A digital twin inland river vessel navigation control system

Abstract

The present invention discloses a digital twin inland river ship navigation control system, the system includes a navigation digital twin visualization module, a navigation monitoring and early warning module and a ship safety pilot module. Based on the needs of inland river navigation safety control, the present invention uses artificial intelligence machine vision technology to perceive ship information in the target waters, and integrates radar data and AIS data to support the dynamic digital twin visualization of inland waterways. On this basis, through the ship collision risk calculation method, the safety risks of ship operations in the area are monitored in real time, and the optimal scheduling plan is provided for ships at risk, thereby achieving all-weather, all-day, and full-coverage safety supervision and scheduling control of the navigation conditions of ships in the target waterway area, ensuring the safe navigation of ships in the target waters.

Description

Technical Field

[0001] The present invention belongs to the technical field of ship safety systems, and in particular to a digital twin inland river ship navigation control system. Background Art

[0002] Analyzing the inland waterway transportation system, its major risk sources are mainly reflected in three aspects: ship navigation safety, bridge area navigation safety, and hazardous chemical ship navigation safety. In recent years, the state and industry authorities have successively issued a number of policy documents, requiring further strengthening of the risk source control capabilities of passenger ships, especially Yangtze River passenger ships. In order to respond to the requirements of the state and industry authorities, it is particularly necessary to effectively control the major risk sources of ferry transportation and improve safety management capabilities through informationization and other upgrades.

[0003] The existing shore-based system focuses on regional traffic monitoring and early warning, and mainly displays the channel operation status based on electronic navigation charts and AIS point data. It lacks the ability to conduct fine-grained monitoring and information early warning of key ships (such as ferries, tourist ships, etc.), and cannot provide timely and accurate collision warnings and safe and reasonable dispatch and pilotage, and cannot meet the needs of refined safety management and control. Summary of the invention

[0004] The purpose of the present invention is to provide a digital twin inland river ship navigation control system to address the deficiencies of the above-mentioned prior art. Different from existing ship safety management products or solutions, it can realize refined control of regional traffic through digital twins, and use shore-based centers to realize real-time early warning and dispatch guidance of controlled ships, thereby realizing all-weather, all-day, and full-coverage safety supervision and dispatch control of ship navigation conditions in the target waterway area, and ensuring safe navigation of ships in the target waters. The present invention can realize real-time monitoring, real-time early warning, and real-time dispatch of ships, reduce the risk of ship navigation, and ensure safe production of waterway transportation.

[0005] The technical solution to achieve the purpose of the present invention is: a digital twin inland river ship navigation control system, the system includes a navigation digital twin visualization module, a navigation monitoring and early warning module and a ship safety pilot module;

[0006] The navigation digital twin visualization module is used to create a digital twin environment model corresponding to the actual waterway conditions based on the static targets of the waterway obtained by the photographic equipment, and dynamically and realistically restore the ship, hydrological and weather elements in the digital twin scene, and provide the ship with a driving perspective and a following perspective, and support three-dimensional digital twin rotation visualization;

[0007] The navigation monitoring and early warning module is used to obtain the risk probability of collision between the ship and other ships through the ship risk calculation model based on the ship spacing, heading and speed information obtained from the digital twin scene, and provide different levels of early warning services according to the ship collision risk probability classification;

[0008] The ship safety pilotage module is used to provide different pilotage services according to the ship collision warning level issued by the navigation monitoring and warning module, automatically generate the optimal scheduling plan, and guide the ship to perform corresponding safety and risk avoidance operations.

