Ship evaluation method based on multi-source data

Abstract

The invention discloses a ship evaluation method based on multi-source data, and the method comprises the steps: firstly obtaining ship historical data which mainly comprises ship static attribute information, ship dynamic navigation information, ship safety inspection information, navigation meteorological information and the like, and carrying out the deep mining of the obtained data, according to historical navigation information, navigation weather information, safety inspection information and other conditions of the ship, a standardized ship evaluation index is constructed, the real condition of the ship is analyzed, and detailed evaluation information of the ship is provided for a ship company and a ship tenant before the ship is purchased or rented; a ship company or a tenant is helped to judge whether the ship is a needed ship or not, the ship which is high in cost performance and consistent in actual performance and description is rented for a user, and the conditions of economic losses, economic disputes and the like caused by the conditions such as the ship navigational speed in the follow-up process are further reduced.

Description

Technical Field

[0001] The present invention relates to the ship industry, and in particular to a ship evaluation method based on multi-source data. Background Art

[0002] Water transport is an important economic link connecting various countries and regions, and has always occupied a large share of global trade transportation. Shipping has the characteristics of large volume, strong throughput capacity, and low freight rates, so that more than 80% of the world's trade volume is completed through shipping, which plays a significant role in the development of the national economy. The rapid development of the shipping industry has promoted the rapid progress of human material life, and is also an important factor affecting the world economic change.

[0003] Due to the development of the shipping industry, the surge in sea transportation volume has brought about a booming ship market. The increase in global trade volume has also brought about a rapid increase in new ship orders, second-hand ship transactions, and ship leasing business. In 2021, factors such as strong demand in the foreign trade market and rising raw material prices have caused container shipping prices to remain high, and dry bulk shipping prices, which are mainly based on bulk commodities, have also seen a sharp rise. The surge in freight rates has boosted the confidence of shipowners, attracted shipowners to purchase ships, and shipping companies to lease ships, which has raised the ship trading index to a certain extent. However, as a capital-intensive industry, shipping companies and shipowners cannot do without a large amount of capital investment in either chartering or buying ships. At the same time, the ship leasing business involves more links and a longer investment recovery period. Compared with other industries, there are higher risks, especially the existence of many uncontrollable factors. Once problems arise, companies will suffer huge losses or even go bankrupt.

[0004] At present, when buying or leasing a ship, the suitability of the ship must be confirmed first, and the shipowner should cooperate to provide relevant information about the ship. In addition, in order to evaluate the overall adaptability of the ship, a ship inspection procedure is generally carried out before use. The ship inspection procedure includes comprehensive inspections of ship certificates and documents, hull structure and condition, electromechanical equipment, communication and navigation equipment, fire and life-saving equipment, pollution prevention management, personnel management, etc. At the same time, the charterer or shipowner must also clarify the actual navigation capability of the ship and ensure that the ship's speed ensures the timeliness of transporting goods. During the chartering process, if the charterer and the lessee agree on a ship speed guarantee clause, when the ship speed is less than the agreed speed, the lessee can file a ship speed claim and claim compensation for the time loss it has suffered. However, in the face of claims for substandard ship speed, the lessor can defend based on different understandings of the ship speed clause and procedural defenses, resulting in many uncertainties and a long period of time in the process of ship speed claims. In the process of obtaining evidence, the navigation log and the meteorological navigation voyage evaluation report are two commonly used pieces of evidence, providing data support for the lessee, which has also become one of the reasons for the increase in similar cases in recent years.

[0005] In terms of ship suitability inspection, the hull structure, ship certificate, fire-fighting facilities, etc. can be confirmed by professional technicians, but there is no quantifiable indicator for analysis of the ship's navigation capability, which has led to an increase in the number of economic disputes due to ship speed issues. However, the delicate process, long process, and difficulty in obtaining evidence of the above disputes further affect the normal operation of shipping companies and shipowners. At present, logbooks and meteorological navigation voyage evaluation reports are usually used as relevant evidence for the above disputes. The logbook is one of the important legal documents of the ship. It is used to record general matters such as voyage time, ship heading, speed, position, weather, sea conditions, channel conditions, fuel consumption, and major events such as maritime accidents and crew casualties. It is the most important and basic record of daily work on the ship. The meteorological navigation voyage evaluation report is a voyage evaluation report issued by a professional weather navigation company after the voyage to monitor the weather navigation and speed of the ship.

