Integrated Platform for Ship Direction Monitoring and Early Warning

Abstract

The present invention relates to the technical field of ship navigation warning, and discloses an integrated platform for ship direction monitoring and warning, including a ship speed acquisition unit, a ship heading angle data acquisition unit, a ship navigation data analysis unit and a warning unit. This integrated platform for ship direction monitoring and warning integrates wind speed, water flow speed and noise data in the current navigation environment to warn of the ship's navigation direction and navigation state, and can simultaneously obtain the risks during navigation and the course deviation angle. Under relatively harsh navigation conditions, it can still accurately obtain the risks of the current ship navigation and the course deviation, avoiding relying solely on sensors such as radar and Global Positioning System (GPS) to collect the ship's position information and navigation state in real time. When encountering harsh navigation conditions, network latency or signal interruption may cause untimely data transmission, affecting the warning effect. Therefore, it can better respond to the changing navigation environment and make accurate warnings.

Description

Technical Field

[0001] The present invention relates to the technical field of ship navigation warning, and specifically to an integrated platform for ship direction monitoring and warning. Background Art

[0002] The main use of ship direction monitoring is to improve navigation safety and efficiency, which can obtain the specific position, heading and speed information of the ship in real time, so as to help the crew timely understand the navigation status, identify potential risks, and issue warning information when necessary to ensure navigation safety. Currently, it usually relies on sensors such as radar and Global Positioning System (GPS) to collect the position information and navigation status of the ship in real time. However, due to network latency or signal interruption, data transmission may be untimely, affecting the warning effect, and it is unable to integrate the wind speed, water flow speed, and noise data in the current navigation environment to warn the ship's navigation direction and navigation status, thus unable to better respond to the changing navigation environment and make accurate warnings. Summary of the Invention

[0003] (1) Technical Problems to be Solved

[0004] In view of the deficiencies of the prior art, the present invention provides an integrated platform for ship direction monitoring and warning, which has the advantages of warning the ship's navigation direction and navigation status by integrating the wind speed, water flow speed, and noise data in the current navigation environment, being able to simultaneously obtain the risks during navigation and the course deviation angle, and still being able to accurately obtain the risks and course deviations of the current ship navigation under relatively harsh navigation conditions, avoiding relying solely on sensors such as radar and Global Positioning System (GPS) to collect the position information and navigation status of the ship in real time. When encountering harsh navigation conditions, network latency or signal interruption may lead to untimely data transmission, affecting the warning effect. Furthermore, it can better respond to the changing navigation environment and make accurate warnings, etc., and solves the above problems.

[0005] (2) Technical Solutions

[0006] To achieve the above object, the present invention provides the following technical solution: An integrated platform for ship direction monitoring and warning, comprising a ship speed acquisition unit, a wind speed acquisition unit, a tidal current data acquisition unit, a noise data acquisition unit, a ship heading angle data acquisition unit, a ship navigation data analysis unit, and a warning unit;

[0007] The ship speed acquisition unit is used to acquire the current ship speed data Hs and the current ship speed data THS of the other ship closest to the bow position. The wind speed acquisition unit is used to acquire the wind speed data FS and the wind direction angle FJ of the current navigation environment. The tidal current data acquisition unit is used to acquire the water flow speed Sv and the water flow direction angle SJ of the current navigation environment. The noise data acquisition unit is used to acquire the water body noise Sz in the current navigation environment and the current hull noise data Cz. The ship heading angle data acquisition unit is used to acquire the heading angle Hj of the current ship and the heading angle Qj of the other ship closest to the bow position;

[0008] The ship speed acquisition unit, the wind speed acquisition unit, the tidal current data acquisition unit, the noise data acquisition unit and the ship heading angle data acquisition unit send the collected data to the ship navigation data analysis unit;

[0009] The ship navigation data analysis unit calculates the relative speed XD between the own ship and the ship at the bow position according to the current ship speed data Hs, the heading angle Hj of the current ship, the heading angle Qj of the other ship closest to the bow position and the current ship speed data THS of the other ship. The ship navigation data analysis unit calculates the comprehensive effect speed ZHS according to the wind speed data FS, the wind direction angle FJ, the water flow speed Sv and the water flow direction angle SJ. The ship navigation data analysis unit calculates the ship noise risk index ZFX according to the water body noise Sz in the current navigation environment and the current hull noise data Cz. The ship navigation data analysis unit calculates the comprehensive warning value YJZ according to the relative speed XD between the own ship and the ship at the bow position, the comprehensive effect speed ZHS and the ship noise risk index ZFX. The ship navigation data analysis unit judges the current navigation risk level of the ship according to the comprehensive warning value YJZ and generates a navigation risk warning message;

[0010] The ship navigation data analysis unit calculates the actual heading angle SHX of the current ship according to the current ship speed data Hs and the water flow speed Sv of the current navigation environment. The ship navigation data analysis unit judges the yaw condition of the ship according to the actual heading angle SHX and the heading angle Hj of the current ship and generates a yaw warning message;

[0011] The ship navigation data analysis unit sends the generated navigation risk warning message and yaw warning message to the warning unit;

[0012] The warning unit issues a warning to the on-duty crew according to the received navigation risk warning message and yaw warning message.

