Intelligent data processing method for ship berthing

Abstract

The invention discloses an intelligent data processing method for ship berthing, and the method comprises the steps: respectively detecting and judging the wind speed values of a bow end, a stern end and a middle section when determining that the wind directions of the bow end and the stern end of a ship are the downwind directions facing an embankment; the safety determination value is determined based on different judgment results, and the output safety signal is determined based on the magnitude relationship between the safety determination value and the safety judgment value; further, the downwind at different positions in the length direction of the ship body is analyzed and judged, and safety prompt feedback is performed on a driver in the berthing process through intelligent analysis and processing, so that intelligent data analysis and processing during berthing of the ship are realized; the safety and guidance in the ship berthing process are improved.

Description

Technical Field

[0001] The present application relates to the technical field of ship docking data processing, and in particular to an intelligent ship docking data processing method. Background Art

[0002] When a ship is docking, wind speed and water speed have a significant impact on its docking safety and stability. Crosswinds can cause lateral displacement of the ship, increasing the risk of collision with the dock or other ships. If the wind is strong, it may make the ship difficult to control or even unable to dock smoothly. For example, when strong winds blow from one side of the ship, the ship may be blown away from the scheduled berthing position, and it is necessary to use tugboats or increase the ship's own propulsion to fight the wind. A tailwind may cause the ship to berth too fast, increasing the force of collision with the dock. If the crew fails to take deceleration measures in time, it may cause serious damage to the ship and the dock. In addition, a tailwind may make it difficult for the ship to remain stable after berthing and prone to movement. Changes in wind speed can cause the ship to shake and bump. Especially in windy weather, the ship may be hit by strong winds, causing the hull to shake violently, affecting the crew's operation and the comfort of passengers. In addition, the wind may also cause uneven force on the ship's mooring cables, increasing the risk of cable breakage.

[0003] Furthermore, changes in water speed can cause the ship to shake and pitch. The impact of the water flow can cause the ship to shake, especially in areas with turbulent water flow, which can greatly affect the stability of the ship. In addition, the water flow may also cause uneven force on the ship's mooring cables, increasing the risk of cable breakage.

[0004] Therefore, during the berthing process of a ship, it is necessary to pay close attention to the changes in wind speed and water speed, and adjust the ship's propeller and rudder angle in time to maintain the stability of the ship. However, at present, it is not possible to analyze and process the different wind speeds along the length direction of the ship's hull during the berthing process of a ship in a downwind state, and to provide risk or safety warnings to the drivers operating the ship's berthing based on the analysis and processing results. Summary of the invention

[0005] In an exemplary embodiment of the present application, a method for intelligent data processing for ship docking is provided, which analyzes and judges the tailwind at different positions along the length of the hull and provides safety prompts and feedback to the driver during the docking process through intelligent analysis and processing.

[0006] The present application provides an intelligent data processing method for ship berthing, which determines whether the wind directions at the bow end and the stern end of the ship are both in a first direction, wherein the first direction refers to the moving direction of the ship toward the embankment;

[0007] If the wind directions at the bow end and the stern end of the ship are both in the first direction, a first wind speed detection value, a second wind speed detection value, and a third wind speed detection value are respectively obtained, wherein the first wind speed detection value is monitored and obtained by a first wind speed sensor arranged at the bow end of the ship, the second wind speed detection value is monitored and obtained by a second wind speed sensor arranged at the stern end of the ship, and the third wind speed detection value is monitored and obtained by a third wind speed sensor arranged between the bow end and the stern end of the ship;

[0008] Determine the magnitude relationship between the first wind speed detection value and the first threshold, the second wind speed detection value and the second threshold, and the third wind speed detection value and the third threshold;

[0009] If the first wind speed detection value is less than the first threshold, the second wind speed detection value is less than the second threshold, and the third wind speed detection value is less than the third threshold, the safety basic threshold is accumulated with the first index to determine the safety determination value;

[0010] If the first wind speed detection value is less than the first threshold value, the second wind speed detection value is less than the second threshold value, and the third wind speed detection value is greater than the third threshold value, or the first wind speed detection value is greater than the first threshold value, the second wind speed detection value is less than the second threshold value, and the third wind speed detection value is less than the third threshold value, the safety basic threshold value is accumulated with the second index and a safety determination value is determined;

[0011] If the first wind speed detection value is less than the first threshold value, the second wind speed detection value is greater than the second threshold value, and the third wind speed detection value is less than the third threshold value, or the first wind speed detection value is greater than the first threshold value, the second wind speed detection value is greater than the second threshold value, and the third wind speed detection value is less than the third threshold value, the safety basic threshold value is accumulated with the third index and a safety determination value is determined;

