A ship docking and undocking assistance system

Abstract

The application provides a ship berthing and unberthing auxiliary system, and belongs to the technical field of navigation, and comprises: a first acquisition module: acquiring the navigation data and the heading state of the ship in real time according to a global satellite navigation system; a first determination module: determining the position information of a target wharf and determining the relative position relationship between the ship and the target wharf; a second determination module: determining a plurality of predicted navigation tracks of the ship based on the navigation data and the heading state according to the relative position relationship; an optimization module: optimizing the plurality of predicted navigation tracks according to the environment around the ship and the navigation rules, and determining the optimal driving path according to the optimization result, so as to realize the berthing and unberthing assistance of the ship. The problem that the berthing and unberthing operation of the ship needs to rely on manpower or other auxiliary equipment, which is not only time-consuming and laborious, but also prone to accidents, and at the same time, the phenomenon of collision or rubbing occurs, greatly reducing the berthing efficiency and safety of the ship.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of navigation technology, and particularly relates to a ship berthing and unberthing auxiliary system. BACKGROUND

[0002] With the advancement of the modernization of Chinese ports, it is urgent to make the ship safe and efficient to berth and unberth.

[0003] The traditional ship needs to rely on manpower or other auxiliary equipment to complete the berthing and unberthing operation when it is parked at the wharf. This method not only wastes time and effort, but also is prone to accidents. At the same time, the ship often collides or rubs when it is berthing and unberthing, which leads to cargo damage, crew injuries, and environmental pollution, etc. problems, greatly reducing the berthing efficiency and safety of the ship.

[0004] Therefore, the present application provides a ship berthing and unberthing auxiliary system. SUMMARY

[0005] The present application provides a ship berthing and unberthing auxiliary system to solve the defects that the ship needs to rely on manpower or other auxiliary equipment to complete the berthing and unberthing operation when it is parked at the wharf in the prior art, which not only wastes time and effort, but also is prone to accidents. At the same time, the ship often collides or rubs when it is berthing and unberthing, which leads to cargo damage, crew injuries, and environmental pollution, etc. problems, greatly reducing the berthing efficiency and safety of the ship.

[0006] In one aspect, the present application provides a ship berthing and unberthing auxiliary system, comprising:

[0007] The first acquisition module acquires the navigation data and the heading state of the ship in real time according to the global satellite navigation system;

[0008] The first determination module determines the target wharf position information and the relative position relationship between the ship and the target wharf;

[0009] The second determination module determines a plurality of predicted navigation trajectories of the ship based on the navigation data and the heading state according to the relative position relationship;

[0010] The optimization module optimizes the plurality of predicted navigation trajectories according to the environment around the ship and the navigation rules, determines the optimal driving path according to the optimization result, and realizes the berthing and unberthing assistance of the ship;

[0011] The optimization module comprises:

[0012] The third acquisition unit acquires various environmental data related to the voyage of the plurality of predicted navigation trajectories of the ship according to satellite remote sensing;

[0013] The sixth determination unit determines the dangerous factors in the voyage according to the various environmental data and the navigation rules;

[0014] an optimization unit configured to optimize a plurality of predicted sailing trajectories according to the risk factors;

[0015] a seventh determination unit configured to determine an optimal sailing path according to the optimization result and a cost factor of the ship, so as to realize the ship's berthing and unberthing assistance;

[0016] The optimization unit comprises:

[0017] a first acquisition subunit configured to determine a plurality of path offset schemes of each predicted sailing trajectory according to the risk factors, and acquire a path offset amount of each path offset scheme;

[0018] a construction subunit configured to construct a time-varying dynamic model of the ship's sailing vehicle according to time-varying dynamic parameters of the ship's sailing vehicle based on the path offset amount of each path offset scheme;

[0019] a first determination subunit configured to determine a power loss parameter and a power burden parameter of each path offset scheme according to the path offset amount of each path offset scheme by using the time-varying dynamic model of the ship's sailing vehicle;

[0020] a second determination subunit configured to determine a power cost of each path offset scheme according to the power loss parameter and the power burden parameter;

[0021] a first screening subunit configured to screen a first path offset scheme with a power cost less than or equal to a first cost threshold, and acquire a ship's stay time distribution of each first path offset scheme;

[0022] an analysis subunit configured to analyze a time cost of each first path offset scheme according to the ship's stay time distribution of each first path offset scheme;

[0023] a second screening subunit configured to screen a second path offset scheme with a time cost less than or equal to a second cost threshold, and determine an obstacle avoidance index according to the risk factors;

[0024] a third determination subunit configured to acquire a collision avoidance decision optimization index based on the obstacle avoidance index, and determine a ship's control state parameter through the collision avoidance decision optimization index;

[0025] a third screening subunit configured to determine a control intensity cost of each second path offset scheme according to the control state parameter, and screen a third path offset scheme with a control intensity cost less than or equal to a third cost threshold;

[0026] a determination optimization scheme subunit configured to take each third path offset scheme as an optimization scheme of the predicted sailing trajectory.