[0006] In actual situations, some ships are old and have not been maintained on time. The actual speed is far lower than the initial speed, but the speed is falsely reported when signing the contract. The captain records false weather conditions in the logbook for the speed problem, resulting in a large difference between the obtained air navigation report and the logbook. As third-party evidence, although the subjective authenticity of the provider of the air navigation report should be strong, the possibility of falsification of the air navigation report cannot be completely ruled out. The most important thing is that the acquisition of the above information is the evidence collection process after the ship has been leased or purchased, and the data collection work has been carried out when the shipping company or lessee has caused economic losses. How to provide relevant shipping companies or lessees with more detailed ship evaluation information before leasing or purchasing a ship, help shipping companies or lessees to judge whether the ship is a ship they need and whether it can meet their shipping needs in the future, and help shipping companies or lessees lease and purchase suitable ships. There is relatively little research on how to provide relevant shipping companies or lessees with more detailed ship evaluation information before leasing or purchasing a ship, help shipping companies or lessees to judge whether the ship is a ship they need and whether it can meet their shipping needs in the future, and help shipping companies or lessees lease and purchase suitable ships. Summary of the invention

[0007] In view of this, the present invention provides a ship assessment method based on multi-source data to solve the problems existing in the above-mentioned background technology.

[0008] A ship assessment method based on multi-source data specifically comprises the following steps:

[0009] S1, obtain historical data of ships;

[0010] The ship historical data includes basic attribute data, navigation data, global weather data and ship safety inspection data;

[0011] S2, preprocessing of historical ship data;

[0012] S3, calculating the proportion of voyage mileage within the time range of interest and the proportion of maximum speed to design speed within the time range of interest based on the pre-processed navigation data, and rating each situation based on the calculation results;

[0013] Calculate the navigation score of the voyage mileage under different meteorological conditions within the time range of interest based on the pre-processed global meteorological data, and rate the ship based on the calculation results;

[0014] Calculate the number of ship anomalies within the time range of interest based on the pre-processed navigation data, and rank the ships based on the number of ship anomalies;

[0015] Based on the pre-processed ship safety inspection data, ships are rated according to flag state performance, ship safety inspection status, key tracked ships / companies, and number of ship accidents.

[0016] Preferably, the specific steps of preprocessing the navigation data in the ship historical data in step S2 are:

[0017] Firstly, according to the discrete point distance calculation method, the data generated by signal drift in the navigation data is eliminated, and the key data points of the main routes of the ship's historical navigation are screened out;

[0018] Then, based on the selected key data points of the main historical routes of the ship, a cluster analysis algorithm is used to perform cluster analysis on the remaining navigation data, and the navigation data of the key data points are extracted. The extracted navigation data of the key data points are called the navigation data of interest.

[0019] Preferably, the ship safety inspection data is obtained based on the ship's MMSI or IMO unique identification;

[0020] The specific steps of preprocessing the ship safety inspection data in the ship historical data in step S2 are:

[0021] First, the time span range of the historical port of call and departure in the concerned navigation data is obtained;

[0022] Then, the safety inspection information within the same time span in the ship safety inspection data is extracted.

[0023] Preferably, the specific steps of preprocessing the global meteorological data in the ship historical data in step S2 are:

[0024] First, obtain weather data for the sailing area of ​​interest to the shipowner or ship leasing company;

[0025] Then, according to the navigation data of interest, meteorological data related to the navigation data of interest are extracted from the meteorological data of the navigation area of ​​interest to the ship owner or the ship leasing company.

[0026] Preferably, the specific steps of calculating the proportion of the mileage within the time range of interest according to the preprocessed mileage data in step S3 are:

[0027] Obtain the sailing time of the ship with a speed greater than 2 knots within the time range of interest from the preprocessed sailing data;

[0028] The theoretical mileage is calculated based on the agreed speed in the ship lease contract and the sailing time when the ship's speed is greater than 2 knots within the time range of interest, and the actual mileage when the ship's speed is greater than 2 knots within the time range of interest is obtained from the pre-processed sailing data;

[0029] If the actual sailing mileage / theoretical sailing mileage is greater than 80%, it is defined as grade A, and its actual sailing performance is excellent; if the actual sailing mileage / theoretical sailing mileage is in the range of 65%-80%, it is defined as grade B, and its actual sailing performance is good; if the actual sailing mileage / theoretical sailing mileage is in the range of 50%-65%, it is defined as grade C, and its actual sailing performance is average; if the actual sailing mileage / theoretical sailing mileage is less than 50%, it is defined as grade D, and its actual sailing performance is poor.

