Maritime operation and emergency rescue training command system based on UAV technology

Abstract

The present invention relates to the field of maritime rescue technology, and in particular to a maritime operation and emergency rescue training command system based on unmanned aerial vehicle technology, comprising: a visualization platform for real-time monitoring of ship distribution status information in a maritime operation area; a prediction module for receiving ship distribution status information in a maritime operation area in the visualization platform, and predicting future navigation trajectories of ships based on the ship distribution status information; the present invention constructs a topology of future navigation trajectories of ships through analysis of maritime operation areas and navigation paths of ships, determines ships with navigation risks based on the intersection problem of future navigation trajectories in the topology, further configures unmanned aerial vehicle equipment to give prompts to ships sailing at sea, so that the ships sailing at sea can respond, and avoid collision risks caused by the same navigation routes, thereby effectively improving the operational safety of ships at sea and playing a certain rescue service effect on maritime traffic.

Description

Technical Field

[0001] The present invention relates to the field of maritime rescue technology, and in particular to a maritime operation and emergency rescue training command system based on unmanned aerial vehicle technology. Background Art

[0002] Maritime operations primarily involve various commercial activities in the marine environment. These include maritime transportation, such as the efficient transport of goods and personnel; offshore oil and gas development and operations, ensuring a stable energy supply; and marine tourism operations, providing tourists with unique marine experiences. These operations face complex marine conditions and require a professional team to ensure safety and efficiency.

[0003] The invention patent with application number 201410182540.6 discloses a railway emergency rescue command system, which is characterized in that it includes a railway bureau emergency rescue command device, a station emergency rescue command device and an on-site emergency rescue command device. The railway bureau emergency rescue command device is communicatively connected to the station emergency rescue command device, the railway bureau emergency rescue command device is communicatively connected to the on-site emergency rescue command device, the station emergency rescue command device is communicatively connected to the on-site emergency rescue command device, the railway bureau emergency rescue command device includes a database server and an application server, the station emergency rescue command device is composed of multiple computers connected, and the on-site emergency rescue command device is an industrial computer.

[0004] The application aims to solve the problem that "the emergency rescue command work of my country's railway accidents usually adopts the traditional method of on-site decision-making, command and organization and implementation by rescue commanders. Due to the insufficient level of informatization and intelligence of the entire rescue work, and due to factors such as the tense atmosphere at the accident site and the lack of experience of rescue commanders, it is easy for rescue commanders to make command decision-making errors, and often there are problems such as disorderly and slow call for rescue resources and errors in rescue decision-making plans, which prolongs the rescue time and even causes secondary disasters during the rescue process, which not only causes adverse social impacts but also huge economic losses."

[0005] However, compared with rail transport, in maritime transport operations, although each ship has a predetermined sailing route, the ship is affected by various uncertain factors during the navigation process, such as radar signal interference, bad weather, etc., and the ship's sailing route will deviate to a certain extent. In such situations, and when there are many ships and the sailing routes are poorly planned, the ship's sailing routes are prone to intersecting, which in turn creates the risk of ship collisions.

[0006] To this end, we have proposed a maritime operation and emergency rescue training and command system based on drone technology. Summary of the Invention

[0007] In response to the above-mentioned shortcomings of the existing technology, the present invention provides a maritime operation and emergency rescue training command system based on drone technology, which solves the technical problems raised in the above-mentioned background technology.

[0008] To achieve the above objectives, the present invention is implemented through the following technical solutions:

[0009] The maritime operation and emergency rescue training and command system based on drone technology includes:

[0010] A visualization platform for real-time monitoring of vessel distribution status information in offshore operating areas;

[0011] A prediction module is used to receive the ship distribution status information in the offshore operation area from the visualization platform and predict the future navigation trajectory of the ship based on the ship distribution status information;

[0012] A construction module is used to obtain the future navigation trajectory of the ship predicted by the prediction module and construct the future navigation trajectory topology of the ship based on the future navigation trajectory of the ship;

[0013] Identification module, used to identify ships that may have navigation risks and their navigation risk values;

[0014] a determination module, configured to set a determination threshold, receive the vessel navigation risk value identified by the identification module, and determine the risky vessel based on a comparison between the vessel navigation risk value and the determination threshold;

[0015] A control module is used to prompt risky ships to turn or take a detour.