[0027] According to the ship's berthing and unberthing assistance system provided by the application, the first acquisition module comprises:

[0028] The decoding unit decodes a satellite signal obtained from a global satellite navigation system;

[0029] The first determining unit determines the position and speed of the ship according to the time stamp and intensity of the satellite signal.

[0030] The first obtaining unit obtains the heading angle of the ship according to an automatic identification system.

[0031] The second obtaining unit obtains the navigation data and heading state of the ship in real time according to the position, speed and heading angle of the ship.

[0032] The ship docking and undocking auxiliary system provided by the application further comprises:

[0033] The second obtaining module obtains a plurality of parameters in the running process of the ship in real time according to a plurality of types of sensors.

[0034] The transmission module connects the sensors and the control system wirelessly and transmits the plurality of parameters to a marine data processing center.

[0035] The analysis module analyzes the plurality of parameters based on deep learning to determine the possible fault point and fault cause of the ship.

[0036] The intelligent control module displays the fault point and fault cause in real time based on a man-machine interface system, remotely monitors and remotely controls the ship through artificial intelligence technology, and realizes intelligent control of the ship.

[0037] The ship docking and undocking auxiliary system provided by the application further comprises:

[0038] The second determining unit obtains geographic spatial information of the target wharf from a geographic information system and determines coordinate information of the wharf according to the geographic spatial information.

[0039] The geometric transformation unit geometrically transforms the coordinate information of the ship and the target wharf.

[0040] The third determining unit determines the azimuth angle and distance between the target wharf and the ship according to the transformation result.

[0041] The fourth determining unit determines the relative position relationship between the ship and the target wharf according to the azimuth angle and distance.

[0042] The ship docking and undocking auxiliary system provided by the application further comprises:

[0043] The setting unit establishes a motion model of the ship according to the navigation data and heading state, and sets a plurality of constraint conditions for the motion model.

[0044] a prediction unit configured to predict a future motion trajectory of the ship based on the set motion model, the historical heading information and the related data according to a preset algorithm;

[0045] a fifth determination unit configured to determine a plurality of predicted sailing trajectories of the ship according to the relative position relationship and the future motion trajectory of the ship by using a planning algorithm.

[0046] According to the ship berthing and unberthing auxiliary system provided by the application, the ship berthing and unberthing auxiliary system further comprises an obtaining sailing trajectory module configured to obtain a target predicted sailing trajectory before optimizing the plurality of predicted sailing trajectories according to dangerous factors in the voyage, and the obtaining sailing trajectory module comprises:

[0047] a division unit configured to divide each predicted sailing trajectory into a plurality of sailing trajectory segments and obtain regional marine state data of each sailing trajectory segment;

[0048] an eighth determination unit configured to determine a power influence factor and a direction influence factor of a marine region where each sailing trajectory segment is located on the ship according to the regional marine state data;

[0049] a ninth determination unit configured to determine a sailing state offset of the ship on each sailing trajectory segment based on the power influence factor and the direction influence factor;

[0050] a screening unit configured to screen the plurality of predicted sailing trajectories according to the sailing state offset and obtain the target predicted sailing trajectory meeting the sailing requirement.

[0051] Compared with the prior art, the application has the following beneficial effects:

[0052] According to the relative position relationship between the target wharf and the ship, the plurality of predicted sailing trajectories of the ship are determined based on the sailing data and the heading state, and the optimal sailing trajectory is determined, so that the ship berthing and unberthing auxiliary is realized, the optimal sailing trajectory can avoid accidents, and the problems of cargo damage, crew injury and environmental pollution caused by collision or rubbing are reduced, and the berthing efficiency and safety of the ship are greatly improved. BRIEF DESCRIPTION OF DRAWINGS

[0053] In order to more clearly illustrate the technical solutions in the application or the prior art, the following will briefly introduce the drawings needed to be used in the embodiments or the prior art description. Obviously, the drawings in the following description are some embodiments of the application, and for those skilled in the art, other drawings can also be obtained without creative labor.