[0013] Preferably, the calculation expression of the relative speed XD between the own ship and the ship at the bow position is as follows:

[0014]

[0015] In the formula, cos(Hj) represents the cosine function of the course angle Hj of the current ship, Hs*cos(Hj) represents converting the current ship speed data Hs into the component in the east-west direction, cos(Qj) represents the cosine function of the course angle Qj of the other ship closest to the bow position of the ship, THS*cos(Qj) represents converting the current ship speed data THS of the other ship closest to the bow position of the ship into the component in the east-west direction, (Hs*cos(Hj)-THS*cos(Qj)) 2 represents the square of the difference in the speed components in the east-west direction between the ship and the other ship closest to the bow position. sin(Hj) represents the sine function of the course angle Hj of the current ship, Hs*sin(Hj) represents converting the current ship speed data Hs into the component in the north-south direction, sin(Qj) represents the sine function of the course angle Qj of the other ship closest to the bow position of the ship, THS*sin(Qj) represents converting the current ship speed data THS of the other ship closest to the bow position of the ship into the component in the north-south direction, (Hs*sin(Hj)-THS*sin(Qj)) 2 represents the square of the difference in the speed components in the north-south direction between the ship and the other ship closest to the bow position. represents taking the square root of the sum of the square of the difference in the components in the east-west direction and the square of the difference in the components in the north-south direction to obtain a single relative speed value, which is the actual speed value of the ship relative to the other ship closest to the bow position, that is, the relative speed XD between the ship and the ship at the bow position.

[0016] Preferably, the calculation expression of the comprehensive effect speed ZHS is as follows:

[0017]

[0018] In the formula, cos(SJ) represents the cosine function of the water flow direction angle SJ, cos(FJ) represents the cosine function of the wind direction angle FJ, Sv*cos(SJ) represents converting the water flow speed Sv into the component in the east-west direction, FS*cos(FJ) represents converting the wind speed data FS into the component in the east-west direction, (Hs+Sv*cos(SJ)+FS*cos(FJ)) 2It indicates that the current ship speed data Hs in the east-west direction is affected by the component of the wind speed data FS in the east-west direction and the component of the water flow velocity Sv in the east-west direction. That is, it represents the square of the combined effect speed of the current ship speed data Hs in the east-west direction component. sin(SJ) represents the sine function of the water flow direction angle SJ, sin(FJ) represents the sine function of the wind direction angle FJ, Sv*sin(SJ) represents converting the water flow velocity Sv into the component in the north-south direction, FS*sin(FJ) represents converting the wind speed data FS into the component in the north-south direction, and (Hs + Sv*cos(SJ) + FS*cos(FJ)) 2 +(Sv*sin(SJ)+FS*sin(FJ)) 2 It represents the sum of the square of the combined effect speed of the current ship speed data Hs in the east-west direction component and the square of the combined effect speed of the water flow and wind speed in the north-south direction, that is, the sum of the squares of the combined effect speeds of all components It represents taking the square root of the sum of the squares of the combined effect speeds of all components to obtain the current effective speed of the ship itself, which is the combined effect speed ZHS

[0019] Preferably, the calculation expression of the ship noise risk index ZFX is as follows:

[0020] ZFX = α*Cz + β*Sz

[0021] In the formula, α represents the hull noise weight, β represents the water body noise weight, α*Cz weights the hull noise, β*Sz represents weighting the water body noise, and α*Cz + β*Sz represents summing the results after weighting to obtain the ship noise risk index ZFX. And the value range of α is 0.1 - 0.5, the value range of β is 0.5 - 0.9, and α + β = 1

[0022] Preferably, the calculation expression of the comprehensive warning value YJZ is as follows:

[0023] YJZ = q1*XD + q2*ZHS + q3*ZFX

[0024] In the formula, q1 represents the relative speed weight, q2 represents the combined effect speed weight, q3 represents the ship noise risk index weight. The value range of q1 is 0.1 - 0.5, the value range of q2 is 0.1 - 0.5, the value range of q3 is 0.1 - 0.5, and q1 + q2 + q3 = 1. q1*XD + q2*ZHS + q3*ZFX represents the sum of the influences of three factors: the relative speed XD between the ship and the ship at the bow position, the ship noise risk index ZFX, and the combined effect speed ZHS, which is the comprehensive warning value YJZ

[0025] Preferably, the conditions for judging the current navigation risk of the ship are as follows:

[0026] When the comprehensive early warning value YJZ < 40, it is determined that the ship's navigation is safe, and a low-risk early warning message is generated;

[0027] When 40 ≤ the comprehensive early warning value YJZ ≤ 70, it is determined that there are risks in the ship's navigation, and it is necessary to remain vigilant, and a medium-risk early warning message is generated;

[0028] When the comprehensive early warning value YJZ > 70, it is determined that there are high risks in the ship's navigation, and immediate emergency measures need to be taken, and a high-risk early warning message is generated.