[0016] Furthermore, the offshore operation area in the visualization platform is customized by the system end user. When setting the offshore operation area, the system end user inputs no less than three sets of coordinates into the visualization platform. The coordinates input into the visualization platform are adjacent and connected to form a set of closed graphs. The area defined by the closed graph is the offshore operation area. The visualization platform is provided with submodules at the lower level, including:

[0017] Positioning unit, used to locate the coordinates of the vessel's position in the maritime operation area in real time;

[0018] A transmission unit, used for transmitting the position coordinates of the vessel located by the positioning unit to the visualization platform;

[0019] There are several groups of positioning units, each of which is deployed on a vessel traveling in the offshore operation area. Each vessel has only one group of positioning units deployed on it.

[0020] Among them, after receiving the ship position coordinates transmitted by the transmission unit, the visualization platform uses designated tiles to represent the corresponding ships, and places the tiles representing the ships into the offshore operation area based on the ship position coordinates. Each group of tiles representing ships is also marked with the name of the ship or any distinguishing mark. After all the tiles representing ships are placed into the offshore operation area, the offshore operation area and the placement status of each tile in the offshore operation area, that is, the ship distribution status information.

[0021] Furthermore, the visualization platform operates synchronously with its submodules, and when the transmission unit transmits the vessel position coordinates to the visualization platform, the vessel distribution status information displayed in the visualization platform is synchronously updated;

[0022] When the transmission unit transmits the vessel's position coordinates to the visualization platform, the vessel's position coordinates are synchronously marked with the vessel's name or any distinguishing mark. The positioning unit is set with an operating logic, and positioning is performed based on the operating logic. The transmission unit follows the positioning unit and operates synchronously. The operating logic is expressed as follows:

[0023] ;

[0024] Where: To amend; is the set of operation cycles before the current operation cycle of the positioning unit; is the distance traveled by the ship in the i-th operation cycle; is the normalization factor; The rainfall amount in the current operation period of the positioning unit; The wind level of the current operation cycle of the positioning unit; It is the visibility of the current operation cycle of the positioning unit; 、 、 is the weight; The next operation cycle of the positioning unit; It is the base number of the positioning unit operation cycle;

[0025] Based on the above formula, the next operation cycle of the positioning unit is calculated and applied within the current operation cycle. The normalization factor Control Correction Always within the range of 0.1~1, the positioning unit operation cycle base Customized by the system user, weight 、 、 The sum is 1 and is customized by the system user.

[0026] Furthermore, the prediction module is internally provided with submodules, including:

[0027] A monitoring unit is used to monitor the number of updates of the ship distribution status information in the visualization platform, and control the operation of the prediction module when the number of updates of the position coordinates of each ship is monitored to be no less than three;

[0028] Among them, the monitoring unit records the position coordinates of each ship before updating the ship distribution status information in the visualization platform each time. When the number of times the position coordinates of each ship are recorded is no less than three times, it is determined that the number of times the position coordinates of each ship are updated is no less than three times.

[0029] Furthermore, during the operation phase of the prediction module, the position coordinates of each ship recorded by the monitoring unit are traversed and acquired. Each acquired ship position coordinate is from the same ship. A set of spline curves are drawn based on each set of position coordinates from the same ship, and the forward end of the spline curve is extended to the boundary of the offshore operation area. The extended portion of the spline curve corresponding to each ship is the prediction result of the future navigation trajectory of the ship in the prediction module.

[0030] The predicted result of the future navigation trajectory of each group of ships is an extended portion curve intercepted from the extended spline curve, and each group of extended portion curves is configured with a corresponding ship name or any distinguishing mark.

[0031] Furthermore, the future navigation trajectory topology of the ship constructed in the construction module is composed of the offshore operation area and all the extended curves with the ship name or any distinguishing mark.

[0032] Furthermore, the identification module is provided with submodules at the lower level, including:

[0033] An input unit for inputting the coordinates of the obstacle location, which is represented in a designated tile different from the tile representing the vessel in the maritime operation area;

[0034] The obstacle position coordinates input into the input unit are manually input by the system end user.

