Ship navigation management method based on Beidou positioning

Abstract

The invention discloses a ship navigation management method based on Beidou positioning, and the method comprises the steps: obtaining Beidou signal intensity data, and judging whether the ship positioning precision exceeds an error threshold value or not based on the Beidou signal intensity data; if the error threshold value is exceeded, recording positioning deviation data and acquiring inertial navigation system data; correcting the ship position information based on the inertial navigation system data and updating an electronic map; judging whether the ship deviates from the route based on the corrected ship position information, and if so, regenerating a route planning instruction; if the position relation between the ship and the prohibited navigation area does not meet the requirement, an early warning mechanism is triggered, and an early warning event is recorded; and evaluating the ship based on the positioning deviation data and the early warning event, and generating an analysis report. According to the method, the ship navigation precision is remarkably improved, the navigation safety is enhanced, and data support is provided for long-term route optimization.

Description

Technical Field

[0001] The present invention belongs to the field of information technology, and particularly relates to a ship navigation management method based on Beidou positioning. Background Art

[0002] In the ship navigation management method based on Beidou positioning, there is a technical contradiction: when the on-board Beidou terminal receives Beidou satellite signals in real time to determine the accurate position, speed and heading of the ship, the positioning accuracy may decrease due to signal occlusion or multipath effects, which in turn affects the real-time monitoring of the ship navigation status by the management center. When the ship sails into a signal-complex area, such as a port with high-rise buildings or a canyon water area, the Beidou signal may be severely interfered, resulting in deviation of the positioning data. This deviation will directly affect the accuracy of the ship position displayed on the electronic map by the management center, thus reducing the reliability of navigation guidance.

[0003] In addition, when the management center plans the optimal route for the ship, if the ship deviates from the route due to signal interference, although the on-board Beidou terminal can issue a reminder, in the case of unstable signals, the reminder information may be delayed or lost, resulting in the management center being unable to take corrective measures in a timely manner. At the same time, the electronic fence function may fail in areas with unstable signals, unable to accurately detect whether the ship approaches or enters a restricted navigation area, increasing the navigation risk of the ship.

[0004] In terms of data recording and analysis, the deviation of the positioning data caused by signal interference will be recorded as part of the navigation log, affecting the accuracy of subsequent analysis of the ship navigation efficiency and safety. This technical contradiction is particularly prominent in signal-complex areas and becomes a difficult point in ship navigation management. Summary of the Invention

[0005] To solve the above technical problems, the present invention proposes a ship navigation management method based on Beidou positioning to solve the problems existing in the above prior art.

[0006] To achieve the above object, the present invention provides a ship navigation management method based on Beidou positioning, including:

[0007] Obtain Beidou signal strength data, and judge whether the ship positioning accuracy exceeds the error threshold based on the Beidou signal strength data; if it exceeds the error threshold, record the positioning deviation data and obtain inertial navigation system data;

[0008] Correct the ship position information based on the inertial navigation system data and update the electronic map;

[0009] Judge whether the ship deviates from the route based on the corrected ship position information, and if it deviates from the route, regenerate the route planning instruction;

[0010] If the positional relationship between the ship and the no-sailing area does not meet the requirements, the early warning mechanism is triggered and the early warning event is recorded.

[0011] Based on the positioning deviation data and the early warning event, the ship is evaluated to generate an analysis report.

[0012] Optionally, the process of obtaining the Beidou signal strength data includes:

[0013] Obtain the original signal of the Beidou satellite and perform key feature extraction using wavelet transform and adaptive filtering. Based on the original signal and the key features, calculate the Beidou signal strength data using the weighted average method; where the key features include but are not limited to signal amplitude, phase, and spectrum.

[0014] Optionally, the process of determining whether the ship positioning accuracy exceeds the error threshold based on the Beidou signal strength data includes:

[0015] Construct a mapping relationship between the signal strength and the positioning error based on historical data and the application scenario. Based on the Beidou signal strength data and the mapping relationship, determine the positioning error and judge whether the positioning error exceeds the error threshold.

[0016] Optionally, the process of correcting the ship position information includes:

[0017] Use the Kalman filter algorithm to fuse the Beidou signal and the inertial navigation system data to complete the preliminary correction of the ship position information; group the preliminarily corrected ship position information through the clustering analysis algorithm and identify abnormal data points to obtain the finally corrected ship position information, where the inertial navigation system data includes the measurement values of the accelerometer, gyroscope, and magnetometer.