[0029] Preferably, the calculation expression of the actual course angle SHX of the current ship is as follows:

[0030]

[0031] In the formula, Hs*cos(Hj) + Sv*cos(SJ) represents the sum of the component of the current ship speed data Hs in the east-west direction and the component of the water flow speed Sv in the east-west direction, and Hs*sin(Hj) + Sv*sin(SJ) represents the sum of the component of the current ship speed data Hs in the north-south direction and the component of the water flow speed Sv in the east-west direction. represents the ratio of the actual speed component of the ship's speed component in the east-west direction to the actual speed component in the north-south direction of the ship, and arctan represents the arctangent function, and the result generated is the actual course angle SHX of the current ship.

[0032] Preferably, the judgment expression for judging the ship's yaw condition is as follows:

[0033] When the actual course angle SHX of the current ship - the course angle Hj = 0, it means that the ship's course does not deviate;

[0034] When the actual course angle SHX of the current ship - the course angle Hj > 0, it means that the ship's course deviates to the right;

[0035] When the actual course angle SHX of the current ship - the course angle Hj < 0, it means that the ship's course deviates to the left.

[0036] Preferably, when it is determined that the ship's course deviates to the right, a ship right yaw early warning message is generated;

[0037] When it is determined that the ship's course deviates to the left, a ship left yaw early warning message is generated.

[0038] Preferably, when the early warning unit receives a low-risk early warning message or a medium-risk early warning message or a high-risk early warning message, it issues an early warning to the on-duty crew;

[0039] When the warning unit receives the warning information of the ship yawing to the right, it issues a warning of yawing to the right to the on-duty crew;

[0040] When the warning unit receives the warning information of the ship yawing to the left, it issues a warning of yawing to the left to the on-duty crew.

[0041] Compared with the prior art, the present invention provides an integrated platform for ship direction monitoring and warning, having the following beneficial effects:

[0042] The present invention integrates the wind speed, water flow speed, and noise data in the current navigation environment to warn of the ship's navigation direction and navigation state, and can simultaneously obtain the risks during navigation and the course deviation angle. Under relatively harsh navigation conditions, it can still accurately obtain the risks and course deviations of the current ship's navigation, avoiding relying solely on sensors such as radar and global positioning system (GPS) to collect the ship's position information and navigation state in real time. When encountering harsh navigation conditions, network delays or signal interruptions may cause untimely data transmission, affecting the warning effect. Therefore, it can better respond to the changing navigation environment and make accurate warnings. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] Figure 1 It is a schematic diagram of the system flow of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0044] The following will clearly and completely describe the technical solutions in the embodiments of the present invention with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

[0045] Currently, the monitoring of the navigation direction and navigation safety during ship navigation usually relies on sensors such as radar and global positioning system (GPS) to collect the ship's position information and navigation state in real time, and analyzes whether the current course and the navigated section of the ship are safe. When an anomaly occurs, it can issue a warning in a timely manner to prompt the crew to take corresponding emergency measures to ensure navigation safety. However, during navigation, when the weather changes violently in the waters where the ship is located, it will cause network delays or signal interruptions, resulting in untimely data transmission and delayed warnings, affecting navigation safety. Therefore, an integrated platform for ship direction monitoring and warning is proposed. Please refer to Figure 1 This platform is composed of a ship speed acquisition unit, a wind speed acquisition unit, a tidal current data acquisition unit, a noise data acquisition unit, a ship course angle data acquisition unit, a ship navigation data analysis unit, and a warning unit;

[0046] The ship speed acquisition unit is used to acquire the current ship speed data Hs and the current ship speed data THS of the other ship closest to the bow position. The wind speed acquisition unit is used to acquire the wind speed data Fs and the wind direction angle FJ of the current navigation environment. The tidal current data acquisition unit is used to acquire the water flow speed Sv and the water flow direction angle SJ of the current navigation environment. The noise data acquisition unit is used to acquire the water body noise Sz in the current navigation environment and the current hull noise data Cz. The ship heading angle data acquisition unit is used to acquire the heading angle Hj of the current ship and the heading angle Qj of the other ship closest to the bow position.