[0035] Furthermore, the ships with navigation risks identified in the identification module are:

[0036] The extended curve representing the future navigation trajectory of the ship in the topology of the future navigation trajectory of the ship and the block representing the coordinates of the obstacle position, where the extended curve having an intersecting position relationship corresponds to the ship;

[0037] The navigation risk value of the vessel that may have navigation risk in the identification module is represented by the identification logic as follows:

[0038] ;

[0039] Where: is the navigation risk value of ship a and ship b; is the distance from the current position of ship a to the intersection of the curves of the extended parts of ship a and ship b; is the distance from the current position of ship b to the intersection of the curves of the extended parts of ship a and ship b; 、 is the current sailing speed of ship a and ship b; is a constant;

[0040] Among them, the constant > 0, and the above formula only considers the case where the extended curves of two groups of ships intersect. When a group of ships intersects with the block representing the obstacle, the ships corresponding to the extended curves are directly judged as risky ships.

[0041] Furthermore, the control module is integrated with the drone module and the speaker. During the operation phase of the control module, the drone module obtains a vessel determined as a risk vessel by the identification module or the determination module, and identifies that the source of the risk determination is another vessel or a tile representing an obstacle;

[0042] If the risk source is another vessel: the vessel identified as the risk vessel or the corresponding risk source vessel is used as the prompt target, and the drone carrying the loudspeaker is controlled to sail to any position on the curve corresponding to the extended portion of the vessel identified as the risk vessel, in the opposite direction of the intersection of the curve corresponding to the risk source vessel, and the loudspeaker is further controlled to play the prompt audio over the sea;

[0043] The risk determination source is the tile representing the obstacle: the drone carrying the speaker is controlled to fly to the extended curve corresponding to the vessel determined as the risk vessel, and to any position in the opposite direction of the intersection of the tile representing the obstacle. The speaker is further controlled to play a prompt audio over the sea.

[0044] The prompt audio content played by the loudspeaker includes: the position coordinates of the intersection of the extended portion curve corresponding to the vessel and the other extended portion curve or the block representing the obstacle, and the text message "Please bypass" prompt voice;

[0045] That is, the prompt audio played by the speaker is: Please go around "xx.xx.xx"; "xx.xx.xx" is: the position coordinates of the intersection point of the extension curve corresponding to the vessel with another extension curve or a block representing the obstacle.

[0046] Furthermore, the visualization platform is interactively connected to a positioning unit and a transmission unit at a lower level through a wireless network, the visualization platform is interactively connected to a prediction module through a wireless network, the prediction module is interactively connected to a monitoring unit through a wireless network, the monitoring unit is interactively connected to the visualization platform through a wireless network, the prediction module is interactively connected to a construction module and an identification module through a wireless network, the identification module is interactively connected to an input unit at a lower level through a wireless network, and the identification module is interactively connected to a determination module and a control module through a wireless network.

[0047] Compared with the known public technology, the technical solution provided by the present invention has the following beneficial effects:

[0048] The present invention provides a maritime operation and emergency rescue training and command system based on drone technology. During operation, the system constructs a topology of the future navigation trajectory of the ship through analysis of the maritime operation area and the navigation path of the ship. Based on the intersection problem of the future navigation trajectory in the topology, the system determines the ships with navigation risks. The system further uses drone equipment to prompt the ships at sea so that the ships at sea can respond and avoid the collision risks caused by the same navigation route. This effectively improves the operational safety of ships at sea and provides a certain rescue service effect for maritime traffic. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] To more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. Those skilled in the art can also derive other drawings based on these drawings without inventive effort.

[0050] Figure 1 This is a structural diagram of the maritime operation and emergency rescue training command system based on drone technology. DETAILED DESCRIPTION

[0051] To make the purpose, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making any creative efforts shall fall within the scope of protection of the present invention.

[0052] The present invention will be further described below with reference to the embodiments.

[0053] Example 1:

[0054] The maritime operation and emergency rescue training command system based on drone technology in this embodiment is as follows: Figure 1 Shown, including:

[0055] A visualization platform for real-time monitoring of vessel distribution status information in offshore operating areas;

[0056] The offshore operation area in the visualization platform is customized by the system end user. When setting the offshore operation area, the system end user enters no less than three sets of coordinates into the visualization platform. The coordinates entered into the visualization platform are adjacent and connected to form a set of closed graphics. The area defined by the closed graphics is the offshore operation area. The visualization platform is equipped with submodules at the lower level, including:

[0057] Positioning unit, used to locate the coordinates of the vessel's position in the maritime operation area in real time;

[0058] A transmission unit, used for transmitting the position coordinates of the vessel located by the positioning unit to the visualization platform;

[0059] There are several groups of positioning units, which are deployed on ships sailing in the offshore operation area. There is only one group of positioning units deployed on each ship.