[0009] Furthermore, the general aviation digital twin visualization module is used to realize the construction of static digital twin scenes and dynamic data virtual mapping. The specific process includes:

[0010] Step 1-1, obtaining the physical model data of the target navigation area through oblique photography, including each static target in the target navigation area, and performing digital conversion to realize the static digital twin part of the target navigation area;

[0011] Step 1-2, obtain the ship type, name, and real-time heading, speed, and location information through multiple devices, and fuse the dynamic information;

[0012] Steps 1-3: Based on the fused information data and combined with prior knowledge, a ship model in the digital twin system is built, and the ship's heading, speed, and location information are mapped into the digital twin system to realize the dynamic digital twin part of the target navigation area;

[0013] Steps 1-4, connect the digital twin system to the control center for visualization, and provide multiple visualization modes such as following perspective and driving perspective for the ship of interest; at the same time, the corresponding ship position, speed, heading and shore building data are synchronously pushed to the navigation monitoring and early warning module and the ship safety pilotage module, and according to the dangerous ship position determined by the ship safety pilotage module, the equipment in steps 1-2 is called to realize photoelectric linkage and automatic tracking; synchronous visualization of emergency pilotage direction and recommended speed.

[0014] Furthermore, in step 1-2, three devices, namely, shore-based radar, AIS terminal and monitoring video, are used to obtain information. The specific process of data fusion is as follows: the ship position and identity information are obtained by monitoring video traffic flow observation, the ship three-dimensional feature data, position and speed information are obtained by shore-based radar, error correction is performed based on the data of the AIS terminal, and data is supplemented for ships that do not turn on the AIS terminal or whose AIS data transmission interval exceeds a preset threshold.

[0015] Furthermore, the navigation monitoring and early warning module is specifically implemented as follows: based on the regional ship position, speed, heading and shore building information obtained in the navigation digital twin visualization module, by quantifying and superimposing the collision risks of navigation in each area and direction, the collision risk domain of the target ship is calculated, the risk of collision of the current operation of the target ship is obtained, and corresponding early warning information is issued according to the collision risk, which specifically includes the following steps:

[0016] Step 2-1: connect to the digital twin system, i.e., the navigation digital twin visualization module, and obtain the ship position, speed, heading and shore building information in the target area from the digital twin system;

[0017] Step 2-2, select one of the ships as the target ship, and calculate the collision risk of the current ship based on the position, speed and heading information of the target ship;

[0018] Step 2-3, if the navigation collision risk calculated in step 2-2 is lower than the first threshold value P1, no warning information is issued; if the navigation collision risk is between the first threshold value P1 and the second threshold value P2, a danger warning warning information is issued; if the navigation collision risk is higher than the second threshold value P2, an emergency collision avoidance warning information is issued; wherein P2 is greater than P1;

[0019] Step 2-4, return to step 2-2, until all ships in the target area are traversed;

[0020] Step 2-5, return to step 2-1 and execute until the navigation monitoring and warning module stops working.

[0021] Furthermore, the calculation formula for the ship navigation collision risk in step 2-2 is:

[0022]

[0023] in:

[0024] x=dis×sinδ

[0025] y=dis×cosδ

[0026]

[0027] Where SCR(x,y) is the spatial collision risk of other ships to the current ship; x represents the distance of other ships relative to the ship in the direction perpendicular to the ship's sailing direction, with the ship's forward direction perpendicular to the right as positive and the ship's forward direction perpendicular to the left as negative; y represents the distance of other ships relative to the ship in the ship's sailing direction, with the ship's forward direction as positive and the ship's departure direction as negative; δ is the clockwise rotation angle of the surrounding ships when the target ship's position is the origin and the heading is the positive direction of the Y axis; R before , Rafter , R starb , R port They represent the distances in the four directions of front, back, left and right of the center of the ship respectively; r0 represents the boundary coefficient of the ship area, which is used to adjust the size of the ship risk domain.

[0028] Furthermore, the ship safety pilotage module is used to provide different pilotage services according to the ship collision warning level issued by the navigation monitoring and warning module, automatically generate the optimal scheduling plan, and guide the ship to perform corresponding safety and risk avoidance operations, specifically including the following steps:

[0029] Step 3-1, connect to the navigation monitoring and warning module to obtain warning information and dangerous ship location information. If the warning information obtained is danger warning information, execute step 3-2; if the warning information obtained is emergency collision avoidance warning information, execute step 3-3;

[0030] Step 3-2: Remind through voice broadcast and push danger warning information to the digital twin system;

[0031] Step 3-3, automatically generate the optimal scheduling plan based on the evaluation model of the ship maneuvering set, provide emergency collision avoidance and safe navigation, and push the dangerous ship location and optoelectronic linkage startup information to the digital twin system.