[0012] If the first wind speed detection value is less than the first threshold value, the second wind speed detection value is greater than the second threshold value, and the third wind speed detection value is greater than the third threshold value, or the first wind speed detection value is greater than the first threshold value, the second wind speed detection value is less than the second threshold value, and the third wind speed detection value is greater than the third threshold value, the safety basic threshold value is accumulated with a fourth index and a safety determination value is determined;

[0013] If the first wind speed detection value is greater than the first threshold, the second wind speed detection value is greater than the second threshold, and the third wind speed detection value is greater than the third threshold, the safety basic threshold is accumulated with the fifth index to determine the safety determination value;

[0014] Among them, the fifth index is greater than the fourth index, the fourth index is greater than the third index, the third index is greater than the second index, and the second index is greater than the first index.

[0015] Furthermore, the magnitude relationship between the safety determination value and the safety judgment value is determined, and if the safety determination value is greater than the safety judgment value, a safety prompt signal is output.

[0016] Furthermore, the safety basic threshold is 0, and the first index, the second index, the third index and the fourth index are all greater than 0.

[0017] Furthermore, the safety judgment value is greater than the third index and less than the fourth index.

[0018] Further, the first wind speed detection value is determined by the average value of multiple detection values ​​obtained by the first wind speed sensor in a first time period, the second wind speed detection value is determined by the average value of multiple detection values ​​obtained by the second wind speed sensor in the first time period, and the third wind speed detection value is determined by the average value of multiple detection values ​​obtained by the third wind speed sensor in a second time period, and the time length of the first time period is shorter than the time length of the second time period.

[0019] Furthermore, the safety prompt signal is used to drive a signal light or an alarm broadcasting system to operate.

[0020] The embodiments of the present application have the following beneficial effects: when it is determined that the wind direction at the bow and stern ends of the ship is toward the bank and the moving direction is the downwind direction, the wind speed values ​​at the bow end, the stern end and the middle section are detected and judged respectively, and the safety determination value is determined based on different judgment results, and the output safety signal is determined based on the relationship between the safety determination value and the safety judgment value, thereby realizing the analysis and judgment of the downwind at different positions along the length of the hull and providing safety prompts and feedback to the driver during the docking process through intelligent analysis and processing, thereby realizing intelligent analysis and processing of the data of the ship when docking, so as to improve the safety and guidance of the ship during the docking process. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0022] Figure 1A schematic diagram of an intelligent data processing method for ship berthing provided by an embodiment of the present application is exemplarily shown;

[0023] Figure 2 The schematic diagram of the positions of the first wind speed sensor, the second wind speed sensor and the third wind speed sensor on a ship provided in an embodiment of the present application is exemplarily shown. DETAILED DESCRIPTION

[0024] In order to make the purpose, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application.

[0025] To further illustrate the technical solution provided by the embodiment of the present application, this is described in detail below in conjunction with the accompanying drawings and specific implementation methods. Although the embodiment of the present application provides the method operation steps shown in the following embodiments or drawings, more or fewer operation steps may be included in the method based on routine or no creative labor. In the steps where there is no necessary causal relationship logically, the execution order of these steps is not limited to the execution order provided in the embodiment of the present application.

[0026] refer to Figure 1-2 As shown, the present application provides an intelligent data processing method for ship docking, which determines whether the wind directions at the bow and stern of the ship are both in a first direction, where the first direction refers to the direction of movement of the ship toward the embankment.

[0027] Among them, this step is used to determine whether the wind direction at the bow and stern is the first direction, that is, the direction of movement of the ship during the process of docking at the embankment. If it is the first direction, it is a tailwind. Considering that a tailwind may cause the ship to berth too fast, increasing the force of the collision with the dock. If the crew fails to take deceleration measures in time, it may cause serious damage to the ship and the dock. In addition, a tailwind may also make it difficult for the ship to remain stable after berthing and prone to movement. Therefore, when the wind direction at the bow and stern is a tailwind, it will be necessary to focus on the safety control of the ship during the docking process under the influence of this wind direction, so as to achieve safety control of the embankment during docking, and effectively implement safety reminders for ship operators during docking.

[0028] It should be noted that the moving direction can be manually input as the actual movement direction of the ship. The wind direction at the bow and stern ends can be obtained by wind direction sensors respectively arranged at the bow and stern ends to determine whether it is the same as the manually input direction, and then determine whether it is the first direction.