[0060] After receiving the vessel position coordinates transmitted by the transmission unit, the visualization platform uses designated tiles to represent the corresponding vessels. Based on the vessel position coordinates, the tiles representing the vessels are placed within the offshore operation area. Each group of tiles representing vessels is also marked with the vessel's name or any distinguishing mark. After all tiles representing vessels are placed within the offshore operation area, the offshore operation area and the placement status of each tile within the offshore operation area become the vessel distribution status information.

[0061] The visualization platform runs synchronously with its submodules. When the transmission unit transmits the ship position coordinates to the visualization platform, the ship distribution status information displayed in the visualization platform is updated synchronously.

[0062] When the transmission unit transmits the vessel's position coordinates to the visualization platform, the vessel's position coordinates are synchronously marked with the vessel's name or any distinguishing mark. The positioning unit is set with an operating logic, and positioning is performed based on the operating logic. The transmission unit follows the positioning unit and operates synchronously. The operating logic is expressed as follows:

[0063] ;

[0064] Where: To amend; is the set of operation cycles before the current operation cycle of the positioning unit; is the distance traveled by the ship in the i-th operation cycle; is the normalization factor; The rainfall amount in the current operation period of the positioning unit; The wind level of the current operation cycle of the positioning unit; It is the visibility of the current operation cycle of the positioning unit; 、 、 is the weight; The next operation cycle of the positioning unit; It is the base number of the positioning unit operation cycle;

[0065] Based on the above formula, the next operation cycle of the positioning unit is calculated and applied within the current operation cycle, and the normalization factor Control Correction Always within the range of 0.1~1, the positioning unit operation cycle base Customized by the system user, weight 、 、 The sum is 1 and is customized by the system user;

[0066] A prediction module is used to receive the ship distribution status information in the offshore operation area from the visualization platform and predict the future navigation trajectory of the ship based on the ship distribution status information;

[0067] The prediction module is internally configured with submodules, including:

[0068] A monitoring unit is used to monitor the number of updates of the ship distribution status information in the visualization platform, and control the operation of the prediction module when the number of updates of the position coordinates of each ship is monitored to be no less than three;

[0069] The monitoring unit records the position coordinates of each ship before updating the ship distribution status information in the visualization platform each time. If the number of times the position coordinates of each ship are recorded is no less than three, it is determined that the number of times the position coordinates of each ship are updated is no less than three times.

[0070] A construction module is used to obtain the future navigation trajectory of the ship predicted by the prediction module and construct the future navigation trajectory topology of the ship based on the future navigation trajectory of the ship;

[0071] Identification module, used to identify ships that may have navigation risks and their navigation risk values;

[0072] The identification module is equipped with submodules, including:

[0073] An input unit for inputting the coordinates of the obstacle location, which is represented in a designated tile different from the tile representing the vessel in the maritime operation area;

[0074] The obstacle position coordinates input into the input unit are manually input by the user of the system end;

[0075] The vessels identified as posing navigation risks in the identification module are:

[0076] The extended curve representing the future navigation trajectory of the ship in the topology of the future navigation trajectory of the ship and the block representing the coordinates of the obstacle position, where the extended curve having an intersecting position relationship corresponds to the ship;

[0077] The navigation risk value of ships that may have navigation risks in the identification module is expressed as follows:

[0078] ;

[0079] Where: is the navigation risk value of ship a and ship b; is the distance from the current position of ship a to the intersection of the curves of the extended parts of ship a and ship b; is the distance from the current position of ship b to the intersection of the curves of the extended parts of ship a and ship b; 、 is the current sailing speed of ship a and ship b; is a constant;

[0080] Among them, the constant > 0, and the above formula only considers the case where the extended curves of two groups of ships intersect. When a group of ships intersects with the block representing the obstacle, the ships corresponding to the extended curves are directly judged as risky ships;

[0081] a determination module, configured to set a determination threshold, receive the vessel navigation risk value identified by the identification module, and determine the risky vessel based on a comparison between the vessel navigation risk value and the determination threshold;

[0082] A control module, used to prompt risky ships to turn or take a detour;

[0083] The visualization platform is interactively connected to the positioning unit and the transmission unit at the lower level through a wireless network. The visualization platform is interactively connected to the prediction module through a wireless network. The prediction module is interactively connected to the monitoring unit through a wireless network. The monitoring unit is interactively connected to the visualization platform through a wireless network. The prediction module is interactively connected to the construction module and the recognition module through a wireless network. The recognition module is interactively connected to the input unit at the lower level through a wireless network. The recognition module is interactively connected to the judgment module and the control module through a wireless network.

