Ship unberthing and berthing auxiliary system

Abstract

The invention provides a ship departure and berthing auxiliary system, which belongs to the technical field of navigation, and comprises a first acquisition module for acquiring the navigation data and course state of a ship in real time according to a global satellite navigation system; the first determining module is used for determining the position information of the target wharf and determining the relative position relation between the ship and the target wharf; the second determining module is used for determining a plurality of predicted sailing tracks of the ship based on the sailing data and the course state according to the relative position relation; and the optimization module is used for optimizing the plurality of predicted navigation tracks according to the surrounding environment of the ship and the navigation rule, determining an optimal driving path according to an optimization result, and realizing departure and berthing assistance of the ship. The problems that time and labor are wasted, accidents are likely to happen, meanwhile, the phenomenon of collision or rubbing can happen, and the ship docking efficiency and safety are greatly reduced due to the fact that the ship docking operation can be completed only by means of manpower or other auxiliary equipment during ship docking are solved.

Description

Technical Field

[0001] The present invention relates to the field of navigation technology, and in particular to a ship berthing assistance system. Background Art

[0002] With the advancement of my country's port modernization, the safe and efficient departure and berthing of ships has become a top priority.

[0003] When traditional ships are docked at the pier, they need to rely on manpower or other auxiliary equipment to complete the unberthing operation. This method is not only time-consuming and labor-intensive, but also prone to accidents. At the same time, when ships are unberthing, collisions or scrapes often occur, resulting in cargo damage, crew injuries, and environmental pollution, which greatly reduces the docking efficiency and safety of ships.

[0004] Therefore, the present invention provides a ship berthing assistance system. Summary of the invention

[0005] The present invention provides a ship berthing assistance system, which is used to solve the problem that in the prior art, when a ship is docking, it needs to rely on manpower or other auxiliary equipment to complete the berthing operation, which is not only time-consuming and labor-intensive, but also prone to accidents. At the same time, collisions or scrapes may occur, resulting in cargo damage, crew injuries and environmental pollution, which greatly reduces the docking efficiency and safety of the ship.

[0006] In one aspect, the present invention provides a ship berthing assistance system, comprising: The first acquisition module: acquires the ship's navigation data and heading status in real time according to the global satellite navigation system; The first determination module: determines the location information of the target wharf, and determines the relative position relationship between the ship and the target wharf; A second determination module: determining a plurality of expected navigation tracks of the ship based on the navigation data and the heading state according to the relative position relationship; Optimization module: optimizes multiple expected navigation trajectories according to the ship's surrounding environment and navigation rules, determines the optimal driving path based on the optimization results, and realizes the ship's berthing assistance; Among them, the optimization module includes: The third acquisition unit: acquires various environmental data related to multiple expected navigation trajectories of the ship based on satellite remote sensing; A sixth determining unit: determining the risk factors in the voyage according to the various environmental data and navigation rules; Optimization unit: optimizing multiple expected navigation trajectories according to the risk factors; The seventh determination unit: determines the optimal driving path according to the optimization result and the cost factor of the ship, so as to realize the assistance of the ship to leave and berth; The optimization unit includes: A first acquisition subunit: determining multiple path deviation schemes for each predicted navigation track according to the risk factors, and obtaining a path deviation amount of each path deviation scheme; Construction subunit: based on the path deviation of each path deviation scheme, a time-varying dynamic model of the ship and the vehicle is constructed according to the time-varying dynamic parameters of the ship and the vehicle; The first determination subunit: using the time-varying power model of the ship and the vehicle to determine the power loss parameter and the power burden parameter of each path deviation scheme according to the path deviation amount of each path deviation scheme; The second determination subunit determines the power cost of each path deviation scheme according to the power loss parameter and the power burden parameter; The first screening subunit is used to screen out the first path deviation schemes whose power cost is less than or equal to the first cost threshold, and obtain the ship stay time distribution of each first path deviation scheme; Analysis subunit: analyzing the time cost of each first path deviation scheme according to the ship stay time distribution of each first path deviation scheme; The second screening subunit screens out a second path deviation scheme whose time cost is less than or equal to a second cost threshold, and determines an obstacle avoidance index according to the risk factor; The third determination subunit: obtains a collision avoidance decision optimization index based on the obstacle avoidance index, and determines the control state parameters of the ship through the collision avoidance decision optimization index; A third screening subunit: determining a control intensity cost of each second path deviation scheme according to the control state parameter, and screening out a third path deviation scheme having a control intensity cost less than or equal to a third cost threshold; Determine the optimization solution subunit: use each third path deviation solution as the optimization solution of the expected navigation trajectory.