[0030] Preferably, the specific steps of calculating the navigation score of the navigation mileage under different meteorological conditions within the time range of interest according to the pre-processed global meteorological data in step S3 are:

[0031] Extracting historical meteorological data within a time range of interest from preprocessed global meteorological data;

[0032] Set statistical units, and calculate the navigation score of each statistical unit according to the wind and wave conditions of each statistical unit within the time range of interest. The navigation score of a single statistical unit is equal to the weighted score of the wind speed and wave height within the statistical unit;

[0033] Add up the navigation scores of each statistical unit and calculate the average value as the navigation score of the ship;

[0034] If the navigation score of a ship is greater than 80 points, it is defined as Class A, and its wind and wave resistance level is excellent; if the navigation score of a ship is 60-80 points, it is defined as Class B, and its wind and wave resistance level is good; others are Class C.

[0035] Preferably, the specific steps of calculating the ratio of the maximum speed to the design speed within the time range of interest according to the pre-processed navigation data in step S3 are:

[0036] According to the pre-processed navigation data, the maximum speed navigation time and the total navigation time of the ship within the time range of interest are counted;

[0037] Determine whether the proportion of the maximum speed sailing time in the total sailing time reaches more than 5%. If so, continue to determine the ratio of the maximum speed to the design speed. If the maximum speed / design speed is greater than 90%, it is defined as Class A; if the maximum speed / design speed is in the range of 70-90%, it is defined as Class B; the rest are defined as Class C; otherwise, the situation will not be rated.

[0038] Preferably, abnormal ship behaviors include but are not limited to aimless wandering, drifting, suspicious intersections, and abnormalities in ship-side navigation equipment;

[0039] The specific steps of rating according to the number of ship anomalies in step S3 are:

[0040] According to the pre-processed navigation data, the number of abnormal behaviors of ships wandering aimlessly, drifting, and suspicious intersections within the time range of interest is counted. If the number of abnormal behaviors of the ship is ≤2 times, it is defined as Class A; if the number of abnormal behaviors of the ship is 3-6 times, it is defined as Class B; if the number of abnormal behaviors of the ship is >6 times, it is defined as Class C;

[0041] For abnormal behavior of ship-side communication and navigation equipment, if the number of occurrences of abnormal behavior of ship-side communication and navigation equipment is ≤2 times, it is defined as Class A; if the number of occurrences of abnormal behavior of ship-side communication and navigation equipment is 3-5 times, it is defined as Class B; if the number of occurrences of abnormal behavior of ship-side communication and navigation equipment is >5 times, it is defined as Class C.

[0042] Preferably, the specific steps of rating the ship according to the flag state performance, ship safety inspection status, key tracking ship / company, and number of ship accidents in step S3 are:

[0043] Calculate the flag state performance score. If the flag state performance score of a ship is less than 15 points, it is defined as Class A; if the flag state performance score of a ship is 15-30 points, it is defined as Class B; if the flag state performance of a ship is greater than 30 points, it is defined as Class C;

[0044] The number of PSC detentions and administrative penalties for a ship in the past year is counted. If the number is 0, it is defined as Class A; if the number is 1-3, it is defined as Class B; if the number is more than 3, it is defined as Class C;

[0045] Check whether the ship has been included in the list of key tracking ships / companies of the shipowner or ship leasing company in the past three years. If the ship is not on the list of key tracking ships / companies, it is defined as Class A, otherwise it is defined as Class C;

[0046] Check whether the ship has had any ship accident in the past five years. If the ship has not had any ship accident, it is defined as Class A, otherwise it is defined as Class C.

[0047] Preferably, the basic attribute data include ship registration number / inspection number, Chinese and English ship name, ship call sign, IMO, MMSI, shipowner, management company, ship type and purpose, next special inspection date, gross tonnage, net tonnage, deadweight tonnage, overall length of the ship, breadth, depth, freeboard, average draft, ship speed, construction date of major reconstruction parts, major reconstruction conditions, number of cargo holds, total volume of cargo holds, number of hatches and hatch dimensions, type, safety load and quantity of cargo lifting equipment;

[0048] Said navigation data includes global AIS data;

[0049] The global weather data is weather data obtained in a public manner around the world, including wind speed, wind direction, waves, and currents;

[0050] The ship safety inspection data includes the ship's inspection country, inspection port, inspection date, non-compliance items of the ship inspection, and whether the ship was detained.

