Method for constructing ship anchor position safety spacing model

Abstract

The invention relates to a method for constructing a ship anchor position safety spacing model, which comprises the following steps of: considering continuous circular motion of an anchoring ship in a single-anchoring mooring state, and further considering an extreme motion dynamic state that two anchoring ships cannot keep synchronous motion, and further deducing the ship anchor position safety spacing model as formulas: # imgabs0 #, # imgabs1 # and # imgabs2 #. The problems existing in ship anchoring area detection research are solved to a certain extent, the detection capacity and precision of the ship anchoring area are improved, the technical means of anchor position detection is provided, an algorithm can be arranged on ship equipment, and technical support is provided for selecting a safe and controllable anchor position under the conditions of normal operation and emergency of a ship.

Description

[0001] This case is The application date is 2022.04.01, the application number is 202211077287.9, and the invention name is "Improved Ship Anchor" Position circle radius model and anchor position intelligent detection method based on it" The divisional application of the Chinese invention patent of ; the Chinese invention patent with application number 202211077287.9 ​​and invention name “Improved ship anchor circle radius model and anchor intelligent detection method based on it” is The application date is 2022.04.01, the application number is 202210338598X, and the invention name is "A ship single Intelligent detection method for anchor position Divisional application for a Chinese invention patent. Technical Field

[0002] The invention relates to the technical field of ship anchoring, and in particular to a method for constructing a ship anchorage safety spacing model. Background Art

[0003] At present, the development of various types of ship intelligent technologies is in the ascendant and has become the carrier and breakthrough point of digital technology and economy in the shipping industry. The intelligent detection function of ship anchorage is one of the key technologies that must be possessed by ships for autonomous navigation and intelligent navigation. Ships must have the ability to detect anchorages at the starting port, destination port and near the route to meet the needs of emergency, loading and unloading of cargo, boarding and disembarking of personnel and waiting for berthing. In navigation practice, due to the lack of scientific anchorage detection methods, ships usually choose a larger anchorage radius to ensure anchorage safety, which objectively causes a waste of anchorage resources. In addition, there are some waters in the anchorage that can be used as anchorage waters, but due to insufficient anchorage detection capabilities, it is difficult to use the anchorage resources there. Therefore, choosing a suitable anchoring location and maintaining the safety of anchorage operations is a major challenge facing ship intelligent technology.

[0004] Intelligent anchor detection is a strategy and technology that relies on various ship sensors, integrates multi-source data, and uses relevant detection technologies to detect the position that meets the requirements of ship anchoring operations and conducts safety monitoring of anchor positions. Anchor detection is one of the key technologies for the development of ship intelligence, which is related to the safety of ship anchoring and the utilization rate of anchorages. Revealing the mechanism of anchor detection fills the gap in the understanding of anchor detection and promotes the development of related theories. However, at the current stage, there are few studies on anchor detection, and the research content mainly focuses on the length of the anchor chain, anchor radius, safe spacing between anchored ships, anchorage planning, and anchorage utilization. In addition, current research results do not pay enough attention to factors such as special types of ships such as dangerous goods ships, ship parameters, ship loading status, wind force, water depth, and safe spacing between ships sailing in and out of anchorages.

[0005] The above-mentioned background technology is intended to assist in understanding the inventive concept and technical solution of the present invention. It does not necessarily belong to the prior art of this patent application. In the absence of clear evidence that the above-mentioned content has been disclosed before the filing date of this patent application, the above-mentioned background technology should not be used to evaluate the novelty of the technical solution of this application. Summary of the invention

[0006] In view of the current situation of insufficient research on ship anchoring area detection, with the goal of improving the detection capability and accuracy of ship anchoring areas, this application first improves the ship anchor circle radius model and the ship anchor safety spacing model based on the movement characteristics and laws of anchored ships, and then constructs an intelligent algorithm combining the anchor position detection model of anchored ships and the Monte-Carlo random simulation method. Finally, a ship single anchor position detection method is proposed, which can quickly and effectively detect the anchor position, thereby improving the detection capability and accuracy of the ship anchoring area.

[0007] In order to solve at least one of the technical problems mentioned in the above background technology, the purpose of the present invention is to provide an intelligent detection method for a single anchor position of a ship, improve the ship anchor circle radius model and the anchored ship safety spacing model, and construct an intelligent algorithm based on the combination of the anchoring area detection model of the anchored ship and the Monte-Carlo random simulation method, which significantly improves the detection capability and accuracy of the ship anchoring area, can be used to quickly and effectively detect the anchor position, efficiently utilize the anchorage resources, and fill the gap in the field of single anchor position detection of ships.