[0007] According to a ship berthing assistance system provided by the present invention, a first acquisition module comprises: Decoding unit: acquiring satellite signals according to the global satellite navigation system and decoding the satellite signals; The first determination unit: obtains the timestamp and strength of the satellite signal according to the decoding result, and determines the position and speed of the ship according to the timestamp and the strength; The first acquisition unit: acquires the heading angle of the ship according to the automatic identification system; The second acquisition unit is used to acquire the navigation data and heading status of the ship in real time according to the position, speed and heading angle of the ship.

[0008] A ship berthing assistance system provided by the present invention further includes: The second acquisition module: acquires multiple parameters of the ship's operation process in real time based on various types of sensors; Transmission module: connects the sensor to the control system via wireless, and transmits the multiple parameters to the offshore data processing center; Analysis module: Analyze the multiple parameters based on deep learning to determine possible fault points and causes of the ship; Intelligent control module: The fault point and fault cause are displayed in real time based on the human-machine interface system, and the ship is remotely monitored and remotely controlled through artificial intelligence technology to achieve intelligent control of the ship.

[0009] According to a ship berthing assistance system provided by the present invention, a first determination module includes: The second determination unit: obtains the geographic space information of the target wharf according to the geographic information system, and determines the coordinate information of the wharf according to the geographic space information; Geometric transformation unit: performs geometric transformation on the coordinate information of the ship and the target dock; The third determining unit determines the azimuth and distance between the target wharf and the ship according to the transformation result; The fourth determining unit determines the relative position relationship between the ship and the target wharf according to the azimuth and the distance.

[0010] According to a ship berthing assistance system provided by the present invention, the second determination module comprises: A setting unit: establishing a motion model of the ship according to the navigation data and the heading state, and setting a plurality of constraint conditions for the motion model; Prediction unit: predicts the future motion trajectory of the ship based on the preset motion model combined with historical heading information and related data according to the preset algorithm; The fifth determining unit determines a plurality of predicted navigation trajectories of the ship by using a planning algorithm according to the relative position relationship and the future motion trajectory of the ship.

[0011] A ship berthing assistance system provided by the present invention further includes: a navigation trajectory acquisition module, which acquires a target predicted navigation trajectory before optimizing multiple predicted navigation trajectories according to risk factors during the voyage, and the navigation trajectory acquisition module includes: Division unit: divide each expected navigation track into multiple navigation tracks, and obtain regional ocean status data for each navigation track; The eighth determination unit: determines the power influence factor and direction influence factor of the ship in the ocean area where each navigation track is located according to the regional ocean state data; The ninth determination unit: determines the navigation state offset of the ship on each navigation track based on the power influence factor and the direction influence factor; Screening unit: Screen multiple predicted navigation trajectories according to the navigation state offset to obtain the target predicted navigation trajectory that meets the navigation requirements.

[0012] Compared with the prior art, the present invention has the following beneficial effects: According to the relative position relationship between the target terminal and the ship, multiple expected navigation trajectories of the ship are determined based on the navigation data and heading status, and the optimal navigation trajectory is determined to assist the ship in berthing and leaving the berthing. The optimal navigation trajectory can avoid accidents and reduce problems such as cargo damage, crew injury and environmental pollution caused by collisions or scrapes, greatly improving the docking efficiency and safety of the ship. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] In order to more clearly illustrate the technical solutions in the present invention or 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 some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0014] Figure 1 is a schematic structural diagram of a ship berthing assistance system provided by an embodiment of the present invention; Figure 2 It is a structural diagram of a first acquisition module provided in an embodiment of the present invention. DETAILED DESCRIPTION

[0015] In order to make the purpose, technical solution and advantages of the present invention clearer, the technical solution of the present invention will be clearly and completely described below in conjunction with the drawings of the present invention. Obviously, the described embodiments are 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 creative work are within the scope of protection of the present invention.

