Ship ice region navigation risk assessment method, system and device and storage medium

Abstract

The invention discloses a ship ice region navigation risk assessment method, system and device and a storage medium. The ship ice region navigation risk assessment method comprises the steps of calculating various ship ice region navigation risks; determining a risk weight of each type of ship ice region navigation risk, and according to each type of ship ice region navigation risk and the risk weight, evaluating to obtain a ship ice region navigation total risk; wherein the ship navigation risk in the ice area comprises a ship collision risk, a ship ice trapping risk, a ship stranding risk, a ship touch risk and a ship sinking risk. The method can achieve the real-time quantitative evaluation of the navigation risk of the ship in the ice region, improves the navigation safety of the ship in the ice region, and can be widely applied to the technical field of ship safety.

Description

Technical Field

[0001] The present application relates to the field of ship safety technology, and in particular to a method, system, device and storage medium for assessing the risk of ship navigation in ice areas. Background Art

[0002] When sailing in ice-covered areas such as the polar regions, the impact of sea ice and the complex natural environment pose a huge threat to the safety of ship navigation. Traditional navigation risk assessment methods are difficult to accurately reflect the particularity of the conditions faced by ships when sailing in ice areas. Due to the complexity of ice conditions and the real-time changes in the external environment, multiple risk factors need to be considered and quantified separately when calculating and assessing ship navigation risks. However, there is currently a lack of effective ice navigation risk prediction and early warning mechanisms in ship navigation risk assessments. Traditional risk assessment methods are often based on static data or short-term historical data, which makes it difficult to fully consider the high uncertainty and dynamic change characteristics of the ice environment. As a result, when faced with extreme ice conditions or emergencies, the traditional assessment system is unable to make accurate early warnings and effective response measures in advance, which greatly increases the safety risks of ship navigation. Summary of the invention

[0003] In order to solve the above technical problems, the purpose of the present invention is to provide a method, system, device and storage medium for assessing the risk of ship navigation in ice areas, which can improve the safety of ships sailing in ice areas.

[0004] To achieve the above purpose, one aspect of an embodiment of the present application provides a method for assessing the risk of ship navigation in ice areas, comprising the following steps:

[0005] Calculate the risks of ice navigation for various types of ships;

[0006] Determine the risk weights of the risks of ice navigation for each type of ship, and evaluate the total risk of ice navigation for each type of ship and the risk weights;

[0007] Among them, the risks of ship navigation in ice areas include ship collision risk, ship ice entrapment risk, ship grounding risk, ship contact risk and ship sinking risk.

[0008] In some embodiments, the calculation of ice navigation risks of various types of ships specifically includes:

[0009] Get the minimum ship spacing, ship speed and ship length;

[0010] Calculating the ship collision risk according to the minimum ship spacing, the ship sailing speed and the ship length;

[0011] The ship collision risk is calculated by the following formula:

[0012]

[0013] Among them, R cols represents the ship collision risk, D s represents the minimum ship spacing, in m, v represents the ship's sailing speed, in m / s, and L represents the ship's length, in m.

[0014] In some embodiments, the calculation of ice navigation risks of various types of ships specifically includes:

[0015] Get sea ice density;

[0016] Calculating the risk of ship ice entrapment according to the sea ice density;

[0017] The ship ice entrapment risk is calculated by the following formula:

[0018] R ice =C ice / 10

[0019] Among them, R ice represents the ice risk of the ship, C ice Represents the sea ice density in %.

[0020] In some embodiments, the calculation of ice navigation risks of various types of ships specifically includes:

[0021] Obtain ice area water depth and ship draft;

[0022] Calculating the risk of the ship running aground according to the water depth of the ice area and the draft of the ship;

[0023] The ship grounding risk is calculated by the following formula:

[0024]

[0025] Among them, R gro Denotes the risk of the ship running aground, D e represents the water depth in the ice area, in meters, and T represents the draft of the ship, in meters.

[0026] In some embodiments, the calculation of ice navigation risks of various types of ships specifically includes:

[0027] Get the distance between ship and shore and the length of the ship;

[0028] Calculating the risk of collision of the ship according to the distance between the ship and the shore and the length of the ship;

[0029] The ship collision risk is calculated by the following formula:

[0030]

[0031] Among them, R col represents the risk of collision with the ship, dis represents the distance between the ship and the shore, in meters, and L represents the length of the ship, in meters.

[0032] In some embodiments, the calculation of ice navigation risks of various types of ships specifically includes:

[0033] Get the absolute wind speed;

[0034] Calculating the sinking risk of the ship according to the absolute wind speed;

[0035] The ship sinking risk is calculated by the following formula:

[0036]

[0037] Among them, R sun represents the risk of the ship sinking, W s Represents the absolute wind speed in m / s.

