Ship automatic monitoring universal method based on digital twinning

Abstract

The invention relates to an automatic ship monitoring universal method based on digital twinning. The method comprises the following steps: acquiring a user demand; the user demand comprises a ship three-dimensional automatic monitoring demand; the ship three-dimensional automatic monitoring requirements comprise ship longitude and latitude, course, navigational speed, navigational name, calling number and immersion depth; and executing a ship three-dimensional automatic monitoring visualization process according to the content required by the user. Compared with the prior art, the ship navigation process is dynamically simulated in a three-dimensional scene more visually and more synchronously; compared with the prior art, a real scene is simulated more truly; simulation errors caused by data abnormity and data inaccuracy of the AIS automatic identification system are avoided; the problems that in the actual display process of a visualization system, the data precision is not high enough, and a ship flashes on an embankment in a three-dimensional scene are solved.

Description

Technical Field

[0001] The present invention relates to the technical field of water conservancy digital twin technology, and in particular to a general method for automatic monitoring of ships based on digital twins. Background Art

[0002] With the development of water conservancy technology, in order to ensure the normal navigation of rivers, large-scale water conservancy hub projects are generally equipped with corresponding lock buildings.

[0003] The locks are managed by lock management units to manage the movement of navigable ships, which requires real-time and accurate information on navigable ships, including static registration information and the current status of implementation updates.

[0004] In the prior art, the lock management unit usually monitors the current status of the ship through the navigation system of the maritime department.

[0005] The defects of the prior art are:

[0006] 1. The above information is generally reported by ships on their own initiative. There is a risk of untimely or false reporting of information, which makes it impossible for the lock management unit to conduct real-time and accurate monitoring;

[0007] 2. At the same time, the ship monitoring systems currently used in maritime systems are mostly two-dimensional geographic information systems, which can only simply query the current location of the ship, and the ship's location is inaccurate.

[0008] In summary, with the development of water conservancy digital twins and the application of radar monitoring in inland rivers, it is necessary to consider the use of digital twin technology to achieve three-dimensional automatic real-time monitoring of ships, which is also the basis of the idea of ​​the present invention. Summary of the invention

[0009] In view of the above problems, the present invention provides a general method for automatic monitoring of ships based on digital twins, which aims to dynamically simulate the navigation process of ships in a three-dimensional scene more intuitively and synchronously than the existing technology; simulate the real scene more realistically than the existing technology; avoid simulation errors caused by data anomalies and inaccurate data of the AIS automatic identification system; and solve the problem that the data accuracy of the visualization system is not high enough during the actual display process, and the ship flashes on the embankment in the three-dimensional scene.

[0010] To solve the above problems, the technical solution provided by the present invention is:

[0011] The general method of automatic monitoring of ships based on digital twins includes the following steps:

[0012] S100. Obtain user requirements; the user requirements include three-dimensional automatic monitoring requirements for ships; the three-dimensional automatic monitoring requirements for ships include ship latitude and longitude, heading, speed, ship name, call sign, and draft depth;

[0013] S200. Execute the three-dimensional automatic monitoring visualization process of the ship according to the content of the user's requirements.

[0014] Preferably, the three-dimensional automatic monitoring demand of the ship is obtained by real-time analysis of the AIS information of the ship acquired by real-time monitoring of the radar through a websocket long link; the AIS information includes the dynamic and static information of the ship and the dynamic information of the voyage;

[0015] The voyage dynamic information includes the latitude and longitude of the ship, the heading, the speed, and the draft;

[0016] The dynamic and static information includes the flight name and the call sign;

[0017] The AIS information obtained by parsing is sent to the front-end program.

[0018] Preferably, the three-dimensional automatic monitoring visualization process of the ship in S200 specifically includes the following steps:

[0019] S210. Call the front-end program to automatically obtain the latitude and longitude of the ship and the heading through the websocket long link;

[0020] S220. Using Cesium's entity object, describe the corresponding latitude and longitude of the ship, the heading, and the three-dimensional model of the ship in the three-dimensional scene;

[0021] S230. According to the websocket long link, the frequency of the corresponding ship position change is obtained, and the real-time position of the ship is dynamically simulated;

[0022] S240. Execute the visualization sub-process of dynamic simulation of ship navigation in the lock chamber.

[0023] Preferably, in S230, before dynamically simulating the real-time position of the ship, an outlier screening sub-process is executed on the data obtained by the websocket long link; the outlier screening sub-process is used to screen and eliminate abnormal data values ​​caused by data loss or abnormal data acquisition by the AIS ship automatic identification system.