[0084] In this embodiment, the visualization platform operates to monitor the distribution status information of ships in the offshore operation area in real time. The positioning unit locates the position coordinates of ships in the offshore operation area in real time. The transmission unit synchronously transmits the position coordinates of ships located by the positioning unit to the visualization platform. The prediction module further receives the distribution status information of ships in the offshore operation area from the visualization platform and predicts the future navigation trajectories of ships based on the ship distribution status information. The monitoring unit synchronously monitors the number of updates to the ship distribution status information in the visualization platform. When the number of updates to the position coordinates of each ship is detected to be at least three, the prediction module is controlled to operate. The construction module then obtains the future navigation trajectories of ships predicted by the prediction module and constructs a future navigation trajectory topology based on the future navigation trajectories of ships. The identification module operates to identify ships that may pose navigation risks and their navigation risk values. The input unit synchronously inputs the position coordinates of obstacles and represents them in the offshore operation area based on designated tiles that are different from tiles representing ships. Finally, the determination module sets a determination threshold, receives the navigation risk value of ships identified by the identification module, and determines risky ships based on a comparison between the navigation risk value and the determination threshold. The control module operates to prompt the risky ships to turn or take a detour.

[0085] Through the operation of the system in the above embodiment, an effective traffic control effect is brought to ships sailing at sea, the probability of marine traffic accidents is reduced, and marine traffic safety is improved.

[0086] Example 2:

[0087] In terms of specific implementation, based on Example 1, this example refers to Figure 1 The maritime operation and emergency rescue training command system based on drone technology in Example 1 is further described in detail:

[0088] During the prediction module's operation phase, the position coordinates of each ship recorded in the monitoring unit's operation records are traversed and acquired. Each acquired ship position coordinate is from the same ship. A set of spline curves is drawn based on each set of position coordinates from the same ship. The end of the spline curve in the ship's forward direction is extended to the boundary of the offshore operating area. The extended portion of the spline curve corresponding to each ship is the prediction result of the ship's future navigation trajectory in the prediction module.

[0089] The predicted result of the future navigation trajectory of each group of ships is an extended curve intercepted from the extended spline curve, and each group of extended curves is configured with the corresponding ship name or any distinguishing mark;

[0090] The topology of the future navigation trajectory of the ship constructed in the construction module consists of the maritime operation area and all the extended curves with the ship name or any distinguishing mark.

[0091] In this embodiment, the above-mentioned settings provide further operation data and logic support for the system in Example 1, thereby ensuring the stable operation of the system in Example 1.

[0092] Example 3:

[0093] In terms of specific implementation, based on Example 1, this example refers to Figure 1 The maritime operation and emergency rescue training command system based on drone technology in Example 1 is further described in detail:

[0094] The control module is integrated with the drone module and the speaker. During the operation phase of the control module, the drone module obtains the vessel identified as a risk vessel by the identification module or the judgment module, and identifies the source of the risk determination as another vessel or a tile representing an obstacle;

[0095] If the risk source is another vessel: the vessel identified as the risk vessel or the corresponding risk source vessel is used as the prompt target, and the drone carrying the loudspeaker is controlled to sail to any position on the curve corresponding to the extended portion of the vessel identified as the risk vessel, in the opposite direction of the intersection of the curve corresponding to the risk source vessel, and the loudspeaker is further controlled to play the prompt audio over the sea;

[0096] The risk determination source is the tile representing the obstacle: the drone carrying the speaker is controlled to fly to the extended curve corresponding to the vessel determined as the risk vessel, and to any position in the opposite direction of the intersection of the tile representing the obstacle. The speaker is further controlled to play a prompt audio over the sea.

[0097] The prompt audio content played by the loudspeaker includes: the position coordinates of the intersection of the extended portion curve corresponding to the vessel and the other extended portion curve or the block representing the obstacle, and the text message "Please bypass" prompt voice;

[0098] That is, the prompt audio played by the speaker is: Please go around "xx.xx.xx"; "xx.xx.xx" is: the position coordinates of the intersection point of the extension curve corresponding to the vessel with another extension curve or a block representing the obstacle.