[0038] In some embodiments, the determining of the risk weights of the ice navigation risks of various types of ships specifically includes:

[0039] Performing an addition operation on the ship collision risk, the ship ice entrapment risk, the ship grounding risk, the ship contact risk, and the ship sinking risk;

[0040] Dividing the ice navigation risk of each type of ship by the sum obtained by the addition operation, respectively, to obtain the risk weight;

[0041] The risk weights for the ice navigation risks of various types of ships are determined by the following formula:

[0042]

[0043] Among them, R w,i represents the risk weight corresponding to the ice navigation risk of the i-th type of ship, R i R represents the risk of ice navigation for ships of category i, cols represents the ship collision risk, R ice represents the ice risk of the ship, R gro represents the risk of the ship running aground, R col represents the risk of collision with the ship, R sun Represents the sinking risk of the ship, and i is a positive integer.

[0044] To achieve the above-mentioned purpose, another aspect of the embodiment of the present application provides a ship ice navigation risk assessment system, comprising:

[0045] Various navigation risk calculation modules are used to calculate the navigation risks of various types of ships in ice areas;

[0046] The total navigation risk assessment module is used to determine the risk weights of the ice navigation risks of various types of ships, and to assess the total risk of ice navigation of ships according to the ice navigation risks of various types of ships and the risk weights;

[0047] Among them, the risks of ship navigation in ice areas include ship collision risk, ship ice entrapment risk, ship grounding risk, ship contact risk and ship sinking risk.

[0048] To achieve the above-mentioned purpose, another aspect of an embodiment of the present application proposes an electronic device, which includes a memory, a processor, a program stored on the memory and executable on the processor, and a data bus for realizing connection and communication between the processor and the memory. When the program is executed by the processor, the ship ice navigation risk assessment method as described above is implemented.

[0049] To achieve the above-mentioned purpose, another aspect of an embodiment of the present application proposes a storage medium, which is a computer-readable storage medium used for computer-readable storage, and the storage medium stores one or more programs, and the one or more programs can be executed by one or more processors to implement the ship ice navigation risk assessment method as described above.

[0050] The beneficial effects of the present invention are as follows: the ship ice navigation risk assessment method, system, device and storage medium of the present invention first calculate the ice navigation risks of various types of ships, and determine the risk weights of various types of ship ice navigation risks, and evaluate the total risk of ship ice navigation according to the various types of ship ice navigation risks and risk weights. Among them, the ship ice navigation risk includes ship collision risk, ship ice entrapment risk, ship grounding risk, ship contact risk and ship sinking risk. The present invention divides the ship ice navigation risk into five types: collision risk, ice entrapment risk, grounding risk, contact risk and sinking risk, and then selects the corresponding input parameters and calculates them according to the characteristics of each type of navigation risk, so as to realize the real-time calculation and quantification of various types of navigation risks. In addition, the five types of navigation risks are weighted and finally evaluated to obtain the total risk of ship ice navigation, which can realize the real-time quantitative evaluation of the ship ice navigation risk and improve the safety of ship navigation in ice areas. BRIEF DESCRIPTION OF THE DRAWINGS

[0051] In order to more clearly illustrate the technical solution in the embodiments of the present invention, the following introduction is made to the drawings required for use in the embodiments of the present invention. It should be understood that the drawings introduced below are only for the convenience of clearly describing some embodiments of the technical solution of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative work.

[0052] Figure 1 A flowchart of the steps of a method for assessing the risk of ship navigation in ice areas provided by an embodiment of the present invention;

[0053] Figure 2 A flow chart of classification and calculation of risks of ship navigation in ice areas provided by an embodiment of the present invention;

[0054] Figure 3 An example diagram of a method for assessing the risk of ship navigation in ice areas provided by an embodiment of the present invention;

[0055] Figure 4 A schematic diagram of the structure of a ship ice navigation risk assessment system provided by an embodiment of the present invention;

[0056] Figure 5 A schematic diagram of the hardware structure of an electronic device provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0057] In order to make the purpose, technical solutions and advantages of the present application clearer, the present application is further described in detail below in conjunction with the accompanying drawings and examples. It should be understood that the specific embodiments described herein are only used to explain the present application and are not intended to limit the present application. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the embodiments of the present application. They are only examples of devices and methods consistent with some aspects of the embodiments of the present application as detailed in the attached claims.