[0054] Figure 1 is a structural schematic diagram of the ship berthing and unberthing auxiliary system provided by the embodiments of the application;

[0055] Figure 2is a structural schematic diagram of a first acquisition module provided by an embodiment of the present application. DETAILED DESCRIPTION

[0056] To make the objectives, technical solutions, and advantages of the present application clearer, the technical solutions in the present application will be described below in connection with the drawings in the present application. Obviously, the described embodiments are only some of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort belong to the scope of protection of the present application.

[0057] Embodiment 1

[0058] An auxiliary system for ship berthing and unberthing is provided by an embodiment of the present application, as shown in the figure. Figure 1 The system mainly comprises the following modules.

[0059] The first acquisition module acquires the navigation data and the heading state of the ship in real time according to the global satellite navigation system.

[0060] The first determination module determines the position information of the target wharf and determines the relative position relationship between the ship and the target wharf.

[0061] The second determination module determines a plurality of predicted navigation tracks of the ship based on the navigation data and the heading state according to the relative position relationship.

[0062] The optimization module optimizes the plurality of predicted navigation tracks according to the environment around the ship and the navigation rules, determines the optimal driving path according to the optimization result, and realizes the auxiliary berthing and unberthing of the ship.

[0063] The optimization module comprises:

[0064] The third acquisition unit acquires various environment data related to the voyage of the plurality of predicted navigation tracks of the ship according to satellite remote sensing.

[0065] The sixth determination unit determines the dangerous factors in the voyage according to the various environment data and the navigation rules.

[0066] The optimization unit optimizes the plurality of predicted navigation tracks according to the dangerous factors.

[0067] The seventh determination unit determines the optimal driving path according to the optimization result in combination with the cost factor of the ship, and realizes the auxiliary berthing and unberthing of the ship.

[0068] The optimization unit comprises:

[0069] The first acquisition subunit determines a plurality of path offset schemes of each predicted navigation track according to the dangerous factors, and acquires the path offset amount of each path offset scheme.

[0070] The construction sub-unit: based on the path offset of each path offset scheme, the time-varying dynamic model of the ship navigator is constructed according to the time-varying dynamic parameters of the ship navigator;

[0071] The first determination sub-unit: the power loss parameter and the power burden parameter of each path offset scheme are determined according to the path offset of each path offset scheme by using the time-varying dynamic model of the ship navigator;

[0072] The second determination sub-unit: the power cost of each path offset scheme is determined according to the power loss parameter and the power burden parameter;

[0073] The first screening sub-unit: the first path offset scheme with the power cost less than or equal to the first cost threshold is screened out, and the ship stay time distribution of each first path offset scheme is obtained;

[0074] The analysis sub-unit: the time cost of each first path offset scheme is analyzed according to the ship stay time distribution of each first path offset scheme;

[0075] The second screening sub-unit: the second path offset scheme with the time cost less than or equal to the second cost threshold is screened out, and the obstacle avoidance index is determined according to the risk factor;

[0076] The third determination sub-unit: the collision avoidance decision optimization index is obtained based on the obstacle avoidance index, and the control state parameter of the ship is determined through the collision avoidance decision optimization index;

[0077] The third screening sub-unit: the control intensity cost of each second path offset scheme is determined according to the control state parameter, and the third path offset scheme with the control intensity cost less than or equal to the third cost threshold is screened out;

[0078] The determination optimization scheme sub-unit: each third path offset scheme is taken as the optimization scheme of the predicted navigation track.

[0079] In this embodiment, the satellite navigation system is a global positioning system composed of a series of satellites and ground facilities, which can provide accurate position, speed and time information for users.

[0080] In this embodiment, the navigation data of the ship refers to various data recorded during the navigation of the ship, including the position, speed, heading, draft, number of crew, type and quantity of cargo, weather and hydrological conditions of the ship.

[0081] In this embodiment, the heading state refers to the change of the heading of the ship during navigation, such as:

[0082] Heading angle: represents the current heading direction of the ship, usually expressed in degrees (°), and the positive north direction of the heading angle is the reference direction.

[0083] Course deviation angle: represents the deviation value of the actual course of the ship from the reference direction, generally expressed by subtracting 180 degrees from the numerical value, when the actual course of the ship is consistent with the reference direction, the course deviation angle is zero.