[0099] In this embodiment, through the above settings, the control module of the system in Example 1 is further provided with specified control logic to ensure that the system in Example 1 ultimately uses drones as interactive carriers to achieve traffic management of ships operating at sea.

[0100] In summary, during operation, the system in the above embodiment constructs a topology of the future navigation trajectories of ships through analysis of the maritime operating area and the navigation paths of ships. Based on the intersection of future navigation trajectories in the topology, ships with navigation risks are identified. Further, drone equipment is equipped to provide prompts to ships at sea for them to respond to, thereby avoiding collision risks caused by the same navigation routes, effectively improving the operational safety of ships at sea, and providing certain rescue services for maritime traffic.

[0101] The above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements will not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the various embodiments of the present invention.

Claims

1. The maritime operation and emergency rescue training command system based on UAV technology is characterized by: include: Visualization platform for real-time monitoring of vessel distribution status information in offshore operating areas; A prediction module, used to receive the ship distribution status information in the offshore operation area in the visualization platform, and predict the future navigation trajectory of the ship based on the ship distribution status information; A construction module is used to obtain the future navigation trajectory of the ship predicted by the prediction module, and to construct the future navigation trajectory topology of the ship based on the future navigation trajectory of the ship; An identification module, used to identify ships that may have navigation risks and the navigation risk values ​​of the ships; A determination module is used to set a determination threshold, receive the ship navigation risk value identified in the identification module, and determine the risky ship based on the comparison between the ship navigation risk value and the determination threshold; A control module, used to prompt risky vessels to turn or take a detour; The offshore operation area in the visualization platform is customized by the system end user. When setting the offshore operation area, the system end user inputs no less than three sets of coordinates into the visualization platform. The coordinates input into the visualization platform are adjacent and connected to each other to construct a set of closed graphics. The area defined by the closed graphics is the offshore operation area. The visualization platform is provided with submodules at the lower level, including: A positioning unit, used to locate the coordinates of the vessel's position in the offshore operation area in real time; A transmission unit, used for transmitting the position coordinates of the vessel located by the positioning unit to the visualization platform; There are several groups of positioning units, which are respectively deployed on ships travelling in the offshore operation area, and there is only one group of positioning units deployed on each ship; Among them, after receiving the ship position coordinates transmitted by the transmission unit, the visualization platform uses a designated tile to represent the corresponding ship, and places the tile representing the ship in the offshore operation area based on the ship position coordinates. Each group of tiles representing the ship is also marked with the name of the ship or any distinguishing mark. After all tiles representing the ships are placed in the offshore operation area, the offshore operation area and the placement status of each tile in the offshore operation area, that is, the ship distribution status information; The visualization platform runs synchronously with its submodules, and when the transmission unit transmits the vessel position coordinates to the visualization platform, the vessel distribution status information displayed in the visualization platform is synchronously updated; When the transmission unit transmits the vessel position coordinates to the visualization platform, the vessel position coordinates are synchronously marked with the name of the vessel or any distinguishing mark. The positioning unit is set with an operation logic, and the positioning is performed based on the operation logic. The transmission unit follows the positioning unit to operate synchronously. The operation logic is expressed as: ； Where: To amend; It is the set of operation cycles before the current operation cycle of the positioning unit; is the sailing distance of the ship in the i-th operation cycle; is the normalization factor; It is the rainfall in the current operation cycle of the positioning unit; The wind level of the current operation cycle of the positioning unit; It is the visibility of the current operation cycle of the positioning unit; , , is the weight; The next operation cycle of the positioning unit; It is the base number of the positioning unit operation cycle; Based on the above formula, the next operation cycle of the positioning unit is obtained and applied within the current operation cycle. The normalization factor Control correction Always in the range of 0.1~1, the positioning unit operation cycle base Customized by the system user, weight , , The sum is 1 and is customized by the system user; The prediction module is internally provided with submodules, including: A monitoring unit is used to monitor the update times of the ship distribution status information in the visualization platform, and when it is monitored that the update times of the position coordinates of each ship are not less than three times, the prediction module is controlled to run; Among them, the monitoring unit records the position coordinates of each ship before the ship distribution status information is updated in the visualization platform each time. When the number of times the position coordinates of each ship are recorded is no less than three times, it is determined that the number of times the position coordinates of each ship are updated is no less than three times.