[0047] Each of the above acquisition units sends the collected data to the ship navigation data analysis unit connected to it. When the ship navigation data analysis unit receives the data, it calculates the relative speed XD between the ship and the ship at the bow position according to the current ship speed data Hs, the heading angle Hj of the current ship, the heading angle Qj of the other ship closest to the bow position, and the current ship speed data THS of the other ship. The specific calculation expression is as follows:

[0048]

[0049] The specific meaning of the formula is:

[0050] cos(Hj) represents the cosine function of the heading angle Hj of the current ship. Hs*cos(Hj) represents converting the current ship speed data Hs into the component in the east-west direction. cos(Qj) represents the cosine function of the heading angle Qj of the other ship closest to the bow position. THS*cos(Qj) represents converting the current ship speed data THS of the other ship closest to the bow position into the component in the east-west direction. (Hs*cos(Hj) - THS*cos(Qj)) 2 represents the square of the difference in the speed components in the east-west direction between the ship and the other ship closest to the bow position. sin(Hj) represents the sine function of the heading angle Hj of the current ship. Hs*sin(Hj) represents converting the current ship speed data Hs into the component in the north-south direction. sin(Qj) represents the sine function of the heading angle Qj of the other ship closest to the bow position. THS*sin(Qj) represents converting the current ship speed data THS of the other ship closest to the bow position into the component in the north-south direction. (Hs*sin(Hj) - THS*sin(Qj)) 2 represents the square of the difference in the speed components in the north-south direction between the ship and the other ship closest to the bow position. represents taking the square root of the sum of the square of the difference in the components in the east-west direction and the square of the difference in the components in the north-south direction to obtain a single relative speed value. This value is the actual speed value of the ship relative to the other ship closest to the bow position, that is, the relative speed XD between the ship and the ship at the bow position.

[0051] By calculating the relative speed between the vessel itself and the vessel at the bow position, the actual motion state of the two vessels relative to each other can be determined, ensuring the safety of navigation, and this is regarded as one of the key factors in the process of ship navigation safety monitoring.

[0052] Calculate the comprehensive effect speed ZHS based on the wind speed data FS, wind direction angle FJ, water flow speed Sv, and water flow direction angle SJ. The specific calculation expression is as follows:

[0053]

[0054] The specific meaning of the formula is:

[0055] cos(SJ) represents the cosine function of the water flow direction angle SJ, cos(FJ) represents the cosine function of the wind direction angle FJ, Sv*cos(SJ) represents converting the water flow speed Sv into the component in the east-west direction, FS*cos(FJ) represents converting the wind speed data FS into the component in the east-west direction, (Hs + Sv*cos(SJ) + FS*cos(FJ)) 2 represents that the current ship speed data Hs of the ship in the east-west direction is affected by the component of the wind speed data FS in the east-west direction and the component of the water flow speed Sv in the east-west direction, that is, it represents the square of the comprehensive effect speed of the current ship speed data Hs in the east-west direction component. sin(SJ) represents the sine function of the water flow direction angle SJ, sin(FJ) represents the sine function of the wind direction angle FJ, Sv*sin(SJ) represents converting the water flow speed Sv into the component in the north-south direction, FS*sin(FJ) represents converting the wind speed data FS into the component in the north-south direction, (Hs + Sv*cos(SJ) + FS*cos(FJ)) 2 +(Sv*sin(SJ) + FS*sin(FJ)) 2 represents the sum of the square of the comprehensive effect speed of the current ship speed data Hs in the east-west direction component combined with the square of the comprehensive effect speed of the water flow and wind speed in the north-south direction, that is, the sum of the squares of the comprehensive effect speeds of all components, represents taking the square root of the sum of the squares of the comprehensive effect speeds of all components to obtain the current effective speed of the ship itself, which is the comprehensive effect speed ZHS.

[0056] By decomposing the speed of the ship itself, the water flow speed, and the wind speed into components in the east-west and north-south directions, and comprehensively considering the influence of these factors, the effective speed of the ship considering the influence of wind and water flow can be obtained. This comprehensive effect speed ZHS takes into account the influence of external factors on the ship speed, so it can more accurately reflect the actual navigation speed of the ship. This is crucial for ship collision avoidance and navigation planning, and is regarded as one of the key factors in the process of ship navigation safety monitoring.

[0057] Calculate the ship noise risk index ZFX based on the water body noise Sz in the current navigation environment and the current hull noise data Cz. The specific calculation expression is as follows:

[0058] ZFX = α * Cz + β * Sz

[0059] The specific meaning of the formula is:

[0060] α represents the hull noise weight, β represents the water body noise weight. α * Cz weights the hull noise, β * Sz represents weighting the water body noise, and α * Cz + β * Sz means summing the results after weighting, which is the ship noise risk index ZFX. And the value range of α is 0.1 - 0.5, the value range of β is 0.5 - 0.9, α + β = 1. The weights α and β can be adjusted according to the water area meteorological conditions of the ship's navigation. When the water area has stronger wind and waves, the value of β is larger; when the water area has weaker wind and waves, the value of α is larger.

