Wind power plant navigation water area ship supervision system

Abstract

The invention discloses a ship supervision system for a navigable water area of a wind power plant, and relates to the technical field of ship supervision. The ship supervision system for the navigable water area of the wind power plant comprises a technical basis and model design module, a system framework construction module, an information interaction protocol and interface module, a ship monitoring and risk early warning module, an emergency disposal and collaborative optimization module, a data sharing and display platform and a system operation and maintenance management module. A high-concurrency and low-delay data exchange technology and a micro-service architecture are introduced, so that the expandability, maintainability and concurrent processing capacity of the system are remarkably improved, the high-concurrency requirement is effectively met, and delay and faults are reduced. The design of the double-supervision cooperation module realizes the close cooperation between the land control center and the maritime institution, and improves the efficiency of joint patrol and emergency response through a special information interaction protocol and a service cooperation interface. The ship monitoring and risk early warning module can evaluate the collision risk in real time and give out combined early warning, and the safety supervision capability is enhanced.

Description

Technical Field

[0001] The present invention relates to the technical field of ship supervision, and in particular to a ship supervision system for navigable waters of a wind farm. Background Art

[0002] According to the "Seaport Anchorage Design Specifications" (JTS-T177-2021): The distance from the anchorage to the water, underwater facilities and obstacles should be determined based on the time the ship discovers the anchor is dragged, the time it takes for the ship's emergency vehicle to be ready, the time it takes for the ship to escape the drifting state, and the drift speed caused by wind and current. If necessary, relevant tests and studies should be conducted to determine. According to Article 6.4.2.4 of the "Seaport Anchorage Design Specifications", for anchorages with good shelter conditions, the net distance can be appropriately reduced after comprehensive demonstration based on the nature, protection measures, importance, relative position relationship with the anchorage, water depth conditions and pipeline burial depth of the water, underwater facilities and obstacles.

[0003] In order to solve the key problem that the net distance from the anchorage edge to the wind power facilities is less than 2nmile, corresponding safety monitoring, early warning and preventive control measures must be taken to prevent navigation and anchored ships from causing collision hazards to wind farm facilities.

[0004] Publication No. CN113469504A discloses a method, medium and system for dynamic testing of water traffic risk, which includes: extracting information through ship equipment export, maritime department collection and captain consultation and research, establishing an internal information set of the water traffic system, and the information set includes navigation environment information, human-computer interaction information, and ship-shore communication information; combining information flow theory, extracting and measuring the uneven characteristics of information transmission within the water traffic system, and using wavelet transform and spectrum analysis to achieve dynamic characteristics extraction and analytical modeling of water traffic risk; then using data-driven method to build a dynamic test model for water traffic risk; finally, inputting abnormal characteristic values ​​of water traffic system information in the test water area into the risk dynamic test model to obtain the risk calculation value of the water area. The invention can quickly realize dynamic testing of water traffic risks and improve the efficiency and pertinence of water traffic safety supervision.

[0005] However, as shown in the above technology, the existing supervision methods of marine vessels mainly focus on collecting information through a single source (such as ship equipment, maritime departments, and captain consultation) and building a risk dynamic test model. However, this method lacks real-time collaboration and information sharing between wind farms and maritime agencies; it also lacks specific coordination mechanisms and processes in emergency response, making it difficult to achieve rapid and effective early warning; at the same time, it lacks path planning capabilities and can only monitor the location of the ship, but cannot plan the navigation parameters of the ship to reduce the risk of collision, and the ship supervision capabilities are limited. Summary of the invention

[0006] In view of the deficiencies of the prior art, the present invention provides a ship supervision system in navigable waters of a wind farm, which solves the problems of the existing supervision method for offshore ships.

[0007] To achieve the above objectives, the present invention is implemented through the following technical solutions: A ship supervision system for navigable waters of a wind farm, comprising:

[0008] A technical foundation and model design module, which is used to select a data exchange mode suitable for high concurrency and low latency, and to construct a ship position and trajectory processing mathematical model and a path optimization mathematical model based on the data exchange mode;

[0009] The system framework builds modules and constructs a platform architecture including dual-regulatory collaboration modules to support data interaction, task allocation, and collaborative decision-making;

[0010] Information interaction protocol and interface module, used to formulate information interaction protocols between the land control center and maritime agencies, and configure business collaboration interfaces for joint patrols and emergency responses;

[0011] The ship monitoring and risk warning module is used to realize real-time monitoring and tracking of ships, assess collision risks by combining data from both parties, and issue joint warnings;

[0012] The emergency response and collaborative optimization module is used to construct an emergency response process, and optimize the ship's navigation path using the ship's position and trajectory processing mathematical model, and optimize the ship's navigation speed using the path optimization mathematical model, where the speed refers to the ship's current navigation speed;

[0013] Data sharing and display platform, used to develop a unified data interaction database and dictionary, and create web browser software to display the integrated ship supervision situation;

[0014] The system operation and maintenance management module is used to conduct system testing, deploy the system in the land control center and maritime agencies, and establish a joint operation and maintenance team.

