A method and system for identifying the behavior state of a ship underway

Abstract

The present invention provides a method and system for identifying the behavior state of a ship underway, and relates to the technical field of ship behavior state identification. The method of the present invention comprises: collecting the position coordinates, speed, and heading of a ship to be identified, and collecting the wind speed, wind direction, flow speed, flow direction, and wave level at the position of the ship to be identified; generating an environmental impact coefficient for determining abnormal position coordinates according to the wind speed, flow speed, and wave level; combining the wind speed, wind direction, flow speed, and flow direction to generate correction values ​​for speed and heading; combining the speed correction value and the heading correction value to generate a correction value for abnormal position coordinates; inputting the correction value data into a ship behavior identification network model to obtain the behavior state of the ship to be identified. The present invention evaluates the credibility of the position coordinates by introducing the environmental impact coefficient, and improves the accuracy of correcting the abnormal position coordinates, speed, and heading by introducing the wind speed, wind direction, flow speed, and flow direction factors, thereby improving the accuracy of ship behavior state identification.

Description

Technical Field

[0001] The present invention relates to the technical field of ship behavior state recognition, and in particular to a method and system for identifying the behavior state of a sailing ship. Background Art

[0002] The Automatic Identification System (AIS) is a new navigation aid system used for maritime safety and communication between ships and shores, and between ships. It has been widely used on ships. Through AIS, ships can automatically broadcast their own dynamic and static information, and reduce the risk of ship collision at sea by exchanging ship status information with other ships to observe the navigation intentions of other ships. At the same time, maritime management personnel can also use AIS to monitor the mobility of ships in the waters under their jurisdiction and other traffic flow characteristics. AIS was originally designed for safety purposes. If relevant technical means can be used to effectively extract, detect and analyze relevant information from the AIS data stream to help maritime departments monitor ships in the waters under their jurisdiction or help ships detect the dynamics of other ships nearby, it can greatly improve the maritime department's monitoring level of the macro-ship navigation situation in the waters under its jurisdiction and the micro-navigation safety of other ships nearby. However, there is still a risk that some of the massive AIS data is inaccurate or even wrong, and the AIS data only contains the static and dynamic information of the ship itself, and does not contain the navigation environment information that can be obtained by other navigation aids on the ship. Therefore, when using AIS data, how to further improve the accuracy of AIS data and integrate AIS data with ship navigation environment information is a key issue to be solved in order to give full play to the functions of AIS and further improve the level of ship navigation safety monitoring.

[0003] The ship behavior status refers to the behavior and status of a ship during navigation. It can describe the ship's position, speed, heading, maneuvering and other information so that other ships, air traffic control agencies or relevant stakeholders can understand and judge the ship's behavior and intentions. The identification of ship behavior status based on AIS data is widely used in the field of navigation. For example, in the prior art, a ship behavior identification method and system based on AIS data with a publication number of "CN114155491B" processes abnormal data by "estimating the speed of the current track point based on the positions of the two points before and after the track point to be determined and the reference time, and determining the current track point speed." Whether the difference between the speed of the previous track point and the preset speed is greater than the deviation threshold, if so, it means that the speed of the current track point is in an abnormal state, and the estimated speed is used to correct the speed of the current track point; determine whether the position of the current track point is outside the ellipse range, if so, it means that the position of the current track point is in an abnormal state, and the median insertion is used to correct the position of the current track point; where the ellipse range is the ellipse range with the previous and next track points as the ellipse foci and twice the time interval multiplied by the maximum speed as the major axis, so as to achieve the purpose of judging and correcting data anomalies and improve the accuracy of subsequent identification of ship behavior status through relevant data.

[0004] However, the existing technology still has major defects. For example, when judging and correcting abnormal speed and abnormal position data in the ship's AIS data, the existing technology generally simply uses the coordinate positions of the two trajectory points before and after the current trajectory point for correction, without considering the impact of external wind, water flow and waves on the credibility of the collected data. If the wind, water flow and wave conditions are different when collecting the current trajectory point and the two trajectory points before and after it, the actual current trajectory point of the ship will be affected by the wind, water flow and waves and deviate from the predicted and corrected position based on the two trajectory points before and after. Therefore, the existing technology has major defects in judging and correcting abnormal AIS data, resulting in deviations between the corrected data and the actual value, which is not conducive to the subsequent accurate identification of the ship's behavior status.

[0005] The above information disclosed in this Background section is only for enhancement of understanding of the background of the present disclosure and therefore it may contain information that does not constitute the prior art that is already known to one of ordinary skill in the art. Summary of the invention

[0006] The object of the present invention is to provide a method and system for identifying the behavior status of a ship underway, so as to solve the problems raised in the above-mentioned background technology.

[0007] To achieve the above object, the present invention provides the following technical solutions:

[0008] A method for identifying the behavior state of a sailing ship comprises the following steps:

[0009] S1, continuously collects the position coordinates, speed, and heading of the ship underway, and collects the wind speed, wind direction, current speed, current direction, and wave level at the location of the ship underway;

[0010] S2, generates an environmental impact coefficient to measure the degree of environmental impact based on wind speed, current speed and wave level;

[0011] S3, combining the current ship position coordinates and the distances between the two previous and next ship position coordinates, and the environmental impact coefficient corresponding to the current ship position coordinates, to determine the abnormal ship position coordinates;

[0012] S4, combining the wind speed, wind direction, current speed and current direction corresponding to the abnormal ship position coordinate and the two ship position coordinates before and after the abnormal ship position coordinate, and the speed and heading corresponding to the two ship position coordinates before and after the abnormal ship position coordinate, to generate a speed correction value and a heading correction value corresponding to the ship when it is in the abnormal ship position;

[0013] S5, combining the previous ship position coordinate of the abnormal ship position coordinate and its corresponding speed and heading, the speed correction value and heading correction value at the abnormal ship position coordinate, and the collection time interval between the abnormal ship position coordinate and its previous ship position coordinate, to generate an abnormal ship position coordinate correction value corresponding to the abnormal ship position coordinate;

[0014] S6, replacing the abnormal ship position coordinates with the abnormal ship position coordinate correction value, and replacing the speed and heading corresponding to the abnormal ship position with the speed correction value and heading correction value corresponding to the abnormal ship position;

[0015] S7, pre-constructing a ship behavior recognition network, and inputting the ship position coordinates, speed, and heading obtained after processing in step S6 into the constructed ship behavior recognition network for training, to obtain a trained ship behavior recognition network model, wherein the input of the ship behavior recognition network model is the ship position coordinates, speed, and heading, and the output is the behavior state of the ship;

[0016] S8, collecting and processing the data of the ship to be identified according to the method of steps S1-S6, and inputting the processed data into the ship behavior identification network model to output the behavior status of the ship.