[0061] By calculating the ship noise risk index ZFX, the impacts of the hull noise data and the water body noise in the current navigation environment on the ship's navigation can be comprehensively considered. This index can help evaluate the noise risk of the ship in a specific environment. The impact of ship noise can cause crew members to have difficulty hearing alarm sounds, radio communications, etc. in a high-noise environment, resulting in operational errors. Water body noise can lead to a decrease in the crew's perception ability of the surrounding environment, thereby affecting the navigation safety. Therefore, it is also regarded as one of the key factors in the ship navigation safety monitoring process.

[0062] When the ship navigation data analysis unit calculates the comprehensive warning value YJZ based on the relative speed XD between the ship itself and the ship at the bow position, the comprehensive effect speed ZHS, and the ship noise risk index ZFX generated by the calculation, the calculation expression is as follows:

[0063] YJZ = q1 * XD + q2 * ZHS + q3 * ZFX

[0064] The specific meaning of the formula is as follows:

[0065] q1 represents the relative speed weight, q2 represents the comprehensive effect speed weight, q3 represents the ship noise risk index weight. The value range of q1 is 0.1 - 0.5, the value range of q2 is 0.1 - 0.5, and the value range of q3 is 0.1 - 0.5. And q1 + q2 + q3 = 1. q1*XD + q2*ZHS + q3*ZFX represents the sum of the influences of three factors, namely the relative speed XD between the ship itself and the ship at the bow position, the ship noise risk index ZFX, and the comprehensive effect speed ZHS, which is the comprehensive warning value YJZ. And the values of q1, q2, and q3 are determined according to the current water area environment conditions of the ship's navigation. It should be noted that when the visibility, wind speed, and water flow speed are greater, the relative speed weight q1 and the comprehensive effect speed weight q2 are greater. Generally, the value of the relative speed weight q1 is 0.4, the value of the comprehensive effect speed weight is 0.4, and the value of the ship noise risk index weight is 0.2.

[0066] The ship navigation data analysis unit judges the risk level of the ship's current navigation according to the calculated comprehensive warning value YJZ and generates the corresponding navigation risk warning information. The specific judgment conditions are as follows:

[0067] When the comprehensive warning value YJZ < 40, it is judged that the ship's navigation is safe and a low - risk warning information is generated;

[0068] When 40 ≤ comprehensive warning value YJZ ≤ 70, it is judged that there is a risk in the ship's navigation, and it is necessary to remain vigilant and a medium - risk warning information is generated;

[0069] When the comprehensive warning value YJZ > 70, it is judged that there is a high risk in the ship's navigation, and immediate emergency measures need to be taken, and a high - risk warning information is generated.

[0070] The ship navigation data analysis unit sends the generated low - risk warning information or medium - risk warning information or high - risk warning information to the warning unit connected to it;

[0071] At the same time, the ship navigation data analysis unit calculates the current actual course angle SHX of the ship according to the current ship speed data Hs and the water flow speed Sv of the current navigation environment. The specific calculation formula is as follows:

[0072]

[0073] The specific meaning of the formula is,

[0074] Hs*cos(Hj)+Sv*cos(SJ) represents the sum of the components of the current ship speed data Hs in the east - west direction and the components of the water flow speed Sv in the east - west direction. Hs*sin(Hj)+Sv*sin(SJ) represents the sum of the components of the current ship speed data Hs in the north - south direction and the components of the water flow speed Sv in the east - west direction. It represents the ratio of the actual velocity component of the ship in the east-west direction to the actual velocity component of the ship in the north-south direction. Arctan represents the arctangent function, and the resulting value is the actual course angle SHX of the ship at present.

[0075] By combining the water flow velocity Sv of the navigation environment in the current environment and the current ship speed data Hs, it is possible to better combine the influence of the water flow state in the waters where the ship is located on the ship's course. For example, both water flow and tides can cause certain interference to the ship's course. Considering the influence of the water flow, it is possible to detect in time that the ship's course deviates, and the crew can correct it in time, which can improve the accuracy of the ship's course during navigation.

[0076] The ship navigation data analysis unit judges the ship's yaw condition based on the actual course angle SHX and the current ship's course angle Hj, and generates a yaw warning message. The specific judgment conditions are as follows:

[0077] When the actual course angle SHX of the ship at present - the course angle Hj = 0, it means that the ship's course does not deviate;

[0078] When the actual course angle SHX of the ship at present - the course angle Hj > 0, it means that the ship's course deviates to the right;

[0079] When the actual course angle SHX of the ship at present - the course angle Hj < 0, it means that the ship's course deviates to the left.