[0018] Optionally, the process of updating the electronic map includes:

[0019] Match the corrected ship position information with the electronic map data to generate updated electronic map data; through the preset electronic map update rule, judge whether the updated electronic map data meets the requirements of real-time monitoring; if the updated electronic map data meets the real-time monitoring requirements, use the data verification algorithm to perform consistency verification on the updated electronic map data to judge whether there is data abnormality; if there is data abnormality, obtain the historical electronic map data, combine it with the corrected ship position information, and regenerate the updated electronic map data until it meets the real-time monitoring requirements and passes the consistency check, and store the updated data in the electronic map database.

[0020] Optionally, the process of determining whether the ship deviates from the route based on the corrected ship position information includes:

[0021] Obtain the current position data of the ship, and extract the planned line coordinates from the preset route map; use deviation calculation to match the current position data with the planned line coordinates to obtain the deviation number; extract the threshold point from the preset route deviation threshold, and combine the deviation number to determine whether the ship deviates from the route, where the route deviation threshold is set based on the ship type, navigation area characteristics and navigation environment.

[0022] Optionally, the process of regenerating the route planning instruction includes:

[0023] Extract the correction value from the historical line, and recompute the optimal line in combination with the current position; use the matching degree algorithm to judge the matching degree between the optimal line and the current position; if the matching degree meets the preset value, generate a new instruction and update the route map; adjust the ship position according to the new instruction to obtain the update value; use the data verification algorithm to judge the deviation value between the update value and the optimal line, and if it meets the preset value, complete the regeneration of the route planning instruction.

[0024] Optionally, if the positional relationship between the ship and the no-sailing area does not meet the requirements, a warning mechanism is triggered. The process of recording the warning event includes:

[0025] Based on the corrected ship position information and the pre-established electronic fence data, calculate the distance value between the ship and the no-sailing area; if the distance value exceeds the preset approach threshold, trigger the alarm value and mark the ship position information as the approaching state; if the distance value is less than the preset entry threshold, trigger the alarm value and mark the ship position information as the entry state.

[0026] Optionally, the process of evaluating the ship based on the positioning deviation data and warning events includes:

[0027] Obtain the positioning data in the navigation log and extract the positioning deviation value; according to the positioning deviation value, combine the pre-established warning event data to calculate the ship navigation efficiency value; use the data analysis algorithm to evaluate the navigation safety value for the ship navigation efficiency value; if the safety value is lower than the preset threshold, generate a safety evaluation result. According to the safety evaluation result, combine the ship navigation area data to calculate the distance value between the ship and the no-sailing area; if the distance value exceeds the preset threshold, generate the no-sailing area alarm information; through the data verification algorithm, judge the deviation value between the alarm information and the ship position information to generate the final analysis report.

[0028] Optionally, it further includes: optimizing the mapping relationship between the signal strength and positioning error and the boundary setting of the electronic fence through the ship position change data before and after correction, the route adjustment record and the time stamp of the warning event recorded in the navigation log.

[0029] Compared with the prior art, the present invention has the following advantages and technical effects:

[0030] The present invention determines the current positioning accuracy by obtaining Beidou signal strength data and combining it with a preset mapping relationship between signal strength and positioning error. When the accuracy is lower than the threshold, a multi-source data fusion algorithm is adopted to fuse the Beidou signal with the inertial navigation system data to correct the ship position information. According to the corrected position, the present invention updates the electronic map, monitors the route deviation, and triggers route correction when necessary. At the same time, the electronic fence function is used to determine whether the ship is approaching a restricted navigation area and issue a warning in a timely manner. The present invention also evaluates the navigation efficiency and safety by analyzing the positioning deviation and warning events in the navigation log, and optimizes the route planning and electronic fence settings. This method significantly improves the ship navigation accuracy, enhances the navigation safety, and provides data support for long-term route optimization. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] The drawings forming a part of this application are used to provide a further understanding of this application. The schematic embodiments and descriptions thereof of this application are used to explain this application and do not constitute an improper limitation of this application. In the drawings:

[0032] Figure 1 It is a schematic flowchart of the method according to an embodiment of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0033] It should be noted that, without conflict, the embodiments in this application and the features in the embodiments can be combined with each other. The following will refer to the drawings and combine the embodiments to detail this application.