[0029] If the wind directions at the bow and stern ends of the ship are both in the first direction, a first wind speed detection value, a second wind speed detection value, and a third wind speed detection value are respectively obtained. The first wind speed detection value is monitored and obtained by a first wind speed sensor 11 arranged at the bow end of the ship, the second wind speed detection value is monitored and obtained by a second wind speed sensor 12 arranged at the stern end of the ship, and the third wind speed detection value is monitored and obtained by a third wind speed sensor 13 arranged between the bow and stern ends of the ship.

[0030] In the technical solution provided in this application, the overall length of the ship is relatively large, and the wind speeds received by the bow, stern and middle areas are different. Specifically, the parts above the waterline of the ship, such as the superstructure, mast, etc., will change the direction and speed of the wind flow, thereby generating different wind speeds in different areas. The shape and size of the hull, as well as the sailing conditions, will affect the distribution of wind speed.

[0031] Furthermore, under the condition of side wind, the pressure change pattern above the front deck of the ship is basically the same at the bow end, and the time mean, change amplitude and period are not much different. This means that the wind speed at the bow end is relatively uniform, but it will be affected by the shape of the hull. For example, the superstructure, mast and other structures will change the direction and speed of the wind flow, thus generating different wind speed areas at the bow end.

[0032] The average pressure above the deck at the stern end is slightly higher than that at the front half, and the amplitude and period of change are both larger. The stern end is more affected by the wind speed and changes more dramatically. In addition, the structure at the stern end, such as the island, will cause the wind speed to change significantly at the stern end, forming vortices and detached vortices, which will affect the wind speed distribution at the stern end.

[0033] In the middle area of ​​the ship, in addition to the vortex on the windward side, a pair of opposing vortices are generated behind the ship island. The vortex on the windward side increases in size as it gets closer to the stern, and the vortex center gradually approaches the centerline of the deck; while the opposing vortex behind the ship island gradually leaves the leeward side of the ship and becomes a detached vortex. Near the leeward side of the rear half of the deck, the flow becomes a gentle horizontal flow.

[0034] Therefore, the impact of ship structure on wind speed varies significantly in different areas, and these differences will affect the stability and maneuverability of the ship, especially under crosswind conditions.

[0035] This difference will have an impact on the ship during the docking process. Therefore, it is necessary to distinguish and judge the wind speed at the bow and stern of the ship and the middle area, and comprehensively evaluate its impact on the ship during the docking process.

[0036] Thus, the wind speed at the bow end is monitored by the first wind speed sensor 11, the wind speed at the stern end is monitored by the second wind speed sensor 12, and the wind speed at the middle position of the ship is monitored by the third wind speed sensor 13, so that the wind speed at different positions along the length direction of the ship can be acquired and used for data analysis of the ship when it is safely docked in the downwind direction and for safety prompts.

[0037] Determine the magnitude relationship between the first wind speed detection value and the first threshold, the second wind speed detection value and the second threshold, and the third wind speed detection value and the third threshold.

[0038] Among them, if the first wind speed detection value is less than the first threshold, and the second wind speed detection value is less than the second threshold, and the third wind speed detection value is less than the third threshold, the safety basic threshold is accumulated with the first index and the safety determination value is determined, and a safe operation signal is output. The safe operation signal is a feedback signal indicating that the ship is docked smoothly, wherein the safe operation signal is a driving signal for the indicator light to emit a green light.

[0039] In this case, if the first wind speed detection value, the second wind speed detection value and the third wind speed detection value are all less than their corresponding thresholds, it means that the current wind speeds at the bow, stern and middle parts of the ship are relatively small, which will not have a great impact on the ship during the docking process. Therefore, the safety determination value is determined by the safety basic value with the minimum first index, and there is no need to send a safety prompt signal.

[0040] If the first wind speed detection value is less than the first threshold and the second wind speed detection value is less than the second threshold and the third wind speed detection value is greater than the third threshold, or the first wind speed detection value is greater than the first threshold and the second wind speed detection value is less than the second threshold and the third wind speed detection value is less than the third threshold, the safety basic threshold is accumulated with the second index and the safety determination value is determined.

[0041] In this case, the wind speed at the middle position of the ship is higher than the set relevant threshold, or the wind speed at the bow position of the ship is higher than the set relevant threshold, and the control sends an early warning signal to indicate a safety reminder when the ship is docked. The early warning signal is a driving signal for the indicator light to emit a blue light.