[0017] Furthermore, the ship position coordinates, speed, heading, wind speed, wind direction, current speed, current direction, and wave level collected at the i-th collection time are calibrated as A(x i ,y i ), BL i , x i represents the longitude coordinate of the ship at the i-th collection time, yi represents the latitude coordinate of the ship at the i-th collection time, i represents the number of different collection times, and i=1, 2, 3, ..., m, m represents the total number of collection times, and m∈N+.

[0018] Furthermore, the specific logic for generating the environmental impact coefficient for measuring the degree of environmental impact is as follows based on wind speed, flow speed and wave level:

[0019] S21, determining the wind force level corresponding to the wind speed, and assigning a value to the wind force level to generate a wind force impact value between 0 and 1 that increases as the wind force level increases;

[0020] Among them, the wind speed The corresponding wind force level is FL i , and will be consistent with wind force level FL i The corresponding wind force impact value is calibrated as f(FL i );

[0021] S22, assigning a value to the flow velocity to generate a flow velocity influence value between 0 and 1 and increasing as the flow velocity increases;

[0022] Among them, the flow rate The corresponding flow velocity influence value is calibrated as

[0023] S23, assigning a value to the wave level to generate a wave impact value between 0 and 1 and increasing as the wave level increases;

[0024] The wave impact value corresponding to the i-th acquisition moment is calibrated as f(BL i );

[0025] S24, combining the wind impact value, flow velocity impact value and wave impact value, generates an environmental impact coefficient for measuring the degree of environmental impact. The calculation formula is as follows:

[0026]

[0027] Among them, the environmental impact coefficient corresponding to the i-th collection time is calibrated as HJyx i , τ1, τ2, and τ3 are all preset proportional coefficients, and τ1+τ2+τ3=1, and 0<τ3<τ2<τ1<1.

[0028] Furthermore, the specific logic of determining the abnormal ship position coordinates is as follows:

[0029] S31, taking the two ship position coordinates before and after the current ship position coordinate as the ellipse foci, and taking twice the time interval between the two ship position coordinates before and after multiplying the maximum value of the speed as the major axis to plan the first ellipse range, taking the two ship position coordinates before and after the current ship position coordinate as the ellipse foci, and taking the time interval between the two ship position coordinates before and after multiplying the maximum value of the speed as the major axis to plan the second ellipse range;

[0030] S32, judging whether the current ship position coordinates are within the first ellipse range, if the current ship position coordinates are outside the first ellipse range, then the current ship position coordinates are considered abnormal ship position coordinates, if the current ship position coordinates are within the first ellipse range, then proceeding to step S33 for further judgment;

[0031] S33, determine whether the current ship position coordinates are within the second ellipse. If the current ship position coordinates are within the second ellipse, it is determined that the current ship position coordinates are not abnormal ship position coordinates. If the current ship position coordinates are outside the second ellipse, the environmental impact coefficient corresponding to the collection time of the current ship position coordinates is compared with the preset threshold. If the environmental impact coefficient is greater than the preset threshold, the current ship position coordinates are identified as abnormal ship position coordinates. Otherwise, the current ship position coordinates are not identified as abnormal ship position coordinates.

[0032] Furthermore, the step S4 includes the following steps:

[0033] S41, combining the speed, heading, wind speed, wind direction, current speed and current direction corresponding to the two ship position coordinates before and after the abnormal ship position coordinate to generate an estimated speed value and a corresponding heading value when the ship is at the abnormal ship position and is not affected by wind and current;

[0034] Among them, the collection time corresponding to the abnormal position of the ship is calibrated as i1, and i1∈(2,m-1), and the estimated speed corresponding to the abnormal position of the ship and not affected by wind and water flow is calibrated as The estimated heading value corresponding to the ship at an abnormal position and without being affected by wind and current is calibrated as

[0035] S42, combining the estimated speed value and the estimated heading value, as well as the wind speed, wind direction, current speed, and current direction corresponding to the abnormal position of the ship, to generate a speed correction value and a heading correction value corresponding to the abnormal position of the ship;

[0036] Among them, the speed correction value corresponding to the ship in abnormal position is calibrated as The heading correction value corresponding to the ship in abnormal position is calibrated as

[0037] The step S41 comprises the following steps:

[0038] S411, combining the ship speed, heading, wind speed, wind direction, current speed, and current direction corresponding to the previous ship position coordinates of the abnormal ship position coordinates to generate the ship speed and heading corresponding to the previous ship position coordinates of the abnormal ship position coordinates when not affected by wind and current, and the calculation formula is as follows:

[0039]

[0040] in, It indicates the wind speed correction value caused by external wind force when the ship under navigation reaches the previous position coordinate of the abnormal position coordinate. It indicates the velocity correction value affected by the external water flow when the ship under navigation reaches the previous position coordinate of the abnormal position coordinate. Indicates the speed corresponding to the previous ship position coordinates of the abnormal ship position coordinates when they are not affected by wind and current;

[0041] Among them, ρ f represents the air density, represents the hull resistance coefficient of the ship on the water surface at the i1-1th acquisition moment, represents the effective area of ​​the ship's hull on the water surface at the i1-1th acquisition moment, ρ l represents the water flow density, represents the hull resistance coefficient of the ship under the water surface at the i1-1th acquisition moment, represents the effective area of ​​the ship's hull under the water surface at the i1-1th acquisition moment;

[0042] in, It indicates the wind direction correction value caused by external wind force when the ship under navigation reaches the previous position coordinate of the abnormal position coordinate. It indicates the flow direction correction value caused by the influence of external water flow when the ship under navigation reaches the previous ship position coordinate of the abnormal ship position coordinate. Indicates the course corresponding to the previous ship position coordinates of the abnormal ship position coordinates when they are not affected by wind and current;

[0043] S412, combining the ship speed, heading, wind speed, wind direction, current speed, and current direction corresponding to the subsequent ship position coordinates of the abnormal ship position coordinates to generate the ship speed and heading corresponding to the subsequent ship position coordinates of the abnormal ship position coordinates when not affected by wind and current, and the calculation formula is as follows:

[0044]

[0045] in, It indicates the wind speed correction value caused by external wind force when the ship under navigation reaches the next position coordinate of the abnormal position coordinate. It indicates the velocity correction value affected by the external water flow when the ship under navigation reaches the previous position coordinate of the abnormal position coordinate. Indicates the speed corresponding to the rear ship position coordinates of the abnormal ship position coordinates when they are not affected by wind and current;

[0046] in, represents the hull resistance coefficient of the ship on the water surface at the i1+1th acquisition moment, represents the effective area of ​​the ship's hull on the water surface at the i1+1th acquisition moment, represents the hull resistance coefficient of the ship under the water surface at the i1+1th acquisition moment, represents the effective area of ​​the ship's hull under the water surface at the i1+1th acquisition moment;

[0047] in, It indicates the wind direction correction value caused by external wind force when the ship under navigation reaches the next position coordinate of the abnormal position coordinate. It indicates the flow direction correction value caused by the influence of external water flow when the ship under navigation reaches the next position coordinate of the abnormal position coordinate. The following coordinates of the abnormal ship position indicate the corresponding heading when the latter coordinates are not affected by wind and current;