[0034] It should be noted that the steps shown in the flowchart of the drawings can be executed in a computer system such as a set of computer-executable instructions, and although the logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in a different order than here.

[0035] Embodiment 1

[0036] As Figure 1 shown, in this embodiment, a ship navigation management method based on Beidou positioning is provided, including:

[0037] Obtain Beidou signal strength data, and determine whether the ship positioning accuracy exceeds the error threshold based on the Beidou signal strength data; if it exceeds the error threshold, record the positioning deviation data and obtain inertial navigation system data;

[0038] Further, the process of obtaining Beidou signal strength data includes:

[0039] Obtain the original signal of Beidou satellites and perform key feature extraction using wavelet transform and adaptive filtering. Based on the original signal and the key features, calculate the Beidou signal strength data using a weighted average method; where the key features include, but are not limited to, signal amplitude, phase, and spectrum.

[0040] Further, the process of determining whether the ship positioning accuracy exceeds the error threshold based on the Beidou signal strength data includes:

[0041] Construct a mapping relationship between the signal strength and the positioning error based on historical data and the application scenario, determine the positioning error based on the Beidou signal strength data and the mapping relationship, and judge whether the positioning error exceeds the error threshold.

[0042] Specifically, the Beidou signal strength is a key indicator for evaluating the ship positioning accuracy. In practical applications, the Beidou signal strength values in the navigation area can be collected by a receiver. For example, when a fishing boat sails in the East China Sea, the signal strength values received from multiple Beidou satellites are -125 dBm, -128 dBm, -130 dBm, etc. The signal processing algorithm can adopt wavelet transform and adaptive filtering to extract the signal characteristics in the navigation area, including key parameters such as signal amplitude, phase, and spectrum. According to the collected Beidou data, the signal strength value of the current navigation area is calculated by methods such as weighted average. In the pre-established mapping relationship between the signal strength and the positioning error, a corresponding table can be established with reference to historical data. For example, when the signal strength is -125 dBm, the positioning error is about 3 meters, and when it is -135 dBm, the error is about 8 meters. The establishment of the mapping relationship needs to consider various factors, including geographical location, atmospheric state, and ionosphere. The calculation of the ship positioning error value needs to combine the actual application scenario. For example, the positioning error for fishing operations is required not to exceed 10 meters, and the error for maritime search and rescue is required to be controlled within 5 meters.

[0043] Correct the ship position information based on the inertial navigation system data and update the electronic map;

[0044] Further, the process of correcting the ship position information includes:

[0045] Adopt the Kalman filtering algorithm to fuse the Beidou signal and the inertial navigation system data to complete the preliminary correction of the ship position information; group and identify abnormal data points for the preliminarily corrected ship position information through the clustering analysis algorithm to obtain the finally corrected ship position information, where the inertial navigation system data includes the measurement values of the accelerometer, gyroscope, and magnetometer.

[0046] Specifically, obtain the Beidou signal strength value in the current navigation area of the ship, and use a signal processing algorithm to extract the regional signal characteristics. Calculate the signal strength value in the current navigation area based on the Beidou data, and combine it with the preset mapping relationship between the signal strength and the positioning error to obtain the error value of the current ship position. If the error value is greater than the preset threshold, start the multi-source data fusion algorithm to obtain the inertial navigation system data. Use the Kalman filter algorithm to fuse the Beidou signal and the inertial navigation system data to generate the corrected ship position information. According to the corrected ship position information, update the positioning data of the navigation area and record the data changes during the correction process. Use the clustering analysis algorithm to group the corrected ship position information and identify abnormal data points. According to the clustering analysis results, generate the finally corrected ship position information and update the positioning database of the navigation area.