[0016] Embodiment 1: An embodiment of the present invention provides a ship berthing assistance system, such as Figure 1 As shown, the system mainly includes the following modules: The first acquisition module: acquires the ship's navigation data and heading status in real time according to the global satellite navigation system; The first determination module: determines the location information of the target wharf, and determines the relative position relationship between the ship and the target wharf; A second determination module: determining a plurality of expected navigation tracks of the ship based on the navigation data and the heading state according to the relative position relationship; Optimization module: optimizes multiple expected navigation trajectories according to the ship's surrounding environment and navigation rules, determines the optimal driving path based on the optimization results, and realizes the ship's berthing assistance; Among them, the optimization module includes: The third acquisition unit: acquires various environmental data related to multiple expected navigation trajectories of the ship based on satellite remote sensing; A sixth determining unit: determining the risk factors in the voyage according to the various environmental data and navigation rules; Optimization unit: optimizing multiple expected navigation trajectories according to the risk factors; The seventh determination unit: determines the optimal driving path according to the optimization result and the cost factor of the ship, so as to realize the assistance of the ship to leave and berth; The optimization unit includes: A first acquisition subunit: determining multiple path deviation schemes for each predicted navigation track according to the risk factors, and obtaining a path deviation amount of each path deviation scheme; Construction subunit: based on the path deviation of each path deviation scheme, a time-varying dynamic model of the ship and the vehicle is constructed according to the time-varying dynamic parameters of the ship and the vehicle; The first determination subunit: using the time-varying power model of the ship and the vehicle to determine the power loss parameter and the power burden parameter of each path deviation scheme according to the path deviation amount of each path deviation scheme; The second determination subunit determines the power cost of each path deviation scheme according to the power loss parameter and the power burden parameter; The first screening subunit is used to screen out the first path deviation schemes whose power cost is less than or equal to the first cost threshold, and obtain the ship stay time distribution of each first path deviation scheme; Analysis subunit: analyzing the time cost of each first path deviation scheme according to the ship stay time distribution of each first path deviation scheme; The second screening subunit screens out a second path deviation scheme whose time cost is less than or equal to a second cost threshold, and determines an obstacle avoidance index according to the risk factor; The third determination subunit: obtains a collision avoidance decision optimization index based on the obstacle avoidance index, and determines the control state parameters of the ship through the collision avoidance decision optimization index; A third screening subunit: determining a control intensity cost of each second path deviation scheme according to the control state parameter, and screening out a third path deviation scheme having a control intensity cost less than or equal to a third cost threshold; Determine the optimization solution subunit: use each third path deviation solution as the optimization solution of the expected navigation trajectory.

[0017] In this embodiment, the satellite navigation system is a global positioning system composed of a series of satellites and ground facilities, which can provide users with accurate information such as position, speed and time.

[0018] In this embodiment, the navigation data of the ship refers to various data recorded during the navigation of the ship, including the ship's position, speed, heading, draft, number of crew members, type and quantity of cargo, weather and hydrological conditions.

[0019] In this embodiment, the heading state refers to the change of the heading of the ship during navigation, for example: Heading angle: Indicates the current heading direction of the ship, usually expressed as an angle (°). The north direction of the heading angle is the reference direction.

[0020] Course deviation angle: It indicates the deviation between the actual course of the ship and the reference direction. It is generally expressed by subtracting 180 degrees from the value. When the actual course of the ship is consistent with the reference direction, the course deviation angle is zero.

[0021] Speed: The average speed at which a ship moves forward in a certain period of time, usually expressed in knots.

[0022] Course change: indicates the change in the ship's course over a period of time.

[0023] Heading azimuth: It indicates the azimuth of the current position of the ship relative to the reference direction, usually expressed as an angle (°). Heading azimuth is an important indicator of the ship's heading status, which can help the crew and coastal stations determine the specific position of the ship.

[0024] In this embodiment, the target wharf location information refers to data storing the exact geographical location of the wharf, including longitude and latitude coordinates.

[0025] In this embodiment, the relative position relationship between the ship and the target dock refers to their position relationship in space, which can be viewed from multiple dimensions, such as geographical location, sailing route and time. Specifically, if a ship is heading for a target dock, then the ship is in the direction of the target dock relative to the target dock.