[0051] The beneficial effects of the present invention are:

[0052] 1. The present invention constructs a standardized ship evaluation standard based on multi-source data, and conducts a multi-dimensional analysis of the actual status of a single ship. Users such as shipping companies and ship lessees can use this method to conduct a multi-dimensional evaluation and analysis of ships of interest or interest, helping shipping companies or lessees to determine whether the ship meets their needs, and providing data support for users to rent ships with high cost-effectiveness and whose actual performance is consistent with the description, further reducing the subsequent economic losses and economic disputes caused by ship problems.

[0053] 2. The present invention collects and processes multi-source data such as global marine meteorological data, global AIS data, basic ship attribute data, and ship safety inspection data, and conducts a comprehensive and multi-level evaluation of the ship based on the dynamic and static information of the ship. The analysis scope and detail level are high, based on manual experience judgment of the navigation log and the meteorological navigation voyage evaluation report provided by a third-party meteorological navigation company.

[0054] At the same time, for the global ship AIS data, abnormal data and invalid data are deleted, and redundant data is deleted while retaining the ship's navigation feature points. On the basis of ensuring the quality of navigation dynamic data, the system's computing pressure is reduced and the efficiency of ship evaluation is improved.

[0055] 3. The present invention realizes the all-round evaluation and display of ship navigation, management, safety, etc. through the dynamic and static data of the ship, and qualitatively expresses its different indicators to ensure that relevant ship management companies, ship owners, charterers, etc. can directly understand the ship's situation.

[0056] At the same time, the patent of this invention can also support users to select multiple ships to be evaluated, conduct evaluation and analysis on the selected ships separately, and display the ships in three dimensions, so as to facilitate users to conduct visual comparative analysis of different ships. BRIEF DESCRIPTION OF THE DRAWINGS

[0057] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only 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.

[0058] Figure 1 It is a schematic diagram of the ship navigation situation analysis process. DETAILED DESCRIPTION

[0059] In order to make the purpose, technical scheme and advantages of the present invention clearer, the present invention is described below by the specific embodiments shown in the accompanying drawings. However, it should be understood that these descriptions are only exemplary and are not intended to limit the scope of the present invention. In addition, in the following description, the description of well-known structures and technologies is omitted to avoid unnecessary confusion of the concept of the present invention.

[0060] The terms used in this disclosure are for the purpose of describing specific embodiments only and are not intended to limit the disclosure. The singular forms of "a", "said" and "the" used in this disclosure and the appended claims are also intended to include plural forms unless the context clearly indicates otherwise. It should also be understood that the term "and / or" used herein refers to and includes any or all possible combinations of one or more associated listed items.

[0061] In order to better understand the technical solution of the present invention, the present invention is described in detail below with reference to the accompanying drawings.

[0062] The present invention provides a ship assessment method based on multi-source data, which specifically comprises the following steps:

[0063] S1, obtain ship historical data.

[0064] The ship historical data includes basic attribute data, navigation data, global weather data and ship safety inspection data.

[0065] Among them, the basic attribute data include ship registration number / inspection number, Chinese and English ship names, ship call signs, IMO, MMSI, shipowner, management company, ship type and purpose, next special inspection date, gross tonnage, net tonnage, deadweight tonnage, overall length of the ship, breadth, depth, freeboard, average draft, ship speed, construction date of major reconstruction parts, major reconstruction conditions, number of cargo holds, total volume of cargo holds, number of hatches and hatch dimensions, type of lifting equipment, safety load and quantity, etc., which are equivalent to ship transportation related data.

[0066] The navigation data includes global AIS data.

[0067] The global weather data is weather data obtained worldwide in a public manner, including wind speed, wind direction, waves, currents and other weather data.

[0068] The ship safety inspection data includes the ship's inspection country, inspection port, inspection date, non-conformities of the ship inspection, whether the ship was detained, etc.

[0069] S2, preprocessing the ship historical data.

[0070] Due to the diverse data types and complex data sources of ship historical data, different data have different data formats. Therefore, it is necessary to convert the data formats of data from different sources into a unified universal format.