[0058] It is understood that the terms "first", "second", etc. used in this application can be used to describe various concepts in this article, but unless otherwise specified, these concepts are not limited by these terms. These terms are only used to distinguish one concept from another concept. For example, without departing from the scope of the embodiment of the present application, the first information may also be referred to as the second information, and similarly, the second information may also be referred to as the first information. Depending on the context, the words "if" and "if" as used herein can be interpreted as "at the time of" or "when" or "in response to determination".

[0059] The terms "at least one", "multiple", "each", "any", etc. used in this application, at least one includes one, two or more, multiple includes two or more, each refers to each of the corresponding multiple, and any refers to any one of the multiple.

[0060] With the continuous development of the world economy, the total volume of international trade has grown rapidly. As a result, traditional routes are facing increasing transportation pressure and frequent congestion in the increasingly busy trade exchanges. On the other hand, the Arctic region is rich in natural resources and has great development potential. Compared with traditional routes, the Arctic route has a significant advantage of shorter voyages, which can greatly shorten transportation time and reduce transportation costs. Therefore, the development and utilization of the Arctic route is of great significance to countries (especially near-Arctic countries) in shortening the mileage of foreign trade routes, improving foreign trade transportation efficiency, promoting energy security, and expanding overseas trade markets. However, due to the existence of many sea ice-covered areas, the navigation environment in the Arctic region is extremely harsh, posing more safety risks to ship navigation than other sea areas. At the same time, due to the extreme climate and long-term sea ice coverage in the Arctic region, the environmental interference in the Arctic route is relatively large, ship maneuvering is restricted, navigation is difficult, and there are many special navigation risks, which further increase the challenges of ensuring the safety of navigation on the Arctic route.

[0061] When sailing in sea ice-covered areas such as the polar regions, the impact of sea ice and the complex natural environment pose a huge threat to the safety of ship navigation. Traditional navigation risk assessment methods are difficult to accurately reflect the particularity of the conditions faced by ships when sailing in ice areas. Due to the complexity of ice conditions and the real-time changes in the external environment, multiple risk factors need to be considered and quantified separately when calculating and assessing ship navigation risks. However, there is currently a lack of effective ice navigation risk prediction and early warning mechanisms in ship navigation risk assessment. Traditional risk assessment methods are often based on static data or short-term historical data, and such methods are difficult to fully consider the high uncertainty and dynamic change characteristics of the ice environment. As a result, when facing extreme ice conditions or emergencies, the traditional assessment system cannot make accurate early warnings and effective response measures in advance, thereby greatly increasing the safety risk of ship navigation. To this end, an embodiment of the present invention proposes a ship ice navigation risk assessment method, firstly calculating the ice navigation risks of various types of ships, and determining the risk weights of the ice navigation risks of various types of ships, and evaluating the total risk of ship ice navigation according to the ice navigation risks and risk weights of various types of ships. Among them, the risks of ship navigation in ice areas include ship collision risk, ship ice entrapment risk, ship grounding risk, ship contact risk and ship sinking risk. The present invention divides the risks of ship navigation in ice areas into five types: collision risk, ice entrapment risk, grounding risk, contact risk and sinking risk, and then selects corresponding input parameters and performs calculations according to the characteristics of each type of navigation risk, so as to realize real-time calculation and quantification of various types of navigation risks. In addition, the five types of navigation risks are weighted and finally evaluated to obtain the total risk of ship navigation in ice areas, which can realize real-time quantitative evaluation of ship navigation risks in ice areas and improve the safety of ships sailing in ice areas.

[0062] Reference Figure 1 , Figure 1 The present invention provides a flowchart of a method for assessing the risk of ship navigation in ice areas according to an embodiment of the present invention. The present invention provides a method for assessing the risk of ship navigation in ice areas, and the method includes steps S101 to S102:

[0063] S101. Calculate the risks of ice navigation for various types of ships;

[0064] Among them, the risks of ship navigation in ice areas include the risk of ship collision, the risk of ship being trapped in ice, the risk of ship running aground, the risk of ship contact and the risk of ship sinking.

[0065] In some optional embodiments, the risk values ​​of ice navigation of various types of ships range from low to high from 0 to 10. The higher the risk score, the greater the risk. In the embodiment of the present invention, the risk is divided into five levels according to the risk score: high risk (8-10 points), medium-high risk (6-8 points), medium risk (4-6 points), medium-low risk (2-4 points) and low risk (0-2 points).

[0066] As an optional implementation, the step of calculating the ice navigation risk of various types of ships can be specifically divided into the following steps S1011 and S1012:

[0067] S1011. Obtain the minimum ship spacing, ship sailing speed, and ship length;

[0068] S1012. Calculate the risk of ship collision based on the minimum ship spacing, the ship sailing speed, and the ship length;

[0069] The risk of ship collision is calculated by the following formula:

[0070]

[0071] Among them, R cols represents the risk of ship collision, D s It represents the minimum ship spacing in meters, v represents the ship speed in meters / second, and L represents the ship length in meters.

