Ship navigation method and system suitable for long tunnel with large water level amplitude

Abstract

The application discloses a ship navigation method and system suitable for long tunnel with large water level amplitude, and relates to long tunnel ship navigation. The method comprises the following steps: acquiring channel data of a ship in a long tunnel, and performing data processing; performing coordinate system conversion and clustering processing on the channel data after data processing to obtain new channel data; and generating navigation path information according to the new channel data. The long tunnel is divided into multiple regions, and the following process distance of each region of the ship is calculated. According to the navigation path information and the following process distance, the ship is controlled to drive out of each region until the ship drives out of the long tunnel. The application can make the ship pass through the long tunnel ship lock hub safely and efficiently.

Description

Technical Field

[0001] This invention relates to the field of ship navigation technology in long tunnels, and specifically to a ship navigation method and system adapted to long tunnels with large water level variations. Background Technology

[0002] Navigation tunnels are a new and specialized type of navigation facility that enables vessels to navigate through restricted areas. They are extremely rare worldwide. With the deepening development of my country's inland waterway shipping system, navigation tunnels in mountainous inland waterways have become an effective way to solve key bottlenecks in mountainous waterways and achieve efficient connections between navigation structures. They can completely remove obstructions from major shipping arteries, significantly improve the dimensions of restricted waterways, and shorten vessel voyages. To facilitate vessel navigation, navigation tunnels are generally over 1 km long and have a cross-sectional area greater than 200 m². 2 The cross-sectional coefficient is typically less than 4, and the narrowness and elongation are the main characteristics of navigation tunnels. Due to the narrow navigation dimensions, poor visibility, and enclosed environment of these tunnels, high requirements are placed on the safety and maneuvering skills of ships and their operators. In these typical restricted waterways, ships currently navigate by their own power, which places higher demands on the cross-sectional dimensions of the navigation tunnels, safety distances within the tunnels, ventilation, lighting, communication, and emergency rescue. Under immense navigation pressure, the Three Gorges Dam ship locks have long been operating under overload conditions, and the potential for improvement in lock operation management, equipment maintenance, and scheduling has been almost exhausted. While key operational indicators have reached a high level, the limitations imposed by upstream and downstream waterways and lock sill depth mean that there is limited room for improvement through standardizing ships and increasing ship loading rates. With the Three Gorges Dam's capacity saturated and limited room for further improvement, research into the construction of a new Three Gorges passage has been put on the agenda.

[0003] Patent document CN111762283B discloses a method for controlling ship passage through tunnel channels. This method utilizes a transition channel and ship guidance and energy-absorbing devices with buffering effects on both sides to guide ship navigation and absorb some of its kinetic energy, enabling the ship to stably enter the tunnel channel. This provides a method that improves the safety and smoothness of ship passage through tunnels, avoids accidents, and increases navigation efficiency. Patent document CN110901831A discloses a device for long-distance passage of non-self-propelled ships through tunnels. This device uses tracks set on the banks on both sides of the tunnel channel. A tractor moves along these tracks, driving the ship to be towed along the tunnel channel. It has a simple structure, reliable technology, and convenient implementation, improving ship navigation efficiency. However, due to limitations imposed by the mountain rock conditions and existing tunnel excavation technology, and considering economic factors, the tunnel size should be minimized as much as possible for ships of the same tonnage. The tractor in this patent, which occupies a certain tunnel width on both banks, will significantly increase construction difficulty and project investment. Furthermore, the traction mechanisms on both sides of the bank are fixed. When the water level drops, the component of the same traction rope tension in the direction of the ship's travel is smaller, which is not conducive to the installation of the traction device. In addition, this patented technology requires throwing the traction ropes on both sides towards the ship in actual operation, which also increases the complexity of the on-site operation. Patent document CN114132436 discloses a method for controlling the passage of ships through tunnel channels using a traction method. This invention guides the ship by setting up a row of ship guiding energy-absorbing devices with a buffer effect on both sides of the transition channel, so that the ship enters the tunnel channel in a positive direction. The ship guiding energy-absorbing devices absorb part of the ship's kinetic energy, allowing the ship to travel stably into the tunnel channel. After entering the tunnel, the ship shuts off its own power and is towed through the tunnel channel by the traction device.

[0004] Furthermore, in current tunnel navigation methods, whether self-propelled or towed, both require vessels to align themselves with the tunnel for smooth entry. Constrained by tunnel construction technology, safety, and economic factors, navigation tunnels are narrower than conventional waterways and are also affected by complex flow patterns and uncertain water level fluctuations at the tunnel entrance. This makes vessels highly susceptible to deviating from their correct course and colliding with the tunnel walls, resulting in damage to both the vessel and the tunnel walls and impacting navigation safety. Therefore, improving the safety and smoothness of vessel passage through navigation tunnels, eliminating the risk of collisions, and enhancing the adaptability of vessels navigating long tunnels under conditions of large water level fluctuations are problems that require further consideration and solutions by those skilled in the art. Summary of the Invention

[0005] To address the problems existing in the prior art, this invention provides a method and system for ship navigation in long tunnels with large water level variations. Based on the characteristics and conditions of the navigation tunnel's operating environment, the navigation tunnel is divided into different areas according to the direction of travel. In the tunnel entrance guidance area, ships automatically align and navigate with the tunnel using a positioning and guidance system, thereby improving the safety of ships passing through long tunnels with large water level variations.