[0008] In order to achieve the above object, the present invention provides the following technical solutions.

[0009] A method for detecting a single anchor position of a ship comprises the following steps: Step 1: The ship to be moored obtains the obstacle information of the anchorage and the length, width and position information of the existing ship through the AIS equipment. The two-dimensional coordinates of the existing ship and the obstacle are marked as , and import the relevant information into the improved ship anchor circle radius model to calculate the anchor radius of existing ships; Step 2: Use the anchor point conversion model to convert the two-dimensional coordinates of the existing ship and obstacles in step 1 into the anchor point of the existing anchored ship. ; Step 3: Import the relevant information of the ship to be moored and the water depth information obtained through the electronic chart (ECDIS) into the improved ship anchor circle radius model to calculate the anchor radius of the ship; Step 4: Based on steps 1 and 3, calculate the anchoring safety distance value of the ship to be moored according to the ship anchoring safety distance model; Step 5: Use the Monte-Carlo random algorithm to randomly generate n two-dimensional coordinates , simulate the two-dimensional coordinates of the target ship anchoring location; Step 6: Construct the anchoring area detection model for anchored ships: (13) Where, dn is the value of the safe distance between ships, Min(dn) is the minimum value of dn, (xn,yn) is the position of existing ships or other objects that hinder anchoring operations in the rectangular coordinate system of the plane where the anchorage is located, and point (xa,ya) is the anchor point that meets the safe distance D between anchored ships. Step 7: Using the anchoring area detection model of the anchored ship in step 6, the data of steps 2 and 5 are calculated successively to obtain the two-dimensional coordinates of the anchoring position of the ship to be moored that meets the safety spacing value of step 4. ; Step 8: If the bow anchor windlass of the ship is provided with a position sensor, the two-dimensional coordinates of the anchor point obtained in step 7 can be used as the two-dimensional coordinates of the anchor point for the ship to anchor; Step 9: Use the anchor point conversion model to convert the two-dimensional coordinates of the anchor point obtained in step 7 to the ship's position. ; Step 10: Send the results of step 8 and step 9 to the electronic nautical chart or related equipment to facilitate the ship to be moored to carry out anchoring operations at this location; the ship to be moored displays the anchor point or ship position on the related equipment according to the working characteristics for anchoring operations.

[0010] The improved ship anchor circle radius model is: (6) In the formula, R is the mooring radius of a single anchoring area (m); S is the mooring chain length, and different mooring chain length models can be selected according to user needs; k is the distance between the anchor chain hole and the bow and stern centerline of the ship; Representative ship type, , when the ship is a general cargo ship, Take the lower limit, when the ship is an oil, liquefied gas or chemical tanker, Take the upper limit value; To chart water depth; is the ship's molded depth at the anchor chain hole; is the bow draft of the ship; B is the ship width; α is the ship's trim angle, obtained from the ship's sensor; L S L is the bow and stern length of the ship; SA It is the length from the ship's anchor chain hole to the bow; represents the ship's positioning error; τ represents the ship's width coefficient, .

[0011] Furthermore, S may be, but is not limited to, the mooring chain length models in Table 1: Table 1. Anchoring chain length

[0012] Where H is the water depth of the anchorage (m).

[0013] The information related to the ship to be moored in step 3 specifically includes: ship static parameters, GPS / GNSS / BDS position sensor parameters, inclinometer sensor parameters, ECDIS sensor parameters, compass sensor parameters, and other sensor parameters.

[0014] The ship anchorage safety spacing model is: (10) In the formula, It is the safe distance between two anchored ships; is the anchoring safety radius of ship A; is the anchorage safety radius of ship B; is the anchoring radius of ship A; is the mooring radius of ship B; and Represents ship type A and ship type B respectively. , ordinary cargo ships take the lower limit, and oil, liquefied gas and chemical ships take the upper limit according to their dangerousness; is the ship width coefficient of ship A, is the ship width coefficient of ship B; is the width of ship A; is the width of ship B.

[0015] The anchor point conversion model is: drop anchor point By using formula (11) and the ship's position recorded when the ship dropped anchor Calculate it.