[0026] In this embodiment, the predicted navigation trajectory refers to the path that the ship plans to sail in the future.

[0027] In this embodiment, the vessel's surrounding environment refers to the marine environment in which the vessel is located during navigation, including: sea conditions, meteorological conditions, ocean currents, and seabed topography.

[0028] In this embodiment, the navigation rules may be: collision avoidance rules and speed limit regulations.

[0029] In this embodiment, satellite remote sensing is a technology and method that uses artificial satellites to collect information on the earth's surface and its surrounding environment, and obtains large-scale, high-resolution geographic information data by observing and analyzing electromagnetic wave radiation, reflection and radiation characteristics in different bands.

[0030] In this embodiment, the environmental data related to the navigation track and the voyage include: Meteorological data: including temperature, air pressure, humidity, wind direction, wind speed, and precipitation information.

[0031] Sea condition data: including hydrological data such as sea surface conditions, ocean currents, ocean currents, and coastline.

[0032] Marine life data: including information on the types, quantity, distribution, etc. of marine life.

[0033] Fishery data: including information such as catch, species composition, and operating areas.

[0034] Navigation safety data: including visibility, tides, sea conditions, weather and other data that affect navigation safety.

[0035] Port and waterway data: including information on port facilities, waterway conditions, water depth, etc.

[0036] In this embodiment, the risk factors include: bad weather, maritime safety risks, man-made accidents, and ship failures.

[0037] In this embodiment, optimization means, for example, that for bad weather, a comprehensive understanding of the weather forecast of the destination sea area should be obtained before departure, and a suitable route and navigation plan should be formulated to avoid bad weather areas as much as possible.

[0038] In this embodiment, the cost factors of the ship include: labor cost, fuel consumption cost, and material maintenance cost.

[0039] In this embodiment, the risk factors include: bad weather, maritime safety risks, man-made accidents, and ship failures.

[0040] In this embodiment, the path deviation solution is a technical method for solving the problem that the actual route of the ship deviates from the planned route due to changes in the navigation environment.

[0041] In this embodiment, the path deviation refers to the distance that the ship should travel on the scheduled route minus the actual sailing distance. This value can be used to measure whether the ship deviates from the scheduled route and the degree of deviation.

[0042] In this embodiment, the time-varying dynamic parameters refer to the different dynamic performance characteristics of the ship vehicle at different times or under different sailing conditions. These parameters will change with the change of time or sailing conditions, including: drag coefficient, viscous damping, additional mass, and propeller torque.

[0043] In this embodiment, the time-varying dynamic model of the ship vehicle is a mathematical model that describes the dynamic performance of the ship during navigation. It predicts the motion state and response characteristics of the ship at different speeds by considering the changes in the time-varying dynamic parameters of the ship under various navigation conditions (such as drag coefficient, viscous damping, additional mass, propeller torque, etc.).

[0044] In this embodiment, the power loss parameter is the resistance characteristic of the ship during navigation, including: resistance coefficient, hydrodynamic parameters, and propulsion efficiency.

[0045] In this embodiment, the power burden parameter is generally used to measure the energy consumption required by the ship under specific conditions.

[0046] In this embodiment, the power cost refers to various energy consumption costs required to maintain the normal operation of the ship during the ship transportation process. In the case of path deviation, the power cost includes: fuel consumption, labor cost, and maintenance cost.

[0047] In this embodiment, the ship stay time distribution refers to the time allocation of the ship during its stay at the port.

[0048] In this embodiment, the time cost refers to the cost caused by the usage time being occupied or wasted due to some reasons.

[0049] In this embodiment, the obstacle avoidance index is mainly used to evaluate obstacles in the surrounding environment of the ship, helping the ship to make corresponding decisions and ensure safe driving.

[0050] In this embodiment, the control state parameters of the ship include: heading angle, speed, maneuverability, and resistance.

[0051] In this embodiment, the control intensity cost of the ship path deviation scheme refers to various costs required to implement the ship path deviation technology, such as fuel cost and operation cost.