[0006] According to a first aspect of the present invention, a method for ship navigation adapted to long tunnels with large water level variations is provided, comprising:

[0007] The system acquires and processes the waterway data of the ship in the long tunnel. The processed waterway data is then transformed into a coordinate system and clustered to obtain new waterway data. Navigation path information is then generated based on the new waterway data.

[0008] The long tunnel is divided into multiple regions, and the following distance between the vessel and the preceding vessel in each region is calculated separately.

[0009] Based on the navigation path information and the distance of the following process, the vessel is controlled to leave each area until it exits the long tunnel.

[0010] Furthermore, the coordinate system transformation includes:

[0011] The processed waterway data is transformed into a polar coordinate system, and then the polar coordinate system is transformed into a point cloud of a Cartesian coordinate system.

[0012] Furthermore, the clustering process also includes:

[0013] The clustering results of the point cloud are filtered according to the cross-sectional width and coordinate description file of the preset long tunnel. Non-target point cloud clusters are deleted, and the centroid coordinates of the target point cloud clusters are marked.

[0014] Furthermore, the generated navigation path information includes:

[0015] Define the ship's hull base coordinate system, hull odometer coordinate system, tunnel coordinate system, and the midpoint in the tunnel width direction. Obtain the pose based on the hull base coordinate system and the pose based on the hull odometer coordinate system. Perform coordinate system transformation and sequentially interpolate the coordinates of key points to obtain the set of hull odometer coordinate points of the navigation path.

[0016] Furthermore, the following distance is the safe following distance between ships, specifically expressed as:

[0017] L=L1= d min + L s +v(t1+t2+t3),

[0018] Where L1 is the distance between the last stopping position of the preceding vessel and the initial position of the vessel, L s He was the former captain, d min t1 is the minimum safe distance allowed when both ships are stationary relative to the water, v is the ship's speed, t1 is the travel time during the visual oscillation process of the ship's navigator, t2 is the travel time during the reaction process of the ship's navigator observing and judging the dynamics of the ship ahead, and t3 is the travel time during the process of the ship's navigator performing braking operations.

[0019] Furthermore, it also includes: calculating the following distance in conjunction with the safety factor λ, specifically:

[0020] L=λL1=λd min +λL s +λv(t1+t2+t3).

[0021] Furthermore, the coordinate system transformation formula is as follows:

[0022] ,

[0023] Where x and y represent the abscissa and ordinate of the Cartesian coordinate system, respectively, and r represents the length of the polar coordinates. Indicates the offset angle in polar coordinates;

[0024] Furthermore, the coordinate system transformation also includes:

[0025] The coordinate system transformation formula for the ship's onboard radar is as follows:

[0026] ,

[0027] in,( , () represents any radar scan point measured in the shipborne radar coordinate system. Let (x, y) be the angle between the x-axis of the shipborne radar coordinate system and the x-axis of the ship's base coordinate system, and let (x, y) be any radar scanning point transformed into the ship's base coordinate system.

[0028] Furthermore, it also includes:

[0029] The system monitors the water level changes in each lock chamber in real time. When a ship enters a lock chamber, the system closes the gate of the lock chamber and begins to release water until the lock chamber is level with the next lock chamber. Then, the system opens the gate of the next lock chamber.

[0030] Based on the rise and fall of the water level in the lock chamber, the vessel is towed into the next lock chamber until the vessel has passed through all lock chambers.

[0031] According to a second aspect of the present invention, a ship navigation system adapted to long tunnels with large water level variations is provided, comprising:

[0032] A navigation path information generation module is used to acquire waterway data of ships in long tunnels and process the data. The processed waterway data is then subjected to coordinate system transformation and clustering to obtain new waterway data. Navigation path information is generated based on the new waterway data.

[0033] The calculation module is used to divide the long tunnel into multiple regions and calculate the following distance between the vessel and the preceding vessel in each region.

[0034] The control module is used to control the vessel to leave each area based on the navigation path information and the distance of the following process, until the vessel leaves the long tunnel.

[0035] Technical effects of the present invention:

[0036] 1) Based on the characteristics and conditions of the navigation tunnel operating environment, the navigation tunnel is divided into different areas according to the direction of travel. In the tunnel entrance guidance area, the ship can automatically align and navigate with the tunnel according to the positioning and guidance system, which improves the safety of ships when passing through long tunnels with large water level fluctuations.