[0024] Preferably, the sub-process of dynamically simulating the navigation visualization of a ship in a lock chamber in S240 specifically comprises the following steps:

[0025] S241. Screen the ships in the three-dimensional scene and divide them into two categories: those heading to the upstream river and those heading to the downstream river;

[0026] S242. Establish a buffer zone with the lock chamber as a rectangular parallelepiped;

[0027] S243. Arrange the ships that are ready but have not entered the lock chamber according to their distance from the entrance of the buffer zone;

[0028] S244. Determine whether the first ship at the head of the queue arranged in S243 has entered the buffer zone; then perform the following operations according to the determination result:

[0029] If the ship enters the buffer zone, the dynamic process of the ship passing through the lock chamber is simulated;

[0030] If the ship has not entered the buffer zone, return and re-execute S244;

[0031] If the ship leaves the buffer zone, the dynamic process of simulating the ship passing through the lock chamber is terminated;

[0032] S245. Repeat the operation of S244 for the ships arranged in S243 until there are no ships in the queue.

[0033] Preferably, the dynamic process of simulating a ship passing through a lock chamber in S244 specifically comprises the following steps:

[0034] Sa2441. Set a fixed navigation route in the lock chamber; set the navigation time of the ship in the lock chamber to the actual navigation time; set a fixed berthing position in the lock chamber; the navigation route, the actual navigation time, and the berthing position are provided by the lock management department;

[0035] Sa2442. Simulate and display the process of a ship navigating upstream or downstream on a display device.

[0036] Preferably, the process of simulating and displaying the upstream navigation of the ship on the display device in Sa2442 specifically comprises the following steps:

[0037] Saa24421. Initialize the lock chamber, specifically:

[0038] Make the downstream gate of the lock chamber open by default and the water level in the lock chamber consistent with that downstream;

[0039] Saa24422. When the upstream ship is navigable, the downstream gate of the lock chamber is simulated to rotate along the axis through the gltf object of Cesium; at the same time, the expansion and contraction of the downstream cylinder rod is simulated through the preset algorithm to complete the closing of the downstream gate;

[0040] Saa24423. Dynamically simulate the opening of the upstream gate and the rise of the water level in the lock chamber through Cesium's gltf object;

[0041] Saa24424. When the ship enters the lock chamber, the upstream gate is closed dynamically and then the downstream gate is opened;

[0042] Saa24425. Simulate the drop in water level in the lock chamber;

[0043] Saa24426. Simulation of the dynamic process of a ship leaving a lock chamber.

[0044] Preferably, the process of simulating and displaying the downstream navigation of the ship on the display device in Sa2442 specifically comprises the following steps:

[0045] Sab24421. Initialize the lock chamber, specifically:

[0046] Make the upstream gate of the lock chamber open by default and the water level in the lock chamber consistent with that upstream;

[0047] Sab24422. When the downstream ship is navigable, the upstream gate of the lock chamber is simulated to rotate along the axis through the gltf object of Cesium; at the same time, the expansion and contraction of the downstream cylinder rod is simulated through the preset algorithm to complete the closing of the upstream gate;

[0048] Sab24423. Dynamically simulate the opening of the downstream gate and the drop of the water level in the lock chamber through Cesium's gltf object;

[0049] Sab24424. When the ship enters the lock chamber, the downstream gate is closed dynamically and then the upstream gate is opened;

[0050] Sab24425. Simulate the water level rise in the lock chamber;

[0051] Sab24426. Simulation of the dynamic process of a ship leaving a lock chamber.

[0052] Preferably, during the entire automatic detection process, the display device also synchronously displays the number of days the lock chamber is in safe operation, yesterday's passing ship, today's passing ship, upstream connecting ships, downstream connecting ships, and ships in the lock chamber;

[0053] When the upstream docking vessel, the downstream docking vessel, or the vessel in the lock chamber is clicked, a detailed list of corresponding vessel information pops up;

[0054] Clicking on a corresponding vessel in the detailed list will dynamically jump to the corresponding vessel and display the detailed information of the currently selected vessel and its specific position in the three-dimensional scene.

[0055] Preferably, when the ship leaves the buffer zone in S244, after the dynamic process of simulating the ship passing through the ship lock chamber is finished, radar monitoring is enabled again to obtain the AIS information of the ship to dynamically simulate the real-time position of the ship;

[0056] The range of the AIS automatic identification system acquired by radar monitoring is 5km to 10km.