[0052] The beneficial effects of the above technical solution are: according to the relative position relationship between the target terminal and the ship, multiple expected navigation trajectories of the ship are determined based on the navigation data and the heading status, and the optimal navigation trajectory is determined to achieve the ship's berthing assistance. The optimal navigation trajectory can avoid accidents. At the same time, it reduces the problems of cargo damage, crew injury and environmental pollution caused by collisions or scrapes, thereby greatly improving the docking efficiency and safety of the ship.

[0053] Embodiment 2: Based on Example 1, the first acquisition module of the embodiment of the present invention is as follows: Figure 2 As shown, including: Decoding unit: acquiring satellite signals according to the global satellite navigation system and decoding the satellite signals; The first determination unit: obtains the timestamp and strength of the satellite signal according to the decoding result, and determines the position and speed of the ship according to the timestamp and the strength; The first acquisition unit: acquires the heading angle of the ship according to the automatic identification system; The second acquisition unit is used to acquire the navigation data and heading status of the ship in real time according to the position, speed and heading angle of the ship.

[0054] In this embodiment, the satellite signal refers to a signal in which radio waves transmitted from the earth are received by a satellite located in space.

[0055] In this embodiment, decoding the satellite signal refers to converting the original content of the signal back into a human-readable form, such as text or images.

[0056] In this embodiment, the timestamp of the satellite signal refers to data recording the time when the satellite signal is transmitted or received, and includes information about the time when the signal occurs.

[0057] In this embodiment, the strength of the satellite signal refers to the power received by the satellite signal, and is an important indicator for measuring the communication quality between the satellite and the ground receiving equipment. The greater the signal strength, the higher the received signal energy, and the better the communication quality and stability.

[0058] In this embodiment, the automatic identification system is an intelligent system that uses computer technology, optical technology, sensor technology and other means to achieve automatic identification, tracking, positioning and management of ships.

[0059] In this embodiment, the heading angle of the ship refers to the left or right position of the ship's hull on the horizontal plane, with the true north direction as a reference point.

[0060] In this embodiment, the navigation data of the ship refers to various data recorded during the navigation of the ship, including the ship's position, speed, heading, draft, number of crew members, type and quantity of cargo, weather and hydrological conditions.

[0061] In this embodiment, the heading state refers to the change of the heading of the ship during navigation. The beneficial effects of the above technical solution are: the navigation data and heading status of the ship are obtained in real time according to the position, speed and heading angle of the ship, the operation status of the ship can be comprehensively monitored and analyzed, and the operation efficiency can be improved. At the same time, it can promptly detect and correct the situation where the ship deviates from the scheduled course or encounters an emergency, thereby avoiding the occurrence of accidents such as collision, reefing, and stranding, thereby improving navigation safety.

[0062] Embodiment 3: Based on Example 2, the embodiment of the present invention further includes: The second acquisition module: acquires multiple parameters of the ship's operation process in real time based on various types of sensors; Transmission module: connects the sensor to the control system via wireless, and transmits the multiple parameters to the offshore data processing center; Analysis module: Analyze the multiple parameters based on deep learning to determine possible fault points and causes of the ship; Intelligent control module: The fault point and fault cause are displayed in real time based on the human-machine interface system, and the ship is remotely monitored and remotely controlled through artificial intelligence technology to achieve intelligent control of the ship.

[0063] In this embodiment, the multiple types of sensors include: a pressure sensor, an acceleration sensor, and a temperature sensor.

[0064] In this embodiment, the multiple parameters may be: draft speed, fuel consumption.

[0065] In this embodiment, possible fault points of the ship include: Engine system: including fuel system, lubrication system, ignition system, intake and exhaust system, etc.

[0066] Electrical system: including battery packs, generators, switchboards, cables, plugs, relays, etc. These components may be damaged in a humid, hot or vibrating environment, thus affecting the ship's power supply.

[0067] Aids to navigation: such as radar, sonar, global positioning system (GPS), etc. These devices may malfunction during use, affecting the navigation and safety of the ship.

[0068] Communication systems: including satellite communications, VHF / UHF radio stations, ship-to-ship communications, electronic chart displays and information systems. These devices may cause poor information transmission or loss when encountering interference, damage or operating errors.

[0069] In this embodiment, the fault cause may be: Material problems: The ship's materials are of poor quality or have been in use for too long, for example, fatigue cracks in steel materials, loosening of pipeline connections, etc.