[0016] (11) Where Z is the distance between the anchor point and the point actually recorded by the ship when the ship drops anchor. It is the angle between the line from the anchor hole to the ship position in the coordinate system and the horizontal coordinate.

[0017] The anchor point conversion model is: anchor site By formula (12) and the ship's position after anchoring Calculate it.

[0018] (12) In the formula, is the distance between the anchor point and the point actually recorded by the ship after anchoring, It is the angle between the line from the anchor point to the ship point in the coordinate system and the horizontal coordinate.

[0019] Taking into full consideration the special types of dangerous goods ships, ship parameters, the distance from the anchor chain hole to the bow and the bow and stern line of the ship, the longitudinal inclination angle, the loading status of the ship, the wind force, the water depth and other factors, as well as the impact of ships sailing in and out of the anchorage on the safety of the anchored ship, the radius of the ship's anchor circle has been quantitatively improved. Compared with the existing technology, an improved ship anchor circle radius model with more comprehensive considerations and more accurate detection results has been constructed. When constructing the anchored ship safety spacing model, in addition to considering the relevant factors of the anchor circle radius, the surplus spacing parameters are further added, so that the spacing of the anchored ships can be adjusted according to the specific actual situation. Finally, based on the above research, with the goal of improving the detection capability and accuracy of the ship's anchoring area, an intelligent algorithm based on the combination of the ship anchoring area detection model and the Monte-Carlo random simulation method was designed, and the intelligent detection of the anchor position was carried out. The above scheme provides theoretical support for ship development in terms of multi-source data fusion, ship situation awareness and anchor detection decision-making; in practice, it provides technical means for anchor detection, and can deploy algorithms on ship-related equipment to provide technical support for ships to select safe and controllable anchorages in normal operation and emergency situations; in addition, port and waterway departments can use it to improve the safety level and utilization efficiency of anchorage waters.

[0020] The above-mentioned detection method is applied in ship anchoring.

[0021] Furthermore, the vessel includes a single-anchor vessel and / or a double-anchor vessel.

[0022] The application of the model in the aforementioned detection method in the anchoring of a ship at a single anchor, the model includes: Improved models of vessel anchor circle radius; and / or Model for safe spacing of vessels at anchor; and / or Anchor point conversion model; and / or Anchor point conversion model.

[0023] Furthermore, the application includes application of the detection method in double-anchor mooring of ships.

[0024] Based on the common knowledge in this field, the above-mentioned preferred conditions can be combined with each other to obtain a specific implementation method.

[0025] The raw materials and reagents involved in the present invention are all common commercially available products, and the operations involved are all routine operations in the art unless otherwise specified.

[0026] The beneficial effects of the present invention are: By obtaining relevant parameters from electronic charts and ship sensors, an intelligent algorithm based on the anchor position detection model of anchored ships and the Monte-Carlo random simulation method is designed. The detection algorithm can accurately and efficiently detect the distribution of anchor points within the boundaries of the anchorage, which to a certain extent solves the problems existing in the research on ship anchorage area detection, improves the detection capability and accuracy of ship anchorage areas, provides technical means for anchor position detection, and can be deployed on ship equipment to provide technical support for ships to select safe and controllable anchor positions in normal operation and emergency situations; in addition, it can also be used in ports and waterways and other departments to improve the safety level and utilization efficiency of anchorage waters.

[0027] The present invention adopts the above technical solution to achieve the above purpose, which makes up for the shortcomings of the prior art and has reasonable design and convenient operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] In order to make the above and / or other objects, features, advantages and embodiments of the present invention more clearly understood, the accompanying drawings are described as follows: Figure 1 This is a schematic diagram of the ship's method of dropping anchor astern; Figure 2 It is a schematic diagram of the plane motion of an anchored ship; Figure 3 It is a schematic diagram of the vertical motion of an anchored ship; Figure 4 This is a schematic diagram of the safe spacing model for anchored ships; Figure 5 is a schematic diagram of the GPS / GNSS position deviation of the ship position sensor ((1) when dropping anchor, (2) after anchoring); Figure 6 It is the model solving logic diagram; Figure 7 This is a schematic diagram of the mooring radius of a 192-meter ordinary cargo ship; Figure 8 This is a schematic diagram of the mooring radius of a 225-meter ordinary cargo ship; Fig. 9 This is a schematic diagram of the mooring radius of a 333-meter ordinary cargo ship. DETAILED DESCRIPTION

[0029] Those skilled in the art can refer to the content of this article and appropriately replace and / or modify the process parameters to achieve the above. However, it should be particularly noted that all similar replacements and / or modifications are obvious to those skilled in the art and are considered to be included in the present invention. The method of the present invention has been described through preferred embodiments, and relevant personnel can obviously modify or appropriately change and combine the methods described herein without departing from the content, spirit and scope of the present invention to implement and apply the technology of the present invention.