[0072] It should be noted that the ship collision risk refers to the risk of a ship colliding with other ships. Therefore, the distance between a ship and the nearest ship is selected as an indicator to calculate the ship collision risk.

[0073] Specifically, in areas covered by sea ice, it is difficult for ships to turn, so when other ships suddenly stop due to collisions or other accidents, the ship should maintain sufficient distance to react and brake to avoid collision. Generally, the reaction time of a ship to detect the risk of collision is (70-90 seconds); in terms of the selection of braking distance, generally, the braking distance of the ship is 8 times the length of the ship. Since the positioning module of the ship is at the stern (1 times the length of the ship) and a certain surplus distance (0.25 times the length of the ship) is required, the final safety distance for ship braking is 9.25 times the length of the ship. It can be obtained that when the distance between the ship and the nearest ship is greater than 90*ship speed + 9.25*ship length (there is more than 90 seconds of linear braking reaction time), the ship has enough distance to deal with emergencies, and the risk of ship collision is 0. When the distance between the ship and the nearest ship is between 80*ship speed + 9.25*ship length and 90*ship speed + 9.25*ship length (there is 80-90 seconds of linear braking reaction time), the risk of ship collision is evaluated as low risk (score 0-2 points). When the distance between a ship and the nearest other ship is between 70*ship speed + 9.25*ship length and 80*ship speed + 9.25*ship length (with 70-80 seconds of straight-line braking reaction time), the ship collision risk is assessed as medium-low risk (score 2-4 points).

[0074] When the distance between the ship and the nearest ship is not enough to react and brake in a straight line, the ship needs to use large-angle turning and other operations to avoid ship collision. However, when the ship is sailing in ice areas, the risk of large-angle turning increases significantly due to the influence of sea ice. Therefore, when the distance between the ship and the nearest ship is between 90*ship speed + 1.25*ship length and 70*ship speed + 9.25*ship length (large-angle turning reaction time of more than 90 seconds), the ship collision risk is evaluated as medium risk (score 4-6 points). When the distance between the ship and the nearest ship is between 80*ship speed + 1.25*ship length and 90*ship speed + 1.25*ship length (large-angle turning reaction time of 80-90 seconds), the ship collision risk is evaluated as medium-high risk (score 6-8 points). When the distance between the ship and the nearest ship is between 70*ship speed + 1.25*ship length and 80*ship speed + 1.25*ship length (large-angle turning reaction time of 70-80 seconds), the ship collision risk is evaluated as high risk (score 8-10 points). By converting the indicators into risk scores, we can obtain the above ship collision risk calculation formula.

[0075] For example, the minimum ship spacing is set to 1851m, the ship speed is 8m / s, and the ship length is 320m. The ship collision risk is calculated as follows:

[0076]

[0077] As an optional implementation, the step of calculating the ice navigation risk of various types of ships can be specifically divided into the following steps S1013 and S1014:

[0078] S1013. Obtain sea ice density;

[0079] S1014. Calculate the risk of ship ice entrapment based on sea ice density;

[0080] The risk of ship ice entrapment is calculated by the following formula:

[0081] R ice =C ice / 10

[0082] Among them, R ice Indicates the risk of ship ice entrapment, C ice Indicates the sea ice density in %.

[0083] Specifically, in the classification of ship ice entrapment risk, the ship ice entrapment risk is rated based on the sea ice density. The sea ice density data value range is 0-100 (%), and the ship ice entrapment risk score range is 0-10. The sea ice density is positively correlated with the ship ice entrapment risk. Therefore, when converting the sea ice density into the ship ice entrapment risk, the indicator is converted into a risk score, and the above ship ice entrapment risk calculation formula can be obtained.

[0084] For example, the sea ice density is set to 30%, and the ship ice entrapment risk is calculated as follows:

[0085] R ice =30 / 10=3

[0086] As an optional implementation, the step of calculating the ice navigation risk of various types of ships can be specifically divided into the following steps S1015 and S1016:

[0087] S1015. Obtain the water depth in the ice area and the draft of the ship;

[0088] S1016. Calculate the risk of the ship running aground based on the water depth in the ice area and the draft of the ship;

[0089] The risk of a ship running aground is calculated using the following formula:

[0090]

[0091] Among them, R gro Indicates the risk of ship grounding, D e It indicates the water depth in ice area in m, and T indicates the draft of the ship in m.