[0057] Compared with the prior art, the present invention has the following advantages:

[0058] 1. Since the present invention adopts a digital twin-based ship automatic monitoring method, it can dynamically simulate the navigation process of ships in a three-dimensional scene, and the visualization effect is more intuitive and more synchronous than the existing technology;

[0059] 2. Since the present invention utilizes Cesium's gltf model technology to realize the dynamic opening and closing effects of upstream and downstream gates when ships are navigating in the lock chamber, it simulates the real scene more realistically than the prior art;

[0060] 3. The present invention avoids simulation errors caused by abnormal and inaccurate data of the AIS automatic identification system by establishing a buffer zone in the lock chamber and reasonably arranging the navigation process of multiple ships in the lock chamber. In particular, the existing visualization system is found to have insufficient data accuracy during the actual display process, and the problem of ships flashing on the embankment in the three-dimensional scene. BRIEF DESCRIPTION OF THE DRAWINGS

[0061] Figure 1 Schematic diagram of the monitoring method of the present invention;

[0062] Figure 2 It is a top view schematic diagram of a ship entering a lock chamber of the present invention;

[0063] Figure 3 This is a screenshot of the visual monitoring of the present invention. DETAILED DESCRIPTION

[0064] The present invention is further explained below in conjunction with specific embodiments. It should be understood that these embodiments are only used to illustrate the present invention and are not used to limit the scope of the present invention. After reading the present invention, various equivalent forms of modifications to the present invention by those skilled in the art all fall within the scope defined by the claims attached to this application.

[0065] like Figure 1 As shown in the figure, the general method of automatic monitoring of ships based on digital twins includes the following steps:

[0066] S100. Obtain user requirements; user requirements include requirements for three-dimensional automatic monitoring of ships; requirements for three-dimensional automatic monitoring of ships include longitude and latitude, heading, speed, name, call sign, and draft of the ship.

[0067] In this specific embodiment, the three-dimensional automatic monitoring demand of the ship is obtained by real-time analysis of the AIS information of the ship acquired by real-time radar monitoring through a websocket long link; the AIS information includes the dynamic and static information of the ship and the dynamic information of the voyage.

[0068] Voyage dynamic information includes the ship's latitude and longitude, heading, speed, and draft depth.

[0069] Dynamic and static information includes flight name and call sign.

[0070] It should be noted that, under normal circumstances, the radar can obtain dynamic and static information and voyage dynamic information in real time when the ship's AIS equipment is in normal working condition.

[0071] The parsed AIS information is sent to the front-end program.

[0072] S200. Execute the three-dimensional automatic monitoring visualization process of the ship according to the content required by the user.

[0073] In this specific embodiment, the three-dimensional automatic monitoring visualization process of the ship in S200 specifically includes the following steps:

[0074] S210. Call the front-end program to automatically obtain the longitude, latitude and heading of the ship through the websocket long link.

[0075] S220. Use Cesium's entity object to describe the corresponding ship's longitude and latitude, heading, and three-dimensional model in the three-dimensional scene.

[0076] S230. Obtain the frequency of the corresponding ship position change according to the websocket long link, and dynamically simulate the real-time position of the ship.

[0077] In this specific embodiment, in S230, before dynamically simulating the real-time position of the ship, an outlier screening sub-process is executed on the data obtained by the websocket long link; the outlier screening sub-process is used to screen and eliminate abnormal data values ​​caused by data loss or abnormal data acquisition by the AIS ship automatic identification system.

[0078] S240. Execute the visualization sub-process of dynamic simulation of ship navigation in the lock chamber.

[0079] It should be noted that the main demand for automatic ship monitoring based on digital twins is to facilitate the lock management unit to observe the dynamic process of ships navigating through the lock chamber in a three-dimensional scene. During the actual display process, it was found that the data accuracy was not high enough and the ship flashed on the embankment in the three-dimensional scene.

[0080] In this specific embodiment, the visualization sub-process of dynamically simulating the navigation of a ship in a lock chamber in S240 specifically includes the following steps:

[0081] S241. Filter the ships in the three-dimensional scene and divide them into two categories: those heading to the upstream river and those heading to the downstream river.

[0082] S242. Establish a buffer zone using the lock chamber as a rectangular block.

[0083] S243. Arrange the ships that are preparing to enter the lock chamber but have not yet entered it according to their distance from the entrance of the buffer zone.