[0048] S413, combining the speed and heading corresponding to the two ship position coordinates before and after the abnormal ship position coordinate when not affected by wind and water current, calculate the estimated speed and heading corresponding to the ship at the abnormal ship position and not affected by wind and water current, and the calculation formula is as follows:

[0049]

[0050] Furthermore, the calculation formulas for the speed correction value and the heading correction value are as follows:

[0051]

[0052] in, It indicates the wind speed correction value that the ship is subject to due to the influence of external wind force when it is in an abnormal position. It indicates the velocity correction value of the ship due to the influence of external water flow when the ship is in an abnormal position;

[0053] in, represents the hull resistance coefficient of the ship on the water surface at the i1th acquisition moment, represents the effective area of ​​the ship's hull on the water surface at the i1th acquisition moment, represents the hull resistance coefficient of the ship under the water surface at the i1th acquisition moment, represents the effective area of ​​the ship's hull under the water surface at the i1th acquisition moment;

[0054] in, It indicates the wind direction correction value of the ship due to the influence of external wind force when the ship is in abnormal position. It indicates the flow direction correction value that the ship is subject to due to the influence of external water current when it is in an abnormal position.

[0055] Furthermore, the calculation formula of the abnormal ship position coordinate correction value corresponding to the abnormal ship position coordinate is as follows:

[0056]

[0057] in, is the velocity vector corresponding to the previous ship position coordinate of the abnormal ship position coordinate, is the velocity vector corresponding to the acquisition time of the abnormal ship position coordinates, Δt i1-1，i1 is the time interval from the collection time corresponding to the previous ship position coordinate of the abnormal ship position coordinate to the collection time corresponding to the abnormal ship position coordinate, is the acceleration of the ship from the acquisition time corresponding to the previous ship position coordinate of the abnormal ship position coordinate to the acquisition time corresponding to the abnormal ship position coordinate, A(x i1-1 y i1-1 ) is the previous coordinate of the abnormal ship position, A(x i1 y i1 ) is the abnormal ship position coordinate correction value corresponding to the abnormal ship position coordinate.

[0058] A system for identifying the behavior state of a ship underway, used to execute the above-mentioned method for identifying the behavior state of a ship underway, comprising:

[0059] The data acquisition module is used to continuously collect the position coordinates, speed, and heading of the ship underway, and collect the wind speed, wind direction, current speed, current direction, and wave level at the location of the ship underway;

[0060] An environmental impact coefficient generation module is used to generate an environmental impact coefficient for measuring the degree of environmental impact according to wind speed, flow speed and wave level;

[0061] The abnormal ship position coordinate determination module is used to determine the abnormal ship position coordinate by combining the current ship position coordinate and the distance between the two previous and next ship position coordinates, as well as the environmental impact coefficient corresponding to the current ship position coordinate;

[0062] The navigation speed correction module is used to combine the wind speed, wind direction, current speed and current direction corresponding to the abnormal ship position coordinates and the two ship position coordinates before and after the abnormal ship position coordinates, as well as the speed and heading corresponding to the two ship position coordinates before and after the abnormal ship position coordinates, so as to generate the speed correction value and heading correction value corresponding to the ship when it is in the abnormal ship position;

[0063] A ship position coordinate correction module is used to combine the previous ship position coordinate of the abnormal ship position coordinate and its corresponding speed and heading, the speed correction value and heading correction value at the abnormal ship position coordinate, and the collection time interval between the abnormal ship position coordinate and its previous ship position coordinate, so as to generate an abnormal ship position coordinate correction value corresponding to the abnormal ship position coordinate;

[0064] A data replacement module is used to replace the abnormal ship position coordinates with the abnormal ship position coordinate correction value, and replace the corresponding speed and heading of the ship at the abnormal ship position with the corresponding speed correction value and heading correction value of the ship at the abnormal ship position;

[0065] A model building module is used to pre-build a ship behavior recognition network, and input the ship position coordinates, speed, and heading obtained after processing in step S6 into the built ship behavior recognition network for training, so as to obtain a trained ship behavior recognition network model, and the input of the ship behavior recognition network model is the ship position coordinates, speed, and heading, and the output is the behavior state of the ship;

[0066] The identification output module is used to collect and process the data of the ship to be identified according to the method of steps S1-S6, and input the processed data into the ship behavior identification network model to output the behavior status of the ship.

[0067] Compared with the prior art, the present invention has the following beneficial effects:

[0068] The method and system for identifying the behavior state of a ship at sea of ​​the present invention, when judging abnormal ship position coordinates, introduces an environmental impact coefficient combining wind, water flow and wave factors to evaluate the credibility of the ship position coordinates, thereby improving the accuracy of judging the abnormal ship position coordinates, and when correcting the speed and heading corresponding to the time of collecting the abnormal ship position coordinates, introduces wind speed, wind direction, flow speed and flow direction factors, thereby improving the accuracy of correcting the speed and heading corresponding to the time of collecting the abnormal ship position coordinates, and then determines the correction value of the abnormal ship position coordinates through the corrected speed and heading, thereby improving the accuracy of correcting the abnormal ship position coordinates, and finally inputs the corrected speed, heading and ship position coordinates into the ship behavior recognition network model, thereby improving the accuracy of ship behavior state recognition. BRIEF DESCRIPTION OF THE DRAWINGS

[0069] Figure 1 It is a flow chart of the method for identifying the behavior state of a ship underway in the present invention;

[0070] Figure 2 It is a logic diagram of the method for identifying the behavior state of a ship underway in the present invention;

[0071] Figure 3 This is a module unit diagram of the system for identifying the behavior status of a ship underway in the present invention;

[0072] Figure 4 A schematic diagram for determining whether the current ship position coordinates are abnormal ship position coordinates;

[0073] Figure 5 It is a schematic diagram showing whether the current ship position coordinates are abnormal ship position coordinates and whether they need to be judged according to the environmental impact coefficient;

[0074] Figure 6 A schematic diagram for determining whether the current ship position coordinates are abnormal ship position coordinates. DETAILED DESCRIPTION

[0075] In order to make the objectives, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below in conjunction with specific embodiments.