[0037] 2) Based on the characteristics of narrow and long navigation tunnels under large water level fluctuations, a zoned control method for ship navigation in tunnels is proposed. A water level monitoring system, a positioning and guidance system, a communication system, a fire emergency rescue system, and a centralized monitoring system are set up. Lighting and ventilation systems are configured in different areas to better improve the safety and smoothness of ships passing through navigation tunnels, making the ship navigation process in navigation tunnels safer, smoother, and more efficient.

[0038] 3) It has promoted the intelligent management and control of the process of organizing ship navigation in tunnels. The setting of guidance and anti-collision devices and positioning docking schemes has avoided collisions between ships and tunnels, prevented and mitigated the risk of collisions between ships and navigation tunnels, and improved the adaptability of ship navigation in long tunnels under large water level fluctuations. Attached Figure Description

[0039] Figure 1 This is a flowchart of a method for ship navigation adapted to long tunnels with large water level variations, as described in Example 1.

[0040] Figure 2 This is a schematic diagram of the ship navigation system adapted to long tunnels with large water level variations, as shown in Example 2.

[0041] Figure 3 This is a flowchart illustrating a method for ship navigation in long tunnels with large water level variations, as described in Example 3.

[0042] Figure 4This is a schematic diagram illustrating the automatic alignment and navigation of ships and tunnels based on the positioning and guidance system of the present invention.

[0043] Figure 5 This is a schematic diagram of the angle filter of the present invention;

[0044] Figure 6 This is a schematic diagram of the distance filter of the present invention;

[0045] Figure 7 This is a schematic diagram of a navigation zone structure for long tunnels adapted to large water level fluctuations, according to an embodiment of the present invention.

[0046] Figure 8 This is a schematic diagram of a long tunnel according to an embodiment of the present invention. Detailed Implementation

[0047] To better understand the above technical solutions, the following will provide a detailed explanation of the technical solutions in conjunction with the accompanying drawings and specific implementation methods.

[0048] The method provided by this invention can be implemented in a terminal environment that may include one or more of the following components: a processor, a storage medium, and a display screen. The storage medium stores at least one instruction, which is loaded and executed by the processor to implement the method described in the following embodiments.

[0049] A processor may include one or more processing cores. The processor uses various interfaces and lines to connect various parts of the terminal, and performs various functions and processes data by running or executing instructions, programs, code sets or instruction sets stored in the storage medium, and by calling data stored in the storage medium.

[0050] Storage media can include random access memory (RAM) or read-only memory (ROM). Storage media can be used to store instructions, programs, code, code sets, or instructions.

[0051] The display screen is used to show the user interface of each application.

[0052] In addition, those skilled in the art will understand that the structure of the terminal described above does not constitute a limitation on the terminal. The terminal may include more or fewer components, or combine certain components, or have different component arrangements. For example, the terminal may also include radio frequency circuits, input units, sensors, audio circuits, power supplies, and other components, which will not be described in detail here.

[0053] Example 1

[0054] like Figure 1As shown in the figure, this invention proposes a method for ship navigation adapted to long tunnels with large water level variations, including:

[0055] Step 101: Obtain the waterway data of the ship in the long tunnel and process the data. Perform coordinate system transformation and clustering on the processed waterway data to obtain new waterway data. Generate navigation path information based on the new waterway data.

[0056] Specifically, the coordinate system transformation includes: transforming the processed waterway data into a polar coordinate system, and then transforming the polar coordinate system into a point cloud of a Cartesian coordinate system.

[0057] The coordinate system transformation formula is:

[0058] ,

[0059] Where x and y represent the abscissa and ordinate of the Cartesian coordinate system, respectively, and r represents the length of the polar coordinates. Indicates the offset angle in polar coordinates;

[0060] Furthermore, the coordinate system transformation also includes transforming the coordinate system of the ship's onboard radar, using the following formula:

[0061] ,

[0062] in,( , () represents any radar scan point measured in the shipborne radar coordinate system. Let (x, y) be the angle between the x-axis of the shipborne radar coordinate system and the x-axis of the ship's base coordinate system, and let (x, y) be any radar scanning point transformed into the ship's base coordinate system.

[0063] The clustering process further includes: filtering the clustering results of the point cloud according to the cross-sectional width and coordinate description file of the preset long tunnel, deleting non-target point cloud clusters, and marking the centroid coordinates of the target point cloud clusters.

[0064] Step 102: Divide the long tunnel into multiple regions and calculate the following distance between the vessel and the preceding vessel in each region.

[0065] The following distance is the safe following distance between ships, specifically expressed as follows:

[0066] L=L1= d min + L s +v(t1+t2+t3),

[0067] Where L1 is the distance between the last stopping position of the preceding vessel and the initial position of the vessel, L sHe was the former captain, d min t1 is the minimum safe distance allowed when both ships are stationary relative to the water, v is the ship's speed, t1 is the travel time during the visual oscillation process of the ship's navigator, t2 is the travel time during the reaction process of the ship's navigator observing and judging the dynamics of the ship ahead, and t3 is the travel time during the process of the ship's navigator performing braking operations.

[0068] Specifically, the following distance can also be calculated by combining the safety factor λ, as follows: L = λL1 = λd min +λL s +λv(t1+t2+t3).