[0084] Speed: represents the average speed of the ship in a certain time, usually expressed in knots.

[0085] Course change: represents the change in the course of the ship in a period of time.

[0086] Course bearing angle: represents the bearing angle of the current position of the ship relative to the reference direction, usually expressed in degrees (°). The course bearing angle is an important indicator of the ship's course state, which can help the crew and the shore station determine the specific position of the ship.

[0087] In this embodiment, the target port position information refers to data that stores the accurate geographic position of the port, including longitude and latitude coordinates.

[0088] In this embodiment, the relative position relationship between the ship and the target port refers to their position relationship in space, which can be viewed from multiple dimensions, such as geographical position, navigation route, and time, etc. Specifically, if a ship is heading for a target port, the ship is in the direction of the target port.

[0089] In this embodiment, the expected navigation trajectory refers to the planned path of the ship in the future period of time.

[0090] In this embodiment, the ship's surrounding environment refers to the marine environment in which the ship is sailing, including sea conditions, weather conditions, ocean currents, and seabed topography.

[0091] In this embodiment, the navigation rules can be collision avoidance rules and speed limit regulations.

[0092] In this embodiment, satellite remote sensing is a technology and method that uses artificial satellites to collect information about the Earth's surface and its surrounding environment. By observing and analyzing the electromagnetic wave radiation, reflection, and radiation characteristics of different wave bands, high-resolution geographic information data can be obtained.

[0093] In this embodiment, the environmental data related to the navigation trajectory and the distance includes:

[0094] Weather data: including temperature, pressure, humidity, wind direction, wind speed, and precipitation information.

[0095] Sea state data: including sea surface conditions, ocean currents, ocean currents, and coastline hydrological data.

[0096] Marine biological data: including information about the types, quantities, and distribution of marine organisms.

[0097] Fishery data: including catch, species composition, operating area, etc.

[0098] Navigation safety data: including visibility, tides, sea conditions, weather, etc. related data affecting navigation safety.

[0099] Port and channel data: including port facilities, channel conditions, water depth, etc.

[0100] In this embodiment, the risk factors include: severe weather, sea area safety risk, human accident, ship failure.

[0101] In this embodiment, optimization refers to, for example: for severe weather, a comprehensive understanding of the weather forecast of the destination sea area before departure should be made, and appropriate route and navigation plan should be developed to avoid severe weather area as much as possible.

[0102] In this embodiment, the cost factors of the ship include: labor cost, fuel consumption cost, material maintenance cost.

[0103] In this embodiment, the risk factors include: severe weather, sea area safety risk, human accident, ship failure.

[0104] In this embodiment, the path deviation scheme is a technical method for solving the problem that the actual route of the ship deviates from the predetermined route due to changes in the navigation environment.

[0105] In this embodiment, the path deviation amount refers to the distance that the ship should travel on the predetermined route, minus the actual distance traveled, which can be used to measure whether the ship has deviated from the predetermined route and the degree of deviation.

[0106] In this embodiment, the time-varying dynamics parameters refer to the different dynamic performance characteristics of the ship vehicle at different times or under different navigation conditions, which change with time or navigation conditions, including: drag coefficient, viscous damping, added mass, propeller torque.

[0107] 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. By considering the changes of time-varying dynamics parameters (such as drag coefficient, viscous damping, added mass, propeller torque, etc.) of the ship under various navigation conditions, the motion state and response characteristics of the ship at different speeds can be predicted.

[0108] In this embodiment, the power loss parameter is the resistance characteristic of the ship during navigation, including: drag coefficient, hydrodynamic parameter, propulsion efficiency.

[0109] In this embodiment, the power burden parameter is usually used to measure the energy consumption required by the ship under certain conditions.

[0110] In this embodiment, the power cost refers to the energy consumption cost necessary for maintaining normal operation of the ship during the ship transportation process, and in the case of path deviation, the power cost includes fuel consumption, labor cost, and maintenance cost.

[0111] In this embodiment, the ship stay time distribution refers to the time allocation during the ship stay at the port.

[0112] In this embodiment, the time cost refers to the cost caused by the occupation or waste of time due to some reasons.

[0113] In this embodiment, the obstacle avoidance index is mainly used to evaluate the obstacles in the environment around the ship, helping the ship to make corresponding decisions to ensure safe driving.