[0076] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the present invention should be understood by people with ordinary skills in the field to which the present invention belongs. The words "first", "second" and similar words used in the present invention do not indicate any order, quantity or importance, but are only used to distinguish different components. "Include" or "comprise" and similar words mean that the elements or objects appearing before the word include the elements or objects listed after the word and their equivalents, without excluding other elements or objects. "Connect" or "connected" and similar words are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0077] Embodiment 1:

[0078] See also Figure 1-2 4-6. The present invention provides a method for identifying the behavior state of a ship underway, comprising the following steps:

[0079] S1, continuously collects the position coordinates, speed, and heading of the ship underway, and collects the wind speed, wind direction, current speed, current direction, and wave level at the location of the ship underway;

[0080] Among them, the ship position coordinates, speed, heading, wind speed, wind direction, current speed, current direction, and wave level collected at the i-th collection time are calibrated as A(x i ,y i ), BL i , x i represents the longitude coordinate of the ship at the time of the ith collection, yi represents the latitude coordinate of the ship at the time of the ith collection, and the heading wind direction and flow direction They are all represented by the angle between them and the reference direction. The reference direction can be the initial heading of the ship or other directions, which are not limited here. i represents the number of different collection moments, and i=1, 2, 3, ..., m, m represents the total number of collection moments, and m∈N+;

[0081] It should be noted that the coordinates of the ship at sea can be obtained through GPS equipment, the speed and heading of the ship at sea can be obtained through equipment such as convection tube velocimeters, gyrocompasses, sonar depth sounders, etc., the wind speed and wind direction at the location of the ship at sea can be obtained through anemometers and wind vanes, the flow velocity and flow direction at the location of the ship at sea refer to the water flow velocity and water flow direction, respectively, which can be obtained through acoustic Doppler current profilers (ADCP: Acoustic Doppler Current Profiler), velocimeters and other equipment, and the wave level at the location of the ship at sea can be obtained by wave height radars and buoy wave measurement systems. This is an existing technology and will not be elaborated here.

[0082] S2, based on wind speed, current speed and wave level, generates an environmental impact coefficient to measure the degree of environmental impact, as follows:

[0083] S21, determining the wind force level corresponding to the wind speed, and assigning a value to the wind force level to generate a wind force impact value between 0 and 1 that increases as the wind force level increases;

[0084] Among them, the wind speed The corresponding wind force level is FL i , and will be consistent with wind force level FL i The corresponding wind force impact value is calibrated as f(FL i );

[0085] It should be noted that the wind force level corresponding to the wind speed can be determined by using the Beaufort wind force level classification method, the metric wind force level classification method, etc. This is a prior art and will not be described in detail here.

[0086] As an implementation method, the wind force impact value f(FL i ) is as follows:

[0087] <![CDATA[Wind force level FL i > <![CDATA[Wind influence value f(FL i )]]> Level 0-5 0.1 Level 6-8 0.3 Level 9-10 0.6 Level 11 and above 0.9

[0088] It should be noted that the greater the wind speed, the greater the corresponding wind force level and wind force impact value, and the greater the wind speed, the worse the wind environment in which the ship is sailing, and the greater the probability that the collected ship position coordinates will be affected by external wind factors when collecting the ship position coordinates in step S1;

[0089] S22, assigning a value to the flow velocity to generate a flow velocity influence value between 0 and 1 and increasing as the flow velocity increases;

[0090] Among them, the flow rate The corresponding flow velocity influence value is calibrated as

[0091] As an embodiment, the flow rate affects the value The value criteria are as follows:

[0092]

[0093] It should be noted that the greater the flow velocity, the greater the corresponding flow velocity impact value, and the greater the flow velocity, the worse the underwater environment of the ship at sea, and the greater the probability that the collected ship position coordinates will be affected by underwater environmental factors when collecting the ship position coordinates in step S1;

[0094] S23, assigning a value to the wave level to generate a wave impact value between 0 and 1 and increasing as the wave level increases;

[0095] The wave impact value corresponding to the i-th acquisition moment is calibrated as f(BL i );

[0096] As an embodiment, the wave impact value f(BL i ) is as follows:

[0097] <![CDATA[Wave level BL i > <![CDATA[Wave influence value f(BL i )]]> Level 0 0.1 Level 1 0.3 Level 2 0.5 Level 3 0.7 Level 4 and above 0.9

[0098] It should be noted that the greater the wave level, the greater the corresponding wave impact value, and the greater the wave level, the worse the water environment in which the ship is sailing, and the greater the probability that the collected ship position coordinates will be affected by the water environment factors when collecting the ship position coordinates in step S1;

[0099] S24, combining the wind impact value, flow velocity impact value and wave impact value, generates an environmental impact coefficient for measuring the degree of environmental impact. The calculation formula is as follows:

[0100]

[0101] It should be noted that the environmental impact coefficient corresponding to the i-th collection time is calibrated as HJyx i, which is composed of wind force influence value, flow velocity influence value and wave influence value, which comprehensively considers the influence degree of adverse factors such as external wind force, flow velocity and wave when collecting the position coordinates of the ship underway, so as to achieve the effect of comprehensively evaluating the credibility of the collected position coordinates. The larger the wind force influence value, flow velocity influence value and wave influence value, the worse the external environment is, and the lower the credibility of the accuracy of the collected position coordinates is.

[0102] It should be noted that τ1, τ2, and τ3 are all preset proportional coefficients, τ1 represents the weight of the wind impact value in the calculation of the environmental impact coefficient, τ2 represents the weight of the flow velocity impact value in the calculation of the environmental impact coefficient, τ3 represents the weight of the wave impact value in the calculation of the environmental impact coefficient, and τ1+τ2+τ3=1, and 0<τ3<τ2<τ1<1, and the specific values ​​of τ1, τ2, and τ3 are generally determined by those skilled in the art according to actual conditions;

[0103] As an implementation mode, the value range of τ1 is 0.5-0.7, the value range of τ2 is 0.2-0.3, and the value range of τ3 is 0.1-0.2.

[0104] S3, combining the current ship position coordinates and the distances between the two previous and next ship position coordinates, and the environmental impact coefficient corresponding to the current ship position coordinates, determine the abnormal ship position coordinates, as follows:

[0105] S31, taking the two ship position coordinates before and after the current ship position coordinate as the ellipse foci, and taking twice the time interval between the two ship position coordinates before and after multiplying the maximum value of the speed as the major axis to plan the first ellipse range, taking the two ship position coordinates before and after the current ship position coordinate as the ellipse foci, and taking the time interval between the two ship position coordinates before and after multiplying the maximum value of the speed as the major axis to plan the second ellipse range;

[0106] S32, judging whether the current ship position coordinates are within the first ellipse range, if the current ship position coordinates are outside the first ellipse range, then the current ship position coordinates are considered abnormal ship position coordinates, if the current ship position coordinates are within the first ellipse range, then proceeding to step S33 for further judgment;

[0107] It should be noted that when the ship is sailing normally, the ship should not be able to sail out of the first ellipse range planned with the two ship position coordinates before and after the current ship position coordinate as the ellipse focus and the maximum value of twice the time interval between the two ship position coordinates multiplied by the speed as the major axis. Therefore, when the current ship position coordinate is outside the first ellipse range, the current ship position coordinate is directly identified as an abnormal ship position coordinate;

[0108] S33, judging whether the current ship position coordinates are within the second ellipse range, if the current ship position coordinates are within the second ellipse range, then the current ship position coordinates are determined not to be abnormal ship position coordinates, if the current ship position coordinates are outside the second ellipse range, then the environmental impact coefficient corresponding to the acquisition time of the current ship position coordinates is compared with a preset threshold value, if the environmental impact coefficient is greater than the preset threshold value, then the current ship position coordinates are determined to be abnormal ship position coordinates, otherwise, the current ship position coordinates are not determined to be abnormal ship position coordinates;

[0109] The specific value of the preset threshold is set by those skilled in the art according to actual conditions. For example, the preset threshold may be 0.7, 0.8, 0.9, etc., which is not limited here.