[0092] It should be noted that the risk of a ship running aground is mainly related to the water depth. Generally, the waterway needs to maintain a certain excess water depth in addition to the ship's draft depth to ensure safe navigation of the ship. When the water depth is insufficient, the shallow water effect will seriously affect the ship's maneuverability and even cause the ship to run aground.

[0093] Specifically, according to navigation practice, when the water depth is less than 1.25 times the ship's draft, the ship's maneuverability will seriously decline until it becomes unacceptable. Therefore, the risk of a ship running aground is set to 10 when the water depth is less than 1.25 times the ship's draft. When the water depth is between 1.25 and 1.5 times the ship's draft, the ship's maneuverability seriously declines and the ship's turning radius increases rapidly, so the risk of a ship running aground in this interval is defined as high risk (score 8-10). When the water depth is between 1.5 and 2 times the ship's draft, the ship's turning radius increases rapidly, so the risk of a ship running aground in this interval is defined as medium-high risk (score 6-8). When the water depth is between 2 and 4 times the ship's draft, the shallow water effect begins to appear, and the ship's turning radius is partially increased compared to the deep water area, so the risk of a ship running aground in this interval is defined as medium risk (score 4-6). When the water depth is between 4 and 6 times the ship's draft, the ship's turning radius is slightly different from that in the deep water area. In order to prevent ships from entering shallow water areas, this type of water depth scene is set as a warning area to prevent entering high-risk scenes (medium-low risk, score 2-4). When the water depth is greater than 6 times the ship's draft, the ship is sailing in deep water, and the shallow water effect on the ship's navigation is negligible, so this type is classified as low risk (score 0). Convert the indicators into risk scores to obtain the above ship grounding risk calculation formula.

[0094] For example, the water depth in the ice area is set to 64m, and the draft of the ship is set to 16m. The risk of the ship running aground is calculated as follows:

[0095] R gro =6-64 / 16=2

[0096] As an optional implementation, the step of calculating the ice navigation risk of various types of ships can be specifically divided into the following steps S1017 and S1018:

[0097] S1017. Obtain the distance between ship and shore and the length of the ship;

[0098] S1018. Calculate the risk of ship collision based on the distance between the ship and the shore and the length of the ship;

[0099] The risk of ship collision is calculated by the following formula:

[0100]

[0101] Among them, R col It represents the risk of ship collision, dis represents the distance between ship and shore in meters, and L represents the length of the ship in meters.

[0102] Specifically, the risk of ship collision is mainly related to the distance between the ship and the shore. The smaller the distance between the ship and the shore, the greater the risk of collision between the ship and the shore. Generally, the braking distance of the ship should be less than 8 times the length of the ship. At the same time, considering the length b of the ship itself and retaining a safety distance of 1 times the length of the ship, the risk of collision is selected to be 0 when the distance between the ship and the shore is greater than 10 times the length of the ship. Since the risk of ship collision is negatively correlated with the distance between the ship and the shore, the indicator is converted into a risk score to obtain the above ship collision risk calculation formula.

[0103] For example, the ship-shore distance is set to 3040m, the ship length is 320m, and the ship collision risk is calculated as follows:

[0104] R col =10-3040 / 320=0.5

[0105] As an optional implementation, the step of calculating the ice navigation risk of various types of ships can be specifically divided into the following steps S1019 and S10110:

[0106] S1019, obtaining absolute wind speed;

[0107] S10110. Calculate the risk of ship sinking based on the absolute wind speed;

[0108] The risk of ship sinking is calculated by the following formula:

[0109]

[0110] Among them, R sun represents the risk of ship sinking, W s Indicates absolute wind speed in m / s.

[0111] Specifically, due to the large wind-exposed area of ​​the ship, wind interference is one of the main risks leading to the sinking of the ship. Generally, when the wind force is greater than level 8, the risk of ship sinking increases significantly. Therefore, the risk of ship sinking is calculated according to each level of wind speed. When the wind speed exceeds level 8 (wind speed>20.8m / s), the risk of ship sinking is 10 (high risk). When the wind force is 7-8 (wind speed 13.8m / s-20.7m / s), it is a high risk (score 8-10); when the wind force is 5-6 (wind speed 7.9m / s-13.8m / s), it is a medium-high risk (score 6-8); when the wind force is 3-4 (wind speed 3.4m / s-7.9m / s), it is a medium risk (score 4-6); when the wind force is 1-2 (wind speed 0.2m / s-3.4m / s), it is a medium-low risk (score 2-4); when the wind force is 0 (wind speed less than 0.2m / s), it is a low risk (score 0-2). The indicators are converted into risk scores to obtain the above-mentioned ship sinking risk calculation formula.