[0070] Manufacturing process problems: The ship's manufacturing process is defective or not carried out in accordance with specifications, for example, welding is not strong enough and the processing accuracy of parts is insufficient.

[0071] In this embodiment, the interactive interface between humans and computer systems is called a human-computer interface, which refers to the way in which information is exchanged between users and computers. In this embodiment, artificial intelligence technology is a technology that simulates, extends and expands human intelligence, and enables machines to make autonomous decisions, learn and execute tasks through learning and processing large amounts of data.

[0072] The beneficial effects of the above technical solution are: remote monitoring and remote control of ships through artificial intelligence technology, realizing intelligent control of ships, which can improve the safety of ship navigation, and at the same time, improve the intelligent management of ships and improve management efficiency.

[0073] Embodiment 4: Based on Example 3, the first determination module in this embodiment of the present invention includes: The second determination unit: obtains the geographic space information of the target wharf according to the geographic information system, and determines the coordinate information of the wharf according to the geographic space information; Geometric transformation unit: performs geometric transformation on the coordinate information of the ship and the target dock; The third determining unit determines the azimuth and distance between the target wharf and the ship according to the transformation result; The fourth determining unit determines the relative position relationship between the ship and the target wharf according to the azimuth and the distance.

[0074] In this embodiment, the geographic information system is a system that processes, analyzes and displays geographic spatial data through computer technology, and can integrate geographic information data and maps into a unified platform.

[0075] In this embodiment, the geographic space information of the wharf includes: geographic location coordinates, site plan information, and transportation network information.

[0076] In this embodiment, the coordinate information refers to a set of data indicating the location of the dock. In geographic space, the coordinate information is usually composed of longitude and latitude, and indicates the precise location of the point on the plane.

[0077] In this embodiment, in geographic space, coordinate information often needs to undergo various geometric transformations, such as converting two-dimensional geographic coordinates into the boundaries of a plane figure, such as projection transformation.

[0078] In this embodiment, the azimuth between the dock and the ship describes their relative positional relationship. Generally, the azimuth is used to describe the positional relationship of a ship or vessel relative to a reference point (usually a fixed point on the shore, such as a lighthouse, dock, etc.). Specifically, the azimuth is an angle value between 0 degrees and 360 degrees, which represents the angle between the line from the reference point to the target object (ship or dock) and the north direction. Simply put, when a ship travels along a specific azimuth, it can be known whether its direction of travel is east or west relative to the north direction. For example, if the azimuth of a ship is 90 degrees, then its bow is pointing to the north direction.

[0079] The beneficial effects of the above technical solution are: by determining the relative position relationship between the ship and the target dock based on the azimuth and distance, accurate navigation suggestions can be provided, which helps to ensure that the ship arrives at its destination safely and efficiently. At the same time, the position of the ship can be monitored in real time, thereby improving the safety and management efficiency of the ship.

[0080] Embodiment 5: Based on Example 4, the second determination module in this embodiment of the present invention includes: A setting unit: establishing a motion model of the ship according to the navigation data and the heading state, and setting a plurality of constraint conditions for the motion model; Prediction unit: predicts the future motion trajectory of the ship based on the preset motion model combined with historical heading information and related data according to the preset algorithm; The fifth determining unit determines a plurality of predicted navigation trajectories of the ship by using a planning algorithm according to the relative position relationship and the future motion trajectory of the ship.

[0081] In this embodiment, the motion model of the ship is a mathematical model used to describe the motion behavior of the ship in the water, such as the force of the propeller on the water, the resistance and the propulsion.

[0082] In this embodiment, the constraint conditions may be: the maximum speed and the maximum range of the ship.

[0083] In this embodiment, the historical heading information refers to the heading data of the ship in the past period of time, such as: the starting point and the end point of the voyage, the speed and direction of the ship, the length and density of the ship's track, and the ship's heading deviation.

[0084] In this embodiment, the relevant data may be: weather forecast, sea condition forecast.

[0085] In this embodiment, the preset algorithm may be: a machine learning algorithm.