[0015] In an optional implementation, the high-concurrency, low-latency data exchange mode is one of packet switching, high-speed network protocol, hardware acceleration, distributed computing and parallel processing; a microservice architecture is introduced to split the system into multiple small, independent services; and a load balancer is used to evenly distribute requests to multiple servers to balance the load between servers; at the same time, a cache layer is introduced into the system to cache hot data in memory to reduce access to the database.

[0016] In an optional implementation, constructing a mathematical model for processing the ship position and trajectory specifically includes:

[0017] Data collection: Collecting ship location data in real time from the land control center and maritime agency systems;

[0018] Data storage: storing the collected data in a dual supervision database;

[0019] Trajectory generation: Connect consecutive position points into trajectories based on ship ID and timestamp. Ship ID is the unique identifier of each ship, and timestamp is the time point when the position data is recorded.

[0020] Distance calculation: Use the Haversine formula to calculate the spherical distance between two locations;

[0021]

[0022] Where d is the distance, r is the radius of the Earth, are the latitudes of the two locations, is the latitude difference, λ1 and λ2 are the longitudes of the two locations, and Δλ=λ2-λ1 is the longitude difference.

[0023] In an optional implementation, constructing the path optimization mathematical model specifically includes:

[0024] Path planning: Based on the starting point, end point and avoidance area, a path planning algorithm is used to generate multiple navigation paths. The starting point refers to the longitude and latitude of the starting position of the ship's navigation, the end point refers to the longitude and latitude of the target position of the ship's navigation, and the avoidance area refers to the set of areas that need to be avoided;

[0025] Path evaluation: Based on the current wind speed, ocean current speed environment and path cost factors, the generated multiple paths are evaluated and a practical and feasible path is selected. The current wind speed refers to the current wind speed in the navigation area, which is used to consider the influence of wind resistance. The ocean current speed refers to the ocean current speed in the navigation area, which is used to consider the influence of water flow.

[0026] Path cost calculation: Define the path cost function based on distance, time, and risk factors. Let the path cost be C. The calculation formula is:

[0027] C=α×D+β×T+γ×∑ avoidance zones Risk(z);

[0028] Among them, α, β, and γ are weight coefficients, D is the path length, T is the expected flight time, and Risk(z) is the proximity of the path to the avoidance area z or the collision risk.

[0029] In an optional implementation, optimizing the ship's sailing speed using a path optimization mathematical model specifically includes:

[0030] A speed optimization model is established based on the speed optimization target. The speed optimization model is a constrained optimization problem, wherein the constraints include:

[0031] Maximum / minimum speed limit: v min ≤v(t)≤v max ;

[0032] Safety distance limit: ensure that the vessel maintains a safe distance from the avoidance area at all times;

[0033] Ship performance limitations: including acceleration and deceleration limitations;

[0034] The speed optimization target is one or more speed sequences v(t), where t represents time, so that the ship can sail safely and efficiently while following the optimized path and find a balance between sailing time, energy consumption and collision risk, and speed refers to the current sailing speed of the ship;

[0035] The objective function is constructed based on the optimization variables. The optimization variables are the speed v(t) of the ship at different time points. The objective function is defined as a comprehensive indicator of the navigation cost, including the time cost, i.e. the weighted sum of the expected navigation time, energy consumption cost and risk cost:

[0036] J=μ T ×T+μ E ×E+μ R ×R;

[0037] Among them, μT, μE, μR are the corresponding weight coefficients of time cost T, energy cost E, and risk cost R, which are adjusted according to actual needs. The time cost is calculated by the path length D and the average speed vˉ, that is, T = D / vˉ. The energy cost is related to the sailing distance, speed, and energy consumption characteristics of the ship, and is estimated through experimental data or theoretical models. The risk cost is based on the proximity between the path and the avoidance area or the collision risk Risk(z), and is estimated through the risk assessment part of the path cost function;

[0038] In an optional implementation, the information interaction protocol and interface module includes:

[0039] Formulating an information dual supervision interaction protocol can establish the information interaction standards between the land control center and the maritime agency, covering data synchronization, status update, and command issuance;

[0040] Business collaboration interface;

[0041] Joint patrol interface to support patrol planning, area division, and result sharing functions to ensure the coordination of patrol activities;

[0042] Emergency response interface: used to ensure that both parties can respond quickly and coordinate in emergency situations.