[0069] Step 103: Based on the navigation path information and the distance of the following process, control the vessel to leave each area until the vessel exits the long tunnel.

[0070] The process of generating navigation path information includes: defining the ship's hull base coordinate system, hull odometer coordinate system, tunnel coordinate system, and the midpoint in the tunnel width direction; obtaining the pose based on the hull base coordinate system and the pose based on the hull odometer coordinate system; performing coordinate system transformation; and sequentially interpolating the coordinates of key points to obtain a set of hull odometer coordinate points for the navigation path.

[0071] Example 2

[0072] like Figure 2 As shown, this embodiment of the invention proposes a ship navigation system adapted to long tunnels with large water level variations, comprising:

[0073] A navigation path information generation module is used to acquire waterway data of ships in long tunnels and process the data. The processed waterway data is then subjected to coordinate system transformation and clustering to obtain new waterway data. Navigation path information is generated based on the new waterway data.

[0074] Specifically, the coordinate system transformation includes: transforming the processed waterway data into a polar coordinate system, and then transforming the polar coordinate system into a point cloud of a Cartesian coordinate system.

[0075] The coordinate system transformation formula is:

[0076] ,

[0077] Where x and y represent the abscissa and ordinate of the Cartesian coordinate system, respectively, and r represents the length of the polar coordinates. Indicates the offset angle in polar coordinates;

[0078] Furthermore, the coordinate system transformation also includes transforming the coordinate system of the ship's onboard radar, using the following formula:

[0079] ,

[0080] in,( , () represents any radar scan point measured in the shipborne radar coordinate system. Let (x, y) be the angle between the x-axis of the shipborne radar coordinate system and the x-axis of the ship's base coordinate system, and let (x, y) be any radar scanning point transformed into the ship's base coordinate system.

[0081] The clustering process further includes: filtering the clustering results of the point cloud according to the cross-sectional width and coordinate description file of the preset long tunnel, deleting non-target point cloud clusters, and marking the centroid coordinates of the target point cloud clusters.

[0082] The calculation module is used to divide the long tunnel into multiple regions and calculate the following distance between the vessel and the preceding vessel in each region.

[0083] The following distance is the safe following distance between ships, specifically expressed as follows:

[0084] L=L1= d min + L s +v(t1+t2+t3),

[0085] Where L1 is the distance between the last stopping position of the preceding vessel and the initial position of the vessel, L s He was the former captain, d min t1 is the minimum safe distance allowed when both ships are stationary relative to the water, v is the ship's speed, t1 is the travel time during the visual oscillation process of the ship's navigator, t2 is the travel time during the reaction process of the ship's navigator observing and judging the dynamics of the ship ahead, and t3 is the travel time during the process of the ship's navigator performing braking operations.

[0086] Specifically, the following distance can also be calculated by combining the safety factor λ, as follows: L = λL1 = λd min +λL s +λv(t1+t2+t3).

[0087] The control module is used to control the vessel to leave each area based on the navigation path information and the distance of the following process, until the vessel leaves the long tunnel.

[0088] The process of generating navigation path information includes: defining the ship's hull base coordinate system, hull odometer coordinate system, tunnel coordinate system, and the midpoint in the tunnel width direction; obtaining the pose based on the hull base coordinate system and the pose based on the hull odometer coordinate system; performing coordinate system transformation; and sequentially interpolating the coordinates of key points to obtain a set of hull odometer coordinate points for the navigation path.

[0089] Example 3

[0090] like Figure 3-8 As shown, a navigation method for ships navigating long tunnels with large water level fluctuations is described. In this method, ships passing through a narrow tunnel will sequentially pass through the tunnel entrance guidance area, entrance area, intermediate area of ​​the stepped tunnels, exit area, and exit guidance area. The key feature is that a positioning and guidance system, a traction system, and a collision avoidance device are installed in the tunnel entrance guidance area. In this area, the ship automatically aligns and navigates with the tunnel using the positioning and guidance system. The collision avoidance device is a layered stiffness gradient structure material to prevent direct collisions between the ship and the tunnel body. In the guidance area, the ship will face changes in ambient light; the safe distance between ships is the distance of the complete following process, i.e., L = L1 = d. min + L s +v(t1+t2+t3), where L1 is the distance between the final stopping position of the foreship and the initial position of the aftship, L s He was the former captain, d min This is the minimum safe distance allowed when both vessels are stationary relative to the water, where v is the speed of the following vessel, t1 is the time the following vessel travels during the visual oscillation process of the following vessel's driver, t2 is the time the following vessel travels during the reaction process of the following vessel's driver observing and judging the dynamics of the preceding vessel, and t3 is the time the following vessel travels during the braking operation of the following vessel's driver. It includes the following steps:

[0091] Step 1: Using the positioning and guidance system and communication system within the coverage area, when the ship arrives at the tunnel entrance confirmation line, the system will automatically remind the ship to check and turn on the relevant radar positioning and communication equipment on the shipboard terminal, perform external parameter calibration on the lidar, odometer and shipboard terminal sensors to ensure sensor accuracy, determine the relative pose of each sensor with the tunnel base coordinate system, and then drive the lidar (or camera) to start collecting data.