[0032] Furthermore, the automatic generation of the optimal scheduling scheme according to the evaluation model of the ship maneuvering set described in step 3-3 specifically includes:

[0033] Step 3-3-1, based on the current speed, heading, water speed and flow direction information of the ship, construct the ship's maneuverable speed vector interval, disassemble the speed vector, and obtain the ship's maneuvering set;

[0034] Step 3-3-2, traverse all velocity vectors in the ship maneuvering set, and assume that other ships maintain their current operation mode unchanged, deduce the movement positions of all ships after t seconds, and substitute the relevant data into the evaluation model to obtain the evaluation index of each ship maneuvering plan; the evaluation model is:

[0035]

[0036] Where S is the evaluation index value of the scheme; SDA is the safe encounter distance of ships, in nautical miles; d i is the actual distance between the ith ship with danger warning and the current ship, in nautical miles; dcpa i is the closest encounter distance between the ith ship with danger warning and the current ship, in nautical miles;

[0037] Step 3-3-3, select the operation plan with the highest evaluation index value to form the optimal scheduling plan.

[0038] Compared with the prior art, the present invention has the following significant advantages:

[0039] 1) In the digital twin scene, the ship model is quickly constructed based on machine vision + prior knowledge, and dynamically moves in the original digital twin scene to achieve the effect of virtual reality.

[0040] 2) Through digital twin technology, the problem of being unable to navigate due to low visibility caused by sudden weather conditions can be effectively avoided.

[0041] 3) Through data statistics, the risk domain of ships can be predicted more accurately, and collision warning and early warning with predictive evolution capabilities can be realized, and command and dispatch can be carried out.

[0042] The present invention is further described in detail below in conjunction with the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] Figure 1 This is a working principle diagram of the digital twin inland river vessel navigation control system of the present invention.

[0044] Figure 2 This is a visualization diagram of a digital twin of a control area in one embodiment.

[0045] Figure 3 This is a schematic diagram of the visualization of the digital twin of a key ship in an embodiment.

[0046] Figure 4 Schematic diagram of optoelectronic linkage automatic tracking of ships at risk of collision in one embodiment.

[0047] Figure 5 A schematic diagram of collision risk calculation position in one embodiment.

[0048] Figure 6 Schematic diagram of collision risk warning in a digital twin scenario in one embodiment. DETAILED DESCRIPTION

[0049] In order to make the purpose, technical solution and advantages of the present application more clearly understood, the present application is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0050] It should be noted that if the embodiments of the present invention involve directional indications (such as up, down, left, right, front, back, etc.), the directional indications are only used to explain the relative position relationship, movement status, etc. between the components under a certain specific posture (as shown in the accompanying drawings). If the specific posture changes, the directional indication will also change accordingly.

[0051] In addition, if there are descriptions involving "first", "second", etc. in the embodiments of the present invention, the descriptions of "first", "second", etc. are only used for descriptive purposes and cannot be understood as indicating or suggesting their relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In addition, the technical solutions between the various embodiments can be combined with each other, but they must be based on the ability of ordinary technicians in the field to implement them. When the combination of technical solutions is contradictory or cannot be implemented, it should be deemed that such a combination of technical solutions does not exist and is not within the scope of protection required by the present invention.

[0052] In one embodiment, a digital twin inland river ship navigation control system is provided, the system includes a navigation digital twin visualization module, a navigation monitoring and early warning module, and a ship safety pilot module; the specific working principle is as follows Figure 1 shown.