[0114] In this embodiment, the ship control state parameters include the heading angle, speed, maneuverability, and resistance.

[0115] In this embodiment, the control intensity cost of the ship path deviation scheme refers to various costs required for implementing the ship path deviation technology, such as fuel cost and operation cost.

[0116] The beneficial effects of the above technical solutions are: based on the relative position relationship between the target wharf and the ship, the ship's multiple predicted sailing trajectories are determined based on the sailing data and the heading state, and the optimal sailing trajectory is determined, realizing the ship's unloading and loading assistance, the optimal sailing trajectory can avoid accidents, at the same time, reduces the phenomenon of collision or rubbing, resulting in damage to goods, injury to crew and environmental pollution and other problems, greatly improves the docking efficiency and safety of the ship.

[0117] Embodiment 2:

[0118] Based on the basis of embodiment 1, the first acquisition module of the embodiment, as shown in Figure 2 , includes:

[0119] The decoding unit acquires satellite signals according to the global satellite navigation system and decodes the satellite signals;

[0120] The first determination unit acquires the timestamp and intensity of the satellite signals according to the decoding result, and determines the position and speed of the ship according to the timestamp and intensity;

[0121] The first acquisition unit acquires the heading angle of the ship according to the automatic identification system;

[0122] The second acquisition unit acquires the sailing data and heading state of the ship in real time according to the position, speed and heading angle of the ship.

[0123] In this embodiment, satellite signals refer to signals received by satellites in space from radio waves transmitted from the Earth.

[0124] In this embodiment, decoding satellite signals refers to converting the original content of the signals back into a form readable by humans, such as text or images.

[0125] In this embodiment, the timestamp of the satellite signal refers to data recording the time of transmission or reception of the satellite signal, containing information about the time of signal occurrence.

[0126] In this embodiment, the strength of the satellite signal refers to the power of the received satellite signal, which is an important indicator of the quality of communication between the satellite and the ground receiving equipment. The larger the signal strength, the higher the received signal energy, and the better the communication quality and stability.

[0127] In this embodiment, the automatic identification system is an intelligent system that uses computer technology, optical technology, sensor technology, and other means to realize automatic identification, tracking, positioning, and management of ships.

[0128] In this embodiment, the heading angle of the ship refers to the left or right position of the ship's body on the horizontal plane, with the north direction as the reference point.

[0129] In this embodiment, the ship's navigation data refers to various data recorded during the ship's navigation, including the ship's position, speed, heading, draft, number of crew, type and quantity of cargo, weather and hydrological conditions.

[0130] In this embodiment, the heading state refers to the changes in the ship's heading during navigation,

[0131] The beneficial effects of the above technical solution are: according to the position, speed and heading angle of the ship, the navigation data and heading state of the ship are obtained in real time, the running state of the ship can be monitored and analyzed comprehensively, the running efficiency is improved, at the same time, the situation that the ship deviates from the predetermined channel or encounters unexpected situation can be found and corrected in time, so as to avoid accidents such as collision, grounding and stranding, and improve the safety of navigation.

[0132] Embodiment 3:

[0133] Based on the basis of embodiment 2, the embodiment of the application further comprises:

[0134] The second acquisition module acquires a plurality of parameters in the running process of the ship according to a plurality of types of sensors;

[0135] The transmission module connects the sensor and the control system through wireless, and transmits the plurality of parameters to the offshore data processing center;

[0136] An analysis module analyzes the plurality of parameters based on deep learning to determine possible fault points and fault causes of the ship.

[0137] An intelligent control module displays the fault points and fault causes in real time based on a human-computer interface system, remotely monitors and controls the ship through artificial intelligence technology, and realizes intelligent control of the ship.

[0138] In this embodiment, the plurality of types of sensors include pressure sensors, acceleration sensors, and temperature sensors.

[0139] In this embodiment, the plurality of parameters can be draft speed and fuel consumption.

[0140] In this embodiment, the possible fault points of the ship include:

[0141] The engine system includes fuel systems, lubrication systems, ignition systems, intake and exhaust systems, etc.

[0142] The electrical system includes battery packs, generators, switchboards, cables, plugs, relays, etc., which may be damaged in humid, high-temperature or vibrating environments, affecting the power supply of the ship.

[0143] The navigation system includes radar, sonar, global positioning system (GPS), etc., which may malfunction during use, affecting the navigation and safety of the ship.