[0092] Step 2: Laser data preprocessing. Add four preset filters and set their parameters: voxel filter, angle filter, distance filter, and reflectivity filter. Filter the raw data acquired by the lidar in real time according to these four preset conditions to select lidar data that meets these four conditions.

[0093] Step 3: Laser data coordinate system transformation. The real-time LiDAR data obtained after filtering in Step 2 is transformed from polar coordinates to a Cartesian coordinate system point cloud. Here, the origin of both coordinate systems is the location of the LiDAR.

[0094] Step 4: Laser data clustering. The real-time point cloud set obtained in Step 3 is clustered using the DBSCAN unsupervised clustering algorithm. The point cloud clusters are filtered according to the preset tunnel cross-section width and coordinate description file. Non-target point cloud clusters are deleted, and the centroid coordinates of the target point cloud clusters are marked. The coordinates of the centroid of the point cloud clusters of the tunnel cross section based on the ship hull coordinate system can be obtained.

[0095] Step 5: Navigation path generation. Define the ship's base coordinate system, ship's odometer coordinate system, tunnel coordinate system, and the midpoint in the tunnel width direction. Obtain the pose based on the ship's coordinate system and the pose based on the ship's odometer coordinate system. Perform coordinate system transformation and sequentially interpolate the coordinates of key points to obtain the set of ship's odometer coordinate points for the path points. This will give you the complete navigation path based on the ship's odometer coordinate system. Under the traction of the traction system, the ship tracks each path point in sequence, thus achieving automatic docking and navigation between the ship and the tunnel.

[0096] The positioning and guidance system enables automatic alignment and navigation between the ship and the tunnel. The collision avoidance device is made of a layered stiffness gradient structure material, ensuring that the collision avoidance device has both energy absorption and load-bearing characteristics.

[0097] After entering the tunnel entrance area, ships will undergo a dark adaptation process. High-intensity lighting systems are installed on both sides of the channel. The water level monitoring system, consisting of multiple fiber optic level gauges, monitors the water level in various areas of the tunnel in real time and takes the average value. Due to changes in water flow conditions and the influence of ship waves at the tunnel entrance, the safe distance between ships is the product of the safety factor λ and the distance of a complete following process, i.e., L = λL1 = λd. min +λL s +λv(t1+t2+t3);

[0098] The intermediate zone of the cascade tunnel is the central area of ​​the navigation tunnel, excluding the tunnel entrance and exit areas. The navigation environment in the intermediate zone is relatively stable, and a lighting system is installed, providing stable lighting conditions. The intermediate zone mainly includes a three-stage continuous navigation lock with three lock chambers. A longitudinal ventilation system is installed in the tunnel, using a vertical shaft centralized exhaust ventilation mode. Two sets of ventilation and smoke exhaust outlets are evenly distributed along the longitudinal direction of the tunnel, totaling four outlets. The ventilation system is evenly distributed on both sides of the tunnel at the longitudinal 1 / 3 position. The two sets of ventilation and smoke exhaust outlets are respectively located in the first and second lock chambers, with the spacing consistent with the length of the lock chambers. Each lock chamber of the navigation tunnel is equipped with a traction system for ship towing. The traction rope of the traction system is always taut to ensure that the traction rope expands and contracts with water level fluctuations. Positioning and guidance systems, communication systems, and fire emergency rescue systems are evenly and uniformly installed at equal intervals on the top of the three-stage lock chambers in the intermediate section of the tunnel. After a vessel enters the navigation tunnel, the centralized monitoring system monitors the vessel's dynamics, traction system operation status, and navigation conditions throughout the entire process, based on data collected by the positioning and guidance system. It promptly issues warnings and alerts in case of any abnormalities until the vessel safely passes through the three-stage lock chambers in the intermediate section of the tunnel. The centralized monitoring system activates the emergency rescue system when it detects a fire or other dangerous situation. The navigation environment in the intermediate section of the tunnel is relatively stable. Vessels rely on the traction system to pass through the three-stage lock chambers step by step, depending on the rise and fall of the water level. Considering the impact of water level fluctuations, the safe distance between vessels is the safe distance for vessels to remain stably moored within the navigation tunnel, i.e., L = μd. min + L s +v(t2+t3), where μ is the influence factor of water level rise and fall on ships. Meanwhile, at certain intervals along the sidewalls below the platforms on both sides of the intermediate zone of the tiered tunnel, a digital image-based automatic fire-fighting and emergency rescue system is installed. This system includes automatic fire-fighting units and emergency rescue units. When the detection equipment of the front-end centralized monitoring system alarms, the main unit sends a fire-fighting command to the automatic fire monitor. The system automatically scans and locates the fire point using a locator, then automatically opens the solenoid valve and fire pump to spray water for fire extinguishing.