[0042] Furthermore, if the wind speed is high only at the middle of the ship, the ship will move sideways, which will also have a certain impact on the forward speed of the ship, but it will have little impact on the docking at this time, so it is fed back externally in the form of a warning signal. Furthermore, if the wind speed is high only at the bow of the ship, the forward speed of the ship will be hindered to a certain extent. The wind resistance acts on the bow, increasing the difficulty of the ship moving forward, which may cause the ship to slow down its docking speed. Therefore, it will not affect the safety of the ship at the dock, so it is fed back externally in the form of a warning signal.

[0043] If the first wind speed detection value is less than the first threshold and the second wind speed detection value is greater than the second threshold and the third wind speed detection value is less than the third threshold, or the first wind speed detection value is greater than the first threshold and the second wind speed detection value is greater than the second threshold and the third wind speed detection value is less than the third threshold, the safety basic threshold is accumulated with the third index to determine the safety determination value, and a prompt alarm signal is output.

[0044] In this case, only the wind speed at the stern of the ship is high or the wind speed at both the bow and the stern is high, which increases the forward speed of the ship. The thrust of the wind acts on the stern, pushing the ship forward, which may cause the docking speed to be too fast. Too fast speed will increase the risk of collision between the ship and the dock. Therefore, the crew needs to take deceleration measures in time and prompt an alarm signal. The prompt alarm signal is used to drive the prompt light to emit a yellow light. The operator needs to pay attention to the docking control in this case.

[0045] If the first wind speed detection value is less than the first threshold and the second wind speed detection value is greater than the second threshold and the third wind speed detection value is greater than the third threshold, or the first wind speed detection value is greater than the first threshold and the second wind speed detection value is less than the second threshold and the third wind speed detection value is greater than the third threshold, the safety basic threshold is accumulated with the fourth index and the safety determination value is determined.

[0046] In this case, since the wind speed at the middle position and the stern of the ship are both relatively large, or the wind speed at the bow and the middle position is relatively large, it will have a great impact on the overall control of the ship, especially when the wind speed at the middle position is relatively large and combined with the relatively large wind speed at the bow or stern, it will cause a great hindrance to the control of the ship and it is necessary to adjust the direction in time according to the docking position or direction, and accumulate the safety basic threshold with a higher fourth index.

[0047] If the first wind speed detection value is greater than the first threshold, the second wind speed detection value is greater than the second threshold, and the third wind speed detection value is greater than the third threshold, the safety basic threshold is accumulated using the fifth index to determine the safety determination value.

[0048] In this case, the wind speed is high at the overall position of the ship along its length, which will have a very significant impact on the ship, so the safety basic threshold is accumulated with the highest fifth index.

[0049] Among them, the fifth index is greater than the fourth index, the fourth index is greater than the third index, the third index is greater than the second index, the second index is greater than the first index, the safety basic threshold is 0, and the first index, the second index, the third index and the fourth index are all greater than 0. For example, the first index is 10, the second index is 20, the third index is 30, the fourth index is 50, and the set safety judgment value is 40.

[0050] The safety judgment value is greater than the third index and less than the fourth index, and the size relationship between the safety determination value and the safety judgment value is judged. If the safety determination value is greater than the safety judgment value, a safety prompt signal is output. The safety prompt signal is used to drive the signal light or the alarm broadcast system to work. That is to say, after the judgment is completed, when the safety basic threshold is accumulated with the fourth index or the fifth index, the driver sends out a safety prompt signal. Among them, the safety prompt signal is used to drive the signal light to emit a red light. The signal light and the prompt light are different lamp bodies, so that the operator can make different safety processing actions according to the attention of different lamp bodies.

[0051] The first wind speed detection value is determined by the average value of multiple detection values ​​obtained by the first wind speed sensor 11 in the first time period, the second wind speed detection value is determined by the average value of multiple detection values ​​obtained by the second wind speed sensor 12 in the first time period, and the third wind speed detection value is determined by the average value of multiple detection values ​​obtained by the third wind speed sensor 13 in the second time period, and the time length of the first time period is shorter than the time length of the second time period. When obtaining the wind speed at different positions in the length direction of the ship, considering that the wind speed at the middle position varies greatly, it is necessary to extend the monitoring period or monitoring time period to determine a more accurate wind speed at the middle position, thereby improving the accuracy of the wind speed detection at different positions in the length direction of the ship.