[0030] The present invention is described in detail below.

[0031] Embodiment 1: Construct an improved ship anchor circle radius model, the specific steps include: 1)Reference Figure 1 , determine the anchoring radius of the ship: (1) In the formula, Indicates the radius of the anchor circle of own ship; Indicates the undercover length of the anchor chain; Indicates the horizontal projection length of the catenary of the anchor chain; Indicates the horizontal projection length of the bow and stern of the ship; It indicates the horizontal projection length from the anchor chain hole to the front end of the deck. Indicates own ship's positioning error.

[0032] (2) In the formula, is the ship's trim angle, which can be obtained from the ship's sensor; The length from bow to stern of the ship.

[0033] (3) In the formula, It is the length from the ship's anchor chain hole to the bow.

[0034] 2)Reference Figure 2 After anchoring, a single-anchored ship will undergo a relatively complex movement under the combined influence of wind, waves, rotating current and reciprocating current. Figure 2 (b)-(f) show the hourly distribution of ship motion trajectory of a real ship in the period of 12 hours, 24 hours, 5 days, 10 days and 15 days respectively. It can be seen that when the direction of wind, wave and current is relatively stable, the anchored ship shows the characteristics of short-period swaying motion; when the direction of wind, wave and current is unstable, the anchored ship shows an approximate circular motion in the long-period state, and the swing amplitude and circumference radius of the ship are closely related to the influence of the outside world.

[0035] 3)Reference Figure 3 In the vertical plane, a single anchored ship makes radial back-and-forth motion under the influence of different wind, wave and current external forces. Figure 3 The length of the mooring chain at the midpoint A is , catenary With a certain curvature, horizontal chain Lying flat on the seabed, the combined force of the anchor's grip and the friction of the horizontal chain Greater than or equal to the external wind force .if becomes larger, the ship moves from point A to point B, and and After equilibrium, it stabilizes at point B. At this time, the length of the catenary is Longer, while the chain becomes shorter; if Continue to grow, exceeding , there is a risk of dragging the anchor; if The anchored ship will make a return motion from point B to point A. Therefore, from the perspective of anchoring safety, the above factors need to be fully considered, especially in the waters with dense ships, to select the appropriate anchor circle, anchor point and anchor radius.

[0036] 4)Reference Figure 3 , and the horizontal projection of the anchor chain is simplified by considering the extreme motion of the anchored ship: (4) In the formula, is the length of the anchor chain; k is the distance between the anchor chain hole and the bow and stern centerline of the ship; The water depth from the anchor chain hole to the seabed; To chart water depth; is the ship's molded depth at the anchor chain hole; The forward draft of the ship.

[0037] 5) Determine the anchoring radius of ordinary ships: (5) 6) Considering the need for other ships to pass through the anchorages, in order to ensure anchorage safety, the anchorage radius needs to reserve 2-3 times the ship width; and considering the characteristics of dangerous goods ships, the anchorage radius needs to increase a certain safety margin compared to ordinary cargo anchorage ships; therefore, the general anchorage radius is: (6) In the formula, Representative ship type, , ordinary cargo ships take the lower limit, and oil, liquefied gas and chemical ships take the upper limit according to their dangerousness; represents the ship width coefficient, ; Represents the width of the ship.

[0038] The Chinese standard, Japanese standard, British standard and Dindar Oz standard mentioned in Table 1 can all be applied to the mooring radius model mentioned in (6), and different mooring chain models can be selected according to needs. This example adopts the Chinese standard and improves the mooring ship radius model according to model (6): (7) In the formula, R is the mooring radius of single anchoring waters (m); L is the designed ship length (m); H is the water depth of the anchorage (m); k is the distance between the anchor chain hole and the bow and stern centerline of the ship; Representative ship type, , ordinary cargo ships take the lower limit, and oil, liquefied gas and chemical ships take the upper limit according to their dangerousness; To chart water depth; is the ship's molded depth at the anchor chain hole; is the bow draft of the ship; B is the ship width; α is the ship's trim angle, which can be obtained from the ship's sensor; L S L is the bow and stern length of the ship; SA It is the length from the ship's anchor chain hole to the bow; represents the ship's positioning error; τ represents the ship's width coefficient, .