[0043] In an optional implementation, the ship monitoring and risk warning module includes:

[0044] The ship monitoring and tracking unit has a real-time monitoring interface that integrates data from the land control center and maritime agencies to display the real-time position and trajectory of the ship;

[0045] The joint early warning system combines data from the land control center and maritime agencies to assess the risk of collision and issue a joint warning.

[0046] In an optional implementation, the emergency response and collaborative optimization module includes:

[0047] Emergency response process unit, used to ensure close cooperation between the land control center and the maritime agency in emergency response;

[0048] Information services and collaborative optimization unit;

[0049] Joint Information Service Unit for providing integrated information services covering wind farm specific information and general maritime information;

[0050] The collaborative optimization unit uses mathematical models to optimize the ship's navigation path and speed to reduce the risk of collision.

[0051] In an optional implementation, the data sharing and display platform includes:

[0052] Dual regulatory databases for unified storage and management of wind farm and maritime agency data;

[0053] The dual supervision interface can support the web browser software used by both parties to display the integrated ship supervision status.

[0054] In an optional implementation, the system operation and maintenance management module includes:

[0055] The dual supervision function test unit is used to test the accuracy, timeliness and stability of the coordination function between the wind farm and the maritime agency and obtain the test results;

[0056] A coordination mechanism optimization unit, which adjusts and optimizes the coordination mechanism according to the test results;

[0057] Dual supervision system deployment unit, seamless connection and collaborative work between land control center and maritime agencies;

[0058] Joint operation and maintenance system unit, used for daily operation and maintenance, troubleshooting and continuous optimization.

[0059] The present invention provides a ship monitoring system for navigable waters of a wind farm. Compared with the prior art, it has the following beneficial effects:

[0060] 1. The ship supervision system in the navigable waters of the wind farm has significantly improved the system's scalability, maintainability and concurrent processing capabilities by introducing high-concurrency, low-latency data exchange technology and microservice architecture, effectively responding to high-concurrency demands and reducing delays and failures. Secondly, the design of the dual-supervision collaboration module realizes close collaboration between the land control center and the maritime agency, and improves the efficiency of joint patrols and emergency responses through dedicated information interaction protocols and business collaboration interfaces. Furthermore, the ship monitoring and risk warning module can assess collision risks in real time and issue joint warnings, enhancing safety supervision capabilities. Finally, the system operation and maintenance management module ensures the stable operation and continuous optimization of the system, and improves fault handling efficiency and overall system performance by establishing a joint operation and maintenance team.

[0061] 2. The ship supervision system in the navigable waters of the wind farm has significantly improved the accuracy and efficiency of data processing through detailed mathematical model design. The comprehensiveness and accuracy of the ship's position information are ensured through parametric design. At the same time, the Haversine formula is used to calculate the spherical distance between two points, which improves the accuracy of trajectory generation. Compared with existing technologies, the system can track the position and trajectory of ships in real time and accurately, providing strong data support for ship supervision, risk warning and emergency response. These improvements not only enhance the safety of the system, but also improve the overall supervision efficiency and decision-making accuracy.

[0062] 3. The ship supervision system in the navigable waters of the wind farm achieves more accurate and safe path planning by comprehensively considering the starting point, end point, avoidance area, wind speed, current speed and other environmental factors of the ship's navigation. Through path evaluation and cost calculation, the system can select the navigation path with the lowest cost and the least risk, significantly improving the safety and efficiency of ship navigation. Compared with existing technologies, the system is more intelligent and refined in path optimization, providing more reliable protection for ships sailing in complex navigable waters.

[0063] 4. The ship supervision system in the navigable waters of the wind farm, the emergency response and collaborative optimization module realizes the comprehensive consideration and balance of the ship's navigation costs. The model not only takes into account the time cost and energy consumption cost, but also incorporates the risk cost, ensuring that the ship can sail safely and efficiently while following the optimized path. Compared with the existing technology, the system is more refined and intelligent in terms of navigation speed optimization, effectively reducing navigation costs, improving navigation efficiency, and significantly enhancing the safety and stability of ship navigation. BRIEF DESCRIPTION OF THE DRAWINGS

[0064] Figure 1 This is a system principle block diagram of the ship supervision system for the navigable waters of a wind farm according to the present invention;

[0065] Figure 2It is a schematic flow chart of the implementation steps of the ship supervision system in the navigable waters of a wind farm according to the present invention;

[0066] Figure 3 It is a schematic diagram of the spherical distance between two points of the ship supervision system in the navigable waters of a wind farm according to the present invention.