[0084] like Figure 2 As shown, it should be noted that there may be a process in which multiple ships enter the lock chamber at the same time during a navigation process. Therefore, when multiple ships are arranged to enter the lock chamber for navigation, the first ship is judged to enter the buffer zone and is first arranged at a fixed berthing position in the lock chamber according to the dynamic process. The position of the ship on the fixed route is moved forward according to the number of ships entering the lock chamber and the width of the ship, and subsequent ships follow the above operations in turn. On the other hand, it is also common for only one ship to navigate, but one ship is a special case of multiple ships, that is, there is only one ship in the queue. This situation is very simple and does not need to be handled separately.

[0085] S244. Determine whether the first ship at the head of the queue arranged in S243 has entered the buffer zone; then perform the following operations according to the determination result:

[0086] If the ship enters the buffer zone, the dynamic process of the ship passing through the lock chamber is simulated.

[0087] If the vessel has not entered the buffer zone, the process returns and re-executes S244.

[0088] If the ship leaves the buffer zone, the dynamic process of simulating the ship passing through the lock chamber is terminated for the ship.

[0089] It should be noted that here the spatial analysis of the geographic information system is used to determine whether the current navigable ships have entered the buffer zone.

[0090] It should be further explained that if the ship leaves the buffer zone, the dynamic process of simulating the ship passing through the lock chamber will be terminated, and the radar will restore the normal AIS information to dynamically simulate the real-time position of the ship.

[0091] In this specific embodiment, when the ship leaves the buffer zone in S244, after the dynamic process of simulating the ship passing through the ship lock chamber is finished, radar monitoring is enabled again to obtain the AIS information of the ship to dynamically simulate the real-time position of the ship.

[0092] In this specific embodiment, the range of radar monitoring to obtain the AIS automatic identification system is 5km to 10km.

[0093] In this specific embodiment, the dynamic process of simulating a ship passing through a lock chamber in S244 specifically includes the following steps:

[0094] Sa2441. Set up a fixed navigation route in the lock chamber; set the navigation time of the ship in the lock chamber to the actual navigation time; set up fixed berthing positions in the lock chamber; the navigation route, actual navigation time and berthing positions are provided by the lock management department.

[0095] Sa2442. Simulate and display the process of a ship navigating upstream or downstream on a display device.

[0096] like Figure 3 As shown, it should be noted that the function of Sa2442 is to simulate the effect of automatic monitoring of ships more realistically, so 3D modeling animation technology is used for visual simulation.

[0097] In this specific embodiment, the process of simulating and displaying the upstream navigation of a ship on the display device in Sa2442 specifically includes the following steps:

[0098] Saa24421. Initialize the lock chamber, specifically:

[0099] The downstream gate of the lock chamber is opened by default, and the water level in the lock chamber is consistent with that downstream.

[0100] Saa24422. When the upstream ship is navigating, the downstream gate of the lock chamber is simulated to rotate along the axis through the gltf object of Cesium; at the same time, the expansion and contraction of the downstream cylinder rod is simulated through the preset algorithm to complete the closing of the downstream gate.

[0101] Saa24423. Dynamically simulate the opening of the upstream gate and the rise of the water level in the lock chamber through Cesium's gltf object.

[0102] Saa24424. When a ship enters the lock chamber, the upstream gate is closed dynamically and then the downstream gate is opened.

[0103] Saa24425. Simulation of water level drop in lock chamber.

[0104] Saa24426. Simulation of the dynamic process of a ship leaving a lock chamber.

[0105] In this specific embodiment, the process of simulating and displaying the downstream navigation of a ship on the display device in Sa2442 specifically includes the following steps:

[0106] Sab24421. Initialize the lock chamber, specifically:

[0107] The upstream gate of the lock chamber is opened by default and the water level in the lock chamber is kept consistent with the upstream.

[0108] Sab24422. When the downstream ships are navigating, the gltf object of Cesium is used to simulate the rotation of the upstream gate of the lock chamber along the axis; at the same time, the preset algorithm is used to simulate the extension and retraction of the downstream cylinder rod to complete the closing of the upstream gate.

[0109] Sab24423. Dynamically simulate the opening of the downstream gate and the drop in the water level in the lock chamber through Cesium's gltf object.

[0110] Sab24424. When a ship enters the lock chamber, the downstream gate is closed dynamically and then the upstream gate is opened.