[0071] In addition, due to factors such as obstacles, bad weather or problems with ship equipment, the ship's AIS data is missing, the data format is abnormal, the field content is abnormal, etc., resulting in uneven AIS trajectory data curves, data jumps, and the trajectory crosses islands. At the same time, the update frequency of historical ship AIS data can reach 3 seconds / time at the fastest. The amount of AIS data for each ship in a long period is large. If all the data is processed, there will be a large processing pressure, resulting in a long time for data analysis results.

[0072] Therefore, in order to ensure the quality of the AIS data of the ship's historical navigation, this application, when pre-processing the navigation data, cleans the navigation data in a specific range and special field fixed format according to user needs by setting key fields to clean up erroneous data. Specifically, the pre-processing steps include: first, according to the discrete point distance calculation method, the data generated by signal drift in the navigation data is eliminated, and the key data points of the main routes of the ship's historical navigation are screened out;

[0073] Then, based on the screened key data points of the main routes of the ship's historical navigation, the remaining navigation data are clustered and analyzed through the cluster analysis algorithm to extract the navigation data of the key data points. The extracted navigation data of the key data points are called the navigation data of interest. This can reduce invalid data interference, thereby improving the quality of AIS data and ensuring the accuracy and efficiency of data processing.

[0074] The ship safety inspection data is obtained based on the ship's unique identification such as the ship's MMSI or IMO. The specific steps for preprocessing the ship safety inspection data are as follows: first, obtain the time span range of the historical port of call and departure in the navigation data of interest; then, extract the safety inspection information within the same time span range in the ship safety inspection data.

[0075] When preprocessing global meteorological data, first, obtain the meteorological data of the navigation area that the shipowner or ship leasing company is concerned about; then, based on the navigation data of interest, extract the meteorological data related to the navigation data of interest from the meteorological data of the navigation area that the shipowner or ship leasing company is concerned about.

[0076] S3, calculating the proportion of voyage mileage within the time range of interest and the proportion of maximum speed to design speed within the time range of interest based on the pre-processed navigation data, and rating each situation based on the calculation results;

[0077] Calculate the navigation score of the voyage mileage under different meteorological conditions within the time range of interest based on the pre-processed global meteorological data, and rate the ship based on the calculation results;

[0078] Calculate the number of ship anomalies within the time range of interest based on the pre-processed navigation data, and rank the ships based on the number of ship anomalies;

[0079] Based on the pre-processed ship safety inspection data, ships are rated according to flag state performance, ship safety inspection status, key tracked ships / companies, and number of ship accidents.

[0080] Specifically, 1) the specific steps of calculating the proportion of mileage within the time range of interest based on the pre-processed mileage data are as follows:

[0081] Firstly, the sailing time of the ship with a speed greater than 2 knots within the time range of interest is obtained from the preprocessed sailing data;

[0082] Then, the theoretical mileage is calculated based on the agreed speed in the ship lease contract and the sailing time when the ship's speed is greater than 2 knots within the time range of interest, and the actual mileage when the ship's speed is greater than 2 knots within the time range of interest is obtained from the pre-processed navigation data;

[0083] If the actual sailing mileage / theoretical sailing mileage is greater than 80%, it is defined as grade A, and its actual sailing performance is excellent; if the actual sailing mileage / theoretical sailing mileage is in the range of 65%-80%, it is defined as grade B, and its actual sailing performance is good; if the actual sailing mileage / theoretical sailing mileage is in the range of 50%-65%, it is defined as grade C, and its actual sailing performance is average; if the actual sailing mileage / theoretical sailing mileage is less than 50%, it is defined as grade D, and its actual sailing performance is poor.

[0084] 2) The specific steps of calculating the navigation score of the navigation mileage under different meteorological conditions within the time range of interest based on the pre-processed global meteorological data are as follows:

[0085] Firstly, the historical meteorological data within the time range of interest are extracted from the preprocessed global meteorological data;

[0086] Then, the statistical unit is set, and the navigation score of each statistical unit is calculated according to the wind and wave conditions of each statistical unit within the time range of interest. The navigation score of a single statistical unit is equal to the weighted score of the wind speed and wave height within the statistical unit. In this embodiment, 4 hours is taken as one statistical unit (the case of less than 1 statistical unit is excluded), and the average values ​​of wind speed and wave height within one statistical unit are obtained respectively. Then, according to the scores corresponding to the wind speed and wave height values ​​in the following table, weighted superposition is performed according to their respective weights to obtain the navigation score of the ship under the wind and wave conditions of the statistical unit. Then, this step is repeated to obtain the navigation score of the ship under the wind and wave conditions of each statistical unit respectively.