[0086] In this embodiment, the planning algorithm may be an ant colony algorithm: the ant colony algorithm is a distributed search algorithm based on the collaborative behavior of ants, which can search for the optimal solution globally. In ship path planning, the transfer of ships between different ports can be regarded as the transfer of ants between different food sources, and parameters such as transfer costs and transfer probabilities can be defined to find multiple paths through the search process of the ant colony algorithm.

[0087] The beneficial effect of the above technical solution is: based on the relative position relationship and the future movement trajectory of the ship, a planning algorithm is used to determine multiple expected navigation trajectories of the ship, which can ensure that when encountering danger, multiple navigation trajectories are provided for selection, thereby improving navigation safety.

[0088] Embodiment 6: Based on the fifth embodiment, the present invention further includes: a navigation trajectory acquisition module, which acquires a target predicted navigation trajectory before optimizing a plurality of predicted navigation trajectories according to risk factors in the voyage, and the navigation trajectory acquisition module includes: Division unit: divide each expected navigation track into multiple navigation tracks, and obtain regional ocean status data for each navigation track; The eighth determination unit: determines the power influence factor and direction influence factor of the ship in the ocean area where each navigation track is located according to the regional ocean state data; The ninth determination unit: determines the navigation state offset of the ship on each navigation track based on the power influence factor and the direction influence factor; Screening unit: Screen multiple predicted navigation trajectories according to the navigation state offset to obtain the target predicted navigation trajectory that meets the navigation requirements.

[0089] In this embodiment, regional ocean status data refers to the monitoring and recording of the marine environment and resource conditions in a specific sea area, such as: Sea condition data: such as wave height, current speed, sea water temperature, and sea water salinity.

[0090] Hydrometeorological data: such as precipitation, wind speed, and visibility.

[0091] Biogeochemical data: such as the community structure and abundance of phytoplankton, zooplankton, benthic organisms, sediments, and their metabolites.

[0092] Geological and geomorphological data: such as seabed topography, landform type, and seabed crust structure.

[0093] In this embodiment, the power influencing factor refers to a factor that affects the power of the ship, such as sea temperature and seawater density.

[0094] In this embodiment, the direction influencing factor refers to a factor that affects the direction of the ship, such as visibility and wind force.

[0095] In this embodiment, the navigation state offset refers to the difference between the actual ship position and the calculated theoretical ship position.

[0096] The beneficial effects of the above technical solution are: by screening multiple predicted navigation trajectories according to the navigation state offset, obtaining the target predicted navigation trajectory that meets the navigation requirements, being able to quickly and accurately find the predicted navigation trajectory that meets the navigation requirements, improving the accuracy and efficiency of navigation, and avoiding unnecessary deviations and wasting time.

[0097] Through the description of the above implementation methods, those skilled in the art can clearly understand that each implementation method can be implemented by means of software plus a necessary general hardware platform, and of course, can also be implemented by hardware. Based on this understanding, the above technical solution is essentially or the part that contributes to the prior art can be embodied in the form of a software product, and the computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, a disk, an optical disk, etc., including a number of instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods described in each embodiment or some parts of the embodiments.