[0053] The navigation digital twin visualization module is used to produce a digital twin environment model corresponding to the actual waterway conditions based on the static targets of the waterway obtained by the photographic equipment, and dynamically and realistically restore the elements such as ships, hydrology, and weather in the digital twin scene to achieve the effect of virtual reality, and provide driving perspectives and follow-up perspectives for key ships, supporting three-dimensional digital twin rotation visualization;

[0054] The navigation monitoring and early warning module is used to obtain the risk probability of collision between the ship and other ships through the ship risk calculation model based on the information such as ship spacing, heading and speed obtained from the digital twin scene, and provide different levels of early warning services according to the classification of ship collision risk probability;

[0055] The ship safety pilotage module is used to provide different pilotage services according to the ship collision warning level issued by the navigation monitoring and warning module, automatically generate the optimal scheduling plan, and guide the ship to perform corresponding safety and risk avoidance operations.

[0056] Furthermore, in one embodiment, the navigation digital twin visualization module is used to implement static digital twin scene construction and dynamic data virtual mapping. The digital twin inland navigation visualization modeling method includes the following steps:

[0057] S1: Obtain the physical model data of the target navigable area through oblique photography, including static targets such as waterway boundaries, ports, ferries, anchorages, navigable buildings, and navigation marks, and perform digital conversion to realize the static digital twin part of the target navigable area;

[0058] S2: Obtain the ship type, name, and real-time heading, speed, and location information through shore-based radar, AIS, and video equipment, and fuse the dynamic information;

[0059] S3: Based on the ship type and name as well as the fused dynamic information, the ship model in the digital twin system is built in combination with prior knowledge, and the heading, speed and position information of the ship are mapped into the digital twin system to realize the dynamic digital twin part of the target navigation area;

[0060] S4: Connect the digital twin system to the large screen of the control center for visual display, such as Figure 2 As shown, it also provides multiple visual display modes such as following perspective and driving perspective for key ships, such as Figure 3 At the same time, the corresponding ship position, speed, heading and shore building data are synchronously pushed to the navigation monitoring and early warning module and the ship safety pilot module, and according to the dangerous ship position determined by the ship safety pilot module, the shore-based radar and video monitoring are called to automatically guide the photoelectric turntable to rotate and the lens focal length to adjust the local area, so as to realize photoelectric linkage and automatic tracking. Figure 4 The emergency pilotage direction and recommended speed are displayed and visualized simultaneously, so that management personnel can keep an eye on the navigation status of the waterway at any time.

[0061] Here, data fusion refers to the mutual verification and complementary advantages of three devices, namely, shore-based radar, AIS terminal and surveillance video, to obtain accurate heading, speed and position information of each ship in the target waters. The data fusion process is: using video traffic flow observation to obtain information such as ship position and identity information, using laser radar to obtain ship three-dimensional feature data, ship position, speed and other information, and performing error correction based on AIS data, and supplementing data for ships that have not turned on AIS terminals or have too long AIS data transmission intervals.

[0062] Furthermore, in one of the embodiments, the navigation monitoring and early warning module relies on the regional ship position, speed, heading, shore-side buildings and other information obtained from the digital twin visualization module, calculates the target ship collision risk domain by quantifying and superimposing the navigation collision risks in each region and direction, obtains the risk of collision of the target ship in the current operation, and gives corresponding early warning information according to the collision risk, including the following steps:

[0063] S1: Connect to the digital twin system and obtain information on the ship’s position, speed, course, and shoreside buildings (such as docks, anchorages, etc.) in the target area from the system;

[0064] S2: Select one of the ships as the target ship, and calculate the current ship collision risk based on the ship's position, speed, and heading information, such as Figure 5 As shown;

[0065] S3: If the navigation collision risk calculated in step S3 is lower than the first threshold value P1, no warning information is issued; if the navigation collision risk is between the first threshold value P1 and the second threshold value P2, a danger warning warning information is issued; if the navigation collision risk is higher than the second threshold value P2, an emergency collision avoidance warning information is issued; wherein P2 is greater than P1; preferably, the first threshold value P1 is 60% and the second threshold value P2 is 90%.

[0066] S4: Return to S2 until all ships in the target area are traversed;

[0067] S5: Return to S1 until the navigation monitoring and warning module is turned off.