[0067] Description of reference numerals:

[0068] 110. Technical foundation and model design module; 120. System framework construction module; 130. Information interaction protocol and interface module; 140. Ship monitoring and risk warning module; 150. Emergency response and collaborative optimization module; 160. Data sharing and display platform; 170. System operation and maintenance management module. DETAILED DESCRIPTION

[0069] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0070] See also Figure 1-Figure 3 , the present invention provides the following four technical solutions:

[0071] The first implementation method: a ship supervision system in navigable waters of a wind farm, comprising:

[0072] A technical foundation and model design module, which is used to select a data exchange mode suitable for high concurrency and low latency, and to construct a ship position and trajectory processing mathematical model and a path optimization mathematical model based on the data exchange mode;

[0073] In this embodiment, the high-concurrency, low-latency data exchange mode is one of packet switching, high-speed network protocol, hardware acceleration, distributed computing and parallel processing.

[0074] At the same time, the microservice architecture is introduced to split the system into multiple small, independent services, each of which focuses on a single function and interacts through lightweight communication protocols such as HTTP / REST and gRPC. This architecture can improve the scalability and maintainability of the system, and facilitate horizontal expansion to cope with high concurrency requirements.

[0075] A load balancer is used to evenly distribute requests to multiple servers to balance the load between servers and avoid delays or failures caused by overloading a single server.

[0076] At the same time, a cache layer is introduced into the system, such as Redis, Memcached, etc., to cache hot data in memory, reduce access to the database, thereby reducing latency and improving concurrent processing capabilities.

[0077] The system framework builds modules and constructs a platform architecture that includes dual-supervision collaboration modules to support data interaction, task allocation, and collaborative decision-making.

[0078] The information interaction protocol and interface module is used to formulate a dedicated information interaction protocol between the land control center and the maritime agency, and to configure the business collaboration interface for joint patrols and emergency responses.

[0079] In this embodiment, the development of the information interaction protocol and interface module includes:

[0080] D1 formulates information dual supervision interaction protocols and establishes special information interaction standards between the land control center and the maritime agency, covering data synchronization, status update, and command issuance.

[0081] D2 designs business collaboration interfaces.

[0082] Joint patrol interface: supports patrol plan formulation, area division, and result sharing functions to ensure the coordination of patrol activities.

[0083] Emergency response interface: used to ensure that both parties can respond quickly and coordinate in emergency situations.

[0084] The ship monitoring and risk warning module is used to achieve real-time monitoring and tracking of ships, assess collision risks based on data from both parties, and issue joint warnings.

[0085] The ship monitoring and risk warning module includes a ship monitoring and tracking unit and a joint warning system.

[0086] In this embodiment, the working steps of the ship monitoring and risk warning module specifically include:

[0087] E1 Ship monitoring and tracking: Develop a real-time monitoring interface that integrates data from the land control center and maritime agencies to display the real-time position and trajectory of the ship.

[0088] E2 Joint Warning System: Combines data from the Land Control Center and maritime agencies to assess collision risks and issue joint warnings.

[0089] The emergency response and collaborative optimization module builds an emergency response process to design a clear emergency response process to ensure rapid response, and uses the ship position and trajectory processing mathematical model to optimize the ship's navigation path, and uses the path optimization mathematical model to optimize the ship's navigation speed to reduce the risk of collision. Speed ​​refers to the current navigation speed of the ship.

[0090] In this embodiment, the emergency response and collaborative optimization module working steps specifically include:

[0091] F1 Emergency Response Procedure: Design a clear emergency response procedure to ensure close collaboration between the land control center and maritime agencies in emergency response.

[0092] F2 information services and collaborative optimization:

[0093] Joint Information Service: Provides a comprehensive information service covering wind farm specific information and general maritime information.

[0094] Collaborative Optimization Module: Use mathematical models to optimize the ship's navigation path and speed to reduce the risk of collision.

[0095] The data sharing and display platform is used to develop a unified data interaction database and dictionary to ensure data consistency and integrity, and to create a web browser software to display the integrated ship supervision status.

[0096] In this embodiment, the data sharing and display platform working steps specifically include:

[0097] G1 Dual Supervision Database: Design a database that uniformly stores and manages wind farm and maritime agency data to ensure data consistency and integrity.

[0098] G2 Dual Supervision Interface: Develop a web browser software that supports both parties to display the integrated ship supervision status.