[0110] It should be noted that when the ship is sailing normally, the ship is more likely to sail within the second ellipse with the two ship position coordinates before and after the current ship position coordinate as the ellipse foci and the maximum value of the time interval between the two ship position coordinates multiplied by the speed as the major axis planning. Therefore, when the current ship position coordinate is within the second ellipse, the current ship position coordinate is not identified as an abnormal ship position coordinate. If the current ship position coordinate leaves the second ellipse, it means that there is a certain probability of abnormality in the current ship position coordinate. Then, the preset threshold and the environmental impact coefficient corresponding to the collection time of the current ship position coordinate are compared. If the environmental impact coefficient is greater than the preset threshold, it means that the external environment is too harsh when the current ship position coordinate is collected, and the credibility of the accuracy of the collected ship position coordinate is poor. In this case, the current ship position coordinate is identified as an abnormal ship position coordinate. On the contrary, if the environmental impact coefficient is not greater than the preset threshold, it means that the external environment is not too harsh when the current ship position coordinate is collected, and the credibility of the accuracy of the collected ship position coordinate is good. In this case, the current ship position coordinate is not identified as an abnormal ship position coordinate.

[0111] S4, combining the wind speed, wind direction, current speed and current direction corresponding to the abnormal ship position coordinate and the two ship position coordinates before and after the abnormal ship position coordinate, and the speed and heading corresponding to the two ship position coordinates before and after the abnormal ship position coordinate, to generate the speed correction value and heading correction value corresponding to the ship at the abnormal ship position, including the following:

[0112] S41, combining the speed, heading, wind speed, wind direction, current speed, and current direction corresponding to the two ship position coordinates before and after the abnormal ship position coordinate to generate a corresponding speed estimation value and heading estimation value when the ship is at the abnormal ship position and is not affected by wind and water flow, including the following steps:

[0113] S411, combining the ship speed, heading, wind speed, wind direction, current speed, and current direction corresponding to the previous ship position coordinates of the abnormal ship position coordinates to generate the ship speed and heading corresponding to the previous ship position coordinates of the abnormal ship position coordinates when not affected by wind and current, and the calculation formula is as follows:

[0114]

[0115] It should be noted that the collection time corresponding to the abnormal position of the ship is marked as i1, and i1∈(2,m-1), It indicates the wind speed correction value caused by external wind force when the ship under navigation reaches the previous position coordinate of the abnormal position coordinate. It indicates the velocity correction value of the ship under navigation due to the influence of external water flow when it travels to the previous position coordinate of the abnormal position coordinate. Calculate the speed corresponding to the previous ship position coordinates without being affected by wind and current.

[0116] Among them, ρ f represents the air density, represents the hull resistance coefficient of the ship on the water surface at the i1-1th acquisition moment, represents the effective area of ​​the ship's hull on the water surface at the i1-1th acquisition moment, ρ l represents the water flow density, represents the hull resistance coefficient of the ship under the water surface at the i1-1th acquisition moment, represents the effective area of ​​the ship's hull under the water surface at the i1-1th acquisition moment, ρ f , ρ l , All of these can be obtained through calculation or testing by ship designers or professional engineers based on the design parameters of the hull and measured data. This is a prior art and will not be elaborated here.

[0117] It should be noted that It indicates the wind direction correction value caused by external wind force when the ship under navigation reaches the previous position coordinate of the abnormal position coordinate. It indicates the flow direction correction value of the ship under navigation due to the influence of external water flow when it travels to the previous ship position coordinate of the abnormal ship position coordinate. Calculate the course corresponding to the previous coordinates of the abnormal ship position when they are not affected by wind and current

[0118] S412, combining the ship speed, heading, wind speed, wind direction, current speed, and current direction corresponding to the subsequent ship position coordinates of the abnormal ship position coordinates to generate the ship speed and heading corresponding to the subsequent ship position coordinates of the abnormal ship position coordinates when not affected by wind and current, and the calculation formula is as follows:

[0119]

[0120] It should be noted that It indicates the wind speed correction value caused by external wind force when the ship under navigation reaches the next position coordinate of the abnormal position coordinate. It indicates the velocity correction value of the ship under navigation due to the influence of external water flow when it reaches the previous position coordinate of the abnormal position coordinate. Calculate the speed corresponding to the coordinates of the abnormal ship position when the coordinates are not affected by wind and water flow

[0121] in, represents the hull resistance coefficient of the ship on the water surface at the i1+1th acquisition moment, represents the effective area of ​​the ship's hull on the water surface at the i1+1th acquisition moment, represents the hull resistance coefficient of the ship under the water surface at the i1+1th acquisition moment, represents the effective area of ​​the ship's hull under the water surface at the i1+1th acquisition moment, All of these can be obtained through calculation or testing by ship designers or professional engineers based on the design parameters of the hull and measured data. This is a prior art and will not be elaborated here.

[0122] It should be noted that It indicates the wind direction correction value caused by external wind force when the ship under navigation reaches the next position coordinate of the abnormal position coordinate. It indicates the flow direction correction value caused by the external water flow when the ship under navigation reaches the next position coordinate of the abnormal position coordinate. The coordinates of the abnormal ship position are calculated to correspond to the heading when the coordinates of the ship position are not affected by wind and current.

[0123] S413, combining the speed and heading corresponding to the two ship position coordinates before and after the abnormal ship position coordinate when not affected by wind and water current, calculate the estimated speed and heading corresponding to the ship at the abnormal ship position and not affected by wind and water current, and the calculation formula is as follows:

[0124]

[0125] It should be noted that It indicates the estimated speed of the ship when it is in an abnormal position and is not affected by wind and current. It indicates the estimated heading value of the ship when it is in an abnormal position and is not affected by wind and current. It is obtained by adding the vectors of the speed and heading corresponding to the two ship position coordinates before and after the abnormal position coordinate when they are not affected by wind and current and calculating the average value. In this way, the estimated speed and heading corresponding to the abnormal position coordinate when they are collected when they are not affected by wind and current are obtained.