[0039] Embodiment 2: On the basis of the above-mentioned embodiment, a ship safety distance model is constructed, and the specific steps include: 1)Reference Figure 4 (a) Considering that the anchored ship continues to move in a circular motion in the single-anchor mooring state, in order to avoid safety interference between the anchored ships, the distance between the two anchored ships must also be fully considered. When the two anchored ships maintain synchronous motion, the distance between the two ships in this state satisfies formula (8): (8) In the formula, is the distance between two anchored vessels; is the distance between the two anchored ships; is the anchoring radius of ship A; is the anchoring radius of ship B; Represents the captain of ship B.

[0040] 2)Reference Figure 4 (b), (c) and (d) consider the extreme motion dynamics when the two anchored ships cannot maintain synchronous motion. At this time, the two anchored ships are heading in opposite directions and their sterns are facing each other. At this time, the two anchored ships are in the most dangerous state. Once one ship loses control of the anchor, it will cause a collision risk. For this reason, the two anchored ships will set a certain safety margin when setting the mooring radius. In this state, the distance between the two ships satisfies formula (9): (9) In the formula, is the anchoring safety radius of ship A; is the anchoring safety radius of ship B; is the anchoring radius of ship A; is the anchoring radius of ship B; It is the safe distance between two anchored vessels; It is the safe distance between two anchored ships; is the anchoring safety radius margin of ship A; is the anchoring safety radius margin of ship B.

[0041] In navigation practice, the inter-vessel distance Q shown in formula (8) is usually used to determine the anchor radius. However, since the anchored vessel makes irregular reciprocating radial motion within the anchor circle, the distance Q is a variable. Selecting the distance Q to determine the anchor radius may result in the existence of Figure 2 Obstacles shown. For anchoring safety, a larger radius anchoring circle is often selected, which objectively wastes the utilization rate of the anchorage and causes congestion in the anchorage. In the case of accurate anchoring points, it is safe and reliable to use the anchoring ship safety distance D for anchoring detection. Compared with formula (4), the anchoring radius model of formula (5) has reserved 2-3 times the ship width as a safety margin. For this reason, the safety distance model between anchored ships can be further derived as formula (10): (10) In the formula, and Represents ship type A and ship type B respectively. , ordinary cargo ships take the lower limit, and oil, liquefied gas and chemical ships take the upper limit according to their dangerousness; represents the ship width coefficient of ship A, represents the width coefficient of ship B.

[0042] Embodiment 3: Based on the above-mentioned embodiment, an anchor point conversion model is constructed, including: Reference Figure 5 (a) The anchor point is also called the anchoring point. It is the position of the anchor when the ship is anchored. A coordinate system is established with the ship's position as the origin. The X axis represents longitude and the Y axis represents latitude. The anchor point is the anchor chain hole. point, the point actually recorded by the ship, i.e. the point recorded by the ship's GPS / GNSS / BDS sensor antenna, is point, a and b Represents the distance between the GPS / GNSS / BDS sensor and the bow and stern of the ship. c and d Represents the distance between the GPS / GNSS / BDS sensor and the ship's sides, and the distance between the anchor chain hole and the bow is e , the distance from the center line of the head and tail is k ; drop anchor point By using formula (11) and the ship's position recorded when the ship dropped anchor Calculate it.

[0043] (11) Where Z is the distance between the anchor point and the point actually recorded by the ship when the ship is anchored; θ is the angle between the line from the anchor hole to the ship position in the coordinate system and the abscissa.

[0044] Embodiment 4: Based on the above embodiment, an anchor point conversion model is constructed, including: Reference Figure 5 (b) The anchor point is also called the mooring point, which refers to the position of the anchor when the ship is firmly grasping the bottom and is relatively stable during the anchoring process, that is, the anchor point in 5(b) Point, the anchor is dropped from the point where the order is given Move to the anchor point There will be a certain displacement in the horizontal direction. The reasons for this displacement are relatively complex and are related to the ship's own factors such as maneuverability, type, tonnage, speed, loading conditions, anchor type, etc., as well as external factors such as wind, waves, currents, water depth and bottom quality. In order to find the anchor point, such as Figure 5 (b) shows that after anchoring, the anchor point By formula (12) and the ship's position after anchoring Calculate it.