[0047] Exemplarily, the monitoring of Beidou signal strength first involves the basic principles of signal processing. By using a receiver to obtain parameters such as the carrier-to-noise ratio of satellite signals, these parameters directly reflect the signal strength. For example, in open sea areas, the carrier-to-noise ratio of Beidou signals can usually reach over 45 dB, while in the nearshore navigation area with numerous islands, the signal strength may drop below 35 dB. The positioning error mapping relationship reflects the corresponding law between signal strength and positioning accuracy in different environments. During ocean navigation, for every 5 dB decrease in signal strength, the positioning error may increase by 2 to 3 meters. For example, when a ship is sailing and the monitored signal strength drops from 42 dB to 37 dB, according to the mapping relationship, it can be judged that the positioning error expands from the original 3 meters to about 6 meters. When the positioning error exceeds the preset threshold, it is necessary to start the multi-source data fusion algorithm. The inertial navigation system usually equipped on ships can provide data such as attitude angles and angular velocities. For example, in a certain voyage segment, the Beidou positioning shows that the ship position deviation reaches 8 meters. At this time, the ship's heading recorded by the inertial navigation system is 45 degrees northeast, and the speed is 12 knots. The ship position can be preliminarily corrected through these data. The Kalman filter algorithm fuses different data sources through two stages: prediction and update. During navigation, if the Beidou positioning shows that the ship position deviates by 15 meters within one minute, while the displacement recorded by the inertial navigation system is only 10 meters, the filtering algorithm will weigh the reliability of the two types of data and generate a more accurate position information. Cluster analysis can identify abnormal data points and improve the positioning accuracy. Suppose in ten consecutive position records, eight data show that the ship position change is within 5 meters, while the other two data deviate by more than 20 meters. Through cluster analysis, these two points can be determined as outliers. Through data clustering, the positioning characteristics of the ship in different navigation areas can also be found. For example, the positioning error is generally larger near ports, while the positioning is more stable during open sea navigation. During the database update process, it is necessary to record the changes in position information before and after correction. For example, during an hour's voyage of a ship, the original Beidou positioning data shows a zigzag track. After data fusion and outlier removal, the track is more in line with the actual navigation track, and the positioning accuracy is improved by about 40%. These recorded data changes can be used for subsequent analysis of positioning accuracy in navigation areas and performance evaluation of navigation equipment.

[0048] Further, the process of updating the electronic map includes:

[0049] Match the corrected ship position information with the electronic map data to generate updated electronic map data; judge whether the updated electronic map data meets the requirements of real-time monitoring through the preset electronic map update rules; if the updated electronic map data meets the real-time monitoring requirements, then use the data verification algorithm to perform consistency verification on the updated electronic map data to judge whether there is data abnormality; if there is data abnormality, obtain the historical electronic map data, combine it with the corrected ship position information, and regenerate the updated electronic map data until it meets the real-time monitoring requirements and passes the consistency check, and store the updated data in the electronic map database.

[0050] Exemplarily, during the navigation of a ship, the real-time update of the electronic map is an important link to ensure navigation safety. The corrected ship position information is converted into electronic map coordinates through a specific mapping relationship, and the conversion rules between different coordinate systems need to be considered. For example, when navigating in a certain sea area, the latitude and longitude coordinates obtained by the ship's Beidou receiver are 30°15′N and 120°20′E. Through the preset coordinate conversion parameters, it can be converted into the corresponding pixel coordinate point in the electronic nautical chart. The data update algorithm mainly targets the matching process between the ship position and the electronic map. For example, in the port area, due to the weak positioning signal caused by building occlusion, it is necessary to combine the feature points of the port electronic map for position calibration. By extracting the feature points in the electronic map such as the dock edge line and the channel boundary, and matching them with the actual position of the ship, the position accuracy can be improved. The electronic map update rule contains multiple judgment conditions, such as the update frequency and data delay. In the busy channel area, the position update frequency is required to be no less than once per second, and the data delay does not exceed 0.5 seconds to ensure the real-time monitoring effect. When the updated data meets these conditions, the system stores the new position information in the electronic map database for subsequent navigation monitoring. The data verification algorithm mainly checks the integrity and consistency of the updated data. For example, when navigating in a certain channel, if the ship's position suddenly appears in the land area, it may be data anomaly. The system will identify and mark the abnormal data according to the preset verification rules, such as the position jump threshold and the reasonable range of ship speed. When data anomaly is found, the system will call the historical electronic map data for data correction. For example, during the navigation of a ship, the position data suddenly deviates from the normal route by 500 meters. The system will obtain the historical trajectory data in the recent ten minutes, and combine parameters such as the ship's navigation speed and heading to recalculate the possible actual position of the ship. The regenerated electronic map data needs to meet the navigation safety requirements. For example, in the complex channel area, the system will comprehensively analyze the position information of other surrounding ships to ensure that the updated position data will not cause collision risks. The updated data will be synchronized to the electronic map database in real time to ensure that the monitoring center and other ships can obtain accurate position information in time. This multiple verification and update mechanism can effectively improve the reliability of ship positioning and navigation safety.