[0087] Then, add up the navigation scores of each statistical unit and find the average value as the navigation score of the ship;

[0088] If the navigation score of a ship is greater than 80 points, it is defined as Class A, and its wind and wave resistance level is excellent; if the navigation score of a ship is 60-80 points, it is defined as Class B, and its wind and wave resistance level is good; others are Class C.

[0089] The following table shows the corresponding score statistics for wind speed and wave height:

[0090]

[0091] Note: In the same statistical unit, when wind speed and waves exist at the same time, the wind speed weight is 0.6 and the wave weight is 0.4.

[0092] 3) The specific steps for calculating the ratio of the maximum speed to the design speed within the time range of interest based on the pre-processed navigation data are as follows:

[0093] According to the pre-processed navigation data, the maximum speed navigation time and the total navigation time of the ship within the time range of interest are counted;

[0094] Determine whether the proportion of the maximum speed sailing time in the total sailing time reaches more than 5%. If so, continue to determine the ratio of the maximum speed to the design speed. If the maximum speed / design speed is greater than 90%, it is defined as Class A; if the maximum speed / design speed is in the range of 70-90%, it is defined as Class B; the rest are defined as Class C; otherwise, the situation will not be rated.

[0095] 4) The abnormal behavior of the ship includes but is not limited to aimless wandering, drifting, suspicious intersection, and abnormal ship-side communication and navigation equipment.

[0096] The number of ship anomalies within the time range of interest is calculated based on the preprocessed navigation data. The specific steps for rating the number of ship anomalies are as follows:

[0097] According to the pre-processed navigation data, the number of abnormal behaviors of ships such as aimless wandering, drifting, and suspicious intersection within the time range of interest is counted. If the number of abnormal behaviors of the ship is ≤2 times, it is defined as Class A; if the number of abnormal behaviors of the ship is 3-6 times, it is defined as Class B; if the number of abnormal behaviors of the ship is >6 times, it is defined as Class C;

[0098] In response to abnormal behavior of ship-side communication and navigation equipment, and taking into account that the ship's communication situation is affected by the surrounding environment, if AIS data is missing within the time range of attention, it will be recorded once for ocean voyages exceeding 24 hours; once for domestic routes, China-Japan-Korea routes and other routes exceeding 6 hours; once for inland rivers and other routes exceeding 1 hour; according to this standard, the number of abnormalities in ship-side communication and navigation equipment on ships within the time range of attention will be counted. If the number of abnormal behaviors of ship-side communication and navigation equipment occurs ≤2 times, it is defined as Class A; if the number of abnormal behaviors of ship-side communication and navigation equipment occurs 3-5 times, it is defined as Class B; if the number of abnormal behaviors of ship-side communication and navigation equipment occurs >5 times, it is defined as Class C.

[0099] 5) The specific steps for rating ships according to their flag state performance are:

[0100] Regarding the flag state performance score, this application mainly considers six major categories, namely Port State Control, Ratification of Conventions, RO Code, Age, Reports, and IMO. Each abnormal situation in the six major categories is scored 2 points. The flag state performance score is calculated according to the scoring rules. If the ship's flag state performance score is <15 points, it is defined as Class A; if the ship's flag state performance score is 15-30 points, it is defined as Class B; if the ship's flag state performance score is >30 points, it is defined as Class C.

[0101] 6) The ship safety inspection situation mainly includes PSC detention, administrative penalties, key tracking ships / companies and ship accidents and other inspection information.

[0102] The specific steps for rating a ship based on its safety inspection are as follows:

[0103] The number of PSC detentions and administrative penalties for a ship in the past year (one year before the current month) is counted. If the number is 0, it is defined as Class A; if the number is 1-3, it is defined as Class B; if the number is more than 3, it is defined as Class C.

[0104] 7) The specific steps for rating ships according to the key tracking ships / companies are as follows:

[0105] For the ship / company to be assessed, check whether the ship has been included in the list of key tracking ships / companies of the shipowner or ship leasing company in the past three years (36 months before the current month). If the ship is not on the list of key tracking ships / companies, it is defined as Class A, otherwise it is defined as Class C.

[0106] 8) The specific steps for rating ships according to ship accidents are as follows:

[0107] Ship accidents are similar to key tracking of ships / companies. Check whether a ship has had a ship accident in the past five years (60 months before the current month). If the ship has not had a ship accident, it is defined as Class A, otherwise it is defined as Class C.