[0099] The system operation and maintenance management module is used to conduct comprehensive system testing, verify the accuracy, timeliness and stability of collaborative functions, deploy the system in the land control center and the maritime agency, and ensure seamless connection between the two systems. At the same time, a joint operation and maintenance team is established to be responsible for daily operation and maintenance, troubleshooting and continuous optimization.

[0100] The system operation and maintenance management module includes a dual supervision function testing unit, a coordination mechanism optimization unit, a dual supervision system deployment unit and a joint operation and maintenance system unit.

[0101] In this embodiment, the system operation and maintenance management module working steps specifically include:

[0102] H1 dual regulatory function test: focus on testing the accuracy, timeliness and stability of the coordination function between wind farms and maritime agencies, and obtain test results.

[0103] H2 Optimization of coordination mechanism: Adjust and optimize the coordination mechanism according to the test results to further improve the efficiency and effectiveness of dual supervision.

[0104] H3 dual supervision system deployment: deploy the system in the land control center and the maritime agency respectively, and ensure that the two systems are seamlessly connected and work together.

[0105] H4 Establish a joint operation and maintenance system: Set up a joint operation and maintenance team between the wind farm and the maritime agency to be responsible for daily operation and maintenance, troubleshooting and continuous optimization.

[0106] By introducing high-concurrency, low-latency data exchange technology and microservice architecture, the system's scalability, maintainability and concurrent processing capabilities have been significantly improved, effectively responding to high-concurrency demands and reducing delays and failures. Secondly, the design of the dual-supervision collaboration module enables close collaboration between the land control center and the maritime agency, and improves the efficiency of joint patrols and emergency responses through dedicated information interaction protocols and business collaboration interfaces. Furthermore, the ship monitoring and risk warning module can assess collision risks in real time and issue joint warnings, enhancing safety supervision capabilities. Finally, the system operation and maintenance management module ensures the stable operation and continuous optimization of the system, and improves fault handling efficiency and overall system performance by establishing a joint operation and maintenance team.

[0107] like Figure 2 As shown, a method for supervising ships in navigable waters of a wind farm comprises the following steps:

[0108] Step S1: Technology selection and model design: Select data exchange technology suitable for high concurrency and low latency, and design a ship position and trajectory processing and path optimization model.

[0109] Step S2: System framework construction: Build a dual-regulatory collaborative platform to support data interaction, task allocation and collaborative decision-making.

[0110] Step S3: Information exchange protocol formulation: formulate a special protocol between the land control center and the maritime agency, and design a business collaboration interface;

[0111] Step S4: Monitoring and early warning system: real-time monitoring of ships, assessment of collision risks, and joint early warning;

[0112] Step S5: Emergency handling and route optimization: design emergency procedures, optimize the ship's navigation path, and reduce the risk of collision;

[0113] Step S6: Data sharing and display: Establish a unified database, develop a display platform, and integrate regulatory information;

[0114] Step S7: Operation and maintenance management and optimization: system testing and verification, deployment and docking, and establishment of a joint operation and maintenance team for continuous optimization.

[0115] The second implementation mode is mainly different from the first implementation mode in that a mathematical model for processing ship position and trajectory is constructed, and the specific steps include:

[0116] A1 parameter design:

[0117] Vessel ID is the unique identifier of each vessel.

[0118] The timestamp t refers to the time point when the position data is recorded.

[0119] longitude Refers to the longitude value of the ship's location.

[0120] Latitude λ refers to the latitude value of the ship's location.

[0121] Speed ​​s refers to the current sailing speed of the ship.

[0122] The heading h refers to the current sailing direction of the ship.

[0123] A2 data processing process:

[0124] Data collection: The ship’s position data is collected in real time from the land control center and the maritime agency’s system.

[0125] Data storage: The collected data is stored in a dual-supervision database to ensure data consistency and integrity.

[0126] Trajectory generation: Connect consecutive position points into trajectories based on vessel ID and timestamp.

[0127] like Figure 3 As shown, distance calculation (spherical distance between two points): use the Haversine formula to calculate the distance between two locations (the Haversine formula is a commonly used spherical trigonometric function, mainly used to calculate the spherical distance between two spherical locations, especially in geography, for calculating the approximate distance between two points on the earth).

[0128]

[0129] Where d is the distance, r is the radius of the Earth, are the latitudes of the two locations, is the latitude difference, λ1 and λ2 are the longitudes of the two locations, and Δλ=λ2-λ1 is the longitude difference.