[0051] Based on the corrected ship position information, it is judged whether the ship deviates from the route. If it deviates from the route, a new route planning instruction is regenerated;

[0052] Furthermore, the process of judging whether the ship deviates from the route based on the corrected ship position information includes:

[0053] Obtain the current position data of the ship, and extract the planned line coordinates from the preset route map; use deviation calculation to match the current position data with the planned line coordinates to obtain the deviation number; extract the threshold point from the preset route deviation threshold, and combine the deviation number to determine whether the ship deviates from the route, where the route deviation threshold is set based on the ship type, navigation area characteristics and navigation environment.

[0054] Route planning and deviation monitoring in ship navigation are important guarantees for maritime safety. The acquisition of position data is usually based on the Beidou or satellite positioning system, which records the longitude, latitude, heading and speed of the ship in real time. The planned line coordinates are the reference track points set according to the preset route, and each track point has clear longitude and latitude information. During actual navigation, the ship will be affected by natural factors such as ocean currents and winds and deviate from its course. The deviation calculation takes the current position of the ship as the reference point and calculates the perpendicular distance from the planned route through vector analysis. For example, if the planned route of a cargo ship is a straight line segment from 120°E, 30°N to 125°E, 35°N, when the ship is located at 122°E, 31.5°N, the specific deviation value can be obtained through calculation. The route deviation threshold is a safety limit set in advance based on factors such as ship type and navigation area characteristics. For large cargo ships on ocean routes, the deviation threshold is usually set at 5 nautical miles, while in inland waterways, the deviation threshold may be only 0.5 nautical miles.

[0055] Furthermore, the process of regenerating the route planning instruction includes:

[0056] Extract the correction value from the historical line, combine it with the current position, and recalculate the optimal line; use the matching degree algorithm to judge the matching degree between the optimal line and the current position; if the matching degree meets the preset value, generate a new instruction and update the route map; adjust the ship's position according to the new instruction to obtain the update value; use the data verification algorithm to judge the deviation value between the update value and the optimal line, and if it meets the preset value, complete the regeneration of the route planning instruction.

[0057] If the position relationship between the ship and the no-sailing area does not meet the requirements, trigger the warning mechanism and record the warning event;

[0058] For example, the calculation of the deviation value involves the distance measurement between the current coordinates of the ship and the planned route, usually using the nearest point projection method. For example, the current position of a freighter is 30 degrees and 20 minutes north latitude and 120 degrees and 10 minutes east longitude. The planned route is a straight line segment. The current point is perpendicular to the route, and the foot of the perpendicular is the nearest point. The calculated deviation value is 0.8 nautical miles. The preset deviation threshold is set according to the characteristics of different waters. Coastal routes are usually set to one nautical mile, while port channels are more stringent and may be set to 0.3 nautical miles. When the deviation exceeds the limit, such as when the deviation value of the freighter reaches 1.2 nautical miles, the system generates an alarm value, including information such as the direction and degree of deviation. The historical route data comes from the ship's previous navigation records in similar sections. The system selects historical trajectories with similar navigation conditions, such as routes under similar seasons and meteorological conditions. These data reflect the best navigation path in the actual navigation environment. For example, in the northbound route of the Taiwan Strait in my country, due to the influence of the monsoon, the winter route is usually more eastward than the summer route. The optimal route calculation takes into account multiple factors. Taking the Bohai Bay route as an example, it is necessary to avoid shoals and aquaculture areas, and the navigation density must also be considered. If the current position deviates from the original route outside Tianjin Port, the system will generate a new safe route based on the distribution of nearby shallow waters, the dynamics of past ships and other information. The matching evaluation mainly examines whether the new route meets the ship's maneuverability. Large oil tankers have a large turning radius, and the turning angle of the new route should not be too large, generally not exceeding 15 degrees. Container ships have good flexibility and can accept turns within 20 degrees. Through matching calculation, ensure that the adjusted route is feasible. The generation of new instructions needs to consider the ship's power characteristics. Taking a 100,000-ton bulk carrier as an example, deceleration or steering requires a long response time. The system will predict the ship's maneuvering response and give rudder angle or speed adjustment instructions in advance. The updated value usually includes parameters such as target heading, speed and estimated arrival time. Data verification ensures the stability of route adjustment and avoids frequent corrections. It is generally required that the deviation values ​​of multiple consecutive sampling points are within the allowable range. For example, it is required that the heading deviation is kept within three degrees and the speed fluctuation does not exceed 0.5 knots for at least five minutes before the correction is considered completed. This not only ensures navigation safety, but also avoids the increase in energy consumption caused by excessive corrections.