[0068] Here, the present invention provides a method for calculating the risk of ship navigation collision, and the calculation formula is as follows:

[0069]

[0070] in:

[0071] x=dis×sinδ

[0072] y=dis×cosδ

[0073]

[0074] Where SCR(x,y) is the spatial collision risk of other ships to the current ship; x represents the distance of other ships relative to the ship in the direction perpendicular to the ship's sailing direction, with the ship's forward direction perpendicular to the right as positive and the ship's forward direction perpendicular to the left as negative; y represents the distance of other ships relative to the ship in the ship's sailing direction, with the ship's forward direction as positive and the ship's departure direction as negative; δ is the clockwise rotation angle of the surrounding ships when the target ship's position is the origin and the heading is the positive direction of the Y axis; R before , R after , R starb , R port They represent the distances in the four directions of front, back, left and right of the center of the ship respectively. r0 represents the boundary coefficient of the ship area, which is used to adjust the size of the ship risk domain. The recommended value is 0.8.

[0075] In this embodiment, the example ship position is calculated as follows: Figure 5As shown in the figure, there is another ship in the waters during the target ship's sailing period. The actual distance between the two ships is 60 meters, that is, dis = 60; the other ship is 50 degrees clockwise from the ship's sailing direction, that is, δ = 50; Substituting into the above formula, we get: x = 60 × sin50° ≈ 45.93, R starb =45.93, R port =0,σ starb =45.93÷[ln(1÷0.8)] 0.5 ≈97.23,σ port =0, y=60×cos50°≈38.57,R before =38.57, R after =0,σ before =38.57÷[ln(1÷0.8)] 0.5 ≈81.65,σ after =0, SCR(x,y)=0.8000×0.8000=0.64.

[0076] Furthermore, in one embodiment, the ship safety pilotage module is used to provide different pilotage services according to the ship collision warning level issued by the navigation monitoring and warning module, automatically generate the optimal scheduling plan, and guide the ship to perform corresponding safety and risk avoidance operations, specifically including the following steps:

[0077] S1: Connect to the navigation monitoring and warning module to obtain warning information and dangerous ship location information. If danger warning information is obtained, proceed to S2; if emergency collision avoidance warning information is obtained, proceed to S3;

[0078] S2: When the navigation monitoring and warning module gives a danger warning warning information, it reminds the driver to drive safely through voice broadcast and other means, and pushes the danger warning warning information to the digital twin system, such as Figure 6 As shown;

[0079] S3: When the navigation monitoring and warning module gives emergency collision avoidance warning information, the optimal scheduling plan is automatically generated based on the evaluation model of the ship maneuvering set, and emergency collision avoidance safety pilotage is provided to the ship driver. The location of the dangerous ship and the start-up information of the optoelectronic linkage are pushed to the digital twin system to remind the safety manager to pay attention to the status of the target ship and be ready for emergency rescue at any time.

[0080] Furthermore, in one embodiment, in S3, the optimal scheduling scheme is automatically generated according to the evaluation model of the ship maneuvering set, specifically including:

[0081] S1: Construct the ship's maneuverable speed vector interval, disassemble the speed vector, and obtain a set of ship scheduling solutions;

[0082] S2: Traverse the velocity vectors in the ship scheduling scheme set, assume that other ships maintain their current operation mode unchanged, deduce the movement positions of all ships after 5 seconds, and substitute the relevant data into the evaluation model to obtain the evaluation index of each scheduling scheme:

[0083]

[0084] Among them, S is the evaluation index of the scheduling plan; SDA is the safe encounter distance of ships, in nautical miles; d i is the actual distance between the ith ship with danger warning and the own ship, in nautical miles; dcpa i is the distance to the closest point of approach between the ith ship with danger warning and the own ship, in nautical miles.

[0085] S3: Select the plan with the highest evaluation index as the optimal scheduling plan.

[0086] Specifically, in this embodiment, SCR(x,y)=0.64>60% and <90%, it is recommended to activate the danger warning. Figure 6 The dotted circle in the middle is the simultaneous display of danger warnings in the digital twin scenario.