[0045] (12) In the formula, is the distance between the anchor point and the point actually recorded by the ship after anchoring, It is the angle between the line from the anchor point to the ship point in the coordinate system and the horizontal coordinate.

[0046] Embodiment 5: Based on the above embodiments, a method for intelligent detection of a single anchor position of a ship is provided. First, a MATLAB program is used to define the anchorage information of 2 nautical miles * 2 nautical miles, the water depth is 20-40 meters, and the following assumptions are made: the anchor point coincides with the anchor point, that is, L 0=0; the anchor point is directly in front of the ship, that is, on the ship's heading line; the ship's trim angle α=0.5°; the coefficient τ is 2; ; =0.

[0047] The scales of three common cargo ships are shown in Table 2, and the mooring radius model is shown in Table 3.

[0048] Table 2. Ship parameters (unit: meter)

[0049] Table 3. Mooring radius related models

[0050] According to the ship parameters in Table 2 and the ship radius related model in Table 3, the anchorage area detection was tested in the MATLAB program. The existing ships and ships to be moored in the anchorage are all the three types of ships mentioned above, and the existing ship spacing in the anchorage meets the safety spacing requirements for anchored ships. The water depths of the anchorage are 20 meters, 25 meters, 30 meters, 35 meters and 40 meters respectively. The experimental data includes two categories and a total of 10 groups: the first category is 5 groups of anchorage area detection data with wind force ≤7, and the second category is 5 groups of anchorage area detection data with wind force >7. Table 4 and Table 5 are the first group of the first category of data and the first group of the second category of data respectively.

[0051] Table 4. Ship safety distance data for wind force ≤ 7 (water depth 20 meters)

[0052] Table 5. Ship safety distance data for wind force > 7 (water depth 20 meters)

[0053] Reference Figure 6 , the intelligent detection method for a single anchor position of a ship comprises the following steps: Step 1: The ship to be moored obtains the obstacle information of the anchorage and the length, width and position information of the existing ship through the AIS equipment. The two-dimensional coordinates of the existing ship and the obstacle are marked as , and import the relevant information into the improved ship anchor circle radius model to calculate the anchor radius of existing ships; Step 2: Use the anchor point conversion model to convert the two-dimensional coordinates of the existing ship and obstacles in step 1 into the anchor point of the existing anchored ship. ; Step 3: Import the relevant information of the ship to be moored and the water depth information obtained through the electronic chart (ECDIS) into the improved ship anchor circle radius model; Step 4: Based on steps 1 and 3, the anchorage safety distance value of the ship to be moored is calculated according to the ship anchorage safety distance model; Step 5: Use the Monte-Carlo random algorithm to randomly generate 5000 two-dimensional coordinates , simulate the two-dimensional coordinates of the target ship anchoring location; Step 6: Construct the anchoring area detection model for anchored ships: (13) Where, dn is the value of the safe distance between ships, Min(dn) is the minimum value of dn, (xn,yn) is the position of existing ships or other objects that hinder anchoring operations in the rectangular coordinate system of the plane where the anchorage is located, and point (xa,ya) is the anchor point that meets the safe distance D between anchored ships. Step 7: Using the anchoring area detection model of the anchored ship in step 6, the data of steps 2 and 5 are calculated successively to obtain the two-dimensional coordinates of the anchoring position of the ship to be moored that meets the safety spacing value of step 4. ; Step 8: If the bow anchor windlass of the ship is provided with a position sensor, the two-dimensional coordinates of the anchor point obtained in step 7 can be used as the two-dimensional coordinates of the anchor point for the ship to anchor; Step 9: Use the anchor point conversion model to convert the two-dimensional coordinates of the anchor point obtained in step 7 to the ship's position. ; Step 10: Draw a simulation diagram of the anchoring position workspace, and send the results of step 8 and step 9 to the electronic chart or related equipment to facilitate the ship to be moored to carry out anchoring operations at this position; the ship to be moored will display the anchor point or ship position on the relevant equipment according to the working characteristics for anchoring operations.

[0054] According to the data in Table 2, the mooring radius model in Table 3 is calculated and solved. The results are as follows Figure 7-9 shown.