[0144] The communication system includes satellite communication, VHF / UHF radio, ship-to-ship communication, electronic chart display and information system, etc., which may cause information transmission to be slow or lost when encountering interference, damage or operation errors.

[0145] In this embodiment, the fault causes can be:

[0146] Material problems: poor material quality or long service life of the ship, such as fatigue cracks in steel materials, loose connections in pipe connections, etc.

[0147] Manufacturing process problems: defects in the manufacturing process of the ship or not following the specifications, such as weak welding, insufficient machining precision of parts.

[0148] In this embodiment, the human-computer interaction interface is called a human-computer interface, which refers to the way users and computers exchange information,

[0149] In this embodiment, artificial intelligence technology is a technology that simulates, extends and expands human intelligence, learns and processes a large amount of data to realize autonomous decision-making, learning and task execution of machines.

[0150] The beneficial effects of the above technical solutions are: through remote monitoring and remote control of the ship by artificial intelligence technology, intelligent control of the ship is realized, the safety of the ship driving is improved, and the intelligent management of the ship is improved, and the management efficiency is improved.

[0151] Embodiment 4:

[0152] Based on the basis of embodiment 3, the first determination module of the embodiment comprises:

[0153] The second determination unit: according to the geographic information system, the geographic spatial information of the target wharf is obtained, and the coordinate information of the wharf is determined according to the geographic spatial information;

[0154] The geometric transformation unit: the coordinate information of the ship and the target wharf is geometrically transformed;

[0155] The third determination unit: according to the transformation result, the azimuth and distance between the target wharf and the ship are determined;

[0156] The fourth determination unit: according to the azimuth and distance, the relative position relationship between the ship and the target wharf is determined.

[0157] In this embodiment, the geographic information system is a system that processes, analyzes and displays geographic spatial data through computer technology, which can integrate geographic information data and maps into a unified platform.

[0158] In this embodiment, the geographic spatial information of the wharf includes: geographic position coordinates, site plan information, and traffic network information.

[0159] In this embodiment, the coordinate information refers to a set of data representing the position of the wharf. In geographic space, coordinate information is usually composed of longitude and latitude, which represents the precise position of the point on the plane.

[0160] In this embodiment, in geographic space, coordinate information often needs to be geometrically transformed, such as converting two-dimensional geographic coordinates into the boundary of a planar figure, such as projection transformation.

[0161] In this embodiment, the azimuth between the wharf and the ship describes their relative position relationship. In general, the azimuth is used to describe the position relationship of the ship or the boat relative to a reference point (usually a fixed point on the shore, such as a lighthouse, a wharf, etc.), specifically, the azimuth is an angle value between 0 degrees and 360 degrees, which represents the angle between the line connecting the reference point and the target object (ship or wharf) and the north direction, simply speaking, when the ship travels along a certain azimuth, it can be known that its direction of travel is east or west relative to the north direction, for example, if the azimuth of a ship is 90 degrees, its bow points to the north direction.

[0162] The beneficial effects of the above technical solutions are: according to the azimuth and the distance, the relative position relationship between the ship and the target wharf is determined, accurate navigation suggestions can be provided, which helps to ensure that the ship safely and efficiently reaches the destination, and 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.

[0163] Embodiment 5:

[0164] Based on the basis of embodiment 4, the second determination module of the embodiment comprises:

[0165] The setting unit: according to the navigation data and the heading state, a motion model of the ship is established, and a plurality of constraint conditions are set for the motion model;

[0166] The prediction unit: based on the set motion model, the historical heading information and the related data are combined to predict the future motion trajectory of the ship according to a preset algorithm;

[0167] The fifth determination unit: according to the relative position relationship and the future motion trajectory of the ship, a plurality of predicted navigation trajectories of the ship are determined by using a planning algorithm.

[0168] In this embodiment, the motion model of the ship is a mathematical model used to describe the motion behavior of the ship in water, such as: the force of the propeller on water, resistance and propulsion.

[0169] In this embodiment, the constraint condition can be: the maximum speed and the maximum distance of the ship.

[0170] 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 ending point of the navigation, the speed and the direction of the ship, the length and the density of the ship's track, and the deviation of the ship's heading.

[0171] In this embodiment, the related data can be: weather forecast, sea state forecast.

[0172] In this embodiment, the preset algorithm can be: machine learning algorithm.

[0173] In this embodiment, the planning algorithm can be ant colony algorithm: ant colony algorithm is a distributed search algorithm based on the cooperative behavior of ants, which can search for the optimal solution in the global range, and in the 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 cost and transfer probability are defined, and multiple paths are searched through the search process of ant colony algorithm.