[0059] Furthermore, if the position relationship between the ship and the prohibited navigation area does not meet the requirements, the warning mechanism is triggered, and the process of recording the warning event includes:

[0060] Based on the corrected ship position information and the pre-established electronic fence data, the distance value between the ship and the prohibited navigation area is calculated; if the distance value exceeds the preset approach threshold, the alarm value is triggered and the ship position information is marked as approaching; if the distance value is less than the preset entry threshold, the alarm value is triggered and the ship position information is marked as entering.

[0061] Exemplarily, an electronic fence is a virtual geographical boundary used to demarcate no - navigation areas. When a ship approaches these areas, the system needs to issue an alarm in a timely manner and take corresponding measures. Setting a proximity threshold and an entry threshold can form a dual - protection mechanism. For example, the proximity threshold can be set at three nautical miles from the boundary of the no - navigation area, and the entry threshold at one nautical mile. Such a setting allows the ship to have sufficient reaction time for course adjustment. In the processing of ship position information, the system first obtains the latitude and longitude coordinates and the course data. For example, the current position of a certain ship is 30°15′N, 120°30′E, the course is 080°, and the speed is 12 knots. The system compares these data with the pre - set boundary of the no - navigation area in real time. The matching algorithm adopts a multi - point positioning comparison method. By using the position data of the ship at different time points, combined with the course and speed, it predicts its future navigation trajectory. For example, six position points are collected within five minutes to form a trajectory prediction curve and calculate the distance from the boundary of the no - navigation area. If the predicted trajectory shows that the ship may enter the no - navigation area within 30 minutes, the system will trigger a proximity alarm. The status marking mechanism can distinguish different levels of alarms. When the ship is in the proximity state, the system issues a yellow warning to remind the crew to pay attention and observe. If it enters the no - navigation area, a red alarm is triggered, requiring immediate evasive action. Through different levels of alarms, the crew can make reasonable judgments according to the actual situation. The data verification algorithm ensures the accuracy of the alarm through multiple verifications. For example, when a fishing boat is sailing four nautical miles away from a military restricted area, the system first determines that it is in the proximity state. By continuous monitoring, if it is found that the ship is moving away from the restricted area, the alarm level is reduced. This dynamic verification mechanism avoids false alarms and improves the reliability of the system. In the alarm process of the no - navigation area, environmental factors such as weather and sea conditions also need to be considered. For example, in typhoon weather, the system will appropriately expand the warning range and adjust the proximity threshold to five nautical miles. This intelligent adjustment ensures the effectiveness of the early warning and provides a more reliable guarantee for the safe navigation of ships. Through the collaborative work of these mechanisms, all - round monitoring and early warning of the no - navigation area are achieved.

[0062] Evaluate the ship based on the positioning deviation data and the warning event, and generate an analysis report.

[0063] Further, the process of evaluating the ship based on the positioning deviation data and the warning event includes:

[0064] Obtain the positioning data in the navigation log and extract the positioning deviation value; according to the positioning deviation value, combine with the pre-established warning event data to calculate the ship navigation efficiency value; adopt a data analysis algorithm to evaluate the navigation safety value for the ship navigation efficiency value; if the safety value is lower than the preset threshold, generate a safety assessment result. According to the safety assessment result, combine with the ship navigation area data to calculate the distance value between the ship and the no-sailing area; if the distance value exceeds the preset threshold, generate a no-sailing area alarm message; through a data verification algorithm, judge the deviation value between the alarm message and the ship position information to generate a final analysis report.