[0108] S4, comprehensive assessment based on multi-dimensional evaluation results:

[0109] According to the above method, the actual performance of the ship to be evaluated can be evaluated from the above 8 dimensions, with sailing mileage, sailing weather environment and sailing speed as the dominant data items for ship evaluation, combined with ship anomalies, flag state performance, safety inspections, key ships and ship accidents. Based on the different concerns of users, the weights of each dimension can be set independently, and the desired ships can be screened out according to their own concerns.

[0110] Based on the multi-dimensional evaluation results, users can have a comprehensive and complete understanding of the true status of the ship and conduct a visual comparative analysis of the status of single / multiple ships when they are sold / leased.

[0111] Table 1 Multidimensional determination of a single ship

[0112]

[0113] Table 2 Comparative analysis of multiple ships

[0114]

[0115] The present invention also supports simultaneous multi-dimensional evaluation of multiple ships selected by the user.

[0116] It should be clear that the described embodiments are only part of the embodiments of the present invention, rather than all 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.

Claims

1. A ship assessment method based on multi-source data, characterized in that: The specific steps include: S1, obtain historical data of ships; The ship historical data includes basic attribute data, navigation data, global weather data and ship safety inspection data; S2, preprocessing of historical ship data; S3, calculating the proportion of voyage mileage within the time range of interest and the proportion of maximum speed to design speed within the time range of interest based on the pre-processed navigation data, and rating each situation based on the calculation results; Calculate the navigation score of the voyage mileage under different meteorological conditions within the time range of interest based on the pre-processed global meteorological data, and rate the ship based on the calculation results; Calculate the number of ship anomalies within the time range of interest based on the pre-processed navigation data, and rank the ships based on the number of ship anomalies; Based on the pre-processed ship safety inspection data, the ships are rated according to the flag state performance, ship safety inspection status, key tracking ships / companies, and number of ship accidents.

2. The ship assessment method based on multi-source data according to claim 1, characterized in that: The specific steps of preprocessing the navigation data in the ship historical data in step S2 are: Firstly, according to the discrete point distance calculation method, the data generated by signal drift in the navigation data is eliminated, and the key data points of the main routes of the ship's historical navigation are screened out; Then, based on the selected key data points of the main historical routes of the ship, a cluster analysis algorithm is used to perform cluster analysis on the remaining navigation data, and the navigation data of the key data points are extracted. The extracted navigation data of the key data points are called the navigation data of interest.

3. The ship assessment method based on multi-source data according to claim 2, characterized in that: Ship safety inspection data is obtained based on the ship's MMSI or IMO unique identification; The specific steps of preprocessing the ship safety inspection data in the ship historical data in step S2 are: First, the time span range of the historical port of call and departure in the concerned navigation data is obtained; Then, the safety inspection information within the same time span in the ship safety inspection data is extracted.

4. The ship assessment method based on multi-source data according to claim 2, characterized in that: The specific steps of preprocessing the global meteorological data in the ship historical data in step S2 are: First, obtain weather data for the sailing area of ​​interest to the shipowner or ship leasing company; Then, according to the navigation data of interest, meteorological data related to the navigation data of interest are extracted from the meteorological data of the navigation area of ​​interest to the ship owner or the ship leasing company.

5. The ship assessment method based on multi-source data according to claim 1, characterized in that: The specific steps of calculating the proportion of mileage within the time range of interest based on the pre-processed mileage data in step S3 are: Obtain the sailing time of the ship with a speed greater than 2 knots within the time range of interest from the preprocessed sailing data; The theoretical mileage is calculated based on the agreed speed in the ship lease contract and the sailing time when the ship's speed is greater than 2 knots within the time range of interest, and the actual mileage when the ship's speed is greater than 2 knots within the time range of interest is obtained from the pre-processed sailing data; If the actual sailing mileage / theoretical sailing mileage is greater than 80%, it is defined as grade A, and its actual sailing performance is excellent; if the actual sailing mileage / theoretical sailing mileage is in the range of 65%-80%, it is defined as grade B, and its actual sailing performance is good; if the actual sailing mileage / theoretical sailing mileage is in the range of 50%-65%, it is defined as grade C, and its actual sailing performance is average; if the actual sailing mileage / theoretical sailing mileage is less than 50%, it is defined as grade D, and its actual sailing performance is poor.