[0126] S42, combining the estimated speed value and the estimated heading value, as well as the wind speed, wind direction, current speed, and current direction corresponding to the abnormal position of the ship, to generate a speed correction value and a heading correction value corresponding to the abnormal position of the ship, the calculation formula is as follows:

[0127]

[0128] It should be noted that It indicates the wind speed correction value that the ship is subject to due to the influence of external wind force when it is in an abnormal position. It indicates the velocity correction value of the ship due to the influence of external water flow when the ship is in abnormal position. Accumulate and calculate the speed correction value corresponding to the ship in abnormal position

[0129] in, represents the hull resistance coefficient of the ship on the water surface at the i1th acquisition moment, represents the effective area of ​​the ship's hull on the water surface at the i1th acquisition moment, represents the hull resistance coefficient of the ship under the water surface at the i1th acquisition moment, represents the effective area of ​​the ship's hull under the water surface at the i1th acquisition moment, All of these can be obtained through calculation or testing by ship designers or professional engineers based on the design parameters of the hull and measured data. This is a prior art and will not be elaborated here.

[0130] It should be noted that It indicates the wind direction correction value of the ship due to the influence of external wind force when the ship is in abnormal position. It indicates the flow direction correction value of the ship due to the influence of external water flow when the ship is in abnormal position. Accumulate and calculate the corresponding heading correction value of the ship when it is in an abnormal position

[0131] S5, combining the previous ship position coordinate of the abnormal ship position coordinate and its corresponding speed and heading, the speed correction value and heading correction value at the abnormal ship position coordinate, and the collection time interval between the abnormal ship position coordinate and its previous ship position coordinate, to generate the abnormal ship position coordinate correction value corresponding to the abnormal ship position coordinate, the calculation formula is as follows:

[0132]

[0133] It should be noted that is the velocity vector corresponding to the previous ship position coordinate of the abnormal ship position coordinate, is the velocity vector corresponding to the acquisition time of the abnormal ship position coordinates, Δt i1-1，i1 is the time interval from the collection time corresponding to the previous ship position coordinate of the abnormal ship position coordinate to the collection time corresponding to the abnormal ship position coordinate, is the acceleration of the ship from the acquisition time corresponding to the previous ship position coordinate of the abnormal ship position coordinate to the acquisition time corresponding to the abnormal ship position coordinate, A(x i1-1 y i1-1 ) is the previous coordinate of the abnormal ship position, A(x i1 y i1 ) is the abnormal ship position coordinate correction value corresponding to the abnormal ship position coordinate.

[0134] S6, replacing the abnormal ship position coordinates with the abnormal ship position coordinate correction value, and replacing the speed and heading corresponding to the abnormal ship position with the speed correction value and heading correction value corresponding to the abnormal ship position;

[0135] S7, pre-constructing a ship behavior recognition network, and inputting the ship position coordinates, speed, and heading obtained after processing in step S6 into the constructed ship behavior recognition network for training, to obtain a trained ship behavior recognition network model, wherein the input of the ship behavior recognition network model is the ship position coordinates, speed, and heading, and the output is the behavior state of the ship;

[0136] It should be noted that the existing technology, such as the background technology or other existing technology, can be used to generate the ship behavior recognition network model according to the ship position coordinates, speed and heading training, and there is no limitation here. For ease of understanding, the following is a brief summary of the method for training and generating the ship behavior recognition network model, as follows:

[0137] S71, extracting features from the ship position coordinates, speed and heading data, the features including ship motion features (such as speed, acceleration, heading change) and track features (such as track curvature and track shape);

[0138] S72, marking the data set formed by the ship position coordinates, speed and heading in step S71 according to the behavior state of the ship, and the marking content includes but is not limited to speed and direction maintaining navigation, lane change, acceleration, deceleration, turning, etc.;

[0139] S73, dividing the data set into a training set and a test set, and the ratio of the training set to the test set may be 70% to 30%, the training set is used for model training, and the test set is used for evaluating model performance;

[0140] S74, the neural network model can use neural networks such as recurrent neural networks and long short-term memory networks, and use mean square error or mean absolute error as a loss function to measure the difference between the model prediction value and the true value. When using the training set to train the model, the weights and biases in the neural network are updated by back propagation according to the loss function. This is a prior art and will not be elaborated here. The neural network model is tested using a test set, and the training is considered to be completed when the accuracy of the output value of the neural network model after the test set test reaches a predetermined standard, thereby obtaining a ship behavior recognition network model after training. The predetermined standard can be that the relative error between the model output value and the true value does not exceed 3%, 5%, 7%, etc., and there is no restriction here.

[0141] S8, collecting and processing the data of the ship to be identified according to the method of steps S1-S6, and inputting the processed data into the ship behavior identification network model to output the behavior status of the ship.

[0142] Embodiment 2:

[0143] See also Figure 3 The present invention provides a system for identifying the behavior state of a ship underway, which is used to execute the method for identifying the behavior state of a ship underway in the first embodiment, comprising:

[0144] The data acquisition module is used to continuously collect the position coordinates, speed, and heading of the ship underway, and collect the wind speed, wind direction, current speed, current direction, and wave level at the location of the ship underway;

[0145] An environmental impact coefficient generation module is used to generate an environmental impact coefficient for measuring the degree of environmental impact according to wind speed, flow speed and wave level;

[0146] The abnormal ship position coordinate determination module is used to determine the abnormal ship position coordinate by combining the current ship position coordinate and the distance between the two previous and next ship position coordinates, as well as the environmental impact coefficient corresponding to the current ship position coordinate;

[0147] The navigation speed correction module is used to combine the wind speed, wind direction, current speed and current direction corresponding to the abnormal ship position coordinates and the two ship position coordinates before and after the abnormal ship position coordinates, as well as the speed and heading corresponding to the two ship position coordinates before and after the abnormal ship position coordinates, so as to generate the speed correction value and heading correction value corresponding to the ship when it is in the abnormal ship position;

[0148] A ship position coordinate correction module is used to combine the previous ship position coordinate of the abnormal ship position coordinate and its corresponding speed and heading, the speed correction value and heading correction value at the abnormal ship position coordinate, and the collection time interval between the abnormal ship position coordinate and its previous ship position coordinate, so as to generate an abnormal ship position coordinate correction value corresponding to the abnormal ship position coordinate;

[0149] A data replacement module is used to replace the abnormal ship position coordinates with the abnormal ship position coordinate correction value, and replace the corresponding speed and heading of the ship at the abnormal ship position with the corresponding speed correction value and heading correction value of the ship at the abnormal ship position;

[0150] A model building module is used to pre-build a ship behavior recognition network, and input the ship position coordinates, speed, and heading obtained after processing in step S6 into the built ship behavior recognition network for training, so as to obtain a trained ship behavior recognition network model, and the input of the ship behavior recognition network model is the ship position coordinates, speed, and heading, and the output is the behavior state of the ship;

[0151] The identification output module is used to collect and process the data of the ship to be identified according to the method of steps S1-S6, and input the processed data into the ship behavior identification network model to output the behavior status of the ship.

[0152] The above formulas are all dimensionless and numerical calculations. The formula is a formula for the most recent real situation obtained by collecting a large amount of data and performing software simulation. The preset parameters in the formula are set by technicians in this field according to actual conditions.