[0065] Exemplarily, the positioning data in the ship's navigation log usually includes key information such as latitude and longitude, and timestamp. The positioning deviation value reflects the error between the actual position and the recorded position. Taking the Beihai Sea area as an example, during the voyage of a cargo ship, the positioning system shows its position as 23 degrees 15 minutes north latitude and 109 degrees 20 minutes east longitude, while there is a deviation of five nautical miles between the actual position and the recorded value. The ship's navigation efficiency value is an important indicator to measure the navigation state, which is comprehensively calculated by analyzing factors such as ship speed and course stability. For example, on a shipping route in the South China Sea of our country, a container ship is sailing at a speed of 12 knots. When the wind force reaches level 7, the course deviates from the planned route by 10 degrees, resulting in a 20% decrease in the navigation efficiency value. The assessment of navigation safety mainly considers multiple factors such as weather conditions, sea conditions, and waterway traffic conditions. In a certain section of the East China Sea, an oil tanker is sailing when the visibility is less than one nautical mile. The system automatically adjusts the safety assessment value to 60%, which is lower than the preset threshold of 75%, triggering a safety warning. The calculation of the distance value between the ship and the no-sailing area needs to consider the boundary characteristics of the electronic fence. Near the Qiongzhou Strait of our country, when a fishing boat is eight nautical miles away from the boundary of the military no-sailing area, the system starts real-time monitoring. When the distance is shortened to five nautical miles, a primary alarm is triggered according to the preset threshold, requiring the ship to adjust its course in time. The deviation value verification between the alarm information and the ship position information is a key link to ensure the accuracy of the early warning. For example, in the northern part of the Taiwan Strait of our country, after a cargo ship receives the no-sailing area alarm, by comparing the results of on-board radar detection with satellite positioning data, it is found that the position deviation value is within 0.3 nautical miles, verifying the accuracy of the alarm. The data analysis algorithm adopts a multi-level judgment mechanism when evaluating navigation safety. For example, in the Bohai Bay area, the system analyzes the ship's navigation data in real time, calculates parameters such as the rate of change of ship speed and the steering angle, and combines the dynamics of surrounding ships to generate a safety level assessment report. When it is found that the ship's speed drops suddenly by 40% within ten minutes and at the same time deviates from the route by more than one nautical mile, the system automatically adjusts the safety level. The final analysis report integrates multi-dimensional data such as navigation efficiency, safety assessment, and alarm information. For example, in the southern part of the Yellow Sea, the analysis report of a container ship shows that: the navigation efficiency value is 85%, the safety assessment value is 78%, and the distance from the nearest no-sailing area is 12 nautical miles. All indicators are within the safe range, and the system recommends maintaining the current course and speed.

[0066] Furthermore, it also includes: optimizing the mapping relationship between signal strength and positioning error and the boundary setting of the electronic fence through the ship position change data before and after correction recorded in the navigation log, the route adjustment record, and the timestamp of the warning event.

[0067] The above are only the preferred specific embodiments of the present application, but the protection scope of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present application should be covered within the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A ship navigation management method based on Beidou positioning, characterized in that: The following steps are involved: Obtain Beidou signal strength data, and determine whether the ship positioning accuracy exceeds the error threshold based on the Beidou signal strength data; If the error threshold is exceeded, the positioning deviation data is recorded and the inertial navigation system data is obtained; Correcting the ship's position information based on the inertial navigation system data and updating the electronic map; Based on the corrected ship position information, determine whether the ship has deviated from the route. If it has deviated from the route, regenerate the route planning instructions; If the position relationship between the ship and the prohibited navigation area does not meet the requirements, the warning mechanism will be triggered and the warning event will be recorded; The ship is evaluated based on the positioning deviation data and warning events, and an analysis report is generated.

2. The ship navigation management method based on Beidou positioning according to claim 1 is characterized in that: The process of obtaining Beidou signal strength data includes: The original signal of the Beidou satellite is obtained and key features are extracted using wavelet transform and adaptive filtering. Based on the original signal and key features, the Beidou signal strength data is calculated using a weighted average method; wherein the key features include but are not limited to signal amplitude, phase and spectrum.