[0174] The beneficial effects of the above technical solutions are: according to the relative position relationship and the future movement trajectory of the ship, a plurality of predicted sailing trajectories of the ship are determined by using a planning algorithm, so that when a danger is encountered, a plurality of sailing trajectories can be provided for selection, and the sailing safety is improved.

[0175] Embodiment 6:

[0176] Based on the basis of embodiment 5, the embodiment of the application further comprises: a sailing trajectory acquisition module, which acquires a target predicted sailing trajectory before optimizing the plurality of predicted sailing trajectories according to the dangerous factors in the voyage, and the sailing trajectory acquisition module comprises:

[0177] The division unit divides each predicted sailing trajectory into a plurality of sailing trajectory segments, and acquires regional marine state data of each sailing trajectory segment;

[0178] The eighth determination unit determines a power influence factor and a direction influence factor of a marine region where each sailing trajectory segment is located on the ship according to the regional marine state data;

[0179] The ninth determination unit determines a sailing state offset of the ship on each sailing trajectory segment based on the power influence factor and the direction influence factor;

[0180] The screening unit screens the plurality of predicted sailing trajectories according to the sailing state offset, and acquires a target predicted sailing trajectory that meets the sailing requirement.

[0181] In this embodiment, the regional marine state data refers to the monitoring and recording of the marine environment and resource status of a specific sea area, such as:

[0182] Sea state data: such as wave height, current speed, seawater temperature, seawater salinity.

[0183] Hydro-meteorological data: such as precipitation, wind power, visibility.

[0184] Biogeochemical data: such as phytoplankton, zooplankton, benthic organisms, sediment biological community structure, abundance, and their metabolites.

[0185] Geological and geomorphological data: such as seafloor topography, geomorphological type, seafloor crust structure.

[0186] In this embodiment, the power influence factor refers to a factor that affects the power of the ship, such as sea temperature and seawater density.

[0187] In this embodiment, the direction influence factor refers to a factor that affects the direction of the ship, such as visibility and wind power.

[0188] In this embodiment, the sailing state offset refers to the difference between the actual ship position and the calculated theoretical ship position.

[0189] The beneficial effects of the above technical solutions are: according to the navigation state offset, a plurality of predicted navigation trajectories are screened to obtain a target predicted navigation trajectory meeting the navigation requirement, the predicted navigation trajectory meeting the navigation requirement can be quickly and accurately found, the accuracy and efficiency of navigation can be improved, and unnecessary deviation and time waste can be avoided.

[0190] Through the description of the above embodiments, those skilled in the art can clearly understand that each embodiment can be realized by means of software and the necessary general hardware platform, and of course, it can also be realized by hardware. Based on such understanding, the above technical solutions can be embodied in the form of a software product, which can be stored in a computer readable storage medium, such as a ROM / RAM, a magnetic disk, an optical disk, etc., and includes a plurality of instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the method described in each embodiment or some parts of the embodiment.