[0112] For example, the absolute wind speed is set to 5m / s, and the risk of ship sinking is calculated as follows:

[0113] R sun =4+2(5-3.3) / 4.6=4.74

[0114] S102. Determine the risk weights of various types of ship navigation risks in ice areas, and evaluate the total risk of ship navigation in ice areas based on the risks and risk weights of various types of ship navigation in ice areas;

[0115] As an optional implementation, the step of determining the risk weights of ice navigation risks of various types of ships can be specifically divided into the following steps S1021 and S1022:

[0116] S1021. Perform an addition operation on the risk of ship collision, the risk of ship entrapment in ice, the risk of ship grounding, the risk of ship contact, and the risk of ship sinking;

[0117] S1022. Divide the ice navigation risk of each type of ship by the sum obtained by the addition operation to obtain the risk weight;

[0118] The risk weights of ice navigation risks for various types of ships are determined by the following formula:

[0119]

[0120] Among them, R w,i represents the risk weight corresponding to the risk of ice navigation of the i-th type of ship, R i represents the ice navigation risk of the i-th type of ship, R cols represents the risk of ship collision, R ice represents the risk of ship ice entrapment, R gro represents the risk of ship grounding, R col Indicates the risk of ship collision, R sun Represents the risk of ship sinking, i is a positive integer.

[0121] Further, if Figure 2 The figure shows the classification and calculation flow chart of the risk of ice-going ships. After obtaining the risk weights corresponding to the risks of ice-going ships of various types, the total risk of ice-going ships can be obtained by evaluating the following formula:

[0122]

[0123] Among them, R sum Indicates the total risk of ships sailing in ice areas.

[0124] For example, Figure 3 The figure shows an example of the risk assessment method for ship navigation in ice areas. The total risk of ship navigation in ice areas is finally calculated as follows:

[0125]

[0126] The above is an explanation of the ship ice navigation risk assessment method of the embodiment of the present invention. It can be recognized that, compared with the ship navigation risk assessment method in the prior art, the embodiment of the present invention first divides the ice navigation risk of ships into five types: collision risk, ice entrapment risk, grounding risk, contact risk and sinking risk. According to the formation characteristics of each type of navigation risk, the corresponding input parameters are selected and calculated and evaluated to achieve real-time calculation and quantification of various types of navigation risks. Subsequently, the various types of navigation risks are weighted and finally evaluated to obtain the total risk of ice navigation. The present invention can quantify five types of navigation risks including collision, ice entrapment, grounding, contact and sinking and the total risk of ship navigation in ice areas in real time according to the status of the ship, the environment and other ships, and can effectively warn of the risk of ship navigation in ice areas, improve the safety and reliability of ships when sailing in ice areas, and avoid economic losses and casualties caused by ship navigation accidents in ice areas.

[0127] Reference Figure 4 The embodiment of the present invention further provides a ship ice navigation risk assessment system, comprising:

[0128] Various navigation risk calculation modules are used to calculate the navigation risks of various types of ships in ice areas;

[0129] The total navigation risk assessment module is used to determine the risk weights of various types of ship navigation risks in ice areas. According to the risks and risk weights of various types of ship navigation in ice areas, the total risk of ship navigation in ice areas is assessed;

[0130] Among them, the risks of ship navigation in ice areas include the risk of ship collision, the risk of ship being trapped in ice, the risk of ship running aground, the risk of ship contact and the risk of ship sinking.

[0131] The contents of the above-mentioned ship ice navigation risk assessment method embodiment are all applicable to the present ship ice navigation risk assessment system embodiment. The functions specifically implemented by the present ship ice navigation risk assessment system embodiment are the same as those in the above-mentioned ship ice navigation risk assessment method embodiment, and the beneficial effects achieved are also the same as those achieved by the above-mentioned ship ice navigation risk assessment method embodiment.

[0132] The embodiment of the present invention further provides an electronic device, the electronic device comprising: a memory, a processor, a program stored in the memory and executable on the processor, and a data bus for realizing connection and communication between the processor and the memory, and the program is executed by the processor to realize the above-mentioned ship ice navigation risk assessment method. The electronic device can be any intelligent terminal including a tablet computer, a vehicle-mounted computer, etc.

[0133] like Figure 5FIG. 1 is a schematic diagram of the hardware structure of an electronic device provided in an embodiment of the present invention. Figure 5 , an embodiment of the present invention provides an electronic device, including:

[0134] The processor 1001 may be implemented by a general-purpose CPU (Central Processing Unit), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of the present invention.