3. The ship navigation management method based on Beidou positioning according to claim 1 is characterized in that: The process of judging whether the ship positioning accuracy exceeds the error threshold based on Beidou signal strength data includes: A mapping relationship between signal strength and positioning error is constructed based on historical data and application scenarios, the positioning error is determined based on Beidou signal strength data and the mapping relationship, and it is determined whether the positioning error exceeds the error threshold.

4. The ship navigation management method based on Beidou positioning according to claim 1 is characterized in that: The process of correcting the ship's position information includes: The Kalman filter algorithm is used to fuse the Beidou signal with the inertial navigation system data to complete the preliminary correction of the ship's position information. The cluster analysis algorithm is used to group the preliminary corrected ship position information and identify abnormal data points to obtain the final corrected ship position information, wherein the inertial navigation system data includes the measurement values ​​of the accelerometer, gyroscope and magnetometer.

5. The ship navigation management method based on Beidou positioning according to claim 1 is characterized in that: The process of updating the electronic map includes: Match the corrected ship position information with the electronic map data to generate updated electronic map data; determine whether the updated electronic map data meets the real-time monitoring requirements through the preset electronic map update rules; if the updated electronic map data meets the real-time monitoring requirements, use the data verification algorithm to perform consistency verification on the updated electronic map data to determine whether there is data anomaly; if there is data anomaly, obtain historical electronic map data, combine with the corrected ship position information, and regenerate updated electronic map data until it meets the real-time monitoring requirements and passes the consistency verification, and store the updated data in the electronic map database.

6. The ship navigation management method based on Beidou positioning according to claim 1 is characterized in that: The process of judging whether the ship has deviated from the route based on the corrected ship position information includes: The current position data of the ship is obtained, and the coordinates of the planned line are extracted from the preset route map; the current position data is matched with the coordinates of the planned line by using deviation calculation to obtain the deviation number; the threshold point is extracted from the preset route deviation threshold, and combined with the deviation number, it is determined whether the route is deviated, wherein the route deviation threshold is set based on the ship type, navigation area characteristics and navigation environment.

7. The ship navigation management method based on Beidou positioning according to claim 1 is characterized in that: The process of regenerating routing instructions includes: The correction value is extracted from the historical line, and combined with the current position, the optimal line is recalculated; the matching algorithm is used to determine the matching degree between the optimal line and the current position; if the matching degree meets the preset value, a new instruction is generated and the route map is updated; the ship position is adjusted according to the new instruction to obtain the updated value; the data verification algorithm is used to determine the deviation value between the updated value and the optimal line, and if it meets the preset value, the route planning instruction is regenerated.

8. The method for ship navigation management based on Beidou positioning according to claim 1, characterized in that: If the position relationship between the ship and the prohibited navigation area does not meet the requirements, the warning mechanism will be triggered. The process of recording the warning event includes: Based on the corrected ship position information and the pre-established electronic fence data, the distance value between the ship and the prohibited navigation area is calculated; if the distance value exceeds the preset approach threshold, the alarm value is triggered and the ship position information is marked as approaching; if the distance value is less than the preset entry threshold, the alarm value is triggered and the ship position information is marked as entering.

9. The ship navigation management method based on Beidou positioning according to claim 1, characterized in that: The process of evaluating the vessel based on the positioning deviation data and warning events includes: Obtain the positioning data in the navigation log and extract the positioning deviation value; calculate the ship's navigation efficiency value based on the positioning deviation value and the pre-established warning event data; use the data analysis algorithm to evaluate the navigation safety value based on the ship's navigation efficiency value; if the safety value is lower than the preset threshold, generate a safety assessment result; based on the safety assessment result and combined with the ship's navigation area data, calculate the distance between the ship and the prohibited navigation area; if the distance value exceeds the preset threshold, generate a prohibited navigation area alarm message; use the data verification algorithm to determine the deviation value between the alarm information and the ship's position information, and generate a final analysis report.

10. The ship navigation management method based on Beidou positioning according to claim 1, characterized in that: Also includes: The mapping relationship between signal strength and positioning error and the boundary setting of the electronic fence are optimized by recording the ship's position change data before and after correction, the route adjustment records and the timestamps of warning events in the navigation log.

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