2. The maritime operation and emergency rescue training command system based on drone technology according to claim 1 is characterized in that: During the operation phase of the prediction module, the position coordinates of each ship recorded in the operation record of the monitoring unit are traversed and acquired. The position coordinates of the ship acquired each time are all from the same ship. A set of spline curves are drawn based on each set of position coordinates from the same ship, and the end of the spline curve in the forward direction of the ship's navigation is extended to the boundary of the offshore operation area. The extended part of the spline curve corresponding to each ship is the prediction result of the future navigation trajectory of the ship in the prediction module; The predicted result of the future navigation track of each group of ships is the extended part curve intercepted from the extended spline curve, and each group of extended part curves is configured with the corresponding ship name or any distinguishing mark.

3. The maritime operation and emergency rescue training command system based on drone technology according to claim 1 is characterized in that: The future navigation track topology of the ship constructed in the construction module is composed of the offshore operation area and all the extended curves with the ship name or any distinguishing mark.

4. The maritime operation and emergency rescue training command system based on drone technology according to claim 1 is characterized in that: The identification module is provided with submodules at the lower level, including: An input unit for inputting the coordinates of the location of an obstacle, which is represented in a designated tile different from the tile representing the vessel in the marine operation area; The obstacle position coordinates input into the input unit are manually input by the system end user.

5. The maritime operation and emergency rescue training command system based on drone technology according to claim 1 is characterized in that: The ships with navigation risks identified in the identification module are: In the topology of the future navigation trajectory of the ship, the extended curve representing the future navigation trajectory of the ship and the block representing the coordinates of the obstacle position, the extended curve having an intersecting position relationship corresponds to the ship; The navigation risk value of the ship that may have navigation risk in the identification module, the identification logic is expressed as: ； Where: is the navigation risk value of ship a and ship b; is the distance from the current position of ship a to the intersection of the curves of the extended parts of ship a and ship b; The distance from the current position of ship b to the intersection of the curves of the extended parts of ship a and ship b; , is the current sailing speed of ship a and ship b; is a constant; Among them, the constant >0, and the above formula only considers the situation where the extended curves of two groups of ships intersect. When a group of ships intersects with the block representing the obstacle, the ships corresponding to the extended curves are directly judged as risky ships.

6. The maritime operation and emergency rescue training command system based on UAV technology according to claim 1 is characterized in that: The control module is integrated with the drone module and the speaker. During the operation phase of the control module, the drone module obtains the vessel determined as a risk vessel in the identification module or the determination module, and identifies that the source of the risk determination is another vessel or a block representing an obstacle; If the source of risk is another ship: the ship determined as the risk ship or the corresponding risk source ship is used as the prompt target, and the drone carrying the loudspeaker is controlled to drive to the curve corresponding to the extended part of the ship determined as the risk ship, and to any position in the opposite direction of the intersection of the curve corresponding to the extended part of the risk source ship, and further control the loudspeaker to play the prompt audio over the sea; The risk determination source is the tile representing the obstacle: the drone is controlled to carry the speaker and drive to any position on the curve corresponding to the extension of the vessel determined as the risk vessel, in the opposite direction of the intersection of the tile representing the obstacle, and further control the speaker to play the prompt audio over the sea; The prompt audio content played by the loudspeaker is: the position coordinates of the intersection of another extended part curve or a block representing an obstacle on the extended part curve corresponding to the ship and the text information is a prompt voice of "please bypass"; That is, the prompt audio played by the speaker is: Please bypass "xx.xx.xx"; "xx.xx.xx" is: the position coordinates of the intersection of another extended part curve or a block representing an obstacle on the extended part curve corresponding to the vessel that intersects with it.

7. The maritime operation and emergency rescue training command system based on UAV technology according to claim 1 is characterized in that: The visualization platform is interactively connected to a positioning unit and a transmission unit at a lower level through a wireless network, the visualization platform is interactively connected to a prediction module through a wireless network, the prediction module is interactively connected to a monitoring unit through a wireless network, the monitoring unit is interactively connected to the visualization platform through a wireless network, the prediction module is interactively connected to a construction module and an identification module through a wireless network, the identification module is interactively connected to an input unit at a lower level through a wireless network, and the identification module is interactively connected to a determination module and a control module through a wireless network.

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