[0130] Through detailed mathematical model design, the accuracy and efficiency of data processing have been significantly improved. Through parametric design, the comprehensiveness and accuracy of ship position information are ensured. At the same time, the Haversine formula is used to calculate the spherical distance between two points, which improves the accuracy of trajectory generation. Compared with existing technologies, the system can track the position and trajectory of ships in real time and accurately, providing strong data support for ship supervision, risk warning and emergency response. These improvements not only enhance the safety of the system, but also improve the overall supervision efficiency and decision-making accuracy.

[0131] Assume there are two locations A and B:

[0132] The latitude of A is φ1 = 40.7128°

[0133] A's longitude λ1=-74.0060°

[0134] B's latitude φ2 = 34.0522°

[0135] B's longitude λ2 = -118.2437°

[0136] Then, calculate the latitude difference:

[0137] Δφ=φ2-φ1=34.0522°-40.7128°=-6.6606°

[0138] Calculate the longitude difference:

[0139] Δλ=λ2-λ1=-118.2437°-(-74.0060°)=-44.2377°

[0140] Substitute into the following Haversine formula:

[0141]

[0142] The third implementation mode is mainly different from the second implementation mode in that: a mathematical model for path optimization in the emergency response and collaborative optimization module is constructed, and the specific steps include:

[0143] B1 parameter design:

[0144] Starting point P start Refers to the longitude and latitude of the starting point of the ship's voyage.

[0145] End point P end Refers to the longitude and latitude of the target location of the ship's navigation.

[0146] Avoidance zones refer to a collection of areas that need to be avoided, such as wind farm areas.

[0147] Current wind speed S wind Refers to the current wind speed in the navigation area, used to take into account the effect of wind resistance.

[0148] Current speed S tide Refers to the ocean current speed in the navigation area, used to take into account the impact of water currents.

[0149] B2 data processing process:

[0150] Path planning: Based on the starting point, end point and avoidance area, use path planning algorithms (such as A* algorithm, Dijkstra algorithm combined with spatial constraints) to generate multiple navigation paths.

[0151] Path evaluation: Considering wind speed, ocean current speed environment and path cost factors, multiple generated paths are evaluated and a practical and feasible path is selected.

[0152] Path cost calculation: Define the path cost function, consider distance, time, and risk factors, and set the path cost as C. The calculation formula is:

[0153] C=α×D+β×T+γ×∑ avoidance zones Risk(z).

[0154] Among them, α, β, and γ are weight coefficients, D is the path length, T is the expected flight time, and Risk(z) is the proximity of the path to the avoidance area z or the collision risk.

[0155] By comprehensively considering the starting point, end point, avoidance area, wind speed, current speed and other environmental factors of the ship's voyage, more accurate and safe path planning is achieved. Through path evaluation and cost calculation, the system can select the navigation path with the lowest cost and the least risk, significantly improving the safety and efficiency of ship navigation. Compared with existing technologies, the system is more intelligent and refined in path optimization, providing more reliable protection for ships sailing in complex navigable waters.

[0156] Assume the weight coefficient is:

[0157] α=0.5 (indicating the importance of distance).

[0158] β = 0.3 (indicating the importance of time).

[0159] γ = 0.2 (indicating the importance of risk factors).

[0160] Assume the path length D = 100 km.

[0161] Assume that the estimated sailing time T = 5 hours.

[0162] Assume that the path passes through two avoidance areas z1 and z2, each with a different risk level:

[0163] Risk(z1) = 0.1 (indicating a low proximity to z1 or a low risk of collision).

[0164] Risk(z2)=0.3 (indicating a high degree of proximity to z2 or a high risk of collision).

[0165] Then the calculation formula of path cost C is:

[0166] C=α×D+β×T+γ×∑ avoidance zones Risk(z)

[0167] =0.5×100+0.3×5+0.2×(0.1+0.3)

[0168] =50+1.5+0.08=51.58.

[0169] The emergency response and collaborative optimization module includes: emergency response process unit, information service and collaborative optimization unit, joint information service unit and collaborative optimization unit.

[0170] The fourth implementation mode is mainly different from the third implementation mode in that: in the emergency response and collaborative optimization module, the step of optimizing the ship's navigation speed by using a mathematical model includes:

[0171] C1 defines the speed optimization objective: the goal is to find one or more speed sequences v(t), where t represents time, so that the ship can sail safely and efficiently while following the optimized path; it is necessary to find a balance between sailing time, energy consumption and collision risk.

[0172] C2 establishes a speed optimization model based on the speed optimization target: the speed optimization model is a constrained optimization problem, in which the objective function is the navigation cost, such as a comprehensive consideration of time, energy consumption, and risk, and the constraints include maximum / minimum speed limits, ship performance limits, and safe distances in avoidance areas.