[0087] It should be pointed out that ordinary technicians in this technical field can make several improvements and changes without departing from the principles of the patent of the present invention, and these improvements and changes should also be regarded as the scope of protection of the patent of the present invention.

[0088] The above description is only a preferred specific implementation of the present invention, but the protection scope of the present invention is not limited thereto.

[0089] Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in the present invention should be included in the protection scope of the present invention.

[0090] It should be understood that in order to simplify the present invention and help those skilled in the art understand the various aspects of the present invention, in the above description of the exemplary embodiments of the present invention, the various features of the present invention are sometimes described in a single embodiment or described with reference to a single figure. However, the present invention should not be interpreted as the features included in the exemplary embodiments are all necessary technical features of the patent claims.

[0091] It should be understood that the modules, units, components, etc. included in the device of an embodiment of the present invention can be adaptively changed to be set in a device different from the embodiment. The different modules, units, or components included in the device of the embodiment can be combined into one module, unit, or component, or they can be divided into multiple sub-modules, sub-units, or sub-components.

Claims

1. A digital twin inland river vessel navigation control system, characterized in that: The system includes a navigation digital twin visualization module, a navigation monitoring and early warning module, and a ship safety pilot module; The navigation digital twin visualization module is used to create a digital twin environment model corresponding to the actual waterway conditions based on the static targets of the waterway obtained by the photographic equipment, and dynamically and realistically restore the ship, hydrological and weather elements in the digital twin scene, and provide the ship with a driving perspective and a following perspective, and support three-dimensional digital twin rotation visualization; The navigation monitoring and early warning module is used to obtain the risk probability of collision between the ship and other ships through the ship risk calculation model based on the ship spacing, heading and speed information obtained from the digital twin scene, and provide different levels of early warning services according to the ship collision risk probability classification; The ship safety pilotage module is used to provide different pilotage services according to the ship collision warning level issued by the navigation monitoring and warning module, automatically generate the optimal scheduling plan, and guide the ship to perform corresponding safety and risk avoidance operations; The navigation monitoring and early warning module is specifically implemented as follows: based on the regional ship position, speed, heading and shore building information obtained in the navigation digital twin visualization module, by quantifying and superimposing the collision risks of each region and direction, the collision risk domain of the target ship is calculated, the risk of collision of the current operation of the target ship is obtained, and corresponding early warning information is issued according to the collision risk, which specifically includes the following steps: Step 2-1: connect to the digital twin system, i.e., the navigation digital twin visualization module, and obtain the ship position, speed, heading and shore building information in the target area from the digital twin system; Step 2-2, select one of the ships as the target ship, and calculate the collision risk of the current ship based on the position, speed and heading information of the target ship; Step 2-3, if the navigation collision risk calculated in step 2-2 is lower than the first threshold value P1, no warning information is issued; if the navigation collision risk is between the first threshold value P1 and the second threshold value P2, a danger warning warning information is issued; if the navigation collision risk is higher than the second threshold value P2, an emergency collision avoidance warning information is issued; wherein P2 is greater than P1; Step 2-4, return to step 2-2, until all ships in the target area are traversed; Step 2-5, returning to step 2-1 until the navigation monitoring and warning module stops working; The calculation formula for the risk of ship collision in step 2-2 is: in: x=dis×sinδ y=dis×cosδ In the formula, SCR(x,y) is the spatial collision risk of other ships to the current ship; x represents the distance of other ships relative to the ship in the direction perpendicular to the ship's sailing direction, with the ship's forward direction perpendicular to the right as positive and the ship's forward direction perpendicular to the left as negative; y represents the distance of other ships relative to the ship in the ship's sailing direction, with the ship's forward direction as positive and the ship's departure direction as negative; δ is the clockwise rotation angle of the surrounding ships when the target ship's position is the origin and the heading is the positive direction of the Y axis; R before , R after , R starb , R port They represent the distances in the four directions of front, back, left and right of the center of the ship respectively; r0 represents the boundary coefficient of the ship area, which is used to adjust the size of the ship risk domain.