[0080] The ship navigation data analysis unit sends the generated navigation risk warning message and yaw warning message to the warning unit. For example:

[0081] When the warning unit receives a low-risk warning message or a medium-risk warning message or a high-risk warning message, it issues a warning to the on-duty crew.

[0082] When the warning unit receives a ship's right yaw warning message, it issues a right yaw warning to the on-duty crew, or when the warning unit receives a ship's left yaw warning message, it issues a left yaw warning to the on-duty crew.

[0083] Example 1

[0084] In this navigation experiment, the current speed data Hs of this ship is 15 knots, the current speed data THS of the ship B closest to the bow is 10 knots, the wind speed data FS of the current navigation environment is 21 knots, the wind direction angle fJ is 30 degrees (here it is relative to the horizontal direction), the water flow speed Sv of the current navigation environment is 5 knots, the water flow direction angle SJ is 40 degrees (here it is relative to the horizontal direction), the water body noise Sz in the current navigation environment is 90 decibels, the current hull noise data Cz is 110 decibels, the course angle Hj of the current ship is 25 degrees, and the course angle Qj of the ship B closest to the bow is 40 degrees;

[0085] The relative speed XD between this ship and the ship B at the bow position is:

[0086]

[0087] knots

[0088] The comprehensive effect speed ZHS is:

[0089]

[0090] knots

[0091] The ship noise risk index ZFX is:

[0092] 0.55 * 110 + 0.45 * 90 = 96.5

[0093] The final comprehensive warning value YJZ is:

[0094] 0.4 * 21.247 + 0.4 * 39.473 + 0.2 * 96.5 = 8.498 + 15.789 + 19.3 = 43.587

[0095] 43.587 is greater than 40 and less than 70, which is a medium-risk warning message, indicating that there is a risk in the ship's navigation at this time, and the crew needs to remain vigilant to avoid navigation accidents.

[0096] The current actual course angle SHX of this ship is:

[0097]

[0098] 61.280 - 25 = 36.28

[0099] At this time, it shows that the deviation value between the current course of the ship and the collected course angle is 36.28 degrees, and a right yaw warning message is issued, indicating that the ship is strongly affected by the water flow during navigation. The crew needs to make timely responses and operations in combination with the medium-risk warning message and the right yaw warning message to avoid danger in the ship's navigation.

[0100] Example 2

[0101] In this navigation experiment, the current ship speed data Hs of this ship is 10 knots, the current ship speed data THS of the ship C closest to the bow position is 5 knots, the wind speed data FS of the current navigation environment is 5 knots, the wind direction angle FJ is 5 degrees (relative to the horizontal direction here), the water flow speed Sv of the current navigation environment is 1 knot, the water flow direction angle SJ is 15 degrees (relative to the horizontal direction here), the water body noise Sz in the current navigation environment is 72 decibels, the current hull noise data Cz is 85 decibels, the course angle Hj of the current ship is 32 degrees, and the course angle Qj of the ship C closest to the bow position is 10 degrees;

[0102] The relative speed XD between this ship and the ship B at the bow position is:

[0103]

[0104] knots

[0105] The comprehensive effect speed ZHS is:

[0106]

[0107] knots

[0108] The ship noise risk index ZFX is:

[0109] 0.55 * 85 + 0.45 * 72 = 79.15

[0110] The comprehensive warning value YJZ is:

[0111] 0.4 * 5.68 + 0.4 * 15.96 + 0.2 * 79.15 = 24.486

[0112] 24.486 is less than 40. At this time, the ship navigation is safe, a low - risk warning message is generated, and the on - duty crew only needs to maintain concentration;

[0113] The current actual course angle SHX of this ship is:

[0114]

[0115] 59.523 - 32 = 27.523

[0116] At this time, it indicates that the deviation value between the current heading of the ship and the collected heading angle is 27.523 degrees, and a right yaw warning message is issued, indicating that the ship is strongly affected by the water flow during navigation. Although the water flow speed is only 1 knot, due to the relatively high current ship speed data of 10 knots, the impact of the water flow on the ship is still significant. The water flow acts on the ship at an angle of 15 degrees, which is sufficient to generate a large yaw angle. Therefore, the crew needs to continuously adjust the heading to counter the influence of the water flow and ensure that the ship moves forward along the predetermined route.

[0117] Through the above experiments, it can be concluded that by integrating the wind speed, water flow speed, and noise data during navigation in the current navigation environment to warn the ship's navigation direction and navigation status, the risks during navigation and the heading deviation angle can be obtained simultaneously. Under relatively harsh navigation conditions, the risks of the current ship's navigation and the heading deviation can still be accurately obtained, avoiding relying solely on sensors such as radar and the Global Positioning System (GPS) to collect the ship's position information and navigation status in real time. When encountering harsh navigation conditions, network delays or signal interruptions may cause untimely data transmission, affecting the warning effect. Therefore, it can better respond to the changing navigation environment and make accurate warnings.