[0099] At the exit area of ​​the navigation tunnel, as vessels prepare to leave the tunnel, their visibility transitions from darkness to light, symmetrically arranged with the exit transition area. High-intensity lighting systems are densely installed on both sides of the exit section. The safe distance between vessels in the exit area is the same as in the exit transition area, and the distance is the same as the safe distance between vessels inside the navigation tunnel, i.e., L = d. min + L s +v(t2+t3).

[0100] The exit guidance area of ​​the navigation tunnel, where vessels prepare to exit the tunnel, is symmetrically arranged with the entrance guidance area. The exit guidance area is also equipped with a positioning guidance system, a traction system, and collision avoidance devices. Based on the positioning in the tunnel entrance guidance area, vessels maintain the correct direction as they exit the tunnel, preventing direct collisions with the tunnel structure. Vessels in the exit guidance area will undergo a follow-up process; the safe following distance is taken as the distance of the complete following process, i.e., L = L1 = d. min + L s +v(t1+t2+t3).

[0101] Centralized monitoring system equipment is evenly installed in all areas of the entire navigation tunnel to monitor the entire process of ships passing through the tunnel.

[0102] In step 1, the factors of waiting for ships through narrow tunnels, operating conditions of navigation tunnels, number of operating levels, and opening time are the basic constants for organizing ship navigation through long tunnels, which are determined according to the specific characteristics of navigation structures in long tunnels.

[0103] Specifically, the navigation structures in the long tunnel include upstream and downstream approach channels, navigation tunnels, and double-line three-stage continuous locks. Ships passing through the long tunnel are affected by inherent factors such as upstream and downstream waiting ship traffic flow, tunnel operating conditions, number of operating stages, and opening hours. Limited by the capacity of the navigation tunnel and lock chambers, ships entering the navigation area cannot directly enter the navigation tunnel and lock chambers. They need to moor and wait in specific areas according to dispatch instructions. After the previous ship has passed through the lock, they set sail according to instructions to enter the tunnel, pass through the tunnel and lock chambers in sequence, until the ship finally completes the task of passing through the dam. The entire navigation organization structure is specifically reflected in the operation of ship mooring and waiting, departure, entering the navigation tunnel, continuously passing through the three-stage lock chambers, and exiting the navigation tunnel. The operation of each stage is seamlessly connected.

[0104] In step 2, the raw data acquired in real-time by the LiDAR is filtered according to the preset filter settings parameters of four filters: voxel filter, angle filter, range filter, and reflectivity filter. The voxel filter creates a 3D voxel grid based on the input point cloud data. After accommodating the voxel, the centroid of all points within the voxel is used to approximate the other points within that voxel. Thus, all points within a voxel are ultimately represented by a single centroid. After processing all voxels, the filtered point cloud is obtained. The angle filter uses the LiDAR as the origin and the ship's bow as the positive x-axis. A specific angle range is set according to the working environment requirements. For example, selecting a 45° range means selecting data within a 45° range to the left and right, with the ship's bow as the positive direction. The range filter uses the LiDAR as the origin and the area in front of the ship's bow as the positive direction, selecting rectangular areas with a width of w and a length of h on both the left and right sides, selecting data within the rectangular area in front of the LiDAR. The reflectivity filter has a reflectivity range of 0-255, filtering data within a specific range based on the reflectivity.

[0105] In step 3, the laser data coordinate system is transformed. The real-time LiDAR data obtained after filtering in step 2 is transformed from polar coordinates to a Cartesian coordinate system point cloud. Here, the origin of both coordinate systems is the location of the LiDAR. The transformation formula is:

[0106] ,

[0107] In the formula, x and y represent the abscissa and ordinate of the Cartesian coordinate system, respectively, and r represents the length of the polar coordinate. This represents the offset angle in polar coordinates, i.e., the measured distance and its corresponding measured angle in the original lidar data. Based on the relative pose of the lidar and the ship's base coordinate system obtained from the extrinsic parameter calibration in step 1, the coordinates of the real-time point cloud are transformed from the lidar coordinate system to the ship's base coordinate system, and the origin of the coordinate system is transformed from the lidar to the ship's center of gravity. The bow is set as the positive x-axis, and the positive y-axis is defined by rotating 90° to the left along the positive x-axis.

[0108] set up( , () represents any laser point measured in the radar coordinate system. , Let (x, y) be the position of the radar in the ship's base coordinate system, w be the angle between the X-axis of the radar coordinate system and the X-axis of the ship's base coordinate system, and (x, y) be any laser point transformed to the ship's base coordinate system. Then, the radar coordinate system transformation formula is as follows:

[0109] ,

[0110] ( , In the diagram, 's' represents the superscript of any point in the radar coordinate system, used to distinguish between coordinate systems.