[0153] The above embodiments may be implemented in whole or in part by software, hardware, firmware or any other combination thereof. When implemented by software, the above embodiments may be implemented in whole or in part in the form of a computer program product. Those skilled in the art may appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein may be implemented by electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed by hardware or software methods depends on the specific application and design constraints of the technical solution.

[0154] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, and may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0155] The above description is only a specific implementation manner of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application.

Claims

1. A method for identifying the behavior state of a ship underway, characterized in that: The steps include: S1, continuously collects the position coordinates, speed, and heading of the ship underway, and collects the wind speed, wind direction, current speed, current direction, and wave level at the location of the ship underway; S2, generates an environmental impact coefficient to measure the degree of environmental impact based on wind speed, current speed and wave level; S3, combining the current ship position coordinates and the distances between the two previous and next ship position coordinates, and the environmental impact coefficient corresponding to the current ship position coordinates, to determine the abnormal ship position coordinates; S4, combining the wind speed, wind direction, current speed and current direction corresponding to the abnormal ship position coordinate and the two ship position coordinates before and after the abnormal ship position coordinate, and the speed and heading corresponding to the two ship position coordinates before and after the abnormal ship position coordinate, to generate a speed correction value and a heading correction value corresponding to the ship when it is in the abnormal ship position; S5, combining the previous ship position coordinate of the abnormal ship position coordinate and its corresponding speed and heading, the speed correction value and heading correction value at the abnormal ship position coordinate, and the collection time interval between the abnormal ship position coordinate and its previous ship position coordinate, to generate an abnormal ship position coordinate correction value corresponding to the abnormal ship position coordinate; S6, replacing the abnormal ship position coordinates with the abnormal ship position coordinate correction value, and replacing the speed and heading corresponding to the abnormal ship position with the speed correction value and heading correction value corresponding to the abnormal ship position; S7, pre-constructing a ship behavior recognition network, and inputting the ship position coordinates, speed, and heading obtained after processing in step S6 into the constructed ship behavior recognition network for training, to obtain a trained ship behavior recognition network model, wherein the input of the ship behavior recognition network model is the ship position coordinates, speed, and heading, and the output is the behavior state of the ship; S8, collecting and processing the data of the ship to be identified according to the method of steps S1-S6, and inputting the processed data into the ship behavior identification network model to output the behavior status of the ship.

2. The method for identifying the behavior state of a ship underway according to claim 1, characterized in that: The ship position coordinates, speed, heading, wind speed, wind direction, current speed, current direction, and wave level collected at the i-th collection time are calibrated as A(x i ,y i ), BL i , x i represents the longitude coordinate of the ship at the i-th collection time, yi represents the latitude coordinate of the ship at the i-th collection time, i represents the number of different collection times, and i=1, 2, 3, ..., m, m represents the total number of collection times, and m∈N+.

3. The method for identifying the behavior state of a ship underway according to claim 2, characterized in that: The specific steps to generate the environmental impact coefficient for measuring the degree of environmental impact based on wind speed, current speed and wave level are as follows: S21, determining the wind force level corresponding to the wind speed, and assigning a value to the wind force level to generate a wind force impact value between 0 and 1 that increases as the wind force level increases; Among them, the wind speed The corresponding wind force level is calibrated as FL i , and will be consistent with wind force level FL i The corresponding wind force impact value is calibrated as f(FL i ); S22, assigning a value to the flow velocity to generate a flow velocity influence value between 0 and 1 and increasing as the flow velocity increases; Among them, the flow rate The corresponding flow velocity influence value is calibrated as S23, assigning a value to the wave level to generate a wave impact value between 0 and 1 and increasing as the wave level increases; The wave impact value corresponding to the i-th acquisition moment is calibrated as f(BL i ); S24, combining the wind impact value, flow velocity impact value and wave impact value, generates an environmental impact coefficient for measuring the degree of environmental impact. The calculation formula is as follows: Among them, the environmental impact coefficient corresponding to the i-th collection time is calibrated as HJyx i , τ1, τ2, and τ3 are all preset proportional coefficients, and τ1+τ2+τ3=1, and 0<τ3<τ2<τ1<1.

4. The method for identifying the behavior state of a ship underway according to claim 1, characterized in that: Combining the current ship position coordinates and the distance between the two previous and next ship position coordinates, as well as the environmental impact coefficient corresponding to the current ship position coordinates, the specific steps for determining the abnormal ship position coordinates are as follows: S31, taking the two ship position coordinates before and after the current ship position coordinate as the ellipse foci, and taking twice the time interval between the two ship position coordinates before and after multiplying the maximum value of the speed as the major axis to plan the first ellipse range, taking the two ship position coordinates before and after the current ship position coordinate as the ellipse foci, and taking the time interval between the two ship position coordinates before and after multiplying the maximum value of the speed as the major axis to plan the second ellipse range; S32, judging whether the current ship position coordinates are within the first ellipse range, if the current ship position coordinates are outside the first ellipse range, then the current ship position coordinates are considered abnormal ship position coordinates, if the current ship position coordinates are within the first ellipse range, then proceeding to step S33 for further judgment; S33, determine whether the current ship position coordinates are within the second ellipse. If the current ship position coordinates are within the second ellipse, it is determined that the current ship position coordinates are not abnormal ship position coordinates. If the current ship position coordinates are outside the second ellipse, the environmental impact coefficient corresponding to the collection time of the current ship position coordinates is compared with the preset threshold. If the environmental impact coefficient is greater than the preset threshold, the current ship position coordinates are identified as abnormal ship position coordinates. Otherwise, the current ship position coordinates are not identified as abnormal ship position coordinates.