[0173] C3 defines the optimization variable: The optimization variable is the speed v(t) of the ship at different time points.

[0174] C4 constructs the objective function based on the optimization variables: The objective function J is defined as a comprehensive indicator of navigation cost, including the weighted sum of time cost, i.e., the estimated navigation time T, energy cost E, and risk cost R:

[0175] J=μ T ×T+μ E ×E+μ R ×R;

[0176] Among them, μT, μE, and μR are the corresponding weight coefficients of T, E, and R, which can be adjusted according to actual needs;

[0177] Time cost T: calculated by path length D and average speed vˉ, that is, T = D / vˉ;

[0178] Energy cost E: related to the sailing distance, speed and energy consumption characteristics of the ship, estimated through experimental data or theoretical models;

[0179] Risk cost R: Based on the proximity of the path to the avoidance area or the collision risk Risk(z), it is estimated through the risk assessment part of the path cost function.

[0180] C5 adds constraints, including:

[0181] Maximum / minimum speed limit: v min ≤v(t)≤v max .

[0182] Safety distance limit: Ensure that the vessel maintains a safe distance from the avoidance area at all times.

[0183] Ship performance limitations: including limitations on acceleration and deceleration.

[0184] The emergency response and collaborative optimization module achieves comprehensive consideration and balance of ship navigation costs. The model not only takes into account time cost and energy cost, but also incorporates risk cost, ensuring that ships can sail safely and efficiently while following the optimized path. Compared with existing technologies, the system is more refined and intelligent in terms of navigation speed optimization, effectively reducing navigation costs, improving navigation efficiency, and significantly enhancing the safety and stability of ship navigation.

[0185] Meanwhile, the contents not described in detail in this specification belong to the prior art known to those skilled in the art.

[0186] It should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device.

[0187] 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 appended claims and their equivalents.

Claims

1. A ship supervision system for navigable waters of a wind farm, characterized in that: include: A technical foundation and model design module, which is used to select a data exchange mode suitable for high concurrency and low latency, and to construct a ship position and trajectory processing mathematical model and a path optimization mathematical model based on the data exchange mode; The system framework builds modules and constructs a platform architecture including dual-regulatory collaboration modules to support data interaction, task allocation, and collaborative decision-making; Information interaction protocol and interface module, used to formulate information interaction protocols between the land control center and maritime agencies, and configure business collaboration interfaces for joint patrols and emergency responses; The ship monitoring and risk warning module is used to realize real-time monitoring and tracking of ships, assess collision risks by combining data from both parties, and issue joint warnings; The emergency response and collaborative optimization module is used to construct an emergency response process, and optimize the ship's navigation path using the ship's position and trajectory processing mathematical model, and optimize the ship's navigation speed using the path optimization mathematical model, where the speed refers to the ship's current navigation speed; Data sharing and display platform, used to develop a unified data interaction database and dictionary, and create web browser software to display the integrated ship supervision situation; The system operation and maintenance management module is used to conduct system testing, deploy the system in the land control center and maritime agencies, and establish a joint operation and maintenance team.

2. A ship supervision system for navigable waters of a wind farm according to claim 1, characterized in that: The high-concurrency, low-latency data exchange mode is one of packet switching, high-speed network protocol, hardware acceleration, distributed computing and parallel processing; a microservice architecture is introduced to split the system into multiple small, independent services; and a load balancer is used to evenly distribute requests to multiple servers to balance the load between servers; at the same time, a cache layer is introduced into the system to cache hot data in memory to reduce access to the database.

3. A ship supervision system for navigable waters of a wind farm according to claim 1, characterized in that: Constructing a mathematical model for processing the ship's position and trajectory specifically includes: Data collection: Collecting ship location data in real time from the land control center and maritime agency systems; Data storage: storing the collected data in a dual supervision database; Trajectory generation: Connect consecutive position points into trajectories based on ship ID and timestamp. Ship ID is the unique identifier of each ship, and timestamp is the time point when the position data is recorded. Distance calculation: Use the Haversine formula to calculate the spherical distance between two locations; Where d is the distance, r is the radius of the Earth, are the latitudes of the two locations, is the latitude difference, λ1 and λ2 are the longitudes of the two locations, and Δλ=λ2-λ1 is the longitude difference.