[0118] Although the embodiments of the present invention have been shown and described, for those of ordinary skill in the art, it can be understood that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and spirit of the present invention. The scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. An integrated platform for ship direction monitoring and early warning, characterized in that: It includes a ship speed acquisition unit, a wind speed acquisition unit, a tidal current data acquisition unit, a noise data acquisition unit, a ship heading angle data acquisition unit, a ship navigation data analysis unit, and an early warning unit; The ship speed acquisition unit is used to acquire the current ship speed data Hs and the current ship speed data THS of the other ship closest to the bow position. The wind speed acquisition unit is used to acquire the wind speed data FS and the wind direction angle FJ of the current navigation environment. The tidal current data acquisition unit is used to acquire the water flow speed Sv and the water flow direction angle SJ of the current navigation environment. The noise data acquisition unit is used to acquire the water body noise Sz in the current navigation environment and the current hull noise data Cz. The ship heading angle data acquisition unit is used to acquire the heading angle Hj of the current ship and the heading angle Qj of the other ship closest to the bow position; The ship speed acquisition unit, the wind speed acquisition unit, the tidal current data acquisition unit, the noise data acquisition unit, and the ship heading angle data acquisition unit send the collected data to the ship navigation data analysis unit; The ship navigation data analysis unit calculates the relative speed XD between the ship and the ship at the bow position based on the current ship speed data Hs of the ship, the heading angle Hj of the current ship, the heading angle Qj of the other ship closest to the bow position, and the current ship speed data THS of the other ship. The ship navigation data analysis unit calculates the comprehensive effect speed ZHS based on the wind speed data FS, the wind direction angle DJ, the water flow speed Sv, and the water flow direction angle SJ. The ship navigation data analysis unit calculates the ship noise risk index ZFX based on the water body noise Sz in the current navigation environment and the current hull noise data Cz. The ship navigation data analysis unit calculates the comprehensive early warning value YJZ based on the relative speed XD between the ship and the ship at the bow position, the comprehensive effect speed ZHS, and the ship noise risk index ZFX. The ship navigation data analysis unit judges the magnitude of the current navigation risk of the ship based on the comprehensive early warning value YJZ and generates a navigation risk early warning message; The calculation expression of the comprehensive effect speed ZHS is as follows: In the formula, cos(SJ) represents the cosine function of the water flow direction angle SJ, cos(FJ) represents the cosine function of the wind direction angle FJ, Sv*cos(SJ) represents converting the water flow velocity Sv into the component in the east-west direction, FS*cos(FJ) represents converting the wind speed data FS into the component in the east-west direction, (Hs + Sv*cos(SJ) + FS*cos(FJ)) 2 represents that the current ship speed data Hs in the east-west direction is affected by the component of the wind speed data FS in the east-west direction and the component of the water flow velocity Sv in the east-west direction, that is, it represents the square of the combined effect speed of the current ship speed data Hs in the east-west direction component. sin(SJ) represents the sine function of the water flow direction angle SJ, sin(FJ) represents the sine function of the wind direction angle FJ, Sv*sin(SJ) represents converting the water flow velocity Sv into the component in the north-south direction, FS*sin(FJ) represents converting the wind speed data FS into the component in the north-south direction, (Hs + Sv*cos(SJ) + FS*cos(FJ)) 2 +(Sv*sin(SJ) + FS*sin(FJ)) 2 represents the sum of the square of the combined effect speed of the current ship speed data Hs in the east-west direction component and the square of the combined effect speed of the water flow and wind speed in the north-south direction, that is, the sum of the square of the combined effect speed of all components, represents taking the square root of the sum of the square of the combined effect speed of all components to obtain the current effective speed of the ship itself, that is, the combined effect speed ZHS; The calculation expression of the ship noise risk index ZFX is as follows: ZFX = α * Cz + β * Sz In the formula, α represents the hull noise weight, β represents the water body noise weight. α * Cz weights the hull noise, β * Sz represents weighting the water body noise, and α * Cz + β * Sz represents the sum of the weighted results, which is the ship noise risk index ZFX. The value range of α is 0.1 to 0.5, the value range of β is 0.5 to 0.9, and α + β = 1; The calculation expression of the comprehensive early warning value YJZ is as follows: YJZ = q1 * XD + q2 * ZHS + q3 * ZFX In the formula, q1 represents the relative speed weight, q2 represents the comprehensive effect speed weight, q3 represents the ship noise risk index weight. The value range of q1 is 0.1 - 0.5, the value range of q2 is 0.1 - 0.5, and the value range of q3 is 0.1 - 0.