6. The ship assessment method based on multi-source data according to claim 1, characterized in that: The specific steps of calculating the navigation score of the navigation mileage under different meteorological conditions within the time range of interest according to the pre-processed global meteorological data in step S3 are: Extracting historical meteorological data within a time range of interest from preprocessed global meteorological data; Set statistical units, and calculate the navigation score of each statistical unit according to the wind and wave conditions of each statistical unit within the time range of interest. The navigation score of a single statistical unit is equal to the weighted score of the wind speed and wave height within the statistical unit; Add up the navigation scores of each statistical unit and calculate the average value as the navigation score of the ship; If the navigation score of a ship is greater than 80 points, it is defined as Class A, and its wind and wave resistance level is excellent; if the navigation score of a ship is 60-80 points, it is defined as Class B, and its wind and wave resistance level is good; others are Class C.

7. The ship assessment method based on multi-source data according to claim 1, characterized in that: The specific steps of calculating the ratio of the maximum speed to the design speed within the time range of interest according to the pre-processed navigation data in step S3 are: According to the pre-processed navigation data, the maximum speed navigation time and the total navigation time of the ship within the time range of interest are counted; Determine whether the proportion of the maximum speed sailing time in the total sailing time reaches more than 5%. If so, continue to determine the ratio of the maximum speed to the design speed. If the maximum speed / design speed is greater than 90%, it is defined as Class A; if the maximum speed / design speed is in the range of 70-90%, it is defined as Class B; the rest are defined as Class C; otherwise, the situation will not be rated.

8. The ship assessment method based on multi-source data according to claim 1, characterized in that: Abnormal ship behavior includes but is not limited to aimless wandering, drifting, suspicious intersections, and abnormalities in ship-side communication and navigation equipment; The specific steps of rating according to the number of ship anomalies in step S3 are: According to the pre-processed navigation data, the number of abnormal behaviors of ships such as aimless wandering, drifting, and suspicious intersection within the time range of interest is counted. If the number of abnormal behaviors of ships is ≤2 times, it is defined as Class A; If the number of abnormalities is 3-6, it is defined as Class B; if the number of abnormalities is greater than 6, it is defined as Class C; For abnormal behavior of ship-side communication and navigation equipment, if the number of occurrences of abnormal behavior of ship-side communication and navigation equipment is ≤2 times, it is defined as Class A; If the number of abnormal behaviors of the ship-side communication and navigation equipment is 3-5 times, it is defined as Class B; if the number of abnormal behaviors of the ship-side communication and navigation equipment is greater than 5 times, it is defined as Class C.

9. The ship assessment method based on multi-source data according to claim 1, characterized in that: The specific steps of rating the ship according to the flag state performance, ship safety inspection status, key tracking ship / company, and number of ship accidents in step S3 are as follows: Calculate the flag state performance score. If the flag state performance score of a ship is less than 15 points, it is defined as Class A; if the flag state performance score of a ship is 15-30 points, it is defined as Class B; if the flag state performance of a ship is greater than 30 points, it is defined as Class C; The number of PSC detentions and administrative penalties for a ship in the past year is counted. If the number is 0, it is defined as Class A; if the number is 1-3, it is defined as Class B; if the number is more than 3, it is defined as Class C; Check whether the ship has been included in the list of key tracking ships / companies of the shipowner or ship leasing company in the past three years. If the ship is not on the list of key tracking ships / companies, it is defined as Class A, otherwise it is defined as Class C; Check whether the ship has had any ship accident in the past five years. If the ship has not had any ship accident, it is defined as Class A, otherwise it is defined as Class C.

10. The ship assessment method based on multi-source data according to claim 1, characterized in that: The basic attribute data include ship registration number / inspection number, Chinese and English ship name, ship call sign, IMO, MMSI, shipowner, management company, ship type and purpose, next special inspection date, gross tonnage, net tonnage, deadweight tonnage, overall length, breadth, depth, freeboard, average draft, ship speed, construction date of major reconstruction parts, major reconstruction conditions, number of cargo holds, total volume of cargo holds, number of hatches and hatch dimensions, type, safety load and quantity of cargo lifting equipment; Said navigation data includes global AIS data; The global weather data is weather data obtained in a public manner around the world, including wind speed, wind direction, waves, and currents; The ship safety inspection data includes the ship's inspection country, inspection port, inspection date, non-compliance items of the ship inspection, and whether the ship was detained.

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