[0111] Step 5, the navigation path generation, includes:

[0112] Define the ship's hull base coordinate system as (A represents the origin of the ship's hull base coordinate system), the ship's odometer coordinate system is... (d represents the origin of the ship's odometer coordinate system), the tunnel coordinate system is... (S represents the origin of the tunnel coordinate system); Definition (m represents the index of the center point in the tunnel width direction, used to distinguish different pose points) is the midpoint in the tunnel width direction, thus obtaining the pose based on the ship's coordinate system. ( , , );by Construct a tunnel coordinate system with the origin as the origin. Set the pose in the tunnel coordinate system ( , , (g represents the index of the docking target position point near the tunnel entrance in the tunnel coordinate system, used to distinguish different pose points) and ( , , (f represents the index of the pre-buffer position near the bottom of the tunnel in the tunnel coordinate system, used to distinguish different pose points), where P g P is the target point for ship docking (the bottom working point in the tunnel width direction). f This serves as a buffer point before entering the bottom of the tunnel. , , Relative to the tunnel coordinate system It is fixed, relative to the ship's hull-based coordinate system. It is subject to change. (with) , , Let (x, y, θ) be the pose to be transformed from the tunnel coordinate system, and (x, y, θ) be the pose of the transformed hull-based coordinate system. The formula for transforming the pose from the tunnel coordinate system to the hull-based coordinate system is:

[0113] ,

[0114] According to position , The pose in the tunnel coordinate system, and the pose of the tunnel coordinate system relative to the ship's base coordinate system, can be used to calculate the pose. , Relative pose in the hull-based coordinate system (A and a represent the origin of the ship's base coordinate system and the superscript of the relative pose coordinates) and By using the ship's odometer, the ship's coordinate system based on the odometer is obtained. position Similarly, following the principle of coordinate system transformation formulas, , , Transform to the odometer coordinate system to obtain , , (d represents the origin of the ship's odometer coordinate system). Linear interpolation is performed sequentially between the coordinates of key points at a 50cm granularity to obtain... The set of ship odometer coordinates that constitute the path points This will yield a complete coordinate system based on the ship's odometer. With a pre-defined navigation path, ships only need to follow each path point in sequence to achieve automatic docking and navigation between the ship and the tunnel.

[0115] The vessel automatically docks according to the navigation path and is towed into each section of the navigation tunnel by wire rope through the traction system. After formation, waiting, docking, navigation, and passing through the three lock chambers in sequence, the vessel exits the tunnel in an orderly manner. During the process of passing through the three lock chambers, the water level monitoring system monitors the water level changes in the three lock chambers in real time. When the vessel enters the first lock chamber, the first lock gate is closed and water is discharged until the water levels of the first and second lock chambers are level. The gates are then opened. The monitored water level change in the first lock chamber is converted into a corresponding rise or fall in the traction system. The traction system then pulls the vessel into the second lock chamber, closes the second lock gate and begins to discharge water until the water levels of the second and third lock chambers are level. The gates are then opened. The monitored water level change in the second lock chamber is converted into a rise or fall in the traction system. The traction system then pulls the vessel into the third lock chamber. The vessel passes through the three lock chambers in this manner.

[0116] Example 4

[0117] This invention proposes a storage medium storing multiple instructions for implementing a ship navigation method adapted to long tunnels with large water level variations.

[0118] Example 5

[0119] This invention provides an electronic device, including a processor and a storage medium connected to the processor. The storage medium stores multiple instructions, which can be loaded and executed by the processor to enable the processor to perform a navigation method for ships that adapts to long tunnels with large water level variations.

[0120] Example 6

[0121] This invention also proposes a navigation method adapted to large water level variations, including:

[0122] The system monitors the water level changes in each lock chamber in real time. When a ship enters a lock chamber, the system closes the gate of the lock chamber and begins to release water until the lock chamber is level with the next lock chamber. Then, the system opens the gate of the next lock chamber.

[0123] Based on the rise and fall of the water level in the lock chamber, the vessel is towed into the next lock chamber until the vessel has passed through all lock chambers.

[0124] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0125] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0126] In the several embodiments provided by this invention, it should be understood that the disclosed technical content can be implemented in other ways. The system embodiments described above are merely illustrative; for example, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces, or indirect coupling or communication connection between units or modules, and may be electrical or other forms.

[0127] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0128] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0129] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes: USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, optical disks, and other media capable of storing program code.

[0130] Obviously, the above embodiments are merely illustrative examples for clear explanation and are not intended to limit the implementation. Those skilled in the art will recognize that other variations or modifications can be made based on the above description. It is neither necessary nor possible to exhaustively list all possible implementations here. However, obvious variations or modifications derived therefrom are still within the scope of protection of this invention.