[0055] (1) The improved anchor radius model can have four variants, F, G, H and I, according to the wind force, ship type and the safety impact of ships passing through the anchorage. Models F and H consider the anchor radius model under general circumstances, and models G and I are used to consider the anchor safety radius and the safe distance between two anchored ships when there are ships passing through the anchorage. It can be seen that compared with traditional models A~E, the improved anchor radius models F, G, H and I fully consider factors such as oil tankers and other dangerous goods ship types, ship parameters, the distance from the anchor chain hole to the bow, the trim angle, and the ship loading status. The model well reflects the engineering practice background and is more accurate.

[0056] (2) Model F is applicable when the wind force is ≤ level 7. Compared with Model A under the same conditions, Model F fully considers special dangerous ship types such as oil tankers, and its radius value is slightly smaller than that of Model A by 10%. Compared with Model C, the radius value of Model F is larger in shallow water, but with the increase of water depth, the radius value of Model C increases rapidly and is larger than the radius value of Model F. Compared with Model D, which considers the poor bottom quality of the anchorage, the radius value of Model D is larger than that of Model F. Compared with Model E, the anchor radius model F fully considers factors such as ship type parameters, the distance from the anchor chain hole to the bow, the trim angle, and the loading status of the ship. The model well reflects the engineering practice background and is more accurate. In shallow waters, the anchor radius value of Model F is slightly larger than that of Model E by 10%, and in deeper waters, the radius values ​​are basically the same. It can be seen that the improved anchor radius model F of this application is more in line with the engineering practice background under the same conditions, and the radius value is more accurate and smaller when the chain length is the safest and most conservative.

[0057] (3) Compared with models A / C / D / E, model G fully considers the safety impact between two anchored ships in the anchorage. This model is used to construct the anchored ship spacing model to minimize the safety impact of ships passing through the anchorage on the anchored ships. The radius value of model G is greater than the radius value of models A / C / D in shallow waters, but the opposite effect will occur in deeper waters. And it becomes weaker with the increase of ship length. Since model E only considers the utilization rate of the anchorage, it does not pay much attention to the safety of passing ships and anchored ships, and its radius value is not of reference significance.

[0058] (4) Model H and Model B are both radius models that consider severe weather conditions with wind force ≥ 7 or wind force = 30 m / s. When the length of the outgoing chain is equal, Model H can not only reflect the engineering practice background of anchored ships, but also has a smaller value. While ensuring safety, the use efficiency of the anchorage is improved.

[0059] (5) Compared with models B / C / D / E, model I fully considers the safety impact between two anchored ships in the anchorage. This model is used to construct the anchored ship spacing model to minimize the safety impact of ships passing through the anchorage on the anchored ships. Due to safety considerations, the chain length of model I is the largest compared to models B / C / D / E, resulting in a relative increase in the radius and spacing values.

[0060] The improved mooring radius model provided by the present invention changes the phenomenon that the previous mooring radius model was relatively rough. It not only fully considers factors such as ship type parameters, the distance from the anchor chain hole to the bow, the longitudinal inclination angle, the ship loading status, etc., but also considers the influence of wind force, special dangerous ship types such as oil tankers, and ships sailing in and out of the anchorage on the safe spacing of anchored ships, making the model more in line with the engineering practice background. The radius values ​​of the improved model in the four cases are all within the tolerable range, and in most scenarios are smaller than the radius values ​​of the models in the table. Applying the improved model to the anchoring area detection can improve the scientific nature of the detection, the safety of the anchored ship and the utilization rate of the anchorage.

[0061] The detection algorithm can accurately and efficiently detect the distribution of anchor points within the boundaries of the anchorage. The intelligent anchor detection algorithm that combines the anchor area detection model and the Monte-Carlo random simulation method can fully consider the impact of ship type on anchor spacing, and provide a reasonable anchor area detection solution for dangerous goods ships such as oil and liquefied gas. The ship anchor area detection model fully considers the safety needs of ships passing through anchorages and sets a certain safety passing margin. The ship anchor area detection model fully considers the impact of the anchorage boundary. For the detected anchored ships, the stern of the ship can effectively avoid the anchorage boundary to prevent the anchored ship from drifting out of the anchorage boundary. The ship anchor area detection model can also flexibly increase the safety distance according to the situation.