[0098] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. 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 do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A ship berthing assistance system, characterized in that: include: The first acquisition module: acquires the ship's navigation data and heading status in real time according to the global satellite navigation system; The first determination module: determines the location information of the target wharf, and determines the relative position relationship between the ship and the target wharf; A second determination module: determining a plurality of expected navigation tracks of the ship based on the navigation data and the heading state according to the relative position relationship; Optimization module: optimizes multiple expected navigation trajectories according to the ship's surrounding environment and navigation rules, determines the optimal driving path based on the optimization results, and realizes the ship's berthing assistance; Among them, the optimization module includes: The third acquisition unit: acquires various environmental data related to multiple expected navigation trajectories of the ship based on satellite remote sensing; A sixth determining unit: determining the risk factors in the voyage according to the various environmental data and navigation rules; Optimization unit: optimizing multiple expected navigation trajectories according to the risk factors; The seventh determination unit: determines the optimal driving path according to the optimization result and the cost factor of the ship, so as to realize the assistance of the ship to leave and berth; The optimization unit includes: A first acquisition subunit: determining multiple path deviation schemes for each predicted navigation track according to the risk factors, and obtaining a path deviation amount of each path deviation scheme; Construction subunit: based on the path deviation of each path deviation scheme, a time-varying dynamic model of the ship and the vehicle is constructed according to the time-varying dynamic parameters of the ship and the vehicle; The first determination subunit: determines the power loss parameter and the power burden parameter of each path deviation scheme according to the path deviation amount of each path deviation scheme by using the time-varying power model of the ship and the vehicle; The second determination subunit determines the power cost of each path deviation scheme according to the power loss parameter and the power burden parameter; The first screening subunit is used to screen out the first path deviation schemes whose power cost is less than or equal to the first cost threshold, and obtain the ship stay time distribution of each first path deviation scheme; Analysis subunit: analyzing the time cost of each first path deviation scheme according to the ship stay time distribution of each first path deviation scheme; The second screening subunit screens out a second path deviation scheme whose time cost is less than or equal to a second cost threshold, and determines an obstacle avoidance index according to the risk factor; The third determination subunit: obtains a collision avoidance decision optimization index based on the obstacle avoidance index, and determines the control state parameters of the ship through the collision avoidance decision optimization index; A third screening subunit: determining a control intensity cost of each second path deviation scheme according to the control state parameter, and screening out a third path deviation scheme having a control intensity cost less than or equal to a third cost threshold; Determine the optimization solution subunit: use each third path deviation solution as the optimization solution of the expected navigation trajectory.

2. The ship berthing assistance system according to claim 1, characterized in that: The first acquisition module includes: Decoding unit: acquiring satellite signals according to the global satellite navigation system and decoding the satellite signals; The first determination unit: obtains the timestamp and strength of the satellite signal according to the decoding result, and determines the position and speed of the ship according to the timestamp and the strength; The first acquisition unit: acquires the heading angle of the ship according to the automatic identification system; The second acquisition unit is used to acquire the navigation data and heading status of the ship in real time according to the position, speed and heading angle of the ship.

3. The ship berthing assistance system according to claim 1, characterized in that: Also includes: The second acquisition module: acquires multiple parameters of the ship's operation process in real time based on various types of sensors; Transmission module: connects the sensor to the control system via wireless, and transmits the multiple parameters to the offshore data processing center; Analysis module: Analyze the multiple parameters based on deep learning to determine possible fault points and causes of the ship; Intelligent control module: The fault point and fault cause are displayed in real time based on the human-machine interface system, and the ship is remotely monitored and remotely controlled through artificial intelligence technology to achieve intelligent control of the ship.

4. The ship berthing assistance system according to claim 1, characterized in that: The first determination module includes: The second determination unit: obtains the geographic space information of the target wharf according to the geographic information system, and determines the coordinate information of the wharf according to the geographic space information; Geometric transformation unit: performs geometric transformation on the coordinate information of the ship and the target dock; The third determining unit determines the azimuth and distance between the target wharf and the ship according to the transformation result; The fourth determining unit determines the relative position relationship between the ship and the target wharf according to the azimuth and the distance.

5. The ship berthing assistance system according to claim 1, characterized in that: The second determination module includes: A setting unit: establishing a motion model of the ship according to the navigation data and the heading state, and setting a plurality of constraint conditions for the motion model; Prediction unit: predicts the future motion trajectory of the ship based on the preset motion model combined with historical heading information and related data according to the preset algorithm; The fifth determining unit determines a plurality of predicted navigation trajectories of the ship by using a planning algorithm according to the relative position relationship and the future motion trajectory of the ship.

6. The ship berthing assistance system according to claim 1, characterized in that: Also includes: The navigation trajectory acquisition module acquires the target predicted navigation trajectory before optimizing multiple predicted navigation trajectories according to the risk factors in the voyage. The navigation trajectory acquisition module includes: Division unit: divide each expected navigation track into multiple navigation tracks, and obtain regional ocean status data for each navigation track; The eighth determination unit: determines the power influence factor and direction influence factor of the ship in the ocean area where each navigation track is located according to the regional ocean state data; The ninth determination unit: determines the navigation state offset of the ship on each navigation track based on the power influence factor and the direction influence factor; Screening unit: Screen multiple predicted navigation trajectories according to the navigation state offset to obtain the target predicted navigation trajectory that meets the navigation requirements.

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