5. And q1 + q2 + q3 = 1. q1*XD + q2*ZHS + q3*ZFX represents the sum of the influences of three factors, namely the relative speed XD between the ship itself and the ship at the bow position, the ship noise risk index ZFX, and the comprehensive effect speed ZHS, which is the comprehensive early warning value YJZ. The ship navigation data analysis unit calculates the current actual course angle SHX of the ship according to the current ship speed data Hs and the water flow speed Sv of the current navigation environment. The ship navigation data analysis unit judges the yaw condition of the ship according to the actual course angle SHX and the current ship course angle Hj, and generates a yaw early warning message. The ship navigation data analysis unit sends the generated navigation risk early warning message and yaw early warning message to the early warning unit. The early warning unit issues an early warning to the on-duty crew according to the received navigation risk early warning message and yaw early warning message.

2. The integrated platform for ship direction monitoring and early warning according to claim 1, characterized in that: The calculation expression of the relative speed XD between the ship itself and the ship at the bow position is as follows: In the formula, cos(hj) represents the cosine function of the course angle Hj of the current ship, Hs*cos(hj) represents converting the current ship speed data Hs into the component in the east-west direction, cos(Qj) represents the cosine function of the course angle Qj of the other ship closest to the bow position of the ship, THS*cos(Qj) represents converting the current ship speed data THS of the other ship closest to the bow position of the ship into the component in the east-west direction, (Hs*cos(Hj)-THS*cos(Qj)) 2 represents the square of the difference in the speed components in the east-west direction between the ship and the other ship closest to the bow position of the ship, sin(Hj) represents the sine function of the course angle Hj of the current ship, Hs*sin(Hj) represents converting the current ship speed data Hs into the component in the north-south direction, sin(Qj) represents the sine function of the course angle Qj of the other ship closest to the bow position of the ship, THS*sin(Qj) represents converting the current ship speed data THS of the other ship closest to the bow position of the ship into the component in the north-south direction, (Hs*sin(Hj)-THS*sin(Qj)) 2 represents the square of the difference in the speed components in the north-south direction between the ship and the other ship closest to the bow position of the ship, represents taking the square root of the sum of the square of the difference in components in the east-west direction and the square of the difference in components in the north-south direction to obtain a single relative speed value, which is the actual speed value of the ship relative to the other ship closest to the bow position of the ship, that is, the relative speed XD of the ship to the ship at the bow position.

3. The integrated platform for ship direction monitoring and early warning according to claim 2, characterized in that: The conditions for judging the current navigation risk of the ship are as follows: When the comprehensive early warning value YJZ < 40, it is determined that the ship navigation is safe, and a low-risk early warning message is generated. When 40 ≤ the comprehensive early warning value YJZ ≤ 70, it is determined that there is a risk in the ship navigation, and it is necessary to remain vigilant, and a medium-risk early warning message is generated. When the comprehensive early warning value YJZ > 70, it is determined that there is a high risk in the ship navigation, and emergency measures need to be taken immediately, and a high-risk early warning message is generated.

4. The integrated platform for ship direction monitoring and warning according to claim 3, characterized in that: The calculation expression of the current actual course angle SHX of the ship is as follows: In the formula, Hs*cos(Hj)+Sv*cos(SJ) represents the sum of the component of the current ship speed data Hs in the east-west direction and the component of the water flow speed Sv in the east-west direction, and Hs*sin(Hj)+Sv*sin(SJ) represents the sum of the component of the current ship speed data Hs in the north-south direction and the component of the water flow speed Sv in the east-west direction. represents the ratio of the actual speed component of the ship's speed component in the east-west direction to the actual speed component in the north-south direction. Arctan represents the arctangent function, and the resulting value is the current actual course angle SHX of the ship.

5. The integrated platform for ship direction monitoring and early warning according to claim 4, characterized in that: The judgment expression for judging the yaw condition of the ship is as follows: When the current actual course angle SHX of the ship - the course angle Hj = 0, it means that the ship course does not deviate. When the current actual course angle SHX of the ship - the course angle Hj > 0, it means that the ship course deviates to the right. When the current actual course angle SHX of the ship - the course angle Hj < 0, it means that the ship course deviates to the left.

6. The integrated ship direction monitoring and early warning platform according to claim 5, wherein: When it is determined that the ship course deviates to the right, a ship right yaw early warning message is generated. When it is determined that the ship course deviates to the left, a ship left yaw early warning message is generated.

7. The integrated platform for ship direction monitoring and warning according to claim 6, characterized in that: When the early warning unit receives a low-risk early warning message or a medium-risk early warning message or a high-risk early warning message, it issues an early warning to the on-duty crew. When the early warning unit receives a ship right yaw early warning message, it issues a right yaw early warning to the on-duty crew. When the early warning unit receives a ship left yaw early warning message, it issues a left yaw early warning to the on-duty crew.

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