2. According to the digital twin inland river ship navigation control system of claim 1, it is characterized in that: The navigation digital twin visualization module is used to realize the construction of static digital twin scenes and dynamic data virtual mapping. The specific process includes: Step 1-1, obtaining the physical model data of the target navigation area through oblique photography, including each static target in the target navigation area, and performing digital conversion to realize the static digital twin part of the target navigation area; Step 1-2, obtain the ship type, name, and real-time heading, speed, and location information through multiple devices, and fuse the dynamic information; Steps 1-3: Based on the fused information data and combined with prior knowledge, a ship model in the digital twin system is built, and the ship's heading, speed, and location information are mapped into the digital twin system to realize the dynamic digital twin part of the target navigation area; Steps 1-4 connect the digital twin system to the control center for visualization, and provide multiple visualization modes such as following perspective and driving perspective for the ship of interest; at the same time, the corresponding ship position, speed, heading and shore building data are synchronously pushed to the navigation monitoring and early warning module and the ship safety pilotage module, and according to the dangerous ship position determined by the ship safety pilotage module, the equipment in steps 1-2 is called to realize photoelectric linkage and automatic tracking.

3. The digital twin inland river vessel navigation control system according to claim 2 is characterized in that: In step 1-2, three devices, namely, shore-based radar, AIS terminal and monitoring video, are used to obtain information. The specific process of data fusion is as follows: the ship position and identity information are obtained by monitoring video traffic flow observation, the ship's three-dimensional feature data, position and speed information are obtained by shore-based radar, error correction is performed based on the data of the AIS terminal, and data is supplemented for ships that do not turn on the AIS terminal or whose AIS data transmission interval exceeds a preset threshold.

4. The digital twin inland river vessel navigation control system according to claim 2 is characterized in that: Steps 1-4 also include: synchronous visualization of emergency pilotage direction and recommended speed.

5. The digital twin inland river vessel navigation control system according to claim 1 is characterized in that: The first threshold value P1 is 60%, and the second threshold value P2 is 90%.

6. The digital twin inland river vessel navigation control system according to claim 1 is characterized in that: The ship safety pilotage module is used to provide different pilotage services according to the ship collision warning level issued by the navigation monitoring and warning module, automatically generate the optimal scheduling plan, and guide the ship to perform corresponding safety and risk avoidance operations, specifically including the following steps: Step 3-1, connect to the navigation monitoring and warning module to obtain warning information and dangerous ship location information. If the warning information obtained is danger warning information, execute step 3-2; if the warning information obtained is emergency collision avoidance warning information, execute step 3-3; Step 3-2: Remind through voice broadcast and push danger warning information to the digital twin system; Step 3-3, automatically generate the optimal scheduling plan based on the evaluation model of the ship maneuvering set, provide emergency collision avoidance and safe navigation, and push the dangerous ship location and optoelectronic linkage startup information to the digital twin system.

7. The digital twin inland river vessel navigation control system according to claim 6 is characterized in that: Step 3-3 automatically generates the optimal scheduling plan based on the evaluation model of the ship maneuvering set, specifically including: Step 3-3-1, based on the current speed, heading, water speed and flow direction information of the ship, construct the ship's maneuverable speed vector interval, disassemble the speed vector, and obtain the ship's maneuvering set; Step 3-3-2, traverse all velocity vectors in the ship maneuvering set, and assume that other ships maintain their current operation mode unchanged, deduce the movement positions of all ships after t seconds, and substitute the relevant data into the evaluation model to obtain the evaluation index of each ship maneuvering plan; the evaluation model is: Where S is the evaluation index value of the scheme; SDA is the safe encounter distance of ships, in nautical miles; d i is the actual distance between the ith ship with danger warning and the current ship, in nautical miles; dcpa i is the closest encounter distance between the ith ship with danger warning and the current ship, in nautical miles; Step 3-3-3, select the operation plan with the highest evaluation index value to form the optimal scheduling plan.

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