[0052] When it is determined that the wind direction at the bow and stern ends of the ship is toward the bank and the moving direction is the downwind direction, the wind speed values ​​at the bow end, the stern end and the middle section are detected and judged respectively, and the safety determination value is determined based on different judgment results, and the output safety signal is determined based on the relationship between the safety determination value and the safety judgment value, thereby realizing the analysis and judgment of the downwind at different positions along the length of the hull and providing safety prompts and feedback to the driver during the docking process through intelligent analysis and processing, thereby realizing intelligent analysis and processing of the ship's data when docking, so as to improve the safety and guidance of the ship during the docking process.

[0053] Those skilled in the art will appreciate that the embodiments of the present application may be provided as methods, systems, or computer program products. Therefore, the present application may adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment in combination with software and hardware. Moreover, the present application may adopt the form of a computer program product implemented in one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) that include computer-usable program code.

[0054] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0055] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0056] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process. Figure 1 A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0057] Obviously, those skilled in the art can make various changes and modifications to the present application without departing from the scope of the present application. Thus, if these modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is also intended to include these modifications and variations.

Claims

1. A method for intelligent data processing of ship berthing, characterized in that: Determining whether the wind directions at the bow end and the stern end of the ship are both in a first direction, where the first direction refers to the moving direction of the ship toward the embankment; If the wind directions at the bow end and the stern end of the ship are both in the first direction, a first wind speed detection value, a second wind speed detection value, and a third wind speed detection value are respectively obtained, wherein the first wind speed detection value is monitored and obtained by a first wind speed sensor arranged at the bow end of the ship, the second wind speed detection value is monitored and obtained by a second wind speed sensor arranged at the stern end of the ship, and the third wind speed detection value is monitored and obtained by a third wind speed sensor arranged between the bow end and the stern end of the ship; Determine the magnitude relationship between the first wind speed detection value and the first threshold, the second wind speed detection value and the second threshold, and the third wind speed detection value and the third threshold; If the first wind speed detection value is less than the first threshold, the second wind speed detection value is less than the second threshold, and the third wind speed detection value is less than the third threshold, the safety basic threshold is accumulated with the first index to determine the safety determination value; If the first wind speed detection value is less than the first threshold value, the second wind speed detection value is less than the second threshold value, and the third wind speed detection value is greater than the third threshold value, or the first wind speed detection value is greater than the first threshold value, the second wind speed detection value is less than the second threshold value, and the third wind speed detection value is less than the third threshold value, the safety basic threshold value is accumulated with the second index and a safety determination value is determined; If the first wind speed detection value is less than the first threshold value, the second wind speed detection value is greater than the second threshold value, and the third wind speed detection value is less than the third threshold value, or the first wind speed detection value is greater than the first threshold value, the second wind speed detection value is greater than the second threshold value, and the third wind speed detection value is less than the third threshold value, the safety basic threshold value is accumulated with the third index and a safety determination value is determined; If the first wind speed detection value is less than the first threshold value, the second wind speed detection value is greater than the second threshold value, and the third wind speed detection value is greater than the third threshold value, or the first wind speed detection value is greater than the first threshold value, the second wind speed detection value is less than the second threshold value, and the third wind speed detection value is greater than the third threshold value, the safety basic threshold value is accumulated with a fourth index and a safety determination value is determined; If the first wind speed detection value is greater than the first threshold, the second wind speed detection value is greater than the second threshold, and the third wind speed detection value is greater than the third threshold, the safety basic threshold is accumulated with the fifth index to determine the safety determination value; Among them, the fifth index is greater than the fourth index, the fourth index is greater than the third index, the third index is greater than the second index, and the second index is greater than the first index.

2. The method according to claim 1, characterized in that The magnitude relationship between the safety determination value and the safety judgment value is determined, and if the safety determination value is greater than the safety judgment value, a safety prompt signal is output.

3. The method according to claim 2, characterized in that The safety basic threshold is 0, and the first index, the second index, the third index and the fourth index are all greater than 0.

4. The method according to claim 3, characterized in that The safety judgment value is greater than the third index and less than the fourth index.

5. The method according to claim 1, characterized in that: The first wind speed detection value is determined by the average value of multiple detection values ​​obtained by the first wind speed sensor in a first time period, the second wind speed detection value is determined by the average value of multiple detection values ​​obtained by the second wind speed sensor in the first time period, and the third wind speed detection value is determined by the average value of multiple detection values ​​obtained by the third wind speed sensor in a second time period. The time length of the first time period is shorter than the time length of the second time period.

6. The method according to claim 2, characterized in that The safety prompt signal is used to drive the signal light or the alarm broadcasting system to work.

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