5. The method for identifying the behavior state of a ship underway according to claim 2, characterized in that: The step S4 comprises the following steps: S41, combining the speed, heading, wind speed, wind direction, current speed and current direction corresponding to the two ship position coordinates before and after the abnormal ship position coordinate to generate an estimated speed value and a corresponding heading value when the ship is at the abnormal ship position and is not affected by wind and current; Among them, the collection time corresponding to the abnormal position of the ship is calibrated as i1, and i1∈(2,m-1), and the estimated speed corresponding to the abnormal position of the ship and not affected by wind and water flow is calibrated as The estimated heading value corresponding to the ship in an abnormal position and not affected by wind and current is calibrated as S42, combining the estimated speed value and the estimated heading value, as well as the wind speed, wind direction, current speed, and current direction corresponding to the abnormal position of the ship, to generate a speed correction value and a heading correction value corresponding to the abnormal position of the ship; Among them, the speed correction value corresponding to the ship in abnormal position is calibrated as The heading correction value corresponding to the ship in abnormal position is calibrated as 6. The method for identifying the behavior state of a ship underway according to claim 5, characterized in that: The step S41 comprises the following steps: S411, combining the ship speed, heading, wind speed, wind direction, current speed, and current direction corresponding to the previous ship position coordinates of the abnormal ship position coordinates to generate the ship speed and heading corresponding to the previous ship position coordinates of the abnormal ship position coordinates when not affected by wind and current, and the calculation formula is as follows: in, It indicates the wind speed correction value caused by external wind force when the ship under navigation reaches the previous position coordinate of the abnormal position coordinate. It indicates the velocity correction value affected by the external water flow when the ship under navigation reaches the previous position coordinate of the abnormal position coordinate. Indicates the speed corresponding to the previous ship position coordinates of the abnormal ship position coordinates when they are not affected by wind and current; Among them, ρ f represents the air density, represents the hull resistance coefficient of the ship on the water surface at the i1-1th acquisition moment, represents the effective area of ​​the ship's hull on the water surface at the i1-1th acquisition moment, ρ l represents the water flow density, represents the hull resistance coefficient of the ship under the water surface at the i1-1th acquisition moment, represents the effective area of ​​the ship's hull under the water surface at the i1-1th acquisition moment; in, It indicates the wind direction correction value caused by external wind force when the ship under navigation reaches the previous position coordinate of the abnormal position coordinate. It indicates the flow direction correction value caused by the influence of external water flow when the ship under navigation reaches the previous ship position coordinate of the abnormal ship position coordinate. Indicates the course corresponding to the previous ship position coordinates of the abnormal ship position coordinates when they are not affected by wind and current; S412, combining the ship speed, heading, wind speed, wind direction, current speed, and current direction corresponding to the subsequent ship position coordinates of the abnormal ship position coordinates to generate the ship speed and heading corresponding to the subsequent ship position coordinates of the abnormal ship position coordinates when not affected by wind and current, and the calculation formula is as follows: in, It indicates the wind speed correction value caused by external wind force when the ship under navigation reaches the next position coordinate of the abnormal position coordinate. It indicates the velocity correction value affected by the external water flow when the ship under navigation reaches the previous position coordinate of the abnormal position coordinate. Indicates the speed corresponding to the rear ship position coordinates of the abnormal ship position coordinates when they are not affected by wind and current; in, represents the hull resistance coefficient of the ship on the water surface at the i1+1th acquisition moment, represents the effective area of ​​the ship's hull on the water surface at the i1+1th acquisition moment, represents the hull resistance coefficient of the ship under the water surface at the i1+1th acquisition moment, represents the effective area of ​​the ship's hull under the water surface at the i1+1th acquisition moment; in, It indicates the wind direction correction value caused by external wind force when the ship under navigation reaches the next position coordinate of the abnormal position coordinate. It indicates the flow direction correction value caused by the influence of external water flow when the ship under navigation reaches the next position coordinate of the abnormal position coordinate. The following coordinates of the abnormal ship position indicate the corresponding heading when the latter coordinates are not affected by wind and current; S413, combining the speed and heading corresponding to the two ship position coordinates before and after the abnormal ship position coordinate when not affected by wind and water current, calculate the estimated speed and heading corresponding to the ship at the abnormal ship position and not affected by wind and water current, and the calculation formula is as follows:

7. The method for identifying the behavior state of a ship underway according to claim 6, characterized in that: The calculation formulas for the speed correction value and the heading correction value are as follows: in, It indicates the wind speed correction value that the ship is subject to due to the influence of external wind force when it is in an abnormal position. It indicates the velocity correction value of the ship due to the influence of external water flow when the ship is in an abnormal position; in, represents the hull resistance coefficient of the ship on the water surface at the i1th acquisition moment, represents the effective area of ​​the ship's hull on the water surface at the i1th acquisition moment, represents the hull resistance coefficient of the ship under the water surface at the i1th acquisition moment, represents the effective area of ​​the ship's hull under the water surface at the i1th acquisition moment; in, It indicates the wind direction correction value of the ship due to the influence of external wind force when the ship is in abnormal position. It indicates the flow direction correction value that the ship is subject to due to the influence of external water current when it is in an abnormal position.

8. The method for identifying the behavior state of a ship underway according to claim 5, characterized in that: The calculation formula of the abnormal ship position coordinate correction value corresponding to the abnormal ship position coordinate is as follows: in, is the velocity vector corresponding to the previous ship position coordinate of the abnormal ship position coordinate, is the velocity vector corresponding to the acquisition time of the abnormal ship position coordinates, Δt i1-1，i1 is the time interval from the collection time corresponding to the previous ship position coordinate of the abnormal ship position coordinate to the collection time corresponding to the abnormal ship position coordinate, is the acceleration of the ship from the acquisition time corresponding to the previous ship position coordinate of the abnormal ship position coordinate to the acquisition time corresponding to the abnormal ship position coordinate, A(x i1-1 y i1-1 ) is the previous coordinate of the abnormal ship position, A(x i1 y i1 ) is the abnormal ship position coordinate correction value corresponding to the abnormal ship position coordinate.

9. A system for identifying the behavior status of a ship underway, used to execute the method for identifying the behavior status of a ship underway as described in any one of claims 1 to 8, characterized in that: include: The data acquisition module is used to continuously collect the position coordinates, speed, and heading of the ship underway, and collect the wind speed, wind direction, current speed, current direction, and wave level at the location of the ship underway; An environmental impact coefficient generation module is used to generate an environmental impact coefficient for measuring the degree of environmental impact according to wind speed, flow speed and wave level; The abnormal ship position coordinate determination module is used to determine the abnormal ship position coordinate by combining the current ship position coordinate and the distance between the two previous and next ship position coordinates, as well as the environmental impact coefficient corresponding to the current ship position coordinate; The navigation speed correction module is used to combine the wind speed, wind direction, current speed and current direction corresponding to the abnormal ship position coordinates and the two ship position coordinates before and after the abnormal ship position coordinates, as well as the speed and heading corresponding to the two ship position coordinates before and after the abnormal ship position coordinates, so as to generate the speed correction value and heading correction value corresponding to the ship when it is in the abnormal ship position; A ship position coordinate correction module is used to combine the previous ship position coordinate of the abnormal ship position coordinate and its corresponding speed and heading, the speed correction value and heading correction value at the abnormal ship position coordinate, and the collection time interval between the abnormal ship position coordinate and its previous ship position coordinate, so as to generate an abnormal ship position coordinate correction value corresponding to the abnormal ship position coordinate; A data replacement module is used to replace the abnormal ship position coordinates with the abnormal ship position coordinate correction value, and replace the corresponding speed and heading of the ship at the abnormal ship position with the corresponding speed correction value and heading correction value of the ship at the abnormal ship position; A model building module is used to pre-build a ship behavior recognition network, and input the ship position coordinates, speed, and heading obtained after processing in step S6 into the built ship behavior recognition network for training, so as to obtain a trained ship behavior recognition network model, and the input of the ship behavior recognition network model is the ship position coordinates, speed, and heading, and the output is the behavior state of the ship; The identification output module is used to collect and process the data of the ship to be identified according to the method of steps S1-S6, and input the processed data into the ship behavior identification network model to output the behavior status of the ship.

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