[0191] Finally, it should be noted that: the above examples are only used to illustrate the technical solutions of the present application, and not to limit them; although the present application has been described in detail with reference to the foregoing examples, those skilled in the art should understand that: it can still modify the technical solutions recorded in the foregoing examples, or make equivalent replacement for some technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. A ship berthing and unberthing auxiliary system, characterized in that, include: First acquisition module: Acquires real-time navigation data and heading status of ships based on the global satellite navigation system; The first determining module: determines the location information of the target wharf and the relative positional relationship between the vessel and the target wharf; The second determining module: determines multiple expected navigation trajectories of the vessel based on the relative positional relationships, navigation data, and heading status; Optimization module: Optimizes multiple expected navigation trajectories based on the ship's surrounding environment and navigation rules, and determines the optimal navigation path based on the optimization results to assist the ship in berthing and departure. The optimization module includes: The third acquisition unit: acquires various environmental data related to the ship's multiple expected navigation trajectories and voyages based on satellite remote sensing; The sixth determining unit: determines the hazardous factors during the voyage based on the various environmental data and navigation rules; Optimization unit: Optimizes multiple predicted navigation trajectories based on the aforementioned risk factors; The seventh determining unit: Based on the optimization results and the cost factors of the ship, the optimal sailing path is determined to assist the ship in berthing and departure. The optimization unit includes: First acquisition subunit: Determine multiple path offset schemes for each expected navigation trajectory based on hazard factors, and acquire the path offset amount for each path offset scheme; Sub-unit construction: Based on the path offset of each path offset scheme, a time-varying dynamic model of the ship is constructed according to the time-varying dynamic parameters of the ship. The first determining sub-unit: using the time-varying dynamic model of the ship's aircraft, the dynamic loss parameters and dynamic burden parameters of each path offset scheme are determined based on the path offset amount of each path offset scheme; The second determining sub-unit: Determine the power cost of each path offset scheme based on the power loss parameters and power burden parameters; First screening sub-unit: Screen out the first path offset schemes with power costs less than or equal to the first cost threshold, and obtain the ship dwell time distribution for each first path offset scheme; Analysis sub-unit: Analyze the time cost of each first path offset scheme based on the ship dwell time distribution of each first path offset scheme; The second screening sub-unit: screens out second path deviation schemes with time costs less than or equal to the second cost threshold, and determines obstacle avoidance indicators based on risk factors; The third determining sub-unit: Obtain collision avoidance decision optimization indicators based on obstacle avoidance indicators, and determine the ship's control state parameters through collision avoidance decision optimization indicators; The third screening sub-unit: determines the control strength cost of each second path offset scheme based on the control state parameters, and filters out the third path offset schemes whose control strength cost is less than or equal to the third cost threshold. Determine the optimization scheme sub-unit: Use each third path offset scheme as the optimization scheme for the expected navigation trajectory.

2. The ship berthing and unberthing auxiliary system according to claim 1, characterized in that, The first acquisition module includes: Decoding unit: Obtains satellite signals from the Global Navigation Satellite System and decodes the satellite signals; The first determining unit: obtains the timestamp and strength of the satellite signal based on the decoding results, and determines the ship's position and speed based on the timestamp and strength; First acquisition unit: Acquires the ship's heading angle based on the automatic identification system; The second acquisition unit acquires the ship's navigation data and heading status in real time based on the ship's position, speed, and heading angle.

3. The ship berthing and unberthing auxiliary system according to claim 1, characterized in that, Also includes: The second acquisition module acquires multiple parameters during the ship's operation in real time based on various types of sensors; Transmission module: Connects the sensors and control system wirelessly and transmits the multiple parameters to the marine data processing center; Analysis module: Analyzes the multiple parameters using deep learning to determine possible failure points and causes of the ship; Intelligent control module: Displays the fault point and fault cause in real time based on the human-machine interface system, and remotely monitors and controls the ship through artificial intelligence technology to achieve intelligent control of the ship.

4. The ship berthing and unberthing auxiliary system according to claim 1, characterized in that, The first determining module includes: The second determining unit: obtains the geospatial information of the target wharf based on the geographic information system, and determines the coordinate information of the wharf based on the geospatial information; Geometric transformation unit: Performs geometric transformations on the coordinate information of the ship and the target dock; The third determining unit: Based on the transformation results, determine the azimuth and distance between the target wharf and the vessel; The fourth determining unit: determines the relative positional relationship between the ship and the target dock based on the azimuth and distance.

5. The ship berthing and unberthing auxiliary system according to claim 1, characterized in that, The second determining module includes: Setting unit: Establishes a motion model of the ship based on the navigation data and heading status, and sets multiple constraints on the motion model; Prediction Unit: Based on the set motion model, combined with historical heading information and relevant data, predicts the future motion trajectory of the ship according to a preset algorithm; The fifth determining unit: Based on the relative positional relationship and the ship's future trajectory, a planning algorithm is used to determine multiple expected navigation trajectories for the ship.

6. The ship berthing and unberthing auxiliary system according to claim 1, characterized in that, Also includes: The trajectory acquisition module acquires the target projected trajectory before optimizing multiple projected trajectories based on hazard factors during the voyage. This module includes: Unit division: Each projected navigation path is divided into multiple navigation path segments, and regional ocean state data for each navigation path segment are obtained; The eighth determining unit: Based on regional ocean state data, determine the dynamic and directional influence factors of the ocean area where each segment of the navigation trajectory is located for the ship; Ninth determining unit: Determine the ship's navigation state deviation on each segment of the navigation trajectory based on the dynamic influence factor and the directional influence factor; Filtering unit: Filters multiple expected navigation trajectories based on navigation status offset to obtain the target expected navigation trajectory that meets navigation requirements.

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