor is output. The steps specifically include: Step S201: For all structures within the preset sampling period, encroach on the basic state vector. Construct an invasion advance time series, and use an invasion trend extrapolation model with acceleration constraints based on the invasion advance time series to predict the future preset prediction window. Predicted structural encroachment distance within Predicted structural encroachment distance The formula is expressed as: ;in, This is the preset acceleration term; Step S202: Further based on the predicted structural encroachment distance value Constructing Encroachment Trend Risk Factors , ,in, This is the preset minimum safe distance threshold.

4. The construction risk early warning method for navigation process as described in claim 1, characterized in that, In step S30, the formula for the avoidance pressure factor is expressed as follows: Vessel traffic density Dynamically Influencing Area Number of ships inside and dynamic influence area Area of ​​influence Sure, Average deviation distance for vessel avoidance Calculated from historical AIS trajectories, the formula is expressed as: ;in, Let be the distance of the i-th ship's avoidance maneuver.

5. The construction risk early warning method for navigation process as described in claim 1, characterized in that, In step S40, based on the encroachment trend risk factor and avoidance of stress factors Constructing a comprehensive risk input vector And based on the comprehensive risk input vector The comprehensive risk index of construction structure encroachment is calculated using a weighted cumulative risk mapping method based on trend-dominant constraints. The steps specifically include: Step S401: Based on the risk factor of encroachment trend and avoidance of stress factors Perform scale consistency constraint processing on the comprehensive risk input vector ; Step S402: Based on the comprehensive risk input vector The weighting factors are constructed using the linear combination principle based on fuzzy hierarchical weight evaluation to form the trend-dominant constraint factor. ; Step S403: Based on trend-dominant constraint factors Risk factors for encroachment trends and avoidance of stress factors The trend-driven weighted cumulative mapping process is performed to output the comprehensive risk index of construction structure encroachment. , .

6. The construction risk early warning method for navigation process as described in claim 5, characterized in that, In step S40, based on the comprehensive risk input vector The weighting factors are constructed using the linear combination principle based on fuzzy hierarchical weight evaluation to form the trend-dominant constraint factor. The steps specifically include: Step S401: Construct a fuzzy judgment relationship description of the comprehensive risk input vector Risk factors of encroachment trend in Compared to avoidance pressure factors The relative importance of; among them, the fuzzy judgment relationship is represented in the form of fuzzy numbers to reflect the subjective fuzziness introduced in the risk assessment process due to changes in the construction stage and uncertainties in the navigation environment; Step S402: Based on the constructed fuzzy judgment relationship, a linear combination calculation method is used to process the comprehensive risk input vector. Risk factors of encroachment trend in Compared to avoidance pressure factors The relative importance of each factor is used to calculate its weight, resulting in the weight value of the encroachment trend risk factor. Based on this weight value, a trend dominance constraint factor is generated. .

7. The construction risk early warning method for navigation process as described in claim 1, characterized in that, In step S50, based on the comprehensive risk index of construction structure encroachment... The steps for determining the risk level specifically include: setting a first-level risk threshold. Level 2 risk threshold and Level 3 risk threshold ,when When, it is determined to be a low-risk state; when When, it is determined to be a medium-risk state; when When, it is determined to be a high-risk state; when When the situation is deemed to be in a state of serious risk, construction control and navigation warning instructions include limiting the advance rate of the construction structure, suspending the structure advance operation, and issuing navigation warnings or guidance detour instructions.

8. A construction risk early warning system for navigation processes, applied to the construction risk early warning method for navigation processes according to any one of claims 1 to 7, characterized in that, The construction risk early warning system for the navigation process includes: The structural encroachment state resolution module is used to resolve the state in consecutive first moments. With the second moment Collect the first spatial coordinates of the construction structure With the second spatial position coordinates Based on the first spatial position coordinates With the second spatial position coordinates The task of analyzing the encroachment state of the construction structure relative to the channel boundary is performed using a boundary nearest point search mechanism based on normal projection, and the encroachment foundation state vector is output. ; The encroachment trend prediction module is used to predict the structural encroachment based on the structural encroachment fundamental state vector. A trend prediction mechanism based on time series evolution constraints is used to perform the task of predicting the encroachment trend of construction structures, and the encroachment trend risk factor is output. and predicted distance to structural encroachment ; The avoidance pressure assessment module is used to assess the structural encroachment distance centered on the construction structure. Construct a dynamic influence area with radius . In the dynamic influence area Internal statistics on vessel traffic density and average deviation distance of the vessel to avoid Based on ship traffic density and average deviation distance of the vessel to avoid Constructing stress avoidance factors ; The comprehensive risk assessment module is used to assess risk factors based on encroachment trends. and avoidance of stress factors Constructing a comprehensive risk input vector And based on the comprehensive risk input vector The comprehensive risk index of construction structure encroachment is calculated using a weighted cumulative risk mapping method based on trend-dominant constraints. ; The risk classification and control output module is used to assess the comprehensive risk index of construction structure encroachment. Perform risk level assessment and output corresponding construction control and navigation warning instructions.

9. A construction risk early warning device for navigation processes, characterized in that, The construction risk early warning device for the navigation process includes: a memory, a processor, and a construction risk early warning program for the navigation process stored in the memory and executable on the processor. When the construction risk early warning program for the navigation process is executed by the processor, it implements a construction risk early warning method for the navigation process according to any one of claims 1 to 7.

10. A computer program product, characterized in that, The computer program product includes a construction risk warning program for navigation processes, which, when executed by a processor, implements a construction risk warning method for navigation processes according to any one of claims 1 to 7.

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