[0135] The memory 1002 can be implemented in the form of a read-only memory (ROM), a static storage device, a dynamic storage device, or a random access memory (RAM). The memory 1002 can store an operating system and other application programs. When the technical solution provided in the embodiment of this specification is implemented by software or firmware, the relevant program code is stored in the memory 1002, and the processor 1001 calls and executes the ship ice navigation risk assessment method of the embodiment of the present invention;

[0136] Input / output interface 1003, used to implement information input and output;

[0137] The communication interface 1004 is used to realize the communication interaction between the device and other devices. The communication can be realized through a wired manner (such as USB, network cable, etc.) or a wireless manner (such as mobile network, WIFI, Bluetooth, etc.);

[0138] A bus 1005 , which transmits information between various components of the device (e.g., the processor 1001 , the memory 1002 , the input / output interface 1003 , and the communication interface 1004 );

[0139] The processor 1001 , the memory 1002 , the input / output interface 1003 and the communication interface 1004 are connected to each other in communication within the device via the bus 1005 .

[0140] An embodiment of the present invention further provides a storage medium, which is a computer-readable storage medium used for computer-readable storage. The storage medium stores one or more programs, and the one or more programs can be executed by one or more processors to implement the above-mentioned ship ice navigation risk assessment method.

[0141] The memory, as a non-transient computer-readable storage medium, can be used to store non-transient software programs and non-transient computer executable programs. In addition, the memory may include a high-speed random access memory, and may also include a non-transient memory, such as at least one disk storage device, a flash memory device, or other non-transient solid-state storage device. In some embodiments, the memory may optionally include a memory remotely disposed relative to the processor, and these remote memories may be connected to the processor via a network. Examples of the above-mentioned network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0142] The embodiment of the present invention also discloses a computer program product or a computer program, wherein the computer program product or the computer program includes computer instructions, and the computer instructions are stored in a computer-readable storage medium. A processor of a computer device can read the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, so that the computer device executes Figure 1 The method shown.

[0143] In some selectable embodiments, the function / operation mentioned in the block diagram may not occur in the order mentioned in the operation diagram. For example, depending on the function / operation involved, the two boxes shown in succession can actually be executed substantially simultaneously or the above-mentioned boxes can sometimes be executed in reverse order. In addition, the embodiment presented and described in the flow chart of the present invention is provided by way of example, for the purpose of providing a more comprehensive understanding of technology. The disclosed method is not limited to the operation and logic flow presented herein. Selectable embodiments are expected, wherein the order of various operations is changed and the sub-operation of a part for which is described as a larger operation is performed independently.

[0144] In addition, although the present invention is described in the context of functional modules, it should be understood that, unless otherwise specified to the contrary, one or more of the above-mentioned functions and / or features can be integrated into a single physical device and / or software module, or one or more functions and / or features can be implemented in a separate physical device or software module. It is also understood that a detailed discussion of the actual implementation of each module is unnecessary for understanding the present invention. More specifically, in view of the properties, functions and internal relationships of the various functional modules in the device disclosed herein, the actual implementation of the module will be understood within the conventional skills of the engineer. Therefore, those skilled in the art can implement the present invention set forth in the claims without excessive experimentation using ordinary techniques. It is also understood that the specific concepts disclosed are merely illustrative and are not intended to limit the scope of the present invention, which is determined by the full scope of the appended claims and their equivalents.

[0145] If the above functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium, including several instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the above methods of each embodiment of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk and other media that can store program codes.

[0146] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as an ordered list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by an instruction execution system, device or apparatus (such as a computer-based system, a system including a processor, or other system that can fetch instructions from an instruction execution system, device or apparatus and execute instructions), or in conjunction with such instruction execution systems, devices or apparatuses. For the purposes of this specification, "computer-readable medium" can be any device that can contain, store, communicate, propagate or transmit a program for use by an instruction execution system, device or apparatus, or in conjunction with such instruction execution systems, devices or apparatuses.

[0147] It should be understood that the various parts of the present invention can be implemented by hardware, software, firmware or a combination thereof. In the above-mentioned embodiments, a plurality of steps or methods can be implemented by software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented by hardware, as in another embodiment, it can be implemented by any one of the following technologies known in the art or their combination: a discrete logic circuit having a logic gate circuit for implementing a logic function for a data signal, a dedicated integrated circuit having a suitable combination of logic gate circuits, a programmable gate array (PGA), a field programmable gate array (FPGA), etc.

[0148] Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

[0149] The above is a specific description of the preferred implementation of the present invention, but the present invention is not limited to the embodiments. Those skilled in the art may make various equivalent modifications or substitutions without violating the spirit of the present invention. These equivalent modifications or substitutions are all included in the scope defined by the claims of this application.