Claims

1. A method for ship navigation adapted to long tunnels with large water level variations, characterized in that, include: The system acquires and processes the waterway data of the ship in the long tunnel. The processed waterway data is then transformed into a coordinate system and clustered to obtain new waterway data. Navigation path information is then generated based on the new waterway data. Generating navigation path information includes: defining the ship's hull base coordinate system as... The coordinate system of the ship's odometer is The tunnel coordinate system is ,definition The pose based on the ship's hull coordinate system is obtained by taking the midpoint of the tunnel width direction. ( , , ),by Construct a tunnel coordinate system with the origin as the origin. Set the pose in the tunnel coordinate system ( , , ) and pose ( , , (g) is the index of the docking target position point near the tunnel entrance in the tunnel coordinate system, and f is the index of the pre-buffer position point near the bottom of the tunnel in the tunnel coordinate system. The ship's coordinate system based on the odometer is obtained through the ship's odometer. position ,Will , , Transform to the odometer coordinate system to obtain , , And perform linear interpolation to obtain The set of ship odometer coordinates that constitute the path points This will yield a complete coordinate system based on the ship's odometer. The navigation path; The long tunnel is divided into multiple regions, and the following distance between the vessel and the preceding vessel in each region is calculated separately. Based on the navigation path information and the distance of the following process, the vessel is controlled to leave each area until it exits the long tunnel.

2. The method for ship navigation adapted to long tunnels with large water level variations as described in claim 1, characterized in that, The coordinate system transformation includes: The processed waterway data is transformed into a polar coordinate system, and then the polar coordinate system is transformed into a point cloud of a Cartesian coordinate system.

3. A method for ship navigation adapted to long tunnels with large water level variations as described in claim 2, characterized in that, The clustering process also includes: The clustering results of the point cloud are filtered according to the cross-sectional width and coordinate description file of the preset long tunnel. Non-target point cloud clusters are deleted, and the centroid coordinates of the target point cloud clusters are marked.

4. A method for ship navigation adapted to long tunnels with large water level variations, as described in any one of claims 1-3, characterized in that, The following distance is the safe following distance between ships, specifically expressed as follows: L=L1= d min + L s +v(t1+t2+t3), Where L1 is the distance between the last stopping position of the preceding vessel and the initial position of the vessel, L s He was the former captain, d min t1 is the minimum safe distance allowed when both ships are stationary relative to the water, v is the ship's speed, t1 is the travel time during the visual oscillation process of the ship's navigator, t2 is the travel time during the reaction process of the ship's navigator observing and judging the dynamics of the ship ahead, and t3 is the travel time during the process of the ship's navigator performing braking operations.

5. A method for ship navigation adapted to long tunnels with large water level variations as described in claim 4, characterized in that, Also includes: The following distance is calculated by combining the safety factor λ: L=λL1=λd min +λL s +λv(t1+t2+t3).

6. A method for ship navigation adapted to long tunnels with large water level variations as described in claim 2, characterized in that, The coordinate system transformation formula is: ， Where x and y represent the abscissa and ordinate of the Cartesian coordinate system, respectively, r represents the length of the polar coordinate, and ϴ represents the offset angle of the polar coordinate.

7. A method for ship navigation adapted to long tunnels with large water level variations as described in claim 6, characterized in that, The coordinate system transformation also includes: The coordinate system transformation formula for the ship's onboard radar is as follows: ， in,( , () represents any radar scan point measured in the shipborne radar coordinate system. Let x be the angle between the x-axis of the shipborne radar coordinate system and the x-axis of the ship's base coordinate system. , () represents any radar scan point transformed into the ship's hull-based coordinate system.

8. A method for ship navigation adapted to long tunnels with large water level variations as described in claim 1, characterized in that, Also includes: The system monitors the water level changes in each lock chamber in real time. When a ship enters a lock chamber, the system closes the gate of the lock chamber and begins to release water until the lock chamber is level with the next lock chamber. Then, the system opens the gate of the next lock chamber. Based on the rise and fall of the water level in the lock chamber, the vessel is towed into the next lock chamber until the vessel has passed through all lock chambers.

9. A ship navigation system adapted to long tunnels with large water level variations, characterized in that, include: A navigation path information generation module is used to acquire waterway data of ships in long tunnels and process the data. The processed waterway data is then subjected to coordinate system transformation and clustering to obtain new waterway data. Navigation path information is generated based on the new waterway data. Generating navigation path information includes: defining the ship's hull base coordinate system as... The coordinate system of the ship's odometer is The tunnel coordinate system is ,definition The pose based on the ship's hull coordinate system is obtained by taking the midpoint of the tunnel width direction. ( , , ),by Construct a tunnel coordinate system with the origin as the origin. Set the pose in the tunnel coordinate system ( , , ) and pose ( , , (g) is the index of the docking target position point near the tunnel entrance in the tunnel coordinate system, and f is the index of the pre-buffer position point near the bottom of the tunnel in the tunnel coordinate system. The ship's coordinate system based on the odometer is obtained through the ship's odometer. position ,Will , , Transform to the odometer coordinate system to obtain , , And perform linear interpolation to obtain The set of ship odometer coordinates that constitute the path points This will yield a complete coordinate system based on the ship's odometer. The navigation path; The calculation module is used to divide the long tunnel into multiple regions and calculate the following distance between the vessel and the preceding vessel in each region. The control module is used to control the vessel to leave each area based on the navigation path information and the distance of the following process, until the vessel leaves the long tunnel.

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