[0111] Sab24425. Simulation of water level rise in lock chamber.

[0112] Sab24426. Simulation of the dynamic process of a ship leaving a lock chamber.

[0113] S245. Repeat the operation of S244 for the ships arranged in S243 until there are no ships in the queue.

[0114] In this specific embodiment, during the entire automatic detection process, the display device also synchronously displays the number of days the lock chamber has been in safe operation, yesterday's passing ships, today's passing ships, upstream connecting ships, downstream connecting ships, and ships in the lock chamber.

[0115] When an upstream connecting vessel, a downstream connecting vessel, or a vessel in a lock chamber is clicked, a detailed list of corresponding vessel information will pop up.

[0116] Click on the corresponding ship in the detailed list to dynamically jump to the corresponding ship and display the detailed information of the currently selected ship and its specific location in the 3D scene.

[0117] In the above detailed description, various features are grouped together in a single embodiment to simplify the disclosure. This method of disclosure should not be interpreted as reflecting an intention that the embodiments of the claimed subject matter require more features than are clearly stated in each claim. On the contrary, as reflected in the appended claims, the invention is in a state of having less than all the features of the disclosed individual embodiments. Therefore, the appended claims are hereby expressly incorporated into the detailed description, with each claim standing on its own as a separate preferred embodiment of the invention.

[0118] The disclosed embodiments are described above to enable any person skilled in the art to implement or use the present invention. Various modifications of these embodiments are obvious to those skilled in the art, and the general principles defined herein may also be applied to other embodiments without departing from the spirit and scope of the present disclosure. Therefore, the present disclosure is not limited to the embodiments given herein, but is consistent with the broadest scope of the principles and novel features disclosed in this application.

[0119] The above description includes examples of one or more embodiments. Of course, it is impossible to describe all possible combinations of components or methods for the purpose of describing the above embodiments, but it should be recognized by those skilled in the art that the various embodiments may be further combined and arranged. Therefore, the embodiments described herein are intended to cover all such changes, modifications and variations that fall within the scope of protection of the appended claims. In addition, with respect to the term "comprising" used in the specification or claims, the word is covered in a manner similar to the term "including", just as "including," is explained as a transitional word in the claims. In addition, any term "or" used in the specification of the claims is intended to mean "non-exclusive or".

[0120] The specific implementation methods described above further illustrate the objectives, technical solutions and beneficial effects of the present invention in detail. It should be understood that the above description is only a specific implementation method of the present invention and is not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A general method for automatic monitoring of ships based on digital twins, characterized by: The following steps are involved: S100. Obtain user requirements; the user requirements include three-dimensional automatic monitoring requirements for ships; the three-dimensional automatic monitoring requirements for ships include ship latitude and longitude, heading, speed, ship name, call sign, and draft depth; S200. Execute the three-dimensional automatic monitoring visualization process of the ship according to the content of the user's requirements.

2. The general method for automatic ship monitoring based on digital twin according to claim 1 is characterized in that: The three-dimensional automatic monitoring demand of the ship is obtained by real-time analysis of the AIS information of the ship acquired by real-time radar monitoring through a websocket long link; the AIS information includes the dynamic and static information of the ship and the dynamic information of the voyage; The voyage dynamic information includes the latitude and longitude of the ship, the heading, the speed, and the draft; The dynamic and static information includes the flight name and the call sign; The AIS information obtained by parsing is sent to the front-end program.

3. The general method for automatic ship monitoring based on digital twin according to claim 2 is characterized in that: The three-dimensional automatic monitoring visualization process of the ship in S200 specifically includes the following steps: S210. Call the front-end program to automatically obtain the longitude and latitude of the ship and the heading through the websocket long link; S220. Using Cesium's entity object, describe the corresponding latitude and longitude of the ship, the heading, and the three-dimensional model of the ship in the three-dimensional scene; S230. According to the websocket long link, the frequency of the corresponding ship position change is obtained, and the real-time position of the ship is dynamically simulated; S240. Execute the visualization sub-process of dynamic simulation of ship navigation in the lock chamber.

4. The general method for automatic ship monitoring based on digital twin according to claim 3 is characterized in that: In S230, before dynamically simulating the real-time position of the ship, an outlier screening sub-process is executed on the data obtained by the websocket long link; the outlier screening sub-process is used to screen and eliminate abnormal data values ​​caused by data loss or abnormal data acquisition of the AIS ship automatic identification system.