4. A ship supervision system for navigable waters of a wind farm according to claim 1, characterized in that: Constructing the path optimization mathematical model specifically includes: Path planning: Based on the starting point, end point and avoidance area, a path planning algorithm is used to generate multiple navigation paths. The starting point refers to the longitude and latitude of the starting position of the ship's navigation, the end point refers to the longitude and latitude of the target position of the ship's navigation, and the avoidance area refers to the set of areas that need to be avoided; Path evaluation: Based on the current wind speed, ocean current speed environment and path cost factors, the generated multiple paths are evaluated and a practical and feasible path is selected. The current wind speed refers to the current wind speed in the navigation area, which is used to consider the influence of wind resistance. The ocean current speed refers to the ocean current speed in the navigation area, which is used to consider the influence of water flow. Path cost calculation: Define the path cost function based on distance, time, and risk factors. Let the path cost be C. The calculation formula is: C=α×D+β×T+γ×∑ avoidancezones Risk(z); Among them, α, β, and γ are weight coefficients, D is the path length, T is the expected flight time, and Risk(z) is the proximity of the path to the avoidance area z or the collision risk.

5. A ship supervision system for navigable waters of a wind farm according to claim 1, characterized in that: The path optimization mathematical model is used to optimize the ship's sailing speed, including: A speed optimization model is established based on the speed optimization target. The speed optimization model is a constrained optimization problem, wherein the constraints include: Maximum / minimum speed limit: v min ≤v(t)≤v max ; Safety distance limit: ensure that the vessel maintains a safe distance from the avoidance area at all times; Ship performance limitations: including acceleration and deceleration limitations; The speed optimization target is one or more speed sequences v(t), where t represents time, so that the ship can sail safely and efficiently while following the optimized path and find a balance between sailing time, energy consumption and collision risk, and speed refers to the current sailing speed of the ship; The objective function is constructed based on the optimization variables. The optimization variables are the speed v(t) of the ship at different time points. The objective function is defined as a comprehensive indicator of the navigation cost, including the time cost, i.e. the weighted sum of the expected navigation time, energy consumption cost and risk cost: J=μ T ×T+μ E ×E+μ R ×R; Among them, μT, μE, and μR are the corresponding weight coefficients of time cost T, energy cost E, and risk cost R, which are adjusted according to actual needs. The time cost is calculated by the path length D and the average speed vˉ, that is, T=D / vˉ. The energy cost is related to the sailing distance, speed, and energy consumption characteristics of the ship, and is estimated through experimental data or theoretical models. The risk cost is based on the proximity of the path to the avoidance area or the collision risk Risk(z), and is estimated through the risk assessment part of the path cost function.

6. A ship supervision system for navigable waters of a wind farm according to claim 1, characterized in that: The information interaction protocol and interface module include: Formulating an information dual supervision interaction protocol can establish the information interaction standards between the land control center and the maritime agency, covering data synchronization, status update, and command issuance; Business collaboration interface; Joint patrol interface to support patrol planning, area division, and result sharing functions to ensure the coordination of patrol activities; Emergency response interface: used to ensure that both parties can respond quickly and coordinate in emergency situations.

7. A ship supervision system for navigable waters of a wind farm according to claim 1, characterized in that: The ship monitoring and risk warning module includes: The ship monitoring and tracking unit has a real-time monitoring interface that integrates data from the land control center and maritime agencies to display the real-time position and trajectory of the ship; The joint early warning system combines data from the land control center and maritime agencies to assess the risk of collision and issue a joint warning.

8. A ship supervision system for navigable waters of a wind farm according to claim 1, characterized in that: The emergency response and collaborative optimization module includes: Emergency response process unit, used to ensure close cooperation between the land control center and the maritime agency in emergency response; Information services and collaborative optimization unit; Joint Information Service Unit for providing integrated information services covering wind farm specific information and general maritime information; The collaborative optimization unit uses mathematical models to optimize the ship's navigation path and speed to reduce the risk of collision.

9. A ship supervision system for navigable waters of a wind farm according to claim 1, characterized in that: The data sharing and display platform includes: Dual regulatory databases for unified storage and management of wind farm and maritime agency data; The dual supervision interface can support the web browser software used by both parties to display the integrated ship supervision status.

10. A ship supervision system for navigable waters of a wind farm according to claim 1, characterized in that: The system operation and maintenance management module includes: The dual supervision function test unit is used to test the accuracy, timeliness and stability of the coordination function between the wind farm and the maritime agency and obtain the test results; A coordination mechanism optimization unit, which adjusts and optimizes the coordination mechanism according to the test results; Dual supervision system deployment unit, seamless connection and collaborative work between land control center and maritime agencies; Joint operation and maintenance system unit, used for daily operation and maintenance, troubleshooting and continuous optimization.

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