Claims

1. A method for assessing the risk of ship navigation in ice areas, characterized in that: The following steps are involved: Calculate the risks of ice navigation for various types of ships; Determine the risk weights of the risks of ice navigation for each type of ship, and evaluate the total risk of ice navigation for each type of ship and the risk weights; Among them, the risks of ship navigation in ice areas include ship collision risk, ship ice entrapment risk, ship grounding risk, ship contact risk and ship sinking risk.

2. A method for assessing the risk of ship navigation in ice areas according to claim 1, characterized in that: The calculation of ice navigation risks for various types of ships specifically includes: Obtain the minimum ship spacing, ship speed and ship length; Calculating the ship collision risk according to the minimum ship spacing, the ship sailing speed and the ship length; The ship collision risk is calculated by the following formula: Among them, R cols represents the ship collision risk, D s represents the minimum ship spacing, in m, v represents the ship's sailing speed, in m / s, and L represents the ship's length, in m.

3. A method for assessing the risk of ship navigation in ice areas according to claim 1, characterized in that: The calculation of ice navigation risks for various types of ships specifically includes: Get sea ice density; Calculating the risk of ship ice entrapment according to the sea ice density; The ship ice entrapment risk is calculated by the following formula: R ice =C ice / 10 Among them, R ice represents the ice risk of the ship, C ice It represents the sea ice density in %.

4. A method for assessing the risk of ship navigation in ice areas according to claim 1, characterized in that: The calculation of ice navigation risks for various types of ships specifically includes: Obtain ice area water depth and ship draft; Calculating the risk of the ship running aground according to the water depth of the ice area and the draft of the ship; The ship grounding risk is calculated by the following formula: Among them, R gro Denotes the risk of the ship running aground, D e represents the water depth in the ice area, in meters, and T represents the draft of the ship, in meters.

5. A method for assessing the risk of ship navigation in ice areas according to claim 1, characterized in that: The calculation of ice navigation risks for various types of ships specifically includes: Get the distance between ship and shore and the length of the ship; Calculating the risk of collision of the ship according to the distance between the ship and the shore and the length of the ship; The ship collision risk is calculated by the following formula: Among them, R col represents the risk of collision with the ship, dis represents the distance between the ship and the shore, in meters, and L represents the length of the ship, in meters.

6. A method for assessing the risk of ship navigation in ice areas according to claim 1, characterized in that: The calculation of ice navigation risks for various types of ships specifically includes: Get the absolute wind speed; Calculating the sinking risk of the ship according to the absolute wind speed; The ship sinking risk is calculated by the following formula: Among them, R sun represents the risk of the ship sinking, W s Represents the absolute wind speed in m / s.

7. A method for assessing the risk of ship navigation in ice areas according to any one of claims 1 to 6, characterized in that: The risk weights for determining the risk of ice navigation for various types of ships specifically include: Performing an addition operation on the ship collision risk, the ship ice entrapment risk, the ship grounding risk, the ship contact risk, and the ship sinking risk; Dividing the ice navigation risk of each type of ship by the sum obtained by the addition operation, respectively, to obtain the risk weight; The risk weights for the ice navigation risks of various types of ships are determined by the following formula: Among them, R w,i represents the risk weight corresponding to the ice navigation risk of the i-th type of ship, R i R represents the risk of ice navigation for ships of category i, cols represents the ship collision risk, R ice represents the ice risk of the ship, R gro represents the risk of the ship running aground, R col represents the risk of collision with the ship, R sun Represents the sinking risk of the ship, and i is a positive integer.

8. A ship ice navigation risk assessment system, characterized in that: include: Various navigation risk calculation modules are used to calculate the navigation risks of various types of ships in ice areas; The total navigation risk assessment module is used to determine the risk weights of the ice navigation risks of various types of ships, and to assess the total risk of ice navigation of ships according to the ice navigation risks of various types of ships and the risk weights; Among them, the risks of ship navigation in ice areas include ship collision risk, ship ice entrapment risk, ship grounding risk, ship contact risk and ship sinking risk.

9. An electronic device, characterized in that: The electronic device includes a memory, a processor, a program stored in the memory and executable on the processor, and a data bus for realizing connection and communication between the processor and the memory. When the program is executed by the processor, the steps of the ship ice navigation risk assessment method as described in any one of claims 1 to 7 are realized.

10. A storage medium, the storage medium being a computer-readable storage medium, used for computer-readable storage, characterized in that: The storage medium stores one or more programs, and the one or more programs can be executed by one or more processors to implement the steps of the ship ice navigation risk assessment method according to any one of claims 1 to 7.

Images