5. The general method for automatic ship monitoring based on digital twin according to claim 4 is characterized in that: The sub-process of dynamically simulating the navigation visualization of a ship in a lock chamber in S240 specifically includes the following steps: S241. Screen the ships in the three-dimensional scene and divide them into two categories: those heading to the upstream river and those heading to the downstream river; S242. Establish a buffer zone with the lock chamber as a rectangular parallelepiped; S243. Arrange the ships that are ready but have not entered the lock chamber according to their distance from the entrance of the buffer zone; S244. Determine whether the first ship at the head of the queue arranged in S243 has entered the buffer zone; then perform the following operations according to the determination result: If the ship enters the buffer zone, the dynamic process of the ship passing through the lock chamber is simulated; If the ship has not entered the buffer zone, return and re-execute S244; If the ship leaves the buffer zone, the dynamic process of simulating the ship passing through the lock chamber is terminated; S245. Repeat the operation of S244 for the ships arranged in S243 until there are no ships in the queue.

6. The general method for automatic ship monitoring based on digital twin according to claim 5 is characterized in that: The dynamic process of simulating a ship passing through a lock chamber in S244 specifically includes the following steps: Sa2441. Set a fixed navigation route in the lock chamber; set the navigation time of the ship in the lock chamber to the actual navigation time; set a fixed berthing position in the lock chamber; the navigation route, the actual navigation time, and the berthing position are provided by the lock management department; Sa2442. Simulate and display the process of a ship navigating upstream or downstream on a display device.

7. The general method for automatic ship monitoring based on digital twin according to claim 6 is characterized in that: The process of simulating and displaying a ship's upstream navigation on a display device in Sa2442 specifically includes the following steps: Saa24421. Initialize the lock chamber, specifically: Make the downstream gate of the lock chamber open by default and the water level in the lock chamber consistent with that downstream; Saa24422. When the upstream ship is navigable, the downstream gate of the lock chamber is simulated to rotate along the axis through the gltf object of Cesium; at the same time, the expansion and contraction of the downstream cylinder rod is simulated through the preset algorithm to complete the closing of the downstream gate; Saa24423. Dynamically simulate the opening of the upstream gate and the rise of the water level in the lock chamber through Cesium's gltf object; Saa24424. When the ship enters the lock chamber, the upstream gate is closed dynamically and then the downstream gate is opened; Saa24425. Simulate the drop in water level in the lock chamber; Saa24426. Simulation of the dynamic process of a ship leaving a lock chamber.

8. The general method for automatic ship monitoring based on digital twin according to claim 7 is characterized in that: The process of simulating and displaying the downstream navigation of a ship on the display device in Sa2442 specifically includes the following steps: Sab24421. Initialize the lock chamber, specifically: Make the upstream gate of the lock chamber open by default and the water level in the lock chamber consistent with that upstream; Sab24422. When the downstream ship is navigable, the upstream gate of the lock chamber is simulated to rotate along the axis through the gltf object of Cesium; at the same time, the expansion and contraction of the downstream cylinder rod is simulated through the preset algorithm to complete the closing of the upstream gate; Sab24423. Dynamically simulate the opening of the downstream gate and the drop of the water level in the lock chamber through Cesium's gltf object; Sab24424. When the ship enters the lock chamber, the downstream gate is closed dynamically and then the upstream gate is opened; Sab24425. Simulate the water level rise in the lock chamber; Sab24426. Simulation of the dynamic process of a ship leaving a lock chamber.

9. The general method for automatic ship monitoring based on digital twins according to claim 8 is characterized in that: During the entire automatic detection process, the display device also synchronously displays the number of days the lock chamber has been in safe operation, yesterday’s passing ships, today’s passing ships, upstream connecting ships, downstream connecting ships, and ships in the lock chamber; When the upstream docking vessel, the downstream docking vessel, or the vessel in the lock chamber is clicked, a detailed list of corresponding vessel information pops up; Clicking on a corresponding vessel in the detailed list will dynamically jump to the corresponding vessel and display the detailed information of the currently selected vessel and its specific position in the three-dimensional scene.

10. The general method for automatic monitoring of ships based on digital twins according to claim 9 is characterized in that: When the ship leaves the buffer zone in S244, after the dynamic process of simulating the ship passing through the ship lock chamber is finished, radar monitoring is enabled again to obtain the AIS information of the ship to dynamically simulate the real-time position of the ship; The range of the AIS automatic identification system acquired by radar monitoring is 5km to 10km.

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