[0062] Aiming at the defects in the current research on ship anchoring area detection, the present invention aims to improve the detection capability and accuracy of anchoring area, designs an intelligent algorithm based on the anchoring area detection model of anchored ship and the Monte-Carlo random simulation method, which has the following progressive significance: (1) The model of the ship anchor circle radius was improved, taking into full account the special types of dangerous goods ships such as oil tankers, ship parameters, the distance from the anchor chain hole to the bow and the ship's bow and stern line, the trim angle, the ship's loading status, wind force, water depth and other factors, as well as the impact of ships sailing in and out of the anchorage on the safety of the anchored ship, and quantitatively improving the ship anchor circle radius. Compared with existing research, the improved model of the ship anchor circle radius has the characteristics of comprehensive consideration of factors and accurate results; (2) The anchored ship safety spacing model has been improved. In addition to considering the relevant factors of the anchor circle radius, it has also flexibly added a surplus spacing parameter and can adjust the anchored ship spacing according to the actual situation; (3) Based on the above research, an anchor position detection algorithm model for the anchoring area was constructed, and the Monte-Carlo random simulation method was used to carry out intelligent detection of anchor positions. It was shown that the anchor position detection algorithm of the present application can accurately and efficiently detect the distribution of anchor points within the boundaries of the anchorage.

[0063] The present invention provides an intelligent algorithm combining an anchoring area detection model for anchored ships and a Monte-Carlo random simulation method, which solves the problems existing in the research on ship anchoring area detection to a certain extent and improves the detection capability and accuracy of anchoring areas. The research results provide theoretical support for ship development in terms of multi-source data fusion, ship situation awareness, and anchoring area detection decision-making. In practice, it provides technical means for anchoring area detection, and the algorithm can be deployed on ship equipment, and the detected anchor area can be displayed on the ECDIS system or other systems for anchoring use, providing technical support for ships to select safe and controllable anchor positions in normal operation and emergency situations; in addition, it can also be used in ports and waterways and other departments to improve the safety level and utilization efficiency of anchorage waters.

[0064] The conventional techniques in the above embodiments are prior arts known to those skilled in the art, and thus will not be described in detail here.

[0065] The specific embodiments described herein are merely examples of the spirit of the present invention. Those skilled in the art may make various modifications or additions to the specific embodiments described or replace them in similar ways, but they will not deviate from the spirit of the present invention or exceed the scope defined by the appended claims.

[0066] Although the present invention has been described in detail and some specific embodiments have been cited, it is obvious to those skilled in the art that various changes and modifications can be made without departing from the spirit and scope of the present invention.

[0067] Matters not covered in the present invention are all known technologies.

Claims

1. A method for constructing a ship anchorage safety spacing model, characterized in that The specific steps include: Considering that the anchored ship continues to move in a circular motion in the single-anchor mooring state, in order to avoid safety interference between the anchored ships, the distance between the two anchored ships must also be fully considered. When the two anchored ships maintain synchronous motion, the distance between the two ships in this state satisfies formula (8): (8) In the formula, is the distance between two anchored vessels; is the distance between the two anchored ships; is the anchoring radius of ship A; is the mooring radius of ship B; Represents the captain of vessel B; Consider the extreme motion dynamics when the two anchored ships cannot maintain synchronous motion. At this time, the two anchored ships are heading in opposite directions and their sterns are facing each other. At this time, the two anchored ships are in the most dangerous state. Once one ship loses control of the anchor, it will lead to a collision risk. For this reason, the two anchored ships will set a certain safety margin when setting the mooring radius. In this state, the distance between the two ships satisfies formula (9): (9) In the formula, is the anchoring safety radius of ship A; is the anchoring safety radius of ship B; is the anchoring radius of ship A; is the mooring radius of ship B; It is the safe distance between two anchored vessels; It is the safe distance between two anchored ships; is the anchoring safety radius margin of ship A; is the anchorage safety radius margin of ship B; The anchor safety spacing model can be further derived as formula (10): (10) In the formula, and Represents ship type A and ship type B respectively. , ordinary cargo ships take the lower limit, and oil, liquefied gas and chemical ships take the upper limit according to their dangerousness; represents the ship width coefficient of ship A, represents the width coefficient of ship B.

2. Application of the ship safety spacing model constructed by the method of claim 1 in ship anchoring, characterized in that: Vessels include single-anchor vessels and / or double-anchor vessels.

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